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Basic Principles of Propulsion PDF
Basic Principles of Propulsion PDF
Ship Propulsion
Contents
Introduction.................................................................................................. 5
Scope of this Paper....................................................................................... 5
Chapter 1..................................................................................................... 6
Ship Definitions and Hull Resistance.............................................................. 6
Ship types............................................................................................... 6
A ships load lines.................................................................................... 6
Indication of a ships size......................................................................... 7
Description of hull forms.......................................................................... 7
A ships resistance................................................................................... 9
Admiralty coefficient............................................................................... 13
Chapter 2................................................................................................... 14
Propeller Propulsion.................................................................................... 14
Propeller types....................................................................................... 14
Flow conditions around the propeller...................................................... 15
Efficiencies............................................................................................ 16
Propeller thrust T and torque QB reacting on main engine....................... 17
Propeller dimensions and coefficients..................................................... 18
Manufacturing accuracy of the propeller................................................. 19
Slip ratio and propeller law..................................................................... 20
Heavy running of a propeller................................................................... 22
Manoeuvring speed and propeller rotation.............................................. 26
Chapter 3................................................................................................... 27
Engine Layout and Load Diagrams.............................................................. 27
Power functions and logarithmic scales.................................................. 27
Propulsion and engine running points..................................................... 27
Engine layout diagram........................................................................... 29
Standard engine load diagram............................................................... 29
Extended engine load diagram............................................................... 31
Use of layout and load diagrams examples with FP-propeller............... 32
Use of layout and load diagrams example with CP-propeller................ 35
Influence on engine running of different types of ship resistance
plant with FP-propeller........................................................................... 36
Influence of ship resistance on combinator curves
plant with CP-propeller.......................................................................... 38
Constant ship speed line for increased propeller diameter....................... 38
Estimations of engine/propeller speed at SMCR for different single
screw FP-propeller diameters and number of propeller blades................ 40
Closing Remarks......................................................................................... 42
References................................................................................................. 42
Introduction
pendiculars,
etc.
in service.
block
coefficient,
of Chapter 3.
ler is found based on the above effective towing resistance and various pro-
6.
Chapter 1
Ship Definitions and Hull Resistance
Ship types
Category
Class
Type
Tanker
Oil tanker
CC
VLCC
ULCC
tioned in Table 1.
Gas tanker
Chemical tanker
LNG
LPG
OBO
Oil/Bulk/Ore carier
OBO
Bulk carrier
Bulk carrier
Container ship
Container ship
Container Carrier
Roll On - Roll off
Ro-Ro
General cargo
Coaster
Reefer
Reefer
Passenger ship
Ferry
Cruise vessel
Table 1
example.
the hull.
Freeboard deck
D: Freeboard draught
T
S
W
WNA
Tropical
Summer
Winter
Winter - the North Atlantic
Seawater
of 1.025 t/m3.
dues/charges.
Draught D
including fuel and lube oils, etc. for operation of the ship, measured in tons at
deadweight
tonnage
Ship type
dwt/light
weight ratio
Displ./dwt
ratio
Tanker and
Bulk carrier
1.17
Container
ship
2.5-3.0
1.33-1.4
Table 2
Block coefficient CB
Various form coefficients are used to
express the shape of the hull. The most
important of these coefficients is the
block coefficient CB, which is defined
as the ratio between the displacement
Block
coefficient
CB, PP
Lighter
BWL
DF
DA
Approximate ship
speed V
in knots
0.90
5 10
Bulk carrier
0.80 0.85
12 16
Tanker
0.80 0.85
12 17
General cargo
0.55 0.75
13 22
Container ship
0.50 0.70
14 26
Ferry boat
0.50 0.70
15 26
Table 3
LPP
LWL
LOA
LPP
LWL
LOA
BWL
D = (DF + DA)
Am
AM
Waterline plane
CB,WL = _____________
L WL BWL D
AWL
L PP
L WL
BW
CB,PP = _____________
LPP BWL D
Volume of displacement
Waterline area
: A WL
: C B, WL =
: CM
: CP
: C WL =
L WL x B WL x D
AM
=
B WL x D
AM x L WL
A WL
L WL x B WL
CWL CB + 0.10.
AM
CM = __________
BWL D
mated as follows:
Ddes 1/3
CB = 1 (1 CBdes ) x (_____
)
D
0.98.
LWL
CLD = ______
3
A ships resistance
3, i.e.:
CB
D
= _____
x _____ x des
CBdes
Ddes
Water plane area coefficient CWL
The water plane area coefficient CWL
expresses the ratio between the vessels waterline area AWL and the prod-
_________________
CB,WL
Cp=________
=
=_____
AM LWL CM BWL D LWL CM
General
Fig. 3, i.e.:
AWL
CWL = __________
LWL BWL
groups, viz.:
1) Frictional resistance
2) Residual resistance
3) Air resistance
follows:
RF = CF K
Residual resistance RR
Residual resistance RR comprises wave
Frictional resistance RF
barnacles.
of the ship.
[1].
anti-fouling paints.
V (Bernoullis law)
moving aftwards.
as follows:
RR = CR K
Air resistance RA
resistance.
For container ships in head wind, the
air resistance can be as much as 10%.
Type of resistance
% of RT
High Low
speed speed
ship ship
RF
RW
RE
RA
= Friction
= Wave
= Eddy
= Air
RA
Ship speed V
RW
RE
V
RF
sequence.
sion power.
essary.
Estimates of average increase in
resistance for ships navigating the
main routes:
kW Propulsion power
8,000
Wave wall
25-35%
6,000
navigation eastward
20-25%
Europe-Australia
20-25%
Europe-East Asia
20-25%
20-30%
4,000
Normal service point
2,000
0
10
15
20 knots
Ship speed
des )
V = Vdes (___
2/9
)
P = Pdes (___
des
given ship
2/3
2/3
V = des V des
A = ________
P
Pdes
Chapter 2
Propeller Propulsion
The traditional agent employed to
move a ship is a propeller, sometimes
two and, in very rare cases, more than
two. The necessary propeller thrust T
required to move the ship at speed V
is normally greater than the pertaining
towing resistance RT, and the flowrelated reasons are, amongst other
Velocities
Ships speed . . . . . . . . . . . . . . . . : V
Arriving water velocity to propeller. : VA
(Speed of advance of propeller)
Effective wake velocity. . . . . . . . . . : VW = V _ VA
V _ VA
Wake fraction coefficient. . . . . . . . : w =
V
Power
Effective (Towing) power. . . . . . . : PE = RT x V
Thrust power delivered
by the propeller to water . . . . . . : PT = PE /
Efficiencies
Forces
Towing resistance. . . . . . . . . . . . . : RT
Thrust force . . . . . . . . . . . . . . . . . : T
Thrust deduction fraction . . . . . . . : F = T _ RT
_
Thrust deduction coefficient . . . . . : t = T RT
T
Hull efficiency. . . . . . . . . . . . . . . :
Relative rotative efficiency . . . . . :
Propeller efficiency open water :
Propeller efficiency behind hull :
Propulsive efficiency . . . . . . . . . :
Shaft efficiency . . . . . . . . . . . . . :
PE PE PT PD
T = = x x =
PB PT PD PB
VW VA
are shown.
Bx
B
S
1_t
1_w
R
0
B
D
=
=
Total efficiency. . . . . . . . . . . . . . :
Propeller types
Propellers may be divided into the folV
RT
PT PD
PE
PB
one block and normally made of a copper alloy. The position of the blades,
and thereby the propeller pitch, is once
and for all fixed, with a given pitch that
Monobloc with
fixed propeller
blades
(copper alloy)
Hub with a
mechanism for
control of the
pitch of the blades
(hydraulically activated)
speed V.
problems in service.
conditions.
defined as:
VW
VVA
VA
w = ____
= _____ (you get ___ = 1 w)
V
V
V
d and the ships length LWL has some inThe thickness of the friction belt in-
F T RT
RT
t = __ = ______ (you get ___
= 1 t)
T
T
T
with the high value for a high block coIn general, the size of the thrust deduc-
thrust force T, rate of revolution n, diFor ships with two propellers and a
PT
= o R
B = ____
PD
Propulsive efficiency D
case.
Efficiencies
Hull efficiency H
The hull efficiency H is defined as the
ratio between the effective (towing)
power PE= RT V, and the thrust power
which the propeller delivers to the water
PT = T VA, i.e.:
PE
RT V ______
R / T _____
1 t
H= ____
= ______
= T
=
PT
T VA
VA / V
1 w
VA
J = _____
nxd
where J is the advance number of the
power PE and the necessary power delivered to the propeller PD, i.e.:
propeller.
PE ___
P
P
D=___
= E x___T = H B = H o R
PD PT PD
Propeller
efciency
Small tankers
20,000 DWT
Large tankers
>150,000 DWT
Reefers
Container ships
o
0.7
Total efficiency T
The total efficiency T, which is equal
0.6
to the ratio between the effective (towing) power PE, and the necessary brake
n ( revs./s )
1.66
0.5
2.00
PE ___
P
P
T=___
= E x___D =D S=H o R S
PB PD PB
0.4
0.3
0.2
0.1
0.1
0.2
0.3
0.4
0.5
0.6
0.7
Advance number J =
VA
nxd
Fig. 8: Obtainable propeller efficiency open water, Ref. [3], page 213
1w
PT = PE _____
1 t
and
PT = T VA = T V ( 1w)
efficiency o, and the relative rotative efficiency R, although the latter has less
significance.
Shaft efficiency S
gear, if installed.
1t O R S
_______
1 w
P O R S
T=__B x __________ kN
V
1 w
where PB in kW and V in m/s.
PD
S = ____
PB
Container ship:
QB is:
PB
QB = _______
kNm
2x n
Propeller diameter d
blades.
For ships with particularly heavy-load-
high as 1.2.
Each of the classes, among other details, specifies the maximum allowable
PD
Q = _____
2 n
Q
KQ = __________
x n2 d 5
sa, at the cost of efficiency. On the other hand, if a lower design rate of revolu-
PT __________
T VA
KT
J
O = ___
=
= ___
_____
PD Q 2 n KQ
2
plicated
which
efficiency.
propeller
diagrams,
Class Manufacturing
Mean pitch
accuracy
for propeller
+/ 0.5 %
High accuracy
+/ 0.75 %
II
Medium accuracy
+/ 1.00 %
III
Wide tolerances
+/ 3.00 %
Table 5: Manufacuring accuracy classes of propellers with a diameter greater than 2.5 m
of advance VA.
peller
VA
J = _____
nd
efficient KT, as
T
KT = __________
x n2 d 4
see Table 5.
Shaft power
kW
9,500
9,400
d = Propeller diameter
p/d = Pitch/diameter ratio
p/d
9,300
1.00
9,200
6.8 m
0.95
9,100
0.90
9,000
7.0 m
0.85
0.80
8,900
8,800
7.2 m
0.75
7.4 m
8,700
8,600
0.69
0.65
0.70
p/d
0.67
p/d
0.50
0.68
0.60
0.55
Power and speed curve
for the given propeller
diameter d = 7.2 m with
different p/d
p/d
0.71
water which the propeller screws itself through did not yield (i.e. if the wa-
8,500
70
80
90
100
110
120
130 r/min
Propeller speed
Pitch p
Slip
m may have the optimum pitch/diameter ratio of 0.70, and the lowest possible shaft power of 8,820 kW at 100
r/min. If the pitch for this diameter is
changed, the propulsive efficiency will
0.7 x r
d
pxn
pxn_V
V
=1_
pxn
pxn
p x n _ VA
VA
: SR =
=1_
pxn
pxn
Sxpxn
R=cV
ships speed V.
three, thus:
P=RV=cV
be expressed as p n V.
VA
V x (1-w)
SR = 1 _____
= 1 _________
pn
pn
p nV
V
SA = ______ = 1 _____
pn
pn
P = c n3
centages.
V, i.e.:
power of three.
Pitch p
with a higher power than three. A reasonable relationship to be used for estimations in the normal ship speed range
could be as follows:
For large high-speed ships like conV
tainer vessels: P = c V
4.0
Corkscrew
Cork
Wine bottle
3.5
3.2
Chapter 3.
lower.
scribed in Chapter 1.
However,
at
the
above-mentioned
point B.
described in Chapter 3.
15.0 knots
115% power
B
Power
15.0 knots
115% power
Power
Slip
12.3 knots
100% power
15.6 knots
115% power
15%
Sea
margin
15.6 knots
115% power
15% Sea
margin
Propeller curve for clean
hull and calm weather
15.0 knots
(Logarithmic scales)
Propeller curve
for fouled hull
and heavy
seas
Ship speed
HR
(Logarithmic scales)
Propeller curve
for clean hull and
calm weather
10.0 knots
50% power
Propeller curve
for clean hull and
calm weather
15.0 knots
100% power
100% power
A
Power
15.0 knots
100% power
Slip
LR
Propeller speed
12.3 knots
C 50% power
HR = Heavy running
LR = Light running
Propeller speed
(Logarithmic scales)
Heavy
running
BHP
21,000
Shaft power
Ap
10% pare
6% nt
2% slip
2%
18,000
is obtained.
Heavy waves and sea and wind against
15,000
12,000
in calm weather, i.e. at the same propeller power, the rate of revolution may
be 7-8% lower. An example valid for a
9,000 13
6,000
B
A
16
Sh
ip
kn spe19
ot ed
s
76
80
6%
Average weather
3%
22
84
88
92
96
100 r/min
Propeller speed
Fig. 13: Service data over a period of a year returned from a single screw container ship
Shaft power
% SMCR
105
Head wind
Tail wind
SMCR
100
5
95
e"
90
in
g
En
p
ro
"p
85
rv
u
rc
80
Heavy
running
20.5
21.8
*
*
" * 20.5
nd 21.5
wi
d
21.1 *
ea *
" h 20.8*
21.1 *
e
rv
cu
r
lle
lle
e
op
Pr
watch.
22.3 *
rv
cu Propeller design
r
le
light running
el
*22.0
*21.2
op
Pr
96
97
98
99
100
101
102
103
Propeller/engine speed
(Logarithmic scales)
Fig. 14a: Measured relationship between power, propeller and ship speed during sea trial of a reefer ship
Shaft power
kW
Sea
Margin
11,000
Ship acceleration
75
5%
0%
50
10,000
9,000
8,000
16.5 kn
7,000
6,000
5,000
14.0 kn
4,000
100
110
115
120
125
130
135 r/min
Propeller/Engine Speed
110
100
90
80
mep
110%
70
100%
90%
60
80%
50
70%
60%
40
60
65
70
75
(Logarithmic scales)
80
85
90
95 100 105
Engine speed, % M
3 High-speed ships
are more sensitive than low-speed
ships because the waves will act on the
fast-going ship with a relatively larger
heavy running.
Influence of displacement
When the ship is sailing in the loaded
ing organisms.
6 Ship acceleration
rotation
Manoeuvring speed
propeller.
Bollard pull
rotation.
ahead.
Chapter 3
Engine Layout and Load Diagrams
points
scales
both
straight lines.
assuming
optimum
operating
y = ax + b
n1
Fouled hull
0
1
2
A. Straight lines in linear scales
expressed as:
PB = c n3 (propeller law)
i=0
speed will be reduced unless the enThus, for the above examples, the
brake power PB may be expressed as
i=1
of i, i.e.
ni
x = log (n)
i=3
ax
out of engine
When determining the necessary engine speed, for layout of the engine, it
is recommended compared with the
Power
MP
SP
PD
Sea margin
(15% of PD)
PD
HR
Engine speed
the continuous service rating for propulsion SP for fouled hull and heavy
weather. The heavy propeller curve,
curve 2, for fouled hull and heavy
weather will normally be used as the
basis for the engine operating curve
in service, and the propeller curve for
clean hull and calm weather, curve 6,
is said to represent a light running LR
propeller.
2
6
MP:
SP:
PD:
PD:
LR:
HR:
nlight nheavy
fLR = ___________
100%
nheavy
Engine margin
Fig. 18
to 90-85% of MP.
Specified MCR M
must be chosen.
Note:
Definitions
periods.
ships specification.
Line 4:
Line 5:
the
fuelled
Line 7:
engine
is
during
not
being
over-
acceleration,
as
Line 10:
gram.
100
M
5
90
Line 8:
80
10
mep
110%
70
100%
80%
3
50
70%
9
Torque limiter
The purpose of the torque limiter is to
ensure that the limitation lines of the
load diagram are always observed.
The torque limiter algorithm compares the calculated fuel pump in-
40
60
65
70
75
80
85
90
95 100 105
Engine speed, % M
Line 1: Propeller curve through SMCR point (M) _ layout curve for engine
Line 2: Heavy propeller curve _ fouled hull and heavy seas
Line 3: Speed limit
Line 4: Torque/speed limit
Line 5: Mean effective pressure limit
Line 6: Light propeller curve _ clean hull and calm weather _ layout curve for propeller
Line 7: Power limit for continuous running
Line 8: Overload limit
Line 9: Sea trial speed limit
Line 10: Constant mean effective pressure (mep) lines
90%
60
combustion process.
design curve 6.
to the left.
speed.
110
L1
100
5%L1
7
80
L4
Heavy running operation
70
L2
90
generator (PTO)
Normal
operation
60
4
6
50
60
65
70
75
80
85
90
Engine speed, % of M
Standard load diagram area
Line 1:
Line 2:
Line 3:
Line 3:
Line 4:
Line 5:
Line 6:
Line 7:
Propeller curve through SMCR point (M), layout curve for engine
Heavy propeller curve, fouled hull and heavy seas
Normal speed limit
Extended speed limit, provided torsional vibration conditions permit
Torque/speed limit
Mean effective pressure limit
Increased light running propeller curve
- clean hull and calm weather
- layout curve for propeller
Power limit for continuous running
Fig. 19: Extended load diagram for speed derated engine with increased light running
have
correspondingly
increased
speed used.
be found.
Power
M=MP
5% M
3.3% M
5
4
1 2 6
Power
S=SP
M
2
5% L1
S
1
Propulsion and
engine service curve
for heavy running
2
3
Engine speed
Point M of load diagram
Fig. 20a: Example 1 with FPP engine layout without SG (normal case)
Fig. 20b: Example 1 with FPP engine load diagram without SG (normal case)
Engine speed
M
7
SG
3.3% M
5% M
SG MP
1 2 6
Power
5% L1
to
SP
2
SG
SP
at
en
L2
af
Sh
Engine speed
Fig. 21a: Example 2 with FPP engine layout with SG (normal case)
tg
Propulsion curve
for heavy running
er
MP
or
Sh
af
tg
en
er
a
L3
L1
L4
Engine service curve
for heavy running
Propulsion curve
for heavy running
Engine speed
Fig. 21b: Example 2 with FPP engine load diagram with SG (normal case)
has/have fouling.
utilised.
M:
S:
M:
Power
M
M
SG
MP
SP
Power
1 2 6
MP
or
SP
SG
at
er
5% L1
Sh
af
tg
en
er
at
or
Sh
af
tg
en
5% M
3.3% M
Engine speed
Propulsion curve
for heavy running
Engine service curve
for heavy running
Engine speed
Fig. 22b: Example 3 with FPP engine load diagram with SG (special case)
MP
PTI
In
e
3.3% M
Power
e
ak
L2
1
4
5% L1
S
L2
6
6
6
L4
PTI
5
L1
rT
5% M
PTI
we
we
Po
SP
L3
rT
ak
PTI
1
L1
MP
SP
L3
In
Power
M:
S:
MP:
SP:
Po
Line 1:
Line 1:
Line 6:
Line 6:
3
3
L4
Propulsion curve
for heavy running
Engine speed
Engine speed
Fig. 23b: Example 4 with FPP engine load diagram with PTI
followed.
Load diagram
erator (PTO)
Layout diagram without shaft generator
and 5.
on a combinator curve.
point M can be used and the load diagram can then be drawn.
3.3%M
V and engine speed n will increase in accordance with the propeller law (more or
5%M
VS0 = V
nS0 = n
1
M
5%L1
S
4
3.5
___
3.0
___
1.15 = 1.041 V
1.15 = 1.048 n
3
Recommended range
for shaft generator
operation with
constant speed
Combinator curve
for loaded ship
and incl. sea margin
Min.
speed
Max.
speed
Engine speed
by curves 4 and 5.
propeller curve 6.
weather, point SP
waves, point S3
A ship with a fouled hull will, consequently, be subject to an extra resistance which, due to the changed wake
field, will give rise to a heavier running
propeller than experienced during bad
S1:
S2:
SP:
S3:
110
105
M
100
In order to maintain an ample air supply for the diesel engines combustion,
which imposes a limitation on the maximum combination of torque and speed,
85
95
90
S0
S1
S2
SP
8
80
S3
1
2
PD
75
6.3
6.2
6.1
70
80
85
90
95
100
105
110
Engine speed, % of M
Line 1:
Line 2:
Heavy propeller curve, fouled hull and heavy weather, loaded ship
Line 6:
Line 6.1: Propeller curve, clean hull and calm weather, ballast (trial)
margin.
Line 6.2: Propeller curve, clean hull and 15% sea margin, loaded ship
Line 6.3: Propeller curve, very heavy sea and wave resistance
In other words, in the example the propellers design curve is about 5% light
Fig. 25: Influence of different types of ship resistance on the continuous service rating
propeller
propeller speed.
Ship acceleration and operation in shallow
waters
When the ship accelerates and the
propeller is being subjected to a larger
S=PD
Propeller design point incl. sea margins, and continuous service rating of engine
Line 1
Line 6
Combinator curve for propeller design, clean hull and 15% sea margin, loaded ship
Line 6.1 Light combinator curve, clean hull and calm weather, loaded ship
Line 2
Heavy combinator curve, fouled hull and heavy weather, loaded ship
Line 2.1 Very heavy combinator curve, very heavy sea and wave resistance
110
105
100
95
90
85
80
75
70
more often is sailing in ballast, the actual propeller curve 6.1 will normally be
more light running than curve 6.
For a power to the propeller equal to
90% specified MCR, point S1 on the
load diagram, in Fig. 25, indicates an
example of such a running condition.
S=PD
65
60
6.1
2
2.1
55
50
65
70
75
80
85
90
95
100
105 110
Engine speed, % of M
P2 = P1 x (n2 /n1)
where:
speed.
P = Propulsion power
= 0.15 - 0.25
speed.
Propulsion
SMCR power
PM
4-bladed FP-propellers
Dprop=6.8 m
Dprop=6.3 m
Dprop=5.8 m
16.0 kn
0
7G5
-B
ME
0M
6G5
0
7S 5
9.2
9.2
E-B
2
B9.
ME-
2
-B9.
0ME
6S5
M2
7S
6 S50
15.5 kn
15.1 kn
15.0 kn
M1
8.
ME-C
14.5 kn
14.0 kn
13.5 kn
100 r/min
.
E-C8
5 0M
117 r/min
127 r/min
= 0.28
M1 = 9,960 kW 127 r/min
M2 = 9,310 kW 100 r/min
Fig. 27: Layout diagram and constant ship speed lines. Example for a Handymax tanker with different propeller diameters
125
115
104
93
Number of
Propeller blades
Estimations of engine/propeller
be estimated as follows:
Constant C
_____
PM
(Dprop )5
n M
Dprop in m
P M
in r/min
in kW
Propeller Efciency
o
55.5%
55.0%
5 blades
54.5%
54.0%
6 blades
105 r/min
105 r/min
53.5%
53.0%
3 blades
4 blades
105 r/min
105 r/min
52.5%
52.0%
51.5%
51.0%
6.6
7.0
7.2
7.4
7.6
7.8
8.0
8.2
8.4 m
Propeller Diameter
Fig. 28: Selection of number of propeller blades for a ship with main engine with SMCR = 20,000 kW x 105 r/min
10% lower.
shown too.
Propulsion
SMCR power
kW
45,000
12.0 m
11.0 m
10.0 m
9.0 m
8.0 m
7.0 m
Propeller
diameter
9 Cyl.
EC
9.
2
40,000
G8
0M
35,000
30,000
8 Cyl.
25,000
G7
0M
9.2
E-C
6.0 m
8 Cyl.
20,000
G6 0
15,000
ME-
C9.2
9 Cyl.
9 Cyl.
E-B9.2
G5 0M
-B8.2
S 5 0 ME
10,000
5.0 m
8 Cyl.
S40ME-B9.2
.2
S35MC-C9.2 / ME-B9
5,000
8 Cyl. L 3 - L1
5 Cyl. L 4 - L 2
4.0 m
50
60
70
80
90
100
110
120
130
140
150
160
170 r/min
Engine/propeller SMCR speed
Closing Remarks
References
Shipyard, Copenhagen
sign.
[3] Resistance and Propulsion of
When the ships necessary power re-
gramme.
Publication, 1985
Frederikshavn, Denmark,
December 2011
Frederikshavn, Denmark,
January 2012
Furthermore, we recommend:
All data provided in this document is non-binding. This data serves informational purposes only and is especially not guaranteed in any way.
Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and determined
individually for each project. This will depend on the particular characteristics of each individual project, especially specific site and operational
conditions Copyright MAN Diesel & Turbo Subject to modification in the interest of technical progress. 5510-0004-02ppr Dec. 2011
Printed in Denmark