RTFLEX96C

RTA96C-B Operation 4003–1/A1
Engine Control
Overview
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1/11
2. Function of the control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/11
3. Engine local control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2/11
3.1 Local control with governor intact . . . . . . . . . . . . . . . . . . . . . . 2/11
3.2 Emergency control (with fuel lever) . . . . . . . . . . . . . . . . . . . . . . 3/11
4. Checking the engine control system . . . . . . . . . . . . . . . . . . . . 4/11
4.1 General preparatory works . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4/11
4.2 Checking the safety system . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7/11
4.3 Checking the auxiliary blowers . . . . . . . . . . . . . . . . . . . . . . . . . 8/11
4.4 Checking the reversing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8/11
4.5 Checking the speed setting . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9/11
4.6 Checking the injection pump regulating linkage . . . . . . . . . 9/11
4.7 Checking the starting system . . . . . . . . . . . . . . . . . . . . . . . . . . 9/11
4.8 Cylinder lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10/11
4.9 Load-dependent VIT (Variable Injection Timing) . . . . . . . . . . 10/11
4.10 Checking the slow-turning system . . . . . . . . . . . . . . . . . . . . . 11/11
4.11 Local control on engine (manual fuel regulation) . . . . . . . . . 11/11
4.12 Engine start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11/11
1. General
The DENIS–6 control system (Diesel Engine CoNtrol and OptImizing Specifica-
tion) has been designed in such a manner, that various remote controls can be
used. To this end all nodes are exactly defined. Terminal boxes are mounted on the
engine, to which the cable ends from the control room or from the bridge can be
connected (depending on the type of remote control).
The engine control comprises all the elements which are necessary for operation,
monitoring and safety of the engine.
Synopsis of engine control (4003–2):
The Engine Control Diagram is a schematic synopsis of all control components
and of their functional connections. The variable design executions of the speed
control are designated by the alternative names (on the sheet corner to the right
below the number of the group).
All code numbers and valve designations used in the following description are
found in Description and in the Engine Control Diagram 4003–2.
Detailed control diagram with interfaces in the plant (4003–3):
On these sheets individual diagram sections of the engine control connected by
function are shown in detail.
They provide a general view of:
– Standard and optional systems.
– Connection of the individual systems.
– Interfaces from engine to plant or to remote control respectively.
– Monitoring and safeguard instrumentation.
– Code designations for the identification of external connectors.
Wärtsilä Switzerland Ltd 1/ 11 2001

4003–1/A1 Operation RTA96C-B
Engine Control
2. Function of the control
The engine control permits carrying out the following functions:

– Starting, operation, manoeuvring and shutting down.
– Regulating the engine speed.
– Partly safeguarding and monitoring the engine.
All the functions can be checked (see paragraph ”Checking the Engine Control be-
fore Commissioning the Engine”). Interlocks protect against and prevent manoeu-
vring errors.
Media of the control Pressures

Control air from the board system max. 9 bar
Control air from starting air bottles max. 25/30 bar
Starting air from starting air bottles max. 25/30 bar
Main bearing and piston cooling oil 4.8–6.0 bar
Crosshead bearing oil and actuator pump oil 10–12 bar
3. Engine local control
The engine can be operated normally from the local manoeuvring stand. Should
the speed governor fail, it is possible to operate the engine for a limited time on a
manual ’Emergency Operation’.
3.1 Local control with governor intact

D As soon as lever 5.03 on the local manoeuvring stand is moved out of position
REMOTE CONTROL, the engine local control is activated.
Starting:
⇒ Preselect all auxiliary blowers.
⇒ Move local manoeuvring lever 5.03 to RUN AHEAD or RUN ASTERN.
⇒ Set stop lever 5.07 to position RUN.
⇒ Set local control speed setting to position START, i.e. about 40% of the nomi-
nal speed.
⇒ Move local manoeuvring lever 5.03 to position START (AHEAD or ASTERN)
until engine runs.
⇒ Slowly increase the speed setting until the engine runs at the required speed.
Reversing:
⇒ Set local speed setting to position START.
⇒ Move manoeuvring lever 5.03 to the corresponding position.
⇒ Further move manoeuvring lever 5.03 to position START until the engine runs
in the correct direction.
Remark: On ships underway this procedure may under certain circumstances
take rather a long time (several minutes), as the propeller is ’dragged’ in the
’wrong’ sense of rotation.
12.03 2/ 11 Wärtsilä Switzerland Ltd

Engine Control
Stopping:
⇒ Reduce local control speed setting.
⇒ Move stop lever 5.07 to position STOP.
D For switching off the auxiliary blower move manoeuvring lever 5.03 to position
REMOTE CONTROL.
Take over from remote control to local control:

⇒ Adjust the local control speed setting to the same level as remote speed set-
ting.
⇒ Move local manoeuvring lever 5.03 to RUN AHEAD or RUN ASTERN (the
same rotational direction in which the engine is running).
Take over from local control to remote control:

⇒ Move local manoeuvring lever 5.03 to position REMOTE CONTROL.
⇒ Push button REMOTE CONTROL.
⇒ In the control room the definitive take-over must be called for by pressing the
corresponding button. (e.g. TAKE-OVER IN THE CONTROL ROOM).
3.2 Emergency control (with fuel lever)

This form of operation should only be managed in an emergency i.e. in case of
governor or remote control failures. The function of the overspeed monitoring sys-
tem must be verified and assured to function without fail. The operator may not
leave the manoeuvring desk. He must regularly observe the engine speed enab-
ling him to immediately adjust the fuel supply when the speed varies to some ex-
tent.
Additional preparations:
Fuel lever 3.12 must be disengaged from position REMOTE CONTROL and en-
gaged into the injection pump regulating linkage.
Starting:
⇒ Preselect all auxiliary blowers.
⇒ Move local manoeuvring lever 5.03 to the corresponding position RUN
AHEAD or RUN ASTERN.
⇒ Move fuel lever 3.12 to position ’3’–’4’.
⇒ Move local manoeuvring lever 5.03 to position START (AHEAD or ASTERN)
until the engine turns.
⇒ Slowly move fuel lever until the engine runs at the required speed.
Reversing:
⇒ Move fuel lever 3.12 to position ’3’–’4’.
⇒ Move local manoeuvring lever 5.03 to the corresponding position.
⇒ Further move local manoeuvring lever 5.03 to position START until the engine
runs in the correct direction.
Remark: On ships underway this procedure may under certain circumstances
take rather a long time (several minutes), as the propeller is ”dragged” in the
”wrong” sense of rotation.

Engine Control
Stopping:
⇒ Move fuel lever 3.12 to zero.
⇒ Move stop lever 5.07 to position STOP.
D For switching off the auxiliary blower move local manoeuvring lever 5.03 to
position REMOTE CONTROL.
Take over from remote control to local control:

⇒ Quickly bring the fuel lever 3.12 into the same position as the injection pump
linkage and link them together.
⇒ Move local manoeuvring lever 5.03 to the corresponding position (RUN
AHEAD or RUN ASTERN).
⇒ Check the engine speed.
At most engines equipped with electronic speed control systems there is also the
possibility to operate the engine with the speed-setting knobs. (In place of regula-
tion with the fuel lever). In this case the actuator is manually actuated (only pos-
sible, if there is a fault in the remote control or in the electronic governor. Actuator,
connecting link to the regulating linkage and the regulating linkage itself must be
functioning).
4. Checking the engine control system
Should elements of the pneumatic control system have been dismantled, re-
moved or replaced during an overhaul, then a general operational check must be
made before re-commissioning. The following passages describe how to proceed.
The item numbers and descriptions of the following mentioned valves correspond
to those in the schematic engine control diagram 4003–2 and detailed control dia-
grams 4003–3.
The load indicator 3.04 (LI for short) must, for specific checks, be brought to the
corresponding positions. For this the fuel lever 3.12 on the local manoeuvring
stand must be notched out from its catch an notched-in in the lever of the injection
pump regulating linkage. With the aid of a hand wheel it can be brought to the de-
sired LI position (scale division ’0’–’10’).
Attention! Any detected leakages must be eliminated during checking the control
system!
4.1 General preparatory works
Checking the load indicator transmitter 7.07:

As all load-dependent functions receive their signals from the load indicator trans-
mitter, the transmitter has to be carefully checked (conformity of the mechanical
load indicators with the indications in the control room and/or bridge) and if applica-
ble, be exactly set. For safety reason the engine is equipped with two independent
load indicator transmitters (see Load Indications 9240–1).
Remark: For cost down reasons in some cases one transmitter may be built into
the electrical actuator. In this case the second transmitter must be correctly ad-
justed by the supplier of the speed control system.
2001 4/ 11 Wärtsilä Switzerland Ltd

Engine Control
Coarse setting:
⇒ Bring load indicator to position ’5’ and line up the lever on the intermediate
shaft parallel with the lever on the transmitter. The adjustable rod has then to
stand at right angles to the levers.
⇒ Bring load indicator to position zero. The red markings on shaft and hub of the
transmitter must be approximately in line.
APPROXIMATELY IN LINE
97.7126
Fine setting with potentiometers ZERO and SPAN:

⇒ The front end covers of the transmitters must be removed for this fine setting.
⇒ In terminal box E10 loosen the wire from terminals 103 and 106 and connect
an ammeter between the terminals and the wires.
WATCHMAKER’S
SCREWDRIVER Ø 2.3 mm
POTMETER ZERO
POTMETER SPAN
97.7123
⇒ Bring regulating linkage to position ’1’ and adjust the potentiometers ZERO till
the ammeters indicate 5.6 mA.
⇒ Bring regulating linkage to position ’9’ and adjust the potentiometers SPAN till
the ammeters indicate 18.4 mA.
⇒ Repeat the two previous points till 5.6 mA and 18.4 mA are exactly indicated.
⇒ A check measure in position ’5’ must indicate 12 mA.
⇒ Loosen and remove ammeters and re-connect the wires to terminal 103 and
106.

Engine Control
Preparatory work for checking the engine control system:

⇒ Open indicator cocks.
⇒ Close shut-off valves on the starting air bottles. Close shut-off valve 2.03 with
handwheel 2.10. Vent starting air supply pipe with venting valve 2.21.
⇒ Vent air bottles 287HA and 287HB.
⇒ Move local manoeuvring lever 5.03 to position REMOTE CONTROL. Bring
stop lever 5.07 to position STOP. Bring fuel lever 3.12 to position REMOTE
CONTROL.
⇒ Start main bearing oil pump and crosshead bearing oil pump.
⇒ Start cylinder cooling water pump.
⇒ Engage turning gear.
D Starting air distribution piping must now be vented through valve 38HB, in
case starting air is already present in the distribution piping.
Checking control air supply unit A :

⇒ Loosen piping in connection A3 and blind off connection A3.
⇒ Open 30 bar and 25 bar feed to control air supply unit at connection A2.
⇒ Open 8 bar control air feed at connection A1.
⇒ Adjust safety control air and stand-by air for air spring to 6.5 bar with reducing
valve 23HA. For this valve 36HA must be open. The pressure can be checked
on the pressure gauge PI4331L of reducing valve 23HA as well as on pres-
sure gauges PI4341M and PI4412M.
⇒ Set the air spring air pressure with reducing valve 19HA to 7–7.5 bar. The
pressure can be checked on pressure gauge PI4321L of reducing valve 19HA
as well as on pressure gauges PI4341M and PI4412M.
⇒ Set stand-by control air pressure to 7 bar with reducing valve 19HB. The pres-
sure can be checked on the pressure gauge PI4411L of reducing valve 19HB.
⇒ Shut cock at A1 and A2. Re-connect piping at connection A3 then open cock
A1 and A2 again. The pressure gauge PI4412M must now indicate 8 bar. Any
pressure deviations have to be corrected with the 8 bar board supply system.
D As long as the control air supply is switched on the pressure indicator G4 in
valve group G must indicate pressure.
⇒ Check whether the two orifices ∅ 2 mm are fitted at non-return valve 112HE
and 112HF (only at a possible exchange necessary).
D As long as stop lever 5.07 stands in position STOP the pressure indicators
G2, G8 and 216HA must indicate pressure.

Engine Control
4.2 Checking the safety system (Pressure switches and pressure transmitters I )
⇒ Actuate the EMERGENCY STOP on the control room desk as well as on the
local manoeuvring station and test each time whether the safety cut-out de-
vices 6.04 on the injection pumps have been actuated.
⇒ Set the overspeed safeguard monitoring to about 30 engine rpm.
D With the above setting the proper function of the overspeed safeguard moni-
toring must be later checked during the commissioning of the engine with an
air start (with cut-out injection pumps).
⇒ When this check is successful, the overspeed safeguard monitoring can be
set to nominal engine speed + 10%.
D For the safety system the setting of the pressure switches must be carried out
with falling pressures, in accordance with the following table:
Medium Code No. Pressure Action Time delay

Main bearing oil PS2001S 4.6 bar Slow-down/Stop 60/90 sec
PS2002S 4.1 bar Stop 10 sec
Crosshead bearing oil PS2021S 9 bar Slow-down *) 60 sec
Air spring PS4341S 6 bar Slow-down 60 sec
PS4342S 4.5 bar Stop 0 sec
Cylinder cooling water PS1101S 2.5 bar Slow-down/Stop 60/90 sec
Cylinder lube oil FS3101–12S no flow Slow-down 90 sec
*) Slow-down is only effective above an engine load of 40%, e.g. above a load
indicator position of about ’4.5’
D All slow-downs and shut-downs can be overridden in an emergency case by

pressing the buttons SLOW-DOWN OVERRIDING and SHUT-DOWN
OVERRIDING.
Excluded from these are:
– Stop in case of overspeed
– Stop in case of bearing oil failure (PS2002S)
D For the passive failure monitoring a resistor must be inserted in the plug be-
tween the connections 2 and 3 of the following 8 pressure switches:
– PS1101S, PS1301S, PS2001S
– PS2002S, PS2021S, PS4341S and PS4342S.
– The pressure switch PS1301S is only necessary if the engine is
equipped with multistage scavenge air coolers.
Remark: The value of the resistors depends on the remote control supplier.
Wärtsilä Switzerland Ltd 7/ 11 12.03

Engine Control
4.3 Checking the auxiliary blowers

⇒ Switch on the electric power supply for both auxiliary blowers.
⇒ Bring local manoeuvring lever 5.03 to position RUN AHEAD.
D Auxiliary blower 1 must start immediately.
D Auxiliary blower 2 must start with a delay of 5 sec.
⇒ These delay periods can be set on the time relays in the individual auxiliary
blower control boxes.
⇒ For pressure switches PS4051L and PS4052L connect compressed air pump
(tool) and simulate scavenge air pressure. With rising air pressure the individ-
ual auxiliary blowers must be switched off by their differential pressure
switches at a pressure of 0.45 bar. With sinking pressure the auxiliary blowers
must be switched on at an air pressure of 0.35 bar. This pressure of 0.35 bar
has to be set on each differential pressure switch. The individual auxiliary
blowers are again switched on with time delay.
⇒ Check rotation direction of both auxiliary blowers.
⇒ Move local manoeuvring lever 5.03 to position RUN ASTERN and check
whether the auxiliary blowers also start time delayed.
⇒ Remove compressed air pump and re-connect piping to the differential pres-
sure switches. Move lever 5.03 again to position REMOTE CONTROL.
4.4 Checking the reversing

⇒ Move stop lever 5.07 to position RUN.
Pressure indicator G2 must not indicate any pressure.
⇒ Turn engine with turning gear AHEAD by about 45 degrees. Then disengage
turning gear.
D The indicator on the reversing valve 5.02 must be in position “put out”.
D Pressure indicators 216HI, 216HK, etc. (valve group D ) below the injection
pumps and 216HB in valve group B must indicate pressure.
D Pressure indicators G5, G6, G11 and G8 must not indicate pressure.
D The safety cut-out devices 6.04 must be in running position.
⇒ Engage turning gear and turn ASTERN by about 45 degrees.
Then disengage the turning gear.
D Pressure indicator 216HB must not indicate any pressure, as the rotation di-
rection safeguard 6.01 now stands at ASTERN.
D Pressure indicators G6, G11 and G8 must now indicate pressure.
D Pressure must be present in the piping between G8 and the governor. Pres-
sure switches PS5011C and PS5015L must be closed. The safety cut-out de-
vices 6.04 must be in stop position.
⇒ Bring local manoeuvring lever 5.03 to position RUN ASTERN.
D The indicator on the reversing valve 5.02 must now be in position “put in”.
D Pressure indicators 216HI, 216HK etc. below the injection pumps and 216HB
must indicate pressure.
D Pressure indicators G5, G6, G11 and G8 must not indicate any pressure.
D The safety cut-out devices 6.04 must be in running position.

Engine Control
⇒ Engage turning gear and turn AHEAD by about 45 degrees. Then disengage
the turning gear.
D Pressure indicator 216HB must not indicate any pressure, as the rotation di-
rection safeguard 6.01 now stands at AHEAD.
D Pressure indicators G6, G11 and G8 must now indicate pressure.
D Pressure switches PS5011C and PS5015L must be closed.
D The safety cut-out devices 6.04 must be in stop position.
4.5 Checking the speed setting

⇒ Output G10 in valve group G has to be blanked-off.
D The speed setting occurs electrically from all manoeuvring stations including
the local manoeuvring station. It is therefore the responsibility of the governor
supplier or of the remote control system supplier to ensure that the necessary
electrical operating elements for the speed setting are included in the local
manoeuvring station.
D Adjustments and testing of the speed setting circuits must therefore be car-
ried out to the specifications and instructions of the electronic governor suppli-
ers.
4.6 Checking the injection pump regulating linkage

D When the actuator output shaft is in position zero then the load indicator 3.04
must also be at position zero.
D When the pneumatic VIT/FQS unit is in position zero, then the pointer of the
spill valve shaft at the setting plate must also be in position zero.
D Release fuel lever 3.12 from position REMOTE CONTROL and engage it in
the injection pump regulating linkage.
D When fuel lever 3.12 is in position zero then load indicator 3.04 must also be in
position zero.
⇒ Move fuel lever 3.12 to position ’8’.
⇒ Load indicator 3.04 must now also be in position ’8’.
⇒ Move fuel lever 3.12 to position zero.
⇒ Disengage fuel lever 3.12 from the injection pump regulating linkage and
bring it back to position REMOTE CONTROL.
4.7 Checking the starting system

⇒ Bring local manoeuvring lever 5.03 to position REMOTE CONTROL.
D Starting air supply piping is still vented.
D Leave venting valve 2.21 in open position.
⇒ Engage turning gear.
D Loosen the piping to the pneumatic logic unit at connection E6.
D No air must come out.

Engine Control
⇒ Slowly disengage turning gear.

D As long as the pinion of the turning gear is engaged and as long as the clear-
ance between the tooth of the flywheel and the pinion of the turning gear does
not exceed 10 mm no air must issue from the piping.
D This check has to be made when engaging and disengaging the turning gear.
⇒ Connect the piping to connection E6.
⇒ Disengage the turning gear.
⇒ Loosen control piping at valve 2.05, as well as valve 129HA with connected
piping (pay attention not to lose the O-ring).
⇒ Bring local manoeuvring lever 5.03 to position START ASTERN.
⇒ Check whether air flows from the loose piping end and from outlet No. 2 of
valve 129HA.
⇒ Bring local manoeuvring lever 5.03 to position START AHEAD
⇒ Carry out the same checks as for point 7.
⇒ Bring local manoeuvring lever 5.03 to position REMOTE CONTROL.
⇒ Re-connect piping and valve.
4.8 Cylinder lubrication

⇒ Check whether the electric motor, the flow monitoring FS3101–08S, and the
level switch LS3125A have been electrically connected.
⇒ Ensure that oil supply functions properly and vent all pump modules.
⇒ Shortly press the push button for manual lubrication on the terminal box, and
check whether the electrically-driven lubricating pump turns, and that all steel
balls in the sight glasses have moved to the upper position.
⇒ With the aid of cylinder lubricating diagram ’A’ (7218–2), select the relative
lubricating flow in g/kWh for full load and the division in upper and lower lubri-
cating levels. The division of the flow quantity in upper and lower levels, e.g.
64% / 36% must be set by the six different adjusting positions on the pump
elements.
⇒ Subsequently, the speed of the horizontal drive shaft must be chosen in such
a manner that the required relative lubricating flow in g/kWh at full load is at-
tained. The speed of the electric motor and the corresponding power supply
frequency can also be seen in the diagram ’A’ (7218–2).
4.9 Load-dependent VIT (Variable Injection Timing)

⇒ Check whether the air connections have been arranged according to the con-
trol diagram.
⇒ Check whether the electrical connections have been wired.
⇒ The function test has to be carried out by the remote control supplier.

Engine Control
4.10 Checking the slow-turning system

⇒ Close indicator cocks. The turning gear must not be engaged.
⇒ Close venting valve 2.21. Put handwheel 2.10 of shut-off valve 2.03 in posi-
tion AUTOMAT and open shut-off valves at the starting air bottles.
⇒ Press SLOW-TURNING button in the control room and check whether the
crankshaft makes one turn in about 5–10 sec.
⇒ If the time for one turn differs widely from the above mentioned value, the
pulse modulation for the valve ZV7014C has to be readjusted by the remote
control supplier.
4.11 Local control on engine (manual fuel regulation)

⇒ Engage turning gear and rotate AHEAD by about 45 degrees. Then disen-
gage turning gear.
⇒ Disengage fuel lever 3.12 from position REMOTE CONTROL and engage it
into the lever for injection pump regulating linkage.
D Pressure indications G7 and 216HC in valve group B must indicate pressure.
D Air cylinder 3.10 must be vented as long as manual fuel charge is in operation,
i.e. the air cylinder can be rotated by hand without great effort.
D Safety cut-out devices 6.04 must be in operating position, provided no SAFE-
TY SHUT-DOWN is actuated.
⇒ Engage turning gear and rotate ASTERN by about 45 degrees. Then disen-
gage turning gear again.
D Pressure indicator G6 and G11 must now indicate pressure.
D Safety cut-out devices 6.04 must now be in position STOP , as rotation direc-
tion safeguard 6.01 shows the wrong direction of rotation.
⇒ Bring local manoeuvring lever 5.03 to position RUN ASTERN.
D Safety cut-out devices 6.04 must move again to operating position.
⇒ Engage turning gear and rotate about 45 degrees AHEAD. Then disengage
turning gear.
D Safety cut-out devices 6.04 must move to position STOP , as the rotation di-
rection safeguard 6.01 shows the wrong direction of rotation.
⇒ Move fuel lever 3.12 to position zero.
⇒ Disengage fuel lever 3.12 and move it to position REMOTE CONTROL.
D Air cylinder 3.10 must now be pressurized again.
4.12 Engine start

⇒ Bring stop lever 5.07 to position STOP.
⇒ Adjust speed setting signal to minimum.
⇒ Actuate local manoeuvring lever 5.03 and start engine on air (without fuel), in
order to test the function of the overspeed monitoring (see paragraph 4.2).
D Safety cut-out devices 6.04 on the injection pumps must lift the suction val-
ves.
⇒ Then the overspeed monitoring has to be correctly adjusted (see paragraph
4.2).
⇒ Now the engine can be started with fuel.

Control Diagram
Designations (Description to 4003–1, 4003–2 and 4003–3)
1. Summary of part code numbers
A Control air supply unit

B Valve group for air cylinder
D Valve groups for reversing interlock
E Valve group in pneumatic logic unit
G Valve group in pneumatic logic unit
H Instrument panel
I Pressure switches and pressure transmitters
P Valve group at starting air distributor
1. Speed setting system 4. Exhaust valve drive

03 Actuator 01 Exhaust valve
04 Speed pick-ups 02 Hydraulic actuator pump
2. Starting system 03 Actuator pump cam
01 Starting air distributor 04 Exhaust valve actuator
02 Cam for starting control valves 05 Air spring
03 Shut off valve for starting air 06 Throttle
04 Non-return valve 07 Relief valve
05 Control valve 08 Air spring venting
06 Drain and test valve 5. Reversing system
07 Starting valve 01 Reversing servomotor
08 Flame arrester 02 Reversing valve
09 Relief valve 03 Local manoeuvring lever
10 Handwheel for shut-off valve 07 Stop lever
13 Blocking valve on turning gear
15 Starting cut-off valve 6. Safety devices
21 Venting valve 01 Rotation direction safeguard
22 Reversing servomotor for starting system 02 Sliding coupling
04 Safety cut-out device
3. Fuel regulating system 7. Monitoring
01 Fuel injection valve 03 Remote tachometer
02 Fuel injection pump 07 Transmitter for lad indicator
03 Fuel cam 18 Collector for leakage oil from air spring
04 Load indicator 23 Revoulution counter
05 Load-dependent variable injection timing 8. Cylinder lubricating system
07 Eccentric shaft for suction valve 03 Terminal box with sensor amplifier
08 Eccentric shaft for spill valve 04 Progressive block distributor
09 Intermediate regulating shaft 06 Cylinder lubricating pump
10 Air cylinder for actuator/fuel linkage connection 07 Sight glass indicator
11 Fuel linkage maximum limiting screw 08 Accumulator
12 Fuel lever 09 Lubricating quill with non-return valve
13 Relief valve 16 Angular gear box with electric motor
17 Piping filter

Designations (Description to 4003–1, 4003–2 and 4003–3)
9. Engine room
01 Starting air bottles
02 Lubricating oil pump
03 Crosshead lubricating oil pump
04 Oil filter
05 Oil cooler
06 Non-return valve (on engine)
Remark: Systems are drawn for engines in position STOP, reversed AHEAD with unpressurized circuits.
Circuits: Starting air Lubricating oil and fuel oil

Control air and cooling water Electric

Control Diagram
001.601/03

Control and Auxiliary Systems
Detailed Control Diagrams with Interfaces to the Plant
On the following pages 3 to 22 the complete engine control with the auxiliary sys-
tems, split up into their various functions, has been precisely represented. It in-
cludes all interfaces to the plant and remote control with clear designations for the
identification of internal and external connectors.
Overview of the systems Path No. Page

range
Air supply 30 3
Bearing and cooling oil supply 40 4
Starting system 110 5
Stop – Electronic speed control (with engine-driven generator)* 120 6
– Electronic speed control (without engine-driven generator)* 120 7
Reversing system 130 8
Speed control: – ABB DEGO-III + ASAC 200 / 400* 150 9
– NORCONTROL DGS-8800e* 150 10
– NABCO MG-800* 150 11
– STN ESG 40M and LYNGSOE EGS 2000* 150 12
Transfer control, emergency control, wrong way alarm 160 13
Cylinder lubrication 170 14
Load-dependent VIT (variable injection timing) & fuel quality setting FQS 190 15
Exhaust gas / turbocharger types TPL and MET / charge air / auxiliary blower 300 16
(1-stage charge air cooler)*
Exhaust gas / turbocharger types TPL and MET / charge air / auxiliary blower 300 17
(2-stage charge air cooler)*
Exhaust valve drive, air spring 310 18
Fuel oil system 330 19
Cooling water (cylinder) 340 20
Main bearing & crosshead bearing lubrication, piston cooling, balancer, oil mist 350 21
detector (VISATRON VN215)*
Main bearing & crosshead bearing lubrication, piston cooling, balancer, oil mist 350 22
detector (GRAVINER MK6)*
* Design execution alternative
(continuation on page 2)

Detailed Control Diagrams with Interfaces to the Plant
Remarks for easier understanding of the individual diagrams:

Each diagram has a path No. range allotted to the system part, which is subdivided
at the page edge (on the right) into 10 sections. These path numbers designate
the junctions from one diagram to the other.
One piping leading away in the direction of the arrow is marked with the path No.
(framed) which lies above this No. in the section part. The number below the rect-
angle is the target path number.
Example: Page 3 Page 5
CONTROL AIR 8 BAR

CONTROL AIR
37 37
30 BAR
110
37 38 Path-No. 110 111
In this example the control air tube carrying number 37 (page 3) leads to target
path No. 110 (page 5). Where two equal path numbers appear additional letter
indications are used for identification, e.g. on page 3 No. 39 and 39A.
The interfaces to the remote control as well as local alarm and monitoring instru-
ments have been designated by expressive symbols (box with rounded corners).
Letter code
for functional identification
CS
Signal from / to engine Letter code for systems
5014 C
Manner of circuit Numeral

Air Supply
008.514/01
Bearing and Cooling Oil Supply
012.416/04
Starting System
001.395/97
Stop
with Electronic Speed Control
009.248/03
Stop
with Electronic Speed Control
009.249/03
Reversing System
001.459/97
Speed Control
for DEGO-III + ASAC 200 / 400
009.257/01
Speed Control
for NORCONTROL DGS-8800e
008.517/01
Speed Control
for NABCO MG-800
008.519/01
Speed Control
for STN ESG 40M and LYNGSOE EGS 2000
008.520/01
Transfer Control, Emergency Control, Wrong Way Alarm
009.061/01
Cylinder Lubrication
008.521/01
Load-Dependent VIT (Variable Injection Timing) & Fuel Quality Setting FQS
001.452/97
Exhaust Gas / Turbocharger Type TPL and MET / Charge Air / Auxiliary Blower
for 1-Stage Charge Air Cooler
012.417/04
Exhaust Gas / Turbocharger Type TPL and MET / Charge Air / Auxiliary Blower
for 2-Stage Charge Air Cooler
012.418/04
Exhaust Valve Drive / Air Spring
001.421/97
Fuel Oil System
008.528/01
Cooling Water (Cylinder)
008.524/01
Main bearing & crosshead bearing lubrication, piston cooling, balancer, OMD
(VISATRON VN215)
008.525/01
Main bearing & crosshead bearing lubrication, piston cooling, balancer, OMD
(GRAVINER MK6)
012.419/04
Control Units
1. General
The majority of the units required for the engine control are arranged in the im-
mediate vicinity of the local manoeuvring stand.
All connected apparatus and design groups are shown on Fig. ’A’ and ’B’. For eas-
ier identification of the corresponding description the respective groups have been
listed below.
The arrangement has been represented by the electronic NABCO actuator.
4506–1 I
A 4303–1
9240–1
9215–1
4618–1
4809–1
III II
4605–1
4503–1
4613–1
4628–1
4605–1
001.480/97
DRAWN FOR 8–12 CYLINDER

Control Units
B II III
4614–1
5103–1 4240–1
4303–1 4506–1
5803–1
5803–1
I I
4809–1
4618–1 5803–1
4605–1
4630–1
4628–1
4503–1
4605–1
001.479/97
DRAWN FOR 8–12 CYLINDER
Key:
4240–1 Gear auxiliary drives 4628–1 Pick-up for speed measurement
4303–1 Starting air distributor with valve unit P 4630–1 Pneumatic logic unit E and G
4503–1 Reversing valve 4809–1 Local manoeuvring stand
4506–1 Rotation direction safeguard 5103–1 Actuator
4605–1 Control air supply 5803–1 Injection pump regulating linkage
4613–1 Valve group D for reversing interlock with electronic VIT and FQS
4614–1 Valve group B for air cylinder 9215–1 Instrument panel H
4618–1 Box on local manoeuvring stand 9240–1 Transmitter for remote load indication

Camshaft Drive
1. General
The camshaft 7 is driven by the gear wheel 1 on the crankshaft via intermediate
wheel 2. Camshaft driving wheel 3 turns in the same running direction as the
crankshaft. On 6 and 7 cylinder engines the drive is placed at the driving end (see
Fig. ’B’). On 8–12 cylinder engines the drive is arranged at mid-engine (see Fig.
’C’).
The following conditions must be fulfilled to ensure correct assembly of the gear
train:
– The piston of cylinder 1 is in its TDC position.
– The marks ’MA’ on gear wheel 3 are lined up with the machined side surface of
the bearing housing 10.
The condition of the tooth profile must be checked periodically. In particular new
gear wheels must be checked frequently after a short running-in period (see Main-
tenance Manual 4103–1).
Should abnormal noises be heard from the area of the gear train, their cause must
be established immediately.
2. Lubrication
The bearings 4 of the intermediate wheel and the camshaft bearings 11 are lubri-
cated with bearing oil. The gear teeth are supplied with bearing lubricant through
spray nozzles 6 and 6a.
I-I
III II
A III - III
8
MA 6a
10
11
7 3
MA
6a 6
III
2
11 3
6
001.477/97
II

Camshaft Drive
B II - II C II - II
I I
3 3
8 8
2 2
4 4
1 1
5 5
9 9
012.434/04 012.435/04
I I
Key to Illustrations: ’A’ Cross section (8–12 cylinders)

’B’ Drive at driving end (longitudinal section, 6 and 7 cylinders)
’C’ Drive at mid-engine (longitudinal section, 8–12 cylinders)
1 Gear wheel on crankshaft 8 Column

2 Intermediate wheel 9 Crankcase
3 Camshaft driving wheel 10 Bearing housing
4 Bearing pair for intermediate wheel 11 Camshaft bearing
5 Crankshaft
6, 6a Oil spray nozzle
7 Camshaft MA Marks

RT-flex96C Engine Selection and Project Manual
Abbreviations
ABB ASEA Brown Boveri M2V External moment 2nd order vertical
ALM Alarm MCR Maximum continuous rating (R1)
AMS Attended machinery space MDO Marine diesel oil
BFO Bunker fuel oil mep Mean effective pressure
BN Base Number MET Turbocharger (Mitsubishi manufacture)
BSEF Brake specific exhaust gas flow MHI Mitsubishi Heavy Industries
BSFC Brake specific fuel consumption MIM Marine installation manual
CCR Conradson carbon MMI Man–machine interface
CCW Cylinder cooling water N, n Speed of rotation
CMCR Contract maximum continuous rating (Rx) NCR Nominal continuous rating
CPP Controllable pitch propeller NOR Nominal operation rating
CSR Continuous service rating (also OM Operational margin
designated NOR and NCR) OPI Operator interface
cSt centi-Stoke (kinematic viscosity) PAL Pressure alarm, low
DAH Differential pressure alarm, high P Power
DENIS Diesel engine control and optimizing PI Pressure indicator
specification ppm Parts per million
EM Engine margin PRU Power related unbalance
EnSel R Engine selection program PTO Power take off
ESPM Engine selection and project manual RCS Remote control system
FCM Flex control module RW1 Redwood seconds No. 1 (kinematic
FPP Fixed pitch propeller viscosity)
FQS Fuel quality setting SAC Scavenge air cooler
FW Fresh water SAE Society of Automotive Engineers
GEA Scavenge air cooler (GEA manufacture) S/G Shaft generator
HFO Heavy fuel oil SHD Shut down
HT High temperature SIB Shipyard interface box
IMO International Maritime Organisation SIPWA-TP Sulzer integrated piston ring wear detec-
IND Indication ting arrangement with trend processing
IPDLC Integrated power-dependent liner cooling SLD Slow down
ISO International Standard Organisation SM Sea margin
kW Kilowatt SSU Saybolt second universal
kWe Kilowatt electrical SW Sea-water
kWh Kilowatt hour TBO Time between overhauls
LAH Level alarm, high TC Turbocharger
LAL Level alarm, low TI Temperature indicator
LCV Lower calorific value TPL Turbocharger (ABB manufacture)
LI Level indicator tEaT Temperature of exhaust gas after turbine
LR Light running margin UMS Unattended machinery space
LSL Level switch, low VI Viscosity index
LT Low temperature WCH Wärtsilä Switzerland
M Torque WECS Wärtsilä Engine Control System
MAPEX Monitoring and maintenance performance winGTD General Technical Data program
enhancement with expert knowledge nM Torque variation
M1H External moment 1st order horizontal
M1V External moment 1st order vertical
Wärtsilä Switzerland Ltd m 25.74.07.40 – Issue X.04 – Rev. 0

Engine Selection and Project Manual RT-flex96C
Abbreviations
25.74.07.40 – Issue X.04 – Rev. 0 n Wärtsilä Switzerland Ltd

A. Introduction
The Sulzer RT-flex system represents a major step forward in the technology of large diesel engines:
Common rail injection – fully suitable for heavy fuel oil operation.
The Sulzer RT-flex96C low-speed diesel engine is designed for today’s large container ships and is avail-
able with any or all of the following options:
1. Delta Tuning for reduced brake specific fuel Engine power Engine power
[kW] [bhp]
consumption (BSFC) in the part load range 100 000
below 90% load. 80 000
120 000
100 000
2. Fresh water cooling system with single-stage RT-flex96C
60 000 80 000
or two-stage scavenge air cooler. 50 000
all other RTA 60 000
3. ABB TPL or Mitsubishi MET turbochargers. 40 000 and RT-flex engines
30 000 40 000
20 000
20 000
With this manual we provide our clients with in-
formation, enabling them to select the engine and 10 000
options to meet the needs of their vessels. 8 000

10 000
6 000 8 000
6 000
4 000
4 000
2 000
50 60 70 80 90 100 120 140 160 180 200
Engine speed
F10.5301 [rpm]
Fig. A1 Power/speed range of all IMO-2000 regulation

compatible RTA and RT-flex engines
This book provides the information required for the layout of marine propulsion plants. Its con-
tent is subject to the understanding that any data and information herein have been prepared
with care and to the best of our knowledge. We do not, however, assume any liability with re-
gard to unforeseen variations in accuracy thereof or for any consequences arising therefrom.
Wärtsilä Switzerland Ltd

PO Box 414
CH-8401 Winterthur, Switzerland
Telephone: +41 52 2624922
Telefax: +41 52 2124917
Direct Fax: +41 52 2620707
http://www.wartsila.com
Wärtsilä Switzerland Ltd A–1 25.74.07.40 – Issue X.04 – Rev. 0

A. Introduction
A1 Primary engine data
Engine Sulzer RT-flex96C

Bore x stroke [mm] 960 x 2500
Speed [rpm] 102 102 92 92
Engine power (MCR)
Cylinder Power R1 R2 R3 R4
[kW] 34 320 24 000 30 960 24 000
6
[bhp] 46 680 32 640 42 120 32 640
[kW] 40 040 28 000 36 120 28 000
7
[bhp] 54 460 38 080 49 140 38 080
[kW] 45 760 32 000 41 280 32 000
8
[bhp] 62 240 43 520 56 160 43 520
[kW] 51 480 36 000 46 440 36 000
9
[bhp] 70 020 48 960 63 180 48 960
[kW] 57 200 40 000 51 600 40 000
10
[bhp] 77 800 54 400 70 200 54 400
[kW] 62 920 44 000 56 760 44 000
11
[bhp] 85 580 59 840 77 220 59 840
[kW] 68 640 48 000 61 920 48 000
12
[bhp] 93 360 65 280 84 240 65 280
[kW] 80 080 56 000 72 240 56 000
14
[bhp] 108 920 76 160 98 280 76 160
Brake specific fuel consumption (BSFC)

Load
[g/kWh] 171 163 171 164
100 %
[g/bhph] 126 120 126 121
mep [bar] 18.6 13.0 18.6 14.4
Lubricating oil consumption (for fully run-in engines under normal operating conditions)
System oil approximately 10 kg/cyl per day
Cylinder oil *1) 0.9 – 1.3 g/kWh
Remark: *1) This data is for guidance only, it may have to be increased as the actual
cylinder lubricating oil consumption in service is dependent on operational factors.
Table A1 Primary engine data of Sulzer RT-flex96C
All brake specific fuel consumptions (BSFC) are To determine the power and BSFC figures accu-
quoted for fuel of lower calorific value 42.7 MJ/kg rately in bhp and g/bhph respectively, the standard
(10 200 kcal/kg). All other reference conditions kW-based figures have to be converted by
refer to ISO standard (ISO 3046-1). The figures for factor 1.36.
BSFC are given with a tolerance of +5 %.
The values of power in kilowatt (kW) and fuel con-

sumption in g/kWh are the standard figures, and
discrepancies occur between these and the corre-
sponding brake horsepower (bhp) values owing to
the rounding of numbers.
25.74.07.40
25.74.07.40 – Issue
– Issue X.04X.04 – Rev.
– Rev. 0 1 A–2 Wärtsilä Switzerland Ltd
A. Introduction
A2 Delta Tuning of RT-flex engines
A2.1 Introduction Due to the trade-off between BSFC and NOx

emissions, the associated increase in NOx
With the introduction of the Sulzer RT-flex engines, emissions at part load must then be compensated
a major step in the development of marine 2-stroke by a corresponding decrease in the full load NOx
engine was taken. Now Wärtsilä is taking this de- emissions. Hence, there is also a slight increase in
velopment even further by introducing Delta Tun- full load BSFC, in order to maintain compliance of
ing for RT-flex engines. the engine with the IMO NOx regulations.
Delta Tuning makes it possible to further reduce The concept is based on tailoring the firing pres-
the specific fuel oil consumption while still comply- sure and firing ratio for maximum efficiency in the
ing with all existing emission legislation. Moreover, range up to 90% load and then reducing them
this is achieved only by changing software para- again towards full load. In this process, the same
meters and without having to modify a single en- design-related limitations with respect to these two
gine part. quantities are applied as in the specification of the
standard tuning.
A2.2 Delta Tuning outline
The reliability of the engine is by no means im-
In realising Delta Tuning, the flexibility of the RT- paired by the application of Delta Tuning since
flex system in terms of free selection of injection all existing limitations to mechanical stresses
and exhaust valve control parameters, specifically and thermal load are observed.
variable injection timing (VIT) and variable exhaust
closing (VEC) is utilised for reducing the brake spe-
cific fuel consumption (BSFC) in the part load
range below 90% load.
3 RTA, Standard Tuning
2 RT-flex, Standard Tuning

RT-flex, Delta Tuning
1
Reduction of BSFC [g/kWh]
0 BSFC at R1 [g/kWh]
–1
–2
–3
–4
–5
–6
–7
–8
ISO conditions, tolerance +5%
–9
50% 75% Load 100%
Fig. A2 Comparison of Delta Tuning and Standard Tuning

A. Introduction
A2.3 Further aspects of Delta Tuning
Delta Tuning for de-rated engines: Project specification for RT-flex engines:
For various reasons, the margin against the IMO Although Delta tuning is realised in such a way that
NOx limit decreases for de-rated engines. Delta it could almost be considered a pushbutton option,
Tuning thus holds the highest benefits for engines its selection has an effect on other aspects of en-
rated close to R1. With the de-rating, the effect gine and system design as well.
diminishes and, in fact, Delta Tuning is not appli- This is why the tuning option to be applied to RT-
cable in the entire field (see figure A3). flex engines needs to be specified at a very early
stage in the project:
Engine power
[% R1] R1
– The calculations of the torsional and axial
100 vibrations of the installation have to be per-
RT-flex96C engines
formed using the correct data.
95
R3 – The layout of the ancillary systems has to be

90 based on the correct specifications.
85 Delta Tuning area – In order to prepare the software for the RT-flex
system control, the parameters also have to be
80 known in due time before commissioning of
the engine.
75
70
R4 R2
Engine speed
65 [% R1]
70 75 80 85 90 95 100
Fig. A3 Delta Tuning area
Effect on engine dynamics:

The application of Delta Tuning has an influence
on the harmonic gas excitations and, as a conse-
quence, the torsional and axial vibrations of the in-
stallation. Hence, the corresponding calculations
have to be carried out with the correct data in order
to be able to apply appropriate countermeasures,
if necessary.
25.74.07.40 – Issue X.04 – Rev. 0 A–4 Wärtsilä Switzerland Ltd

F. Auxiliary power generation
F1 General information
F1.1 Introduction
This chapter covers a number of auxiliary power The waste heat option is a practical proposition for
arrangements for consideration. However, if your high powered engines employed on long voyages.
requirements are not fulfilled, please contact our The electrical power required when loading and
representative or consult Wärtsilä Switzerland Ltd, discharging cannot be met with a main-engine
Winterthur, directly. Our aim is to provide flexibility driven generator or with the waste heat recovery
in power management, reduce overall fuel con- system, and for vessels employed on compara-
sumption and maintain uni-fuel operation. tively short voyages the waste heat system is not
viable. Stand-by diesel generator sets (Wärtsilä
The sea load demand for refrigeration com- GenSets), burning heavy fuel oil or marine diesel
pressors, engine and deck ancillaries, machinery oil, available for use in port, when manoeuvring or
space auxiliaries and hotel load can be met by at anchor, provide the flexibility required when the
using a main-engine driven generator, by a steam- main engine power cannot be utilised.
turbine driven generator utilising waste heat from
the engine exhaust gas, or simply by auxiliary gen-
erator sets.
Ship service steam

Exhaust gas
econimiser
Steam turbine
Ship service power
Power turbine
G Aux. engine
G Aux. engine
M/G Main engine G Aux. engine
G Aux. engine
F10.5321
Fig. F1 Heat recovery, typical system layout
Wärtsilä Switzerland Ltd F–1 25.74.07.40 – Issue X.04 – Rev. 0

F1.2 System description and layout F3.2 PTO power and speed
Although initial installation costs for a heat recov- PTO tunnel gear with generator
ery plant are relatively high, these are recovered
Generator speed
by fuel savings if maximum use is made of the 1000, 1200, 1500, 1800
[rpm]
steam output, i.e., electrical power and domestics, 700
space heating, heating of tank, fuel and water. 1200
Power [kWe]
1800
F2 Waste heat recovery *1)
Remark: *1) Higher powers on request
Before any decision can be made about installing
Table F1 PTO power and speed
a waste heat recovery system (see figure F1) the
steam and electrical power available from the ex-
haust gas is to be established. Another alternative is a shaft generator.
For more information see chapter J ‘winGTD – the

General Technical Data’.
F3 Power take off (PTO)
Main-engine driven generators are an attractive

option when consideration is given to simplicity of
operation and low maintenance costs. The gener-
ator is driven through a tunnel PTO gear with fre-
quency control provided by thyristor invertors or
constant-speed gears.
The tunnel gear is mounted at the intermediate

propeller shaft. Positioning the PTO gear in that
area of the ship depends upon the amount of
space available.
F3.1 Arrangements of PTO
Figure F2 illustrates various arrangements for

PTO with generator. If your particular requirements
are not covered, please do not hesitate to contact
our representative or Wärtsilä Switzerland Ltd,
Winterthur, directly.
T1 T2 T3
T T
T1–T3 Tunnel gear Controllable-pitch propeller

T Thyristor bridge
Generator
F10.5231
Fig. F2 Tunnel PTO gear
25.74.07.40 – Issue X.04 – Rev. 0 F–2 Wärtsilä Switzerland Ltd

J. winGTD – General Technical Data
J1 Included CD-ROM
Plesae note:
CD-ROM is at the present not available. Please
ask WCH.
J1.1 Installation of winGTD and EnSel
J1.1.1 System requirements
winGTD and EnSel requires the following mini-

mum software and hardware:
– Microsoft Windows 9x/NT Fig. J1 winGTD: Selection of engine window

– 16 MB of RAM
– 20 MB free hard disk space The installed CD-ROM contains only the engine
– CD-ROM drive types presented in this ESPM.
Double-click on selected engine type or click the
J1.1.2 Installation ‘Select’ button to access the main window (fig. J2)
and select the particular engine according to the
Use the following procedure to install winGTD or number of cylinders (eg. Sulzer 8RT-flex96C).
EnSel:
J1.2.2 Data input
1. Insert CD-ROM.
2. Follow the on-screen instructions. When the In the main window (fig. J2) enter the desired
installation is complete, a message confirms power and speed to specify the engine rating. The
that the installation was successful. rating point must be within the rating field. The
shaft power can either be expressed in units of kW
J1.1.3 Changes to previous versions of or bhp.
winGTD
The amendments and how this version differs from

previous versions are explained in the file
‘Readme.txt’ located in the winGTD directory on
the CD-ROM.
J1.2 Using winGTD
J1.2.1 Start
After starting winGTD by double-clicking winGTD

icon, click on ‘Start new Project’ button on ‘Wel-
come’ screen and specify desired engine type in
Fig. J2 winGTD: Main window
appearing window (fig. J1):
Wärtsilä Switzerland Ltd J–1 25.74.07.40 – Issue X.04 – Rev. 0

Further input parameters can be entered in sub-

panels to be accessed by clicking on tabs ‘Engine
Spec.’ (eg. for turbocharger selection), ‘Cooling’,
‘Lub. Oil’, ‘Fuel Oil’, ‘Starting Air’ or ‘Exhaust Gas’
relating to the relevant ancillary systems.
J1.2.3 Output results
Clicking the ‘Start Calculation’ button (fig. J2) initi-

ates the calculation with the chosen data to deter-
mine the temperatures, flows of lubricating oil and
cooling water quantities.
Firstly the ‘Engine performance data’ window (fig.
J3) is displayed on the screen. Fig. J4 winGTD: Two-stroke engine propulsion
To see further results, click the appropriate button

in the tool bar or click the ‘Show results’ menu op- The calculation is carried out with all the relevant
tion in the menu bar. design parameters (pump sizes etc.) of the ancil-
laries set at design conditions.
To print the results click the button or click the
button for export to a ASCII file, both in the tool J1.2.5 Saving a project
bar.
To save all data belonging to your project choose
‘Save as...’ from the ‘File’ menu. A windows ’Save
as...’ dialogue box appears.
Type a project name (winGTD proposes a three-

character suffix based on the program you have
selected) and choose a directory location for the
project.
Once you have specified a project name and se-
lected the desired drive and directory, click the
‘Save’ button to save your project data.
Fig. J3 winGTD: General technical data J1.3 EnSel program
J1.2.4 Service conditions EnSel helps in selecting the most suitable diesel
engine for a given project. EnSel presents a list of
Click the button ‘Service Conditions’ in the main all SULZER diesel engines which fulfil your power
window (fig. J2) to access the option window (fig. and speed demands and provides for each ar-
J4) and enter any ambient condition data deviating rangement selected the engine performance data
from design conditions. (BSFC, BSEF and tEaT), engine dimensions and
masses.
25.74.07.40 – Issue X.04 – Rev. 0 J–2 Wärtsilä Switzerland Ltd

B. Considerations on engine selection
B1 Introduction
Selecting a suitable main engine to meet the power Engine power
demands of a given project involves proper tuning % [R1]
R1
in respect of load range and influence of operating 100
conditions which are likely to prevail throughout
the entire life of the ship. This chapter explains the
main principles in selecting a Sulzer RT-flex low-
speed diesel engine. Rx1
Rx2 Rating line
R3 fulfilling a ship’s
90 power requirement
Every engine has a layout field within which the for a constant speed
combination of power and speed (= rating) can be Nominal propeller
selected. Contrary to the ‘layout field’, the ‘load characteristic
2 1
range’ is the admissible area of operation once the
CMCR has been determined.
80
In order to define the required contract maximum
continuous rating (CMCR), various parameters
need to be considered such as propulsive power,
propeller efficiency, operational flexibility, power
and speed margins, possibility of a main-engine
driven generator, and the ship’s trading patterns.
Selecting the most suitable engine is vital to 70 R2

R4 Engine speed
achieving an efficient cost/benefit response to a % [R1]
specific transport requirement. 85 90 95 100
The contract maximum continuous rating (Rx)
may be freely positioned within the layout field
B2 Layout field for that engine.
F10.4995
The layout field shown in figure B1 is the area of

Fig. B1 Layout field of the Sulzer RT-flex96C engine.
power and engine speed. In this area the contract
maximum continuous rating of an engine can be
The engine speed is given on the horizontal axis
positioned individually to give the desired com-
and the engine power on the vertical axis of the lay-
bination of propulsive power and rotational speed.
out field. Both are expressed as a percentage (%)
Engines within this layout field will be tuned for
of the respective engine’s nominal R1 parameters.
maximum firing pressure and best efficiency.
Experience over the last years has shown that
engines are ordered with CMCR-points in the
upper part of the layout field only.
Wärtsilä Switzerland Ltd B–1 25.74.07.40 – Issue X.04 – Rev. 0

Percentage values are being used so that the Rating points Rx can be selected within the entire
same diagram can be applied to various engine layout field to meet the requirements of each par-
models. The scales are logarithmic so that expo- ticular project. Such rating points require specific
nential curves, such as propeller characteristics engine adaptations.
(cubic power) and mean effective pressure (mep)
curves (first power), are straight lines. B2.2 Influence of propeller revolutions
on the power requirement
The layout field serves to determine the specific
fuel oil consumption, exhaust gas flow and tem- At constant ship speed and for a given propeller
perature, fuel injection parameters, turbocharger type, lower propeller revolutions combined with a
and scavenge air cooler specifications for a given larger propeller diameter increase the total propul-
engine. sive efficiency. Less power is needed to propel the
vessel at a given speed.
Calculations for specific fuel consumption, ex-
haust gas flow and temperature after turbine are The relative change of required power in function
explained in further chapters. of the propeller revolutions can be approximated
by the following relation:
B2.1 Rating points R1, R2, R3 and R4
a
Px 2ńPx 1 + ǒN 2ńN 1Ǔ
The rating points (R1, R2, R3 and R4) for the
Sulzer RT-flex engines are the corner points of the Pxj = Propulsive power at propeller revolution Nj.
engine layout field (figure B1). Nj = Propeller speed corresponding with propulsive
power Pxj.
The point R1 represents the nominal maximum α = 0.15 for tankers and general cargo ships up to
10 000 dwt.
continuous rating (MCR). It is the maximum
= 0.20 for tankers, bulkcarriers from 10 000 dwt to
power/speed combination which is available for a 30 000 dwt.
particular engine. = 0.25 for tankers, bulkcarriers larger than 30 000 dwt.
= 0.17 for reefers and container ships up to 3000 TEU.
The point R2 defines 100 per cent speed, and 70 = 0.22 for container ships larger than 3000 TEU.
percent power of R1.
This relation is used in the engine selection pro-
The point R3 defines 90 per cent speed and 90 per- cedure to compare different engine alternatives
cent power of R1. and to select optimum propeller revolutions within
the selected engine layout field.
The connection R1–R3 is the nominal 100 per cent
line of constant mean effective pressure of R1. Usually, the selected propeller revolution depends
on the maximum permissible propeller diameter.
The point R4 defines 90 per cent speed and 70 per The maximum propeller diameter is often deter-
cent power of R1. mined by operational requirements such as:
• Design draught and ballast draught limitations.
The connection line R2–R4 is the line of 70 per • Class recommendations concerning pro-
cent power between 90 and 100 per cent speed peller/hull clearance (pressure impulse in-
of R1. duced by the propeller on the hull).
25.74.07.40 – Issue X.04 – Rev. 0 B–2 Wärtsilä Switzerland Ltd

The selection of main engine in combination with The relation between absorbed power and rota-
the optimum propeller (efficiency) is an iterative tional speed for a fixed-pitch propeller can be
procedure where also commercial considerations approximated by the following cubic relation:
(engine and propeller prices) play a great role. 3
P 2ńP 1 + ǒN 2ńN 1Ǔ
According to the above approximation, when a re- in which
quired power/speed combination is known – for Pi = propeller power
example point Rx1 as shown in figure B1 – a Ni = propeller speed
CMCR-line can be drawn which fulfils the ship’s
power requirement for a constant speed. The The propeller curve without sea margin is often
slope of this line depends on the ship’s characteris- called the ‘light running curve’. The nominal pro-
tics (coefficient α). Any other point on this line peller characteristic is a cubic curve through the
represents a new power/speed combination, for CMCR-point. (For additional information, refer to
example Rx2, and requires a specific propeller section B3.4 ‘light running margin’.)
adaptation.
B3.2 Sea trial power
B3 Load range
The sea trial power must be specified. Figure B2
The load range diagram shown in figure B2 defines shows the sea trial power to be the power required
the power/speed limits for the operation of the en- for point ‘B’ on the propeller curve. Often and alter-
gine. Percentage values are given as explained in natively the power required for point ‘A’ on the pro-
section B2, in practice absolute figures might be peller curve is referred to as ‘sea trial power’.
used for a specific installation project.
Engine power
[%Rx]
B3.1 Propeller curves 110
CMCR (Rx)
100
In order to establish the proper location of propeller 95 10% EM/OM
D
curves, it is necessary to know the ship’s speed to 90 Sea trial power
B
power response.
15% SM
80
78.3
The propeller curve without sea margin is for a ship A
with a new and clean hull in calm water and 70

Engine load range
weather, often referred to as ‘trial condition’.
60
The propeller curves can be determined by using
full scale trial results of similar ships, algorithms
developed by maritime research institutes or 50
model tank results. Furthermore, it is necessary to
3.5% LR
define the maximum reasonable diameter of the propeller curve

without SM
propeller which can be fitted to the ship. With this Engine speed
40 [%Rx]
information and by applying propeller series such 65 70 80 90 95 100 104
as the ‘Wageningen’, ‘SSPA’ (Swedish Maritime EM engine margin SM sea margin

OM operational margin LR light running margin
Research Association), ‘MAU’ (Modified AU), etc., F10.5248
the power/speed relationships can be established
Fig. B2 Load range limits of an engine corresponding to a
and characteristics developed. specific rating point Rx

B3.3 Sea margin (SM) Engine power

[%Rx] CMCR (Rx)
The increase in power to maintain a given ship’s 100

speed achieved in calm weather (point ‘A’ in fig- 10%
EM/OM
ure B2) and under average service condition (point D
90
‘D’), is defined as the ‘sea margin’. This margin can B
vary depending on owner’s and charterer’s
expectations, routes, season and schedules of the 15% SM
ship. The location of the reference point ‘A’ and the 5% LR
magnitude of the sea margin are determined 78.3

A
between the shipbuilder and the owner. They form
part of the newbuilding contract.
With the help of effective antifouling paints, dry- a
docking intervals have been prolonged up to 4 or

5 years. Therefore, it is still realistic to provide an propeller curve
without SM
average sea margin of about 15 per cent of the sea
trial power, refer to figure B2, unless as mentioned
Engine speed
above, the actual ship type and service route dic- [%Rx]
100
tate otherwise.
EM engine margin SM sea margin
F10.3148 OM operational margin LR light running margin
B3.4 Light running margin (LR) Fig. B3 Load diagram for a specific engine showing the
corresponding power and speed margins
The sea trial performance (curve ‘a’) in figure B3
should allow for a 3 to 7 per cent light running of the Assuming, for example, the following:
propeller when compared to the nominal propeller • Drydocking intervals of the ship 5 years.
characteristic (the example in figure B3 shows a • Time between overhauls of the engine 2 years
light running margin of 5 per cent). This margin pro- or more.
vides a sufficient torque reserve whenever full • Full service speed must be attainable, without
power must be attained under unfavourable condi- surpassing the torque limit, under less favour-
tions. Normally, the propeller is hydrodynamically able conditions and without exceeding 100 per
optimized for a point ‘B’. The trial speed found for cent mep.
‘A’ is equal to the service speed at ‘D’ stipulated in
the contract at 90 per cent of CMCR. Therefore the ‘light running margin’ required will be
5 to 6 per cent. This is the sum of the following fac-
The recommended light running margin originates tors:
from past experience. It varies with specific ship
designs, speeds, drydocking intervals, and trade 1. 1.5–2% influence of wind and weather with
routes. an adverse effect on the intake water flow of
the propeller. Difference between Beaufort 2
Please note: it is the shipbuilder’s responsibility to sea trial condition and Beaufort 4–5 average
determine the light running margin large enough service condition. For vessels with a pro-
so that, at all service conditions, the load range nounced wind sensitivity, i.e. containerships or
limits on the left side of nominal propeller char- car carriers this value will be exceeded.
acteristic line are not reached (see section B3.6
and figure B4).

2. 1.5–2% increase of ship’s resistance and ‘D’ or ‘Di’ (in our example 5 per cent) and then
mean effective wake brought about by: along the nominal propeller characteristic to obtain
• Rippling of hull (frame to frame). the CMCR-point. In the examples, the engine
• Fouling of local, damaged areas, i.e. boot power at point ‘B’ was chosen to be at 90 per cent
top and bottom of the hull. and 85 per cent respectively.
• Formation of roughness under paint.
• Influence on wake formation due to small B3.5.1 Continuous service rating
changes in trim and immersion of bulbous (CSR=NOR=NCR)
bow, particularly in the ballast condition.
Point ‘A’ represents power and speed of a ship
3. 1% frictional losses due to increase of pro- operating at contractual speed in calm seas with a
peller blade roughness and consequent drop new clean hull and propeller. On the other hand,
in efficiency, e.g. aluminium bronze propellers: the same ship at the same speed requires a
• New: surface roughness = 12 microns. power/speed combination according to point ‘D’,
• Aged: rough surface but no fouling shown in figure B2 and B3, under service condition
= 40 microns. with aged hull and average weather. ‘D’ is then the
CSR-point.
4. 1% deterioration in engine efficiency such
as: B3.5.2 Contract maximum continuous
• Fouling of scavenge air coolers. rating (CMCR = Rx)
• Fouling of turbochargers.
• Condition of piston rings. By dividing, in our example, the CSR (point D) by
• Fuel injection system (condition and/or 0.90, the 100 per cent power level is obtained and
timing). an operational margin of 10 per cent is provided
• Increase of back pressure due to fouling of (see figures B2 and B3). The found point Rx, also
the exhaust gas boiler, etc. designated as CMCR, can be selected freely with-
in the layout field defined by the four corner points
B3.5 Engine margin (EM) or operational R1, R2, R3 and R4 (see figure B1).
margin (OM)
B3.6 Load range limits
Most owners specify the contractual ship’s loaded
service speed at 85 to 90 per cent of the contract Once an engine is optimized at CMCR (Rx), the
maximum continuous rating. The remaining 10 to working range of the engine is limited by the follow-
15 per cent power can then be utilized to catch up ing border lines, refer to figure B4:
with delays in schedule or for the timing of drydock-
ing intervals. This margin is usually deducted from Line 1 is a constant mep or torque line through
the CMCR. Therefore, the 100 per cent power line CMCR from 100 per cent speed and
is found by dividing the power at point ‘D’ by 0.85 power down to 95 per cent power and
to 0.90. The graphic approach to find the level of speed.
CMCR is illustrated in figures B2 and B3.
In the examples two current methods are shown.

Figure B2 presents the method of fixing point ‘B’
and CMCR at 100 per cent speed thus obtaining
automatically a light running margin B–D of 3.5 per
cent. Figures B3 and B5 show the method of plot-
ting the light running margin from point ‘B’ to point

Line 2 is the overload limit. It is a constant mep Line 6 is defined by the equation:
line reaching from 100 per cent power and 2.45
93.8 per cent speed to 110 per cent power
and 103.2 per cent speed. The latter one through 100 per cent power and 93.8 per
is the point of intersection between the cent speed and is the maximum torque
nominal propeller characteristic and 110 limit in transient conditions.
per cent power. The area above line 1 is the overload
Line 3 is the 104 per cent speed limit where an range. It is only allowed to operate en-
engine can run continuously. For Rx with gines in that range for a maximum dur-
reduced speed (NCMCR ≤ 0.98 NMCR) this ation of one hour during sea trials in the
limit can be extended to 106 per cent, how- presence of authorized representatives of
ever, the specified torsional vibration limits the engine builder.
must not be exceeded. The area between lines 5 and 6 and
constant torque line (grey area of fig. B4)
Line 4 is the overspeed limit. The overspeed should only be used for transient condi-
range between 104 (106) and 108 per cent tions, i.e. during fast acceleration. This
speed is only permissible during sea trials range is called ‘service range with oper-
if needed to demonstrate the ship’s speed ational time limit’.
at CMCR power with a light running pro-
peller in the presence of authorized repre- Engine power
[%Rx]
sentatives of the engine builder. However, CMCR (Rx)
110
the specified torsional vibration limits must 2
Engine load range
not be exceeded. 100
1
95 10%
Line 5 represents the admissible torque limit and EM/OM
90
D B
reaches from 95 per cent power and Constant torque
15% SM
speed to 45 per cent power and 70 per 80
78.3
cent speed. This represents a curve de- A
4
fined by the equation: 70
2.45
P 2ńP 1 + ǒN 2ńN 1Ǔ 3
60
6
When approaching line 5 , the engine will
increasingly suffer from lack of scavenge
air and its consequences. The area 50 5
formed by lines 1 , 3 and 5 represents

103.2
93.8
the range within which the engine should propeller curve

without SM
Engine speed
be operated. The area limited by the nom- 40 [%Rx]
65 70 80 90 95 100 104 108
inal propeller characteristic, 100 per cent
power and line 3 is recommended for OM operational margin LR light running margin
F10.5249
continuous operation. The area between
the nominal propeller characteristic and Fig. B4 Load range limits, with the load diagram of an en-
gine corresponding to a specific rating point Rx
line 5 has to be reserved for acceler-
ation, shallow water and normal oper-
ational flexibility.

B3.7 Load range with main-engine

driven generator
The load range diagram with main-engine driven

generator, whether it is a shaft generator (S/G)
mounted on the intermediate shaft or driven
through a power take off gear (PTO), is shown by
curve ‘c’ in figure B5. This curve is not parallel to
the propeller characteristic without main-engine
driven generator due to the addition of a constant
generator power over most of the engine load. In
the example of figure B5, the main-engine driven
generator is assumed to absorb 5 per cent of the
nominal engine power.
The CMCR-point is, of course, selected by taking

into account the max. power of the generator.
Engine power CMCR (Rx)
[%Rx]
100
10%
EM/OM
D
90
c 5% S/G
85
D’ B
15% SM
5% LR
73.9
A
PTO power
propeller curve
without SM
Engine speed
[%Rx]
100
F10.3149 S/G shaft generator
Fig. B5 Load range diagram for an engine equipped with

a main-engine driven generator, whether it is a
shaft generator or a PTO-driven generator

B4 Ambient temperature consideration
B4.1 Engine air inlet: operating tem- B4.2 Engine air inlet: arctic conditions
peratures from 45°C to 5°C at operating temp. below 5°C
Due to the high compression ratio, the Sulzer RT- Under arctic conditions the ambient air tempera-
flex diesel engines do not require any special tures can meet levels below –50°C. If the combus-
measures, such as pre-heating the air at low tem- tion air is drawn directly from outside, these
peratures, even when operating on heavy fuel oil engines may operate over a wide range of ambient
at part load or idling. The only condition which must air temperatures between arctic condition and
be fulfilled is that the water inlet temperature to the tropical (design) condition (45°C).
scavenge air cooler must not be lower than 25°C.
To avoid the need of a more expensive combustion
This means that: air preheater, a system has been developed that
enables the engine to operate directly with cold air
• When combustion air is drawn directly from the from outside.
engine room, no pre-heating of the combus-
tion air is necessary. If the air inlet temperature drops below 5°C, the air
• When the combustion air is ducted from out- density increases to such an extent that the maxi-
side the engine room and the air temperature mum permissible cylinder pressure is exceeded.
before the turbocharger does not fall below This can be compensated by blowing off a certain
5°C, no measures have to be taken. mass of the scavenge air through a blow-off device
as shown in figure B6.
The central fresh water cooling system permits the
Engine
recovery of the engine’s dissipated heat and main-
tains the required scavenge air temperature after Turbocharger
Air intake casing
the scavenge air cooler by re-circulating part of the
Scavenge
warm water to the scavenge air cooler. air cooler Blow-off
valves
Air filter
The scavenge air cooling water inlet temperature

is to be maintained at a minimum of 25°C. This F10.1964
means that the scavenge air cooling water will Fig. B6 Scavenge air system for arctic conditions
have to be pre-heated in the case of low power
operation. The required heat is obtained from the
lubricating oil cooler and the engine cylinder
cooling.

There are up to three blow-off valves fitted on the

scavenge air receiver. In case the air inlet tempera-
ture to the turbocharger is below 5°C the first blow-
off valve vents. For each actuated blow-off valve,
a higher suction air temperature is simulated by re-
ducing the scavenge air pressure which compen-
sates the high air density. The second blow-off
valve automatically vents as required to maintain
the desired scavenge and firing pressures. Figure
B7 shows the effect of the blow-off valves to the air
flow, the exhaust gas temperature after turbine and
the firing pressure.
Two blow-off One blow-off Blow-off valves closed

valves open valve open normal operation
nm [kg/kwh]
0.6
0.4
0.2
0
Specific air consumption
nt [°C] Exhaust gas temp.
0
–20
–40
–60
np [bar]
10 Firing pressure
5
0
–50 –40 –30 –20 –10 0 10 20 30 40 [°C]

Suction air temperature
F10.1965
Fig. B7 Blow-off effect at arctic conditions


G. Ancillary systems
G2 Piping systems
G2.1 Cooling and pre-heating water systems
G2.1.1 Central fresh water cooling

system
The cooling system of the RT-flex96C engine runs The cylinder cooling water outlet from the engine
on either one of the following standard layout: is thermostatically controlled by an automatic
valve (012). A static pressure head is provided,
– Central fresh water cooling system with single-
thermal expansion allowed and water losses made
stage scavenge air cooler and integrated HT
up by the expansion tank (021, 022), to be installed
circuit (see figure G4) or separate HT circuit
as high as possible above the pump suction (014)
(see figure G5).
to prevent ingress of air into the cooling system
– Central fresh water cooling system with two- through the pump gland. The fresh water gener-
stage scavenge air cooler for heat recovery ator (020) is not to require more than 50 per cent
and integrated HT circuit (see fig. G6). of the heat dissipated from the cylinder cooling
water at CMCR and is to be used at engine loads
The scavenge air cooler consists of two cooler el- above 40 per cent only. In case more heat is re-
ements which either are connected in series as quired (up to 85%), an additional temperature con-
single-stage cooler or parallel as two-stage cooler, trol system is to be installed ensuring adequate
see illustration in fig D7. The cooler elements as control of the cylinder cooling water outlet tem-
well as the housing are similar for both cooling perature (information can be obtained from WCH).
systems.
Correct treatment of the fresh water is essential for
The central fresh water cooling system showed in safe engine operation. Only totally demineralized
figures G4 to G6 reduces the amount of sea-water water or condensate must be used as water and it
pipework and its attendant problems. This pro- must be treated with a suitable corrosion inhibitor
vides for improved cooling control. Optimizing cen- to prevent corrosive attack, sludge formation and
tral cooling results in lower overall running costs scale deposits in the system. No internally galvan-
when compared with the conventional sea-water ized steel pipes should be used in connection with
cooling system. treated fresh water, since most corrosion inhibitors
have a nitrite base. Nitrites attack the zinc lining of
The cooling medium for the cylinder water cooler galvanized piping and create sludge.
is fresh water as well as for the central cooling
system.
Wärtsilä Switzerland Ltd G–9 25.74.07.40 – Issue X.04 – Rev. 0

Seawater pipes Remarks:

LT freshwater pipes *4) Only when pos. 015 is installed.
HT freshwater pipes *6) Depending on vibration, a flexible hose connection may be
Balance pipes recommendable.
Ancillary equipment pipes Air vent pipes and drain valves where necessary.
Drain / overflow pipes Air vent and drain pipes must be fully functional at all inclination
Air vent pipes angles of the ship at which the engine must be operational.
Control / feedback
Pipes on engine / pipe connections Note:
For legend see table G7
347.521
Fig. G4 Central fresh water cooling system with single-stage scavenge air cooler and integrated HT circuit
25.74.07.40 – Issue X.04 – Rev. 0 G–10 Wärtsilä Switzerland Ltd

001 Main engine RTflex96C

002 Low sea chest *1)
003 High sea chest
004 Seawater strainer
005 Air vent (air vent pipe or equal venting system acc. to shipyard's design)
006 Seawater circulating pump
007 Central seawater cooler
008 Automatic temperature control valve for LT circuit
009 Temperature sensor of regulating system, min. temp. of SAC inlet: 25 °C
010 Freshwater pump for LT circuit
011 Lubricating oil cooler
012 Automatic temperature control valve for HT circuit
013 Temperature sensor of regulating system, constant temp. at engine outlet
014 Cylinder cooling water pump for HT circuit
015 Preheating circulating pump (optional), capacity 10% from pump 014 *7)
016 Heater for main engine (HT circuit)
017 Air vent pipe (piping on engine, at free end or at driving end)
018 Throttling disc (adjustable on engine, at free end or at driving end)
019 Throttling disc *2)
020 Freshwater generator Remarks:
021 Cooling water expansion tank for LT circuit
022 Cooling water expansion tank for HT circuit *1) If requested, two low sea chests are applicable.
023 Filling pipe / inlet chemical treatment *3) *2) When using a valve, lock in proper position to avoid mis
025 Scavenge air cooler handling.
1 Cylinder cooling water inlet (at free end or at driving end) *3) Other designs like hinged covers, etc. are also possible.
2 Cylinder cooling water outlet (at free end or at driving end) *5) The inlet and outlet pipes to SAC have to be designed to
allow for engine thermal expansion, or expansion parts
5 Scavenge air cooler, cooling water inlet *5)
have to be fitted.
7 Scavenge air cooler, cooling water outlet and air vent *5)
*7) For guidance only, final layout according to actual engine
16 Cylinder cooling water air vent (at free end or at driving end) preheating requirements.
347.521
Table G7 Central fresh water cooling system with single-stage scavenge air cooler and integrated HT circuit


Control / feedback
333.620c
Fig. G5 Central fresh water cooling system with single-stage scavenge air cooler and separate HT circuit


003 High sea chest
020 Freshwater generator
021 Cooling water expansion tank for LT circuit Remarks:
022 Cooling water expansion tank for HT circuit
*1) If requested, two low sea chests are applicable.
023 Filling pipe / inlet chemical treatment *3)
025 Scavenge air cooler *2) When using a valve, lock in proper position to avoid mis
026 Cylinder cooling water cooler handling.
have to be fitted.
333.620c
Table G8 Central fresh water cooling system with single-stage scavenge air cooler and separate HT circuit


Control / feedback
333.600
Fig. G6 Central fresh water cooling system with two-stage scavenge air cooler and integrated HT circuit


003 High sea chest
024 Scavenge air cooler, LT Remarks:
025 Scavenge air cooler, HT *1) If requested, two low sea chests are applicable.
1 Cylinder cooling water inlet (at free end or at driving end) *2) When using a valve, lock in proper position to avoid mis
2 Cylinder cooling water outlet (at free end or at driving end) handling.
3 Scavenge air cooler, cooling water inlet. HT *5) *3) Other designs like hinged covers, etc. are also possible.
4 Scavenge air cooler, cooling water outlet and air vent, HT *5) *5) The inlet and outlet pipes to SAC have to be designed to
5 Scavenge air cooler, cooling water inlet, LT *5) allow for engine thermal expansion, or expansion parts
have to be fitted.
7 Scavenge air cooler, cooling water outlet and air vent, LT *5)
333.600
Table G9 Central fresh water cooling system with two-stage scavenge air cooler and integrated HT circuit

G2.1.2 Pre-heating system
To prevent corrosive liner wear when not in service Example for 8RT-flex96C
during short stays in port, it is important that the – Estimated heating-up time: 6 h.
main engine is kept warm. Warming-through can – Engine ambient temperature: 40 °C.
be provided by a dedicated heater (016) as shown – Required engine temperature: 60 °C.
in figures G4 to G6 ‘Central fresh water cooling From the graph in figure G7:
system’, using boiler raised steam, hot water from • the approximate amount of heat per cylin-
the diesel auxiliaries, or by direct circulation from der is 26 kW.
the diesel auxiliaries. If the requirement is for a • heater capacity required is
separate pre-heating pump, an additional non-re- 8 26 kW = 208 kW.
turn valve between the main pumps and the heater
is to be installed. The appropriate value of the pre- 300
heating pump’s capacity is indicated in tables G7 240
and G9. In addition, the pumps are to be electrically 180

Approx. heater capacity [kW/cyl]
interlocked to prevent both pumps running at the 140
Ambient air temperature [C°]

120
same time. The operation of the heater is con- 100 10
trolled by a separate temperature sensor installed 80
at the engine outlet and the flow rate is set by a 60 20

50
throttling disc. If the diesel auxiliaries are to be
40
used to provide warming-through directly, it is im- 30
30
portant at the design stage to ensure that there is
sufficient heat available and that cross-connecting 20 40
pipework and isolating non-return valves are in-

cluded. 10
50
1 1.5 2 3 4 5 6 8 10 12
Before starting and operating the engine, a tem- F10.3717
Heating up time [h]
perature of 60°C at the cylinder cooling water
Fig. G7 Engine pre-heating power
outlet of the main engine is recommended.
To estimate the heater power capacity required to

achieve 60°C, the heating-up time and the engine
ambient temperature are the most important para-
meters. They are plotted on the graph shown in fig-
ure G7. To reach the required capacity per cylin-
der; this figure is multiplied by the number of
cylinders to give the total heater capacity required.

RT-flex96C
Engine Selection
and Project Manual
Issue October 2004
Wärtsilä Switzerland Ltd Tel. +41 52 262 49 22

PO Box 414 Fax +41 52 212 49 17
CH-8401 Winterthur http://www.wartsila.com
Switzerland
E 2004 Wärtsilä Switzerland Ltd, Printed in Switzerland

This manual covers the following Sulzer diesel engines:
The Sulzer RT-flex96C engines with the following MCR rating:
– Power per cylinder 5720 kW 7780 bhp

– Speed 102 rpm
This issue of the Engine Selection and Project Manual (ESPM) is the first edition
covering the Sulzer 6–12RT-flex96C and 14RT-flex96C engines.
Attention is drawn to the following:
a) All data are related to engines tuned for compliance with the
IMO-2000 regulations.
b) The engine performance data (BSFC, BSEF and tEaT) and other data
can be obtained from the winGTD-program.
c) The inclusion of information referring to IMO-2000 regulations.
d) The inclusion of information referring to winGTD (version 2.8) and EnSel
(version 4.3) on the CD-ROM included in this manual. The CD-ROM
also contains the complete manual (ESPM).
Revision:
Rev. 1 performed: February 23rd 2005
25.74.07.40 – Issue X.04 – Rev. 1 Wärtsilä Switzerland Ltd

H. Engine management system
H1 Introduction
Developments in engine management systems All those systems provide data bus connection to
(EMS) at Wärtsilä Switzerland Ltd are focussed on the ship automation to make specific data avail-
the latest trends in ship automation that tends to al- able wherever required and facilitate installation.
ways higher integration levels.
Complete ship automation systems provided by
The standard electrical interface, designated one of the leading suppliers approved by Wärtsilä
DENIS-9520 (Diesel Engine CoNtrol and optImiz- Switzerland offer the degree of integration de-
ing Specification), assures a perfect match with manded in modern shipbuilding while being per-
approved remote control systems, while the fectly adapted to the engine’s requirements.
WECS-9520 (Wärtsilä Engine Control System)
takes care of all RT-flex specific control functions. Applying a single supplier strategy for the entire
Computer based tools under the designation of the ship automation shows many other advantages in
product family MAPEX (Monitoring and mAinten- terms of full responsibility, ease in operation and
ance Performance Enhancement with eXpert maintenance.
knowledge) enable ship-owners and operators to
improve the operating economy of their diesel
engines.
Spares &
Engine Engine Maintenance
Remote Alarm Safety Optimizing Engine
Fitness Operation Management
Control System System Functions Control
Systems Support Support &
Tools
DENIS Family MAPEX Engine Fitness Family
Operation MAPEX-SM
DENIS-1 SIPWA-TP Manual
Engine
DENIS-5 MAPEX-PR Service Parts
RT-flex Bulletin
Dataset
DENIS-6 WECS-9520 MAPEX-TV Code Book CBM
DENIS-9520 MAPEX-AV Maintenance Service
Video Agreement
F10.4893
Fig. H1 EMS concept comprising DENIS, WECS and MAPEX modules
Wärtsilä Switzerland Ltd H–1 25.74.07.40 – Issue X.04 – Rev. 0

RT-flex automation layout
Propulsion Control System Alarm and Monitoring

System
DENIS-9520 remote control specification
Alarm
signals
Independent sub-systems: Alarms
Slow-downs
Alarm and
Telegraph system
Electronic speed
Remote control
service access
control system
Safety system
Connector for
ECR Manual slow-down
control panel signals
system
2 x CANopen 2 x Modbus
Command orders from RCS/spd ctrl.
CANopen to ECR manual control
or Modbus
Feedback signals from WECS
Signals for alarm and slow-down

CANopen for service access
WECS alarm signals

Signals for control
Signals for safety
Signals for alarm

Indications
D E N I S - 9 5 2 0 E n g i n e S p e c i f i c a t i o n
CANopen
to LCP
E10, E20, etc. E90 E110, E120, etc.

Control terminal boxes E25 WECS shipyard interface box Alarm terminal boxes
Local control
panel
Sensors and actuators WECS-9520 Alarm sensors
Local WECS sensors and actuators

indications
RT-flex diesel engine

F10.5322
Fig. H2 RT-flex automation layout
25.74.07.40
25.74.07.40 – Issue
– Rev. 0 1 H–2 Wärtsilä Switzerland Ltd
H1.1 DENIS H2 DENIS-9520
The DENIS family contains specifications for the H2.1 General

engine management systems of all modern types
of Sulzer diesel engines. The diesel engine inter- The concept of DENIS-9520 meets the require-
face specification applicable for all current types of ments of increased flexibility and higher integration
RT-flex engines is DENIS-9520. in modern ship automation and provides the fol-
lowing advantages for ship-owners, shipyards and
H1.2 WECS engine builders:
• Clear interface definition
Under the designation of WECS-9520 Wärtsilä
The well defined and documented interface re-
Switzerland provides a computerised control sys-
sults in a clear separation of the responsibi-
tem for all RT-flex functions. As such it is a compo-
lities between engine builder and automation
nent of the RT-flex system and includes all necess-
supplier.
ary interfaces to the engine as well as to the remote
It allows that authorised suppliers adapt their
control and electronic speed control system.
systems to Sulzer RT-flex engines with re-
duced engineering effort.
With the same well proven engine control functions
The clear signal exchange simplifies trouble-
like the previous WECS-9500 it enhances the in-
shooting.
tegration into the ship management system by pro-
viding data bus communication to all external sys- • Approved propulsion control systems
tems. Propulsion control systems including remote
control, speed control, safety and telegraph
H1.3 MAPEX systems are available from suppliers ap-
proved by Wärtsilä Switzerland Ltd. This
The products of the MAPEX family are designed to cooperation ensures that these systems fully
improve the engine’s efficiency through better comply with the specifications of the engine
management and planning and save money by designer.
making available the knowledge of our engine • Easy integration in ship management
management specialists. system
Providing data bus communication between
For the further description of the MAPEX products WECS, the propulsion control and the vessel’s
please refer to section H4. alarm and monitoring system facilitates an
easy integration of the various systems. The
existing man–machine interface (MMI) of the
vessel’s automation can therefore handle also
the additional MMI functions attributed to the
WECS.
• Ship automation from one supplier –
Integrated solution
Automation suppliers approved by Wärtsilä
Switzerland Ltd can handle all ship board au-
tomation tasks. Complete automation sys-
tems from one supplier show advantages like
easier engineering, standardisation, easier
operation, less training, fewer spare parts, etc.

The WECS-9520 is well suited to support this With the replacement of previous camshaft-
integrated automation concept by providing controlled function by the WECS-9520, the en-
redundant data bus lines that deliver all neces- gine built control components are reduced to
sary information for propulsion control, alarm a minimum.
/ monitoring system and man–machine inter- Instrumentation is based on the conventional
face. The MMI of the WECS-9520 can provide RTA engine with RT-flex-specific components
additional features when using such an inte- added.
grated solution.
• DENIS remote control specification
• Ship automation from different suppliers – This file contains the detailed functional speci-
Split solution fication of the remote control system.
In the case that propulsion control and alarm The intellectual property on this remote control
/ monitoring systems are from different suppli- specification remains with Wärtsilä Switzer-
ers the WECS-9520 supports also such a split land Ltd. Therefore this file is licensed to
solution by providing two separate redundant Wärtsilä Switzerland Ltd’s remote control part-
data bus lines one each for propulsion control ners only. These companies offer systems,
and alarm / monitoring system. MMI functions built completely according to the engine de-
are then also split within propulsion control and signer’s specifications, tested and approved
alarm / monitoring system. by Wärtsilä Switzerland Ltd.
DENIS-9520 describes the signal interface be- H2.2 Propulsion control system
tween the RT-flex engine including its flex engine
control system (WECS) and the ship automation. The propulsion control system is divided into the
following sub-systems:
The DENIS specification does not include any
• Remote control system.
hardware. It summarises all the data exchanged
• Safety system.
and defines the control functions required by the
• Electronic speed control system.
engine.
• Telegraph system.
The DENIS specification is presented in
Safety system and telegraph system work inde-
two sets of documents:
pendently and are fully operative even with the re-
• DENIS engine specification mote control system out of order.
This file contains the specification of the signal
interface on the engine and is made access-
ible to engine builders and shipyards. It con-
sists basically of the control diagram of the en-
gine, the signal list including a minimum of
functional requirements and gives all informa-
tion related to the electrical wiring on the en-
gine. It lists also the necessary alarm and dis-
play functions to be realised in the vessel’s
alarm and monitoring system.
The DENIS-9520 engine specification covers
the engine-built components for control, alarm
and indication.
25.74.07.40 – Issue X.04 – Rev. 0 H–4 Wärtsilä Switzerland Ltd

H2.2.1 Approved propulsion control systems
Wärtsilä Switzerland Ltd has an agreement control and safety systems for their Sulzer RT-flex en-
cerning the development, production, sales and gines with each of the following leading marine au-
servicing of remote control, electronic speed con- tomation suppliers:
Electronic
Supplier / Company Remote Control System
Speed Control System
Kongsberg Marine
Kongsberg Maritime AS
P.O. Box 1009 AutoChief C20 DGS C20
N-3191 Horten Tel. +47-330 41 436
Norway Fax +47-330 42 250
Nabtesco Corporation
Nabtesco corp., Control Systems Division
2-2-21 Isogami dori Chuo-ku M-800-III MG-800 FLEX
Kobe Tel. +81-78 251 8109
Japan Fax +81-78 251 8090
SAM Electronics GmbH / Lyngsø Marine

SAM Electronics GmbH
Behringstrasse 120
D-22763 Hamburg Tel. +49-40 88 25 0
Germany Fax +49-40 88 25 4116 DMS2100i EGS2000RTf
Lyngsø Marine AS
2, Lyngsø Allé
DK-2970 Hrøsholm Tel. +45 45 16 62 00
Denmark Fax +45 45 16 62 62
Table H1 Suppliers of remote control systems and electronic speed control systrems
Modern remote control systems consist of elec- on the main engine. In this case the electronic
tronic modules and operator panels for display and modules for remote control, safety and speed con-
order input for engine control room and bridge. The trol system are located in the same boxes used as
different items normally communicate via serial terminal boxes for any other propulsion control
bus connections. The engine signals described in system.
the DENIS-9520 specification are usually con-
This facilitates to commission and test the com-
nected via the terminal boxes on the engine to the
plete propulsion control system already at the en-
electronic modules placed in the engine control
gine maker’s testbed. The wiring at the shipyard is
room.
then limited to a few power cables and bus commu-
These electronic modules are in most cases built nication wires whereas the conventional arrange-
to be located either inside the ECR console or in a ment requires more cables between the terminal
separate cabinet to be located in the ECR. The op- boxes on the engine and the electronic modules of
erator panels are to be inserted in the ECR con- the remote control system in the engine control
sole’s surface. room.
Kongsberg Maritime has designed the electronic These boxes with the electronic modules are part
modules of the AutoChief C20 propulsion control of the propulsion control system scope of supply
system in a way that they can be mounted directly and shall be delivered to the engine builder for
mounting on the engine.

Remote control system
Bridge wing (option) Bridge Bridge wing (option)
Control Remote control, Safety

room and Electronic speed control
Ship alarm
system
Engine
room
WECS-9520 Local
flex engine control system panel
RT-flex engine
F10.5065
Fig. H3 DENIS-9520 remote control system layout

H2.2.2 Functions of the propulsion Electronic speed control system

control system • Keeps engine speed at the set point given by
the remote control system.
Approved propulsion control systems comprise • Sends fuel command to the WECS-9520.
the following independent sub-systems: • Limits fuel amount in function of charge air and
measured speed for proper engine protection.
Main functions: Wärtsilä Switzerland has always requested that re-
mote control systems and speed control systems
• Start, stop, reversing. of the same supplier are applied, in order to avoid
• Cylinder pre-/post-lubrication. compatibility problems and increased engineering
• Automatic slow turning. efforts.
• Auxiliary blower control.
• Control transfer. Traditionally the electronic speed control system
• Speed setting. was considered as a part of the main engine and
• Automatic speed programme. was therefore usually delivered together with the
• Load-dependent cylinder lubrication CLU-3. engine.
Indications: With the introduction of WECS-9520 and

The remote control system is delivered with control DENIS-9520, the electronic speed control system
panels for local, control room and bridge control, is assigned to the propulsion control system and
including all necessary order input elements and therefore shall be delivered together with the
indications e.g. push buttons/switches and indica- corresponding remote control system and further
tion lamps or alternatively a respective display. components of the propulsion control package by
the party responsible for the complete propulsion
The following instruments for remote indication in control system, i.e. in most cases the shipyard.
the control room are specified in the DENIS-9520
standard as a minimum: The details regarding system layout, mechanical
dimensions of components as well as the informa-
• Starting air pressure. tion regarding electrical connections has to be
• Engine speed. taken from the technical documentation of the re-
• Revolution counter. spective supplier.
• Running hour counter.
• Load indicator. Safety system
• Turbocharger speed. Main functions:
• Scavenge air pressure in air receiver.
• Emergency stop functions.
The following instruments for remote indication on • Overspeed protection.
the bridge are specified in the DENIS-9520 stan- • Automatic shut-down functions.
dard as a minimum: • Automatic slow-down functions.
• Starting air pressure.
• Engine speed. Telegraph system
In addition to those indications, common for RTA • Order communication between different con-
and RT-flex engines, the remote control system trol locations.
applied to the RT-flex engine includes display of
the most important values of the flex engine control ECR manual control panel
system (WECS) like fuel pressure, servo oil pres- A manual control panel delivered together with the
sure etc. propulsion control system and fitted in the ECR
console allows to operate the engine manually and

independently from the remote control system. and indication for safety system, telegraph system
The functions of the ECR manual control are equal and WECS-9520.
to the control function on the local control panel at
The local control box with the local manual control
the engine side.
panel is included in the package delivered by ap-
proved remote control system suppliers.
Local manual control
Local manual control of the engine is performed Options
from a control panel located on the engine. This
• Bridge wing control.
panel includes elements for manual order input
• Order recorder.
H2.2.3 Recommended manoeuvring characteristics
Recommended values for the

manoeuvring positions are given
in figure H4.
F10.1972
Fig. H4 Recommended manoeuvring characteristics

H2.3 Interface to alarm and monitoring systems
H2.3.1 General layout – operator inter- have to be delivered to the engine builder for
face OPI mounting to the engine and connection of the sen-
sors.
On a conventional RTA engine, hardwired signals Commissioning and testing of the complete set of
from alarm sensors mounted to the engine had to alarm signals already at the engine maker’s
be connected to the vessel’s alarm and monitoring testbed is thus facilitated and the wiring at the ship-
system. yard is limited to a few power cables and bus com-
On a RT-flex engine, basically the same alarm sen- munication.
sors are available. Additional sensors with hard-
wired connection are fitted to monitor RT-flex spe- Split solution
cific circuits of the engine. Propulsion control system and alarm / monitoring
In addition to that, the flex engine control system system from different suppliers:
(WECS) provides alarm values and analogue indi- The propulsion control system is connected
cations via data bus connection to the ship’s alarm through one redundant bus line (CANopen or Mod-
and monitoring system as part of the operator in- bus, depending on automation maker) to the
terface of the RT-flex engine. WECS.
Connection from the WECS-9520 to the engine For the separate alarm and monitoring system an
automation can be made in two ways (refer to fig- additional redundant Modbus connection is avail-
ure H5). able.
Also the operator interface is then split in this case:
Integrated solution • Changing of parameters accessible to the op-
Propulsion control system and alarm / monitoring erator and display of parameters relevant for
system from same supplier: the engine operation is included in the remote
This allows to connect both propulsion control sys- control system.
tem and alarm / monitoring system through one re- • The alarm / monitoring system has to include:
dundant bus line only (CANopen or Modbus, de- – Display of some flex system indications,
pending on automation maker) to the WECS-9520. like e.g. fuel pressure, servo oil pressure
etc.
With this integrated solution an extended pres-
– Display of the flex system alarms provided
entation of relevant parameters is possible as well
by the WECS.
as a comfortable access to changeable user para-
• WCH provides modbus lists specifying the dis-
meters taking full profit of the graphical user inter-
play values and alarm conditions as part of the
face functions available in the alarm and monitor-
DENIS engine specification.
ing system.
Requirements for any alarm and monitoring sys-
A further step in integration is possible when using
tem to be applied in a split solution:
a DataChief C20 alarm and monitoring system of
• Possibility to read values from a redundant
Kongsberg Maritime. In this case also all the con-
Modbus line according to standard Modbus
ventional sensors and the additional flex sensors
RTU protocol.
can be connected via data bus lines. The design al-
• Ability to display analogue flex system values
lows that the data acquisition units are mounted di-
(typically 20 values) and add alarm values pro-
rectly on the engine in the same boxes used as ter-
vided from WECS to the standard alarm list
minal boxes for any other alarm and monitoring
(100–200 alarms depending on engine type
system.
and number of cylinders).
These boxes which are part of the alarm and moni-
toring system usually provided by the shipyard

Integrated solution
Propulsion Control and Alarm and Monitoring System from same suppliers
E10
Sensors and
actuators E20
for control Propulsion
E25
Control System
2 x CANopen or Modbus
WECS-9520 E90
Flex sensors E130

for alarm Alarm and Monitoring
System
Standard E110
sensors
for alarm E120
Integrated solution
Propulsion Control and Alarm and Monitoring System from Kongsberg
Sensors and E10

actuators E20
for control 2 x CANopen Propulsion
E25
Control System
WECS-9520 E90
Flex sensors E130

System
2 x CANopen
Standard E110
sensors E120.1
for alarm E120.2
Split solution
Propulsion Control and Alarm and Monitoring System from different suppliers
E10
Sensors and
actuators E20
E25 Control System
WECS-9520 E90
2 x Modbus
Flex sensors E130 Alarm and Monitoring

for alarm System
Standard E110
sensors
for alarm E120
F10.5323
Fig. H5 Integrated/split solution

H2.3.2 Alarm sensors and safety functions
The classification societies require different alarm The exact extent of delivery of alarm and safety
and safety functions, depending on the class of the sensors has to cover the requirements of the re-
vessel and its degree of automation. spective classification society, Wärtsilä Switzer-
These requirements are listed together with a set land Ltd, the shipyard and the owner.
of sensors defined by Wärtsilä Switzerland Ltd in
tables H2 to H4 “Alarm and safety functions of Sul- The sensors delivered with the engine are basi-
zer RT-flex96C marine diesel engines”. cally connected to terminal boxes mounted on the
engine. Signal processing has to be performed in
The time delays for the slow-down and shut-down a separate alarm and monitoring system usually
functions given in tables H2 to H4 are maximum provided by the shipyard.
values. They may be reduced at any time accord-
ing to operational requirements. When decreasing
the values for the slow-down delay times, the delay
times for the respective shut-down functions are to
be adjusted accordingly.
The delay values are not to be increased without
written consent of Wärtsilä Switzerland Ltd.
Included in the standard scope of supply are the

minimum of safety sensors as required by WCH for
attended machinery space (AMS). If the option of
unattended machinery space (UMS) has been se-
lected the respective sensors according to
Wärtsilä Switzerland Ltd’s requirement have to be
added. There are also some additional sensors de-
fined for the monitoring of flex system specific en-
gine circuits.

min. WCH
Alarm and safety functions for RT-flex96C engines Values requirements Request of classification societies for UMS
add. to AMS for UMS

time delay [sec.]
Function
Setting
Level
MRS
Physical unit
IACS
ABS
BV
GL
LR
CCS
DNV
KR
NK
PRS
RINA
max. allowable
Medium Location Signal No.
add. flex signals

for AMS
Cylinder cooling water Pressure Engine inlet PT1101A ALM L 3.0 bar 0
SLD L 2.8 bar 60
PS1101S SHD L 2.5 bar 60
Temp. Engine inlet TE1111A ALM L 70 °C 0
Outlet each TE1121-34A ALM H 95 °C 0
cylinder
SLD H 97 °C 60
Scavenge air cooling water Pressure Inlet cooler PT1301A ALM L 3.0 bar 0
fresh water, two-stage SLD L 2.5 bar 60
*1) HT circuit Temp. Outlet cooler TE1331-34A ALM H 120 °C 0
SLD H 125 °C 60
Pressure Inlet cooler PT1361A ALM L 2.0 bar 0
LT circuit Temp. Inlet cooler TE1371A ALM L 25 °C 0
Outlet cooler TE1381-84A ALM H 57 °C 0
fresh water, single-stage Temp. Inlet cooler TE1371A ALM L 25 °C 0
*1) Outlet cooler TE1381-84A ALM H 76 °C 0
Main bearing oil Pressure Supply PT2001A ALM L 4.8 bar 0
SLD L 4.6 bar 60
PS2002S SHD LL 4.1 bar 10
Temp. Supply TE2011A ALM H 50 °C 0
SLD H 55 °C 60
Crosshead bearing oil Pressure Supply PT2021A ALM L 10 bar *2) 0
SLD L 9 bar *2) 60
Servo oil Pressure Pump inlet PT2051A ALM L 3.8 bar 0
ALM H 6.5 bar 0
Failure Automat. filter XS2053A ALM F – 0
Oil leakage monitoring Level Supply unit LS2055A ALM H max. 0
Control oil Pressure Supply unit PT2083A ALM H 50 bar 0
leakage monitoring
Level Supply unit LS2085A ALM H max. 0
Main bearing oil Temp. Outlet TE2101-17A ALM H 65 °C 0 A A A A A A A A A A A
Thrust bearing oil Temp. Outlet TE2121A ALM H 65 °C 0
SLD H 70 °C 60
TS2121S SHD H 85 °C 60
Crank bearing oil Temp. Outlet TE2201-14A ALM H 65 °C 0 A A A A A A A A A A A
Crosshead bearing oil Temp. Outlet TE2301-14A ALM H 65 °C 0 A A A A A A A A A A A
Oil mist concentration Concen- Crankcase AS2401A ALM H – 0 B B B B B B B B B B B
tration
AS2401S SLD H – 60 B B B B B B B B B B B
Failure Detection unit XS2411A ALM F – 0
Piston cooling oil Temp. Outlet each TE2501-14A ALM H 80 °C 0
cylinder
*3) TE2501-14S SLD H 85 °C 60
Flow Inlet each cyl. FS2521-34S SHD L no flow 15
Diff.press. Inlet each cyl. PS2541-54S SHD H 0.6 bar 15
Flow Outlet each ALM L no flow –
cylinder *4)
SLD L no flow –
Table H2 Alarm and safety functions of Sulzer RT-flex96C marine diesel engines

min. WCH
add. to AMS for UMS

time delay [sec.]
Function
Setting
Level
MRS
Physical unit
IACS
ABS
BV
GL
LR
CCS
DNV
KR
NK
PRS
RINA
max. allowable
add. flex signals

for AMS
Turbocharger bearing oil Pressure Inlet each TC PT2611-14A ALM L 1.0 bar 5
*8) SLD L 0.8 bar 60
*7)
ABB TPL Inlet each TC PS2611-14S SHD L 0.6 bar 5
Temp. Outlet TC TE2601-04A ALM H 110 °C 0
*7) SLD H 120 °C 60
Pressure Inlet each TC PT2611-14A ALM L 0.7 bar 5
SLD L 0.6 bar 60
MHI MET Inlet each TC PS2611-14S SHD L 0.4 bar 5
SLD H 95 °C 60
additional requirement Temp. Inlet TC TE2621A ALM H 80 °C 0
when separate oil supply
SLD H 85 °C 60
Geislinger damper oil Pressure Casing inlet PT2711A ALM L 1.0 bar 0
Axial damper (detuner) oil Pressure aft side PT2721A ALM L 1.7 bar 60
Damp. chamber
fore side PT2722A ALM L 1.7 bar 60
Cylinder lubricating oil Flow Cylinder inlet FS3101-14A ALM L no flow 30
FE3101-14A ALM L no flow 30
FS3100S SLD L no flow 60
Level Cyl.lub.oil pump LS3125A ALM L min. –
Fuel oil Temp. Fuel pump outlet TE3431-38A ALM D –15 °C 30
Viscosity before ALM H 17 cST 0 D D D D D D D D D D D D
supply unit
ALM L 12 cST 0
Leakage Level Supply unit LS3426A ALM H max. 0
Rail unit LS3444-45A ALM H max. 0
Fuel pipe LS3446A ALM H max. 0
Pressure before PT3421A ALM L 7 bar 0
supply unit
Temp. TE3411A ALM L 60–120°C 0 C C C C C C C C C C C C
Exhaust gas Temp. after each TT3701-14A ALM H 515 °C 0 E E E
cylinder $ 50 °C
ALM D 0 F F F
SLD H 530 °C 60 G G
SLD D $ 70 °C 60 H
before each TT3721-24A ALM H 515 °C 0
turbocharger
SLD H 530 °C 60 H
after each TT3731-34A ALM H 480 °C 0
turbocharger
SLD H 500 °C 60
Scavenge air Temp. after each TE4031-34A ALM L 25 °C 0 I I I
cooler *6)
ALM H 60 °C 0 I
SLD H 70 °C 60 I
Temp. each piston TE4081-94A ALM H 80 °C 0 K
underside
SLD H 120 °C 60 K
Water separ- LS4071-74A ALM H max. 0 K K K
ator
*5) Condensation Level SLD H max. 60
water
before each LS4075-78A ALM H max. 0 K K K
water separ.
SLD H max. 60

min. WCH
add. to AMSfor UMS

time delay [sec.]
Function
Setting
Level
MRS
Physical unit
IACS
ABS
BV
GL
LR
CCS
DNV
KR
NK
PRS
RINA
max. allowable
add. flex signals

for AMS
Starting air Pressure Engine inlet PT4301C ALM L 12.0 bar 0
Air spring air Pressure Distributor PT4341A ALM H 7.5 bar 0
ALM L 5.5 bar 0
SLD L 5.0 bar 60
Leakage oil Level Exh.valve air LS4351-52A ALM H max. 0
Control air normal supply Pressure Engine inlet PT4401A ALM L 6.0 bar 0
stand-by supply Pressure Engine inlet PT4411A ALM L 5.5 bar 0
Pressure Engine inlet PT4421A ALM L 5.0 bar 0
Fuel actuator Failure Supply unit XS5046-49A ALM F – –
WECS-9520 control system Pwr. fail Pwr. sup. box XS5056A ALM F – –
Engine Overspeed Speed Crankshaft ST5111-12S SHD H 110 % 0
Classification societies: *1) Only one of these cooling systems is necessary at a time for an engine.
IACS International Association *2) ALM & SLD are suppressed below part-load.
of Classification Societies *3) Sensor (TE2501-14S) only necessary if ABS is applied.
ABS American Bureau of Shipping *4) For technical reasons, WCH uses FS2521-34S and PS2541-54S at the piston cooling
BV Bureau Veritas oil inlet for flow monitoring instead. FS25xxS and PS25xxS are combined to one binary
CCS Chinese Classification Society input to the safety system.
DNV Det Norske Veritas WCH strongly requests shut down for “piston cooling no flow”!
GL Germanischer Lloyd
*5) Alternatively, low temperature alarm or condensation water high level alarm.
KR Korean Register
*6) For water separators made from plastic material the sensor must be placed right after
LR Lloyd’s Register
the separator.
MRS Maritime Register of Shipping
*7) The indicated setting values are valid for TC lubrication by main bearing oil system.
(Russia)
For TC lubrication by separate lubrication system the following values apply:
NK Nippon Kaiji Kyokai
Pressure: ALM: 1.3 bar, SLD: 1.1 bar, SHD: 0.9 bar.
PRS Polski Rejestr Statkow
Temperature: ALM: 120 °C, SLD 130 °C.
RINA Registro Italiano Navale
*8) The indicated alarm and slow-down values and the values indicated in *7) are minimum
Signals for two-stage scavenge air settings allowed by the TC maker. In order to achieve an earlier warning, the ALM and
cooling, Geislinger damper, PTO SLD values may be increased up to 0.4 bar below the minimum effective pressure
coupling, electric speed control and measured within the entire engine operation range. The final ALM/SLD setting shall be
turbocharger vibration apply only if determined during commissioning / sea trial of the vessel.
respective equipment is used.
Function: Level: Request of classification societies for UMS:

ALM: alarm D: deviation Request A or B are requested alternatively
SLD: slow down F: failure Recommendation C or D are requested alternatively
SHD: shut down H: high AMS Attended machinery space E or F are requested alternatively
HH: very high UMS Unattended machinery space G or H are requested alternatively
L: low I or K are requested alternatively
LL: very low

H3 WECS-9520 – flex engine control system
H3.1 WECS-9520 – system layout When installing an new FCM-20 into a

WECS-9520 it will be automatically detected as a
WECS-9520 covers RT-flex functions related to new module and receive all necessary application
the engine as a whole (e.g. common rail pressure data from the other modules of the WECS-9520.
control, servo oil pressure control) as well as the As the download of the respective data may take
cylinder specific RT-flex functions (e.g. control of some time WCH has found an ultimate arrange-
volumetric injection, exhaust valve and start ment to provide immediate functioning of an
valves). FCM-20 after replacement: The online spare mod-
ule FCM-20. An additional FCM-20 numbered #00
The WECS-9520 consists of the following compo- is always fitted in the shipyard interface box E90
nents (refer to figure H6): ready to be used as spare with all application data
• 1 control box E95.n per cylinder, including one already loaded. In case that a FCM-20 needs to be
FCM-20 each, perfoming cylinder control and replaced this FCM20 #00 spare is taken as spare
common control functions. and allows full functionality immediately after re-
• 1 shipyard interface box (SIB) E90 providing placement. An additional FCM-20 from the stock is
all external connections. E90 includes one then to be placed in the E90 as new online spare
FCM-20 “online spare module”. module. This module will download all necessary
• 1 Power supply box E85 data from the other modules within a certain time
without compromising engine operation.
For the RT-flex96C the control of the servo oil
pumps is provided in an additional control box E87. H3.3 WECS-9520 – communication to
The control boxes E95.n and the shipyard inter- external systems
face box E90 are incorporated in the rail unit. The
power supply boxes E85 and the servo oil control With WECS-9520, direct hard wired connection to
box E87 are supplied loose for mounting in the en- external systems is limited to a minimum.
gine room.
WECS-9520 provides data bus connections to
propulsion control system and ship alarm / moni-
H3.2 WECS-9520 – online spare
toring system. It also provides data bus connection
module
to the local manual control panel on the engine and
to the ECR manual control panel of the RT-flex en-
With WECS-9520 WCH introduces an unique fea-
gine.
ture for automatic loading application software and
parameter settings when replacing a flex control
With the WECS-9520 the man–machine interface
module (FCM-20). This includes the mounting of a
(MMI) also referred to as operator interface (OPI)
so called “online spare module” in the shipyard in-
of the main engine and the WECS-9520 engine
terface box E90.
control system is integrated in the ship automation
in either the integrated or split solution an de-
With the automatic software loading procedure
scribed in section H2.3.1.
built into the WECS-9520 it is possible to replace
any FCM-20 by any spare module available on
board without prior downloading of any data.

In the standard configuration the WECS-9520 pro- SAM Electronic / Lyngsø Marine
vides the following external connections:
• Integrated solution
• 2 redundant CANopen lines intended for the Propulsion control system DMS2100i and
connection of the remote control system. alarm / monitoring system UMS2100:
• 2 redundant Modbus lines as an alternative Connection of two Modbus lines only. The pro-
connection of the remote control system. pulsion control system with remote control,
• 2 redundant Modbus connections for the safety system and electronic speed control
ship’s alarm and monitoring system in the split system is connected directly to the Modbus
solution. lines while the data to the alarm and monitor-
• 1 CANopen line for connection of the local ing system is routed through the propulsion
manual control panel. control system.
• 1 CANopen line for connection of the ECR
• Split solution
manual control panel.
Propulsion control system DMS2100i with an
• 1 CAN bus connection to a plug on the backup
alarm and monitoring system of any other
panel of the remote control system foreseen
maker:
for the connection of a notebook of a service
The propulsion control system with remote
engineer.
control, safety system and electronic speed
control system is connected to the two redun-
The use of the bus connection on the WECS-9520
dant Modbus lines provided for remote control.
with the different approved system makers is as
The alarm and monitoring system is to be con-
follows:
nected to the additionally provided two redun-
dant Modbus lines.
Kongsberg Maritime
• Integrated solution Nabtesco
Propulsion control system AutoChief C20 and
• Split solution
alarm / monitoring system DataChief C20:
Nabtesco propulsion control system M-800-III
Connection of two CANopen lines only. The
with an alarm and monitoring system of any
propulsion control system with remote control,
other maker:
safety system and electronic speed control
system is connected directly to the CANopen
lines while the data to the alarm and monitor-
ing system is routed through CAN couplers
dant CANopen lines provided for remote con-
from the same two CANopen lines.
trol.
• Split solution The alarm and monitoring system is to be con-
Propulsion control system AutoChief C20 with nected to the additionally provided two redun-
an alarm and monitoring system of any other dant Modbus lines.
maker:
dant CANopen lines.
dant Modbus lines.

H.
General system layout of WECS-9520
Propulsion control system Service connector
Electr. speed Main engine Telegraph Remote control ECR manual

Ship alarm and
Engine control room control system safety system system system control panel monitoring system

Engine room
RT-flex96C
RT-flex engine
Local manual
ctrl. panel
Rail unit Rail unit

free end drive end
E95.12 E95.11 E95.10 E95.09 E95.08 E95.07 E90 SIB E95.06 E95.05 E95.04 E95.03 E95.02 E95.01
Engine management system
FCM-20 FCM-20 FCM-20 FCM-20 FCM-20 FCM-20 FCM-20 FCM-20 FCM-20 FCM-20 FCM-20 FCM-20 FCM-20
online
Cyl. 12 Cyl. 11 Cyl. 10 Cyl. 09 Cyl. 08 Cyl. 07 spare Cyl. 06 Cyl. 05 Cyl. 04 Cyl. 03 Cyl. 02 Cyl. 01
2 x CANopen System bus

2 x Modbus
2 x Modbus
2 x CANopen
H–17
2 x SSI Crank angle bus
CA unit Fuel pressure

Supply unit
Shaft encoder E96 E91 actuator # A1
Fuel pressure
actuator # B1
Fuel pressure
actuator # A2 Fuel pressure
actuator # B2
Servo oil pump
E94
E20
Engine TDC signal
Power Ctrl oil pump #1

Starter unit
24 VDC power supply
Ctrl oil pump #2
Power
25.74.07.40
Starter unit
Power supply Servo oil pump control signals
WECS E85 6 x CANopen
25.74.07.40
2 x 220 VAC
(single phase) Power supply Power supply
– Issue
2 x 220 VAC Servo oil E87
(single phase) pump control
WECS-9520
– Issue
X.04X.04
– Rev.
Fig. H6 General system layout of WECS-9520
– Rev.
1 0
Engine Selection and Project Manual
H4 MAPEX Engine Fitness Family
An intelligent engine management system also The MAPEX Engine Fitness Family currently com-
needs to include functions such as the monitoring prises six systems: SIPWA-TP, MAPEX-PR,
of specific engine parameters, analysing data, and MAPEX-TV / AV and MAPEX-SM.
managing maintenance and spare parts purchas-
ing activities. Many of these functions involve spe- Further members of the MAPEX Engine Fitness
cific and complex engine knowledge and are most Family are also envisaged.
appropriately handled directly by the engine de-
signer. In each case special emphasis has been placed on
user friendliness and ease of installation.
Wärtsilä Switzerland Ltd provides a full range of
equipment for carrying out these functions, called
For further information regarding products of the
the MAPEX Engine Fitness Family. MAPEX, or
MAPEX Engine Fitness Family contact your WCH
‘Monitoring and mAintenance Performance En-
sales representative.
hancement with eXpert knowledge’, encompasses
the following principles:
• Improved engine performance through re-
duced down time.
• Monitoring of critical engine data, and intelli-
gent analysis of that data.
• Advanced planning of maintenance work.
• Management support for spare parts and for
maintenance.
• Access on board ship to the knowledge of
experts.
• Full support of data storage and transmission
by floppy disc and by satellite communication.
• Reduced costs and improved efficiency.

H4.1 SIPWA-TP (Piston-ring Wear)
The Sulzer Integrated Piston-ring Wear-detecting Customer benefit of SIPWA-TP

Arrangement with Trend Processing is a powerful
Supplied with this information you are able to per-
tool for online monitoring the piston-ring wear and
form your maintenance based on the actual condi-
rotation on Sulzer large-bore two stroke engines.
tion of your piston-rings, i.e. condition based main-
With the newly developed Sensor 96, SIPWA-TP
tenance, in case to extend TBO of your piston
is avoiding all the shortcomings of the past design:
overhauls.
• No electrical plug.
Thanks to the SIPWA-TP alarming system you are
• The measuring coil is shifted away from the hot
able to detect an abnormal piston-ring wear with-
cylinder liner running surface.
out opening the engine – and enforce early
• Easy installation procedure.
countermeasures.
• Compatible to all Sulzer RT-flex and RTA
engines.
Each single SIPWA-TP piston-ring is checked by
ultra sonic means to supply you with the best possi-
The new sensor delivers more stable measuring
ble quality.
signals and all electrical contacts are fully pro-
The newly developed SIPWA-TP Sensor 96 is also
tected in casting resin. The contact between con-
compatible to all old installations, but more reliable
verter and adapter is made through an electromag-
and available at lower costs.
netic contact surface, the patent is still pending.
SIPWA-TP allows you to monitor the condition of
The SIPWA-TP Sensor 96 is located in each cylin- the piston-rings on-line.
der liner just above the scavenge air port in order
to measure the width of the triangular-shaped SIPWA-TP
brass insert in the SIPWA-TP piston-ring. The re-
• Reduces your operating and maintenance
duction in the width of this triangular section direct-
costs.
ly corresponds to the wear of the piston-ring.
• Helps to keep your vessel on schedule.
The following data are monitored and graphically • Monitors piston-ring wear on-line and allows a
displayed over periods of 400, 1000 and 3000 en- trend processing.
gine running hours: • Displays the rotation of your piston-rings.
• Enables you to extend the TBO of your piston
• Average piston-ring wear.
overhauls.
• Piston-ring segment wear.
• Allows condition based maintenance.
• Piston-ring wear distribution.
• Is your round-the-clock watchful eye.
• Piston-ring rotation.
• Gives the best protection of your engine, in
combination with MAPEX-PR,
All this data (incl. rpm) are continuously stored for
• Allows adjustment of cylinder lubricating oil to
the entire engine lifetime.
the optimum level.

Demo-Plant – Average Ring Wear – SIPWA-TP Demo-Plant – Ring Rotation – SIPWA-TP
F10.3614
Fig. H7 SIPWA-TP

H4.2 Mapex-PR (Piston-running Reliability)
MAPEX-PR continuously monitors the piston-run- Customers benefit of MAPEX-PR

ning behaviour on large-bore Sulzer two-stroke
Thanks to the MAPEX-PR alarming system you
diesel engines with an alarm if adverse conditions
are able to detect an abnormal behaviour of the
should appear. It complements SIPWA-TP by pro-
piston-running without opening the engine. So you
viding a shorter response and alarm function.
can save your engine from major damage and
For example, an alarm is signalled if, among other
therefore increase the availability of your vessel’s
criteria, the local temperature on the liner is abnor-
main propulsion system.
mally high due to piston-ring scuffing or inad-
equate ring sealing. Thanks to the compatibility with SIPWA-TP, you
can install both systems on your engine, using the
The measured data are stored in an electronic unit
same electronic unit and the same software.
and can be viewed on a personal computer. Pre-
Together with SIPWA-TP you get a powerful tool to
ferably an industrial-PC installed in a ideally suited
rely on the condition of piston-rings and liner.
cabinet. All data and charts can be printed and co-
pied to floppy discs or other media. MAPEX-PR is the tool to check the piston-running
behaviour.
The following data are monitored over periods of 1,
4.5, 24 or 400 engine running hours and displayed MAPEX-PR
graphically: • Alarms if the liner wall temperature shows high
• Liner wall temperature (two sensor per piston-ring friction.
cylinder). • Works ideally together with SIPWA-TP for kee-
• Cylinder cooling water temperature inlet and ping piston-running behaviour under control.
outlet. • Checks the hot spots of the diesel engine.
• Scavenge air temperature after each cooler. • Is an on-line display for piston-ring and nozzle
• Engine speed. performance.
• Engine load indicator position. • Is capable to detect malfunctions such as blow
• Alarms. by and adhesive wear.
• Informs if thermal overload should occur on
The following alarms can be connected to the the cylinder liner.
ship’s alarm system to inform the engineers about • Is your round-the-clock watchful eye.
any unexpected situation:
• High-High alarm for: High friction on one or
both side of the cylinder liner.
• High alarms for: Deviation of temperature of
one cylinder.
• Average temperature of the engine.
• Cooling water fluctuation.
• Scavenge air temperature.
• System alarm for: System failure.
Together with the ”normal” Manual, Wärtsilä

Switzerland Ltd delivers also a digital version,
which will be installed together with the software
MAPEX-PR / SIPWA-TP.

Demo-Plant – LWT Graphic Display – MAPEX-PR Demo-Plant – Sat Cwt Load Speed – MAPEX-PR
F10.3615
Fig. H8 MAPEX-PR

H4.3 Mapex-TV / AV (Torsional Vibration / Axial Vibration Detection)

MAPEX-TV continuously calculates the amplitude There is a quick reference guide in English fixed on
of the 1st and 2nd order of torsional vibrations of the system cover. This gives you the possibility to
your engine. handle the most used functions without looking
MAPEX-AV permanently measures the absolute into the manual. Nevertheless, we will deliver a full
value of axial vibrations of your engine. manual either in English, German or French.
You have also the possibility to use an already
MAPEX-TV used engine-speed pickup or install a separate
• Detects misfiring. pickup for MAPEX-TV. The signal for MAPEX-AV
• Measures torsional vibrations. is always produced by an inductive proximity
• Prevents you from wrong alarms during rough sensor.
sea or when manoeuvring. The size of the MAPEX-TV / AV system per engine
is about 32 cm x 40 cm x 16 cm (12.6 in x 15.8 in
MAPEX-AV x 6.3 in). It can be installed everywhere in your con-
• Measures axial vibrations of two-stroke trol or engine room as long as the ambient tem-
engines. perature is not higher than 50°C and the humidity
does not exceed 95%, but it should not be installed
With MAPEX-TV / AV you are alarmed in case of directly on your engine.
any irregularities and you can observe the results MAPEX-TV / AV is the tool to keep an eye on your
of all measurements on your panel in detail. engine vibrations.
The alarm values can be dependent on the load or
on the engine speed. There are two alarm levels. MAPEX-TV / AV
The HH-level is used, if the torsional or axial vibra- • Prevents your engine from major damage due
tions reach a limit, that demands sudden activities to unacceptable high torsional or axial
to prevent your engine from major damages. The vibrations.
H-level can be used as an information, e. g. if a mis- • Is easy to handle due to a quick reference
firing occurred on your engine, but the torsional guide, which is directly fixed on the system
vibrations are still in a safe range. There is a certain cover.
delay of these alarms, which is also adjustable. • Perfectly suited for propulsion systems with
PTO gears.
F10.4913
Fig. H9 MAPEX-AV / TV

H4.4 MAPEX-SM (Spare parts and Maintenance)
MAPEX-SM is an advanced management tool for By installing MAPEX-SM at the head office as well
the administration and planning of Spare parts and as on board ship, the owner can centralize requisi-
Maintenance. It comes complete with the original tioning and purchasing operations for the entire
Wärtsilä Switzerland Ltd data for the shipowner’s fleet on a single system. This also allows planning
specific engines. The system is user friendly and of major maintenance work and recording of main-
operates on windows compatible computers. Fea- tenance histories for each vessel. Statistical fea-
tures include purchasing of engine spare parts, in- tures provide an overview of fleet maintenance
ventory control, statistical reporting, issuing of and purchasing, and assist in corporate strategic
work orders, maintenance history recording, and planning. MAPEX-SM is modular, so that it can be
much more. installed in phases if desired, beginning with the
head office and later expanding to include vessels
as the shipowner’s budget permits.
Satcom
Ship Wärtsilä Switzerland
DATABASE MAINTENANCE TRANSFER

Export to NSD
Import
Ship owner’s
MAPEX-SM
MAPEX-SM Headquarter
PC Modem Modem PC
F10.5179
Fig. H10 MAPEX-communication

D. Engine data
D1 Reference conditions D3 Ancillary system design

parameters
The engine can be operated in the ambient condi-
tion range between reference conditions and The layout of the ancillary systems of the engine
design (tropical) conditions, see section B4. bases on the performance of its specified rating
point Rx (CMCR). The given design parameters
The engine performance data, like BSFC, BSEF must be considered in the plant design to ensure
and tEaT and others are based on reference a proper function of the engine and its ancillary sys-
conditions. They are specified in ISO Standard tems.
15550 (core standard) and for marine application
in ISO Standard 3046 (satellite standard) as fol- • Cylinder water outlet temp. : 90°C
lows: • Oil temperature before engine : 45°C
• Air temperature before blower 25°C • Exhaust gas back pressure
• Engine room ambient air temp. 25°C at rated power (Rx) : 30 mbar.
• Coolant temp. before SAC 25°C for SW
• Coolant temp. before SAC 29°C for FW The engine power is independent from ambient
• Barometric pressure 1000 mbar conditions. The cylinder water outlet temperature
• Relative air humidity 30 % and the oil temperature before engine are system-
internally controlled and have to remain at the
The reference for the engine room air inlet tem- specified level.
perature is specified in ISO Standard 8861 with
35°C, taken from outboard.
Note: D4 Engine performance data

The lower calorific value (LCV) of the fuel refers to
an international marine convention. The specified The calculation of the performance data BSFC,
LCV of 42.7 MJ/kg differs from the ISO Standard BSEF and tEaT for any engine power will be done
which is specified at 42.0 MJ/kg. with the help of the winGTD program.
Data for Delta Tuning are available on the winGTD

program.
D2 Design conditions
If needed we offer a computerized information ser-
The capacities of ancillaries are specified accord- vice to analyze the engine’s heat balance and
ing to ISO Standard 3046-1 (clause 11.4) following determine main system data for any rating point
the International Association of Classification within the engine layout field.
Societies (IACS) and are defined as design condi- For details of this service please refer to section
tions: G1.3.1 and chapter J.
• Air temperature before blower 45°C The installation of the winGTD and the hardware
• Engine ambient air temp. 45°C specification are explained in chapter J.
• Coolant temp. before SAC 36°C for FW
• Barometric pressure 1000 mbar.
• Relative air humidity 60 %
Wärtsilä Switzerland Ltd D–1 25.74.07.40 – Issue X.04 – Rev. 0

D. Engine data
D5 Vibration aspects
D5.1 Introduction
As a leading designer and licensor we are con- Figure D1 shows the external forces and moments
cerned that satisfactory vibration levels are ob- acting on the engine.
tained with our engine installations. The assess-
ment and reduction of vibration is subject to External forces and moments due to the recipro-
continuing research. Therefore, we have devel- cating and rotating masses (see table D1):
oped extensive computer software, analytical pro-
cedures and measuring techniques to deal with F1V: resulting first order vertical force.
this subject. F1H: resulting first order horizontal force.
F2V: resulting second order vertical force.
For successful design, the vibration behaviour F4V: resulting fourth order vertical force.
needs to be calculated over the whole operating M1V: first order vertical mass moment.
range of the engine and propulsion system. The M1H: first order horizontal mass moment.
following vibration types and their causes are to be M2V: second order vertical mass moment.
considered: M4V: fourth order vertical mass moment.
– External mass forces and moments.

– Lateral engine vibration.
– Longitudinal engine vibration.
– Torsional vibration of the shafting. F1V, F2V, F4V
– Axial vibration of the shafting.
F1H
D5.2 External forces and moments
M1V, M2V, M4V
In the design of the Sulzer RT-flex96C engine free
mass forces are eliminated and unbalanced exter- M1H
+ +
nal moments of first, second and fourth order are
minimized. However, six-cylinder engines gener- –
ate second order unbalanced moments of a

magnitude greater than those encountered with
higher numbers of cylinders.
Depending on the ship’s design, the moments of
fourth order have to be considered too. Forces and moments due to reciprocating
and rotating masses
F10.5173
Under unfavourable conditions, depending on hull Fig. D1 External forces and moments
structure, type, distribution of cargo and location of
the main engine, the unbalanced moments of first,
second and fourth order may cause unacceptable
vibrations throughout the ship and thus call for
countermeasures.
25.74.07.40 – Issue X.04 – Rev. 0 D–2 Wärtsilä Switzerland Ltd

D. Engine data
D5.2.1 Balancing free first order

moments
Electrically driven
Standard counterweights fitted to the ends of the 2nd-order balancer
crankshaft reduce the first order mass moments to
acceptable limits. However, in special cases non- F2V
standard counterweights can be used to reduce
either M1V or M1H, if needed.
D5.2.2 Balancing free second order M2V

moments
The second order vertical moment (M2V) is higher

on six-cylinder engines compared with 7–14-cylin- L
der engines; the second order vertical moment
being negligible for the 7–14-cylinder engines. M2V = F2V S L
Since no engine-fitted 2nd order balancer is avail- F10.5218
able, Wärtsilä Switzerland Ltd. recommends for Fig. D2 Locating electrically driven balancer
six-cylinder engines to install an electrically driven
balancer on the ship’s structure (figure D2) to re-
duce the second order moments to acceptable
values.
If no experience is available from a sister ship, it is

advisable to establish at the design stage, what
form the ship’s vibration will be. Table NO TAG as-
sists in determining the effect of installing the
Sulzer 6RT-flex96C engine.
However, when the ship’s vibration pattern is not

known at the early stage, an external electrically
balancer can be installed later, should disturbing
vibrations occur; provision should be made for this
countermeasure.
Such a balancer is usually installed in the steering
compartment, as shown in figure D2. It is tuned to
the engine operating speed and controlled
accordingly.
Wärtsilä Switzerland Ltd D–3 25.74.07.40 – Issue

25.74.07.40 X.04X.04
– Issue – Rev. 1 0
– Rev.
D. Engine data
D5.2.3 Power related unbalance (PRU)
The so-called Power Related Unbalance (PRU) values can be used to evaluate if there is a risk that free
external mass moments of 1st and 2nd order may cause unacceptable hull vibrations, see figure D3.
250
Free external mass moments
Power Related Unbalance (PRU) at R1 rating
200 M1V external moment [Nm]

PRU = = [Nm/kW]
M1H engine power [kW]
M2V
A
PRU [Nm/kW]
No engine-fitted 2nd order balancer available. If reduction of

150 M2v is needed, an external compensator has to be applied.
100
B
50
C
PRU = 0
0
6RT-flex96C 7RT-flex96C 8RT-flex96C 9RT-flex96C 10RT-flex96C 11RT-flex96C 12RT-flex96C 14RT-flex96C
A-range: balancing countermeasure is likely needed.

B-range: balancing countermeasure is unlikely needed.
F10.5245 C-range: balancing countermeasure is not relevant.
Fig. D3 Free external mass moments
The external moments M1 and M2 given in table NO TAG are related to R1 speed. For other engine speeds,
the corresponding external moments are calculated with the following formula:
MRx = MR1 (nRx/nR1)2
25.74.07.40
25.74.07.40 – Issue
– Rev. 0 1 D–4 Wärtsilä Switzerland Ltd
D. Engine data
D5.3 Lateral engine vibration (rocking)
The lateral components of the forces acting on the The ‘X-type’ lateral vibrations are caused by the
crosshead induce lateral rocking depending on the resulting lateral guide force moment MLX. The driv-
number of cylinders and firing order. These forces ing- and free-end side of the engine top vibrate in
may be transmitted to the engine-room bottom counterphase.
structure. From there hull resonance or local vibra-
tions in the engine room may be excited. Table D1 gives the values of resulting lateral guide
forces and moments of the relevant orders.
There are two different modes of lateral engine
vibration, the so-called ‘H-type’ and ‘X-type’, The amplitudes of the vibrations transmitted to the
please refer to figure D4. hull depend on the design of the engine seating,
frame stiffness and exhaust pipe connections. As
The ‘H-type’ lateral vibrations are characterized by the amplitude of the vibrations cannot be predicted
a deformation where the driving and free end side with absolute accuracy, the support to the ship’s
of the engine top vibrate in phase as a result of the structure and space for installation of lateral stays
lateral guide force FL and the lateral H-type should be considered in the early design stages of
moment. The torque variation (∆M) is the reaction the engine-room structure. Please refer to table
moment to MLH. D2, countermeasure for dynamic effects.
FL resulting guide force MLX resulting lateral X-type moment

MLH resulting lateral H-type moment
F10.5172
Fig. D4 External forces and moments

D. Engine data
D5.3.1 Stays
Fitting of lateral stays between the upper platform

level and the hull reduces transmitted vibration and Free end
lateral rocking (see figures D5 and D6). Two stay lateral
types can be considered:

– Hydraulic stays: installed on the exhaust and
on the fuel side of the engine (lateral).
– Friction stays: installed on the engine exhaust
side (lateral).
Hydraulic stays
fuel side exhaust

side Driving end
F10.5278/2
Fig. D6 General arrangement of friction stays
D5.3.2 Electrically driven compensator
If for some reasons it is not possible to install lateral

Friction stays stays, an electrically driven compensator can be
installed which is able to reduce the lateral engine
vibrations and their effect on the ship’s superstruc-
ture. It is important to note, that only one harmonic
excitation can be compensated at a time. In the
case of an ‘X-type’ vibration mode, two compensa-
tors, one fitted at each end of the engine top, are
necessary.
F10.5278/1
Fig. D5 General arrangement of lateral stays

D. Engine data
D5.4 Longitudinal engine vibration D5.6 Axial vibration

(pitching)
The shafting system is also able to vibrate in axial
In some cases with five-cylinder engines, direction. This vibration is due to axial excitations
specially those coupled to very stiff intermediate coming from the engine and the propeller and due
and propeller shafts, the engine foundation can be to the coupling effect with torsional vibrations. In
excited at a frequency close to the full load speed order to limit the influence of these excitations, and
range resonance. Thus leading to increased axial limit the level of axial vibration, an integrated axial
(longitudinal) vibration at the engine top and as a damper is fitted to the crankshaft of all Sulzer RTA
result of this to vibrations in the ship’s superstruc- and RT-flex engines.
ture. In order to prevent this vibration, stiffness of
the double-bottom structure should be as high as D5.7 Hull vibration
possible.
For the Sulzer RT-flex96C, as the minimum The hull and accommodation are susceptible to
number of cylinders is six, no longitudinal vibration caused by the propeller, machinery and
stays are needed. sea conditions. Controlling hull vibration is
achieved by a number of different means and may
require fitting longitudinal and lateral stays to the
D5.5 Torsional vibration main engine and installing second order balancer.
This involves the whole shafting system compris- Eliminating hull vibration requires co-operation be-
ing crankshaft, propulsion shafting, propeller, en- tween the propeller manufacturer, naval architect,
gine running gear, flexible couplings and power shipyard and engine builder.
take off. It is caused by gas and inertia forces, as
well as by variations of the propeller torque.
It is vitally important to limit torsional vibration in
order to avoid damage to the shafting. If the vibra-
tion at a critical speed reaches dangerous stress
levels, the corresponding speed range has to be
passed through rapidly (barred-speed range).
However, barred-speed ranges can be reduced,
shifted, and in some cases avoided by installing a
heavy flywheel at the driving end, and/or a tuning
wheel, or a torsional vibration damper at the free
end of the crankshaft.
Torsional vibration dampers of various designs are

available to reduce energy on different levels of
vibration.
Lower energy vibrations are absorbed by viscous
dampers.
Higher energy vibrations are absorbed by a spring
loaded damper type. In this case the damper is
supplied with oil from the engine’s lubricating sys-
tem, and depending on the the torsional vibration
energy to be absorbed can dissipate up to 100 kW.

D. Engine data
Engine type: Sulzer RT-flex96C Number of cylinders 6 7 8 9 10 11 12 14

Rating R1: 5720 kW/cyl. at 102 rpm Engine power kW 34 320 40 040 45 760 51 480 57 200 62 920 68 640 80 080
Massmoments / Forces
Free forces
F1V [$kN] 0 0 0 0 43 0 0 15
F1H [$kN] 0 0 0 0 45 0 0 15
F2V [$kN] 0 0 0 0 26 0 0 21
F4V [$kN] 0 0 0 0 22 0 0 86
External moments *1)
M1V [$kNm] 0 562 628 1941 51 1347 0 45
M1H [$kNm] 0 580 698 1997 42 1388 0 45
M2V [$kNm] 6753 1960 0 2204 1612 1769 0 11
M4V [$kNm] 345 981 399 497 489 188 690 588
Lateral H-moments MLH *2) *3)
Order 1 [$kNm] 0 0 0 0 59 0 0 22
Order 2 [$kNm] 0 0 0 0 2 0 0 1
Order 3 [$kNm] 0 0 0 0 73 0 0 34
Order 4 [$kNm] 0 0 0 0 253 0 0 969
Order 5 [$kNm] 0 0 0 0 455 0 0 180
Order 6 [$kNm] 2088 0 0 0 203 0 0 75
Order 7 [$kNm] 0 1596 0 0 191 0 0 141
Order 8 [$kNm] 0 0 1082 0 32 0 0 69
Order 9 [$kNm] 0 0 0 672 8 0 0 41
Order 10 [$kNm] 0 0 0 0 420 0 0 156
Order 11 [$kNm] 0 0 0 0 15 279 0 22
Order 12 [$kNm] 107 0 0 0 1 0 214 3
Order 13 [$kNm] 0 0 0 0 23 0 0 10
Order 14 [$kNm] 0 128 0 0 22 0 0 219
Lateral X-moments MLX *3)
Order 1 [$kNm] 0 314 364 1082 13 751 0 24
Order 2 [$kNm] 1083 314 0 354 261 284 0 1
Order 3 [$kNm] 951 1041 1483 1799 2229 2695 3228 4234
Order 4 [$kNm] 1232 3501 1423 1774 1750 673 2464 2117
Order 5 [$kNm] 0 256 3570 1269 272 1687 0 751
Order 6 [$kNm] 0 35 0 2258 679 880 0 505
Order 7 [$kNm] 0 0 29 104 1983 174 0 674
Order 8 [$kNm] 183 14 0 49 200 1348 366 38
Order 9 [$kNm] 249 28 9 0 55 25 845 121
Order 10 [$kNm] 61 173 0 16 36 11 0 123
Order 11 [$kNm] 0 105 149 12 15 0 0 450
Order 12 [$kNm] 0 7 29 122 18 5 0 25
Order 13 [$kNm] 0 2 106 38 148 7 0 102
Order 14 [$kNm] 26 0 0 38 41 193 0 52
Torque variation (Synthesis value) [$kNm] 2155 1651 1119 681 1501 310 241 1596
Remarks: *1) The external moments M1 and M2 are related to R1 speed. For other engine speeds the corresponding external moments
are calculated with the relation: MRx = MR1 S (nRx/nR1)2.
No engine-fitted 2nd order balancer available. If reduction on M2v is needed, an external compensator has to be applied.
*2) The resulting lateral guide force can be calculated as follows: FL = MLH S 0.241 [kN].
*3) The values for other engine ratings are available on request.
— Crankshaft type: forged.
Table D1 External forces and moments
25.74.07.40
25.74.07.40 – Issue
D. Engine data
D5.9 Summary of countermeasures for dynamic effects
The following tables indicate where special attention is to be given to dynamic effects and the counter-
measures required to reduce them.
External mass moments
Number of cylinders 2nd order balancer *2)

6 balancing countermeasure is likely needed *1) A
7–14 balancing countermeasure is not relevant C
Remarks: *1) No engine-fitted 2nd order balancer available.
If reduction on M2v is needed, an external compensator has to be applied.
*2) Refer also to figure D3.
Table D2 Countermeasures for external mass moments
Lateral and longitudinal rocking
Number of cylinders Lateral stays Longitudinal stays

6 B C
7 C C
8 A C
9 B C
10 B C
11 A C
12 B C
14 A C
Remarks: A: The countermeasure indicated is needed.
B: The countermeasure indicated may be needed and provision for the corresponding
countermeasure is recommended.
C: The countermeasure indicated is not needed.
Table D3 Countermeasures for lateral and longitudinal rocking
Torsional vibration & axial vibration

Where installations incorporate PTO arrangements further investigation is required and Wärtsilä
Switzerland Ltd, Winterthur, should be contacted.
Number of cylinders Torsional vibrations Axial vibrations

An integrated axial damper is fitted
Detailed calculations have to be
as standard to reduce the axial
carried out for every installation,
vibration in the crankshaft.
countermeasures to be selected ac-
6–14 However, the effect of the coupled
cordingly (shaft diameter, critical or
axial vibration to the propulsion
barred speed range, flywheel,
shafting components should be
tuning wheel, damper).
checked by calculation.
Table D4 Countermeasures for torsional & axial vibration

25.74.07.40 X.04X.04
– Rev.
D. Engine data
D6 Order forms for vibration calculations and simulation
For system dynamics and vibration analysis, Minimum required data needed for provisional
please send or fax a copy of the completed rel- calculation are highlighted in the forms (tables D5
evant forms to the following address: to D8) as follows:

Dept. 7055
‘Engine and System Dynamics’
PO Box 414
CH-8401 Winterthur
Switzerland
Fax: +41-52-262 07 25
25.74.07.40
25.74.07.40 – Issue
D. Engine data
D6.1 Marine installation Torsional Vibration Calculation
Client Information Name: Phone:
Order Date: Order deadline:
Project Project name:
Shipyard: Hull No.:
Classification society:
Engine Engine type:
Engine power: kW Engine speed: rpm
Rotation: clockwise j anticlockwise j Engine tuning (RT-flex): Standard j DeltaTuning j
Barred speed range accepted: Y j N j if yes, in which speed range: rpm
Shafting
Intermediate shaft diameter: mm Propeller shaft diameter: mm
Intermediate shaft length: mm Propeller shaft length: mm
Intermediate shaft UTS: N/mm2 Propeller shaft UTS: N/mm2
If possible, a drawing or sketch of the propulsion shafting should be enclosed. In case the
installation consists of a CP-Propeller, a detailed drawing of the oil-distribution shaft is needed.
Propeller
Type: FP j CP j Number of blades: 4 j 5 j 6 j
Diameter: m Mass: kg
Mean pitch: m Expanded area blade ratio:
Inertia in air: kgm2 Inertia with entr. water*: kgm2
*In case of a CP-Propeller, the inertia in water for full pitch has to be given and if possible,
the inertia of the entrained water depending on the pitch to be enclosed.
PTO Type: Free end gear (RTA) j Tunnel gear j Camshaft gear (RTA) j Shaft generator j
PTO-Gear Manufacturer:
Detailed drawings with the gearwheel inertias and gear ratios to be enclosed.
PTO-Clutches/Elastic couplings
The arrangement and the type of couplings to be enclosed.
PTO-Generator Manufacturer: Service speed range: rpm
Generator speed: rpm Rated voltage: V
Rated apparent power: kVA Grid frequency: Hz
Rotor inertia: kgm2 Power factor cos ϕ:
Frequency control system: No j Thyristor j Constant speed gear j
If possible, drawing of generator shaft to be enclosed
Minimum required data needed for provisional calculation.
Table D5 Vibration calculation form (ad-t1-tvc-marine-order-form)

25.74.07.40 X.04X.04
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D. Engine data
D6.2 Testbed installation Torsional Vibration Calculation
Shipyard: Hull No.:
Engine Engine type:
Flywheel inertia: kgm2 Front disc inertia: kgm2
TV damper type / designation: TV damper manufacturer:
Details of the dynamic characteristics of TV damper to be enclosed if already known.
Shafting
Intermediate shaft diameter: mm Intermediate shaft length: mm
A drawing or sketch of the propulsion shafting should be enclosed.
Water brake
Type: Manufacturer:
Inertia of rotor with entr. water: kgm2 Drw.No.:
Elasticity of brake shaft: rad/Nm (between flange and rotor)
PTO Type: Free end gear j Camshaft gear j
PT-Generator Manufacturer: Service speed range: rpm
Generator speed: rpm
Rotor inertia: kgm2 Rotor mass: kg
Table D6 Vibration calculation form (ad-t1-tvc-testbed-order-form)
25.74.07.40
25.74.07.40 – Issue
D. Engine data
D6.3 Marine installation Coupled Axial Vibration Calculation
Shipyard: Hull No.:
Engine Engine type:
Flywheel inertia: kgm2 Flywheel mass: kg
Front disc inertia: kgm2 Front disc mass: kg
Shafting
installation consists of a CP-Propeller, a detailed drawing of the oil-distribution shaft is needed
Propeller
Type: FP j CP j Number of blades: 4 j 5 j 6 j
Diameter: m
Inertia in air: kgm2 Mass in air: kg
Inertia with entr. water*: kgm2 Mass with entrained water: kg
Table D7 Vibration calculation form (ad-t1-avc-marine-order-form)

25.74.07.40 X.04X.04
– Rev.
D. Engine data
D6.4 Marine installation Bending Vibration & Alignment Calculation
Shipyard: Hull No.:
Engine Engine type:
Shafting
A drawing or sketch of the propulsion shafting should be enclosed. In case the installation
consists of a CP-Propeller, a detailed drawing of the oil-distribution shaft is needed
Propeller Type: FP j CP j Number of blades: 4 j 5 j 6 j
Diameter: m
Detailed drawings with the gearwheel inertias, masses and gear ratios to be enclosed.
Rotor inertia: kgm2 Rotor mass: Kg
Shaft bearings Type:
Stiffness horizontal: N/m Stiffness vertical: N/m
Sterntube stiffn. horiz.: N/m Sterntube stiffn. vertical: N/m
Table D8 Vibration calculation form (ad-t1-bending&alignment-order-form)
25.74.07.40
25.74.07.40 – Issue
D. Engine data
D7 Turbocharger and scavenge air cooler
The selections of turbochargers covering the types The data can be calculated directly by the winGTD-
ABB TPL and MHI MET are shown in figures D8 program (see section J1.2). Parameters and de-
and D9. The selection of scavenge air coolers fol- tails of the scavenge air coolers (SAC) are shown
lows the demand of the selected turbochargers. in table D9 and figure D7, weights of turbochargers
in table D10.
Parameters for single-stage scavenge air coolers

Insert (WCH recommended cooler)
Cooler Water flow Design Pressure drop *1) Water Length Mass
air flow content (incl. conn. tubes) [tonnes]
small bundle large bundle
[m3/h] [kg/h] Water [bar] Air [mbar] [ dm3] [mm]
unit unit
SAC47F 330 195 000 0.55 t 20 600 2810 (3070) 1.0 3.6
Parameters for two-stage scavenge air coolers
SAC48F LT 220 195 000 0.55 490 2810 (3070) 1.0 3.6
t 20
SAC48F HT 110 195 000 0.27 110 2810 (3070) 1.0 3.5
Remarks: *1) At design flow

Table D9 Scavenge air cooler parameters
Single-stage cooler Two-stage cooler
water outlet (HT)
water inlet water inlet (LT)

Air flow Air flow
water outlet water outlet (LT)
water inlet (HT)

connecting tubes ”pre-stage” Remarks:
All data refer to cooler specification.
Singlestage SAC equipped with two on waterside interconnected cooler tube units ("pre
stage"). The smaller unit being placed upstream of air flow, facilitates cleaning procedure.
For twostage cooling application please contact Wärtsilä Switzerland Ltd.
F10.5242
Fig. D7 Scavenge air cooler details (rated at R1)
Type TPL85-B11 TPL85-B12 ––

ABB
Mass [tonnes] 10.4 ––
Type MET83SD MET83SE MET83SEII ––
MHI (Mitsubishi)
Table D10Turbocharger weights

D. Engine data
D7.1 Turbocharger and scavenge air cooler selection
The SAC and TC selection for the engines RT-flex96C is given in the layout fields in figures D8 to D9.
Power [%] Power [%] Power [%]

R1 R1 R1
100 100 100
6RT-flex96C 7RT-flex96C 8RT-flex96C
95 95 95
R3 R3 R3
90 90 90
2 x TPL85-B12
2 x SAC47/48
85 85 85
2 x TPL85-B11 2 x TPL85-B11
80 2 x SAC47/48 80 2 x SAC47/48 80
75 75 75 2 x TPL85-B11
2 x SAC47/48
70 70 70
R4 R1: 34320 kW / 102 rpm R2 R4 R1: 40040 kW / 102 rpm R2 R4 R1: 45760 kW / 102 rpm R2
90 95 100 90 95 100 90 95 100

Speed [%] Speed [%] Speed [%]

R1 R1 R1
100 100 100
9RT-flex96C 10RT-flex96C 11RT-flex96C 3 x TPL85-B12
95 95 95
3 x SAC47/48
3 x TPL85-B11
R3 R3 R3
90 3 x SAC47/48 90 90
85 85 85
3 x TPL85-B11 3 x TPL85-B11
80 80 3 x SAC47/48 80
2 x TPL85-B12 3 x SAC47/48
2 x SAC47/48
75 75 75
70 70 70
90 95 100 90 95 100 90 95 100

Power [%] Power [%]

R1 R1
100 100
12RT-flex96C 14RT-flex96C
95 95
R3 R3
90 90
4 x TPL85-B11
3 x TPL85-B12 4 x SAC47/48
85 3 x SAC47/48 85
80 80
3 x TPL85-B11 3 x TPL85-B12
75 75 3 x SAC47/48
3 x SAC47/48
70 70
R4 R1: 68640 kW / 102 rpm R2 R4 R1: 80080 kW / 102 rpm R2
90 95 100 90 95 100
Speed [%] Speed [%]
F10.52298
Fig. D8 Turbocharger and scavenge air cooler selection (ABB TPL type turbocharger)

D. Engine data

R1 R1 R1
100 100 100
95 95 95
R3 R3 R3
90 2 x MET83SE 90 2 x MET83SE 90
2 x SAC47/48 2 x SAC47/48
2 x MET83SEII
85 85 85 2 x SAC47/48
80 80 80
2 x MET83SD 2 x MET83SD 2 x MET83SD

75 75 75
2 x SAC47/48 2 x SAC47/48 2 x SAC47/48
70 70 70
90 95 100 90 95 100 90 95 100


R1 R1 R1
100 100 100
95 95 95 3 x MET83SEII
3 x SAC47/48
R3 R3 R3
90 3 x MET83SE 90 3 x MET83SE 90 3 x MET83SE
3 x SAC47/48 3 x SAC47/48 3 x SAC47/48
85 3 x MET83SD 85 85
3 x SAC47/48
80 80 80
2 x MET83SEII 3 x MET83SD 3 x MET83SD

75 75 75
2 x SAC47/48 3 x SAC47/48 3 x SAC47/48
70 70 70
90 95 100 90 95 100 90 95 100

Power [%] Power [%]

R1 R1
100 100
95 95
R3 R3
90 90 4 x MET83SE
4 x SAC47/48
3 x MET83SEII
85 3 x SAC47/48 85
4 x MET83SD
4 x SAC47/48
80 80
3 x MET83SD
75 75 3 x MET83SEII
3 x SAC47/48
3 x SAC47/48
70 70
90 95 100 90 95 100
Speed [%] Speed [%]
F10.52299
Fig. D9 Turbocharger and scavenge air cooler selection (MHI MET type turbocharger)

D. Engine data
D8 Auxiliary blower
For manoeuvring and operating at low powers,
electrically driven auxiliary blowers must be used
to provide sufficient combustion air.
Table D11 shows the number of blowers required.
Number of cylinders 6 7 8 9 10 11 12 14
Number of auxiliary air blowers required 2 2 2 2 2 2 2 4
Table D11 Number of auxiliary blowers per engine
D9 Electric power requirement in [kW]
Electrical power Power requirement [kW] referring to numbers of cylinders

Supply voltage
consumers 6 7 8 9 10 11 12 14
Auxiliary blowers *1) 380 VAC / 50 Hz 2 x 80 2 x 95 2 x 104 2 x 104 2 x 104 2 x 142 2 x 142 4 x 95
(shaft input, estimated values) 440 VAC / 60 Hz 2 x 80 2 x 95 2 x 115 2 x 115 2 x 115 2 x 145 2 x 145 4 x 95
380 VAC / 50 Hz 9 12.5 –
Turning gear
440 VAC / 60 Hz 11 15 22
Cylinder lubrication CLU-3 *2) 380/440 VAC / 50/60 Hz 1.5
380 VAC / 50 Hz 2 x (to be determined)
Control oil pumps
Servo automatic filter *2) 380/440 VAC / 50/60 Hz 0.1
WECS power supply, box E85 220 VAC 50/60 Hz
1.6 1.8 2.0 2.2 2.4 2.6 2.8 3.2
*2) single phase
220 VAC 50/60 Hz 0.8 1.0 1.2
Servo oil pump control, box E87
single phase (for 4 pumps) (for 5 pumps) (for 6 pumps)
Propulsion control system 24 V DC UPS acc. to maker specifications
Additional monitoring devices acc. to
acc. to maker specifications
(e.g. oil mist detector etc.) maker specifications
Remark: *1) Power requirement of blower (shaft input) is indicated. The actual electric power requirement depends
on the size, type and voltage/frequency of the installed electric motor. The output of the installed motor should be
at least 10% higher than the maximum power demand at the shaft of the auxiliary blower.
Direct starting or Star-Delta starting to be specified when ordering.
*2) Two redundant power supplies from different feeder panels required; indicated power for each power supply.
Table D12 Electric power consumers
D10 Pressure and temperature ranges
Table D13 represents a summary of the required the pressure losses in the piping system, filters,
pressure and temperature ranges at continuous coolers, valves, etc., and the vertical level pres-
service rating (CSR). The gauge pressures are sure difference between pump suction and pres-
measured about 5 m above the crankshaft centre sure gauge to the values in the table on the next
line. The pump delivery head is obtained by adding page.
25.74.07.40
25.74.07.40 – Issue
D. Engine data
Gauge pressure Temperature

Location of limit values [bar] limit values [°C]
Medium System measurement
Min Max Min Max Diff
Inlet 3.0 5.0 – –
Fresh water Cylinder cooling max 15
Outlet each cylinder – – 85 95
LT circuit Inlet cooler 1.0 4.0 25 36

* 1)
(single-stage SAC) Outlet cooler – – – –
Fresh water Inlet cooler 2.0 4.0 25 36
LT circuit
(Scavenge air * 1)
(two-stage SAC) Outlet cooler – – – –
cooling)
HT circuit Inlet cooler 3.0 5.0 70 80
–
(two-stage SAC) Outlet cooler – – – 120
Lubricating oil
Crosshead bearing oil Supply 10.0 12.0 40 50 –
(high pressure)
Servo oil Servo oil pump inlet 3.8 6.5 – – –
Supply 4.8 6.0 40 50 –
Main bearing oil
Outlet – – – – –
Inlet 4.8 6.0 40 50
Piston cooling oil max 30
Outlet – – – –
Thrust bearing Outlet – – – 65 –
Torsional vibration damper Supply – – – – –

(if steel spring damper is used) Inlet casing 1.0 – – – –
Lubricating oil
(low pressure) Supply 4.8 6.0 – – –
Integrated axial vibration damper (detuner)
Damp. chamber 1.7 – – – –
Turbocharger bearing oil Inlet 1.0 – – – –

(ABB TPL on engine lub. oil system) Outlet – – – 110 –

(ABB TPL with separate lub. oil system) Outlet – – – 120 –
Inlet 0.7 – – – –
Turbocharger bearing oil (MHI MET)
Outlet – – – 85 –
Booster (supply unit) Inlet 7.0 *2) 10.0 *3) – 150 –
Fuel oil
After retaining valve (supply unit) Return 3.0 5.0 – – –
Intake from engine room (pressure drop, max) Air filter / Silencer max 10 mbar – – –
Intake from outside (pressure drop, max) Ducting and filter max 20 mbar – – –
Scavenge air
New SAC max 30 mbar – – –
Cooling (pressure drop)
Fouled SAC max 50 mbar – – –
Starting air Engine inlet 12 25 or 30 – – –
6.0 7.5
Control air Engine inlet – – –
Air normal 6.5
6.0 7.5 – – –
Air spring air for exhaust valve Main distributor
normal 6.5 – – –
Deviation
After each cylinder – – – 515
Exhaust gas "50
Exhaust gas Before each TC – – – 515 –

Design maximum 30 mbar – – –
Manifold after turbocharger
Fouled maximum 50 mbar – – –
Remark: *1) The water flow has to be within the prescribed limits.
*2) At 100 % engine power.
*3) At stand-by condition; during commissioning of the fuel oil
system the fuel oil pressure is adjusted to 10 bar.
–– See alarm setting values in tables H2 to H4.
Table D13 Pressure and temperature ranges

D. Engine data

C. Engine description
The Sulzer RT-flex96C engine is a camshaft-less

Overall sizes of engines 6 cyl. 14 cyl.
low-speed, direct-reversible, two-stroke engine,
fully electronically controlled. Length [m] 12.96 27.31
The Sulzer RT-flex96C is designed for running on
Height [m] 12.72 12.72
a wide range of fuels from marine diesel oil (MDO)
to heavy fuel oils (HFO) of different qualities. Dry weight [t] 1160 2300
Main features:
Bore 960 mm The design of the Sulzer RT-flex96C includes the
Stroke 2500 mm well-proven features of the RTA engines like the
Number of cylinders 6 to 12 and 14 bore-cooling principle for the pistons, cylinder
liners, cylinder covers and exhaust valve seats.
Main parameters (R1):
Power (MCR) 5720 kW/cyl
Speed (MCR) 102 rpm The RT-flex system (figure C1)
Mean effect. press. 18.6 bar
Mean piston speed 8.5 m/s The classic RTA configuration of fuel injection
pumps and valve drives with the camshaft and its
The Sulzer RT-flex96C is available with 6 to 12 and gear train is replaced by a compact set of supply
14 cylinders rated at 5720 kW/cyl to provide a pumps in the supply unit and the common rail with
maximum output of 80 080 kW for the 14-cylinder the integrated electronic Wärtsilä engine control
engine (primary engine data on table A1). system WECS-9520.
RT-flex engine RTA engine
Rail unit Fuel pump
Supply unit
Camshaft
Servomotor
Start air distr.
Supply unit
drive
Camshaft drive
Electronic
system control
(individually located)
F10.5252
Fig. C1 Significant difference between Sulzer RTA engines and RT-flex engines.
Wärtsilä Switzerland Ltd C–1 25.74.07.40 – Issue X.04 – Rev. 0

All engine key-functions like fuel injection, exhaust

valve drives, engine starting and cylinder lubrica-
tion are fully under electronic control. The timing of
the fuel injection, its volumetric and various injec-
tion patterns are regulated and controlled by the
WECS-9520 control system.
Engine installation and operation

Compared with the RTA engines, the RT-flex has
no additional or particular requirements for the en-
gine installation and shipboard operation.
The engine outline dimensions and foundation, the
installation, the engine key-parameters, the in-
tegration into ship automation and other interfaces
of the RT-flex are identical with the RTA engines.
The major benefits of the RT-flex system are:

• Adaptation to different operating modes.
• Adaptation to different fuels.
• Delta Tuning, as an optional application, for re-
duced brake specific fuel consumption (BSFC)
in the part load range below 90%.
• Optimised fuel consumption, especially at part
Remark: * Direction of rotation: clockwise as standard
load. (viewed from the propeller towards the engine).
• Precise speed regulation, in particular at slow Note: This cross section is considered as general
steaming down to about 15 to 12 rpm. information only
F10.5263
• Smokeless mode for slow steaming.
Fig. C2 Cross section of a typical Sulzer RT-flex engine
• Benefits in terms of operating costs, mainten-
ance requirement and compliance with
emissions regulations. 3. Semi-built crankshaft.
Common design features of RTA and 4. Main bearing jack bolts for easier assembly
RT-flex engines: and disassembly of white metal shell bearings.
1. Welded bedplate with integrated thrust bear- 5. Thin-shell white metal bottom-end bearings.
ings and main bearings designed as large thin-
shell white metal bearings. 6. Crosshead with crosshead pin and single-
piece white metal large surface bearings lubri-
2. Sturdy engine structure with stiff thin-wall box cated by a separate high-pressure oil supply
type columns and cast iron cylinder blocks for hydrostatic lift off.
attached to the bedplate by pre-tensioned
vertical tie rods. 7. Rigid cast iron cylinder monoblock.
25.74.07.40 – Issue X.04 – Rev. 0 C–2 Wärtsilä Switzerland Ltd

8. Special grey cast iron cylinder liners with bore 11. Constant-pressure turbocharging system
cooling and load dependent cylinder lubrica- comprising high-efficiency turbochargers and
tion. auxiliary blowers for low-load operation.
9. Bore-cooled cylinder cover of high-grade ma- 12. TriboPack designed as a standard feature for
terial with a bolted-on exhaust valve cage con- excellent piston running and extended TBO up
taining a Nimonic 80A exhaust valve. to 3 years.
10. Piston with crown cooled by combined jet-

shaker oil cooling.
The RT-flex key parts:

WECS-9520
control
13. Supply unit: High-efficiency fuel pumps feed-
ing the 1000 bar fuel manifold. 15
Volumetric
injection
14. Rail unit (Common rail): Both, common rail in- control
jection and exhaust valve actuation are con-
trolled by quick acting solenoid valves (Sulzer
Rail Valve LP-1).
15. Electronic engine control WECS-9520 for

monitoring and controlling the engine’s key- 14
functions.
13
F10.5250
Fig. C3 Sulzer RT-flex system

comprising supply unit (13), common rail (14),
electronic engine control system WECS-9520
(15)


I. Engine emissions
I2 Engine noise
It is very important to protect the ship’s crew/pass- and gas inlet of turbocharger) should be equipped
engers from the effects of machinery space noise. with the standard insulation, and the turbocharger
Therefore the scavenge air ducts and the exhaust with the standard intake silencer.
duct system (both expansion joints of gas outlet
I2.1 Engine surface sound pressure level
Figure I3 shows the average air borne noise level, measured noise level will normally be about 3–5
measured at 1m distance and at nominal MCR. dB(A) higher than the average noise level of the
Near to the turbocharger (air intake) the maximum engine.
Overall
Lp [dB] average LpA in dB(A)
130
130
120
120
110
110
14RT-flex96C
100
100 6RT-flex96C
90
14RT-flex96C
6RT-flex96C
80
80
70
70
60
20 30 40 50 NR60
50
31.5 63 125 250 500 1k 2k 4k 8k
Octave band centre frequency in [Hz]
Average values Lp in dB in comparison with ISO’s NR-curves and overall average values LpA
F105292 in dB(A), at nominal MCR.
Fig. I3 Engine sound pressure level at 1 m distance
Wärtsilä Switzerland Ltd I–3 25.74.07.40 – Issue X.04 – Rev. 0

I. Engine emissions
I2.2 Engine exhaust sound pressure level at funnel top

The sound pressure level from the engine exhaust Depending on the actual noise level allowed on the
gas system without boiler and silencer – given in bridge wing – which is normally maximum 60–70
figure I4 – is related to: dB(A) – a simple flow silencer of the absorption
• a distance of of one metre from the edge of the type may be necessary and placed after the ex-
exhaust gas pipe opening (uptake) haust gas boiler.
• an angle of 30° to the gas flow direction The silencer is dimensioned for a gas velocity of
• nominal MCR approximately 35 m/s with a pressure loss of ap-
prox. 2 mbar at specified MCR.
Each doubling of the distances reduces the noise
level for about 6dB.
Overall
140
130
130
14RT-flex96C
120
120
6RT-flex96C
110
110
100
100
90 14RT-flex96C
6RT-flex96C
80
80
70
70
60
20 30 40 50 NR60
50
31.5 63 125 250 500 1k 2k 4k 8k
in dB(A), at nominal MCR; at 1m distance from the edge of the exhaust gas pipe opening at an
F10.5293 angle of 30° to the gas flow. Exhaust gas system without boiler and silencer.
Fig. I4 Engine exhaust gas sound pressure level at funnel top
25.74.07.40 – Issue X.04 – Rev. 0 I–4 Wärtsilä Switzerland Ltd

I. Engine emissions
I2.3 Engine structure borne noise

The vibrational energy is propagated via engine The sound pressure levels in the accommodations
structure, bedplate flanges and engine foundation can be estimated with the aid of standard empirical
to the ship’s structure which starts to vibrate, and formulas and the vibration velocity levels given in
thus emits noise. figure I5.
Lv, re 5E-8 m/s [d/B]

100
90
80
70
60
14RT-flex96C
50
6RT-flex96C
40
30
31.5 63 125 250 500 1k 2k 4k 8k 16k
F10.5294 Structure borne noise level Lv in dB at nominal MCR.

Fig. I5 Structure borne noise level at engine feet vertical

I. Engine emissions

RT-flex96C
Engine Selection
and Project Manual
Issue October 2004

PO Box 414 Fax +41 52 212 49 17
Switzerland
2004 Wärtsilä Switzerland Ltd, Printed in Switzerland

The Sulzer RT-flex96C engines with the following MCR rating:

– Speed 102 rpm
This issue of the Engine Selection and Project Manual (ESPM) is the first edition
covering the Sulzer 6–12RT-flex96C and 14RT-flex96C engines.
(version 4.3) on the CD-ROM included in this manual. The CD-ROM
also contains the complete manual (ESPM).
Revision:
Rev. 1 performed: February 23rd 2005
25.74.07.40 – Issue X.04 – Rev. 1 Wärtsilä Switzerland Ltd

List of contents
A Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–1
A1 Primary engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–2
A2 Delta Tuning of RT-flex engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–3

A2.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–3
A2.2 Delta Tuning outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–3
A2.3 Further aspects of Delta Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–4
B Considerations on engine selection . . . . . . . . . . . . . . . . . . . . . . B–1
B1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1
B2 Layout field . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1

B2.1 Rating points R1, R2, R3 and R4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–2
B2.2 Influence of propeller revolutions on the power requirement . . . . . . . . . . . . . . . . . . . B–2
B3 Load range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–3

B3.1 Propeller curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–3
B3.2 Sea trial power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–3
B3.3 Sea margin (SM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–4
B3.4 Light running margin (LR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–4
B3.5 Engine margin (EM) or operational margin (OM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–5
B3.5.1 Continuous service rating (CSR=NOR=NCR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–5
B3.5.2 Contract maximum continuous rating (CMCR = Rx) . . . . . . . . . . . . . . . . . . . . . . . . . . B–5
B3.6 Load range limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–5
B3.7 Load range with main-engine driven generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–7
B4 Ambient temperature consideration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–8

B4.1 Engine air inlet: operating temperatures from 45°C to 5C . . . . . . . . . . . . . . . . . . . . . . B–8
B4.2 Engine air inlet: arctic conditions at operating temp. below 5°C . . . . . . . . . . . . . . . . . B–8
C Engine description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1
D Engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1
D1 Reference conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1
D2 Design conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1
D3 Ancillary system design parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1
D4 Engine performance data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1
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D5 Vibration aspects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–2

D5.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–2
D5.2 External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–2
D5.2.1 Balancing free first order moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–3
D5.2.2 Balancing free second order moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–3
D5.2.3 Power related unbalance (PRU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–4
D5.3 Lateral engine vibration (rocking) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–5
D5.3.1 Stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–6
D5.3.2 Electrically driven compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–6
D5.4 Longitudinal engine vibration (pitching) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–7
D5.5 Torsional vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–7
D5.6 Axial vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–7
D5.7 Hull vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–7
D5.9 Summary of countermeasures for dynamic effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–9
D6 Order forms for vibration calculations and simulation . . . . . . . . . . . . . . . . . . . . . . . . . D–10

D6.1 Marine installation Torsional Vibration Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–11
D6.2 Testbed installation Torsional Vibration Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . D–12
D6.3 Marine installation Coupled Axial Vibration Calculation . . . . . . . . . . . . . . . . . . . . . . . . D–13
D6.4 Marine installation Bending Vibration & Alignment Calculation . . . . . . . . . . . . . . . . . D–14
D7 Turbocharger and scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–15

D7.1 Turbocharger and scavenge air cooler selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–16
D8 Auxiliary blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–18
D9 Electric power requirement in [kW] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–18
D10 Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–18
E Installation data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1
E1 Dimensions, masses and dismantling heights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1

E1.1 Contents of fluid in the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
E2 Engine outlines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–3

E2.1 Engine seating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–14
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F Auxiliary power generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1
F1 General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1

F1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1
F1.2 System description and layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–2
F2 Waste heat recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–2
F3 Power take off (PTO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–2

F3.1 Arrangements of PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–2
F3.2 PTO power and speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–2
G Ancillary systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1
G1 General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1

G1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1
G1.2 Part-load data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1
G1.3 Engine system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1
G1.3.1 Questionnaire for engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–2
G1.3.2 Engine system data for central fresh water cooling system (single-stage)
at nominal maximum continuous rating (R1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–3
G1.3.3 Engine system data for central fresh water cooling system (two-stage)
G2 Piping systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–9

G2.1 Cooling and pre-heating water systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–9
G2.1.1 Central fresh water cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–9
G2.1.2 Pre-heating system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–16
G2.2 Lubricating oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–17
G2.2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–17
G2.2.2 Optional lubricating oil systems for turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–17
G2.2.3 Lubricating oil maintenance and treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–18
G2.3 Fuel oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–23
G2.3.1 Fuel oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–23
G2.3.2 Fuel oil treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–25
G2.3.3 Pressurized fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–27
G2.4 Starting and control air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–29
G2.5 Leakage collection system and washing devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–31
G3 Tank capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–33
G4 Fire protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–33
G5 Exhaust gas system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–34
G6 Engine air supply / Engine room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–37
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H Engine management system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–1
H1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–1
H1.1 DENIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–3
H1.2 WECS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–3
H1.3 MAPEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–3
H2 DENIS-9520 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–3
H2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–3
H2.2 Propulsion control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–4
H2.2.1 Approved propulsion control systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–5
H2.2.2 Functions of the propulsion
control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–7
H2.2.3 Recommended manoeuvring characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–8
H2.3 Interface to alarm and monitoring systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–9
H2.3.1 General layout – operator interface OPI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–9
H2.3.2 Alarm sensors and safety functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–11
H3 WECS-9520 – flex engine control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–15

H3.1 WECS-9520 – system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–15
H3.2 WECS-9520 – online spare module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–15
H3.3 WECS-9520 – communication to external systems . . . . . . . . . . . . . . . . . . . . . . . . . . H–15
H4 MAPEX Engine Fitness Family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–18

H4.1 SIPWA-TP (Piston-ring Wear) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–19
H4.2 Mapex-PR (Piston-running Reliability) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–21
H4.3 Mapex-TV / AV (Torsional Vibration / Axial Vibration Detection) . . . . . . . . . . . . . . . . H–23
H4.4 MAPEX-SM (Spare parts and Maintenance) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–24
I Engine emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1
I1 Exhaust gas emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1

I1.1 IMO-2000 regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1
I1.1.1 IMO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1
I1.1.2 Establishment of emission limits for ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1
I1.1.3 Regulation regarding NOx emissions of diesel engines . . . . . . . . . . . . . . . . . . . . . . . I–1
I1.1.4 Date of application of Annex VI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1
I1.1.5 Procedure for certification of engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–2
I1.2 Measures for compliance with the IMO regulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–2
I1.2.1 Low NOx Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–2
I1.2.2 Extended measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–2
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I2 Engine noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–3

I2.1 Engine surface sound pressure level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–3
I2.2 Engine exhaust sound pressure level at funnel top . . . . . . . . . . . . . . . . . . . . . . . . . . . I–4
I2.3 Engine structure borne noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–5
J winGTD – General Technical Data . . . . . . . . . . . . . . . . . . . . . . . . J–1
J1 Included CD-ROM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1

J1.1 Installation of winGTD and EnSel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
J1.1.1 System requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
J1.1.2 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
J1.1.3 Changes to previous versions of winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
J1.2 Using winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
J1.2.1 Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
J1.2.2 Data input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
J1.2.3 Output results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–2
J1.2.4 Service conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–2
J1.2.5 Saving a project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–2
J1.3 EnSel program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–2
K Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–1
K1 Reference to other Wärtsilä Switzerland documentation . . . . . . . . . . . . . . . . . . . . . . . K–1
K2 Piping symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–2
K3 SI dimensions for internal combustion engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–5
K4 Approximate conversion factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–6
K5 Questionnaire order specification for Sulzer RT-flex96C engines . . . . . . . . . . . . . . . K–7
Wärtsilä Switzerland Ltd e 25.74.07.40 – Issue X.04 – Rev. 0

List of figures
Fig. A1 Power/speed range of all IMO-2000 regulation compatible RTA and

RT-flex engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–1
Fig. A2 Comparison of Delta Tuning and Standard Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–3
Fig. A3 Delta Tuning area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–4
Fig. B1 Layout field of the Sulzer RT-flex96C engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1
Fig. B2 Load range limits of an engine corresponding to a specific rating point Rx . . . . . . . B–3
Fig. B3 Load diagram for a specific engine showing the corresponding power
and speed margins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–4
Fig. B4 Load range limits, with the load diagram of an engine corresponding to
a specific rating point Rx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–6
Fig. B5 Load range diagram for an engine equipped with a main-engine driven generator,
whether it is a shaft generator or a PTO-driven generator . . . . . . . . . . . . . . . . . . . . . B–7
Fig. B6 Scavenge air system for arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–8
Fig. B7 Blow-off effect at arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–9
Fig. C1 Significant difference between Sulzer RTA engines and RT-flex engines. . . . . . . . . C–1
Fig. C2 Cross section of a typical Sulzer RT-flex engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–2
Fig. C3 Sulzer RT-flex system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–3
Fig. D1 External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–2
Fig. D2 Locating electrically driven balancer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–3
Fig. D3 Free external mass moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–4
Fig. D5 General arrangement of lateral stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–6
Fig. D6 General arrangement of friction stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–6
Fig. D7 Scavenge air cooler details (rated at R1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–15
Fig. D8 Turbocharger and scavenge air cooler selection (ABB TPL type turbocharger) . . . D–16
Fig. D9 Turbocharger and scavenge air cooler selection (MHI MET type turbocharger) . . . D–17
Fig. E1 Engine dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1
Fig. E2 End elevation of Sulzer RT-flex96C engines with ABB TPL85-B
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–3
Fig. E3 Exhaust side elevation and plan view of Sulzer 7RT-flex96C engine
with 2 x ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–4
Fig. E7 Exhaust side elevation of Sulzer 14RT-flex96C engine
Fig. E8 Plan view of Sulzer 14RT-flex96C engine with 4 x ABB TPL85-B
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–9
Fig. E9 End elevation of Sulzer RT-flex96C engines with MHI MET83SE
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–10
with 2 x MHI MET83SE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–11
25.74.07.40 – Issue X.04 – Rev. 0 f Wärtsilä Switzerland Ltd

List of figures

Fig. E12 Plan view of Sulzer 14RT-flex96C engine with
4 x MHI MET83SE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–13
Fig. E13 Engine seating (foundation) with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . E–14
Fig. F1 Heat recovery, typical system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1
Fig. F2 Tunnel PTO gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–2
Fig. G1 Central fresh water cooling system with single-stage SAC
and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–3
and separate HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–5
Fig. G3 Central fresh water cooling system with two-stage SAC
Fig. G4 Central fresh water cooling system with single-stage scavenge air cooler
Fig. G6 Central fresh water cooling system with two-stage scavenge air cooler
Fig. G7 Engine pre-heating power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–16
Fig. G8 Main lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–19
Fig. G9 Lubricating oil system for 2 x ABB-TPL turbochargers . . . . . . . . . . . . . . . . . . . . . . . . G–20
Fig. G11 Fuel oil viscosity/temperature diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–24
Fig. G12 Heavy fuel oil treatment layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–26
Fig. G13 Pressurized fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–28
Fig. G14 Starting and control air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–29
Fig. G15 Leakage collection and washing layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–31
Fig. G16 Determination of exhaust pipe diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–34
Fig. G17 Estimation of exhaust gas density . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–35
Fig. G18 Estimation of exhaust pipe diameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–35
Fig. G19 Air filter size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–38
Fig. H1 EMS concept comprising DENIS, WECS and MAPEX modules . . . . . . . . . . . . . . . . H–1
Fig. H2 RT-flex automation layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–2
Fig. H3 DENIS-9520 remote control system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–6
Fig. H4 Recommended manoeuvring characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–8
Fig. H5 Integrated/split solution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–10
Fig. H6 General system layout of WECS-9520 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–17
Fig. H7 SIPWA-TP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–20
Fig. H8 MAPEX-PR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–22
Fig. H9 MAPEX-AV / TV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–23
Fig. H10 MAPEX-communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–24
Fig. I1 Speed dependent maximum average NOx emissions by engines . . . . . . . . . . . . . . . I–1
Fig. I2 Sulzer RT-flex96C: compliance with IMO regulations . . . . . . . . . . . . . . . . . . . . . . . . . I–2
Fig. I3 Engine sound pressure level at 1 m distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–3
Wärtsilä Switzerland Ltd g 25.74.07.40 – Issue X.04 – Rev. 0

List of figures
Fig. I4 Engine exhaust gas sound pressure level at funnel top . . . . . . . . . . . . . . . . . . . . . . . I–4
Fig. I5 Structure borne noise level at engine feet vertical . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–5
Fig. J1 winGTD: Selection of engine window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
Fig. J2 winGTD: Main window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
Fig. J3 winGTD: General technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–2
Fig. J4 winGTD: Two-stroke engine propulsion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–2
Fig. K1 Piping symbols 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–2
25.74.07.40 – Issue X.04 – Rev. 0 h Wärtsilä Switzerland Ltd

List of tables
Table A1 Primary engine data of Sulzer RT-flex96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–2

Table D1 External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–8
Table D2 Countermeasures for external mass moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–9
Table D3 Countermeasures for lateral and longitudinal rocking . . . . . . . . . . . . . . . . . . . . . . . . . D–9
Table D4 Countermeasures for torsional & axial vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–9
Table D5 Vibration calculation form (ad-t1-tvc-marine-order-form) . . . . . . . . . . . . . . . . . . . . . . . D–11
Table D6 Vibration calculation form (ad-t1-tvc-testbed-order-form) . . . . . . . . . . . . . . . . . . . . . . D–12
Table D7 Vibration calculation form (ad-t1-avc-marine-order-form) . . . . . . . . . . . . . . . . . . . . . . D–13
Table D8 Vibration calculation form (ad-t1-bending&alignment-order-form) . . . . . . . . . . . . . . . D–14
Table D9 Scavenge air cooler parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–15
Table D10 Turbocharger weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–15
Table D11 Number of auxiliary blowers per engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–18
Table D12 Electric power consumers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–18
Table D13 Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–19
Table E1 Engine dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1
Table E2 Engine masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
Table E3 Fluid quantities in the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
Table F1 PTO power and speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–2
Table G1 R1 data for central fresh water cooling system with single-stage SAC
Table G5 R1 data for central fresh water cooling system with two-stage SAC
Table G7 Central fresh water cooling system with single-stage scavenge air cooler
Table G9 Central fresh water cooling system with two-stage scavenge air cooler
Table G10 Lubricating oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–22
Table G11 Fuel oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–23
Table G12 Air receiver and air compressor capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–30
Table G13 Leakage collection and washing layout: legend to layout . . . . . . . . . . . . . . . . . . . . . . G–32
Table G14 Tank capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–33
Table G15 Recommended quantities of fire extinguishing medium . . . . . . . . . . . . . . . . . . . . . . . G–33
Table G16 Guidance for air filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–37
Wärtsilä Switzerland Ltd i 25.74.07.40 – Issue X.04 – Rev. 0

List of tables
Table H1 Suppliers of remote control systems and electronic speed control systrems . . . . . . H–5
Table H2 Alarm and safety functions of Sulzer RT-flex96C marine diesel engines . . . . . . . . . H–12
Table K1 SI dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–5
Table K2 Questionnaire 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–8
Table K11 Questionnaire 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–17
Table K12 Questionnaire 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–18
25.74.07.40 – Issue X.04 – Rev. 0 j Wärtsilä Switzerland Ltd

Index
A F
Address Wärtsilä Switzerland Ltd, A–1 Fire protection, G–33
Air filter size, G–37 Fluid quantities in the engine, E–2
Ambient temperature consideration, B–8 Free first order moments, D–3
Engine air inlet (arctic conditions), B–8 Free second order moments, D–3
Auxiliary blower, D–18 Fresh water generator, G–9
Axial damper, D–7 Fuel oil systems, G–23
Axial vibration, D–7 Fuel oil viscosity/temperature diagram, G–24
B I
Blowing off at arctic conditions, B–8 Installation of winGTD, J–1
Introduction, A–1, B–1
C ISO Standard 15550, D–1
CD-ROM, J–1 ISO Standard 3046-1, D–1
CMCR, B–1, B–5
Consideration on engine selection, B–1 L
Contents of fluid in the engine, E–2 Lateral engine vibration, D–5
Continuous service rating, B–5 Lateral stays, D–6, D–7
Conversion factors, K–6 Layout field, B–1
Cooling and pre-heating water systems, G–9 Leakage collection, G–31
Cross section, C–2 Light running margin (LR), B–4
Load range, B–3
D Load range with main-engine driven generator, B–7
Delta Tuning, A–3 Load range limits, B–5
Design conditions, D–1 Longitudinal engine vibration, D–7
Dimensions, masses and dism. heights, E–1 Lubricating oil system, G–17
E M
Electrical power consumers, D–18 MAPEX-SM, H–24
Electrically driven auxiliary blowers, D–18 MAPEX Engine Fitness Family, H–18
Electrically driven compensator, D–6
Engine air inlet operating temperatures, B–8 N
Engine air supply, G–37 Noise, I–3
Engine room ventilation, G–37 NOx emissions, I–1
Engine system data, G–1
Engine dimensions, E–1 O
Engine emissions, I–1 Operational margin (OM), B–5
Engine margin (EM), B–5 Order forms for vibration calculations and simulation, D–10
Engine outlines, E–3 Order specification, K–7
Engine performance data, D–1 Overload limit, B–6
Engine seating, E–14 Overspeed limit, B–6
Exhaust gas system, G–34
Wärtsilä Switzerland Ltd k 25.74.07.40 – Issue X.04 – Rev. 0

Index
P T
Part-load data, G–1 Tank capacities, G–33
Piping symbols, K–2 TC and SAC selection, D–16
Piping systems, G–9 Torsional vibration, D–7
Power demand of an engine, B–1 Turbocharger and scavenge air coolers, D–15
Power related unbalance, D–4 Turbocharger weights, D–15
Power/speed combination, B–1
Power/speed range of RTA and RT-flex engines, A–1 U
Pre-heating system, G–16 Using winGTD, J–1
Pressure and temperature ranges, D–18
Primary engine data, A–2 V
Propeller characteristics, B–2 Vibration aspects, D–2
Propeller curve, B–3
Propeller efficiency, B–1 W
PTO arrangements, F–2 Waste heat recovery, F–2
Q
Questionnaire winGTD, G–2
R
Rating, B–1
Rating points, B–2
Reference conditions, D–1
Reference to other documentation, K–1
Rocking, D–5
RT-flex key parts, C–3
RT-flex system, C–1
S
Scavenge air and exhaust gas system, G–34
Scavenge air cooler details, D–15
Scavenge air system for arctic conditions, B–8
Sea margin (SM), B–4
Sea trial power, B–4
SI dimensions, K–5
Starting and control air system, G–29
25.74.07.40 – Issue X.04 – Rev. 0 l Wärtsilä Switzerland Ltd

Abbreviations
CMCR Contract maximum continuous rating (Rx) NCR Nominal continuous rating
CPP Controllable pitch propeller NOR Nominal operation rating
CSR Continuous service rating (also OM Operational margin
designated NOR and NCR) OPI Operator interface
cSt centi-Stoke (kinematic viscosity) PAL Pressure alarm, low
DAH Differential pressure alarm, high P Power
DENIS Diesel engine control and optimizing PI Pressure indicator
specification ppm Parts per million
EM Engine margin PRU Power related unbalance
EnSel Engine selection program PTO Power take off
ESPM Engine selection and project manual RCS Remote control system
FCM Flex control module RW1 Redwood seconds No. 1 (kinematic
FPP Fixed pitch propeller viscosity)
FQS Fuel quality setting SAC Scavenge air cooler
FW Fresh water SAE Society of Automotive Engineers
GEA Scavenge air cooler (GEA manufacture) S/G Shaft generator
HFO Heavy fuel oil SHD Shut down
HT High temperature SIB Shipyard interface box
IMO International Maritime Organisation SIPWA-TP Sulzer integrated piston ring wear detec-
IND Indication ting arrangement with trend processing
Wärtsilä Switzerland Ltd m 25.74.07.40 – Issue X.04 – Rev. 0

Abbreviations
25.74.07.40 – Issue X.04 – Rev. 0 n Wärtsilä Switzerland Ltd

A. Introduction
The Sulzer RT-flex system represents a major step forward in the technology of large diesel engines:
The Sulzer RT-flex96C low-speed diesel engine is designed for today’s large container ships and is avail-
able with any or all of the following options:
1. Delta Tuning for reduced brake specific fuel Engine power Engine power
[kW] [bhp]
consumption (BSFC) in the part load range 100 000
below 90% load. 80 000
120 000
100 000
2. Fresh water cooling system with single-stage RT-flex96C
60 000 80 000
or two-stage scavenge air cooler. 50 000
all other RTA 60 000
3. ABB TPL or Mitsubishi MET turbochargers. 40 000 and RT-flex engines
30 000 40 000
20 000
20 000
With this manual we provide our clients with in-
formation, enabling them to select the engine and 10 000
options to meet the needs of their vessels. 8 000

10 000
6 000 8 000
6 000
4 000
4 000
2 000
50 60 70 80 90 100 120 140 160 180 200
Engine speed
F10.5301 [rpm]

This book provides the information required for the layout of marine propulsion plants. Its con-
tent is subject to the understanding that any data and information herein have been prepared
with care and to the best of our knowledge. We do not, however, assume any liability with re-
gard to unforeseen variations in accuracy thereof or for any consequences arising therefrom.

PO Box 414
Telephone: +41 52 2624922
Telefax: +41 52 2124917
Direct Fax: +41 52 2620707

A. Introduction
Engine Sulzer RT-flex96C

Speed [rpm] 102 102 92 92
Engine power (MCR)
[kW] 34 320 24 000 30 960 24 000
6
[bhp] 46 680 32 640 42 120 32 640
[kW] 40 040 28 000 36 120 28 000
7
[bhp] 54 460 38 080 49 140 38 080
[kW] 45 760 32 000 41 280 32 000
8
[bhp] 62 240 43 520 56 160 43 520
[kW] 51 480 36 000 46 440 36 000
9
[bhp] 70 020 48 960 63 180 48 960
[kW] 57 200 40 000 51 600 40 000
10
[bhp] 77 800 54 400 70 200 54 400
[kW] 62 920 44 000 56 760 44 000
11
[bhp] 85 580 59 840 77 220 59 840
[kW] 68 640 48 000 61 920 48 000
12
[bhp] 93 360 65 280 84 240 65 280
[kW] 80 080 56 000 72 240 56 000
14
[bhp] 108 920 76 160 98 280 76 160

Load
[g/kWh] 171 163 171 164
100 %
[g/bhph] 126 120 126 121
mep [bar] 18.6 13.0 18.6 14.4
Table A1 Primary engine data of Sulzer RT-flex96C
(10 200 kcal/kg). All other reference conditions kW-based figures have to be converted by

25.74.07.40
25.74.07.40 – Issue
– Rev. 0 1 A–2 Wärtsilä Switzerland Ltd
A. Introduction

With the introduction of the Sulzer RT-flex engines, emissions at part load must then be compensated
a major step in the development of marine 2-stroke by a corresponding decrease in the full load NOx
engine was taken. Now Wärtsilä is taking this de- emissions. Hence, there is also a slight increase in
velopment even further by introducing Delta Tun- full load BSFC, in order to maintain compliance of
ing for RT-flex engines. the engine with the IMO NOx regulations.
gine part. quantities are applied as in the specification of the
standard tuning.
A2.2 Delta Tuning outline
The reliability of the engine is by no means im-
In realising Delta Tuning, the flexibility of the RT- paired by the application of Delta Tuning since
flex system in terms of free selection of injection all existing limitations to mechanical stresses
and exhaust valve control parameters, specifically and thermal load are observed.
3 RTA, Standard Tuning

RT-flex, Delta Tuning
1
–1
–2
–3
–4
–5
–6
–7
–8
–9
50% 75% Load 100%

A. Introduction
Engine power
[% R1] R1
RT-flex96C engines
95

the engine.
75
70
R4 R2
Engine speed
65 [% R1]
70 75 80 85 90 95 100

if necessary.
25.74.07.40 – Issue X.04 – Rev. 0 A–4 Wärtsilä Switzerland Ltd

B1 Introduction
Selecting a suitable main engine to meet the power Engine power
demands of a given project involves proper tuning % [R1]
R1
in respect of load range and influence of operating 100
conditions which are likely to prevail throughout
the entire life of the ship. This chapter explains the
main principles in selecting a Sulzer RT-flex low-
speed diesel engine. Rx1
Rx2 Rating line
R3 fulfilling a ship’s
90 power requirement
Every engine has a layout field within which the for a constant speed
combination of power and speed (= rating) can be Nominal propeller
selected. Contrary to the ‘layout field’, the ‘load characteristic
2 1
range’ is the admissible area of operation once the
CMCR has been determined.
80
In order to define the required contract maximum
continuous rating (CMCR), various parameters
need to be considered such as propulsive power,
propeller efficiency, operational flexibility, power
and speed margins, possibility of a main-engine
driven generator, and the ship’s trading patterns.
Selecting the most suitable engine is vital to 70 R2

R4 Engine speed
achieving an efficient cost/benefit response to a % [R1]
specific transport requirement. 85 90 95 100
may be freely positioned within the layout field
B2 Layout field for that engine.
F10.4995
The layout field shown in figure B1 is the area of

Fig. B1 Layout field of the Sulzer RT-flex96C engine.
power and engine speed. In this area the contract
maximum continuous rating of an engine can be
positioned individually to give the desired com-
bination of propulsive power and rotational speed.
Engines within this layout field will be tuned for
maximum firing pressure and best efficiency.
Experience over the last years has shown that
engines are ordered with CMCR-points in the
upper part of the layout field only.

Percentage values are being used so that the Rating points Rx can be selected within the entire
same diagram can be applied to various engine layout field to meet the requirements of each par-
models. The scales are logarithmic so that expo- ticular project. Such rating points require specific
nential curves, such as propeller characteristics engine adaptations.
(cubic power) and mean effective pressure (mep)
curves (first power), are straight lines. B2.2 Influence of propeller revolutions
on the power requirement
The layout field serves to determine the specific
fuel oil consumption, exhaust gas flow and tem- At constant ship speed and for a given propeller
perature, fuel injection parameters, turbocharger type, lower propeller revolutions combined with a
and scavenge air cooler specifications for a given larger propeller diameter increase the total propul-
engine. sive efficiency. Less power is needed to propel the
vessel at a given speed.
Calculations for specific fuel consumption, ex-
haust gas flow and temperature after turbine are The relative change of required power in function
explained in further chapters. of the propeller revolutions can be approximated
by the following relation:
B2.1 Rating points R1, R2, R3 and R4
a
Px 2ńPx 1 + ǒN 2ńN 1Ǔ
Sulzer RT-flex engines are the corner points of the Pxj = Propulsive power at propeller revolution Nj.
engine layout field (figure B1). Nj = Propeller speed corresponding with propulsive
power Pxj.
The point R1 represents the nominal maximum α = 0.15 for tankers and general cargo ships up to
10 000 dwt.
= 0.20 for tankers, bulkcarriers from 10 000 dwt to
power/speed combination which is available for a 30 000 dwt.
particular engine. = 0.25 for tankers, bulkcarriers larger than 30 000 dwt.
= 0.17 for reefers and container ships up to 3000 TEU.
The point R2 defines 100 per cent speed, and 70 = 0.22 for container ships larger than 3000 TEU.
percent power of R1.
This relation is used in the engine selection pro-
The point R3 defines 90 per cent speed and 90 per- cedure to compare different engine alternatives
cent power of R1. and to select optimum propeller revolutions within
the selected engine layout field.
line of constant mean effective pressure of R1. Usually, the selected propeller revolution depends
on the maximum permissible propeller diameter.
The point R4 defines 90 per cent speed and 70 per The maximum propeller diameter is often deter-
cent power of R1. mined by operational requirements such as:
• Design draught and ballast draught limitations.
The connection line R2–R4 is the line of 70 per • Class recommendations concerning pro-
cent power between 90 and 100 per cent speed peller/hull clearance (pressure impulse in-
of R1. duced by the propeller on the hull).

The selection of main engine in combination with The relation between absorbed power and rota-
the optimum propeller (efficiency) is an iterative tional speed for a fixed-pitch propeller can be
procedure where also commercial considerations approximated by the following cubic relation:
(engine and propeller prices) play a great role. 3
According to the above approximation, when a re- in which
quired power/speed combination is known – for Pi = propeller power
example point Rx1 as shown in figure B1 – a Ni = propeller speed
CMCR-line can be drawn which fulfils the ship’s
power requirement for a constant speed. The The propeller curve without sea margin is often
slope of this line depends on the ship’s characteris- called the ‘light running curve’. The nominal pro-
tics (coefficient α). Any other point on this line peller characteristic is a cubic curve through the
represents a new power/speed combination, for CMCR-point. (For additional information, refer to
example Rx2, and requires a specific propeller section B3.4 ‘light running margin’.)
adaptation.
B3.2 Sea trial power
B3 Load range
The sea trial power must be specified. Figure B2
The load range diagram shown in figure B2 defines shows the sea trial power to be the power required
the power/speed limits for the operation of the en- for point ‘B’ on the propeller curve. Often and alter-
gine. Percentage values are given as explained in natively the power required for point ‘A’ on the pro-
section B2, in practice absolute figures might be peller curve is referred to as ‘sea trial power’.
used for a specific installation project.
Engine power
[%Rx]
B3.1 Propeller curves 110
CMCR (Rx)
100
In order to establish the proper location of propeller 95 10% EM/OM
D
curves, it is necessary to know the ship’s speed to 90 Sea trial power
B
power response.
15% SM
80
78.3
The propeller curve without sea margin is for a ship A
with a new and clean hull in calm water and 70

Engine load range
weather, often referred to as ‘trial condition’.
60
The propeller curves can be determined by using
full scale trial results of similar ships, algorithms
developed by maritime research institutes or 50
model tank results. Furthermore, it is necessary to
3.5% LR
define the maximum reasonable diameter of the propeller curve

without SM
propeller which can be fitted to the ship. With this Engine speed
40 [%Rx]
information and by applying propeller series such 65 70 80 90 95 100 104
as the ‘Wageningen’, ‘SSPA’ (Swedish Maritime EM engine margin SM sea margin

Research Association), ‘MAU’ (Modified AU), etc., F10.5248
the power/speed relationships can be established
Fig. B2 Load range limits of an engine corresponding to a
and characteristics developed. specific rating point Rx

B3.3 Sea margin (SM) Engine power

[%Rx] CMCR (Rx)
The increase in power to maintain a given ship’s 100

speed achieved in calm weather (point ‘A’ in fig- 10%
EM/OM
ure B2) and under average service condition (point D
90
‘D’), is defined as the ‘sea margin’. This margin can B
vary depending on owner’s and charterer’s
expectations, routes, season and schedules of the 15% SM
ship. The location of the reference point ‘A’ and the 5% LR
magnitude of the sea margin are determined 78.3

A
between the shipbuilder and the owner. They form
part of the newbuilding contract.
With the help of effective antifouling paints, dry- a
docking intervals have been prolonged up to 4 or

5 years. Therefore, it is still realistic to provide an propeller curve
without SM
average sea margin of about 15 per cent of the sea
trial power, refer to figure B2, unless as mentioned
Engine speed
above, the actual ship type and service route dic- [%Rx]
100
tate otherwise.
F10.3148 OM operational margin LR light running margin
B3.4 Light running margin (LR) Fig. B3 Load diagram for a specific engine showing the
corresponding power and speed margins
The sea trial performance (curve ‘a’) in figure B3
should allow for a 3 to 7 per cent light running of the Assuming, for example, the following:
propeller when compared to the nominal propeller • Drydocking intervals of the ship 5 years.
characteristic (the example in figure B3 shows a • Time between overhauls of the engine 2 years
light running margin of 5 per cent). This margin pro- or more.
vides a sufficient torque reserve whenever full • Full service speed must be attainable, without
power must be attained under unfavourable condi- surpassing the torque limit, under less favour-
tions. Normally, the propeller is hydrodynamically able conditions and without exceeding 100 per
optimized for a point ‘B’. The trial speed found for cent mep.
‘A’ is equal to the service speed at ‘D’ stipulated in
the contract at 90 per cent of CMCR. Therefore the ‘light running margin’ required will be
5 to 6 per cent. This is the sum of the following fac-
The recommended light running margin originates tors:
from past experience. It varies with specific ship
designs, speeds, drydocking intervals, and trade 1. 1.5–2% influence of wind and weather with
routes. an adverse effect on the intake water flow of
the propeller. Difference between Beaufort 2
Please note: it is the shipbuilder’s responsibility to sea trial condition and Beaufort 4–5 average
determine the light running margin large enough service condition. For vessels with a pro-
so that, at all service conditions, the load range nounced wind sensitivity, i.e. containerships or
limits on the left side of nominal propeller char- car carriers this value will be exceeded.
acteristic line are not reached (see section B3.6
and figure B4).

2. 1.5–2% increase of ship’s resistance and ‘D’ or ‘D’ (in our example 5 per cent) and then
mean effective wake brought about by: along the nominal propeller characteristic to obtain
• Rippling of hull (frame to frame). the CMCR-point. In the examples, the engine
• Fouling of local, damaged areas, i.e. boot power at point ‘B’ was chosen to be at 90 per cent
top and bottom of the hull. and 85 per cent respectively.
• Formation of roughness under paint.
• Influence on wake formation due to small B3.5.1 Continuous service rating
changes in trim and immersion of bulbous (CSR=NOR=NCR)
bow, particularly in the ballast condition.
Point ‘A’ represents power and speed of a ship
3. 1% frictional losses due to increase of pro- operating at contractual speed in calm seas with a
peller blade roughness and consequent drop new clean hull and propeller. On the other hand,
in efficiency, e.g. aluminium bronze propellers: the same ship at the same speed requires a
• New: surface roughness = 12 microns. power/speed combination according to point ‘D’,
• Aged: rough surface but no fouling shown in figure B2 and B3, under service condition
= 40 microns. with aged hull and average weather. ‘D’ is then the
CSR-point.
4. 1% deterioration in engine efficiency such
as: B3.5.2 Contract maximum continuous
• Fouling of scavenge air coolers. rating (CMCR = Rx)
• Fouling of turbochargers.
• Condition of piston rings. By dividing, in our example, the CSR (point D) by
• Fuel injection system (condition and/or 0.90, the 100 per cent power level is obtained and
timing). an operational margin of 10 per cent is provided
• Increase of back pressure due to fouling of (see figures B2 and B3). The found point Rx, also
the exhaust gas boiler, etc. designated as CMCR, can be selected freely with-
in the layout field defined by the four corner points
B3.5 Engine margin (EM) or operational R1, R2, R3 and R4 (see figure B1).
margin (OM)
B3.6 Load range limits
Most owners specify the contractual ship’s loaded
service speed at 85 to 90 per cent of the contract Once an engine is optimized at CMCR (Rx), the
maximum continuous rating. The remaining 10 to working range of the engine is limited by the follow-
15 per cent power can then be utilized to catch up ing border lines, refer to figure B4:
with delays in schedule or for the timing of drydock-
ing intervals. This margin is usually deducted from Line 1 is a constant mep or torque line through
the CMCR. Therefore, the 100 per cent power line CMCR from 100 per cent speed and
is found by dividing the power at point ‘D’ by 0.85 power down to 95 per cent power and
to 0.90. The graphic approach to find the level of speed.
CMCR is illustrated in figures B2 and B3.
In the examples two current methods are shown.

Figure B2 presents the method of fixing point ‘B’
and CMCR at 100 per cent speed thus obtaining
automatically a light running margin B–D of 3.5 per
cent. Figures B3 and B5 show the method of plot-
ting the light running margin from point ‘B’ to point

Line 2 is the overload limit. It is a constant mep Line 6 is defined by the equation:
line reaching from 100 per cent power and 2.45
and 103.2 per cent speed. The latter one through 100 per cent power and 93.8 per
is the point of intersection between the cent speed and is the maximum torque
nominal propeller characteristic and 110 limit in transient conditions.
per cent power. The area above line 1 is the overload
Line 3 is the 104 per cent speed limit where an range. It is only allowed to operate en-
engine can run continuously. For Rx with gines in that range for a maximum dur-
reduced speed (NCMCR ≤ 0.98 NMCR) this ation of one hour during sea trials in the
limit can be extended to 106 per cent, how- presence of authorized representatives of
ever, the specified torsional vibration limits the engine builder.
must not be exceeded. The area between lines 5 and 6 and
constant torque line (grey area of fig. B4)
Line 4 is the overspeed limit. The overspeed should only be used for transient condi-
range between 104 (106) and 108 per cent tions, i.e. during fast acceleration. This
speed is only permissible during sea trials range is called ‘service range with oper-
if needed to demonstrate the ship’s speed ational time limit’.
peller in the presence of authorized repre- Engine power
[%Rx]
sentatives of the engine builder. However, CMCR (Rx)
110
the specified torsional vibration limits must 2
Engine load range
not be exceeded. 100
1
95 10%
Line 5 represents the admissible torque limit and EM/OM
90
D B
reaches from 95 per cent power and Constant torque
15% SM
speed to 45 per cent power and 70 per 80
78.3
cent speed. This represents a curve de- A
4
fined by the equation: 70
2.45
P 2ńP 1 + ǒN 2ńN 1Ǔ 3
60
6
When approaching line 5 , the engine will
increasingly suffer from lack of scavenge
air and its consequences. The area 50 5
formed by lines 1 , 3 and 5 represents

103.2
93.8
the range within which the engine should propeller curve

without SM
Engine speed
be operated. The area limited by the nom- 40 [%Rx]
65 70 80 90 95 100 104 108
inal propeller characteristic, 100 per cent
power and line 3 is recommended for OM operational margin LR light running margin
F10.5249
continuous operation. The area between
the nominal propeller characteristic and Fig. B4 Load range limits, with the load diagram of an en-
line 5 has to be reserved for acceler-
ation, shallow water and normal oper-
ational flexibility.

B3.7 Load range with main-engine

driven generator
The load range diagram with main-engine driven

generator, whether it is a shaft generator (S/G)
mounted on the intermediate shaft or driven
curve ‘c’ in figure B5. This curve is not parallel to
the example of figure B5, the main-engine driven
The CMCR-point is, of course, selected by taking

into account the max. power of the generator.
Engine power CMCR (Rx)
[%Rx]
100
10%
EM/OM
D
90
c 5% S/G
85
D’ B
15% SM
5% LR
73.9
A
PTO power
propeller curve
without SM
Engine speed
[%Rx]
100
F10.3149 S/G shaft generator
Fig. B5 Load range diagram for an engine equipped with


B4 Ambient temperature consideration
B4.1 Engine air inlet: operating tem- B4.2 Engine air inlet: arctic conditions
peratures from 45°C to 5°C at operating temp. below 5°C
Due to the high compression ratio, the Sulzer RT- Under arctic conditions the ambient air tempera-
flex diesel engines do not require any special tures can meet levels below –50°C. If the combus-
measures, such as pre-heating the air at low tem- tion air is drawn directly from outside, these
peratures, even when operating on heavy fuel oil engines may operate over a wide range of ambient
at part load or idling. The only condition which must air temperatures between arctic condition and
be fulfilled is that the water inlet temperature to the tropical (design) condition (45°C).
scavenge air cooler must not be lower than 25°C.
To avoid the need of a more expensive combustion
This means that: air preheater, a system has been developed that
• When combustion air is drawn directly from the from outside.
engine room, no pre-heating of the combus-
tion air is necessary. If the air inlet temperature drops below 5°C, the air
• When the combustion air is ducted from out- density increases to such an extent that the maxi-
side the engine room and the air temperature mum permissible cylinder pressure is exceeded.
before the turbocharger does not fall below This can be compensated by blowing off a certain
5°C, no measures have to be taken. mass of the scavenge air through a blow-off device
as shown in figure B6.
The central fresh water cooling system permits the
Engine
recovery of the engine’s dissipated heat and main-
tains the required scavenge air temperature after Turbocharger
Air intake casing
the scavenge air cooler by re-circulating part of the
Scavenge
warm water to the scavenge air cooler. air cooler Blow-off
valves
Air filter
The scavenge air cooling water inlet temperature

is to be maintained at a minimum of 25°C. This F10.1964
means that the scavenge air cooling water will Fig. B6 Scavenge air system for arctic conditions
have to be pre-heated in the case of low power
operation. The required heat is obtained from the
lubricating oil cooler and the engine cylinder
cooling.


scavenge air receiver. In case the air inlet tempera-
ture to the turbocharger is below 5°C the first blow-
off valve vents. For each actuated blow-off valve,
a higher suction air temperature is simulated by re-
ducing the scavenge air pressure which compen-
sates the high air density. The second blow-off
valve automatically vents as required to maintain
the desired scavenge and firing pressures. Figure
B7 shows the effect of the blow-off valves to the air
flow, the exhaust gas temperature after turbine and
the firing pressure.

nm [kg/kwh]
0.6
0.4
0.2
0
0
–20
–40
–60
np [bar]
10 Firing pressure
5
0
–50 –40 –30 –20 –10 0 10 20 30 40 [°C]

F10.1965
Fig. B7 Blow-off effect at arctic conditions


The Sulzer RT-flex96C engine is a camshaft-less

low-speed, direct-reversible, two-stroke engine,
fully electronically controlled. Length [m] 12.96 27.31
The Sulzer RT-flex96C is designed for running on
Height [m] 12.72 12.72
Main features:
Bore 960 mm The design of the Sulzer RT-flex96C includes the
Stroke 2500 mm well-proven features of the RTA engines like the
Number of cylinders 6 to 12 and 14 bore-cooling principle for the pistons, cylinder
liners, cylinder covers and exhaust valve seats.
Speed (MCR) 102 rpm The RT-flex system (figure C1)
Mean piston speed 8.5 m/s The classic RTA configuration of fuel injection
pumps and valve drives with the camshaft and its
The Sulzer RT-flex96C is available with 6 to 12 and gear train is replaced by a compact set of supply
14 cylinders rated at 5720 kW/cyl to provide a pumps in the supply unit and the common rail with
maximum output of 80 080 kW for the 14-cylinder the integrated electronic Wärtsilä engine control
engine (primary engine data on table A1). system WECS-9520.
Rail unit Fuel pump
Supply unit
Camshaft
Servomotor
Start air distr.
Supply unit
drive
Camshaft drive
Electronic
system control
(individually located)
F10.5252
Fig. C1 Significant difference between Sulzer RTA engines and RT-flex engines.




in the part load range below 90%.
• Optimised fuel consumption, especially at part
load. (viewed from the propeller towards the engine).
• Precise speed regulation, in particular at slow Note: This cross section is considered as general
steaming down to about 15 to 12 rpm. information only
F10.5263
• Smokeless mode for slow steaming.
Fig. C2 Cross section of a typical Sulzer RT-flex engine
emissions regulations. 3. Semi-built crankshaft.
Common design features of RTA and 4. Main bearing jack bolts for easier assembly
RT-flex engines: and disassembly of white metal shell bearings.
1. Welded bedplate with integrated thrust bear- 5. Thin-shell white metal bottom-end bearings.
ings and main bearings designed as large thin-
shell white metal bearings. 6. Crosshead with crosshead pin and single-
piece white metal large surface bearings lubri-
2. Sturdy engine structure with stiff thin-wall box cated by a separate high-pressure oil supply
type columns and cast iron cylinder blocks for hydrostatic lift off.
attached to the bedplate by pre-tensioned
vertical tie rods. 7. Rigid cast iron cylinder monoblock.


shaker oil cooling.

WECS-9520
control
Volumetric
injection
14. Rail unit (Common rail): Both, common rail in- control
jection and exhaust valve actuation are con-
trolled by quick acting solenoid valves (Sulzer
Rail Valve LP-1).

functions.
13
F10.5250
Fig. C3 Sulzer RT-flex system

(15)


D. Engine data
D1 Reference conditions D3 Ancillary system design

parameters
design (tropical) conditions, see section B4. bases on the performance of its specified rating
Note: D4 Engine performance data

The lower calorific value (LCV) of the fuel refers to
an international marine convention. The specified The calculation of the performance data BSFC,
LCV of 42.7 MJ/kg differs from the ISO Standard BSEF and tEaT for any engine power will be done
which is specified at 42.0 MJ/kg. with the help of the winGTD program.

program.
D2 Design conditions
If needed we offer a computerized information ser-
The capacities of ancillaries are specified accord- vice to analyze the engine’s heat balance and
ing to ISO Standard 3046-1 (clause 11.4) following determine main system data for any rating point
the International Association of Classification within the engine layout field.
Societies (IACS) and are defined as design condi- For details of this service please refer to section
tions: G1.3.1 and chapter J.
• Air temperature before blower 45°C The installation of the winGTD and the hardware
• Engine ambient air temp. 45°C specification are explained in chapter J.

D. Engine data
D5.1 Introduction
– External mass forces and moments.

– Lateral engine vibration.
– Torsional vibration of the shafting. F1V, F2V, F4V
F1H
M1V, M2V, M4V
In the design of the Sulzer RT-flex96C engine free
mass forces are eliminated and unbalanced exter- M1H
+ +
minimized. However, six-cylinder engines gener- –
ate second order unbalanced moments of a

magnitude greater than those encountered with
higher numbers of cylinders.
fourth order have to be considered too. Forces and moments due to reciprocating
and rotating masses
F10.5173
Under unfavourable conditions, depending on hull Fig. D1 External forces and moments
the main engine, the unbalanced moments of first,
second and fourth order may cause unacceptable
vibrations throughout the ship and thus call for
countermeasures.

D. Engine data

moments
Electrically driven
Standard counterweights fitted to the ends of the 2nd-order balancer

moments

being negligible for the 7–14-cylinder engines. M2V = F2V L
able, Wärtsilä Switzerland Ltd. recommends for Fig. D2 Locating electrically driven balancer
balancer on the ship’s structure (figure D2) to re-
duce the second order moments to acceptable
values.
If no experience is available from a sister ship, it is

advisable to establish at the design stage, what
form the ship’s vibration will be. Table NO TAG as-
sists in determining the effect of installing the
Sulzer 6RT-flex96C engine.
However, when the ship’s vibration pattern is not

balancer can be installed later, should disturbing
vibrations occur; provision should be made for this
countermeasure.
compartment, as shown in figure D2. It is tuned to
the engine operating speed and controlled
accordingly.

25.74.07.40 X.04X.04
– Rev.
D. Engine data
250

PRU = = [Nm/kW]
M2V
A
PRU [Nm/kW]

150 M2v is needed, an external compensator has to be applied.
100
B
50
C
PRU = 0
0
6RT-flex96C 7RT-flex96C 8RT-flex96C 9RT-flex96C 10RT-flex96C 11RT-flex96C 12RT-flex96C 14RT-flex96C

The external moments M1 and M2 given in table NO TAG are related to R1 speed. For other engine speeds,
the corresponding external moments are calculated with the following formula:
25.74.07.40
25.74.07.40 – Issue
D. Engine data
moment. The torque variation (∆M) is the reaction the engine-room structure. Please refer to table
moment to MLH. D2, countermeasure for dynamic effects.

F10.5172

D. Engine data
D5.3.1 Stays


side (lateral).
Hydraulic stays
fuel side exhaust

side Driving end
F10.5278/2
D5.3.2 Electrically driven compensator
If for some reasons it is not possible to install lateral

Friction stays stays, an electrically driven compensator can be
ture. It is important to note, that only one harmonic
excitation can be compensated at a time. In the
tors, one fitted at each end of the engine top, are
necessary.
F10.5278/1

D. Engine data
D5.4 Longitudinal engine vibration D5.6 Axial vibration

(pitching)
The shafting system is also able to vibrate in axial
In some cases with five-cylinder engines, direction. This vibration is due to axial excitations
specially those coupled to very stiff intermediate coming from the engine and the propeller and due
and propeller shafts, the engine foundation can be to the coupling effect with torsional vibrations. In
excited at a frequency close to the full load speed order to limit the influence of these excitations, and
range resonance. Thus leading to increased axial limit the level of axial vibration, an integrated axial
(longitudinal) vibration at the engine top and as a damper is fitted to the crankshaft of all Sulzer RTA
result of this to vibrations in the ship’s superstruc- and RT-flex engines.
ture. In order to prevent this vibration, stiffness of
the double-bottom structure should be as high as D5.7 Hull vibration
possible.
For the Sulzer RT-flex96C, as the minimum The hull and accommodation are susceptible to
number of cylinders is six, no longitudinal vibration caused by the propeller, machinery and
stays are needed. sea conditions. Controlling hull vibration is
require fitting longitudinal and lateral stays to the
D5.5 Torsional vibration main engine and installing second order balancer.
This involves the whole shafting system compris- Eliminating hull vibration requires co-operation be-
ing crankshaft, propulsion shafting, propeller, en- tween the propeller manufacturer, naval architect,
gine running gear, flexible couplings and power shipyard and engine builder.
take off. It is caused by gas and inertia forces, as
well as by variations of the propeller torque.
It is vitally important to limit torsional vibration in
order to avoid damage to the shafting. If the vibra-
tion at a critical speed reaches dangerous stress
levels, the corresponding speed range has to be
passed through rapidly (barred-speed range).
However, barred-speed ranges can be reduced,
shifted, and in some cases avoided by installing a
heavy flywheel at the driving end, and/or a tuning
wheel, or a torsional vibration damper at the free
end of the crankshaft.
Torsional vibration dampers of various designs are

available to reduce energy on different levels of
vibration.
Lower energy vibrations are absorbed by viscous
dampers.
Higher energy vibrations are absorbed by a spring
loaded damper type. In this case the damper is
supplied with oil from the engine’s lubricating sys-
tem, and depending on the the torsional vibration
energy to be absorbed can dissipate up to 100 kW.

D. Engine data
Engine type: Sulzer RT-flex96C Number of cylinders 6 7 8 9 10 11 12 14

Rating R1: 5720 kW/cyl. at 102 rpm Engine power kW 34 320 40 040 45 760 51 480 57 200 62 920 68 640 80 080
Free forces
F1V [$kN] 0 0 0 0 43 0 0 15
F1H [$kN] 0 0 0 0 45 0 0 15
F2V [$kN] 0 0 0 0 26 0 0 21
F4V [$kN] 0 0 0 0 22 0 0 86
M1V [$kNm] 0 562 628 1941 51 1347 0 45
M1H [$kNm] 0 580 698 1997 42 1388 0 45
M2V [$kNm] 6753 1960 0 2204 1612 1769 0 11
M4V [$kNm] 345 981 399 497 489 188 690 588
Order 1 [$kNm] 0 0 0 0 59 0 0 22
Order 2 [$kNm] 0 0 0 0 2 0 0 1
Order 3 [$kNm] 0 0 0 0 73 0 0 34
Order 4 [$kNm] 0 0 0 0 253 0 0 969
Order 5 [$kNm] 0 0 0 0 455 0 0 180
Order 6 [$kNm] 2088 0 0 0 203 0 0 75
Order 7 [$kNm] 0 1596 0 0 191 0 0 141
Order 8 [$kNm] 0 0 1082 0 32 0 0 69
Order 9 [$kNm] 0 0 0 672 8 0 0 41
Order 10 [$kNm] 0 0 0 0 420 0 0 156
Order 11 [$kNm] 0 0 0 0 15 279 0 22
Order 12 [$kNm] 107 0 0 0 1 0 214 3
Order 13 [$kNm] 0 0 0 0 23 0 0 10
Order 14 [$kNm] 0 128 0 0 22 0 0 219
Order 1 [$kNm] 0 314 364 1082 13 751 0 24
Order 2 [$kNm] 1083 314 0 354 261 284 0 1
Order 3 [$kNm] 951 1041 1483 1799 2229 2695 3228 4234
Order 4 [$kNm] 1232 3501 1423 1774 1750 673 2464 2117
Order 5 [$kNm] 0 256 3570 1269 272 1687 0 751
Order 6 [$kNm] 0 35 0 2258 679 880 0 505
Order 7 [$kNm] 0 0 29 104 1983 174 0 674
Order 8 [$kNm] 183 14 0 49 200 1348 366 38
Order 9 [$kNm] 249 28 9 0 55 25 845 121
Order 10 [$kNm] 61 173 0 16 36 11 0 123
Order 11 [$kNm] 0 105 149 12 15 0 0 450
Order 12 [$kNm] 0 7 29 122 18 5 0 25
Order 13 [$kNm] 0 2 106 38 148 7 0 102
Order 14 [$kNm] 26 0 0 38 41 193 0 52
Torque variation (Synthesis value) [$kNm] 2155 1651 1119 681 1501 310 241 1596
are calculated with the relation: MRx = MR1 (nRx/nR1)2.
*2) The resulting lateral guide force can be calculated as follows: FL = MLH 0.241 [kN].
25.74.07.40
25.74.07.40 – Issue
D. Engine data
Number of cylinders 2nd order balancer *2)


6 B C
7 C C
8 A C
9 B C
10 B C
11 A C
12 B C
14 A C


Detailed calculations have to be
as standard to reduce the axial
carried out for every installation,
vibration in the crankshaft.
countermeasures to be selected ac-
6–14 However, the effect of the coupled
cordingly (shaft diameter, critical or
axial vibration to the propulsion
barred speed range, flywheel,
shafting components should be
tuning wheel, damper).
checked by calculation.

25.74.07.40 X.04X.04
– Rev.
D. Engine data

Dept. 7055
PO Box 414
CH-8401 Winterthur
Switzerland
Fax: +41-52-262 07 25
25.74.07.40
25.74.07.40 – Issue
D. Engine data
Shipyard: Hull No.:
Engine Engine type:
Rotation: clockwise anticlockwise Engine tuning (RT-flex): Standard DeltaTuning
Barred speed range accepted: Y N if yes, in which speed range: rpm
Shafting
Propeller
Type: FP CP Number of blades: 4 5 6
PTO Type: Free end gear (RTA) Tunnel gear Camshaft gear (RTA) Shaft generator
Frequency control system: No Thyristor Constant speed gear

25.74.07.40 X.04X.04
– Rev.
D. Engine data
Shipyard: Hull No.:
Engine Engine type:
Shafting
Water brake
Type: Manufacturer:
PTO Type: Free end gear Camshaft gear
25.74.07.40
25.74.07.40 – Issue
D. Engine data
Shipyard: Hull No.:
Engine Engine type:
Shafting
Propeller
Diameter: m

25.74.07.40 X.04X.04
– Rev.
D. Engine data
Shipyard: Hull No.:
Engine Engine type:
Shafting
Propeller Type: FP CP Number of blades: 4 5 6
Diameter: m
25.74.07.40
25.74.07.40 – Issue
D. Engine data
D7 Turbocharger and scavenge air cooler
ABB TPL and MHI MET are shown in figures D8 program (see section J1.2). Parameters and de-
and D9. The selection of scavenge air coolers fol- tails of the scavenge air coolers (SAC) are shown
lows the demand of the selected turbochargers. in table D9 and figure D7, weights of turbochargers
in table D10.

unit unit
SAC47F 330 195 000 0.55 t 20 600 2810 (3070) 1.0 3.6
SAC48F LT 220 195 000 0.55 490 2810 (3070) 1.0 3.6
t 20
SAC48F HT 110 195 000 0.27 110 2810 (3070) 1.0 3.5

Table D9 Scavenge air cooler parameters
water outlet (HT)

Air flow Air flow
water inlet (HT)

connecting tubes ”pre-stage” Remarks:
Singlestage SAC equipped with two on waterside interconnected cooler tube units ("pre
stage"). The smaller unit being placed upstream of air flow, facilitates cleaning procedure.
For twostage cooling application please contact Wärtsilä Switzerland Ltd.
F10.5242
Fig. D7 Scavenge air cooler details (rated at R1)

ABB
MHI (Mitsubishi)
Table D10Turbocharger weights

D. Engine data
D7.1 Turbocharger and scavenge air cooler selection
The SAC and TC selection for the engines RT-flex96C is given in the layout fields in figures D8 to D9.

R1 R1 R1
100 100 100
95 95 95
R3 R3 R3
90 90 90
2 x TPL85-B12
2 x SAC47/48
85 85 85
2 x TPL85-B11 2 x TPL85-B11
80 2 x SAC47/48 80 2 x SAC47/48 80
75 75 75 2 x TPL85-B11
2 x SAC47/48
70 70 70
90 95 100 90 95 100 90 95 100


R1 R1 R1
100 100 100
95 95 95
3 x SAC47/48
3 x TPL85-B11
R3 R3 R3
90 3 x SAC47/48 90 90
85 85 85
3 x TPL85-B11 3 x TPL85-B11
80 80 3 x SAC47/48 80
2 x TPL85-B12 3 x SAC47/48
2 x SAC47/48
75 75 75
70 70 70
90 95 100 90 95 100 90 95 100

Power [%] Power [%]

R1 R1
100 100
95 95
R3 R3
90 90
4 x TPL85-B11
3 x TPL85-B12 4 x SAC47/48
85 3 x SAC47/48 85
80 80
3 x TPL85-B11 3 x TPL85-B12
75 75 3 x SAC47/48
3 x SAC47/48
70 70
90 95 100 90 95 100
Speed [%] Speed [%]
F10.52298
Fig. D8 Turbocharger and scavenge air cooler selection (ABB TPL type turbocharger)

D. Engine data

R1 R1 R1
100 100 100
95 95 95
R3 R3 R3
90 2 x MET83SE 90 2 x MET83SE 90
2 x SAC47/48 2 x SAC47/48
2 x MET83SEII
85 85 85 2 x SAC47/48
80 80 80

75 75 75
2 x SAC47/48 2 x SAC47/48 2 x SAC47/48
70 70 70
90 95 100 90 95 100 90 95 100


R1 R1 R1
100 100 100
95 95 95 3 x MET83SEII
3 x SAC47/48
R3 R3 R3
3 x SAC47/48 3 x SAC47/48 3 x SAC47/48
85 3 x MET83SD 85 85
3 x SAC47/48
80 80 80

75 75 75
2 x SAC47/48 3 x SAC47/48 3 x SAC47/48
70 70 70
90 95 100 90 95 100 90 95 100

Power [%] Power [%]

R1 R1
100 100
95 95
R3 R3
90 90 4 x MET83SE
4 x SAC47/48
3 x MET83SEII
85 3 x SAC47/48 85
4 x MET83SD
4 x SAC47/48
80 80
3 x MET83SD
75 75 3 x MET83SEII
3 x SAC47/48
3 x SAC47/48
70 70
90 95 100 90 95 100
Speed [%] Speed [%]
F10.52299
Fig. D9 Turbocharger and scavenge air cooler selection (MHI MET type turbocharger)

D. Engine data
D8 Auxiliary blower
Table D11 shows the number of blowers required.
Number of auxiliary air blowers required 2 2 2 2 2 2 2 4
Table D11 Number of auxiliary blowers per engine
D9 Electric power requirement in [kW]

Supply voltage
consumers 6 7 8 9 10 11 12 14
Auxiliary blowers *1) 380 VAC / 50 Hz 2 x 80 2 x 95 2 x 104 2 x 104 2 x 104 2 x 142 2 x 142 4 x 95
(shaft input, estimated values) 440 VAC / 60 Hz 2 x 80 2 x 95 2 x 115 2 x 115 2 x 115 2 x 145 2 x 145 4 x 95
380 VAC / 50 Hz 9 12.5 –
Turning gear
440 VAC / 60 Hz 11 15 22
Cylinder lubrication CLU-3 *2) 380/440 VAC / 50/60 Hz 1.5
Control oil pumps
Servo automatic filter *2) 380/440 VAC / 50/60 Hz 0.1
1.6 1.8 2.0 2.2 2.4 2.6 2.8 3.2
*2) single phase
220 VAC 50/60 Hz 0.8 1.0 1.2
Servo oil pump control, box E87
single phase (for 4 pumps) (for 5 pumps) (for 6 pumps)
Additional monitoring devices acc. to
(e.g. oil mist detector etc.) maker specifications
Remark: *1) Power requirement of blower (shaft input) is indicated. The actual electric power requirement depends
on the size, type and voltage/frequency of the installed electric motor. The output of the installed motor should be
at least 10% higher than the maximum power demand at the shaft of the auxiliary blower.
Table D12 Electric power consumers
D10 Pressure and temperature ranges
Table D13 represents a summary of the required the pressure losses in the piping system, filters,
measured about 5 m above the crankshaft centre sure gauge to the values in the table on the next
line. The pump delivery head is obtained by adding page.
25.74.07.40
25.74.07.40 – Issue
D. Engine data

Medium System measurement
Inlet 3.0 5.0 – –

* 1)
LT circuit
(Scavenge air * 1)
cooling)
–
Lubricating oil
(high pressure)
Supply 4.8 6.0 40 50 –
Main bearing oil
Outlet – – – – –
Inlet 4.8 6.0 40 50

Lubricating oil


Inlet 0.7 – – – –
Outlet – – – 85 –
Fuel oil
Scavenge air
6.0 7.5
Air normal 6.5
6.0 7.5 – – –
normal 6.5 – – –
Deviation
Exhaust gas "50

–– See alarm setting values in tables H2 to H4.
Table D13 Pressure and temperature ranges

D. Engine data

E. Installation data
E1 Dimensions, masses and dismantling heights
Deck beam
X
E
F
D
C
G
M M1 N
K L I
A B
A’ F10.5297
Fig. E1 Engine dimensions
Dimensions in mm with a A 11564 13244 15834 17514 19194 20874 22554 25914
tolerance of approx. ± 10 mm A’ 12963 14643 17233 18913 20593 22273 23953 27313
B 4480
C 1800
D 10925
E 6020
F 12950/13000
G 2594
I 723
K 676
L 1944
M 1680
M1 2590
N 1220
R 750
X depending on crane height
Remarks: F: Minimum height to crane hook for vertical removal, arrangements with small/big hook
For removal with reduced minimum height, please contact WCH.
E: Dimension, when engine fitted with ABB TPL85. Other turbochargers cause other dimensions.
M, M1: M = Cylinder distance. M1 for engines with middle drive (8 to 14 cylinders).
R Housing with crank angle sensor; space for removal included.
Table E1 Engine dimensions
Wärtsilä Switzerland Ltd E–1 25.74.07.40 – Issue X.04 – Rev. 0

Net engine weight without oil/water [tonnes] 1160 1290 1470 1620 1760 1910 2050 2300
Minimum crane capacity [tonnes] 11.5
Remark: Weight: calculated according to nominal dimensions of drawings, including turbocharger and SAC, piping and platforms
There may be differences in weights, depending type of turbochargers.
Table E2 Engine masses
E1.1 Contents of fluid in the engine
Quantities referring to numbers of cylinders

System fluid
6 7 8 9 10 11 12 14
Cylinder cooling water [kg] 3350 3620 4050 4450 4670 5430 5600 6900
Lubricating oil [kg] 2410 2640 3080 3420 3740 4040 4350 4980
Water in scavenge [kg] 1240 1240 1240 1240 1880 1880 1880 2520
air cooler(s) *1)
Total of water and oil in
[kg] 7000 7500 8370 9110 10290 11350 11830 14400
engine *2)
Remark: *1) The given water content is approximate.

*2) These quantities include engine piping except piping of scavenge air cooling.
Table E3 Fluid quantities in the engine
25.74.07.40 – Issue X.04 – Rev. 0 E–2 Wärtsilä Switzerland Ltd

E2 Engine outlines
The following engine outline illustrations are pro- This selection doesn’t cover all variations of the
duced to scale. They represent engine arrange- RT-flex96C engines. The drawings of other com-
ments with ABB TPL and MHI MET turbo- binations (number of cylinders, number and type
chargers. of turbochargers) are available on request.
Driving end
Free end
= Approx. centre of gravity
Scale in mm
336.770/338.733
Fig. E2 End elevation of Sulzer RT-flex96C engines with ABB TPL85-B turbochargers

Exhaust side elevation
Scale in mm
Plan view
336.287a
Fig. E3 Exhaust side elevation and plan view of Sulzer 7RT-flex96C engine with 2 x ABB TPL85-B turbochargers

Scale in mm
Plan view
337.924a

Scale in mm
Plan view
338.733

Scale in mm
Plan view
336.770

25.74.07.40 – Issue X.04 – Rev. 0

E–8
E.
Scale in mm
341.940
Fig. E7 Exhaust side elevation of Sulzer 14RT-flex96C engine with 4 x ABB TPL85-B turbochargers
RT-flex96C
Installation data

E.
Plan view

RT-flex96C
Installation data
E–9
Scale in mm
341.940
Fig. E8 Plan view of Sulzer 14RT-flex96C engine with 4 x ABB TPL85-B turbochargers
25.74.07.40 – Issue X.04 – Rev. 0

Driving end
Free end
Scale in mm
336.064
Fig. E9 End elevation of Sulzer RT-flex96C engines with MHI MET83SE turbochargers

Scale in mm
Plan view
336.064
Fig. E10 Exhaust side elevation and plan view of Sulzer 8RT-flex96C engine with 2 x MHI MET83SE turbochargers

25.74.07.40 – Issue X.04 – Rev. 0

E–12
E.
Scale in mm
336.281
Fig. E11 Exhaust side elevation of Sulzer 14RT-flex96C engine with 4 x MHI MET83SE turbochargers
RT-flex96C
Installation data

E.
Plan view

RT-flex96C
Installation data
E–13
Scale in mm
33.281
Fig. E12 Plan view of Sulzer 14RT-flex96C engine with 4 x MHI MET83SE turbochargers
25.74.07.40 – Issue X.04 – Rev. 0

E2.1 Engine seating
Remarks:
*1) Final height h to be determined by shipyard.
*2) Chock thickness to be determined by the shipyard.
Note:
This is a typical example, other foundation arrangements may be possible.
246.401b
Fig. E13 Engine seating (foundation) with epoxy resin chocks

F1.1 Introduction
the engine exhaust gas, or simply by auxiliary gen-
erator sets.
Ship service steam

Exhaust gas
econimiser
Steam turbine
Ship service power
Power turbine
G Aux. engine
G Aux. engine
G Aux. engine
F10.5321
Fig. F1 Heat recovery, typical system layout
Wärtsilä Switzerland Ltd F–1 25.74.07.40 – Issue X.04 – Rev. 0

F1.2 System description and layout F3.2 PTO power and speed
Generator speed
[rpm]
Power [kWe]
1800
F2 Waste heat recovery *1)
Table F1 PTO power and speed
a waste heat recovery system (see figure F1) the

F3 Power take off (PTO)


space available.
F3.1 Arrangements of PTO
Figure F2 illustrates various arrangements for

T1 T2 T3
T T

T Thyristor bridge
Generator
F10.5231
Fig. F2 Tunnel PTO gear
25.74.07.40 – Issue X.04 – Rev. 0 F–2 Wärtsilä Switzerland Ltd

G1 General information
G1.1 Introduction
Sizing engine ancillary systems, i.e. for fresh

water, lubricating oil, fuel oil, etc., depends on the
contract maximum engine power. If the expected
system design is outside the scope of this book
please contact our representative or Wärtsilä Ltd,
G1.2 Part-load data
The engine part-load data can be determined with

the help of the winGTD-program.
G1.3 Engine system data
The data contained in tables G1 to G6 are appli-

cable to the nominal maximum continuous rating
(R1) of each six- to twelve- and fourteen-cylinder
engine at design (tropical) conditions. They are
suitable for estimating the size of ancillary equip-
ment.
The winGTD-program enables to obtain all engine

and system data at any Rx rating within the engine
rating field and of part-load, as mentioned above.
However, for convenience or final confirmation

when optimizing the plant, Wärtsilä Switzerland
Ltd provide a computerized calculation service.
Please complete in full the questionnaire on the
next page to enable us to supply the necessary
data.

G1.3.1 Questionnaire for engine data
In order to obtain computerized engine performance data and optimized ancillary system data, please
send completed copy of this questionnaire to:
Wärtsilä Switzerland Ltd, PO Box 414,

Dept. 4052, CH-8401 Winterthur, Switzerland.
or fax:
Fax No. +41 52 262 07 07
Client specification
Company:
Name:
Address:
Department:
Country:
Telephone:
Telefax:
e-mail:
Date of contact:
Project specification
Project number:
Shipowner, country:
Shipyard, country:
Project manager:
Wärtsilä representative:
Engine specification
Number of cylinders: RT-flex96C
PTO: Yes No (continue to ‘Rating point’ below)
(see PTO options, table F1)
Max. PTO [kW] 700 1200 1800
Speed [rpm]: 1000 1200 1500 1800
Rating point (CMCR = Rx)

Power: kW
Speed: rpm
Cooling system specification

Central fresh water cooling with single-stage scavenge air cooler and integrated HT circuit
Central fresh water cooling with single-stage scavenge air cooler and separate HT circuit
Central fresh water cooling with two-stage scavenge air cooler and integrated HT circuit
Calculations are based on an operating mode according to propeller law and design (tropical) conditions.

at nominal maximum continuous rating (R1)
Cooling with integrated HT circuit
HT circuit
LT
Engine equipped with Lubricating
oil cooler
ABB TPL turbochargers
Scavenge air
for Mitsubishi turbochargers cooler (LT)
use data from the winGTD program
(se chapter J). Recirculation
Central
cooler
F10.1907 Inlet Outlet
Fig. G1 Central fresh water cooling system with single-stage SAC and integrated HT circuit
General data Number of cylinders – 6 7 8 9

Speed 102 rpm Engine power kW 34 320 40 040 45 760 51 480
Number and type of turbochargers 2 x ABB TPL85-B11 2 x ABB TPL85-B11 2 x ABB TPL85-B12 3 x ABB TPL85-B11
Cylinder cooling (HT) heat dissipation kW 5109 6139 7189 7698

Fresh water flow m3/h 265 318 373 399
Fresh water temperature engine in/out °C 73.0/90.0 73.0/90.0 73.0/90.0 73.0/90.0
Scavenge air cooler (LT) heat dissipation kW 11740 13591 15411 17610
Fresh water flow (LT) m3/h 440 440 440 660
Fresh water temperature cooler in/out °C 36.0/59.1 36.0/62.8 36.0/66.3 36.0/59.1
Scavenge air mass flow kg/h 249781 291411 333041 374671
Lubricating oil cooler heat dissipation *1) kW 3682 4276 4881 5540
Oil flow *1) m3/h 553 628 703 787
Oil temperature cooler in/out °C 58.6/45.0 58.9/45.0 59.1/45.0 59.3/45.0
Mean log. temperature difference °C 10.7 10.8 10.9 11.0
Central cooler heat dissipation kW 20531 24005 27481 30849

Sea-water flow m3/h 901 1054 1206 1354
Sea-water temperature cooler in/out °C 32.0/52.0 32.0/52.0 32.0/52.0 32.0/52.0
Exhaust gas heat dissipation *2) kW 10393 12125 13857 15589

Mass flow kg/h 253255 295464 337673 379882
Temperature after turbine °C 314 314 314 314
Engine radiation kW 296 333 368 402
Starting air *3) at design pressure bar 25 30 25 30 25 30 25 30

Bottle (2 units) capacity each m3 9.9 8.5 11.5 9.9 13.4 11.5 14.9 12.9
Air compressor (2 units) capacity each m3/h 250 260 290 300 340 350 380 390
Pump capacities / delivery head *4) m3h bar m3/h bar m3/h bar m3/h bar
Lubricating oil 553 7.5 628 7.5 703 7.5 787 7.5
Crosshead lubricating oil 72 6.2 84 6.2 96 6.2 108 6.2
High temperature circuit (cylinder cooling) 265 3.0 318 3.0 373 3.0 399 3.0
Low temperature circuit 759 2.2 810 2.2 863 2.2 1140 2.2
Fuel oil booster 15.4 7.0 18.0 7.0 20.6 7.0 23.2 7.0
Fuel oil feed 8.6 5.0 10.0 5.0 11.4 5.0 12.9 5.0
Sea-water 901 2.2 1054 2.2 1206 2.2 1354 2.2
Remark: *1) Excluding heat and oil flow for balancer, damper and PTO gear.
*2) Available heat for boiler with gas outlet temperature 170°C and temperature drop 5°C from turbine to boiler.
*3) For 12 starts and refilling time 1 hour.
*4) Pressure difference across pump (final delivery head must be according to the actual piping layout).
Table G1 R1 data for central fresh water cooling system with single-stage SAC and integrated HT circuit



Oil flow *1) m3/h 862 937 1012 1171

Sea-water flow m3/h 1507 1660 1813 2113

Mass flow kg/h 422091 464301 506510 590928

Lubricating oil 862 7.5 937 7.5 1012 7.5 1171 7.5
Fuel oil booster 25.7 7.0 28.3 7.0 30.9 7.0 36.0 7.0
Fuel oil feed 14.3 5.0 15.7 5.0 17.2 5.0 20.0 5.0
Sea-water 1507 2.2 1660 2.2 1813 2.2 2113 2.2

Cooling with separate HT circuit

HT circuit
LT
Engine equipped with Lubricating Cylinder water
oil cooler cooler
Scavenge air
(see chapter J). Recirculation
Central
cooler
Fig. G2 Central fresh water cooling system with single-stage SAC and separate HT circuit

Cylinder water cooler (HT) heat dissipation kW 5109 6139 7189 7698
Fresh water flow (HT) m3/h 265 318 373 399
Fresh water temperature (LT) cooler in/out °C 46.0/59.9 46.0/60.4 46.0/60.7 46.0/59.9

Oil flow *1) m3/h 553 628 703 787

Sea-water flow m3/h 901 1054 1206 1354

Mass flow kg/h 253255 295464 337673 379882

Lubricating oil 553 7.5 628 7.5 703 7.5 787 7.5
Fuel oil booster 15.4 7.0 18.0 7.0 20.6 7.0 23.2 7.0
Fuel oil feed 8.6 5.0 10.0 5.0 11.4 5.0 12.9 5.0
Sea-water 901 2.2 1054 2.2 1206 2.2 1354 2.2
Table G3 R1 data for central fresh water cooling system with single-stage SAC and separate HT circuit



Oil flow *1) m3/h 862 937 1012 1171

Sea-water flow m3/h 1507 1660 1813 2113

Mass flow kg/h 422091 464301 506510 590928

Lubricating oil 862 7.5 937 7.5 1012 7.5 1171 7.5
Fuel oil booster 25.7 7.0 28.3 7.0 30.9 7.0 36.0 7.0
Fuel oil feed 14.3 5.0 15.7 5.0 17.2 5.0 20.0 5.0
Sea-water 1507 2.2 1660 2.2 1813 2.2 2113 2.2

Cooling with integrated HT circuit Engine cylinder cooling
LT
Engine equipped with Lubricating HT
oil cooler Scavenge air
ABB TPL turbochargers cooler (HT)
Scavenge air
use data from the winGTD program Recirculation
(see chapter J).
Central
cooler
Fig. G3 Central fresh water cooling system with two-stage SAC and integrated HT circuit


Scavenge air cooler (HT heat dissipation kW 7149 7836 8379 10723
Oil flow *1) m3/h 553 628 703 787

Sea-water flow m3/h 901 1054 1206 1354

Mass flow kg/h 253255 295464 337673 379882

Lubricating oil 553 7.5 628 7.5 703 7.5 787 7.5
Fuel oil booster 15.4 7.0 18.0 7.0 20.6 7.0 23.2 7.0
Fuel oil feed 8.6 5.0 10.0 5.0 11.4 5.0 12.9 5.0
Sea-water 901 2.2 1054 2.2 1206 2.2 1354 2.2
Table G5 R1 data for central fresh water cooling system with two-stage SAC and integrated HT circuit



Scavenge air cooler (HT) heat dissipation kW 11434 12049 12568 15672
Oil flow *1) m3/h 862 937 1012 1171

Sea-water flow m3/h 1507 1660 1813 2113

Mass flow kg/h 422091 464301 506510 590928

Lubricating oil 862 7.5 937 7.5 1012 7.5 1171 7.5
Fuel oil booster 25.7 7.0 28.3 7.0 30.9 7.0 36.0 7.0
Fuel oil feed 14.3 5.0 15.7 5.0 17.2 5.0 20.0 5.0
Sea-water 1507 2.2 1660 2.2 1813 2.2 2113 2.2

G2 Piping systems
G2.1 Cooling and pre-heating water systems
G2.1.1 Central fresh water cooling

system
The cooling system of the RT-flex96C engine runs The cylinder cooling water outlet from the engine
on either one of the following standard layout: is thermostatically controlled by an automatic
valve (012). A static pressure head is provided,
thermal expansion allowed and water losses made
up by the expansion tank (021, 022), to be installed
circuit (see figure G4) or separate HT circuit
as high as possible above the pump suction (014)
(see figure G5).
to prevent ingress of air into the cooling system
– Central fresh water cooling system with two- through the pump gland. The fresh water gener-
stage scavenge air cooler for heat recovery ator (020) is not to require more than 50 per cent
and integrated HT circuit (see fig. G6). of the heat dissipated from the cylinder cooling
water at CMCR and is to be used at engine loads
The scavenge air cooler consists of two cooler el- above 40 per cent only. In case more heat is re-
ements which either are connected in series as quired (up to 85%), an additional temperature con-
single-stage cooler or parallel as two-stage cooler, trol system is to be installed ensuring adequate
see illustration in fig D7. The cooler elements as control of the cylinder cooling water outlet tem-
well as the housing are similar for both cooling perature (information can be obtained from WCH).
systems.
Correct treatment of the fresh water is essential for
The central fresh water cooling system showed in safe engine operation. Only totally demineralized
figures G4 to G6 reduces the amount of sea-water water or condensate must be used as water and it
pipework and its attendant problems. This pro- must be treated with a suitable corrosion inhibitor
vides for improved cooling control. Optimizing cen- to prevent corrosive attack, sludge formation and
tral cooling results in lower overall running costs scale deposits in the system. No internally galvan-
when compared with the conventional sea-water ized steel pipes should be used in connection with
cooling system. treated fresh water, since most corrosion inhibitors
have a nitrite base. Nitrites attack the zinc lining of
The cooling medium for the cylinder water cooler galvanized piping and create sludge.
is fresh water as well as for the central cooling
system.


Control / feedback
347.521
Fig. G4 Central fresh water cooling system with single-stage scavenge air cooler and integrated HT circuit


003 High sea chest
022 Cooling water expansion tank for HT circuit *1) If requested, two low sea chests are applicable.
023 Filling pipe / inlet chemical treatment *3) *2) When using a valve, lock in proper position to avoid mis
have to be fitted.
347.521
Table G7 Central fresh water cooling system with single-stage scavenge air cooler and integrated HT circuit


Control / feedback
333.620c
Fig. G5 Central fresh water cooling system with single-stage scavenge air cooler and separate HT circuit


003 High sea chest
021 Cooling water expansion tank for LT circuit Remarks:
025 Scavenge air cooler *2) When using a valve, lock in proper position to avoid mis
026 Cylinder cooling water cooler handling.
have to be fitted.
333.620c
Table G8 Central fresh water cooling system with single-stage scavenge air cooler and separate HT circuit


Control / feedback
333.600
Fig. G6 Central fresh water cooling system with two-stage scavenge air cooler and integrated HT circuit


003 High sea chest
024 Scavenge air cooler, LT Remarks:
5 Scavenge air cooler, cooling water inlet, LT *5) allow for engine thermal expansion, or expansion parts
have to be fitted.
333.600
Table G9 Central fresh water cooling system with two-stage scavenge air cooler and integrated HT circuit

G2.1.2 Pre-heating system
To prevent corrosive liner wear when not in service Example for 8RT-flex96C
during short stays in port, it is important that the – Estimated heating-up time: 6 h.
main engine is kept warm. Warming-through can – Engine ambient temperature: 40 °C.
be provided by a dedicated heater (016) as shown – Required engine temperature: 60 °C.
in figures G4 to G6 ‘Central fresh water cooling From the graph in figure G7:
system’, using boiler raised steam, hot water from • the approximate amount of heat per cylin-
the diesel auxiliaries, or by direct circulation from der is 26 kW.
the diesel auxiliaries. If the requirement is for a • heater capacity required is
separate pre-heating pump, an additional non-re- 8 26 kW = 208 kW.
turn valve between the main pumps and the heater
is to be installed. The appropriate value of the pre- 300
heating pump’s capacity is indicated in tables G7 240
and G9. In addition, the pumps are to be electrically 180

interlocked to prevent both pumps running at the 140

120
same time. The operation of the heater is con- 100 10
trolled by a separate temperature sensor installed 80
at the engine outlet and the flow rate is set by a 60 20

50
throttling disc. If the diesel auxiliaries are to be
40
used to provide warming-through directly, it is im- 30
30
portant at the design stage to ensure that there is
sufficient heat available and that cross-connecting 20 40
pipework and isolating non-return valves are in-

cluded. 10
50
1 1.5 2 3 4 5 6 8 10 12
Before starting and operating the engine, a tem- F10.3717
Heating up time [h]
perature of 60°C at the cylinder cooling water
Fig. G7 Engine pre-heating power
outlet of the main engine is recommended.
To estimate the heater power capacity required to

ure G7. To reach the required capacity per cylin-

G2.2 Lubricating oil systems
G2.2.1 General The cylinders are lubricated by a separate system

working on the once-through principle, i.e. fresh
Lubrication of the main bearings, thrust bearings, lubricating oil is directly fed into the cylinders to
bottom-end bearings, camshaft bearings, cross- provide lubrication for the liners, pistons and piston
head bearings, together with the piston cooling, is rings.
carried out by the main lubricating oil system, see
figure G8 ‘Main lubricating oil system and cylinder For normal operating conditions, a high-alkaline
lubricating oil system’. The elevated lub. oil pres- marine cylinder oil of the SAE 50 viscosity grade
sure for the crosshead bearings is obtained using with a minimum kinematic viscosity of 18.5 cSt at
separate pumps. The cylinder liner lubrication is 100°C must be used. The alkalinity of the oil is indi-
carried out by a separate system as shown in the cated by its Base Number (BN).
upper part of figure G8. The consumption of sys-
tem oil and cylinder lubricating oil is indicated in Note:
table A1. The ‘Base Number’ or ‘BN’ was formerly known as
‘Total Base Number’ or ‘TBN’. Only the name has
The products listed in table G10 ‘Lubricating oils’ changed, values remain identical.
were selected in co-operation with the oil suppliers
and are considered appropriate for the application
indicated. G2.2.2 Optional lubricating oil systems
Wärtsilä Switzerland Ltd does not accept any liabil- for turbochargers
ity for the quality of the supplied lubricants or their
performance in actual service. The ABB TPL and Mitsubishi MET turbochargers
feature journal bearings which are lubricated from
In addition to the oils shown in the mentioned list, the engine’s lubricating system.
there are other brands which might be suitable for As an option, a separate lubricating system (fig. G9
the use in Sulzer diesel engines. Information con- and G10) which only serves the turbochargers can
cerning such brands may be obtained on request be supplied. For more information please contact
from Wärtsilä Switzerland Ltd, Winterthur. WCH.
For lubricating oil of turbochargers equipped with
For the Sulzer RT-flex96C engines which are de- separate lub. oil systems, the recommendations
signed with oil-cooled pistons, the crankcase oils given by the supplier must be observed.
typically used as system oil have the following
properties (see also table G10, ‘lubricating oils’):
• SAE 30.
• Minimum BN of 5 detergent properties.
• Load carrying performance of the FZG gear
machine method IP 334/90: FZG load stage
fail 11.
• Good thermal stability.
• Antifoam properties.
• Good demulsifying performance.

G2.2.3 Lubricating oil maintenance and

treatment
Treatment of the system oil by self-cleaning separ-

ators is absolutely necessary to maintain the oil in
good condition over a long working period.
In order to remove any water from the lubricating
oil the separator has to operate as a purifier of the
full discharge type. Pre-heating of the oil between
90–95°C will increase the efficiency of the separ-
ation process.
The minimum throughput of the lubricating oil sep-

arator is determined by the contracted maximum
power (CMCR) of the engine as follows:
.
V separator(CMCR) + 0.14 dm 3ńkWh
Example:
Estimation of minimum throughput
of the lubricating oil separator for
Sulzer 8RT-flex96C with CMCR at 45 760 kW
.
V separator(CMCR) + 0.14 @ 45 760 + 6406 dm 3ńh
The separator throughput related to its nominal ca-

pacity has to conform to the recommendations of
the separator manufacturer. This separator should
never be used for fuel oil separation, to prevent
cross-contamination of the lubricating oil.

Bearing lub. oil pipes

Crosshead lub. oil pipes
Cylinder lub. oil pipes
Transfer/dirty lub. oil pipes
Drain / overflow pipes
Air vent pipes
Pipes on engine / pipe connections
246.819a
22 Lubricating oil drain from bedplate

24 Lubricating oil inlet
002 Lubricating oil drain tank 26 Cylinder lubricating oil inlet
003 Heating coil 27 Crosshead lub. oil inlet
004 Suction filter
005 Lubricating oil pump *1) Remarks:
006 Lubricating oil cooler *1) The lub. oil pumps (pos. 005) and the crosshead lub oil pumps (pos. 013) are
007 Automatic temperature control valve; to be interlocked so that the crosshead lub. oil pumps never can run alone.
constant temp. at engine inlet: 45 °C *2) Alternatively, the cylinder oil can be fed directly from the storage tank by grav
ity to the lubricators. If this arrangement is preferred, the storage tank is to be
008 Lubricating oil filter
located at the same height as requested for the daily tank and the feed pipe to
009 Reduction piece the lubricators is provided with a flow meter.
010 Deck connection
*4) The bypass line with the pressure control valve can be omitted if the main
011 Cylinder lubricating oil storage tank *2) lubricating oil pumps have a builtin pressure control and safety valve or if
012 Cylinder lubricating oil daily service tank centrifugal pumps are used.
013 Crosshead lubricating oil pump Air vent pipes and drain valves where necessary.
014 Pressure control valve Air vent and drain pipes must be fully functional at all inclination angles of the
015 Automatic oil filter (on engine) ship at which the engine must be operational.
Fig. G8 Main lubricating oil system

001 Turbocharger ABB TPL85B

002 Lubricating oil drain tank
003 Heating coil
004 Suction filter
007 Automatic temperature control valve
18 Lubricating oil outlet
30 Air vent manifold

Overflow/drain pipes
Air vent pipes
Pipes on engine / pipe
connections
Remarks:
For pump capacity, temperatures and oil viscosity, please refer to the winGTD program.
Air vent and drain pipes must be fully functional at all inclination angles of the ship at
which the engine must be operational.
246.700a
Fig. G9 Lubricating oil system for 2 x ABB-TPL turbochargers


003 Heating coil
004 Suction filter

Air vent pipes
connections
Remarks:
246.700a

Cylinder oil Cylinder oil

Oil Supplier System oil HFO HFO
more than 1% sulphur (BN 70–80) less than 1.5% sulphur (BN 40)
BP Energol OE-HT 30 Energol CLO 50M Energol CL-DX 405

Cyltech 80AW
Castrol CDX 30 Cyltech 70 Cyltech 40 SX
Mobilgard 300 Mobilgard 570

ExxonMobil Mobilgard L 540
EXXMAR XA EXXMAR X 70
ChevronTexaco Veritas 800 Marine Oil 30 Taro Special HT 70

(FAMM)
Melina S Oil 30
Shell Alexia Oil 50 Alexia LS
Melina Oil 30
Total Atlanta Marine D 3005 Talusia HR 70 Talusia LS40
Table G10 Lubricating oils
Note
The application must be in compliance with the
Wärtsilä general lubricating oil requirements and
recommendations. The supplying oil company un-
dertakes all responsibility for the performance of
the oil in service to the exclusion of any liability of
Wärtsilä Switzerland Ltd.
25.74.07.40
25.74.07.40 – Issue
– Rev. 0 1 G–22 Wärtsilä Switzerland Ltd
G2.3 Fuel oil systems
G2.3.1 Fuel oil requirements
In Table G11 ‘Fuel oil requirements’ some heavy The CCAI (Calculated Carbon Aromaticity Index,
fuel oil specifications are given. The values in the ISO 8217: 1996) is a function of viscosity and den-
column ‘Bunker limit’ (RMK55) indicate the mini- sity, and is an indication of the ignition quality for
mum quality of heavy fuel as bunkered. Good op- medium and high-speed diesel engines. In low-
erating results have been achieved with commer- speed engines ignition delay as given by the CCAI
cially available fuels within these limits. The is of less importance. There is no rigidly applicable
column ‘Recommended fuel quality’ is an example limit for this quantity, but good results have been
of a good quality fuel of the type commonly used in obtained with commercially available fuels which
Sulzer diesel engines. The use of this variety of fuel have CCAI values up to 870.
can be expected to have a positive influence on
overhaul periods, by improving combustion, wear The maximum admissible viscosity of the fuel that
and exhaust gas composition. can be used in an installation depends on the heat-
The fuel oil as bunkered must be processed before ing and fuel preparation facilities available. As a
it enters the engine. The difference between the guidance, the necessary pre-heating temperature
recommended fuel quality of bunker and at engine for a given nominal viscosity can be taken from the
inlet is an approximate indication of the improve- viscosity/temperature chart in figure G11.
ment that must be achieved by fuel oil treatment. The recommended viscosity range of fuel entering
If catalyst fines are present they must be removed. the engine is: 13–17 mm2/s (cSt).
The fuel oil should contain no foreign substances
or chemical waste, hazardous to the safety of the
ship or detrimental to the performance of
machinery.
Parameter Unit Bunker limit Test method *1) Recommended fuel quality
ISO 8217:1996
Bunker Engine inlet
class F, RMK55
Density at 15°C [kg/m3] max. 1010 *2) ISO 3675: 1993 max. 1010 max. 1010
Kinematic viscosity [mm2/s(cSt)] – ISO 3104: 1994 – 13–17
• at 50°C [mm2/s(cSt)] – ISO 3104: 1994 max. 730 –
• at 100°C [mm2/s(cSt)] max. 55.0 ISO 3104: 1994 max. 55.0 –
Carbon residue [m/m (%)] max. 22 ISO 10370: 1993 max. 15 max. 15
Sulphur [m/m (%)] max. 5.0 ISO 8754: 1992 max. 3.5 max. 3.5
Ash [m/m (%)] max. 0.20 ISO 6245: 1993 max. 0.05 max. 0.05
Vanadium [mg/kg (ppm)] max. 600 ISO 14597: 1997 max. 100 max. 100
Sodium [mg/kg (ppm)] – AAS max. 50 max. 30
Aluminium plus Silicon [mg/kg (ppm)] max. 80 ISO 10478: 1994 max. 30 max. 15
Total sediment, potential [m/m (%)] max. 0.10 ISO 10307: 1993 max. 0.10 max. 0.10
Water [v/v (%)] max. 1.0 ISO 3733: 1976 max. 1.0 max. 0.3
Flash point [°C] min. 60 ISO 2719: 1988 min. 60 min. 60
Pour point [°C] max. 30 ISO 3016: 1994 max. 30 max. 30
Remark: *1) ISO standards can be obtained from the ISO Central Secretariat, Geneva, Switzerland (www.iso.ch).
*2) Limited to max. 991 kg/m3 (ISO-F-RMH55), if the fuel treatment plant cannot remove water from high density fuel oil.
Table G11 Fuel oil requirements

Recommended viscosity range before fuel supply unit
Example:
To obtain the recommended viscosity before the fuel supply unit, fuel oil of 380mm2/s (cSt) at 50°C
must be heated up to 130-140°C.
F10.4779
Fig. G11 Fuel oil viscosity/temperature diagram

G2.3.2 Fuel oil treatment
Figure G12 ‘Heavy fuel oil treatment layout’ is a To achieve a good separating effect, the through-
schematic diagram of a fuel oil treatment plant. put and the temperature of the fuel must be ad-
The following points should be considered before justed in relation to the viscosity. With high-viscos-
designing a system. ity fuels, the separating temperature must be
increased whereas the throughput must be de-
Gravitational settling of water and sediment in creased in relation to the nominal capacity of the
heavy fuel oils is an extremely slow process due to separator. For recommended operating data, refer
the small density difference between the oil and the also to the separator instruction manual.
sediment. To achieve the best settling results, the
surface area of the settling tank should be as large A mesh size of maximum 50 microns is the abso-
as possible, because the settling process is a func- lute minimum requirement for the fuel oil filter. This
tion of the fuel surface area of the tank, the viscos- specified filtration grade conforms to a high reliabil-
ity and the density difference. The purpose of the ity and optimal cleaning efficiency of the centrifugal
settling tank is to separate the sludge and water separators.
contained in the fuel oil, to act as a buffer tank and
to provide a suitable constant oil temperature of Cat fines may, for various reasons, be present in
60°C to 70°C. the fuel when entering the engine. Excessive pis-
ton ring and cylinder liner wear on all cylinders is
It is advisable to use separators without gravity often caused by cat fines in the fuel oil. It is obvious
disc to meet the requirements for heavy fuel separ- that other exposed parts e.g. fuel pumps, fuel in-
ation up to 730 mm2/s at 50°C and make the con- jection valves, piston rod and piston rod stuffing
tinuous and unattended onboard operation easier. boxes will be also damaged if a high content of cat
As it is usual to install a stand-by separator as a fines is present in the fuel oil.
back-up, it is of advantage to use it to improve the
separation. For the arrangement of separators, The use of an automatic self-cleaning filter with a
refer to the manufacturer’s instructions. The effec- mesh size of 10 microns installed on the low-tem-
tive separator throughput is to be in accordance perature side of the pressurized fuel oil system will
with the maximum consumption of the diesel additionally protect the engine from serious dam-
engine plus a margin of 15–20 per cent, which ages by removing cat fines which may have
ensures that separated fuel oil flows back from the passed through the separator(s). This filter will
daily tank to the settling tank. The separators are also indicate changes in the separator efficiency
to be in continuous operation from port to port. and/or in the fuel quality.
Such an additional investment should especially
Figure G12 ‘Heavy fuel oil treatment layout’ shows be considered where, due to the ship’s trading
individual positive displacement type pumps but it route, the risk of bunkering fuel with a high cat fines
is also acceptable to have these pumps integrated content is prevalent.
in the separator. It is important that the pumps op-
erate at constant capacity in order to achieve equal
results over the whole operating time.
The separation temperature is to be controlled
within ± 2°C by a preheater.
Wärtsilä Switzerland Ltd G–25 25.74.07.40 – Issue

25.74.07.40 X.04X.04
– Rev.
Remarks:
001 HFO settling tank, heated and insulated *1) Pump may be omitted if integrated in separator.
002 HFO daily tank, heated and insulated *2) Separator capacity related to viscosity in accordance
003 MDO daily tank with instructions of separator manufacturer.
004 Suction filter *3) Vent chamber in funnel.
005 HFO separator supply pump, with safety valve *1) *4) Connection pipe optional.
006 HFO/MDO separator supply pump, safety valve *1) Air vent and drain pipes must be fully functional at all
007 HFO preheater inclination angles of the ship at which the engine must be
008 Selfcleaning HFO separator *2) operational.
009 Selfcleaning HFO/MDO separator *2)
010 Threeway valve, diaphragm operated
011 Sludge tank HFO pipes, heated and insulated
012 Fuel oil overflow tank
013 Air vent collector MDO pipes
014 Air vent manifold Air vent pipes
Drain & overflow pipes 333.729/2
Fig. G12 Heavy fuel oil treatment layout

G2.3.3 Pressurized fuel oil system
The system shown in figure G13 is recommended

for use with engines burning heavy fuel oils. Fuel
oil from the heated daily tank (002, figure G12)
passes through the three-way valve (002, figure
G13), filter (003) and is transferred to the mixing
unit (006) by the low-pressure feed pump (004).
The high-pressure booster pump (007) transfers
the fuel through the heater (008), viscosimeter and
the filter (010) to the fuel supply unit (012).
Circulation is maintained via pipework back to the

mixing tank which equalizes the fuel oil tempera-
ture between the hot oil returning from the engine
and the cooler oil from the daily tank. The pressure
regulating valve (005) controls the delivery of the
low-pressure pump and ensures that the dis-
charge pressure is 1 bar above evaporation pres-
sure to prevent entrained water from flashing off
into steam.

001 Main engine RTflex96C Remarks:

002 Threeway valve, manually or remotely operated *1) The return pipe may also be led to the HFO daily tank.
003 Fuel oil suction filter, heated (trace heating acceptable) Feed pumps (pos. 004) must be installed below MDO and
004 Low pressure feed pump daily tanks.
005 Pressure regulating valve All heaters to be fitted with thermometers, relief valves, drains
and drip trays.
006 Mixing unit, heated and insulated
Steam tracers on main engine are laid out for 7 bar saturated
007 High pressure booster pump
steam.
008 Fuel oil endheater Air vent and drain pipes must be fully functional at all inclina
009 Viscosimeter tion angles of the ship at which the engine must be oper
010 Fuel oil filter, heater (trace heating acceptable) ational.
011 Pressure retaining valve
012 Fuel supply unit HFO pipes, heated and insulated
013 Fuel rail unit
MDO pipes
31 Fuel oil inlet, supply unit
Heating pipes
32 Fuel oil outlet
Air vent pipes
33 Fuel leakage pipe rail unit
Drain & overflow pipes
34 Fuel leakage pipe
333.729/1
Fig. G13 Pressurized fuel oil system

G2.4 Starting and control air system
004
Clean and dry instrument air

7-8 bar
supplied from board.
001
003 003
005
Remarks:
Drain plugs and drain cocks where necessary.
002 002
41 Starting air inlet
42 Control air inlet, in case of board supply failure
43 Control air inlet (for control system and air spring)
002 Starting air compressor, 25/30 bar
003 Starting air receiver, 25/30 bar Starting air feed pipes
004 Distribution pipe with automatic starting air shutoff valve Control air pipes
005 Pressure reducing valve, from 25/30 to 7-8 bar Ancillary equipment pipes
Drain pipes
333.320a
Fig. G14 Starting and control air system

Figure G14 is a typical layout for the starting and Control air inlet (42): The air piping system is ar-
control air system. ranged in such way that, upon failure of the ship-
Control air inlet (43): The compressed air required board system supply, compressed air will be taken
for the pneumatic control system of the engine and from the starting air system.
for the air springs of the exhaust valves is primarily
taken from the shipboard system. The air must be
clean and dry in order to prevent blockages occur-
ring in the control units.
Starting air Air receivers Air compressors JEng *2)

Number of starts requested by the classi-
12 *1) 12 *1)
fication societies for reversible engines
Max. air pressure Free air delivery at
Pressure range
25 [bar] 30 [bar] 25 [bar] 30 [bar]
No. of cylinders Number x volume [m3] Number x capacity [Nm3/h] [kgm2]
6 2 x 9.9 2 x 8.5 2 x 250 2 x 260 258 500
7 2 x 11.5 2 x 9.9 2 x 290 2 x 300 298 200
8 2 x 13.4 2 x 11.5 2 x 340 2 x 350 340 400
9 2 x 14.9 2 x 12.9 2 x 380 2 x 390 382 400
10 2 x 16.5 2 x 14.2 2 x 420 2 x 430 418 900
11 2 x 18.1 2 x 15.5 2 x 460 2 x 470 455 100
12 2 x 19.7 2 x 16.8 2 x 500 2 x 510 489 300
14 2 x 22.9 2 x 19.5 2 x 600 2 x 620 565 000
Remark: *1) 12 consecutive starts of the main engine, alternating between ahead and astern.
*2) Data given for engines without damper and front disc on crankshaft but included smallest flywheel.
Table G12Air receiver and air compressor capacities
The capacity of the air compressor and receiver The air receiver and compressor capacities of
depends on the total inertia (JTot) of the rotating table G12 refer to a relative inertia (JRel = 2.0).
parts of the propulsion system too. For other values than 2.0, the air receiver and com-
pressor capacities have to be calculated with the
• Total inertia = engine inertia + shafting and pro- winGTD program.
peller inertia => (JTot) = (JEng) + (JS+P). Table G12 outlines the basic requirements for a
• Propeller inertia includes the part of entrained system similar to figure G14 ‘Starting and control
water. air system’ for maximum engine rating.
• Engine inertia (JEng) see table G12. The enclosed CD-ROM with the winGTD program
• Relative inertia JRel = JTot / JEng enables to optimize the capacities of the com-
pressors and air receivers for the contract maxi-
mum continuous rating (CMCR).

G2.5 Leakage collection system and washing devices
337.945a Note: Refer to table G13 for additional information and legend to this layout.
Fig. G15 Leakage collection and washing layout


002 Sludge oil trap
Remarks:
003 Throttling disc
*1) One unit per turbocharger
004 Sludge or appropriate tank *5)
*2) Depending on the relative air humidity and temperature
005 Throttling disc
before and after the scavenge air cooler condensate
006 Air vent manifold may be knocked out. Under extreme ambient conditions
007 Scavenge air cooler washing plant *1) a maximum condensate quantity of up to 0.16 kg/kW/h
008 Turbocharger compressor washing plant *1) may be produced.
009 Turbocharger turbine washing plant *1) *3) At free end or at driving end
010 Turbocharger turbine dry cleaning plant (optional) *1) *4) Air vent (optional)
011 Condensate drain units *5) Available capacity approx. 2m3
012 Venting unit Please note:
For MitsubishiMET turbochargers only DRY CLEANING
11 Oily water drain from charge air receiver
method applies.
12 Cylinder and scavnge air cooler, cooling water drain pipe
14 Washing water inlet TC/SAC *3)
19 Condensate water from water separator and SAC *2)
20 Washing water outlet from SAC
21 Venting pipe TC outlet oil system TC
Washing water pipes
23 Common dirty oil drain from engine
Dirty oil drain pipes
25 Dirty oil from piston underside Compressed air pipes
28 Dirty oil from piston rod stuffing box Air vent pipes
30 Venting pipe TC outlet *1) Drain & overflow pipes
40 Working air inlet SAC washing plant *3)
337.945a
Table G13 Leakage collection and washing layout: legend to layout

G3 Tank capacities
Capacities referring to number of cylinders

Unit
6 7 8 9 10 11 12 14
Cylinder cooling water expansion tank (HT) –

[m3] 1 1 1.5 1.5 2 2 2 3
Cylinder cooling water system (fig. G4 to G6, item 022)
Cylinder cooling water expansion tank (LT) –

[m3] depending on ancillary plants
Cylinder lubricating oil daily service tank – *1)

[m3] 1.5 1.7 2.0 2.2 2.5 2.7 3.0 3.5
Cylinder lub. oil system (fig. G8, item 012)
Lubricating oil drain tank (initial filling) –

[m3] 43 50 57 64 71 78 85 99
Main lub. oil system (fig. G8, item 002)
HFO daily tank – *2)

[m3] 0.20 CMCR t1) / 1000
Heavy fuel oil treatment system (fig. G12, item 002)
MDO daily tank – *3)

[m3] 0.20 CMCR t2) / 1000
Remark: *1) The capacity indicated is valid for R1 rating, it can be proportionally reduced to actual CMCR
*2) t1 = value in hours for required running time with HFO at CMCR [kW]. This figure can be reduced from 24 to 8 hours
depending on the operational requirements and efficiency of the fuel treatment plant.
*3) t2 = value in hours for required running time with MDO at CMCR [kW]. This figure depends on the operational
requirements.
Table G14 Tank capacities
G4 Fire protection
Extinguishing Piston underside at bottom Bottle Recommended total number of

medium dead centre including common fire extinguishing bottles
section of cylinder jacket
Number of cylinders
Volume Mass Size
6 7 8 9 10 11 12 14
[m3/cyl.] [kg/cyl.] [kg]
Carbon-
8 30 45 4 5 6 6 7 8 8 10
dioxide
Table G15 Recommended quantities of fire extinguishing medium
All the engine spaces (air receiver) in which fire can As far as the fire protection of the main engine is
develop are provided with screwed connections for concerned, carbon dioxide or steam can be used.
the injection of a fire-extinguishing medium if re-
quired. Steam as an alternative fire-extinguishing medium
Number of extinguishing bottles when using car- for the scavenge air spaces of the piston underside
bon dioxide are shown in table G15. may result in corrosion if adequate countermea-
sures are not taken immediately after use.
Different extinguishing agents can be considered
for fire fighting purposes. Their selection is made
either by shipbuilder or shipowner in compliance
with the rules of the classification society involved.

G5 Exhaust gas system based on figure G16 ‘Determination of exhaust

pipe diameter’, figure G17 ‘Estimation of exhaust
To optimize the exhaust gas systems, please refer gas density’ and figure G18 ‘Estimation of exhaust
to the following calculations. The calculations pipe diameter’ are given as an example only:
F10.4061
Fig. G16 Determination of exhaust pipe diameter
Example:
Estimation of exhaust gas pipe diameters for 2) Exhaust gas temperature: 314 °C
Sulzer 8RT-flex96C, CMCR (R1) specified and (acc. to tables G1 to G6)
for design (tropical) conditions:
Power (R1) = 45 760 kW 3) Exhaust gas density
Speed (R1) = 102 rpm (assumed back pressure on turbine outlet
Dp = 30 mbar (figure G17):
Recommended gas velocities:
Pipe A: WA = 40 m/s ò EXH + 0.611 kgńm 3
Pipe B: WB = 25 m/s
Pipe C: WC = 35 m/s 4) Number of turbochargers (according to
figure D8):
1) Exhaust gas mass flow: 337 673 kg/h nTC = 2
(according to table G1)

pEXH [kg/m3]
0.740
0.720
0.700
0.680
0.660
0.640
0.620
0.600
0.580 ∆p
[mbar]
30
0.560 20
10
0
0.540 tEaT [C]
F10.4682 220 230 240 250 260 270 280 290 300 310 320 330 340 350 360
Fig. G17 Estimation of exhaust gas density
qV
[m3/h]
50 40 30 20
600 000
500 000
450 000 10
400 000
350 000 w
300 000 [m/sec]
250 000
200 000
180 000
160 000
140 000
120 000
100 000
90 000
80 000
70 000
dpipe
60 000
500 600 700 800 900 1000 1200 1400 2000 2500 3000 4000 [mm]
F10.4683 dA dC dB
Fig. G18 Estimation of exhaust pipe diameters

5) Exhaust gas volume flow:
Pipe A:
qm 337 673
q VA + ò @ n TC + + 276 328 m 3ńh
EXH 0.611 @ 2
Pipes B and C:
qm
q VB + q VC + ò + 337 673 + 552 656 m 3ńh
EXH 0.611
6) Exhaust pipe diameters:
Pipe diameters are approx. (according to

figure G18):
dA = 1550 mm
dB = 2800 mm
dC = 2350 mm
or calculated:
d pipe + 18.81 @ Ǹ wq V
pipe
[mm]
7) Select the calculated or the next larger

diameter available, for example:
dA = 1600 mm
dB = 2800 mm
dC = 2400 mm
Check the back pressure drop of the whole ex-

haust gas system (not to exceed 30 mbar).

G6 Engine air supply / Engine room ventilation
The air supply to the engine room can be calcu- CMCR-power. If auxiliary engines are in the same
lated according to ISO 8861 ‘Shipbuilding engine room, their air consumption must be added to the
room ventilation in diesel engined ships’. air consumption of the main engine. A portion of
As an approximation, the amount of air supplied to the air must be ducted to the vicinity of the turbo-
the engine room by ventilators should be twice the charger air inlet filters.
amount of air consumed by the main engine at
Atmospheric dust concentration

Normal Alternatives necessary for
Normal shipboard requirement
very special circumstances
Short period < 5 % of
Most frequent particle sizes running time, frequently to permanently permanently
< 0.5 mg/m3 ≥ 0.5 mg/m3 > 0.5 mg/m3
Standard Oil wetted Inertial separator
> 5 µm turbocharger filter or and
sufficient roller screen filter oil wetted filter
< 5 µm turbocharger filter or and
sufficient panel filter oil wetted filter
These may likely apply to only a very few extreme cases.
the vast majority
Valid for For example: ships carrying bauxite or similar dusty cargoes
of installations
or ships routinely trading along desert coasts.
Table G16 Guidance for air filtration
In case the air supply to the machinery spaces has Marine installations have seldom had special air
a high dust content in excess of 0.5 mg/m3 which filters installed until now. Stationary plants on the
can be the case on ships trading in coastal waters, other hand, very often have air filters fitted to pro-
desert areas or transporting dust creating cargoes, tect the diesel engine. The installation of a filtration
there is a greater risk of increased wear to the pis- unit for the air supply to the diesel engines and gen-
ton rings and cylinder liners. eral machinery spaces on vessels regularly trans-
porting dust-creating cargoes such as iron ore and
The normal air filters fitted to the turbochargers are bauxite, is highly recommended.
intended mainly as silencers and not to protect the
engine against dust. The necessity for the installa- Table G16 and figure G19 ‘Air filter size’ show how
tion of a dust filter and the choice of filter type de- the various types of filter are to be applied.
pends mainly on the concentration and composi-
tion of the dust in the suction air.
Where the suction air is expected to have a dust

content of 0.5 mg/m3 or more, the engine must be
protected by filtering this air before entering the
engine, e.g. also on coastal vessels or vessels fre-
quenting ports having high atmospheric dust or
sand content.

Filter surface
Oil wetted and panel filters in series
[m2]
140
Panel filter
120
Oil wetted filter
100
90
Required filteration area for pressure drop < 20 mbar
80
70 Roller screen filter
60
50
40
30
20 Inertial separator
16
12
10
10 12 16 20 25 30 40 50 60 70 80 90 100 Installed
engine power
8RT-flex96C: PR1 = 45.76 MW
F10.5296
[MW]
Fig. G19 Air filter size

H1 Introduction
Developments in engine management systems All those systems provide data bus connection to
(EMS) at Wärtsilä Switzerland Ltd are focussed on the ship automation to make specific data avail-
the latest trends in ship automation that tends to al- able wherever required and facilitate installation.
ways higher integration levels.
engines.
Spares &
Tools
Operation MAPEX-SM
DENIS-1 SIPWA-TP Manual
Engine
DENIS-5 MAPEX-PR Service Parts
RT-flex Bulletin
Dataset
DENIS-6 WECS-9520 MAPEX-TV Code Book CBM
DENIS-9520 MAPEX-AV Maintenance Service
Video Agreement
F10.4893
Fig. H1 EMS concept comprising DENIS, WECS and MAPEX modules


System
Alarm
signals
Independent sub-systems: Alarms
Slow-downs
Alarm and
Telegraph system
Electronic speed
Remote control
service access
control system
Safety system
Connector for
ECR Manual slow-down
control panel signals
system
2 x CANopen 2 x Modbus
or Modbus

WECS alarm signals

Signals for control
Signals for safety
Signals for alarm

Indications
CANopen
to LCP
E10, E20, etc. E90 E110, E120, etc.

Control terminal boxes E25 WECS shipyard interface box Alarm terminal boxes
Local control
panel

indications

F10.5322
Fig. H2 RT-flex automation layout
25.74.07.40
25.74.07.40 – Issue
– Rev. 0 1 H–2 Wärtsilä Switzerland Ltd
H1.1 DENIS H2 DENIS-9520
The DENIS family contains specifications for the H2.1 General

of Sulzer diesel engines. The diesel engine inter- The concept of DENIS-9520 meets the require-
face specification applicable for all current types of ments of increased flexibility and higher integration
RT-flex engines is DENIS-9520. in modern ship automation and provides the fol-
H1.2 WECS engine builders:
supplier.
systems to Sulzer RT-flex engines with re-
shooting.
viding data bus communication to all external sys- • Approved propulsion control systems
tems. Propulsion control systems including remote
H1.3 MAPEX systems are available from suppliers ap-
please refer to section H4. alarm and monitoring system facilitates an
WECS.
Integrated solution

The WECS-9520 is well suited to support this With the replacement of previous camshaft-
integrated automation concept by providing controlled function by the WECS-9520, the en-
redundant data bus lines that deliver all neces- gine built control components are reduced to
sary information for propulsion control, alarm a minimum.
/ monitoring system and man–machine inter- Instrumentation is based on the conventional
face. The MMI of the WECS-9520 can provide RTA engine with RT-flex-specific components
additional features when using such an inte- added.
grated solution.
• Ship automation from different suppliers – This file contains the detailed functional speci-
Split solution fication of the remote control system.
In the case that propulsion control and alarm The intellectual property on this remote control
/ monitoring systems are from different suppli- specification remains with Wärtsilä Switzer-
ers the WECS-9520 supports also such a split land Ltd. Therefore this file is licensed to
solution by providing two separate redundant Wärtsilä Switzerland Ltd’s remote control part-
data bus lines one each for propulsion control ners only. These companies offer systems,
and alarm / monitoring system. MMI functions built completely according to the engine de-
are then also split within propulsion control and signer’s specifications, tested and approved
alarm / monitoring system. by Wärtsilä Switzerland Ltd.
DENIS-9520 describes the signal interface be- H2.2 Propulsion control system
tween the RT-flex engine including its flex engine
control system (WECS) and the ship automation. The propulsion control system is divided into the
following sub-systems:
• Safety system.
engine.
• DENIS engine specification mote control system out of order.
and indication.

H2.2.1 Approved propulsion control systems
Wärtsilä Switzerland Ltd has an agreement control and safety systems for their Sulzer RT-flex en-
cerning the development, production, sales and gines with each of the following leading marine au-
servicing of remote control, electronic speed con- tomation suppliers:
Electronic
Kongsberg Marine
N-3191 Horten Tel. +47-330 41 436
Norway Fax +47-330 42 250
Nabtesco Corporation
Nabtesco corp., Control Systems Division
2-2-21 Isogami dori Chuo-ku M-800-III MG-800 FLEX
Kobe Tel. +81-78 251 8109
Japan Fax +81-78 251 8090

Behringstrasse 120
D-22763 Hamburg Tel. +49-40 88 25 0
Lyngsø Marine AS
2, Lyngsø Allé
DK-2970 Hrøsholm Tel. +45 45 16 62 00
Denmark Fax +45 45 16 62 62
Table H1 Suppliers of remote control systems and electronic speed control systrems
Modern remote control systems consist of elec- on the main engine. In this case the electronic
tronic modules and operator panels for display and modules for remote control, safety and speed con-
order input for engine control room and bridge. The trol system are located in the same boxes used as
different items normally communicate via serial terminal boxes for any other propulsion control
bus connections. The engine signals described in system.
the DENIS-9520 specification are usually con-
nected via the terminal boxes on the engine to the
electronic modules placed in the engine control
room.
mounting on the engine.


Ship alarm
system
Engine
room
WECS-9520 Local
RT-flex engine
F10.5065
Fig. H3 DENIS-9520 remote control system layout

H2.2.2 Functions of the propulsion Electronic speed control system



the engine side.
• Order recorder.
H2.2.3 Recommended manoeuvring characteristics

in figure H4.
F10.1972
Fig. H4 Recommended manoeuvring characteristics

H2.3 Interface to alarm and monitoring systems
H2.3.1 General layout – operator inter- have to be delivered to the engine builder for
face OPI mounting to the engine and connection of the sen-
sors.
ure H5). able.
etc.
by the WECS.
ing system.
RTU protocol.
system.

Integrated solution
E10
Sensors and
actuators E20
E25
Control System
WECS-9520 E90
Flex sensors E130

System
Standard E110
sensors
for alarm E120
Integrated solution
Sensors and E10

actuators E20
E25
Control System
WECS-9520 E90
Flex sensors E130

System
2 x CANopen
Standard E110
sensors E120.1
for alarm E120.2
Split solution
E10
Sensors and
actuators E20
E25 Control System
WECS-9520 E90
2 x Modbus

for alarm System
Standard E110
sensors
for alarm E120
F10.5323
Fig. H5 Integrated/split solution

H2.3.2 Alarm sensors and safety functions
tables H2 to H4 “Alarm and safety functions of Sul- The sensors delivered with the engine are basi-
zer RT-flex96C marine diesel engines”. cally connected to terminal boxes mounted on the
functions given in tables H2 to H4 are maximum provided by the shipyard.

lected the respective sensors according to
Wärtsilä Switzerland Ltd’s requirement have to be
added. There are also some additional sensors de-
fined for the monitoring of flex system specific en-
gine circuits.

min. WCH
add. to AMS for UMS

time delay [sec.]
Function
Setting
Level
MRS
Physical unit
IACS
ABS
BV
GL
LR
CCS
DNV
KR
NK
PRS
RINA
max. allowable
add. flex signals

for AMS
SLD L 2.8 bar 60
cylinder
SLD H 97 °C 60
*1) HT circuit Temp. Outlet cooler TE1331-34A ALM H 120 °C 0
SLD H 125 °C 60
*1) Outlet cooler TE1381-84A ALM H 76 °C 0
SLD L 4.6 bar 60
SLD H 55 °C 60
SLD L 9 bar *2) 60
ALM H 6.5 bar 0
leakage monitoring
SLD H 70 °C 60
TS2121S SHD H 85 °C 60
tration
cylinder
*3) TE2501-14S SLD H 85 °C 60
Flow Outlet each ALM L no flow –
cylinder *4)
SLD L no flow –

min. WCH
add. to AMS for UMS

time delay [sec.]
Function
Setting
Level
MRS
Physical unit
IACS
ABS
BV
GL
LR
CCS
DNV
KR
NK
PRS
RINA
max. allowable
add. flex signals

for AMS
Turbocharger bearing oil Pressure Inlet each TC PT2611-14A ALM L 1.0 bar 5
*8) SLD L 0.8 bar 60
*7)
ABB TPL Inlet each TC PS2611-14S SHD L 0.6 bar 5
*7) SLD H 120 °C 60
Pressure Inlet each TC PT2611-14A ALM L 0.7 bar 5
SLD L 0.6 bar 60
MHI MET Inlet each TC PS2611-14S SHD L 0.4 bar 5
SLD H 95 °C 60
when separate oil supply
SLD H 85 °C 60
Damp. chamber
FE3101-14A ALM L no flow 30
FS3100S SLD L no flow 60
Level Cyl.lub.oil pump LS3125A ALM L min. –
Fuel oil Temp. Fuel pump outlet TE3431-38A ALM D –15 °C 30
Viscosity before ALM H 17 cST 0 D D D D D D D D D D D D
supply unit
ALM L 12 cST 0
Rail unit LS3444-45A ALM H max. 0
Pressure before PT3421A ALM L 7 bar 0
supply unit
Exhaust gas Temp. after each TT3701-14A ALM H 515 °C 0 E E E
cylinder $ 50 °C
ALM D 0 F F F
SLD H 530 °C 60 G G
SLD D $ 70 °C 60 H
before each TT3721-24A ALM H 515 °C 0
turbocharger
SLD H 530 °C 60 H
after each TT3731-34A ALM H 480 °C 0
turbocharger
SLD H 500 °C 60
cooler *6)
ALM H 60 °C 0 I
SLD H 70 °C 60 I
Temp. each piston TE4081-94A ALM H 80 °C 0 K
underside
SLD H 120 °C 60 K
Water separ- LS4071-74A ALM H max. 0 K K K
ator
*5) Condensation Level SLD H max. 60
water
before each LS4075-78A ALM H max. 0 K K K
water separ.
SLD H max. 60

min. WCH
add. to AMSfor UMS

time delay [sec.]
Function
Setting
Level
MRS
Physical unit
IACS
ABS
BV
GL
LR
CCS
DNV
KR
NK
PRS
RINA
max. allowable
add. flex signals

for AMS
ALM L 5.5 bar 0
SLD L 5.0 bar 60
Leakage oil Level Exh.valve air LS4351-52A ALM H max. 0
Fuel actuator Failure Supply unit XS5046-49A ALM F – –
Engine Overspeed Speed Crankshaft ST5111-12S SHD H 110 % 0
of Classification Societies *3) Sensor (TE2501-14S) only necessary if ABS is applied.
DNV Det Norske Veritas WCH strongly requests shut down for “piston cooling no flow”!
GL Germanischer Lloyd
*5) Alternatively, low temperature alarm or condensation water high level alarm.
KR Korean Register
*6) For water separators made from plastic material the sensor must be placed right after
LR Lloyd’s Register
the separator.
MRS Maritime Register of Shipping
*7) The indicated setting values are valid for TC lubrication by main bearing oil system.
(Russia)
For TC lubrication by separate lubrication system the following values apply:
NK Nippon Kaiji Kyokai
Pressure: ALM: 1.3 bar, SLD: 1.1 bar, SHD: 0.9 bar.
Temperature: ALM: 120 °C, SLD 130 °C.
Signals for two-stage scavenge air settings allowed by the TC maker. In order to achieve an earlier warning, the ALM and
cooling, Geislinger damper, PTO SLD values may be increased up to 0.4 bar below the minimum effective pressure
coupling, electric speed control and measured within the entire engine operation range. The final ALM/SLD setting shall be
turbocharger vibration apply only if determined during commissioning / sea trial of the vessel.
respective equipment is used.
Function: Level: Request of classification societies for UMS:

ALM: alarm D: deviation Request A or B are requested alternatively
SLD: slow down F: failure Recommendation C or D are requested alternatively
SHD: shut down H: high AMS Attended machinery space E or F are requested alternatively
HH: very high UMS Unattended machinery space G or H are requested alternatively
L: low I or K are requested alternatively
LL: very low

H3 WECS-9520 – flex engine control system
H3.1 WECS-9520 – system layout When installing an new FCM-20 into a

WECS-9520 it will be automatically detected as a
WECS-9520 covers RT-flex functions related to new module and receive all necessary application
the engine as a whole (e.g. common rail pressure data from the other modules of the WECS-9520.
control, servo oil pressure control) as well as the As the download of the respective data may take
cylinder specific RT-flex functions (e.g. control of some time WCH has found an ultimate arrange-
volumetric injection, exhaust valve and start ment to provide immediate functioning of an
valves). FCM-20 after replacement: The online spare mod-
ule FCM-20. An additional FCM-20 numbered #00
The WECS-9520 consists of the following compo- is always fitted in the shipyard interface box E90
nents (refer to figure H6): ready to be used as spare with all application data
• 1 control box E95.n per cylinder, including one already loaded. In case that a FCM-20 needs to be
FCM-20 each, perfoming cylinder control and replaced this FCM20 #00 spare is taken as spare
common control functions. and allows full functionality immediately after re-
• 1 shipyard interface box (SIB) E90 providing placement. An additional FCM-20 from the stock is
all external connections. E90 includes one then to be placed in the E90 as new online spare
FCM-20 “online spare module”. module. This module will download all necessary
• 1 Power supply box E85 data from the other modules within a certain time
For the RT-flex96C the control of the servo oil
pumps is provided in an additional control box E87. H3.3 WECS-9520 – communication to
The control boxes E95.n and the shipyard inter- external systems
face box E90 are incorporated in the rail unit. The
power supply boxes E85 and the servo oil control With WECS-9520, direct hard wired connection to
box E87 are supplied loose for mounting in the en- external systems is limited to a minimum.
gine room.
WECS-9520 provides data bus connections to
propulsion control system and ship alarm / moni-
H3.2 WECS-9520 – online spare
module
to the ECR manual control panel of the RT-flex en-
With WECS-9520 WCH introduces an unique fea-
gine.
ture for automatic loading application software and
parameter settings when replacing a flex control
With the WECS-9520 the man–machine interface
module (FCM-20). This includes the mounting of a
(MMI) also referred to as operator interface (OPI)
so called “online spare module” in the shipyard in-
of the main engine and the WECS-9520 engine
terface box E90.
control system is integrated in the ship automation
in either the integrated or split solution an de-
scribed in section H2.3.1.
board without prior downloading of any data.

In the standard configuration the WECS-9520 pro- SAM Electronic / Lyngsø Marine
• 2 redundant CANopen lines intended for the Propulsion control system DMS2100i and
connection of the remote control system. alarm / monitoring system UMS2100:
• 2 redundant Modbus lines as an alternative Connection of two Modbus lines only. The pro-
connection of the remote control system. pulsion control system with remote control,
• 2 redundant Modbus connections for the safety system and electronic speed control
ship’s alarm and monitoring system in the split system is connected directly to the Modbus
solution. lines while the data to the alarm and monitor-
• 1 CANopen line for connection of the local ing system is routed through the propulsion
manual control panel. control system.
• Split solution
• 1 CAN bus connection to a plug on the backup
maker:
engineer.
follows:
dant Modbus lines.
Kongsberg Maritime
• Integrated solution Nabtesco
• Split solution
other maker:
trol.
• Split solution The alarm and monitoring system is to be con-
Propulsion control system AutoChief C20 with nected to the additionally provided two redun-
an alarm and monitoring system of any other dant Modbus lines.
maker:
dant CANopen lines.
dant Modbus lines.

H.
General system layout of WECS-9520
Propulsion control system Service connector
Electr. speed Main engine Telegraph Remote control ECR manual

Ship alarm and
Engine control room control system safety system system system control panel monitoring system

Engine room
RT-flex96C
RT-flex engine
Local manual
ctrl. panel
Rail unit Rail unit

free end drive end
E95.12 E95.11 E95.10 E95.09 E95.08 E95.07 E90 SIB E95.06 E95.05 E95.04 E95.03 E95.02 E95.01
Engine management system
FCM-20 FCM-20 FCM-20 FCM-20 FCM-20 FCM-20 FCM-20 FCM-20 FCM-20 FCM-20 FCM-20 FCM-20 FCM-20
online
Cyl. 12 Cyl. 11 Cyl. 10 Cyl. 09 Cyl. 08 Cyl. 07 spare Cyl. 06 Cyl. 05 Cyl. 04 Cyl. 03 Cyl. 02 Cyl. 01
2 x CANopen System bus

2 x Modbus
2 x Modbus
2 x CANopen
H–17
2 x SSI Crank angle bus
CA unit Fuel pressure

Supply unit
Shaft encoder E96 E91 actuator # A1
Fuel pressure
actuator # B1
Fuel pressure
actuator # A2 Fuel pressure
actuator # B2
Servo oil pump
E94
E20
Engine TDC signal
Power Ctrl oil pump #1

Starter unit
24 VDC power supply
Ctrl oil pump #2
Power
25.74.07.40
Starter unit
Power supply Servo oil pump control signals
WECS E85 6 x CANopen
25.74.07.40
2 x 220 VAC
(single phase) Power supply Power supply
– Issue
2 x 220 VAC Servo oil E87
(single phase) pump control
WECS-9520
– Issue
X.04X.04
– Rev.
Fig. H6 General system layout of WECS-9520
– Rev.
1 0
H4 MAPEX Engine Fitness Family
needs to include functions such as the monitoring prises six systems: SIPWA-TP, MAPEX-PR,
of specific engine parameters, analysing data, and MAPEX-TV / AV and MAPEX-SM.
managing maintenance and spare parts purchas-
ing activities. Many of these functions involve spe- Further members of the MAPEX Engine Fitness
cific and complex engine knowledge and are most Family are also envisaged.
appropriately handled directly by the engine de-
signer. In each case special emphasis has been placed on
user friendliness and ease of installation.
duced down time.
maintenance.
experts.
• Full support of data storage and transmission
by floppy disc and by satellite communication.

H4.1 SIPWA-TP (Piston-ring Wear)
The Sulzer Integrated Piston-ring Wear-detecting Customer benefit of SIPWA-TP

Arrangement with Trend Processing is a powerful
Supplied with this information you are able to per-
tool for online monitoring the piston-ring wear and
form your maintenance based on the actual condi-
rotation on Sulzer large-bore two stroke engines.
tion of your piston-rings, i.e. condition based main-
With the newly developed Sensor 96, SIPWA-TP
tenance, in case to extend TBO of your piston
is avoiding all the shortcomings of the past design:
overhauls.
• No electrical plug.
Thanks to the SIPWA-TP alarming system you are
• The measuring coil is shifted away from the hot
able to detect an abnormal piston-ring wear with-
cylinder liner running surface.
out opening the engine – and enforce early
• Easy installation procedure.
countermeasures.
• Compatible to all Sulzer RT-flex and RTA
engines.
Each single SIPWA-TP piston-ring is checked by
ultra sonic means to supply you with the best possi-
The new sensor delivers more stable measuring
ble quality.
signals and all electrical contacts are fully pro-
The newly developed SIPWA-TP Sensor 96 is also
tected in casting resin. The contact between con-
compatible to all old installations, but more reliable
verter and adapter is made through an electromag-
and available at lower costs.
netic contact surface, the patent is still pending.
SIPWA-TP allows you to monitor the condition of
The SIPWA-TP Sensor 96 is located in each cylin- the piston-rings on-line.
der liner just above the scavenge air port in order
to measure the width of the triangular-shaped SIPWA-TP
brass insert in the SIPWA-TP piston-ring. The re-
• Reduces your operating and maintenance
duction in the width of this triangular section direct-
costs.
ly corresponds to the wear of the piston-ring.
• Helps to keep your vessel on schedule.
The following data are monitored and graphically • Monitors piston-ring wear on-line and allows a
displayed over periods of 400, 1000 and 3000 en- trend processing.
gine running hours: • Displays the rotation of your piston-rings.
• Enables you to extend the TBO of your piston
• Average piston-ring wear.
overhauls.
• Piston-ring segment wear.
• Allows condition based maintenance.
• Piston-ring wear distribution.
• Piston-ring rotation.
• Gives the best protection of your engine, in
combination with MAPEX-PR,
All this data (incl. rpm) are continuously stored for
• Allows adjustment of cylinder lubricating oil to
the entire engine lifetime.
the optimum level.

Demo-Plant – Average Ring Wear – SIPWA-TP Demo-Plant – Ring Rotation – SIPWA-TP
F10.3614
Fig. H7 SIPWA-TP

H4.2 Mapex-PR (Piston-running Reliability)

ning behaviour on large-bore Sulzer two-stroke
should appear. It complements SIPWA-TP by pro-
viding a shorter response and alarm function.
equate ring sealing. Thanks to the compatibility with SIPWA-TP, you
can install both systems on your engine, using the
same electronic unit and the same software.
Together with SIPWA-TP you get a powerful tool to
ferably an industrial-PC installed in a ideally suited
rely on the condition of piston-rings and liner.
cabinet. All data and charts can be printed and co-
pied to floppy discs or other media. MAPEX-PR is the tool to check the piston-running
behaviour.
The following data are monitored over periods of 1,
4.5, 24 or 400 engine running hours and displayed MAPEX-PR
graphically: • Alarms if the liner wall temperature shows high
• Liner wall temperature (two sensor per piston-ring friction.
cylinder). • Works ideally together with SIPWA-TP for kee-
• Cylinder cooling water temperature inlet and ping piston-running behaviour under control.
outlet. • Checks the hot spots of the diesel engine.
• Scavenge air temperature after each cooler. • Is an on-line display for piston-ring and nozzle
• Engine speed. performance.
• Engine load indicator position. • Is capable to detect malfunctions such as blow
• Alarms. by and adhesive wear.
The following alarms can be connected to the the cylinder liner.
ship’s alarm system to inform the engineers about • Is your round-the-clock watchful eye.
• High-High alarm for: High friction on one or
both side of the cylinder liner.
• High alarms for: Deviation of temperature of
one cylinder.

MAPEX-PR / SIPWA-TP.

Demo-Plant – LWT Graphic Display – MAPEX-PR Demo-Plant – Sat Cwt Load Speed – MAPEX-PR
F10.3615
Fig. H8 MAPEX-PR

H4.3 Mapex-TV / AV (Torsional Vibration / Axial Vibration Detection)

MAPEX-TV continuously calculates the amplitude There is a quick reference guide in English fixed on
of the 1st and 2nd order of torsional vibrations of the system cover. This gives you the possibility to
your engine. handle the most used functions without looking
MAPEX-AV permanently measures the absolute into the manual. Nevertheless, we will deliver a full
value of axial vibrations of your engine. manual either in English, German or French.
You have also the possibility to use an already
MAPEX-TV used engine-speed pickup or install a separate
• Detects misfiring. pickup for MAPEX-TV. The signal for MAPEX-AV
• Measures torsional vibrations. is always produced by an inductive proximity
• Prevents you from wrong alarms during rough sensor.
sea or when manoeuvring. The size of the MAPEX-TV / AV system per engine
is about 32 cm x 40 cm x 16 cm (12.6 in x 15.8 in
MAPEX-AV x 6.3 in). It can be installed everywhere in your con-
• Measures axial vibrations of two-stroke trol or engine room as long as the ambient tem-
engines. perature is not higher than 50°C and the humidity
does not exceed 95%, but it should not be installed
With MAPEX-TV / AV you are alarmed in case of directly on your engine.
any irregularities and you can observe the results MAPEX-TV / AV is the tool to keep an eye on your
of all measurements on your panel in detail. engine vibrations.
The alarm values can be dependent on the load or
on the engine speed. There are two alarm levels. MAPEX-TV / AV
The HH-level is used, if the torsional or axial vibra- • Prevents your engine from major damage due
tions reach a limit, that demands sudden activities to unacceptable high torsional or axial
to prevent your engine from major damages. The vibrations.
H-level can be used as an information, e. g. if a mis- • Is easy to handle due to a quick reference
firing occurred on your engine, but the torsional guide, which is directly fixed on the system
vibrations are still in a safe range. There is a certain cover.
delay of these alarms, which is also adjustable. • Perfectly suited for propulsion systems with
PTO gears.
F10.4913
Fig. H9 MAPEX-AV / TV

H4.4 MAPEX-SM (Spare parts and Maintenance)
MAPEX-SM is an advanced management tool for By installing MAPEX-SM at the head office as well
the administration and planning of Spare parts and as on board ship, the owner can centralize requisi-
Maintenance. It comes complete with the original tioning and purchasing operations for the entire
Wärtsilä Switzerland Ltd data for the shipowner’s fleet on a single system. This also allows planning
specific engines. The system is user friendly and of major maintenance work and recording of main-
operates on windows compatible computers. Fea- tenance histories for each vessel. Statistical fea-
tures include purchasing of engine spare parts, in- tures provide an overview of fleet maintenance
ventory control, statistical reporting, issuing of and purchasing, and assist in corporate strategic
work orders, maintenance history recording, and planning. MAPEX-SM is modular, so that it can be
much more. installed in phases if desired, beginning with the
head office and later expanding to include vessels
as the shipowner’s budget permits.
Satcom
Ship Wärtsilä Switzerland
DATABASE MAINTENANCE TRANSFER

Export to NSD
Import
Ship owner’s
MAPEX-SM
MAPEX-SM Headquarter
PC Modem Modem PC
F10.5179
Fig. H10 MAPEX-communication

I. Engine emissions
I1 Exhaust gas emissions bsNO x

[g/kWh]
I1.1 IMO-2000 regulations 25
I1.1.1 IMO
20
The International Maritime Organisation (IMO) is
the specialized agency of the United Nations (UN)
dealing with technical aspects of shipping. For 15
more information see http://www.imo.org.
I1.1.2 Establishment of emission limits 10

for ships
In 1973 an agreement on the International Con- 5

vention for the Prevention of Pollution from ships
was reached. It was modified in 1978 and is now
known as MARPOL 73/78. Annex VI to Marpol 0
73/78 contains regulations limiting the allowed air 0 100 200 300 400 500 600 700 800 900 1000
Engine speed [rpm]
pollution produced by ships. In this new annex re- F10.3278
gulations have been introduced to reduce or pro- Fig. I1 Speed dependent maximum average NOx
hibit certain types of emissions from ships. One of emissions by engines
these regulations prescribes the maximum allow-
able emissions of nitrogen oxides (NOx) by en- I1.1.4 Date of application of Annex VI
gines installed on ships. This regulation is the only
one being of direct concern for propulsion engine Date of application of Annex VIDuring the
design. Conference of Parties to MARPOL 73/78 in Sep-
tember 1997 the Annex VI was adopted and its
I1.1.3 Regulation regarding NOx ratification criteria habe been met by May 18,
emissions of diesel engines 2004; thus defining its entry into force date as May
19, 2005.
The following speed-dependent curve in figure I1 Irrespective of this actual date of entry into force,
shows the maximum allowed average emissions the regulations on NOx emissions are applicable
when running with marine diesel oil (MDO). (with exceptions stated in the regulations) to all en-
The emission value for an engine is calculated ac- gines with a power output of more than 130 kW
cording to the Technical Code which is part of An- which are installed on ships constructed on or after
nex VI and is almost identical with ISO 8178. As 1st January 2000. The date of construction is the
this is an average value it does not imply that the date of keel laying of the ship. Engines in older
engine emits nitrogen oxides (NOx) below the ships do not need to be certified unless they are
given limit over the whole load range. subjected to major modifications which would sig-
nificantly alter their NOx emission characteristics.
Wärtsilä Switzerland Ltd I–1 25.74.07.40 – Issue

25.74.07.40 X.04X.04
– Rev.
I. Engine emissions
I1.1.5 Procedure for certification

Engine power
of engines [% R1] R1
100
The compliance of an engine with IMO emission RT-flex96C engines

95 Low NOx
limit usually has to be proven by emission tuning
R3
measurements during the shop trial. If it can be 90
shown that the subject engine has exactly the
same design as an already certified engine, a so- 85
called parent engine, no testing is required. The
certification will be surveyed by the administrations 80
Extended
or delegated organisation. measures
75
I1.2 Measures for compliance with the
IMO regulation 70
R4 R2
The rating field of the Sulzer RT-flex96C is divided Engine speed
65
into two areas as shown in figure I2 and comprises [% R1]
70 75 80 85 90 95 100
the following measures:
Fig. I2 Sulzer RT-flex96C: compliance with IMO
I1.2.1 Low NOx Tuning regulations
In the upper part of the rating field the IMO regula-

tion is fulfilled by the use of the Low NOx Tuning
concept. Low NOx Tuning includes well tested
measures, which lead to lowest disadvantage in
engine costs and fuel consumption maintaining
today’s high engine reliability.
I1.2.2 Extended measures
In the lower part of the rating field, fulfilling the IMO

NOx regulation requires the application of ex-
tended measures. For further information please
do not hesitate to contact one of our offices.
Note:
Further engine developments and field experience will aim at
reducing the area of extended measures.
25.74.07.40
25.74.07.40 – Issue
– Rev. 0 1 I–2 Wärtsilä Switzerland Ltd
I. Engine emissions
I2 Engine noise
Overall
130
130
120
120
110
110
14RT-flex96C
100
100 6RT-flex96C
90
14RT-flex96C
6RT-flex96C
80
80
70
70
60
20 30 40 50 NR60
50
31.5 63 125 250 500 1k 2k 4k 8k

I. Engine emissions

Overall
140
130
130
14RT-flex96C
120
120
6RT-flex96C
110
110
100
100
90 14RT-flex96C
6RT-flex96C
80
80
70
70
60
20 30 40 50 NR60
50
31.5 63 125 250 500 1k 2k 4k 8k

I. Engine emissions


100
90
80
70
60
14RT-flex96C
50
6RT-flex96C
40
30
31.5 63 125 250 500 1k 2k 4k 8k 16k


I. Engine emissions

J1 Included CD-ROM
Plesae note:
CD-ROM is at the present not available. Please
ask WCH.
J1.1 Installation of winGTD and EnSel
J1.1.1 System requirements
winGTD and EnSel requires the following mini-

mum software and hardware:
– Microsoft Windows 9x/NT Fig. J1 winGTD: Selection of engine window

– 16 MB of RAM
– 20 MB free hard disk space The installed CD-ROM contains only the engine
– CD-ROM drive types presented in this ESPM.
J1.1.2 Installation ‘Select’ button to access the main window (fig. J2)
Use the following procedure to install winGTD or number of cylinders (eg. Sulzer 8RT-flex96C).
EnSel:
J1.2.2 Data input
1. Insert CD-ROM.
2. Follow the on-screen instructions. When the In the main window (fig. J2) enter the desired
installation is complete, a message confirms power and speed to specify the engine rating. The
that the installation was successful. rating point must be within the rating field. The
J1.1.3 Changes to previous versions of or bhp.
winGTD

the CD-ROM.
J1.2 Using winGTD
J1.2.1 Start

Fig. J2 winGTD: Main window
appearing window (fig. J1):
Wärtsilä Switzerland Ltd J–1 25.74.07.40 – Issue X.04 – Rev. 0


J1.2.3 Output results
Clicking the ‘Start Calculation’ button (fig. J2) initi-

J3) is displayed on the screen. Fig. J4 winGTD: Two-stroke engine propulsion

button for export to a ASCII file, both in the tool J1.2.5 Saving a project
bar.

project.
Fig. J3 winGTD: General technical data J1.3 EnSel program
J1.2.4 Service conditions EnSel helps in selecting the most suitable diesel
engine for a given project. EnSel presents a list of
Click the button ‘Service Conditions’ in the main all SULZER diesel engines which fulfil your power
window (fig. J2) to access the option window (fig. and speed demands and provides for each ar-
J4) and enter any ambient condition data deviating rangement selected the engine performance data
from design conditions. (BSFC, BSEF and tEaT), engine dimensions and
masses.
25.74.07.40 – Issue X.04 – Rev. 0 J–2 Wärtsilä Switzerland Ltd

K. Appendix
K1 Reference to other Wärtsilä Switzerland documentation
For further publications please visit our homepage:

http:/www.wartsila.com,
contact
your local Wärtsilä representative
or
PO Box 414
Telephone: +41 52 2624922
Telefax: +41 52 2124917
Direct Fax: +41 52 2620707
Wärtsilä Switzerland Ltd K–1 25.74.07.40 – Issue X.04 – Rev. 0

K. Appendix
K2 Piping symbols
F10.1910
Fig. K1 Piping symbols 1
25.74.07.40 – Issue X.04 – Rev. 0 K–2 Wärtsilä Switzerland Ltd

K. Appendix
F10.1911

K. Appendix
F10.1905

K. Appendix
K3 SI dimensions for internal combustion engines
Symbol Definition SI-Units Other units

I,L Length m, mm, µm
A Area m2, mm2, cm2
V Volume m3, dm3, I, cm3
m Mass kg, t, g
ρ Density kg/m3, g/cm3, kg/dm3
Z, W Section modulus m3
Ia, Ip Second moment of area m4
I, J Moment of inertia (radius) kgm2
α, β, γ, δ, ϕ Angle rad, °
t Time s, d, h, min
f, v Frequency Hz, 1/s
v, c, w, u Velocity m/s, km/h Kn
N, n Rotational frequency 1/s, 1/min rpm
a Acceleration m/s2
ω Angular velocity rad/s
α Angular acceleration rad/s2
qm Mass flow rate kg/s
qv Volume flow rate m3/s
p Momentum Nm
L Angular momentum Nsm
F Force N, MN, kN
p Pressure N/m2, bar, mbar, kPa 1 bar = 100 kPa, 100 mmWG = 1 kPa
σ, τ Stress N/m2, N/mm2
E Modulus of elasticity N/m2, N/mm2
W, E, A, Q Energy, work, quantity of heat J, MJ, kJ, kWh
P Power W, kW, MW
M, T Torque moment of force Nm
η Dynamic viscosity Ns/m2
ν Kinematic viscosity m2/s cSt, RW1
γ, σ Surface tension N/m
T, Θ, t, θ Temperature K, °C
nT, nΘ, ... Temperature interval K, °C
α Linear expansion coefficient 1/K
C, S Heat capacity, entropy J/K
c Specific heat capacity J/(kgK)
λ Thermal conductivity W/(mK)
K Coefficient of heat transfer W/(m2K)
e Net calorific value J/kg, J/m3
L(LIN)TOT Total LIN noise pressure level dB
L(A)TOT Total A noise pressure level dB
LOKT Average spatial noise level over octave band dB
U Voltage V
I Current A
BSFC Brake specific fuel consumption kg/J, kg/(kWh), g/(kWh)
Table K1 SI dimensions

K. Appendix
K4 Approximate conversion factors
Length Force
1 in = 25.4 mm 1 lbf (pound force) = 4.45 N

1 ft = 12 in = 304.8 mm
1 yd = 3 feet = 914.4 mm Pressure
1 statute mile = 1760 yds = 1609.3 m
1 nautical mile = 6080 feet = 1853 m 1 psi (lb/sq in) = 6.899 kPa
(0.0689 bar)
Mass
Velocity
1 oz = 0.0283 kg
1 lb = 16 oz = 0.4536 kg 1 mph = 1.609 km/h
1 long ton = 1016.1 kg 1 knot = 1.853 km/h
1 short ton = 907.2 kg
1 tonne = 1000 kg Acceleration
Area 1 mphps = 0.447 m/s2
1 in2 = 6.45 cm2 Temperature

1 ft2 = 929 cm2
1 yd2 = 0.836 m2 1 °C = 0.55 · (°F -32)
1 acre = 4047 m2
1 sq mile (of land) 640 acres = 2.59 km2 Energy
Volume 1 BTU = 1.06 kJ

1 kcal = 4.186 kJ
1 in3 = 16.4 cm3
1 ft3 = 0.0283 m3 Power
1 yd3 = 0.7645 m3
1 kW = 1.36bhp
Volume (fluids) 1 kW = 860kcal/h
1 Imp. pint = 0.568 l

1 US. pint = 0.473 l
1 Imp. quart = 1.136 l
1 US. quart = 0.946 l
1 Imp. gal = 4.546 l
1 US. gal = 3.785 l
1 Imp. barrel = 36 Imp. gal = 163.66 l
1 barrel petroleum = 42 US. gal = 158.98 l

K. Appendix
K5 Questionnaire order specification for Sulzer RT-flex96C engines
Instructions
When completing the questionnaire, please note:
All quantities to be stated for one vessel.
When two or more and/or are connected with a line, only one of them should be filled in
with or
Standard
= standard items or specification
Options
= optional items or specification
Info
= to be marked for information only
= included in extent of delivery
= not included in extent of delivery
Example:
Direction of rotation (facing the flywheel)
Rotation clockwise
Rotation anticlockwise
T10.3616

K. Appendix
Questionnaire order specification for Sulzer RT-flex96C engines

Engine code
30 00 00 Client specification
01 Shipyard:
02 Owner / company:
03 Others:
04 Contact person at shipyard:
05 Department:
06 Address:
07 Country:
08 Telephone:
09 Telefax: e-mail:
10 E-mail:
11 Reference:
12 Consultant:
13 Project / newbuilding number:
14 Type of vessel:
15 Size of vessel:
16 Number of ships:
17 Classification:
18 Number of engines / type:
19 Engine builder:
20 Anticipated engine order date (total for this order):
21 Date(s) of ship(s) delivery:
22 Internal order number:
23 Engine numbers:
Remarks:
Wärtsilä Switzerland Ltd representative:
Date:
Table K2 Questionnaire 1

K. Appendix

Engine code
30 10 00 Plant information
01 Single engine installation (propulsion)

02 Twin engine installation (propulsion)
03 Contracted speed of vessel: knots
04 Contracted engine power: kW
05 Contracted engine (propeller) speed: rpm
06 Rotation clockwise
07 Rotation anti-clockwise
} (looking from the propeller towards the engine)
08 Reversible engine(s) and fixed-pitch propeller
09 Non-reversible engine(s) and controllable-propeller
10 Turbocharger number:
Turbocharger make
11 ABB, type TPL
12 Mitsubishi, type MET
13 Barred-speed range accepted by owner (yes / no):
14 Torsional vibration damper (type):
15 Additional damper monitoring system:
16 Axial damper
Power take off (PTO)
17 Tunnel gear
18 Thyristor frequency control:
19 Main engine speed to enable 100 per cent PTO speed: rpm
Remarks:

K. Appendix

Engine code
30 10 00 Plant information (continuation)
24 Shaft generator manufacturer:

25 Shaft generator output: kVA
26 Shaft generator voltage: V
27 Shaft generator speed: rpm
28 Shaft generator frequency: Hz
29 Engine running on HFO (viscosity: mm2/s at 50°C)
30 Fuel for test bed trials:
Engine chocks
31 Epoxy resin
32 Rules and regulations according to classification societies:
33 Other regulations:
34 Standard dynamic calculation
35 Special calculation:
36 Special measurements:
37 Flywheel inertia: kgm2
Electrical power available in plant
38 AC: voltage (low): , phase: Hz
39 AC: voltage (high): , phase: Hz
40 DC: voltage:
Engine fixation
41 Hydraulic lateral stays
42 Friction stays
Remarks:

K. Appendix

Engine code
30 20 00 Rating
01 The outputs are calculated for design (tropical) conditions

02 Engine power MCR (R1): kW
03 Engine power CMCR (Rx): kW
04 Engine speed MCR (R1): rpm
05 Engine speed CMCR (Rx): rpm
06 Engine specified for CMCR
07 Engine power CSR: kW
08 Engine speed CSR: rpm
09 Delta Tuning
Remarks:

K. Appendix

Engine code
30 30 00 Engine
01 The guarantees are based on reference conditions (see section “Engine data”).
02 Number of cylinders:
03 Engine cylinder power MCR (R1): kW/cyl
05 Engine cylinder power CMCR (Rx): kW/cyl
06 Engine speed at CMCR (Rx): rpm
07 BSFC CMCR: g/kWh
08 BSFC CSR: g/kWh
09 BSFC 50 per cent CMCR: g/kWh
10 BSFC per cent CMCR: g/kWh
11 Lub. oil consumption at full load after running in (approx.): g/kWh
Acceptance test according to propeller law:
12 Load tests at: 50 per cent CMCR: 0.5 h
BSFC quarantee point: 1.0 h
not BSFC quarantee points: 0.5 h
13 Others: per cent CMCR h
per cent CMCR h
per cent CMCR h
14 Speed control (governor) test

15 Starting air test
16 Emergency trip test
17 Minimum engine speed test
18 Others:
Remarks:

K. Appendix

Engine Code
30 40 00 Systems
01 Pipe connections with blank flanges having gaskets and bolts or

screw connections for small pipes according to DIN specification.
02 According to JIS specification (please check with WCH or

or engine builder if available for this engine).
03 PTO
41 00 Cooling water systems

01 Central fresh water (single-stage SAC and integrated HT circuit)
02 Central fresh water (single-stage SAC and separate HT circuit)
03 Central fresh water (two-stage SAC)
04 Engine room ambient temperature: min. °C max. °C
05 Pre-heating time: h
Remarks:

K. Appendix

Engine Code
30 40 00 Systems (continuation)
42 00 Lubricating oil system

01 Piston cooling oil flow monitoring
02 Oil mist detector (Graviner/Schaller):
03 Cylinder lubricator:
04 Vertical drains from engine bedplate
05 Horizontal drains from engine bedplate
43 00 Fuel oil system

01 Fuel pre-heating pipes (steam)
02 Fuel pre-heating pipes (thermal oil)
03 Fuel pre-heating by electric wire coils
04 Fuel leakage monitoring
44 00 Turbocharger
01 Turbocharger make / type
02 Turbocharger washing plant (wet)
03 Soft blast cleaning (dry)
04 Sensor for vibration monitoring system
45 00 Scavenge air cooler (SAC), fresh water

01 Single-stage SAC with condensate separator
02 Two-stage SAC with condensate separator
03 SAC washing plant (air side)
Remarks:

K. Appendix

Engine Code
46 00 Starting and instrument air system

01 Air piping
Connection position
02 Free end
03 Driving end
47 00 Exhaust system
01 Exhaust gas system
02 TC exhaust gas outlet casing angle °
48 00 Engine control, monitoring and instrumentation

01 DENIS-9520 interface for remote control system (RCS)
approved by Wärtsilä Switzerland Ltd:
02 Alarm and safety functions for attended machinery space (AMS)
03 Alarm and safety functions for unattended machinery space (UMS)
04 Shaft drive for torsional vibration sensor
05 Engine control pipes
Remarks:

K. Appendix

Engine Code
30 50 00 Spare parts / tools
51 00 Spare parts
01 Engine spare parts according to minimum requirement of classification society.
02 Engine spare parts recommended by the engine designer in addition to
classification society requirements.
03 Special parts on request:
04 Spare parts for engine control room

05 Spare parts for turbocharger(s)
06 Spare parts for auxiliary blowers
Remarks:

K. Appendix

Engine Code
30 50 00 Spare parts / tools (continuation)
52 00 Tools
01 Basic set of engine tools for normal maintenance and overhaul work.
02 Special engine tools
Remarks:

K. Appendix

Engine Code
30 60 00 Documentation
01 Name plates on engine

02 Caution plates
Language:
03 English
04 Japanese
05 Korean
Check the availability
06 Chinese
with the engine builder
07 French
08 Spanish
09 German
10 Maintenance manual / instruction books

Language:
11 English
12 Japanese
13 Korean
14 Chinese
15 French
16 Spanish
17 German
18 2 sets of documentation for installation weeks after receipt

of necessary information from costumer.
19 2 sets of instruction books (spare parts code book, operating manual and
maintenance manual) weeks after delivery of engine.
Remarks:

K. Appendix

Engine Code
30 70 00 Packing / transport / planting
71 00 Packing & transport

01 Short distance transport and short-term storage, i.e. max 8 weeks from delivery
’Ex-works’ to installation (transport distance up to approx. 1000 km).
02 Overseas or long distance transportation and seaworthy packing:
03 Long-term storage:
04 Crane capacity available:

05 Dispatch pattern:
06 Lifting devices and dehumidifiers, to be returned to the engine builder
at the yard’s expense.
07 Other agreement:
08 Special devices for lifting or transportation required:
72 00 Painting
01 Engine builder standard finish
02 Special painting requirement:
Remarks:

K. Appendix

Engine code
30 80 00 Technical assistance from Wärtsilä Switzerland Ltd
01 Supervision during plant installation (fee is not included in

normal extent of supply):
02 Requested for working days

03 Expenses to be paid by:
04 Additional assistance for:
05 Supervision during dock trial (fee is not included in normal extent of supply):
09 Supervision during sea trial (fee is not included in normal extent of supply):
13 The engine supplier requests permission to inspect the engine at the intervals
during erection and storage at the yard, dock and sea trials and guarantee period.
No fees or travelling expenses are charged.
14 Supervision during engine manufacturing, erection, shop trial and transport

(fee is not included in normal extent of supply):

Remarks:

K. Appendix

Engine Code
30 90 00 Commercial terms and conditions
Terms of delivery according to Incoterms 1990

01 Ex-works:
02 FOB:
03 CFR:
04 CIF:
05 Other terms of delivery:
06 Guarantee:
The guarantee period begins at shipment and lasts for 12 months after approved
sea trial, but for a maximum of 18 months after delivery Ex-works, whichever
comes first.
07 Other guarantee conditions to be specified:
08 All terms and conditions are governed by general conditions of supply of:
09 Other terms and conditions to be specified:
Remarks:
FOB = Free on board

CFR = Carriage, costs and freight
CIF = Carriage, costs, insurance and freight

K. Appendix

I. Engine emissions

[g/kWh]
I1.1.1 IMO
20

for ships

Engine speed [rpm]
one being of direct concern for propulsion engine Date of application of Annex VIDuring the
design. Conference of Parties to MARPOL 73/78 in Sep-
tember 1997 the Annex VI was adopted and its
I1.1.3 Regulation regarding NOx ratification criteria habe been met by May 18,
emissions of diesel engines 2004; thus defining its entry into force date as May
19, 2005.
The following speed-dependent curve in figure I1 Irrespective of this actual date of entry into force,
shows the maximum allowed average emissions the regulations on NOx emissions are applicable
when running with marine diesel oil (MDO). (with exceptions stated in the regulations) to all en-
The emission value for an engine is calculated ac- gines with a power output of more than 130 kW
cording to the Technical Code which is part of An- which are installed on ships constructed on or after
nex VI and is almost identical with ISO 8178. As 1st January 2000. The date of construction is the
this is an average value it does not imply that the date of keel laying of the ship. Engines in older
engine emits nitrogen oxides (NOx) below the ships do not need to be certified unless they are
given limit over the whole load range. subjected to major modifications which would sig-
nificantly alter their NOx emission characteristics.
Wärtsilä Switzerland Ltd I–1 25.74.07.40 – Issue

25.74.07.40 X.04X.04
– Rev.
I. Engine emissions

Engine power
of engines [% R1] R1
100

95 Low NOx
R3
Extended
75
IMO regulation 70
R4 R2
The rating field of the Sulzer RT-flex96C is divided Engine speed
65
70 75 80 85 90 95 100
Fig. I2 Sulzer RT-flex96C: compliance with IMO


Note:
25.74.07.40
25.74.07.40 – Issue
– Rev. 0 1 I–2 Wärtsilä Switzerland Ltd
G2.3 Fuel oil systems
G2.3.1 Fuel oil requirements
In Table G11 ‘Fuel oil requirements’ some heavy The CCAI (Calculated Carbon Aromaticity Index,
fuel oil specifications are given. The values in the ISO 8217: 1996) is a function of viscosity and den-
column ‘Bunker limit’ (RMK55) indicate the mini- sity, and is an indication of the ignition quality for
mum quality of heavy fuel as bunkered. Good op- medium and high-speed diesel engines. In low-
erating results have been achieved with commer- speed engines ignition delay as given by the CCAI
cially available fuels within these limits. The is of less importance. There is no rigidly applicable
column ‘Recommended fuel quality’ is an example limit for this quantity, but good results have been
of a good quality fuel of the type commonly used in obtained with commercially available fuels which
Sulzer diesel engines. The use of this variety of fuel have CCAI values up to 870.
can be expected to have a positive influence on
overhaul periods, by improving combustion, wear The maximum admissible viscosity of the fuel that
and exhaust gas composition. can be used in an installation depends on the heat-
The fuel oil as bunkered must be processed before ing and fuel preparation facilities available. As a
it enters the engine. The difference between the guidance, the necessary pre-heating temperature
recommended fuel quality of bunker and at engine for a given nominal viscosity can be taken from the
inlet is an approximate indication of the improve- viscosity/temperature chart in figure G11.
ment that must be achieved by fuel oil treatment. The recommended viscosity range of fuel entering
If catalyst fines are present they must be removed. the engine is: 13–17 mm2/s (cSt).
The fuel oil should contain no foreign substances
or chemical waste, hazardous to the safety of the
ship or detrimental to the performance of
machinery.
ISO 8217:1996
Bunker Engine inlet
class F, RMK55
Table G11 Fuel oil requirements

Example:
F10.4779
Fig. G11 Fuel oil viscosity/temperature diagram

G2.3.2 Fuel oil treatment
Figure G12 ‘Heavy fuel oil treatment layout’ is a To achieve a good separating effect, the through-
schematic diagram of a fuel oil treatment plant. put and the temperature of the fuel must be ad-
The following points should be considered before justed in relation to the viscosity. With high-viscos-
designing a system. ity fuels, the separating temperature must be
Gravitational settling of water and sediment in creased in relation to the nominal capacity of the
heavy fuel oils is an extremely slow process due to separator. For recommended operating data, refer
the small density difference between the oil and the also to the separator instruction manual.
sediment. To achieve the best settling results, the
surface area of the settling tank should be as large A mesh size of maximum 50 microns is the abso-
as possible, because the settling process is a func- lute minimum requirement for the fuel oil filter. This
tion of the fuel surface area of the tank, the viscos- specified filtration grade conforms to a high reliabil-
ity and the density difference. The purpose of the ity and optimal cleaning efficiency of the centrifugal
settling tank is to separate the sludge and water separators.
contained in the fuel oil, to act as a buffer tank and
to provide a suitable constant oil temperature of Cat fines may, for various reasons, be present in
60°C to 70°C. the fuel when entering the engine. Excessive pis-
It is advisable to use separators without gravity often caused by cat fines in the fuel oil. It is obvious
disc to meet the requirements for heavy fuel separ- that other exposed parts e.g. fuel pumps, fuel in-
ation up to 730 mm2/s at 50°C and make the con- jection valves, piston rod and piston rod stuffing
tinuous and unattended onboard operation easier. boxes will be also damaged if a high content of cat
As it is usual to install a stand-by separator as a fines is present in the fuel oil.
back-up, it is of advantage to use it to improve the
separation. For the arrangement of separators, The use of an automatic self-cleaning filter with a
refer to the manufacturer’s instructions. The effec- mesh size of 10 microns installed on the low-tem-
tive separator throughput is to be in accordance perature side of the pressurized fuel oil system will
with the maximum consumption of the diesel additionally protect the engine from serious dam-
engine plus a margin of 15–20 per cent, which ages by removing cat fines which may have
ensures that separated fuel oil flows back from the passed through the separator(s). This filter will
daily tank to the settling tank. The separators are also indicate changes in the separator efficiency
to be in continuous operation from port to port. and/or in the fuel quality.
Such an additional investment should especially
Figure G12 ‘Heavy fuel oil treatment layout’ shows be considered where, due to the ship’s trading
individual positive displacement type pumps but it route, the risk of bunkering fuel with a high cat fines
is also acceptable to have these pumps integrated content is prevalent.
in the separator. It is important that the pumps op-
erate at constant capacity in order to achieve equal
results over the whole operating time.
The separation temperature is to be controlled
within ± 2°C by a preheater.
Wärtsilä Switzerland Ltd G–25 25.74.07.40 – Issue

25.74.07.40 X.04X.04
– Rev.
Remarks:
001 HFO settling tank, heated and insulated *1) Pump may be omitted if integrated in separator.
002 HFO daily tank, heated and insulated *2) Separator capacity related to viscosity in accordance
003 MDO daily tank with instructions of separator manufacturer.
004 Suction filter *3) Vent chamber in funnel.
005 HFO separator supply pump, with safety valve *1) *4) Connection pipe optional.
006 HFO/MDO separator supply pump, safety valve *1) Air vent and drain pipes must be fully functional at all
007 HFO preheater inclination angles of the ship at which the engine must be
008 Selfcleaning HFO separator *2) operational.
009 Selfcleaning HFO/MDO separator *2)
010 Threeway valve, diaphragm operated
011 Sludge tank HFO pipes, heated and insulated
013 Air vent collector MDO pipes
014 Air vent manifold Air vent pipes
Drain & overflow pipes 333.729/2
Fig. G12 Heavy fuel oil treatment layout

G2.3.3 Pressurized fuel oil system
The system shown in figure G13 is recommended

for use with engines burning heavy fuel oils. Fuel
oil from the heated daily tank (002, figure G12)
passes through the three-way valve (002, figure
G13), filter (003) and is transferred to the mixing
unit (006) by the low-pressure feed pump (004).
The high-pressure booster pump (007) transfers
the fuel through the heater (008), viscosimeter and
the filter (010) to the fuel supply unit (012).
Circulation is maintained via pipework back to the

mixing tank which equalizes the fuel oil tempera-
ture between the hot oil returning from the engine
and the cooler oil from the daily tank. The pressure
regulating valve (005) controls the delivery of the
low-pressure pump and ensures that the dis-
charge pressure is 1 bar above evaporation pres-
sure to prevent entrained water from flashing off
into steam.

001 Main engine RTflex96C Remarks:

002 Threeway valve, manually or remotely operated *1) The return pipe may also be led to the HFO daily tank.
003 Fuel oil suction filter, heated (trace heating acceptable) Feed pumps (pos. 004) must be installed below MDO and
004 Low pressure feed pump daily tanks.
005 Pressure regulating valve All heaters to be fitted with thermometers, relief valves, drains
and drip trays.
006 Mixing unit, heated and insulated
Steam tracers on main engine are laid out for 7 bar saturated
steam.
008 Fuel oil endheater Air vent and drain pipes must be fully functional at all inclina
009 Viscosimeter tion angles of the ship at which the engine must be oper
010 Fuel oil filter, heater (trace heating acceptable) ational.
012 Fuel supply unit HFO pipes, heated and insulated
013 Fuel rail unit
MDO pipes
31 Fuel oil inlet, supply unit
Heating pipes
32 Fuel oil outlet
Air vent pipes
33 Fuel leakage pipe rail unit
Drain & overflow pipes
34 Fuel leakage pipe
333.729/1
Fig. G13 Pressurized fuel oil system

G1 General information
G1.1 Introduction

please contact our representative or Wärtsilä Ltd,
G1.2 Part-load data

the help of the winGTD-program.
G1.3 Engine system data
The data contained in tables G1 to G6 are appli-

(R1) of each six- to twelve- and fourteen-cylinder
engine at design (tropical) conditions. They are
suitable for estimating the size of ancillary equip-
ment.
The winGTD-program enables to obtain all engine

rating field and of part-load, as mentioned above.

data.

G1.3.1 Questionnaire for engine data

or fax:
Fax No. +41 52 262 07 07
Company:
Name:
Address:
Department:
Country:
Telephone:
Telefax:
e-mail:
Date of contact:
Project number:
Shipowner, country:
Shipyard, country:
Project manager:
(see PTO options, table F1)
Max. PTO [kW] 700 1200 1800
Speed [rpm]: 1000 1200 1500 1800

Power: kW
Speed: rpm


HT circuit
LT
oil cooler
Scavenge air
(se chapter J). Recirculation
Central
cooler
Fig. G1 Central fresh water cooling system with single-stage SAC and integrated HT circuit


Oil flow *1) m3/h 553 628 703 787

Sea-water flow m3/h 901 1054 1206 1354

Mass flow kg/h 253255 295464 337673 379882

Lubricating oil 553 7.5 628 7.5 703 7.5 787 7.5
Fuel oil booster 15.4 7.0 18.0 7.0 20.6 7.0 23.2 7.0
Fuel oil feed 8.6 5.0 10.0 5.0 11.4 5.0 12.9 5.0
Sea-water 901 2.2 1054 2.2 1206 2.2 1354 2.2



Oil flow *1) m3/h 862 937 1012 1171

Sea-water flow m3/h 1507 1660 1813 2113

Mass flow kg/h 422091 464301 506510 590928

Lubricating oil 862 7.5 937 7.5 1012 7.5 1171 7.5
Fuel oil booster 25.7 7.0 28.3 7.0 30.9 7.0 36.0 7.0
Fuel oil feed 14.3 5.0 15.7 5.0 17.2 5.0 20.0 5.0
Sea-water 1507 2.2 1660 2.2 1813 2.2 2113 2.2


HT circuit
LT
oil cooler cooler
Scavenge air
(see chapter J). Recirculation
Central
cooler
Fig. G2 Central fresh water cooling system with single-stage SAC and separate HT circuit


Oil flow *1) m3/h 553 628 703 787

Sea-water flow m3/h 901 1054 1206 1354

Mass flow kg/h 253255 295464 337673 379882

Lubricating oil 553 7.5 628 7.5 703 7.5 787 7.5
Fuel oil booster 15.4 7.0 18.0 7.0 20.6 7.0 23.2 7.0
Fuel oil feed 8.6 5.0 10.0 5.0 11.4 5.0 12.9 5.0
Sea-water 901 2.2 1054 2.2 1206 2.2 1354 2.2



Oil flow *1) m3/h 862 937 1012 1171

Sea-water flow m3/h 1507 1660 1813 2113

Mass flow kg/h 422091 464301 506510 590928

Lubricating oil 862 7.5 937 7.5 1012 7.5 1171 7.5
Fuel oil booster 25.7 7.0 28.3 7.0 30.9 7.0 36.0 7.0
Fuel oil feed 14.3 5.0 15.7 5.0 17.2 5.0 20.0 5.0
Sea-water 1507 2.2 1660 2.2 1813 2.2 2113 2.2

LT
Scavenge air
(see chapter J).
Central
cooler
Fig. G3 Central fresh water cooling system with two-stage SAC and integrated HT circuit


Oil flow *1) m3/h 553 628 703 787

Sea-water flow m3/h 901 1054 1206 1354

Mass flow kg/h 253255 295464 337673 379882

Lubricating oil 553 7.5 628 7.5 703 7.5 787 7.5
Fuel oil booster 15.4 7.0 18.0 7.0 20.6 7.0 23.2 7.0
Fuel oil feed 8.6 5.0 10.0 5.0 11.4 5.0 12.9 5.0
Sea-water 901 2.2 1054 2.2 1206 2.2 1354 2.2



Scavenge air cooler (HT) heat dissipation kW 11434 12049 12568 15672
Oil flow *1) m3/h 862 937 1012 1171

Sea-water flow m3/h 1507 1660 1813 2113

Mass flow kg/h 422091 464301 506510 590928

Lubricating oil 862 7.5 937 7.5 1012 7.5 1171 7.5
Fuel oil booster 25.7 7.0 28.3 7.0 30.9 7.0 36.0 7.0
Fuel oil feed 14.3 5.0 15.7 5.0 17.2 5.0 20.0 5.0
Sea-water 1507 2.2 1660 2.2 1813 2.2 2113 2.2

Index
A F
Address Wärtsilä Switzerland Ltd, A–1 Fire protection, G–33
Air filter size, G–37 Fluid quantities in the engine, E–2
Ambient temperature consideration, B–8 Free first order moments, D–3
Engine air inlet (arctic conditions), B–8 Free second order moments, D–3
Auxiliary blower, D–18 Fresh water generator, G–9
Axial damper, D–7 Fuel oil systems, G–23
Axial vibration, D–7 Fuel oil viscosity/temperature diagram, G–24
B I
Blowing off at arctic conditions, B–8 Installation of winGTD, J–1
Introduction, A–1, B–1
C ISO Standard 15550, D–1
CD-ROM, J–1 ISO Standard 3046-1, D–1
CMCR, B–1, B–5
Consideration on engine selection, B–1 L
Contents of fluid in the engine, E–2 Lateral engine vibration, D–5
Continuous service rating, B–5 Lateral stays, D–6, D–7
Conversion factors, K–6 Layout field, B–1
Cooling and pre-heating water systems, G–9 Leakage collection, G–31
Cross section, C–2 Light running margin (LR), B–4
Load range, B–3
D Load range with main-engine driven generator, B–7
Delta Tuning, A–3 Load range limits, B–5
Design conditions, D–1 Longitudinal engine vibration, D–7
Dimensions, masses and dism. heights, E–1 Lubricating oil system, G–17
E M
Electrical power consumers, D–18 MAPEX-SM, H–24
Electrically driven auxiliary blowers, D–18 MAPEX Engine Fitness Family, H–18
Electrically driven compensator, D–6
Engine air inlet operating temperatures, B–8 N
Engine air supply, G–37 Noise, I–3
Engine room ventilation, G–37 NOx emissions, I–1
Engine system data, G–1
Engine dimensions, E–1 O
Engine emissions, I–1 Operational margin (OM), B–5
Engine margin (EM), B–5 Order forms for vibration calculations and simulation, D–10
Engine outlines, E–3 Order specification, K–7
Engine performance data, D–1 Overload limit, B–6
Engine seating, E–14 Overspeed limit, B–6
Exhaust gas system, G–34
Wärtsilä Switzerland Ltd k 25.74.07.40 – Issue X.04 – Rev. 0

Index
P T
Part-load data, G–1 Tank capacities, G–33
Piping symbols, K–2 TC and SAC selection, D–16
Piping systems, G–9 Torsional vibration, D–7
Power demand of an engine, B–1 Turbocharger and scavenge air coolers, D–15
Power related unbalance, D–4 Turbocharger weights, D–15
Power/speed combination, B–1
Power/speed range of RTA and RT-flex engines, A–1 U
Pre-heating system, G–16 Using winGTD, J–1
Pressure and temperature ranges, D–18
Primary engine data, A–2 V
Propeller characteristics, B–2 Vibration aspects, D–2
Propeller curve, B–3
Propeller efficiency, B–1 W
PTO arrangements, F–2 Waste heat recovery, F–2
Q
Questionnaire winGTD, G–2
R
Rating, B–1
Rating points, B–2
Reference conditions, D–1
Reference to other documentation, K–1
Rocking, D–5
RT-flex key parts, C–3
RT-flex system, C–1
S
Scavenge air and exhaust gas system, G–34
Scavenge air cooler details, D–15
Scavenge air system for arctic conditions, B–8
Sea margin (SM), B–4
Sea trial power, B–4
SI dimensions, K–5
Starting and control air system, G–29
25.74.07.40 – Issue X.04 – Rev. 0 l Wärtsilä Switzerland Ltd

E1 Dimensions, masses and dismantling heights
Deck beam
X
E
F
D
C
G
M M1 N
K L I
A B
A’ F10.5297
Fig. E1 Engine dimensions
Dimensions in mm with a A 11564 13244 15834 17514 19194 20874 22554 25914
tolerance of approx. ± 10 mm A’ 12963 14643 17233 18913 20593 22273 23953 27313
B 4480
C 1800
D 10925
E 6020
F 12950/13000
G 2594
I 723
K 676
L 1944
M 1680
M1 2590
N 1220
R 750
E: Dimension, when engine fitted with ABB TPL85. Other turbochargers cause other dimensions.
Table E1 Engine dimensions

Net engine weight without oil/water [tonnes] 1160 1290 1470 1620 1760 1910 2050 2300
Minimum crane capacity [tonnes] 11.5
Table E2 Engine masses
E1.1 Contents of fluid in the engine

System fluid
6 7 8 9 10 11 12 14
Cylinder cooling water [kg] 3350 3620 4050 4450 4670 5430 5600 6900
Lubricating oil [kg] 2410 2640 3080 3420 3740 4040 4350 4980
Water in scavenge [kg] 1240 1240 1240 1240 1880 1880 1880 2520
air cooler(s) *1)
[kg] 7000 7500 8370 9110 10290 11350 11830 14400
engine *2)

Table E3 Fluid quantities in the engine

E2 Engine outlines
ments with ABB TPL and MHI MET turbo- binations (number of cylinders, number and type
chargers. of turbochargers) are available on request.
Driving end
Free end
Scale in mm
336.770/338.733
Fig. E2 End elevation of Sulzer RT-flex96C engines with ABB TPL85-B turbochargers

Scale in mm
Plan view
336.287a

Scale in mm
Plan view
337.924a

Scale in mm
Plan view
338.733

Scale in mm
Plan view
336.770

25.74.07.40 – Issue X.04 – Rev. 0

E–8
E.
Scale in mm
341.940
Fig. E7 Exhaust side elevation of Sulzer 14RT-flex96C engine with 4 x ABB TPL85-B turbochargers
RT-flex96C
Installation data

E.
Plan view

RT-flex96C
Installation data
E–9
Scale in mm
341.940
Fig. E8 Plan view of Sulzer 14RT-flex96C engine with 4 x ABB TPL85-B turbochargers
25.74.07.40 – Issue X.04 – Rev. 0

Driving end
Free end
Scale in mm
336.064
Fig. E9 End elevation of Sulzer RT-flex96C engines with MHI MET83SE turbochargers

Scale in mm
Plan view
336.064
Fig. E10 Exhaust side elevation and plan view of Sulzer 8RT-flex96C engine with 2 x MHI MET83SE turbochargers

25.74.07.40 – Issue X.04 – Rev. 0

E–12
E.
Scale in mm
336.281
Fig. E11 Exhaust side elevation of Sulzer 14RT-flex96C engine with 4 x MHI MET83SE turbochargers
RT-flex96C
Installation data

E.
Plan view

RT-flex96C
Installation data
E–13
Scale in mm
33.281
Fig. E12 Plan view of Sulzer 14RT-flex96C engine with 4 x MHI MET83SE turbochargers
25.74.07.40 – Issue X.04 – Rev. 0

E2.1 Engine seating
Remarks:
Note:
246.401b
Fig. E13 Engine seating (foundation) with epoxy resin chocks

List of contents
A Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–1

A2.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–3
B Considerations on engine selection . . . . . . . . . . . . . . . . . . . . . . B–1
B1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1
B2 Layout field . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1

B2.1 Rating points R1, R2, R3 and R4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–2
B2.2 Influence of propeller revolutions on the power requirement . . . . . . . . . . . . . . . . . . . B–2
B3 Load range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–3

B3.1 Propeller curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–3
B3.2 Sea trial power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–3
B3.3 Sea margin (SM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–4
B3.4 Light running margin (LR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–4
B3.5 Engine margin (EM) or operational margin (OM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–5
B3.5.1 Continuous service rating (CSR=NOR=NCR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–5
B3.5.2 Contract maximum continuous rating (CMCR = Rx) . . . . . . . . . . . . . . . . . . . . . . . . . . B–5
B3.6 Load range limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–5
B3.7 Load range with main-engine driven generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–7
B4 Ambient temperature consideration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–8

B4.1 Engine air inlet: operating temperatures from 45°C to 5C . . . . . . . . . . . . . . . . . . . . . . B–8
B4.2 Engine air inlet: arctic conditions at operating temp. below 5°C . . . . . . . . . . . . . . . . . B–8
C Engine description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1
D Engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1
D1 Reference conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1
D2 Design conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1
D3 Ancillary system design parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1
D4 Engine performance data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1
Wärtsilä Switzerland Ltd a 25.74.07.40 – Issue X.04 – Rev. 0

List of contents

D5.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–2
D5.3.1 Stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–6
D5.3.2 Electrically driven compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–6

D7 Turbocharger and scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–15

D7.1 Turbocharger and scavenge air cooler selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–16
D8 Auxiliary blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–18
D9 Electric power requirement in [kW] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–18
D10 Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–18
E Installation data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1
E1 Dimensions, masses and dismantling heights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1

E1.1 Contents of fluid in the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
E2 Engine outlines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–3

E2.1 Engine seating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–14
25.74.07.40 – Issue X.04 – Rev. 0 b Wärtsilä Switzerland Ltd

List of contents
F Auxiliary power generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1

F1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1
F1.2 System description and layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–2
F2 Waste heat recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–2
F3 Power take off (PTO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–2

F3.1 Arrangements of PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–2
F3.2 PTO power and speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–2
G Ancillary systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1
G1 General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1

G1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1
G1.2 Part-load data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1
G1.3 Engine system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1
G1.3.1 Questionnaire for engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–2
G2 Piping systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–9

G2.1 Cooling and pre-heating water systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–9
G2.1.1 Central fresh water cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–9
G2.1.2 Pre-heating system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–16
G2.2 Lubricating oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–17
G2.2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–17
G2.2.2 Optional lubricating oil systems for turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–17
G2.2.3 Lubricating oil maintenance and treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–18
G2.3 Fuel oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–23
G2.3.1 Fuel oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–23
G2.3.2 Fuel oil treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–25
G2.3.3 Pressurized fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–27
G2.4 Starting and control air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–29
G2.5 Leakage collection system and washing devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–31
G3 Tank capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–33
G4 Fire protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–33
G5 Exhaust gas system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–34
G6 Engine air supply / Engine room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–37
Wärtsilä Switzerland Ltd c 25.74.07.40 – Issue X.04 – Rev. 0

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H Engine management system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–1
H1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–1
H1.1 DENIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–3
H1.2 WECS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–3
H1.3 MAPEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–3
H2 DENIS-9520 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–3
H2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–3
H2.2 Propulsion control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–4
H2.2.1 Approved propulsion control systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–5
H2.2.2 Functions of the propulsion
control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–7
H2.2.3 Recommended manoeuvring characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–8
H2.3 Interface to alarm and monitoring systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–9
H2.3.1 General layout – operator interface OPI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–9
H2.3.2 Alarm sensors and safety functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–11
H3 WECS-9520 – flex engine control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–15

H3.1 WECS-9520 – system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–15
H3.2 WECS-9520 – online spare module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–15
H3.3 WECS-9520 – communication to external systems . . . . . . . . . . . . . . . . . . . . . . . . . . H–15
H4 MAPEX Engine Fitness Family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–18

H4.1 SIPWA-TP (Piston-ring Wear) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–19
H4.2 Mapex-PR (Piston-running Reliability) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–21
H4.3 Mapex-TV / AV (Torsional Vibration / Axial Vibration Detection) . . . . . . . . . . . . . . . . H–23
H4.4 MAPEX-SM (Spare parts and Maintenance) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–24

I1.1.1 IMO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1
I1.1.4 Date of application of Annex VI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1
I1.2.1 Low NOx Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–2
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I2 Engine noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–3

J winGTD – General Technical Data . . . . . . . . . . . . . . . . . . . . . . . . J–1
J1 Included CD-ROM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1

J1.1 Installation of winGTD and EnSel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
J1.1.1 System requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
J1.1.2 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
J1.1.3 Changes to previous versions of winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
J1.2 Using winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
J1.2.1 Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
J1.2.2 Data input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
J1.2.3 Output results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–2
J1.2.4 Service conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–2
J1.2.5 Saving a project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–2
J1.3 EnSel program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–2
K Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–1
K1 Reference to other Wärtsilä Switzerland documentation . . . . . . . . . . . . . . . . . . . . . . . K–1
K2 Piping symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–2
K3 SI dimensions for internal combustion engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–5
K4 Approximate conversion factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–6
K5 Questionnaire order specification for Sulzer RT-flex96C engines . . . . . . . . . . . . . . . K–7
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Fig. A1 Power/speed range of all IMO-2000 regulation compatible RTA and

RT-flex engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–1
Fig. B1 Layout field of the Sulzer RT-flex96C engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1
Fig. B2 Load range limits of an engine corresponding to a specific rating point Rx . . . . . . . B–3
Fig. B3 Load diagram for a specific engine showing the corresponding power
and speed margins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–4
Fig. B4 Load range limits, with the load diagram of an engine corresponding to
a specific rating point Rx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–6
Fig. B5 Load range diagram for an engine equipped with a main-engine driven generator,
whether it is a shaft generator or a PTO-driven generator . . . . . . . . . . . . . . . . . . . . . B–7
Fig. B6 Scavenge air system for arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–8
Fig. B7 Blow-off effect at arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–9
Fig. C1 Significant difference between Sulzer RTA engines and RT-flex engines. . . . . . . . . C–1
Fig. C2 Cross section of a typical Sulzer RT-flex engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–2
Fig. C3 Sulzer RT-flex system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–3
Fig. D2 Locating electrically driven balancer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–3
Fig. D7 Scavenge air cooler details (rated at R1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–15
Fig. D8 Turbocharger and scavenge air cooler selection (ABB TPL type turbocharger) . . . D–16
Fig. D9 Turbocharger and scavenge air cooler selection (MHI MET type turbocharger) . . . D–17
Fig. E1 Engine dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1
Fig. E2 End elevation of Sulzer RT-flex96C engines with ABB TPL85-B
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–3
Fig. E8 Plan view of Sulzer 14RT-flex96C engine with 4 x ABB TPL85-B
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–9
Fig. E9 End elevation of Sulzer RT-flex96C engines with MHI MET83SE
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–10
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List of figures

Fig. E12 Plan view of Sulzer 14RT-flex96C engine with
4 x MHI MET83SE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–13
Fig. E13 Engine seating (foundation) with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . E–14
Fig. F1 Heat recovery, typical system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1
Fig. F2 Tunnel PTO gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–2
Fig. G3 Central fresh water cooling system with two-stage SAC
Fig. G6 Central fresh water cooling system with two-stage scavenge air cooler
Fig. G7 Engine pre-heating power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–16
Fig. G8 Main lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–19
Fig. G11 Fuel oil viscosity/temperature diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–24
Fig. G12 Heavy fuel oil treatment layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–26
Fig. G13 Pressurized fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–28
Fig. G14 Starting and control air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–29
Fig. G15 Leakage collection and washing layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–31
Fig. G16 Determination of exhaust pipe diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–34
Fig. G17 Estimation of exhaust gas density . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–35
Fig. G18 Estimation of exhaust pipe diameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–35
Fig. G19 Air filter size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–38
Fig. H1 EMS concept comprising DENIS, WECS and MAPEX modules . . . . . . . . . . . . . . . . H–1
Fig. H2 RT-flex automation layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–2
Fig. H3 DENIS-9520 remote control system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–6
Fig. H4 Recommended manoeuvring characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–8
Fig. H5 Integrated/split solution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–10
Fig. H6 General system layout of WECS-9520 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–17
Fig. H7 SIPWA-TP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–20
Fig. H8 MAPEX-PR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–22
Fig. H9 MAPEX-AV / TV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–23
Fig. H10 MAPEX-communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–24
Fig. I2 Sulzer RT-flex96C: compliance with IMO regulations . . . . . . . . . . . . . . . . . . . . . . . . . I–2
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Fig. J1 winGTD: Selection of engine window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
Fig. J2 winGTD: Main window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
Fig. J3 winGTD: General technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–2
Fig. J4 winGTD: Two-stroke engine propulsion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–2
25.74.07.40 – Issue X.04 – Rev. 0 h Wärtsilä Switzerland Ltd

List of tables
Table A1 Primary engine data of Sulzer RT-flex96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–2

Table D9 Scavenge air cooler parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–15
Table D10 Turbocharger weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–15
Table D11 Number of auxiliary blowers per engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–18
Table D12 Electric power consumers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–18
Table D13 Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–19
Table E1 Engine dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1
Table E2 Engine masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
Table E3 Fluid quantities in the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
Table F1 PTO power and speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–2
Table G9 Central fresh water cooling system with two-stage scavenge air cooler
Table G10 Lubricating oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–22
Table G11 Fuel oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–23
Table G12 Air receiver and air compressor capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–30
Table G13 Leakage collection and washing layout: legend to layout . . . . . . . . . . . . . . . . . . . . . . G–32
Table G14 Tank capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–33
Table G15 Recommended quantities of fire extinguishing medium . . . . . . . . . . . . . . . . . . . . . . . G–33
Table G16 Guidance for air filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–37
Wärtsilä Switzerland Ltd i 25.74.07.40 – Issue X.04 – Rev. 0

List of tables
Table H1 Suppliers of remote control systems and electronic speed control systrems . . . . . . H–5
Table K1 SI dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–5
Table K12 Questionnaire 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–18
25.74.07.40 – Issue X.04 – Rev. 0 j Wärtsilä Switzerland Ltd

G2.2 Lubricating oil systems
G2.2.1 General The cylinders are lubricated by a separate system

working on the once-through principle, i.e. fresh
Lubrication of the main bearings, thrust bearings, lubricating oil is directly fed into the cylinders to
bottom-end bearings, camshaft bearings, cross- provide lubrication for the liners, pistons and piston
head bearings, together with the piston cooling, is rings.
carried out by the main lubricating oil system, see
figure G8 ‘Main lubricating oil system and cylinder For normal operating conditions, a high-alkaline
lubricating oil system’. The elevated lub. oil pres- marine cylinder oil of the SAE 50 viscosity grade
sure for the crosshead bearings is obtained using with a minimum kinematic viscosity of 18.5 cSt at
separate pumps. The cylinder liner lubrication is 100°C must be used. The alkalinity of the oil is indi-
carried out by a separate system as shown in the cated by its Base Number (BN).
upper part of figure G8. The consumption of sys-
tem oil and cylinder lubricating oil is indicated in Note:
table A1. The ‘Base Number’ or ‘BN’ was formerly known as
‘Total Base Number’ or ‘TBN’. Only the name has
The products listed in table G10 ‘Lubricating oils’ changed, values remain identical.
were selected in co-operation with the oil suppliers
and are considered appropriate for the application
indicated. G2.2.2 Optional lubricating oil systems
Wärtsilä Switzerland Ltd does not accept any liabil- for turbochargers
ity for the quality of the supplied lubricants or their
performance in actual service. The ABB TPL and Mitsubishi MET turbochargers
feature journal bearings which are lubricated from
In addition to the oils shown in the mentioned list, the engine’s lubricating system.
there are other brands which might be suitable for As an option, a separate lubricating system (fig. G9
the use in Sulzer diesel engines. Information con- and G10) which only serves the turbochargers can
cerning such brands may be obtained on request be supplied. For more information please contact
from Wärtsilä Switzerland Ltd, Winterthur. WCH.
For the Sulzer RT-flex96C engines which are de- separate lub. oil systems, the recommendations
signed with oil-cooled pistons, the crankcase oils given by the supplier must be observed.
properties (see also table G10, ‘lubricating oils’):
• SAE 30.
• Minimum BN of 5 detergent properties.
• Load carrying performance of the FZG gear
machine method IP 334/90: FZG load stage
fail 11.
• Good thermal stability.
• Antifoam properties.
• Good demulsifying performance.

G2.2.3 Lubricating oil maintenance and

treatment
Treatment of the system oil by self-cleaning separ-

ators is absolutely necessary to maintain the oil in
good condition over a long working period.
In order to remove any water from the lubricating
oil the separator has to operate as a purifier of the
full discharge type. Pre-heating of the oil between
90–95°C will increase the efficiency of the separ-
ation process.
The minimum throughput of the lubricating oil sep-

arator is determined by the contracted maximum
power (CMCR) of the engine as follows:
.
V separator(CMCR) + 0.14 dm 3ńkWh
Example:
Estimation of minimum throughput
of the lubricating oil separator for
Sulzer 8RT-flex96C with CMCR at 45 760 kW
.
V separator(CMCR) + 0.14 @ 45 760 + 6406 dm 3ńh
The separator throughput related to its nominal ca-

pacity has to conform to the recommendations of
the separator manufacturer. This separator should
never be used for fuel oil separation, to prevent
cross-contamination of the lubricating oil.


Cylinder lub. oil pipes
Air vent pipes
246.819a
22 Lubricating oil drain from bedplate

002 Lubricating oil drain tank 26 Cylinder lubricating oil inlet
003 Heating coil 27 Crosshead lub. oil inlet
004 Suction filter
005 Lubricating oil pump *1) Remarks:
006 Lubricating oil cooler *1) The lub. oil pumps (pos. 005) and the crosshead lub oil pumps (pos. 013) are
007 Automatic temperature control valve; to be interlocked so that the crosshead lub. oil pumps never can run alone.
constant temp. at engine inlet: 45 °C *2) Alternatively, the cylinder oil can be fed directly from the storage tank by grav
ity to the lubricators. If this arrangement is preferred, the storage tank is to be
located at the same height as requested for the daily tank and the feed pipe to
009 Reduction piece the lubricators is provided with a flow meter.
010 Deck connection
*4) The bypass line with the pressure control valve can be omitted if the main
011 Cylinder lubricating oil storage tank *2) lubricating oil pumps have a builtin pressure control and safety valve or if
012 Cylinder lubricating oil daily service tank centrifugal pimps are used.
013 Crosshead lubricating oil pump Air vent pipes and drain valves where necessary.
014 Pressure control valve Air vent and drain pipes must be fully functional at all inclination angles of the
015 Automatic oil filter (on engine) ship at which the engine must be operational.
Fig. G8 Main lubricating oil system


003 Heating coil
004 Suction filter

Air vent pipes
connections
Remarks:
246.700a


003 Heating coil
004 Suction filter

Air vent pipes
connections
Remarks:
246.700a



Cyltech 80AW

ChevronTexaco Veritas 800 Marine Oil 30 Taro Special HT 70

(FAMM)
Melina S Oil 30
Melina Oil 30
Total Atlanta Marine D 3005 Talusia HR 70 Talusia LS40
Table G10 Lubricating oils
Note
25.74.07.40
25.74.07.40 – Issue
– Rev. 0 1 G–22 Wärtsilä Switzerland Ltd
RT-flex96C
Marine Installation
Manual
Issue November 2006

PO Box 414 Fax +41 52 212 49 17
Switzerland

This issue of this Marine Installation Manual (MIM) is the third edition covering the
Wärtsilä 6–14RT-flex96C two-stroke marine diesel engines.
This manual covers the Wärtsilä RT-flex96C engines with the following MCR:
– Speed 102 rpm
– Mean effective pressure at R1 18.6 bar
d) The inclusion of information referring to winGTD (version 2.9).
e) A CD-ROM containing the winGTD and the complete manual (MIM)
is available on request.
This Marine Installation Manual is complete within itself, an additional Engine

Selection and Project Manual (ESPM) is not required.
25.89.07.40 – Issue XI.06 – Rev. 0 Wärtsilä Switzerland Ltd

RT-flex96C Marine Installation Manual
List of contents
A Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–1

A2.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–3
B Engine description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1
B1 Engine description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1
B2 Engine numbering and designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–4
C General engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1
C1 Engine layout field and load range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1

C1.1 Layout field . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1
C1.2 Rating points R1, R2, R3 and R4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1
C1.2.1 Continuous service rating (CSR=NOR=NCR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–2
C1.2.2 Contract maximum continuous rating (CMCR = Rx) . . . . . . . . . . . . . . . . . . . . . . . . . . C–2
C1.3 Load range limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–2
C1.4 Load range with main-engine driven generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–3
C2 Engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–4

C2.1 Reference conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–4
C2.2 Design conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–4
C2.3 Ancillary system design parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–4
C2.4 Engine performance data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–4
C3 Turbocharger and scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–5

C3.1 Turbocharger and scavenge air cooler selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–6
C4 Auxiliary blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–8
C5 Electrical engine power requirement in [kW] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–8
C6 Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–8
C7 Available CD-ROM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–10

C7.1 Installation of winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–10
C7.1.1 System requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–10
C7.1.2 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–10
C7.1.3 Changes to previous versions of winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–10
Wärtsilä Switzerland Ltd a 25.89.07.40 – Issue XI.06 – Rev. 0

Marine Installation Manual RT-flex96C
List of contents
C7.2 Using winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–10

C7.2.1 Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–10
C7.2.2 Data input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–10
C7.2.3 Output results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–11
C7.2.4 Service conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–11
C7.2.5 Saving a project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–11
D Engine dynamics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1

D1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1
D1.3.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–4
D1.3.2 Reduction of lateral vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–5
D1.3.2.1 Engine stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–5
D1.3.2.2 Electrically driven compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–5
D1.5.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–6
D1.5.2 Reduction of torsional vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–7
D1.6.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–8
D1.6.2 Reduction of axial vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–8
D2 System dynamics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–12

25.89.07.40 – Issue XI.06 – Rev. 0 b Wärtsilä Switzerland Ltd

List of contents
E Auxiliary power generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1
E1 General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1

E1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1
E1.2 System description and layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
E2 Waste heat recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
E3 Power take off (PTO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2

E3.1 Arrangements of PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
E3.2 PTO power and speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
F Ancillary systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1

F1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1
F1.2 Part-load data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1
F1.3 Engine system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1
F1.3.1 Questionnaire for engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–2
F1.3.2 Engine system data for central fresh water cooling system (single-stage)
at nominal maximum continuous rating (R1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–3
F1.3.3 Engine system data for central fresh water cooling system (two-stage)
at nominal maximum continuous rating (R1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–7
F2 Piping systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–9

F2.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–9
F2.2 Cooling water and pre-heating systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–9
F2.2.1 Central fresh water cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–9
F2.2.1.1 Central fresh water cooling system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–16
F2.2.1.2 General recommendations for design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–21
F2.2.1.3 Fresh water generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–22
F2.2.1.4 Pre-heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–24
F2.3 Lubricating oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–25
F2.3.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–25
F2.3.2 Lubricating oil systems for turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–25
F2.3.3 Main lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–25
F2.3.4 Main lubricating oil system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–32
F2.3.5 Cylinder lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–33
F2.3.6 Lubricating oil maintenance and treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–33
F2.3.6.1 Lubricating oil separator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–33
F2.3.7 Lubricating oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–33
F2.3.8 Lubricating oil drain tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–37
Wärtsilä Switzerland Ltd c 25.89.07.40 – Issue XI.06 – Rev. 0

List of contents
F2.3.9 Flushing the external lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–45

F2.3.9.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–45
F2.3.9.2 Preparation before flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–46
F2.3.9.3 Flushing external lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–46
F2.3.9.4 Flushing within the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–47
F2.3.9.5 Commissioning of lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–47
F2.3.9.6 Lubricating oil cleanliness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–47
F2.3.9.7 Cylinder oil supply system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–48
F2.4 Fuel oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–49
F2.4.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–49
F2.4.2 Fuel oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–49
F2.4.3 Fuel oil treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–53
F2.4.3.1 Settling tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–55
F2.4.3.2 Daily tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–55
F2.4.3.3 Centrifugal separators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–55
F2.4.4 Pressurized fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–56
F2.4.5 Fuel oil system on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–58
F2.4.6 Heavy fuel oil system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–60
F2.4.7 Flushing the external fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–65
F2.4.7.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–65
F2.4.7.2 Preparation before flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–66
F2.4.7.3 Flushing procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–66
F2.5 Starting and control air systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–67
F2.5.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–67
F2.5.2 System layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–67
F2.5.3 Capacities of air compressor and receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–67
F2.5.4 Starting and control air system specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–69
F2.5.4.1 Control air system supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–69
F2.5.5 General service and working air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–69
F2.6 Leakage collection system and washing devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–70
F2.6.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–70
F2.7 Exhaust gas system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–74
F2.8 Air vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–76
F2.9 Engine-room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–77
F3 Ambient temperature consideration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–78

F3.1 Engine air inlet – Operating temperatures from 45°C to 5°C . . . . . . . . . . . . . . . . . . . F–78
F3.1.1 Scavenge air system – arctic conditions at operating temperatures below 5°C . . . F–78
F3.2 Air filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–80
F4 Pipe size and flow details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–82

F4.1 Pipe velocities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–82
F4.2 Piping symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–83
F5 Engine pipe connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–86
25.89.07.40 – Issue XI.06 – Rev. 0 d Wärtsilä Switzerland Ltd

List of contents
G Engine management & automation . . . . . . . . . . . . . . . . . . . . . . . G–1
G1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1
G1.1 DENIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–3
G1.2 WECS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–3
G1.3 MAPEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–3
G2 DENIS-9520 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–3
G2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–3
G2.2 Propulsion control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–4
G2.2.1 Approved propulsion control systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–5
G2.2.2 Functions of the propulsion
control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–7
G2.2.3 Recommended manoeuvring characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–8
G2.3 Interface to alarm and monitoring systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–9
G2.3.1 General layout – Operator interface OPI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–9
G2.3.2 Alarm sensors and safety functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–11
G3 WECS-9520 – RT-flex engine control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–15

G3.1 WECS-9520 – System layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–15
G3.2 WECS-9520 – External 220 VAC power supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–15
G3.3 Online spare module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–15
G3.4 Communication to external systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–15
G4 MAPEX Engine Fitness Family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–17

G4.1 Mapex-PR (Piston-running Reliability) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–18
H General installation aspects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–1
H1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–1
H2 Dimensions and masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–2

H2.1 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–2
H2.2 Thermal expansion at the turbocharger expansion joint . . . . . . . . . . . . . . . . . . . . . . . H–5
H2.3 Contents of fluid in the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–6
H2.4 Space requirements and dismantling heights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–6
H2.4.1 Crane requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–6
H2.4.2 Piston dismantling heights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–6
H2.4.3 Dismantling of scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–9
H2.4.4 Removal of connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–9
H3 Outlines of Wärtsilä RT-flex96C engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–10
H4 Platform arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–25
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H5 Engine seating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–51

H5.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–51
H5.2 Engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–51
H5.2.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–51
H5.2.2 Thrust sleeve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–51
H5.2.2.1 Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–51
H5.2.2.2 Drilling of the holes in the tank top plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–51
H5.2.2.3 Chock thickness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–51
H5.2.3 Fitted stud . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–52
H5.2.3.1 Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–52
H5.2.3.2 Drilling of the holes in the tank top plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–52
H5.2.3.3 Chock thickness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–52
H5.2.4 Pouring of the epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–52
H5.2.4.1 Conditions before pouring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–52
H5.2.4.2 Pouring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–52
H5.2.5 Tightening the holding-down studs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–53
H5.2.6 Engine foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–53
H5.2.7 Engine holding-down studs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–55
H5.2.8 Engine seating side stoppers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–59
H5.2.9 Chocking and drilling plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–69
H5.3 Engine alignment tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–79
H5.3.1 Position of engine alignment tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–80
H6 Engine coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–86

H6.1 Fitting coupling bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–86
H7 Engine earthing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–90

H7.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–90
H7.2 Preventive action . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–90
H7.3 Earthing slip-rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–91
H7.3.1 Main shaft earthing system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–91
H8 Engine stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–93

H8.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–93
H8.2 Stays arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–93
H8.2.1 Installation of lateral stays – hydraulic and friction types . . . . . . . . . . . . . . . . . . . . . . . H–93
H9 Fire protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–96

H9.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–96
H9.2 Extinguishing agents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–96
25.89.07.40 – Issue XI.06 – Rev. 0 f Wärtsilä Switzerland Ltd

List of contents

I1.1.1 IMO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1
I1.2.1 Low NOx Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–2
I2 Engine noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–3

J Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
J1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
J2 Standard tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–2

J2.1 Tools for SAC according to Maintenance Manual page 6601–1/A1 . . . . . . . . . . . . . . J–46
J2.2 Tools for SAC according to Maintenance Manual page 6601–1/A2 . . . . . . . . . . . . . . J–49
J3 Recommended special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–52
J4 Special tools, obtainable on loan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–59
J5 Storage proposal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–62

J5.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–62
J5.2 Tool panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–63
K Spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–1
K1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–1
K2 Engine spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–1
K3 Turbocharger spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–20
K4 Mounting and storage proposals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–21
Wärtsilä Switzerland Ltd g 25.89.07.40 – Issue XI.06 – Rev. 0

List of contents
L Engine dispatch and installation . . . . . . . . . . . . . . . . . . . . . . . . . L–1
L1 Dismantling pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–1

L1.1 Treatment against corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–1
L1.2 Engine dismantling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–2
L1.3 Engine dispatch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–3
L1.4 Engine installation and alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–4
L1.4.1 Removing rust preventing oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–4
L1.4.2 Shafting alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–4
L1.4.2.1 Shafting alignment calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–4
L1.4.2.2 Recommendation for the alignment layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–5
L1.4.2.3 Service related influences on alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–5
L1.4.2.4 Propeller thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–6
L1.4.3 Installation and assembly of sub-assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–6
L1.4.4 Installing a complete engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–7
L1.4.5 Installing an engine from assembled sub-assemblies . . . . . . . . . . . . . . . . . . . . . . . . . L–7
L1.4.6 Engine installation with ship on slipway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–7
L1.4.7 Final engine alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–8
L1.4.7.1 Prerequisites . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–8
L1.4.7.2 Engine alignment towards propulsion shaft line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–8
L1.4.7.3 Engine alignment towards foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–8
L1.4.7.4 Alignment check in uncoupled condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–9
L1.4.7.5 Alignment check in coupled condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–9
L1.4.7.6 Jack-up test for main bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–10
L2 Official shop trial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–12

L2.1 Wärtsilä trial report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–12
M Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M–1
M1 Reference to other Wärtsilä Ltd publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M–1
M2 SI dimensions for internal combustion engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M–2
M3 Approximate conversion factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M–3
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List of figures
Fig. A1 Power/speed range of all IMO-2000 regulation compatible RTA

and RT-flex engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–1
Fig. B1 Comparison of Wärtsilä RTA engines and RT-flex engines. . . . . . . . . . . . . . . . . . . . . B–1
Fig. B2 Cross section of a typical Wärtsilä RT-flex engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–2
Fig. B3 Wärtsilä RT-flex system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–3
Fig. B4 Engine numbering and designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–4
Fig. C1 Layout field of the Wärtsilä RT-flex96C engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1
Fig. C2 Load range limits, with the load diagram of an engine corresponding to
a specific rating point Rx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–3
Fig. C3 Load range diagram for an engine equipped with a main-engine driven generator,
whether it is a shaft generator or a PTO-driven generator . . . . . . . . . . . . . . . . . . . . . C–3
Fig. C4 Scavenge air cooler details (rated at R1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–5
Fig. C5 Turbocharger and scavenge air cooler selection (ABB TPL type turbochargers) . . C–6
Fig. C6 Turbocharger and scavenge air cooler selection (MHI MET type turbochargers) . . C–7
Fig. C7 winGTD: Selection of engine window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–10
Fig. C8 winGTD: Main window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–10
Fig. C9 winGTD: General technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–11
Fig. C10 winGTD: Two-stroke engine propulsion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–11
Fig. D2 Locating electrically driven compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–2
Fig. D7 Vibration damper (Viscous type) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–7
Fig. D8 Vibration damper (Geislinger type) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–7
Fig. D9 Axial damper (detuner) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–8
Fig. E1 Heat recovery, typical system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1
Fig. E2 Tunnel PTO gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
Fig. F1 Central fresh water cooling system with single-stage SAC
and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–3
Fig. F2 Central fresh water cooling system with single-stage SAC
and separate HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–5
Fig. F3 Central fresh water cooling system with two-stage SAC
Fig. F4 Central fresh water cooling system with single-stage scavenge air cooler
Fig. F5 Central fresh water cooling system with single-stage scavenge air cooler
and separarte HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–12
Fig. F6 Central fresh water cooling system with two-stage scavenge air cooler
Fig. F7 Central cooling water system expansion tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–18
Fig. F8 Central cooling water system expansion tank (HT circuit) . . . . . . . . . . . . . . . . . . . . . . F–19
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List of figures
Fig. F9 Central cooling water system expansion tank (LT circuit) . . . . . . . . . . . . . . . . . . . . . . F–20
Fig. F10 Fresh water generator installation alternative ‘A’ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–22
Fig. F11 Fresh water generator installation alternative ‘B’ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–23
Fig. F12 Pre-heating power requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–25
Fig. F13 Lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–26
Fig. F14 Lubricating oil system for 2 x ABB-TPL turbochargers . . . . . . . . . . . . . . . . . . . . . . . . F–28
Fig. F15 Lubricating oil system for 3 x ABB-TPL turbochargers . . . . . . . . . . . . . . . . . . . . . . . . F–29
Fig. F16 Lubricating oil system on the engine (drawing 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–30
Fig. F17 Control oil system on the engine (drawing 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–31
Fig. F18 Lubricating oil treatment and transfer system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–34
Fig. F19 Arrangement of vertical lubricating oil drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–37
Fig. F20 Vertical drain connection details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–39
Fig. F21 Layout of vertical oil drains for 6RT-flex96C and 7RT-flex96C . . . . . . . . . . . . . . . . . . F–40
Fig. F22 Layout of vertical oil drains for 8RT-flex96C and 9RT-flex96C . . . . . . . . . . . . . . . . . . F–41
Fig. F23 Layout of vertical oil drains for 10RT-flex96C and 11RT-flex96C . . . . . . . . . . . . . . . . F–42
Fig. F24 Layout of vertical oil drains for 12RT-flex96C and 14RT-flex96C . . . . . . . . . . . . . . . . F–43
Fig. F25 Lubricating oil drain tank, vertical oil drains. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–44
Fig. F26 Flushing the lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–45
Fig. F27 Typical viscosity / temperature diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–52
Fig. F28 Heavy fuel oil treatment and tank system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–53
Fig. F29 Pressurized fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–57
Fig. F30 Fuel oil system on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–59
Fig. F31 Fuel oil system mixing unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–62
Fig. F32 Filter arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–63
Fig. F33 Fuel oil system flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–65
Fig. F34 Starting and control air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–68
Fig. F35 Leakage collection and washing system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–71
Fig. F36 Sludge oil trap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–72
Fig. F37 Arrangement of automatic water drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–73
Fig. F38 Determination of exhaust pipe diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–74
Fig. F39 Estimation of exhaust gas density . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–75
Fig. F40 Estimation of exhaust pipe diameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–75
Fig. F41 Direct suction of combustion air – main and auxiliary engine . . . . . . . . . . . . . . . . . . . F–77
Fig. F42 Scavenge air system for arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–78
Fig. F43 Blow-off effect under arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–79
Fig. F44 Air filter size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–81
Fig. F45 Piping symbols 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–83
Fig. F48 Pipe connection plan for 8RT-flex96C engine with 2 x ABB TPL85-B
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–86
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–87
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–88
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List of figures
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–89
Fig. F52 Pipe connection plan for 9–12RT-flex96C engine with 3 x ABB TPL85-B
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–90
Fig. F53 Pipe connection plan for 9–12RT-flex96C engine with 3 x ABB TPL85-B
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–91
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–92
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–93
Fig. F56 Pipe connection details for 8RT-flex96C engine with 2 x ABB TPL85-B
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–94
Fig. F57 Pipe connection details for 8RT-flex96C engine with 2 x ABB TPL85-B
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–95
Fig. F58 Pipe connection details for 9–12RT-flex96C engines with 3 x ABB TPL85-B
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–96
Fig. F59 Pipe connection details for 9–12RT-flex96C engines with 3 x ABB TPL85-B
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–97
Fig. G1 EMA concept comprising DENIS, WECS and MAPEX modules . . . . . . . . . . . . . . . . G–1
Fig. G2 RT-flex automation layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–2
Fig. G3 DENIS-9520 remote control system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–6
Fig. G4 Recommended manoeuvring characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–8
Fig. G5 Integrated/split solution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–10
Fig. G6 MAPEX-PR – System overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–19
Fig. G7 MAPEX-MD – Visualization software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–19
Fig. H1 Engine dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–2
Fig. H2 Thermal expansion, dimensions X, Y, Z . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–5
Fig. H3 Space requirements and dismantling heights for vertical piston lifting . . . . . . . . . . . H–7
Fig. H4 Space requirements and dismantling heights for vertical piston lifting . . . . . . . . . . . H–8
Fig. H5 Dismantling of SAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–9
Fig. H6 Removal of connecting rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–9
Fig. H7 End elevation of Wärtsilä 7RT-flex96C engines with 2 x ABB TPL85-B
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–10
Fig. H8 Exhaust side elevation and plan view of Wärtsilä 7RT-flex96C engine with 2 x
ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–11
Fig. H9 End elevation of Wärtsilä 8RT-flex96C engines with 2 x ABB TPL85-B
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–12
Fig. H11 End elevation of Wärtsilä 9–13RT-flex96C engines with 3 x ABB TPL85-B
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–14
Fig. H13 End elevation of Wärtsilä 6–8RT-flex96C engines with 2 x MHI MET83SE
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–16
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Fig. H14 Exhaust side elevation and plan view of Wärtsilä 8RT-flex96C engine
with 2 x MHI METSE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–17
Fig. H15 End elevation of Wärtsilä 9–12RT-flex96C engines with 3 x MHI MET83SE
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–18
Fig. H19 End elevation of Wärtsilä 14RT-flex96C engines with 4 x MHI MET83SE
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–22
Fig. H20 Exhaust side elevation of Wärtsilä 14RT-flex96C engine with 4 x MHI METSE
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–23
Fig. H21 Plan view of Wärtsilä 14RT-flex96C engine with 4 x MHI METSE
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–24
Fig. H22 Two level platform arrangement (special) for 7RT-flex96C with 2 x ABB TPL85-B,
view to driving end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–25
Fig. H23 Two level platform arrangement (special) for 7RT-flex96C with 2 x ABB TPL85-B,
view to free end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–26
Fig. H24 Lower platform and upper platform for 7RT-flex96C with 2 x ABB TPL85-B . . . . . . H–27
Fig. H25 Service platform and rail unit platform for 7RT-flex96C with 2 x ABB TPL85-B . . . . H–28
Fig. H26 Two level platform arrangement for 8–12RT-flex96C with 2 x ABB TPL85-B,
Fig. H27 Two level platform arrangement for 8–12RT-flex96C with 2 x ABB TPL85-B,
view to free end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–30
Fig. H28 Lower platform and upper platform for 8RT-flex96C with 2 x ABB TPL85-B . . . . . . H–31
Fig. H29 Supply unit pedestal and rail unit platform for 8RT-flex96C
with 2 x ABB TPL85-B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–32
Fig. H30 Lower platform and upper platform for 11RT-flex96C
with 3 x ABB TPL85-B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–33
with 3 x ABB TPL85-B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–34
Fig. H32 Upper platform for 12RT-flex96C with 3 x ABB TPL85-B . . . . . . . . . . . . . . . . . . . . . . H–35
Fig. H33 Lower platform for 12RT-flex96C with 3 x ABB TPL85-B . . . . . . . . . . . . . . . . . . . . . . H–36
with 3 x ABB TPL85-B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–37
Fig. H35 Two level platform arrangement (special) for 7RT-flex96C
with 2 x MHI MET83SE, view to driving end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–38
Fig. H36 Two level platform arrangement (special) for 7RT-flex96C
with 2 x MHI MET83SE, view to free end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–39
Fig. H37 Lower platform and upper platform for 7RT-flex96C
with 2 x MHI MET83SE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–40
Fig. H38 Service platform and rail unit platform for 7RT-flex96C
with 2 x MHI MET83SE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–41
25.89.07.40 – Issue XI.06 – Rev. 0 l Wärtsilä Switzerland Ltd

List of figures
Fig. H39 Two level platform arrangement for 10T-flex96C with 2 x MHI MET83MA,
Fig. H40 Two level platform arrangement for 10RT-flex96C with 2 x MHI MET83MA,
view to free end . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–43
Fig. H41 Lower platform and upper platform for 10RT-flex96C with 2 x MHI MET83MA . . . . H–44
with 2 x MHI MET83MA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–45
Fig. H43 Two level platform arrangement for 14RT-flex96C with 4 x MHI MET83,
Fig. H44 Two level platform arrangement for 14RT-flex96C with 4 x MHI MET83,
Fig. H45 Upper platform for 14RT-flex96C with 4 x MHI MET83SE . . . . . . . . . . . . . . . . . . . . . . H–48
Fig. H46 Lower platform for 14RT-flex96C with 4 x MHI MET83SE . . . . . . . . . . . . . . . . . . . . . . H–49
Fig. H47 Rail unit platform and supply unit pedestal for 14RT-flex96C
with 4 x MHI MET83SE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–50
Fig. H48 Engine seating and foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–53
Fig. H49 Engine seating (foundation) with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . H–54
Fig. H50 Cross section of thrust sleeve with holding-down stud and epoxy resin chocks . . . H–55
Fig. H51 Cross section of fitted holding-down stud with epoxy resin chocks . . . . . . . . . . . . . . H–55
Fig. H52 Cross section of normal holding-down stud with epoxy resin chocks . . . . . . . . . . . . H–56
Fig. H53 Engine holding-down studs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–57
Fig. H54 Details of sleeve, sockets, and round nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–58
Fig. H55 Engine seating side stoppers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–59
Fig. H56 6RT-flex96C engine side stopper arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–60
Fig. H60 10RT-flex96C engine side stopper arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–64
Fig. H65 6RT-flex96C chocking and drilling plan for engine seating with
epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–69
Wärtsilä Switzerland Ltd m 25.89.07.40 – Issue XI.06 – Rev. 0

List of figures
Fig. H71 12RT-flex96C chocking and drilling plan for engine seating
with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–75
Fig. H72 13RT-flex96C chocking and drilling plan for engine seatingj
Fig. H73 14RT-flex96C chocking and drilling plan for engine seating
Fig. H74 Drilling plan details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–78
Fig. H75 Alignment with hydraulic jack and wedge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–79
Fig. H76 Position of engine alignment tools for 6–7RT-flex96C . . . . . . . . . . . . . . . . . . . . . . . . . H–80
Fig. H77 Position of engine alignment tools for 8–9RT-flex96C . . . . . . . . . . . . . . . . . . . . . . . . . H–81
Fig. H78 Position of engine alignment tools for 10–11RT-flex96C . . . . . . . . . . . . . . . . . . . . . . . H–82
Fig. H79 Position of engine alignment tools for 12RT-flex96C . . . . . . . . . . . . . . . . . . . . . . . . . . H–83
Fig. H82 Engine coupling fitted bolt arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–87
Fig. H83 Detail of coupling bolt and nut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–88
Fig. H84 Engine coupling and flywheel casing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–89
Fig. H85 Shaft earthing arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–91
Fig. H86 Shaft earthing slip-ring arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–91
Fig. H87 Shaft earthing with condition monitoring facility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–92
Fig. H88 Lateral stay details – hydraulic type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–94
Fig. H89 Lateral stay details – friction type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–95
Fig. I2 Wärtsilä RT-flex96C: compliance with IMO regulations . . . . . . . . . . . . . . . . . . . . . . . . I–2
Fig. J1 Tool panel storage arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–62
Fig. J2 Tool panel location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–63
Fig. J3 Tool panel 1: General tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–64
Fig. J4 Tool panel 2: for valve seat grinding / control tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–65
Fig. J5 Tool panel 3: for nozzle dismantling / overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–66
Fig. J6 Tool panel 4: for cylinder liner / head dismantling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–67
Fig. J7 Tool panel 5: for piston dismantling / overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–68
Fig. J8 Tool panel 7: for piston / various tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–69
Fig. J9 Tool panel 8: Crankcase tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–70
Fig. J10 Tool panel 9: for gear drive dismantling / control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–71
Fig. K1 Main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–1
Fig. K2 Thrust bearing pads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–2
Fig. K3 Cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–3
Fig. K4 Lubrication quill with accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–4
Fig. K5 Cylinder cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–5
Fig. K6 Fuel injection valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–6
Fig. K7 Starting air valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–7
Fig. K8 Exhaust valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–8
25.89.07.40 – Issue XI.06 – Rev. 0 n Wärtsilä Switzerland Ltd

List of figures
Fig. K9 Indicator valve complete . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–9

Fig. K10 Connecting rod bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–10
Fig. K11 Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–11
Fig. K12 Piston cooling and crosshead lubricating linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–12
Fig. K13 Gland box, piston rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–13
Fig. K14 Flaps for scavenging air receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–14
Fig. K15 Cylinder lubricating pump and drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–15
Fig. K16 Securing spare piston and rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–22
Fig. K17 Securing spare exhaust valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–22
Fig. K18 Securing spare exhaust valve cages without . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–23
Fig. K19 Securing spare cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–23
Fig. L1 Lifting device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–3
Fig. L2 Parallelism of driving end (DE) to free end (FE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–8
Fig. L3 Top and bottom clearance at main bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–9
Fig. L4 Crankshaft: vertical and horizontal deflections at alignment . . . . . . . . . . . . . . . . . . . . L–11
Fig. L5 Performance curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–15
Fig. L6 Inspection bedplate alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–24
Fig. L7 Cylinder pressure diagram (Cylinder 1, 2, 3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–25
Fig. L10 Cylinder pressure diagram (Cylinder 10, 11, 12). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–28
Wärtsilä Switzerland Ltd o 25.89.07.40 – Issue XI.06 – Rev. 0

List of tables
Table A1 Primary engine data of Wärtsilä RT-flex96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–2

Table C1 Scavenge air cooler parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–5
Table C2 Turbocharger weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–5
Table C3 Number of auxiliary blowers per engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–8
Table C4 Electrical power consumers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–8
Table C5 Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–9
Table E1 PTO power and speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
Table F1 R1 data for central fresh water cooling system with single-stage SAC
Table F5 R1 data for central fresh water cooling system with two-stage SAC
Table F6 R1 data for central fresh water cooling system with two-stage SAC
Table F7 Central fresh water cooling system with single-stage scavenge air cooler
Table F8 Central fresh water cooling system with single-stage scavenge air cooler
Table F9 Central fresh water cooling system: data to layout for two-stage
scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–15
Table F10 Lubricating oil system: referring legend, remarks and data . . . . . . . . . . . . . . . . . . . . . F–27
Table F11 Lubricating oil treatment and transfer system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–35
Table F12 Lubricating oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–36
Table F13 Number of vertical lubricating oil drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–37
Table F14 Minimum inclination angles at which the engine is to remain fully operational . . . . F–38
Table F15 NAS 1638 cleanliness classes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–48
Table F16 Fuel oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–49
Table F17 Heavy fuel oil treatment and tank system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–54
Table F18 Pressurized fuel oil system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–58
Table F19 Fuel oil system mixing unit: nominal pipe diameters for connections A, B, C . . . . . F–62
Table F20 Air receiver and air compressor capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–67
Table F21 Control air capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–69
25.89.07.40 – Issue XI.06 – Rev. 0 p Wärtsilä Switzerland Ltd

List of tables
Table F22 Leakage collection and washing system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–70

Table F23 Guidance for air filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–80
Table F24 Recommended fluid velocities and flow rates for pipework . . . . . . . . . . . . . . . . . . . . . F–82
Table G1 Suppliers of remote control systems and electronic speed control systrems . . . . . . G–5
Table G2 Alarm and safety functions of Wärtsilä RT-flex96C marine diesel engines . . . . . . . G–12
Table H1 Engine dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–2
Table H2 Engine weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–3
Table H3 Dimensions and masses of main components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–4
Table H4 Expected thermal expansion figures at turbocharger gas outlet . . . . . . . . . . . . . . . . H–5
Table H5 Fluid quantities in the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–6
Table H6 Tightening pressures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–53
Table H7 Parts list for engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . H–56
Table H8 Details and dimensions of epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–78
Table H9 Number and diameter of holes drilled into top plate . . . . . . . . . . . . . . . . . . . . . . . . . . . H–78
Table H10 Parts list for wedge and hydraulic jack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–79
Table H11 Quantity of engine coupling fitted bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–87
Table H12 Recommended quantities of fire extinguishing medium . . . . . . . . . . . . . . . . . . . . . . . H–96
Table K1 Hydraulic pipe to exhaust valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–16
Table K2 Fuel pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–16
Table K3 Exhaust pipe . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–16
Table K4 Engine control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–16
Table K5 Electronic modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–17
Table K6 Crank angle sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–17
Table K7 Sensors, actuators and valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–17
Table K8 Supply unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–18
Table K9 Automatic filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–18
Table K10 Rail unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–19
Table K11 Control oil pump unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–19
Table K12 Indicating instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–19
Table K13 Turbocharger spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–20
Table L1 Lifting details for complete RT-flex96C engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–4
Table L2 Influence of ship draught on static main bearing loads . . . . . . . . . . . . . . . . . . . . . . . . L–5
Table L3 Recommended static main bearing loads for alignment calculation . . . . . . . . . . . . . L–5
Table L4 Calculated pre-sag offsets for reference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–9
Table L5 Jack correction factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–10
Table L6 Crank web deflection limits for alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–11
Table L7 Trial report (Specification) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–13
Table L8 Trial report (Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–14
Table L9 Setting table (Sheet A) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–16
Table L10 Setting table (Sheet A continued) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–17
Table L11 Setting table (sheet B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–18
Wärtsilä Switzerland Ltd q 25.89.07.40 – Issue XI.06 – Rev. 0

List of tables
Table L12 Check dimensions (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–19

Table L15 Inspection sheet (Cylinder liner) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–22
Table L16 Inspection sheet (Cylinder liner) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–23
Table L17 Inspection sheet (Bedplate alignment) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–24
25.89.07.40 – Issue XI.06 – Rev. 0 r Wärtsilä Switzerland Ltd

Index
A D
Address Wärtsilä Switzerland, A–1 Daily tanks, F–55
Air filtration, F–80 Delta Tuning, A–3
Air flow requirements, F–77 DENIS-9520, G–3
Air vent pipe, F–17 Design conditions, C–4
Air vents, F–76 Dimensions and masses, H–2
Alarm sensors and safety functions, G–11 Duplex filter in the feed system, F–64
Aluminium, F–51 Dynamic behaviour, D–12
Ambient temperature consideration, F–78
Approved propulsion control systems, G–5 E
Arctic conditions, F–78 Earthing slip-rings, H–91
Ash, F–50 ECR manual control panel, G–7
Automatic back-flushing lubricating oil filter, F–32 Electrical power consumers, C–8
Automatic back-flushing fuel oil filter, F–63 Electrically driven auxiliary blowers, C–8
Automatic temperature control valve, F–17 Electrically driven compensator, D–5
Automation layout, G–2 Electronic speed control system, G–7
Auxiliary blower, C–8 EMA concept, G–1
Axial vibration, D–8 Engine air inlet, F–78
Engine alignment tools, H–79
B Engine data, C–4
Back-flushing filter after the feed pumps, F–64 Engine description, B–1
Barred-speed range, D–6 Engine dismantling, L–2
Bearing and cylinder lubricating oil systems, L–1 Engine dispatch, L–3
Engine earthing, H–90
C Engine emissions, I–1
Carbon residue, F–50 Engine exterior, L–1
CD-ROM, C–10 Engine installation and alignment, L–4
Central cooler, F–16 Engine installation with ship on slipway, L–7
Central fresh water cooling system components, F–16 Engine numbering and description, B–4
Centrifugal separators, F–55 Engine performance data, C–4
Change-over duplex filter, F–32 Engine pre-heating, F–24
Classification society, F–21 Engine seating, H–51
CMCR, C–2 Engine spare parts, K–1
Compensator, D–2 Engine stays, D–5, H–93
Consideration on engine selection, C–1 Engine system data, F–1
Contents of fluid in the engine, H–6 Engine-room ventilation, F–77
Continuous service rating, C–2 Epoxy resin chocks, H–51
Control air system supply, F–69 Exhaust gas system, F–74
Conversion factors, M–3 External forces and moments, D–1
Cross section, B–2 Extinguishing agents, H–96
Cylinder cooling water pump delivery head, F–17
Cylinder cooling water system, L–1 F
Cylinder cooling water system expansion tank, F–17 Final engine alignment, L–8
Cylinder lubricating oil system, F–33 Fire protection, H–96
Fitting coupling bolts, H–86
Wärtsilä Switzerland Ltd s 25.89.07.40 – Issue XI.06 – Rev. 0

Index
Flash point, F–51 Longitudinal engine vibration, D–6

Flushing the fuel oil system, F–65 Low- temperature circuit, F–16
Flushing the lubricating oil system, F–45 Lubricating oil cooler, F–32
Free first order moments, D–2 Lubricating oil drain tank, F–37, F–38
Free second order moments, D–2 Lubricating oil full flow filters, F–32
Fresh water generator, F–21 Lubricating oil high-pressure pump, F–32
Fresh water pump, F–16 Lubricating oil low-pressure pump, F–32
Freshwater generator, F–22 Lubricating oil maintenance and treatment, F–33
Fuel oil endheater, F–61 Lubricating oil requirements, F–33
Fuel oil feed pump, F–60 Lubricating oil separator, F–33
Fuel oil requirements, F–49 Lubricating oil system, F–25
Fuel oil system, F–49 Lubricating oil system for turbocharger, F–25
Fuel oil system mixing unit, F–61
Fuel oil system on the engine, F–58 M
Fuel oil treatment, F–53 Main bearing oil, F–25
Main lubricating oil system, F–25
G Main lubricating oil system components, F–32
General service and working air, F–69 Main shaft earthing system, H–91
MAPEX Engine Fitness Family, G–17
H Mounting and storage proposals, K–21
Heavy fuel oil system components, F–60
High- temperature circuit, F–16 N
High-temperature circuit, F–16 Noise, I–3
High-pressure booster pump, F–61 NOx emissions, I–1
HT cooling water pump, F–16
Hull vibration, D–6, D–9 O
Order forms for vibration calculations and simulation, D–12
I Overload limit, C–2
Ignition quality, F–51 Overspeed limit, C–2
Installation and assembly of sub-assemblies, L–6
Installation of winGTD, C–10 P
Installing a complete engine, L–7 Part-load data diagram, F–1
Installing an engine from assembled sub-units, L–7 Pipe connections, F–9
Interface to alarm and monitoring system, G–9 Pipe size and flow details, F–82
Introduction, C–1 Pipe velocities, F–82
Introduction of the engine, A–1 Pipework, L–1
ISO Standard 15550, C–4 Piping symbols, F–83
ISO Standard 3046-1, C–4 Piping systems, F–9
Piston dismantling heights, H–6
L Pitching (longitudinal engine vibration), D–6
Lateral engine vibration (rocking), D–4 Platform arrangements, H–25
Layout field, C–1 Pour point, F–51
Leakage collection system, F–70 Power related unbalance (PRU), D–3
Load range with main-engine driven generator, C–3 Power take off (PTO), D–6
Load range limits, C–2 Pressure and temperature ranges, C–8
25.89.07.40 – Issue XI.06 – Rev. 0 t Wärtsilä Switzerland Ltd

Index
Pressure regulating valve, F–60 Storage proposal, J–1

Pressurized fuel oil system, F–56 Sulphur, F–50
Primary engine data, A–2 System dynamics, D–12
Propeller characteristics, C–1
PTO arrangements, E–2 T
TC and SAC selection, C–6
Q Temperature control, F–16
Questionnaire for engine data, F–2 Thermal expansion at TC expansion joint, H–5
Thrust sleeve, H–51
R Tools, J–1
Rating points, C–1 Torsional vibration, D–6
Recommended special tools, J–1 Trace metals, F–50
Reduction of axial vibration, D–8 Treatment against corrosion, L–1
Reduction of lateral vibration, D–5 Trial report, L–12
Reduction of torsional vibration, D–7 Turbocharger and scavenge air coolers, C–5
Redundancy of WECS power supply, G–15 Turbocharger in place, L–1
Reference conditions, C–4 Turbocharger spare parts, K–20
Reference to other documentation, M–1 Turbocharger weights, C–5
Remote control system, G–7
Removing rust preventing oils, L–4 U
Rocking (lateral engine vibration), D–4 Using winGTD, C–10
RT-flex key parts, B–3
RT-flex system, B–1 V
Vertical drains, F–38
S Vibration aspects, D–1
Safety system, G–7 Viscosity, F–50
Scavenge air cooler details, C–5
Scavenge air system, F–78 W
Sea-water pump, F–16 Waste heat recovery, E–2
Sea-water strainer, F–16 Water content of the fuel oil, F–51
Sediment, F–50 WECS-9520, G–15
Separator arrangement, F–55 WECS-9520 external power supply, G–15
Settling tanks, F–55 Working air, F–69
Shafting alignment, L–4
Shafting system, D–8
Shop trial, L–12
Silicon, F–51
Space requirements and dismantling heights, H–6
Special tools, available on loan, J–1
Spraycoating with rust preventing oil, L–1
Standard tools, J–1
Starting air compressors, F–69
Starting air receivers, F–69
Starting and control air system specification, F–69
Starting and control air systems, F–67
Wärtsilä Switzerland Ltd u 25.89.07.40 – Issue XI.06 – Rev. 0

Index
25.89.07.40 – Issue XI.06 – Rev. 0 v Wärtsilä Switzerland Ltd

Abbreviations
CMCR Contract maximum continuous rating (Rx) NAS National Aerospace Standard
CPP Controllable pitch propeller NCR Nominal continuous rating
CSR Continuous service rating (also NOR Nominal operation rating
designated NOR and NCR) OM Operational margin
cSt centi-Stoke (kinematic viscosity) OPI Operator interface
DAH Differential pressure alarm, high PAL Pressure alarm, low
DENIS Diesel engine control and optimizing P Power
specification PI Pressure indicator
EM Engine margin PLS Pulse Lubricating System (cylinder liner)
EMA Engine Management & Automation ppm Parts per million
ESPM Engine selection and project manual PRU Power related unbalance
FCM Flex control module PTO Power take off
FPP Fixed pitch propeller RCS Remote control system
FQS Fuel quality setting RW1 Redwood seconds No. 1 (kinematic
FW Fresh water viscosity)
GEA Scavenge air cooler (GEA manufacture) SAC Scavenge air cooler
HFO Heavy fuel oil SAE Society of Automotive Engineers
HT High temperature S/G Shaft generator
IMO International Maritime Organisation SHD Shut down
IND Indication SIB Shipyard interface box
Wärtsilä Switzerland Ltd w 25.89.07.40 – Issue XI.06 – Rev. 0

Abbreviations
25.89.07.40 – Issue XI.06 – Rev. 0 x Wärtsilä Switzerland Ltd

A. Introduction
The Wärtsilä RT-flex system represents a major step forward in the technology of large diesel engines:
Engine power
[kW] Engine power
[bhp]
100 000
120 000
80 000
RT-flex96C 100 000
60 000 80 000
The Marine Installation Manual (MIM) is for use by 50 000
60 000
project and design personnel. Each chapter con- 40 000 all other RTA
and RT-flex engines
tains detailed information required by design en- 30 000 40 000
gineers and naval architects enabling them to op-
timize plant items and machinery space, and to 20 000
carry out installation design work. 20 000

This book is only distributed to persons dealing
with this engine. 10 000
8000
10 000
6000 8000
6000
4000
50 60 70 80 90 100 120 140 160 180 200
Engine speed [bhp]
F10.5328

This manual provides the information required for the layout of marine propulsion plants. It is
not to be considered as a specification. The build specification is subject to the laws of the
legislative body of the country of registration and the rules of the classification society
selected by the owners.
Its content is subject to the understanding that any data and information herein have been
prepared with care and to the best of our knowledge. We do not, however, assume any liability
with regard to unforeseen variations in accuracy thereof or for any consequences arising
therefrom.

PO Box 414
Telephone: +41 52 2624922
Telefax: +41 52 2124917
Wärtsilä Switzerland Ltd A–1 25.89.07.40 – Issue XI.06 – Rev. 0

A. Introduction
Engine Wärtsilä RT-flex96C

Speed [rpm] 102 102 92 92
Engine power (MCR)
[kW] 34 320 24 000 30 960 24 000
6
[bhp] 46 680 32 640 42 120 32 640
[kW] 40 040 28 000 36 120 28 000
7
[bhp] 54 460 38 080 49 140 38 080
[kW] 45 760 32 000 41 280 32 000
8
[bhp] 62 240 43 520 56 160 43 520
[kW] 51 480 36 000 46 440 36 000
9
[bhp] 70 020 48 960 63 180 48 960
[kW] 57 200 40 000 51 600 40 000
10
[bhp] 77 800 54 400 70 200 54 400
[kW] 62 920 44 000 56 760 44 000
11
[bhp] 85 580 59 840 77 220 59 840
[kW] 68 640 48 000 61 920 48 000
12
[bhp] 93 360 65 280 84 240 65 280
[kW] 74 360 52 000 67 080 52 000
13
[bhp] 101 140 70 720 91 260 70 720
[kW] 80 080 56 000 72 240 56 000
14
[bhp] 108 920 76 160 98 280 76 160

Load
[g/kWh] 171 163 171 164
100 %
[g/bhph] 126 120 126 121
mep [bar] 18.6 13.0 18.6 14.4
Conventional cyl. lub. system 0.9–1.3 g/kWh
Cylinder oil 1*)
Pulse Lubricating System (PLS) guide feed rate 0.7 g/kWh
Remark: *1) The Pulse Lubricating System is available as an option

Table A1 Primary engine data of Wärtsilä RT-flex96C
All brake specific fuel consumptions (BSFC) are sponding brake horsepower (bhp) values owing to
quoted for fuel of lower calorific value 42.7 MJ/kg the rounding of numbers.
(10200 kcal/kg). All other reference conditions
refer to ISO standard (ISO 3046-1). The figures for To determine the power and BSFC figures accu-
BSFC are given with a tolerance of +5 %. rately in bhp and g/bhph respectively, the standard
kW-based figures have to be converted by
factor 1.36.
25.89.07.40 – Issue XI.06 – Rev. 0 A–2 Wärtsilä Switzerland Ltd

A. Introduction

With the introduction of the Wärtsilä RT-flex en- emissions at part load must then be compensated
gines, a major step in the development of marine by a corresponding decrease in the full load NOx
2-stroke engine was taken. Now Wärtsilä Switzer- emissions. Hence, there is also a slight increase in
land Ltd is taking this development even further by full load BSFC, in order to maintain compliance of
introducing Delta Tuning for RT-flex engines. the engine with the IMO NOx regulations.
gine part. Delta Tuning option needs to be speci- quantities are applied as in the specification of the
fied at a very early stage in the project. standard tuning.
A2.2 Delta Tuning outline The reliability of the engine is by no means im-
paired by the application of Delta Tuning since
In realising Delta Tuning, the flexibility of the RT- all existing limitations to mechanical stresses
flex system in terms of free selection of injection and thermal load are observed.
and exhaust valve control parameters, specifically
3
RTA, Standard Tuning
1 RT-flex, Delta Tuning
–1
–2
–3
–4
–5
–6
–7
–8
–9
50% 75% Load 100%
Wärtsilä Switzerland Ltd A–3 25.89.07.40 – Issue XI.06 – Rev. 0

A. Introduction
Engine power
[% R1] R1
RT-flex96C engines
95

the engine.
75
Data in tables F1 to F6 and data for brake specific
70
fuel consumption (BSFC) in table A1 refer to Stan-
R4 R2 dard Tuning.
Engine speed Data for Delta Tuning can be obtained from the
65 [% R1] winGTD (see figure C8).
70 75 80 85 90 95 100

if necessary.
25.89.07.40 – Issue XI.06 – Rev. 0 A–4 Wärtsilä Switzerland Ltd

B. Engine description
B1 Engine description
The Wärtsilä RT-flex96C engine is a camshaft-
less low-speed, direct-reversible, two-stroke en-
gine, fully electronically controlled. Length [m] 12.96 27.31
The Wärtsilä RT-flex96C is designed for running on
Height [m] 12.72 12.72
Main features: See table H1 for more cylinder numbers and dimensions.
Bore 960 mm
Stroke 2500 mm
The design of the Wärtsilä RT-flex96C includes the
Number of cylinders 6 to 14
well-proven features of the RTA engines like the
Main parameters (R1): bore-cooling principle for the pistons, cylinder
Power (MCR) 5720 kW/cyl liners, cylinder covers and exhaust valve seats.
Speed (MCR) 102 rpm
The RT-flex system (figure B3)
Mean piston speed 8.5 m/s
The classic RTA configuration of fuel injection
The Wärtsilä RT-flex96C is available with 6 to 14 pumps and valve drives with the camshaft and its
cylinders rated at 5720 kW/cyl to provide a maxi- gear train is replaced by a compact set of supply
mum output of 80 080 kW for the 14-cylinder en- pumps in the supply unit and the common rail with
gine (see primary engine data on table A1). the integrated electronic Wärtsilä engine control
system WECS-9520.
Rail unit
Electronic Fuel pump
control system
Exhaust
valve drive
Supply unit
drive
Camshaft
Servomotor
Start air distr.
Supply unit
Camshaft drive
Crank angle
sensor
The cross sections are to be considered
as general information only.
Fig. B1 Comparison of Wärtsilä RTA engines and RT-flex engines.
Wärtsilä Switzerland Ltd B–1 25.89.07.40 – Issue XI.06 – Rev. 0




in the part-load range below 90 %.
• Optimised fuel consumption.
• Precise speed regulation, in particular at slow (viewed from the propeller towards the engine).
steaming down to 10–12 % of nominal speed. Note: This cross section is considered as general
• Smokeless mode for slow steaming. F10.5263
information only

Fig. B2 Cross section of a typical Wärtsilä RT-flex engine
emissions regulations.
• Slight reduction of engine mass, compared to 3. Semi-built crankshaft.
RTA engines.
4. Main bearing jack bolts for easier assembly
Common design features of RTA and and disassembly of white metal shell bearings.
RT-flex engines:
5. Thin-shell white metal bottom-end bearings.
1. Welded bedplate with integrated thrust bear-
ings and main bearings designed as large thin- 6. Crosshead with crosshead pin and single-
shell white metal bearings. piece white metal large surface bearings lubri-
cated by a separate high-pressure oil supply
2. Sturdy engine structure with stiff thin-wall box for hydrostatic lift off.
type columns and cast iron cylinder blocks
attached to the bedplate by pre-tensioned 7. Rigid cast iron cylinder monoblock.
vertical tie rods.
25.89.07.40 – Issue XI.06 – Rev. 0 B–2 Wärtsilä Switzerland Ltd


shaker oil cooling.

WECS-9520
control
Volumetric
injection
14. Rail unit (Common rail): Both, common rail control
injection and exhaust valve actuation are con-
trolled by quick acting solenoid valves
(Wärtsilä Rail Valve LP-1).

functions.
13
F10.5250
Fig. B3 Wärtsilä RT-flex system

(15)
Wärtsilä Switzerland Ltd B–3 25.89.07.40 – Issue XI.06 – Rev. 0

B2 Engine numbering and designation
The engine components are numbered from the driving end to the free end as shown in the figure below.
Numbering of turbochargers
Scavenge
air coolers
1 2
1 2
Numbering
of cylinders
1 2 3 4 5 6
Driving end 1 2 3 4 5 6 7 8 Free end
Thrust bearing Numbering of main bearings
Fuel side Exhaust side
Clockwise rotation
Anti-clockwise rotation
F10.5279
Fig. B4 Engine numbering and designation
25.89.07.40 – Issue XI.06 – Rev. 0 B–4 Wärtsilä Switzerland Ltd

C. General engine data
C1 Engine layout field and load range
C1.1 Layout field Percentage values are being used so that the
same diagram can be applied to various engine
The layout field shown in figure C1 is the area of models. The scales are logarithmic so that expo-
power and engine speed. In this area the contract nential curves, such as propeller characteristics
maximum continuous rating (CMCR) of an (cubic power) and mean effective pressure (mep)
RT-flex96C engine can be positioned individually curves (first power), are straight lines.
to give the desired combination of propulsive
power and rotational speed. Engines within this
layout field are tuned for maximum firing pressure C1.2 Rating points R1, R2, R3 and R4
and best efficiency.
Engine power Wärtsilä RT-flex engines are the corner points of
% [R1]
100 R1 the engine layout field (figure C1).
The point R1 represents the nominal maximum

power/speed combination which is available for a
R3 particular engine.
90
The point R2 defines 100 per cent speed, and 70

Rx percent power of R1.
The point R3 defines 90 per cent speed and 90 per-

cent power of R1.
80

line of constant mean effective pressure of R1.
The point R4 defines 90 per cent speed and 70 per

cent power of R1.
70 R2 The connection line R2–R4 is the line of 70 per

R4
Engine speed cent power between 90 and 100 per cent speed
% [R1]
85 90 95 100 of R1.
may be freely positioned within the layout field Rating points Rx can be selected within the entire
for that engine.
F10.4995 layout field to meet the requirements of each par-
Fig. C1 Layout field of the Wärtsilä RT-flex96C engine. ticular project. Such rating points require specific
engine adaptations.
Wärtsilä Switzerland Ltd C–1 25.89.07.40 – Issue XI.06 – Rev. 0

C1.2.1 Continuous service rating Line 3 is the 104 per cent speed limit where an
(CSR=NOR=NCR) engine can run continuously. For Rx with
reduced speed (NCMCR ≤ 0.98 NMCR) this
Point ‘A’ represents power and speed of a ship limit can be extended to 106 per cent, how-
operating at contractual speed in calm seas with a ever, the specified torsional vibration limits
new clean hull and propeller. On the other hand, must not be exceeded.
the same ship at the same speed requires a
power/speed combination according to point ‘D’, Line 4 is the overspeed limit. The overspeed
shown in figure C2, under service condition with range between 104 (106) and 108 per cent
aged hull and average weather. ‘D’ is then the speed is only permissible during sea trials
CSR-point. if needed to demonstrate the ship’s speed
For more information, please refer to the ‘Engine peller in the presence of authorized repre-
Selection and Project Manual’ (ESPM), chapter B sentatives of the engine builder. However,
‘Consideration on engine selection’. the specified torsional vibration limits must
not be exceeded.
C1.2.2 Contract maximum continuous
Line 5 represents the admissible torque limit and
rating (CMCR = Rx)
reaches from 95 per cent power and
speed to 45 per cent power and 70 per
By dividing, in our example, the CSR (point D) by
cent speed. This represents a curve de-
0.90, the 100 per cent power level is obtained and
fined by the equation:
an operational margin of 10 per cent is provided
2.45
(see figure C2). The found point Rx, also desig- P 2ńP 1 + ǒN 2ńN 1Ǔ
nated as CMCR, can be selected freely within the
layout field defined by the four corner points R1, When approaching line 5 , the engine will
R2, R3 and R4 (see figure C1). increasingly suffer from lack of scavenge
air and its consequences. The area
formed by lines 1 , 3 and 5 repre-
C1.3 Load range limits sents the range within which the en-
gine should be operated. The area li-
Once an engine is optimized at CMCR (Rx), the mited by the nominal propeller
working range of the engine is limited by the follow- characteristic, 100 per cent power and
ing border lines, refer to figure C2: line 3 is recommended for continuous
operation. The area between the nominal
Line 1 is a constant mep or torque line through propeller characteristic and line 5 has to
CMCR from 100 per cent speed and be reserved for acceleration, shallow
power down to 95 per cent power and water and normal operational flexibility.
speed.
Line 2 is the overload limit. It is a constant mep

line reaching from 100 per cent power and
and 103.2 per cent speed. The latter one
is the point of intersection between the
nominal propeller characteristic and 110
per cent power.
25.89.07.40 – Issue XI.06 – Rev. 0 C–2 Wärtsilä Switzerland Ltd

Line 6 is defined by the equation: C1.4 Load range with main-engine

2.45
driven generator
through 100 per cent power and 93.8 per The load range diagram with main-engine driven
cent speed and is the maximum torque generator, whether it is a shaft generator (S/G)
limit in transient conditions. mounted on the intermediate shaft or driven
The area above line 1 is the overload
curve ‘c’ in figure C3. This curve is not parallel to
range. It is only allowed to operate en-
gines in that range for a maximum dur-
ation of one hour during sea trials in the
presence of authorized representatives of
the example of figure C3, the main-engine driven
the engine builder.
The area between lines 5 and 6 and
constant torque line (dark area of fig. C2)
should only be used for transient condi- The CMCR-point is, of course, selected by taking
tions, i.e. during fast acceleration. This into account the max. power of the generator.
range is called ‘service range with oper-
ational time limit’. Engine power CMCR (Rx)
[%Rx]
Engine power 100

[%Rx] 10%
CMCR (Rx) EM/OM
110 D
90
Engine load range 2
c 5% S/G
100 85
1
95 10% D’ B
EM/OM
90
D B
Constant torque 15% SM
15% SM
80 5% LR
78.3
A 73.9
4 A
70
PTO power
3
a
60
6
propeller curve
50 5
without SM
Engine speed
[%Rx]
100
103.2
93.8
propeller curve EM engine margin SM sea margin

without SM OM operational margin LR light running margin
Engine speed
40 [%Rx] F10.3149 S/G shaft generator
65 70 80 90 95 100 104 108
EM engine margin SM sea margin Fig. C3 Load range diagram for an engine equipped with
OM operational margin LR light running margin a main-engine driven generator, whether it is a
F10.5249
Fig. C2 Load range limits, with the load diagram of an en-

C2 Engine data
C2.1 Reference conditions C2.3 Ancillary system design
parameters
design (tropical) conditions. bases on the performance of its specified rating
35°C, taken from outboard. C2.4 Engine performance data
Note: The calculation of the performance data BSFC,

The lower calorific value (LCV) of the fuel refers to BSEF and tEaT for any engine power will be done
an international marine convention. The specified with the help of the winGTD program on CD-ROM,
LCV of 42.7 MJ/kg differs from the ISO Standard which is available on request.
which is specified at 42.0 MJ/kg.
C2.2 Design conditions program.
The capacities of ancillaries are specified accord- If needed we offer a computerized information ser-
ing to ISO Standard 3046-1 (clause 11.4) following vice to analyze the engine’s heat balance and
the International Association of Classification determine main system data for any rating point
Societies (IACS) and are defined as design condi- within the engine layout field.
tions: For details of this service please refer to section
• Air temperature before blower 45°C F1.3.1, ‘Questionnaire for engine data’.
• Engine ambient air temp. 45°C The installation of the winGTD and the hardware
• Coolant temp. before SAC 32°C for SW specification are explained in section C7.1.

C3 Turbocharger and scavenge air cooler
ABB TPL, MHI MET are shown in figures C5 and program (see section C7.2). Parameters and de-
C6. The selection of scavenge air coolers follows tails of the scavenge air coolers (SAC) are shown
the demand of the selected turbochargers. in table C1 and figure C4, weights of turbochargers
in table C2.

unit unit
SAC47F 330 195 000 0.55 t 20 600 2810 (3070) 1.0 3.6
SAC48F LT 220 195 000 0.55 490 2810 (3070) 1.0 3.6
t 20
SAC48F HT 110 195 000 0.27 110 2810 (3070) 1.0 3.5

Table C1 Scavenge air cooler parameters

*1) *2) water outlet (HT)

Air flow Air flow
Remarks:
*1) SAC equipped with two on waterside intercon
nected cooler tube units ("prestage"). water inlet (HT)
”pre-stage” The smaller unit being placed upstream of
connecting tubes air flow, facilitates cleaning procedure.
*2) For twostage cooling application
please contact Wärtsilä Switzerland Ltd.
F10.5242
Fig. C4 Scavenge air cooler details (rated at R1)

ABB
MHI (Mitsubishi)
Table C2 Turbocharger weights

C3.1 Turbocharger and scavenge air cooler selection
The SAC and TC selection for the engines RT-flex96C is given in the layout fields in figures C5 to C6.

R1 R1 R1
100 100 100
95 95 95
R3 R3 R3
90 90 90
2 x TPL85-B15
2 x SAC47/48
85 85 85
2 x TPL85-B14 2 x TPL85-B14
80 2 x SAC47/48 80 2 x SAC47/48 80
75 75 75 2 x TPL85-B14
2 x SAC47/48
70 70 70
90 95 100 90 95 100 90 95 100


R1 R1 R1
100 100 100
95 95 95
3 x SAC47/48
3 x TPL85-B14
R3 R3 R3
90 3 x SAC47/48 90 90
85 85 85
3 x TPL85-B14 3 x TPL85-B14
80 80 3 x SAC47/48 80
2 x TPL85-B15 3 x SAC47/48
2 x SAC47/48
75 75 75
70 70 70
90 95 100 90 95 100 90 95 100


R1 R1 R1
100 100 100
95 95 95
R3 R3 R3
90 90 90
4 x TPL85-B14
3 x TPL85-B15 4 x SAC47/48
85 3 x SAC47/48 85 85
3 x TPL85-B15
3 x SAC47/48
80 80 80
3 x TPL85-B14 3 x TPL85-B15
75 75 75 3 x SAC47/48
3 x SAC47/48
70 70 70
90 95 100 90 95 100 90 95 100

F10.52298
Fig. C5 Turbocharger and scavenge air cooler selection (ABB TPL type turbochargers)


R1 R1 R1
100 100 100
95 95 95
R3 R3 R3
90 2 x MET83SE 90 2 x MET83SE 90
2 x SAC47/48 2 x SAC47/48
2 x MET83SEII
85 85 85 2 x SAC47/48
80 80 80

75 75 75
2 x SAC47/48 2 x SAC47/48 2 x SAC47/48
70 70 70
90 95 100 90 95 100 90 95 100


R1 R1 R1
100 100 100
95 95 95 3 x MET83SEII
3 x SAC47/48
R3 R3 R3
3 x SAC47/48 3 x SAC47/48 3 x SAC47/48
85 3 x MET83SD 85 85
3 x SAC47/48
80 80 80

75 75 75
2 x SAC47/48 3 x SAC47/48 3 x SAC47/48
70 70 70
90 95 100 90 95 100 90 95 100


R1 R1 R1
100 100 100
95 95 95
R3 R3 R3
90 90 90 4 x MET83SE
4 x SAC47/48
3 x MET83SEII
85 3 x SAC47/48 85 85
4 x MET83SD
4 x SAC47/48
on request
80 80 80
3 x MET83SD
75 75 75 3 x MET83SEII
3 x SAC47/48
3 x SAC47/48
70 70 70
90 95 100 90 95 100 90 95 100

F10.52299
Fig. C6 Turbocharger and scavenge air cooler selection (MHI MET type turbochargers)

C4 Auxiliary blower
Table C3 shows the number of blowers required.
Number of cylinders 6 7 8 9 10 11 12 13 14
Number of auxiliary air blowers required 2 2 2 2 2 2 2 2 3
Table C3 Number of auxiliary blowers per engine
C5 Electrical engine power requirement in [kW]

Supply voltage
consumers 6 7 8 9 10 11 12 13 14
Auxiliary blowers *1)
440 VAC / 60 Hz 2 x 80 2 x 95 2 x 115 2 x 115 2 x 115 2 x 145 2 x 145 2 x 145 3 x 155
(estimated values)
380 VAC / 50 Hz 9 12.5 –
Turning gear
440 VAC / 60 Hz 11 15 22
380/440 VAC
Cylinder lubrication *2) 1.5 (for CLU-3 system) *3)
50/60 Hz
380 VAC / 50 Hz
Control oil pumps
440 VAC / 60 Hz
380/440 VAC
Servo automatic filter *2) 0.1
50/60 Hz
3.0 1.8 2.0 2.2 2.4 2.6 2.8 3.0 3.2
*2) single phase
Additional monitoring devices acc. to maker
(e.g. oil mist detector etc.) specifications
Remark: *1) The actual electric power requirement depends on the size, type and voltage/frequency of the installed electric motor.
*3) Pulse Lubricating System is available as an option.
Table C4 Electrical power consumers
C6 Pressure and temperature ranges
Table C5 (on the next page) represents a summary obtained by adding the pressure losses in the pip-
of the required pressure and temperature ranges ing system, filters, coolers, valves, etc., and the
at continuous service rating (CSR). The gauge vertical level pressure difference between pump
pressures are measured about 5 m above the suction and pressure gauge to the values in the
crankshaft centre line. The pump delivery head is table on the next page.


Medium+ System measurement
Inlet 3.0 5.0 – –

* 1)
LT circuit
(Scavenge air * 1)
cooling)
–
Lubricating oil
(high pressure)
Supply 4.8 6.0 40 50 –
Main bearing oil
Outlet – – – – –
Inlet 4.8 6.0 40 50

Lubricating oil


Inlet 0.7 – – – –
Outlet – – – 85 –
Fuel oil
Scavenge air
6.0 7.5
Air normal 6.5
6.0 7.5 – – –
normal 6.5 – – –
Deviation
Exhaust gas "50

–– See alarm setting values in tables G2 to G4.
Table C5 Pressure and temperature ranges

C7 Available CD-ROM
C7.1 Installation of winGTD
C7.1.1 System requirements
To install and run winGTD 2.9 we recommend:
– Microsoft Windows 2000 or later

– 64 MB of RAM
– 40 MB of available hard-disk space
– CD-ROM drive
C7.1.2 Installation
Fig. C7 winGTD: Selection of engine window
Use the following procedure to install winGTD:

The installed CD-ROM contains only the engine
types presented in this MIM.
1. Insert CD-ROM.
2. Follow the on-screen instructions. When the
‘Select’ button to access the main window (fig. C8)
installation is complete, a message confirms
that the installation was successful.
number of cylinders (eg. Wärtsilä 8RT-flex96C).
C7.1.3 Changes to previous versions of

C7.2.2 Data input
winGTD
In the main window (fig. C8) enter the desired
power and speed to specify the engine rating. The
rating point must be within the rating field. The
the CD-ROM.
or bhp. Select “Delta Tuning”, if desired.
C7.2 Using winGTD
C7.2.1 Start

appearing window (fig. C7):
Fig. C8 winGTD: Main window


C7.2.3 Output results
Clicking the ‘Start Calculation’ button (fig. C8) initi-

C9) is displayed on the screen. Fig. C10 winGTD: Two-stroke engine propulsion

button for export to a ASCII file, both in the tool C7.2.5 Saving a project
bar.

project.
Fig. C9 winGTD: General technical data
C7.2.4 Service conditions
Click the button ‘Service Conditions’ in the main

window (fig. C8) to access the option window (fig.
C10) and enter any ambient condition data deviat-
ing from design conditions.


D. Engine dynamics
D1.1 Introduction
– External mass forces and moments. All Wärtsilä RT-flex96C engines have no free mass
– Lateral engine vibration. forces.
– Torsional vibration of the shafting.
F1V, F2V, F4V

In the design of the Wärtsilä RT-flex96C engine

free mass forces are eliminated and unbalanced F1H
external moments of first, second and fourth order

are minimized. However, six-cylinder engines gen- M1V, M2V, M4V
erate second order unbalanced vertical moments

of a magnitude greater than those encountered + M1H
+
with higher numbers of cylinders.
–
fourth order have to be considered too.
Under unfavourable conditions, depending on hull

the main engine, the unbalanced moments of first, Forces and moments due to reciprocating
second and fourth order may cause unacceptable and rotating masses
F10.5173
vibrations throughout the ship and thus call for Fig. D1 External forces and moments
countermeasures.
Wärtsilä Switzerland Ltd D–1 25.89.07.40 – Issue XI.06 – Rev. 0

D. Engine dynamics

moments
Standard counterweights fitted to the ends of the Electrically driven

2nd order compensator

moments

being negligible for the 7–14-cylinder engines. M2V = F2V L
able, Wärtsilä Switzerland Ltd. recommends for Fig. D2 Locating electrically driven compensator
compensator on the ship’s structure (figure D2) to
reduce the effects of the second order moments to
acceptable values. Suppliers of electrically driven compensators
Gertsen & Olufsen AS

If no experience is available from a sister ship, it is Savsvinget 4
advisable to establish at the design stage, what DK-2970 Hørsholm Tel. +45 45 76 36 00
form the ship’s vibration will be. Table D1 assists in Denmark Fax +45 45 76 17 79
www.gertsen-olufsen.dk
determining the effect of installing the Wärtsilä
6RT-flex96C engine. Nishishiba Electric Co., Ltd
Shin Osaka Iida Bldg. 5th Floor
However, when the ship’s vibration pattern is not 1-5-33, Nishimiyahara, Yodogawa-ku
Osaka Tel. +81 6 6397 3461
532-0004 Japan Tel. +81 6 6397 3475
compensator can be installed later, should disturb- www.nishishiba.co.jp
ing vibrations occur; provision should be made for
this countermeasure.
Such a compensator is usually installed in the
steering compartment, as shown in figure D2. It is
tuned to the engine operating speed and con-
trolled accordingly.
25.89.07.40 – Issue XI.06 – Rev. 0 D–2 Wärtsilä Switzerland Ltd

D. Engine dynamics
250

PRU = = [Nm/kW]
M2V
A
150
M2v is needed, an external compensator has to be applied.
100
B
PRU [Nm/kW]
50
C
PRU = 0
0
6RT-flex96C 7RT-flex96C 8RT-flex96C 9RT-flex96C 10RT-flex96C 11RT-flex96C 12RT-flex96C 13RT-flex96C 14RT-flex96C

The external moments M1 and M2 given in table D1 are related to R1 speed. For other engine speeds, the
corresponding external moments are calculated with the following formula:

D. Engine dynamics
D1.3.1 Introduction
moment. The torque variation (∆M) is the reaction the engine-room structure. Please refer to tables
moment to MLH. D2 to D4, countermeasures for dynamic effects.

F10.5172

D. Engine dynamics
D1.3.2 Reduction of lateral vibration
D1.3.2.1 Engine stays

Free end
level and the hull reduces transmitted vibration and

– Friction stays:
installed on the engine exhaust side (lateral)
Hydraulic stays
fuel side exhaust

side Driving end
F10.5278/2
D1.3.2.2 Electrically driven

compensator
Friction stays
If for some reason it is not possible to install lateral
stays, an electrically driven compensator can be
ture. It is important to note that only one harmonic
excitation can be compensated at a time and in the
tors, one fitted at each end of the engine top are
necessary.
F10.5278/1
Table D3 shows where countermeasures for lat-

eral and longitudinal rocking are needed.
For installation data concerning lateral engine
stays, please refer to section H8.

D. Engine dynamics
D1.4 Longitudinal engine vibration (pitching)
In some cases with five-cylinder Wärtsilä RT-flex structure (refer to section D1.6 ‘Axial vibration’). In
engines, specially those coupled to very stiff inter- order to prevent this vibration, stiffness of the
mediate and propeller shafts, the engine founda- double-bottom structure should be as high as
tion can be excited at a frequency close to the full possible.
load speed range resonance, leading to increased
axial (longitudinal) vibration at the engine top and For the Wärtsilä RT-flex96C, as the minimum
as a result of this to vibrations in the ship’s super- number of cylinders is six, no longitudinal
stays are needed.
D1.5 Torsional vibration
D1.5.1 Introduction
Torsional vibrations are generated by gas and iner- The amplitudes and frequencies of torsional vibra-
tia forces as well as by the irregularity of the pro- tion must be calculated at the design stage for
peller torque. It does not cause hull vibration (ex- every engine installation. The calculation normally
cept in very rare cases) and is not perceptible in requires approval from the relevant classification
service, but causes additional dynamic stresses in society and may require verification by measure-
the shafting. ment on board ship during sea trials. All data re-
quired for torsional vibration calculations should be
The shafting system comprising crankshaft, pro- made available to the engine supplier at an early
pulsion shafting, propeller, engine running gear, design stage (see section D3 ‘Order forms for
flexible couplings and power take off (PTO), as vibration calculations’).
any system capable of vibrating, has resonant fre-
quencies.
If any source generates excitation at the resonant

frequencies the torsional loads in the system reach
maximum values. These torsional loads have to be
limited, if possible by design, i.e., optimizing shaft
diameters and flywheel inertia. If the resonance
still remains dangerous, its frequency range (criti-
cal speed) has to be passed through rapidly
(barred-speed range) provided that the correspon-
ding limits for this transient condition are not ex-
ceeded, otherwise other appropriate countermea-
sures have to be taken.

D. Engine dynamics
D1.5.2 Reduction of torsional vibration
Excessive torsional vibration can be reduced, For high energy vibrations, i.e., for higher addi-
shifted or even avoided by installing a heavy fly- tional torque levels that can occur with six-cylinder
wheel at the driving end and/or a tuning wheel at engines, a spring damper, with its higher damping
the free end or a torsional vibration damper at the effect may have to be considered, please refer to
free end of the crankshaft. Such dampers reduce figure D8. This damper has to be supplied with oil
the level of torsional stresses by absorbing a part from the engine’s lubricating oil system, and de-
of their energy. Where low energy torsional vibra- pending on the torsional vibration energy to be ab-
tions have to be reduced, a viscous damper, can be sorbed can dissipate up to approximately 100 kW
installed, please refer to figure D7. In some cases energy (depends on number of cylinders). The oil
the torsional vibration calculation shows that an flow to the damper should be approximately 10 to
additional oil-spray cooling for the viscous damper 20 m3/h, but an accurate value will be given after
is needed. In these cases the layout has to be in ac- the results of the torsional vibration calculation are
cordance with the recommendations of the known.
damper manufacturer and our design department.
Inertia ring
Cover Springs
Silicone fluid
Intermediate
pieces
Casing
Lub oil
supply
F10.1844 F10.1845
Fig. D7 Vibration damper (Viscous type) Fig. D8 Vibration damper (Geislinger type)

D. Engine dynamics
D1.6 Axial vibration
D1.6.1 Introduction
The shafting system formed by the crankshaft and The effect of the axial damper can be adjusted by
propulsion shafting, is able to vibrate in the axial an adjusting throttle. However, the setting of the
direction, the basic principle being the same as de- adjusting throttle is preset by the engine builder
scribed in section D1.5 ‘Torsional vibration’. The and there is normally no need to change the
system, made up of masses and elasticities, will setting.
feature several resonant frequencies. These will The integrated axial damper does not affect the ex-
result in axial vibration causing excessive stresses ternal dimensions of the engine. It is connected to
in the crankshaft if no countermeasures are taken. the main lubricating oil circuit.
Strong axial vibration of the shafting can also lead An integrated monitoring system continuously
to excessive axial (or longitudinal) vibration of the checks the correct operation of the axial damper.
engine, particularly at its upper part.
Adjusting throttling valve
The axial vibrations of installations depend mainly
on the dynamical axial system of the crankshaft,
the mass of the torsional damper, free-end gear (if Main bearing
any) and flywheel fitted to the crankshaft. Addition-

ally, there can be a considerable influence of the
torsional vibrations to the axial vibrations. This in-
fluence is called the coupling effect of the torsional
vibrations.
It is recommended that axial vibration calculations

are carried out at the same time as the torsional
vibration calculation. In order to consider the
coupling effect of the torsional vibrations to the
axial vibrations, it is necessary to use a suitable
coupled axial vibration calculation method.
D1.6.2 Reduction of axial vibration
In order to limit the influence of the axial excitations

and reduce the level of vibration, all RT-flex96C en-
gines are equipped as standard with an integrated
axial damper mounted at the forward end of the
crankshaft, please refer to figure D9.
The axial damper sufficiently reduces the axial

vibrations in the crankshaft to acceptable values.
No excessive axial vibrations should occur on
either the crankshaft nor the upper part of the
engine. 369.329 Crankshaft flange
Fig. D9 Axial damper (detuner)

D. Engine dynamics
D1.7 Hull vibration
The hull and accommodation area are susceptible

to vibration caused by the propeller, machinery
and sea conditions. Controlling hull vibration is
require fitting mass moment compensators, lateral
stays, torsional damper and axial damper. Avoid-
ing disturbing hull vibration requires a close co-
operation between the propeller manufacturer,
naval architect, shipyard and engine builder. To en-
able Wärtsilä Switzerland Ltd to provide the most
accurate information and advice on protecting the
installation and vessel from the effects of plant
vibration, please complete the order forms as
given in section D3 and send it to the address
given.

D. Engine dynamics
Engine type: Wärtsilä RT-flex96C Number of cylinders 6 7 8 9 10 11 12 13 14

Rating R1: 5720 kW/cyl. at 102 rpm Engine power kW 34 320 40 040 45 760 51 480 57 200 62 920 68 640 74 360 80 080
Free forces
F1V [$kN] 0 0 0 0 43 0 0 0 15
F1H [$kN] 0 0 0 0 45 0 0 0 15
F2V [$kN] 0 0 0 0 26 0 0 0 21
F4V [$kN] 0 0 0 0 22 0 0 0 86
M1V [$kNm] 0 562 628 1941 51 1347 0 323 45
M1H [$kNm] 0 580 698 1997 42 1388 0 323 45
M2V [$kNm] 6753 1960 0 2204 1612 1769 0 1536 11
M4V [$kNm] 345 981 399 497 489 188 690 218 588
Order 1 [$kNm] 0 0 0 0 59 0 0 0 22
Order 2 [$kNm] 0 0 0 0 2 0 0 0 1
Order 3 [$kNm] 0 0 0 0 73 0 0 0 34
Order 4 [$kNm] 0 0 0 0 253 0 0 0 969
Order 5 [$kNm] 0 0 0 0 455 0 0 0 180
Order 6 [$kNm] 2088 0 0 0 203 0 0 0 75
Order 7 [$kNm] 0 1596 0 0 191 0 0 0 141
Order 8 [$kNm] 0 0 1082 0 32 0 0 0 69
Order 9 [$kNm] 0 0 0 672 8 0 0 0 41
Order 10 [$kNm] 0 0 0 0 420 0 0 0 156
Order 11 [$kNm] 0 0 0 0 15 279 0 0 22
Order 12 [$kNm] 107 0 0 0 1 0 214 0 3
Order 1 [$kNm] 0 314 364 1082 13 751 0 177 24
Order 2 [$kNm] 1083 314 0 354 261 284 0 246 1
Order 3 [$kNm] 951 1041 1483 1799 2229 2695 3228 3696 4234
Order 4 [$kNm] 1232 3501 1423 1774 1750 673 2464 778 2117
Order 5 [$kNm] 0 256 3570 1269 272 1687 0 2422 751
Order 6 [$kNm] 0 35 0 2258 679 880 0 573 505
Order 7 [$kNm] 0 0 29 104 1983 174 0 397 674
Order 8 [$kNm] 183 14 0 49 200 1348 366 503 38
Order 9 [$kNm] 249 28 9 0 55 25 845 61 121
Order 10 [$kNm] 61 173 0 16 36 11 0 615 123
Order 11 [$kNm] 0 105 149 12 15 0 0 8 450
Order 12 [$kNm] 0 7 29 122 18 5 0 1 25
Torque variation (Synthesis value) [$kNm] 2155 1651 1119 681 1501 310 241 233 1596

D. Engine dynamics
Number of cylinders 2nd order compensator *2)


6 B C
7 C C
8 A C
9 B C
10 B C
11 A C
12 B C
13 A C
14 A C


Detailed calculations have to be as standard to reduce the axial
carried out for every installation, vibration in the crankshaft.
countermeasures to be selected ac- However, the effect of the coupled
6–14
cordingly (shaft diameter, critical or axial vibration to the propulsion
barred speed range, flywheel, shafting components should be
tuning wheel, damper). checked by calculation for every
installation.

D. Engine dynamics
D2 System dynamics
A modern propulsion plant with the RT-flex engine This kind of study should be requested at an early
may include a main-engine driven generator. This stage in the project if some special specification re-
element is connected by clutches, gears, shafts garding speed deviation and recovery time, or any
and elastic couplings. Under transient conditions special speed and load setting programs have to
large perturbations, due to changing the operating be fulfilled.
point, loading or unloading generators, engaging
or disengaging a clutch, cause instantaneous dy- Wärtsilä Switzerland Ltd would like to assist if you
namic behaviour which weakens after a certain have any questions or problems relating to the dy-
time (or transient). Usually the transfer from one namics of RT-flex engines. Please describe the
operating point to another is supervised by a con- situation and send or fax the completed relevant
trol system in order to allow the plant to adapt order form given in the next section D3. We will
safely and rapidly to the new operating point (en- provide an answer as soon as possible.
gine speed control and propeller speed control).
Simulation is an opportune method for analysing

the dynamic behaviour of a system subject to large
perturbations or transient conditions. Mathemat-
ical models of several system components such as
clutches and couplings have been determined and
programmed as library blocks to be used with a si-
mulation program. With this program it is possible
to check, for example, if an elastic coupling will be
overloaded during engine start, or to optimize a
clutch coupling characteristic (engine speed be-
fore clutching, slipping time, etc.), or to adjust the
speed control parameters.

Dept. 10189
PO Box 414
CH-8401 Winterthur
Switzerland
Fax: +41-52-262 07 25

D. Engine dynamics
Shipyard: Hull No.:
Engine Engine type:
Rotation: clockwise anti-clockwise Engine tuning (RT-flex): Standard DeltaTuning
Barred speed range accepted: Y N if yes, in which speed range: rpm
Shafting
Propeller
Frequency control system: No Thyristor Constant speed gear

D. Engine dynamics
Shipyard: Hull No.:
Engine Engine type:
Shafting
Water brake
Type: Manufacturer:
PTO Type: Free end gear Camshaft gear

D. Engine dynamics
Shipyard: Hull No.:
Engine Engine type:
Shafting
Propeller
Diameter: m

D. Engine dynamics
Shipyard: Hull No.:
Engine Engine type:
Shafting
Propeller Type: FP CP Number of blades: 4 5 6
Diameter: m

E. Auxiliary power generation
E1 General information
E1.1 Introduction
the engine exhaust gas, or simply by auxiliary
generator sets.
Ship service steam

Exhaust gas
econimiser
Steam turbine
Ship service power
Power turbine
G Aux. engine
G Aux. engine
G Aux. engine
F10.5321
Fig. E1 Heat recovery, typical system layout
Wärtsilä Switzerland Ltd E–1 25.89.07.40 – Issue XI.06 – Rev. 0

E1.2 System description and layout E3.2 PTO power and speed
Generator speed
[rpm]
Power [kWe]
1800
E2 Waste heat recovery *1)
Table E1 PTO power and speed
a waste heat recovery system (see figure E1) the

E3 Power take off (PTO)


space available.
E3.1 Arrangements of PTO
Figure E2 illustrates various arrangements for

T1 T2 T3
T T

T Thyristor bridge
Generator
F10.5231
Fig. E2 Tunnel PTO gear
25.89.07.40 – Issue XI.06 – Rev. 0 E–2 Wärtsilä Switzerland Ltd

F. Ancillary systems
F1.1 Introduction
Sizing engine ancillary systems, i.e. fresh water

cooling, lubricating oil, fuel oil, etc., depends on the
system design is out of the scope of this manual
please contact our representative or Wärtsilä
Switzerland Ltd, Winterthur, directly.
F1.2 Part-load data

the help of the winGTD-program which is available
on request.
F1.3 Engine system data
The data contained in tables F1 to F6 are appli-

(R1) of each six- to fourteen-cylinder engine.
These data refer to engines with the following
conditions/features:
– At design (tropical) conditions.
– ABB TPL turbochargers.
– Turbochargers lubricated from the engine’s
lubricating system.
This data is suitable for estimating the size of ancil-
lary equipment.
Derating and part-load performance data and data

with Delta Tuning can be obtained on request.
The winGTD-program enables all engine and sys-
tem data at any Rx rating within the engine rating
field to be obtained.

data.
Wärtsilä Switzerland Ltd F–1 25.89.07.40 – Issue XI.06 – Rev. 0

F1.3.1 Questionnaire for engine data (winGTD, see section C7.2)

Dept. 10189
PO Box 414,
CH-8401 Winterthur, Switzerland.
Fax No. +41 52 212 49 17
Company:
Name:
Address:
Department:
Country:
Telephone:
Telefax:
Telex:
E-mail:
Date of contact:
Project number:
Shipowner, country:
Shipyard, country:
Project manager:
(see PTO options in table E1)
Max. PTO [kW] 700 1200 1800
Constant-speed output: Yes No (continue to ‘Rating point’ below)
Speed [rpm]: 1000 1200 1500 1800

Power: kW
Speed: rpm

25.89.07.40 – Issue XI.06 – Rev. 0 F–2 Wärtsilä Switzerland Ltd

HT circuit
LT
oil cooler
Scavenge air
(see chapter C). Recirculation
Central
cooler
Fig. F1 Central fresh water cooling system with single-stage SAC and integrated HT circuit


Oil flow *1) m3/h 547 621 695 778

Sea-water flow m3/h 901 1054 1206 1354

Mass flow kg/h 253255 295464 337673 379882

Lubricating oil 547 7.5 621 7.5 695 7.5 778 7.5
Fuel oil booster 15.4 7.0 18.0 7.0 20.6 7.0 23.2 7.0
Fuel oil feed 8.6 5.0 10.0 5.0 11.4 5.0 12.9 5.0
Sea-water 901 2.2 1054 2.2 1206 2.2 1354 2.2
Remark: *1) Excluding heat and oil flow for damper and PTO gear
*3) For 12 starts and refilling time 1 hour at a relative inertia of 2.0 (see section F2.5).
Table F1 R1 data for central fresh water cooling system with single-stage SAC and integrated HT circuit

General data Number of cylinders – 10 11 12 13 14

Speed 102 rpm Engine power kW 57 200 62 920 68 640 74 360 80 080
Number and type of turbochargers 3 x TPL85-B14 3 x TPL85-B15 3 x TPL85-B15 3 x TPL85-B15 4 x TPL85-B14
Cylinder cooling (HT) heat dissipation kW 8728 9771 10828 11897 12364
Fresh water flow m3/h 453 507 562 617 641
Fresh water temperature engine in/out °C 73.0/90.0 73.0/90.0 73.0/90.0 73.0/90.0 73.0/90.0
Scavenge air cooler (LT) heat dissipation kW 19466 21301 23116 24912 27181
Fresh water flow (LT) m3/h 660 660 660 660 880
Fresh water temperature cooler in/out °C 36.0/61.6 36.0/64.0 36.0/66.3 36.0/68.7 36.0/62.8
Scavenge air mass flow kg/h 416302 457932 499562 541192 582822
Lubricating oil cooler heat dissipation *1) kW 6133 6733 7342 7957 8593
Oil flow *1) m3/h 852 926 1000 1074 1157
Oil temperature cooler in/out °C 59.7/45.0 59.8/45.0 59.9/45.0 60.1/45.0 60.1/45.0
Mean log. temperature difference °C 11.2 11.2 11.3 11.4 11.4
Central cooler heat dissipation kW 34326 37805 41286 44766 48138

Sea-water flow m3/h 1507 1660 1813 1965 2113
Sea-water temperature cooler in/out °C 32.0/52.0 32.0/52.0 32.0/52.0 32.0/52.0 32.0/52.0
Exhaust gas heat dissipation *2) kW 17321 19053 20785 22518 24250
Mass flow kg/h 422091 464301 506510 548719 590928
Temperature after turbine °C 314 314 314 314 314
Engine radiation kW 436 469 500 500 563
Starting air *3) at design pressure bar 25 30 25 30 25 30 25 30 25 30

Bottle (2 units) capacity each m3 16.5 14.2 18.1 15.5 19.7 16.8 21.2 18.1 22.9 19.5
Air compressor (2 units) capacity each m3/h 420 430 460 470 500 510 550 560 600 620
Pump capacities / delivery head *4) m3h bar m3/h bar m3/h bar m3/h bar m3/h bar
Lubricating oil 852 7.5 926 7.5 1000 7.5 1074 7.5 1157 7.5
Crosshead lubricating oil 110 6.2 121 6.2 132 6.2 143 6.2 154 6.2
High temperature circuit (cylinder cooling) 453 3.0 507 3.0 562 3.0 617 3.0 641 3.0
Low temperature circuit 1191 2.2 1243 2.2 1296 2.2 1349 2.2 1625 2.2
Fuel oil booster 25.7 7.0 28.3 7.0 30.9 7.0 33.5 7.0 36.0 7.0
Fuel oil feed 14.3 5.0 15.7 5.0 17.2 5.0 18.6 5.0 20.0 5.0
Sea-water 1507 2.2 1660 2.2 1813 2.2 1965 2.2 2113 2.2
Table F2 R1 data for central fresh water cooling system with single-stage SAC and integrated HT circuit


HT circuit
LT
oil cooler cooler
Scavenge air
(see chapter C). Recirculation
Central
cooler
Fig. F2 Central fresh water cooling system with single-stage SAC and separate HT circuit


Oil flow *1) m3/h 547 621 695 778

Sea-water flow m3/h 901 1054 1206 1354

Mass flow kg/h 253255 295464 337673 379882

Lubricating oil 547 7.5 621 7.5 695 7.5 778 7.5
Fuel oil booster 15.4 7.0 18.0 7.0 20.6 7.0 23.2 7.0
Fuel oil feed 8.6 5.0 10.0 5.0 11.4 5.0 12.9 5.0
Sea-water 901 2.2 1054 2.2 1206 2.2 1354 2.2
Table F3 R1 data for central fresh water cooling system with single-stage SAC and separate HT circuit


Cylinder water cooler (HT) heat dissipation kW 8728 9771 10828 11897 12364
Fresh water flow (HT) m3/h 453 507 562 617 641
Fresh water temperature (LT) cooler in/out °C 46.0/60.2 46.0/60.5 46.0/60.7 46.0/61.0 46.0/60.4
Oil flow *1) m3/h 852 926 1000 1074 1157

Sea-water flow m3/h 1507 1660 1813 1965 2113
Mass flow kg/h 422091 464301 506510 548719 590928

Lubricating oil 852 7.5 926 7.5 1000 7.5 1074 7.5 1157 7.5
Fuel oil booster 25.7 7.0 28.3 7.0 30.9 7.0 33.5 7.0 36.0 7.0
Fuel oil feed 14.3 5.0 15.7 5.0 17.2 5.0 18.6 5.0 20.0 5.0
Sea-water 1507 2.2 1660 2.2 1813 2.2 1965 2.2 2113 2.2
Table F4 R1 data for central fresh water cooling system with single-stage SAC and separate HT circuit

F1.3.3 Engine system data for central fresh water cooling system (two-stage)
LT
Scavenge air
(see chapter C).
Central
cooler
Fig. F3 Central fresh water cooling system with two-stage SAC and integrated HT circuit


Oil flow *1) m3/h 547 621 695 778

Sea-water flow m3/h 901 1054 1206 1354

Mass flow kg/h 253255 295464 337673 379882

Lubricating oil 547 7.5 621 7.5 695 7.5 778 7.5
Fuel oil booster 15.4 7.0 18.0 7.0 20.6 7.0 23.2 7.0
Fuel oil feed 8.6 5.0 10.0 5.0 11.4 5.0 12.9 5.0
Sea-water 901 2.2 1054 2.2 1206 2.2 1354 2.2
Table F5 R1 data for central fresh water cooling system with two-stage SAC and integrated HT circuit


Scavenge air cooler (HT) heat dissipation kW 11434 12049 12568 12991 15672
Fresh water flow (HT) m3/h 330 330 330 330 440
Oil flow *1) m3/h 852 926 1000 1074 1157

Sea-water flow m3/h 1507 1660 1813 1965 2113
Mass flow kg/h 422091 464301 506510 548719 590928

Lubricating oil 852 7.5 926 7.5 1000 7.5 1074 7.5 1157 7.5
Fuel oil booster 25.7 7.0 28.3 7.0 30.9 7.0 30.5 7.0 36.0 7.0
Fuel oil feed 14.3 5.0 15.7 5.0 17.2 5.0 18.6 5.0 20.0 5.0
Sea-water 1507 2.2 1660 2.2 1813 2.2 1965 2.2 2113 2.2
Table F6 R1 data for central fresh water cooling system with two-stage SAC and integrated HT circuit

F2 Piping systems
F2.1 Introduction F2.2.1 Central fresh water cooling

system
All pipework systems and fittings are to conform to
the requirements laid down by the legislative coun- As standard the cooling medium of the scavenge
cil of the vessel’s country of registration and the air cooler(s) of the RT-flex96C is fresh water, this
classification society selected by the owners. They involves the use of a central fresh water cooling
are to be designed and installed to accommodate system.
the quantities, velocities, flow rates and contents The central fresh water cooling system comprises
identified in this manual, set to work in accordance ‘low-temperature’ (LT) and ‘high-temperature’
with the build specification as approved by the (HT) circuits. Fresh water cooling systems reduce
classification society and protected at all times the amount of sea-water pipework and its attend-
from ingress of foreign bodies. All pipework sys- ant problems and provides for improved cooling
tems are to be flushed and proved clean prior control. Optimizing central fresh water cooling re-
to commissioning. For flushing the lubricating oil sults in lower overall running costs when com-
system, please follow the instructions in section pared with the conventional sea-water cooling
F2.3.9, and for flushing the fuel oil system follow system.
the instructions in section F2.4.7. Compared with central fresh water cooling system
with single-stage scavenge air cooler, central
Note: fresh water cooling system with two-stage scav-
enge air cooler is applied for further waste recov-
The pipe connections on the engine are sup-
ery. In this arrangement the high temperature
plied with blind mating flanges, except for the
stack of the scavenge air cooler is arranged in par-
turbocharger exhaust gas outlet. Screw con-
allel to the cylinder cooling system.
nections are supplied complete.
For more information please contact Wärtsilä
Switzerland Ltd, Winterthur.
F2.2 Cooling water and pre-heating
systems
The cooling system of the RT-flex96C engine runs

on either one of the following standard layouts:
circuit (see figure F4) or separate HT circuit
(see figure F5).
– Central fresh water cooling system with two-
stage scavenge air cooler for heat recovery
and integrated HT circuit (see fig. F6).

RTflex96C

LT freshwater pipes *4) Only when item 015 is installed.
Control / feedback
For legend see table F7
347.521a
Fig. F4 Central fresh water cooling system with single-stage scavenge air cooler and integrated HT circuit

001 Expansion Tank

003 High sea chest
025 Scavenge air cooler *1) If requested, two low sea chests are applicable.
*2) When using a valve, lock in proper position to avoid mis
1 Cylinder cooling water inlet (at free end or at driving end) handling.
2 Cylinder cooling water outlet (at free end or at driving end) *3) Other designs like hinged covers, etc. are also possible.
*5) The inlet and outlet pipes to SAC have to be designed to
7 Scavenge air cooler, cooling water outlet and air vent *5) allow for engine thermal expansion, or expansion parts
16 Cylinder cooling water air vent (at free end or at driving end) have to be fitted.
preheating requirements.
347.521a
power kW 34320 40040 45760 51480 57200 62920 68640 74360 80080
Main engine RT-flex96C (R1)
speed rpm 102
Cooling water expansion tank, HT cap. m3 1 1 1.5 1.5 2 2 2 2 2
Cooling water expansion tank, LT cap. m3 depending on ancillary plants
Pressure drop across the engine ∆p bar 1.3
Nominal pipe diameter A DN 400 400 450 450 500 500 550 550 550
B DN 400 400 450 450 500 500 500 500 500
C DN 350 350 350 400 400 450 450 450 500
All pipe diameters are valid for
R1-rated engines and laid out for D DN 250 250 250 300 300 300 300 300 350
flows given in section F1.3 E DN 250 250 250 300 300 300 300 300 350
‘Engine system data’.
F DN 125 150 150 200 200 200 200 250 300
For pipe diameters if Rx-rated G DN 200 250 250 250 250 300 300 300 300
pump capacities are used, please
refer to section F4 ‘Pipe size H DN 80 80 100 100 100 125 125 125 125
and flow details’
J DN 100 100 125 125 150 150 150 150 150
K DN 50 50 50 65 65 65 65 65 65
Table F7 Central fresh water cooling system with single-stage scavenge air cooler and integrated HT circuit

RTflex96C

Control / feedback
333.620d
Fig. F5 Central fresh water cooling system with single-stage scavenge air cooler and separarte HT circuit

001 Cooling water expansion tank for LT circuit, see figure F7

002 Cooling water expansion tank for HT circuit, see figure F7
004 High sea chest
025 Scavenge air cooler
026 Cylinder cooling water cooler *2) When using a valve, lock in proper position to avoid mis
handling.
1 Cylinder cooling water inlet (at free end or at driving end)
*3) Other designs like hinged covers, etc. are also possible.
2 Cylinder cooling water outlet (at free end or at driving end)
*5) The inlet and outlet pipes to SAC have to be designed to
5 Scavenge air cooler, cooling water inlet *5) allow for engine thermal expansion, or expansion parts
7 Scavenge air cooler, cooling water outlet and air vent *5) have to be fitted.
16 Cylinder cooling water air vent (at free end or at driving end) *7) For guidance only, final layout according to actual engine
333.620d
power kW 34320 40040 45760 51480 57200 62920 68640 74360 80080
speed rpm 102
B DN 400 400 450 450 500 500 500 500 500
All pipe diameters are valid for C DN 350 350 350 400 400 450 450 450 500
R1-rated engines and laid out for
flows given in section F1.3 D DN 250 250 250 300 300 300 300 300 350
‘Engine system data’. E DN 250 250 250 300 300 300 300 300 350
pump capacities are used, please H DN 80 80 100 100 100 125 125 125 125
refer to section F4 ‘Pipe size
and flow details’ J DN 100 100 125 125 150 150 150 150 150
K DN 50 50 50 65 65 65 65 65 65
Table F8 Central fresh water cooling system with single-stage scavenge air cooler and separate HT circuit


Control / feedback
333.600d
Fig. F6 Central fresh water cooling system with two-stage scavenge air cooler and integrated HT circuit

001 Cooling water expansion tank, see figure F7

003 High sea chest
024 Scavenge air cooler, LT
025 Scavenge air cooler, HT
Remarks:
1 Cylinder cooling water inlet (at free end or at driving end) *1) If requested, two low sea chests are applicable.
2 Cylinder cooling water outlet (at free end or at driving end) *2) When using a valve, lock in proper position to avoid mis
3 Scavenge air cooler, cooling water inlet. HT *5) handling.
4 Scavenge air cooler, cooling water outlet and air vent, HT *5) *3) Other designs like hinged covers, etc. are also possible.
5 Scavenge air cooler, cooling water inlet, LT *5) *5) The inlet and outlet pipes to SAC have to be designed to
7 Scavenge air cooler, cooling water outlet and air vent, LT *5) allow for engine thermal expansion, or expansion parts
16 Cylinder cooling water air vent (at free end or at driving end) have to be fitted.
333.600d
power kW 34320 40040 45760 51480 57200 62920 68640 74360 80080
speed rpm 102
B DN 400 400 450 450 500 500 500 500 500
C DN 350 350 350 400 400 450 450 450 500
All pipe diameters are valid for D DN 250 250 250 300 300 300 300 300 350
flows given in section F1.3 E DN 250 250 250 300 300 300 300 300 350
‘Engine system data’. F DN 200 200 200 250 250 250 250 250 300
pump capacities are used, please H DN 80 80 100 100 100 125 125 125 125
and flow details’ J DN 100 100 125 125 150 150 150 150 150
K DN 50 50 50 65 65 65 65 65 65
L DN 250 250 250 300 300 300 300 300 300
Table F9 Central fresh water cooling system: data to layout for two-stage scavenge air cooler

F2.2.1.1 Central fresh water cooling – Fresh water pumps for LT circuit (item 010)
system components • Pump type: centrifugal
• Pump capacity: refer to table F1
The following description of the components refers • The given capacity of fresh water flow
to figure F4 (central fresh water cooling system covers the need of the engine only and is
with single-stage scavenge air cooler). to be within a tolerance of 0% to +10%.
• Delivery head: the final delivery head is
Low-temperature circuit: determined by the layout of the system
and is to ensure that the inlet pressure to
– Sea-water strainer (item 004) the scavenge air coolers is within the
Simplex or duplex to be fitted at each sea chest range of the summarized data .
and arranged to enable manual cleaning with-
out interrupting flow. The strainer perforations – Scavenge air cooler (item 025)
are to be sized (not more than 6 mm) to pre- • Cooler type: tubular
vent passage of large particles and debris • Cooling medium: fresh water
damaging the pumps and impairing heat • Cooled medium: scavenge air
transfer across the coolers. • Heat dissipation: refer to table F1–F6
• fresh water design flow: refer to table C1
– Sea-water pump (item 006) • Temperatures: refer to table F1
• Pump type: centrifugal
• Pump capacity: refer to table F1, the given High-temperature circuit:
sea-water flow capacity covers the need
of the engine only and is to be within a tol- – HT cooling water pump (item 014)
erance of 0 to +10%. • Pump type: centrifugal, with a steep head-
• Delivery head: the final delivery head is curve is to be given preference. As a
determined by the layout of the system guide, the minimum advisable curve
and is to ensure that the inlet pressure to steepness can be defined as follows:
the scavenge air coolers is within the For a pressure increase from 100% to
range of the summarized data in table C5. 107%, the pump capacity should not de-
crease by more than 10%.
– Central cooler (item 007) • Pump capacity: refer to table F1–F6
• Cooler type: plate or tubular • The flow capacity is to be within a toler-
• Cooling medium: sea-water ance of –10% to +20%.
• Cooled medium: fresh water • Delivery head: determined by system lay-
• Heat dissipation: refer to table F1–F6 out.
• Margin for fouling: 10 to 15% to be added • Working temperature: 95°C
• Fresh water flow: refer to table F1–F6
• Sea-water flow: refer to table F1–F6
• Temperatures: refer to table F1–F6
– Temperature control (item 008)

The central fresh water cooling system is to be
capable of maintaining the inlet temperature to
the scavenge air cooler at 25°C minimum to
36°C maximum.

– Pump delivery head (pp) – Automatic temp. control valve (item 012)
The required delivery head can be calculated Electric or electro/pneumatic actuated three-
as follows: way type (butterfly valves are not adequate)
≥ System pressure losses (SDp) having a linear characteristic.
≥ required pressure at the engine inlet (p0) • Design pressure: 5 bar
+ pressure drop between the pump inlet and • Test pressure: refer to the specification
the engine inlet (dp) laid down by the classification society.
– constant (h / 10.2) • Pressure drop across valve: max. 0.5 bar
• Controller: proportional plus integral (PI);
pp ≥ SDp ≥ p0 – h / 10.2 + dp [bar] also known as proportional plus reset for
steady state error of max. ±2°C and
The system pressure losses (SDp) are the transient condition error of max. ±4°C.
pressure drop across the system components • Temperature sensor:
and pipework and the pressure drop across according to the control valve manufac-
the engine (see table F7). The pump delivery turers specification fitted in the engine
head (pp) depends on the height of the expan- outlet pipe.
sion tank, the pressure drop between pump
outlet and engine inlet (dp), and the required – Air vent pipe (item 017)
pressure at the engine inlet (p0). The constant Releases air gas mixtures from the cylinder
is given as the difference in height between the cooling water through the automatic float vent
expansion tank and the engine inlet (h) divided valve into the cylinder cooling water feed and
by 10.2. drain tank.
In case of a cooling system with two-stage
scavenge air cooler, the pump delivery head of For both central cooling arrangements (single- or
HT circuit is determined in the same way as two-stage SAC), the high-temperature circuit may
above described. also be completely separated from the low-tem-
perature circuit. In this case the high-temperature
– Expansion tank (item 001) circuit has its own cooler with the fresh water from
The expansion tank shown in figure F7 is to be the low-temperature circuit as cooling medium.
fitted at least 3.5 m above the highest engine The necessary data for this arrangement can be
air vent flange to ensure the required static obtained from the winGTD program.
head is applied to the cylinder cooling water
system. It is to be connected by a balance
pipe, to replenish system losses, using the
shortest route to the cylinder cooling water
pump suction, making sure that pipe runs are
as straight as possible without sharp bends.
The pipe sizes and tank are given in table F7.
The cylinder cooling water system air vents
are to be routed through the bottom of the ex-
pansion tank with the open end below the mini-
mum water level.

001 Drain
002 Air vent from LT circuit
003 Balance pipe from LT circuit Remarks:
004 Air vent from HT circuit *1) Level indicator can be omitted if an alternative is fitted.
005 Balance pipe from HT circuit *2) Other designs (like hinged covers etc) are also possible.
006 Overflow / air vent *3) Depending on actual ancillary plants. LT tank capacity to be in
007 Low level alarm creased accordingly.
008 Level indicator *1) For required tank capacities and pipe diameters see table F7 and F9.
009 Thermometer
010 Inspection cover *2)
245.930a
Fig. F7 Central cooling water system expansion tank

001 Drain from HT circuit

002 Air vent from HT circuit
003 Balance pipe from HT circuit
004 Overflow / air vent
005 Low level alarm Remarks:
006 Level indicator *1) *1) Level indicator can be omitted if an alternative is fitted.
007 Thermometer *2) Other designs (like hinged covers etc) are also possible.
008 Inspection cover *2) *3) Depending on actual ancillary plants. LT tank capacity to be in
009 Filling pipe / inlet chemical treatment *2) creased accordingly.
For required tank capacities and pipe diameters see table F8.
362.179
Fig. F8 Central cooling water system expansion tank (HT circuit)

001 Drain
002 Balance pipe from LT circuit
004 Low level alarm Remarks:
005 Thermometer *1) Level indicator can be omitted if an alternative is fitted.
006 Level indicator *1) *2) Other designs (like hinged covers etc) are also possible.
007 Inspection cover *2) *3) Depending on actual ancillary plants. LT tank capacity to be
008 Filling pipe / inlet chemical treatment *2) increased accordingly.
Required tank capacities depend on ancillary plants.
245.419b
Fig. F9 Central cooling water system expansion tank (LT circuit)

F2.2.1.2 General recommendations for design
The number of valves in the system is to be kept to Cooling water treatment

a minimum in order to reduce the risk of incorrect
setting. Correct treatment of the cooling fresh water is es-
sential for safe engine operation. Only totally de-
Valves are to be locked in the set position and la- mineralized water or condensate must be used. In
belled to eliminate incorrect handling. the event of an emergency tap water may be used
for a limited period but afterwards the entire cylin-
The possibility of manual interference of the cool- der cooling water system is to be drained off,
ing water flow in the various branches of the cylin- flushed, and recharged with demineralized water.
der cooling water system is to be avoided by instal-
ling and setting throttling discs at the – Recommended parameters for raw water
commissioning stage and not by adjusting the • pH 8 to 10
valves. • Hardness 3–10°gH (5.4–17.9°fH)*
• Total chlorides and sulphates
Under normal operation of the cylinder cooling max 100 mg/l
water system the pump delivery head and the total * In case of higher values the water is to
flow rate are to remain constant even when the be softened.
fresh water generator is started up or shut down.
In addition, the water used must be treated with a
The cylinder cooling water system is to be totally suitable corrosion inhibitor to prevent corrosive at-
separated from steam systems. Under no circum- tack, sludge formation and scale deposits, refer to
stances are there to be any possibilities of steam the chemical supply companies for details. Moni-
entering the cylinder cooling water system, e.g. via toring the level of the corrosion inhibitor and water
a fresh water generator. softness is very important to prevent down-times
due to component failures resulting from corrosion
The installation of equipment affecting the con- or impaired heat transfer. No internally galvanized
trolled temperature of the cylinder cooling water is steel pipes should be used in connection with
to be examined carefully before being added. Un- treated fresh water, since most corrosion inhibitors
controlled increases or decreases in cylinder cool- have a nitrite base. Nitrites attack the zinc lining of
ing water temperature may lead to thermal shock galvanized piping and create sludge.
of the engine components and scuffing of the pis-
tons. Thermal shock is to be avoided and the tem-
perature gradient of the cooling water when start-
ing and shutting down additional equipment is not
to exceed two degrees per minute at the engine
inlet.
The design pressure and temperature of all the

component pipes, valves, expansion tank, fittings,
etc., are to meet the requirements of the classifica-
tion society.

F2.2.1.3 Fresh water generator
A fresh water generator, utilizing heat from the cyl- It is important that the bypass with valve (8) has the
inder cooling system to distil sea-water, can be same pressure drop as the fresh water generator.
used to meet the demand for washing and potable
water. The capacity of the fresh water generator is This must be open when the fresh water generator
limited by the amount of heat available which in is not in operation and closed when the fresh water
turn is dependant on the service power rating of the generator is operating. To avoid wrong manipula-
engine. It is important at the design stage to ensure tion we recommend to interlock valves 7 and 8. Fig-
there are sufficient safeguards to protect the main ures F10 and F11 ‘Fresh water generator installa-
engine from thermal shock when the fresh water tion alternative’ provide two systems designed to
generator is started. To reduce such risk, the use utilize in ‘A’ up to 50 per cent of available heat and
of valves, e.g., butterfly valves at the fresh water ‘B’ up to 85 per cent of available heat.
generator inlet and in the bypass line, which are
linked and actuated with a large reduction ratio, will Alternative A
be of advantage. The following installations are Fresh water generators with an evaporator heat
given as examples and we recommend that the requirement not in excess of 50 per cent of the
fresh water generator valves (7 and 8) be operated heat available to be dissipated from the cylinder
by progressive servomotors and a warning sign be cooling water at full load (CMCR) and only for use
displayed on the fresh water generator to remind at engine loads above 50 per cent, can be con-
engine-room personnel of the possibilities of ther- nected in series as shown in figure F10. The throt-
mal shocking if automatic start up is overridden. tling disc (06) serves to correct the water flow rate
if the pressure drop in the cooling circuit is less than
WARNING! that in the fresh water generator circuit. It is to be
Avoid thermal shock to your main engine. adjusted so that the cylinder cooling water pres-
The fresh water generator inlet and outlet sure at the engine inlet is maintained within the
valves to be opened and closed slowly and pressure range of the summarized data in table C5
progressively. when the fresh water generator is started up and
shut down.
F10.3246
Fig. F10 Fresh water generator installation alternative ‘A’

Alternative B When the fresh water generator cannot dissipate

A fresh water generator with an evaporator heat all the heat in the cylinder cooling water, the valve
requirement not in excess of 85 per cent of the heat (4A) is fully opened across connections 1 and 2
available to be dissipated from the cylinder cooling and a valve travel limit switch changes the regula-
water at full load (CMCR), can be connected in tion of the cylinder cooling water temperature to
series as shown in figure F11. This arrangement temperature control valve (4B). This in turn passes
requires the provision of an additional automatic water to the cylinder cooling water cooler (3) to
temperature control valve (4A) connected in cas- maintain the engine cylinder water outlet at the re-
cade control with the cylinder cooling water cooler quired temperature. If in this condition the engine
temperature control valve (4B), and controlled by cylinder cooling water temperature falls below the
the step controller (9) sensing the outlet cylinder set point and the cooler (3) is fully bypassed, the
cooling water temperature from the engine. If the valve (4B) is fully opened across connections 2
engine cylinder cooling water outlet temperature is and 1 and a valve travel limit switch transfers re-
falling below the set point, the valve (4A) reduces gulation of the cylinder cooling water temperature
the flow of cylinder cooling water to the fresh water back to temperature control valve (4A).
generator to compensate. A part of the cylinder
cooling water is then routed directly to the cooling As an alternative to a single step controller (9) two
water pumps (2) until the normal temperature is at- controllers can be installed, one for each valve,
tained. This means that the fresh water generator making sure that there is a 3°C difference in the set
can be kept in continuous operation, although the point between (4A) and (4B) to avoid both con-
generated fresh water volume decreases due to trollers acting at the same time.
the reduced flow of hot water to the evaporator.
F10.3384
Fig. F11 Fresh water generator installation alternative ‘B’

The quantity of fresh water (FW) produced by a F2.2.1.4 Pre-heating

single-effect vacuum (flash) evaporator can be
estimated for guidance purposes as follows: To prevent corrosive liner wear when not in service
or during short stays in port, it is important that the
FW produced in tńday + 32 @ 10 *3 @ Q FW
main engine is kept warm. Warming-through can
where QFW is the available heat in kW from the cyl- be provided by a dedicated heater as shown in fig-
inder cooling water, estimated from the derating ure F4 ‘Central fresh water cooling system’, using
table in section F1.3.2. boiler raised steam or hot water from the diesel
auxiliaries, or by direct circulation from the diesel
Example for alternative ‘A’ auxiliaries.
8RT-flex96C – R1 specification of 45 760 kW at If the main cylinder water pump is to be used to

102 rpm fitted with central cooling system and circulate water through the engine during warming
single-stage scavenge air cooler. The available up, the heater is to be arranged parallel with the
heat (from table F1) is 7189 kW. Alternative ‘A’ cylinder water system and on / off control provided
utilizes up to 50 per cent of the available heat by a dedicated temperature sensor on the cylinder
therefore there is 3595 kW of heat available. Sub- water outlet from the engine. The flow through the
stitute this value in the equation: heater is set by throttling discs, and not by valves,
to assure flow through the heater.
FW produced in t/day = constant available heat
If the requirement is for a separate pre-heating
FW produced in tńday + 32 @ 10*3 @ 3595
pump, a small unit of 10 % of the main pump ca-
FW produced in t/day = 115 pacity and an additional non-return valve between
the cylinder cooling water pump and the heater are
Example for alternative ‘B’ to be installed (please compare the values of pos
015 in tables F7 to F9). In addition, the pumps are
8RT-flex96C – R1 specification of 45 760 kW at to be electrically interlocked to prevent two pumps
102 rpm fitted with central cooling system and running at the same time.
single-stage scavenge air cooler. The available
heat (from table F1) is 7189 kW. Alternative ‘B’ Before starting and operating the engine, a tem-
utilizes up to 85 per cent of the available heat perature of 60°C at the cylinder cooling water
therefore there is 6110 kW of heat available. Sub- outlet of the main engine is recommended. If the
stitute this value in the equation: engine is to be started below the recommended
temperature, engine power is not to exceed 80 per
FW produced in t/day = constant available heat cent of CMCR until the water temperature has re-
ached 60°C.
FW produced in tńday + 32 @ 10*3 @ 6110
FW produced in t/day = 195 To estimate the heater power capacity required to
Note: ambient temperature are the most important para-
The indicated values for evaporator heat require- meters. They are plotted on the graph shown in fig-
ment and load in alternative A and B (i.e. 50 % and ure F12 to arrive at the required capacity per cylin-
85 % respectively) are only applicable if there are der; this figure is multiplied by the number of
no additional heat consumers installed (e.g. cylinders to give the total heater capacity required.
feed water pre-heater for waste heat recovery,
etc.).

300
F2.3 Lubricating oil systems
240
180
F2.3.1 Introduction
140

120
100 10 Engine lubrication is achieved using two separate
80
systems, the main lubricating system, including
60 20
50 turbochargers, and the cylinder lubricating system.
40
30
30 F2.3.2 Lubricating oil systems for
20 40
turbochargers
The ABB TPL and Mitsubishi MET turbochargers

10
50 feature journal bearings which are lubricated from
1 1.5 2 3 4 5 6 8 10 12
the engine’s lubricating system.
Heating up time [h]
F10.3717 As an option, a separate lubricating system (fig.
Fig. F12 Pre-heating power requirement
F14 and F15) which only serves the turbochargers
can be supplied. For more information please con-
Example for 8RT-flex96C tact WCH.
– Estimated heating-up time: 6 h. separate lub. oil systems, the recommendations
– Engine ambient temperature: 40 °C. given by the supplier must be observed.
– Required engine temperature: 60 °C.
From the graph in figure F12: F2.3.3 Main lubricating oil system
• the approximate amount of heat per cylin-
der is 26 kW. The main lubricating system for the engine lubrica-
• heater capacity required is tion, as shown in figure F13, comprises a com-
8 26 kW = 208 kW. bined low- and high-pressure system supplied
from the lubricating oil drain tank. The low-pres-
If the requirement for warming up is from the cool- sure circuit supplies the main bearings, including
ing water system of the diesel auxiliaries, it is es- turbochargers. The high-pressure circuit supplies
sential that the amount of heat available at normal the crosshead bearings and the connecting rod
load is sufficient to warm the main engine. If the bottom-end bearings.
main and auxiliary engines have a cooling water
system which can be cross-connected, it is import- The main bearing oil is also used to cool the piston
ant to ensure that any pressure drop across the crown, to lubricate and cool the torsional damper
main engine, when the cross-connection is made, and the axial damper (detuner) and to feed the
does not affect the cooling water pressure required high-pressure circuit.
by the auxiliaries. If the cooling water systems are
separate then a dedicated heat exchanger is re- A schematic arrangement of the lubricating oil sys-
quired to transfer the heat to the main cylinder tem on the engine is shown in figure F16.
water system.

Note:
Bearing lub. oil pipes For legend see table F10
Cylinder lub. oil pipes Remarks:
Transfer/dirty lub. oil pipes *4) The bypass line with the pressure control valve can be omitted if the main
lubricating oil pumps have a builtin pressure control and safety valve or if
centrifugal pumps are used.
Air vent pipes
Air vent pipes and drain valves where necessary.
Pipes on engine / pipe connections Air vent and drain pipes must be fully functional at all inclination angles of
the ship at which the engine must be operational.
246.819a
Fig. F13 Lubricating oil system


003 Heating coil
004 Suction filter
005 Lubricating oil pump *1)
007 Automatic temperature control valve; constant temp. at engine inlet: 45 °C
009 Reduction piece
010 Deck connection Remarks:
011 Cylinder lubricating oil storage tank *2) *1) The lub. oil pumps (item 005) and the crosshead lub oil pumps
012 Cylinder lubricating oil daily service tank (item 013) are to be interlocked so that the crosshead lub. oil pumps
013 Crosshead lubricating oil pump never can run alone.
014 Pressure control valve *2) Alternatively, the cylinder oil can be fed directly from the storage
015 Automatic oil filter (on engine) tank by gravity to the lubricators. If this arrangement is preferred,
the storage tank is to be located at the same height as requested for
29 Lubricating oil drain (vertical) from bedplate *3) the daily tank and the feed pipe to the lubricators is provided with a
24 Lubricating oil inlet flow meter. The pressure loss of the flowmeter has to be compen
sated by increasing the min. height from cylinder lubricator to the
26 Cylinder lubricating oil inlet
tank base and/or the pipe diameter, accordingly.
27 Crosshead lub. oil inlet *3) Vertical or horizontal oil drains are available, see separate drawings.
246.819a
power kW 34320 40040 45760 51480 57200 62920 68640 74360 80080
speed rpm 102
m3
Lub. oil drain tank *1) For capacities see figure F25
m3
Cylinder lub. oil storage tank cap. m3 based on a consumption of approx. 0.9 – 1.3 g/kWh
Cylinder lub. oil daily service tank cap. m3 1.5 1.7 2.0 2.2 2.5 2.7 3.0 3.5
Main lubricating oil pump cap. m3/h see table F1
Crosshead lub. oil pump cap. m3/h see table F1
Nominal pipe diameter A DN 400 450 450 450 500 500 500 550
All pipe diameters are valid for B DN 350 350 400 400 400 450 450 500
C DN 40 40 40 40 40 40 40 40 40
flows given in section F1.3
‘Engine system data’. D DN 150 200 200 200 200 200 200 250
For pipe diameters if Rx-rated E DN 125 150 150 150 200 200 200 200 200
pump capacities are used, F DN 350 350 400 400 400 450 450 450 450
please refer to section F4 ‘Pipe
size and flow details’. G DN 80 100 100 100 150 150 150 150 150
Remarks: *1) The capacity can be proportionally reduced to actual CMCR.

– All capacities and given diameters are valid for the engines excl. oil flow for damper and PTO-gear.
– The pipe diameters for the lub. oil separator are sized acc. to the effective throughput capacity of the separator
and acc. to the manufacturers recommendations for the separator.
Table F10 Lubricating oil system: referring legend, remarks and data

30a

001 Turbocharger ABB TPL85B Air vent pipes
002 Lubricating oil drain tank Pipes on engine / pipe
003 Heating coil connections
004 Suction filter
009 Pressure regulating and safety valve
30a Air vent manifold
Remarks:
*1) Total lub. oil tank capacity is 15% higher.
*2) For pump capacity, temperatures and oil viscosity, please refer to the winGTD program.
*3) Delivery head must be according to the actual piping layout.
*4) For corresponding data, please refer to manufacturer of turbocharger.
Air vent and drain pipes must be fully functional at all inclination angles of the ship at which the engine
must be operational. 246.700b
Fig. F14 Lubricating oil system for 2 x ABB-TPL turbochargers

30a

Air vent pipes
003 Heating coil
connections
004 Suction filter
009 Pressure regulating and safety valve
30a Air vent manifold
Remarks:
*4) For corresponding data, please refer to manufacturer of turbocharger.
must be operational. 246.700b
Fig. F15 Lubricating oil system for 3 x ABB-TPL turbochargers

25.89.07.40 – Issue XI.06 – Rev. 0
Driving end
Free end
Marine Installation Manual
27
24
F–30
F.
TI Thermometer, local
TE Temp. element, alarm Low pressure oil circuits
TS Temp. switch, safety
drawn for 8-14cylinder engine High pressure oil circuits
PI Pressure gauge, local
Drains
PS Pressure switch, safety
Turbocharger oil
PT Pressure transmitter, alarm
354.510 Sealing air and oil mist
LS Level switch, alarm
Fig. F16 Lubricating oil system on the engine (drawing 1)
RT-flex96C
Ancillary systems

Driving end
drawn for 8cylinder engine
Fig. F17 Control oil system on the engine (drawing 2)

Free end
354.510

F2.3.4 Main lubricating oil system – Lubricating oil full flow filters
components • Type: change-over duplex filter designed
for in-service cleaning, with differential-
– Low-pressure pump (main lub. oil) pressure gauge and high differential-pres-
• Positive displacement screw pumps hav- sure alarm contacts. Alternatively:
ing built-in overpressure relief valves or • Type: automatic back-flushing filter with
centrifugal pumps. differential pressure gauge and high dif-
• Pump capacity for positive displacement ferential-pressure alarm contacts. De-
pump: refer to table F1, the given flow rate signed to clean itself automatically using
is to be within a tolerance of 0% to +10% reverse flow or compressed air tech-
plus the back-flushing flow of the auto- niques. The drain from the filter is to be
matic filter, if any. sized and fitted to allow free flow into the
• Pump capacity for centrifugal pump: refer residue oil tank. The output required by
to table F1, the given flow rate is to be the main lubricating oil pump to ‘back
within a tolerance of –10% to +10% plus flushing’ the filter without interrupting the
the back-flushing flow of the automatic flow is to be taken into account when esti-
filter, if any. mating the pump capacity.
• Delivery head: see table F1. The final de- • Test pressure: specified by classification
livery head to be determined is subject to society
the actual piping layout. • Working pressure: 6 bar
• Working temperature: 60°C • Working viscosity: 95 cSt, at working tem-
• Oil type: SAE30, 50 cSt at working temperature
perature, maximum viscosity to be al- • Oil flow: refer to table F1, main lubricating
lowed for when sizing the pump motor is oil capacity
400 cSt. • Diff. pressure, clean filter: 0.2 bar max
• Diff. pressure, dirty filter: 0.6 bar max
– Lubricating oil cooler • Diff. pressure, alarm: 0.8 bar max
• Oil flow: refer to table F1 • Bursting pressure of filter inserts: min.
• Type: plate or tubular 8 bar (= differential pressure across the
• Cooling medium: fresh water or sea-water filter inserts)
• Heat dissipation: refer to table F1 • Filter material: stainless steel mesh
• Margin for fouling: 10% to 15% to be • Mesh size: sphere passing max. 0.05 mm
added
• Oil visc. at cooler inlet: 50 cSt at 60°C – High-pressure pump (crosshead lub. oil)
• Oil temperature at inlet: approx. 60°C • Pump type: positive displacement screw
• Oil temperature at outlet: 45°C or gear types having built-in overpressure
• Working pressure oil side: 6 bar relief valves.
• Working pressure water side: approx. • Pump capacity: refer to table F1, the given
3 bar flow rate is to be within a tolerance of 0%
• Cooling water flow: refer to table F1. to +10%.
• Cooling water temperature: • Delivery head: see table F1
Fresh water 36°C. • Working temperature: approx. 45°C
• Oil type: SAE 30, 95 cSt
(at working temperature, maximum viscosity
to be allowed for when sizing the pump motor
is 400 cSt).

F2.3.5 Cylinder lubricating oil system F2.3.7 Lubricating oil requirements

Cylinder liner lubrication is carried out by a separ- The products listed in table F12 ‘Lubricating oils’
ate system included in figure F13 ‘Lubricating oil were selected in co-operation with the oil suppliers
system’, working on the once-through principle and are considered the appropriate lubricants in
using a high-alkaline oil of SAE 50 grade fed to the their respective product lines for the application
surface of the liner through hydraulically actuated indicated. Wärtsilä Switzerland Ltd does not ac-
quills. The oil supply rate is adjustable and cept any liability for the quality of the supplied lubri-
metered to suit the age and running condition of cating oil or its performance in actual service.
the piston rings and liners. The arrangement of
daily tank (012) and storage tank (011) shown in In addition to the oils shown in the mentioned list,
figure F13 can be changed by locating the storage there are other brands which might be suitable for
tank in place of the daily tank. If this arrangement the use in Wärtsilä diesel engines. Information
is preferred, the storage tank is to be located at the concerning such brands may be obtained on re-
same height as a daily tank to provide the necess- quest from Wärtsilä Switzerland Ltd, Winterthur.
ary head and be of similar design ensuring a slop-
ing tank floor. Refer to table A1 ‘Primary engine For the Wärtsilä RT-flex96C engines which are de-
data’ for the cylinder lubricating oil consumption. signed with oil-cooled pistons, the crankcase oils
F2.3.6 Lubricating oil maintenance and properties (see also table F12, ‘Lubricating oils’):
treatment • SAE 30.
It is very important to keep the engine lubricating • Minimum BN of 5 detergent properties.
oil as clean as possible. Water and solid contamin- • Load carrying performance of the FZG gear
ants held in suspension are to be removed using machine method IP 334/90: FZG load stage
centrifugal separators operating in bypass to the pass 10 (fail 11).
engine lubricating system as shown in figure F18 • Good thermal stability.
‘Lubricating oil treatment and transfer’. Great care • Antifoam properties.
and attention has to be paid to the separators and • Good demulsifying performance.
filters to ensure that they work correctly. The separ-
ators are to be set up as purifiers and to be com- The cylinders in the engines are lubricated by a
pletely isolated from the fuel oil treatment systems, separate system, working on the once-through
there is to be no possibility of cross-contamination. principle, i.e. fresh lubricating oil is directly fed into
the cylinders to provide lubrication for the liners,
F2.3.6.1 Lubricating oil separator pistons and piston rings.
– Separator type: self-cleaning purifier
For normal operating conditions, a high-alkaline
– Minimum throughput capacity
marine cylinder oil of the SAE 50 viscosity grade
0.140 CMCR [litres/hour], CMCR in kW
with a minimum kinematic viscosity of 18.5 cSt at
– Example:
100°C is recommended. The alkalinity of the oil is
8RT-flex96C with CMCR at R1: 45 760 kW
indicated by its Base Number (BN).
Minimum throughput capacity
0.140 45 760 = 6404 litres/hour
Note: The ‘Base Number’ or ‘BN’ was formerly
– Rated separator capacity: the rated or nominal
known as ‘Total Base Number’ or ‘TBN’. Only the
capacity of the separator is to be according to
name has changed, values remain identical.
the recommendations of the separator manu-
facturer.
– Separation temperature: 90–95°C
Please refer to manufacturer’s instructions.

Main separating piping

Transfer / dirty lub. oil pipes
Overflow / drain pipes
Air vent pipes
Remarks: Note:
*1) Vent chamber in funnel. For legend and tank capacities see table F11.
Pipe diameters to be designed according to shipyard's practice considering component
246.820 manufacturers recommendations.
Fig. F18 Lubricating oil treatment and transfer system

001 Residue oil tank

002 Suction filter
003 Lubricating oil pump (one for transfer and separator service, one for separator service)
004 Lubricating oil heater with relief valve and temperature control
005 Selfcleaning centrifugal separator
006 Clean lubricating oil tank
007 Dirty lubricating oil tank
010 Deck connection
011 Float non return valve
246.820
power kW 34320 40040 45760 51480 57200 62920 68640 74360 80088
Main engine RT-flex96C
speed rpm 102
Dirty lubricating oil tank *1) cap. m3 43 50 57 64 71 78 85 92 99
Clean lubricating oil tank *1) cap. m3 43 50 57 64 71 78 85 92 99
Residue oil tank cap. m3 depending on ship’s requirement
Table F11 Lubricating oil treatment and transfer system data

Cylinder oil *1) Cylinder oil *2)

Oil Supplier System oil HFO with more than 1.5% sulphur HFO with less than 1.5% sulphur
recommended oils of BN 70–80 recommended oils of BN 40

Cyltech 80 AW
Chevron (FAMM, Veritas 800 Marine 30 Taro Special HT 70 Taro Special HT LS 40

Texaco, Caltex)

Melina S Oil 30
Melina Oil 30
Total Atlanta Marine D 3005 Talusia HR 70 Talusia LS 40
Remarks: *1) Between 1.5% and 2.0% sulphur in fuel, also BN 40 can be used without problems.
*2) Between 1.0% and 1.5% sulphur in fuel, also BN 70 can be used, but only for a short period with a low feed rate.
Table F12 Lubricating oils
Note

F2.3.8 Lubricating oil drain tank
The engine is designed to operate with a dry sump, vertically as shown in figures F19 and F25. There
the oil returns from the bearings, flows to the bot- is to maintain adequate drainage under sea condi-
tom of the crankcase and through strainers into the tions resulting in pitching and rolling.
lubricating oil drain tank. The drain connections Table F14 gives the minimum angles of inclination
from the crankcase to the drain tank are arranged at which the engine is to remain fully operational.
Driving end Free end
A and B vertical lubricating oil drains
Remarks:
F10.5238 For measurements X and Y see lub. oil drain tank arrangements, figures F21 to F25.
Fig. F19 Arrangement of vertical lubricating oil drains
Vertical lubricating oil drains to drain tank

Necessary drains 2 3 3 4 4 4 4 4 4
Note: The arrangement of lubricating oil drains is to comply with the relevant classification society rules.
Table F13 Number of vertical lubricating oil drains
Figures F21 to F25 show the double-bottom ar- Arrangements with horizontal drains are available
rangements for the drain tank when vertical drains on request.
are fitted and the position of the air vents and exter-
nal pipe connections.

Maritime
Lloyd’s American Polski
German Det Norske Bureau Register of Nippon
Classification Register of Bureau of Rejestr RINA
Lloyd Veritas Veritas Shipping Kaiji Kyokai
societies Shipping Shipping Statkow
(Russia)
1995 1992 1991 1990 1994 1990 1990 1992 1994
Main and aux. engines
Abbreviations 5/1/3.6 2/1.1/C.1 4/1/3/B 100 111/17–14.3 4/1.13 VII-1.6 VII-1.6 C/2.1.5 D/1.3
Heel to each side 15° 15° 15° 15° 15° 15° 15° 15° 15°
Rolling to each side ±22.5° ±22.5° ±22.5° ±22.5° ±22.5° ±22.5° ±22.5° ±22.5° ±22.5°
>10
Ship length [m] ≤100 – – – – – – – –
0
Trim by the head 5° < 5° 5° 5° 5° 5° 5° 5° 5° 5°
Trim by the stern 5° < 5° 5° 5° 5° 5° 5° 5° 5° 5°
Pitching ±7.5° ±7.5° ±7.5° ±7.5° ±7.5° ±7.5° ±7.5° ±7.5° ±7.5°
Emergency sets
Abbreviation 5/1/3.6 2/1.1/C.1 4/1/3/B 100 111/17–14.3 4/1.13 VII–1.6 VII-1.6 C/2.1.5 D/1.3
Heel to each side 22.5° 22.5° 22.5° 22.5° 22.5° 22.5° 22.5° 22.5° 22.5°
Trim 10° 10° 10° 10° 10° 10° 10° 10° 10°
Pitching ±10° ±10° ±10° ±10° ±10° ±10° ±10° ±10° ±10°
Electrical installation (1992) (1985)

Abbreviation 6/2/1.9 2/1.1/C.1 4/4/2/A 101 111/18–011.72 4/1.13 XI-2.1.2.2 XI-2.1.2.2 D/1.5.4 H/1.1.7
Heel to each side 15° 22.5° 15° 15° 22.5° 15° 15° 15° 15°
Trim 5° 10° 5° 10° 10° 5° 5° 5° 5°
Pitching ±7.5° ±10° ±10° – ±10° ±10° ±10° ±7.5° ±7.5°
Heel and trim have to be assumed as occuring together
Heel (static)
Trim (static) and pitching (dynamic)
Rolling (dynamic)
Table F14 Minimum inclination angles at which the engine is to remain fully operational
Figure F20 gives the pipe connection details for This is a requirement of class and strict attention is
vertical drains. to be paid to this specification.
The drain tank is to be located beneath the engine The amount of lubricating oil required for an initial
and equipped with the following: charge of the drain tank is indicated in figure F25.
The total tank size is normally 5–10 per cent
– Depth sounding pipe greater than the amount of lubricating oil required
– Pipe connections for lubricating oil purifiers for an initial filling
– Heating coil adjacent to pump suction
– Air vents with flame protection
All the drain pipes from the crankcase to the drain

tank are to be taken as low as possible below the
free surface of the oil to prevent aeration and foam-
ing and remain below the oil surface at all times.

001 Welding flange 006 Hexagon head screw

002 Ring 007 Stud
003 Cover 008 Hexagon nut
004 Oil strainer 009 Locking plate
005 Rubber gasket
Remark: *1) To be aligned after engine is in final position.

*2) item 001, 002, 005 and 006 to be pre-assembled prior to alignment.
After alignment the item 001 (flange) can be welded in place.
*3) Driven in oil tight with jointing compound.
246.696
Fig. F20 Vertical drain connection details

6RT-flex96C
A–A
337.619
7RT-flex96C
A–A
337.620
01 Vertical oil drain Remarks:

02 Suction pipes to oil pumps *1) Proposal, final position has to be determined by the shipyard
03 Air vent DN 100 in accordance with the engine builder.
04 Lub. oil separator delivery pipe *2) Plate thickness, refer to figure H49.
05 Man hole
Fig. F21 Layout of vertical oil drains for 6RT-flex96C and 7RT-flex96C

8RT-flex96C
A–A
337.621
9RT-flex96C
A–A
337.622

05 Man hole

10RT-flex96C A–A
Driving Free
end end
25.89.07.40 – Issue XI.06 – Rev. 0

337.623
11RT-flex96C
A–A
F–42
Driving Free
end end
F.
337.624

02 Suction pipes to oil pumps *1) Proposal, final position has to be determined by
03 Air vent DN 100 the shipyard in accordance with the engine builder.
05 Man hole
RT-flex96C
Ancillary systems

F.
12RT-flex96C A–A

Driving Free
end end
RT-flex96C
Ancillary systems
337.625
14RT-flex96C
F–43
337.626

05 Man hole
25.89.07.40 – Issue XI.06 – Rev. 0

A
Remarks:
(Driving end)
*3) Dimension (DN) according to fig. F13, table F10
'Lubricating oil system'.
*4) Proposal, dimension depends upon the size
of the flywheel guard and oil pumps.
Final dimension to be determined by shipyard.
*5) If submerged pumps are used, the value h4
is according to pump manufacturer.
- The final layout of the drain tank has to comply with
the rules of the relevant classification society.
03 Air vent DN 100

04 Lub. oil separator delivery pipe
06 Lub. oil separator suction pipe
07 Suction pocket
08 Lub. oil suction pipe
Data for 13cyl. engines

on request.
337.619–625
Fig. F25 Lubricating oil drain tank, vertical oil drains.

F2.3.9 Flushing the external lubricating oil system
F2.3.9.1 Introduction
This instruction describes the flushing procedure The pipes of the entire lubricating oil system
for the external lubricating oil system (on the plant). on the plant side are to be flushed separately.
The flushing of the internal lubricating oil system
(on the engine) is under the responsibility of the en- It is absolutely essential to ensure that the lubricat-
gine builder and should be already done. If flushing ing oil systems are clear of all foreign matter before
of the internal lubricating oil system is required, circulating oil through the engine. A systematic ap-
please consult the “Instruction for Flushing of Lub. proach is to be adopted prior to commissioning
Oil and Fuel Oil System” and “Instruction for Flush- when the engine, pipework, filters, heat ex-
ing for Common Rail System” provided by the en- changers, pumps, valves and other components
gine builder. are flushed. They have to be proved absolutely
clear of any dirt by observation and physical in-
A correct manufacturing of the pipes avoids the
spection. The engine crankcase and lubricating oil
presence of scales, slag and spelter. It is a fact that
drain tank are to be inspected and cleaned by hand
the expense for special welding methods, e.g. inert
to remove all residual build-debris. Special atten-
gas welding, is worthwhile when considering the
tion is to be given to very small loose particles of
costs of an extensive flushing procedure or the
welding matter such as spelter and slag.
grinding and cleaning work if using normal electric
arc welding or welding with electrodes. However,
a thorough cleaning of the pipes before mounting
is a must.
Low-pressure
lubricating oil inlet Temporary flushing filters
High-pressure
lubricating oil inlet
external
lubricating oil system
(on the plant)
By-pass
Lub. oil drain tank

F10.5291
Fig. F26 Flushing the lubricating oil system

F2.3.9.2 Preparation before flushing • Disconnect and blank off all oil supply
pipes to the camshaft, intermediate gears
1. Lead the lubricating oil connections immedi- and reversing gear.
ately before the engine straight back into the
lubricating oil drain tank by means of hoses or F2.3.9.3 Flushing external lubricating
pipes, see fig. F26. oil system
2. Immediately before the engine, in the dis-
1. Fill the lubricating oil drain tank with sufficient
charge pipes from the low-pressure and high-
oil to cover the pump suction and heat it up to
pressure lubricating oil pumps (figure F26), in-
approximately 60 C using temporary immer-
stall temporary filters with a mesh size (sphere
sion heaters or the heating coil of the drain
passing) of max. 0.030 mm (30 µm) and
tank.
equipped with magnetic elements.
Instead of filter inserts of stainless steel mesh, 2. Circulate the oil in the drain tank using the lu-
disposable cartridges with a nominal grade of bricating oil separator(s) and their pre-
filtration of 0.020 mm (20 µm) can also be heater(s) to maintain the flushing temperature
used. to improve oil cleanliness. Operate the separ-
The surface loading of the temporary filters ator(s) until all the flushing procedures are
should be 1–2 I/cm2h. Alternatively, the plant completed.
lubricating oil filters can be used under the 3. Fully open all system valves.
condition that the filter inserts are of mesh size
of max. 0.030 mm (30 µm) and magnetic el- 4. Remove the crankcase round covers at the ex-
ements are used during flushing. After flush- haust side and open the crankcase on the fuel
ing, the filter inserts are to be replaced by the side: good ventilation is to be provided to avoid
original ones and the filter housing is to be condensation.
cleaned. 5. Flush the system by starting the low- and high-
In the final step of flushing, it is advisable to fit pressure lubricating oil pumps, the main and
filter bag made of cotton or synthetic fabric of stand-by pumps are to be alternatively oper-
mesh size 0.040 to 0.050 mm (40 to 50 µm) to ated. Before starting the pumps, the oil
the end of the hoses or pipes, in order to facili- cooler(s) might be by-passed at the beginning
tate checking the cleanliness of the system. of the flushing procedure.
3. If the engine is supplied to the ship in sub- Circulate the oil through the pumps and hose
assemblies proceed as follows: connections back to the drain tank. Observe
the suction and discharge pressures carefully.
• Blank off each of the main bearing lubricat-
Do not let the pumps run hot. Observe also the
ing oil supply pipes at the main bearings in
pressure drop through the filters.
such a way that absolutely no oil can enter
the bearing but oil can escape between 6. During the flushing procedure, the pipes are to
pipe and blank piece. be periodically tapped to help loosen any
• Blank off each of the crosshead lubrication foreign matter that may be present. If avail-
linkage in that way, that absolutely no oil able, vibrators are to be used.
can enter the bearing but oil can escape All pipes used during the engine operation
between linkage and blank piece. must be flushed, including by-pass lines and
the oil cooler(s).
• Blank off the oil supply of the axial damper
Drain the dirt of all equipment’s (oil cooler(s),
in that way that absolutely no oil can enter
suction filters, etc.) where dirt can accumulate.
the damper but oil can escape between
pipe and blank piece.

7. Inspect and clean the filters in the lubricating • Make sure that all screwed connections
oil system periodically. are tight and secured.
Flushing is to be continued until filter bags • Inspect the bottom of the crankcase and
remain clean and no residues can be found clean it if necessary.
in the filters; no metallic particles adhere to
the magnetic filter inserts and no residues are Any pipe-connecting piece, which was not flu-
detected in the bottom of the filter housing. shed before, must be cleaned separately.
One method to judge the oil cleanliness is de-
scribed under section the F2.3.9.6. F2.3.9.5 Commissioning of lubricating
When the system proves clean, remove any oil system
filter bags and connect the low- and high-pres-
sure oil supply pipes to the engine. 1. Remove the inspection cover of the thrust
bearing in main bearing girder #2.
F2.3.9.4 Flushing within the engine 2. Circulate the low- and high-pressure system
for approximately two hours under normal op-
Flushing the engine at the shipyard (after flushing erating pressure and temperature.
the external lub. oil system) is a safety measure
3. Observe the oil flow on all bearings, spray
and is recommended because even if the external
nozzles and any other engine components
lub. oil system appears clean, there could be
(e.g. dampers) for proper oil flow.
pockets with contamination. If the engine is sup-
plied to the ship in sub-assemblies, the re-as- 4. The turning gear is to be engaged to turn the
sembled engine has to be flushed. If there is no engine from time to time.
need of flushing the engine, follow directly the
5. Check and clean the filters periodically.
steps described under section F2.3.9.5.
6. To flush the by-pass line between the low- and
1. Start up the low- and high- pressure lubricating
high-pressure system on the engine, the regu-
oil pumps and flush through the engine for at
lating valve for adjusting the oil pressure to the
least another 8 hours.
main bearings must be throttled temporarily.
2. Inspect and clean the filter in the lubricating oil During flushing the by-pass, the high-pressure
system periodically. lubricating oil pump is to be stopped.
Flushing is to be continued until the filters
7. Carry out an inspection of the crankcase be-
are absolutely clean:
fore refitting all the crankcase doors.
• No metallic particles adhere to the mag-
netic inserts and no residues are detected F2.3.9.6 Lubricating oil cleanliness
in the bottom of the filter housing.
• When the lubricating oil system proves There are several criteria to judge if the lubrication
clean, remove all blank pieces and tem- oil is sufficiently clean. One of those criteria is de-
porary flushing filters. fined by the NAS method. The NAS method counts
• To judge the oil cleanliness, refer to the particles of different sizes and gives an upper limit
section F2.3.9.6. of particles of each size. For further information,
please refer to the “Annual Book of ASTM
3. Re-assembly of the lub. oil system
Standards”.
• Drain the oil from the distribution pipe to
the main bearings. NAS 1638 cleanliness classes are explained in
• Inspect the inside of the pipes for eventual table F15.
deposits. If clean, re-fit all oil pipes.

NAS 1638 classes Contamination (particles per 100 ml)
Particle size in micron 5–15 15–25 25–50 50–100 >100

14 4096000 729600 129600 23040 4096
13 2048000 364800 64800 11520 2048
12 1024000 182400 32400 5760 1024
11 512000 91200 16200 2880 512
10 256000 45600 8100 1440 256
9 128000 22800 4050 720 128
8 64000 11400 2025 360 64
Classes
7 32000 5700 1012 180 32

6 16000 2850 506 90 16
5 8000 1425 253 45 8
4 4000 712 126 22 4
3 2000 356 63 11 2
2 1000 178 32 6 1
1 500 89 16 3 1
0 250 44 8 2 0
00 125 22 4 1 0
Table F15 NAS 1638 cleanliness classes
Recommended limits in NAS 1638 classes

The lubricating oil can be considered as clean, if
the oil contamination is within the following NAS
classes:
Particle size in micron 5–15 15–25 25–50 50–100 >100
Class 13 11 10 8 3
Example:
Class 10 means that the number of particles be-
tween 25 and 50 µm should be not higher than F2.3.9.7 Cylinder oil supply system
8100 per 100 ml oil.
It is absolutely essential to ensure that the cylinder
Sampling position: oil system is clear of all foreign matter before con-
The oil sample should be taken in the main oil sup- necting to the engine in order to safeguard the en-
ply lines (low- and high-pressure lines) before the gine and assure proper operation.
temporary flushing filters. The storage and daily service tank are to be in-
spected and cleaned by hand to remove all resid-
ual build-debris, special attention is to be given to
very small loose particles of welding matter such
as spelter and slag.
The complete piping, from the storage tank to the
engine connection, has to be inspected and
cleaned accordingly.

F2.4 Fuel oil systems
F2.4.1 Introduction tion valves are more stringent in order to assure

efficient combustion, minimum wear and clean ex-
A number of systems external to the engine are re- haust gas. Therefore, a fuel oil treatment plant will
quired to maintain heavy fuel oil and marine diesel be necessary to process the fuel oil before it is ad-
oil in the quality required for efficient and reliable mitted to the engine. Aluminium and silicon in the
combustion. fuel are an indication of cat-fines. These are the
cause of piston ring and cylinder liner wear and
must be removed with the separators as much as
F2.4.2 Fuel oil requirements possible to a rest content of less than 15 ppm.
The fuel oil should contain no foreign substances,
Table F16 ‘Fuel oil requirements’ gives the fuel used lubricating or chemical waste, hazardous to
quality limits for bunkers and recommendations at the safety of the ship or detrimental to the engine’s
the engine inlet. The fuel quality needs at the injec- performance.
Parameter Unit Bunker limit Test method Recommended fuel quality

ISO 8217:1996 *1)
Bunker Engine inlet
class F, RMK55
Kinematic viscosity • at 50°C – max. 730
[mm2/s(cSt)] ISO 3104: 1994 13–17
• at 100°C max. 55.0 max. 55.0
Table F16 Fuel oil requirements

Viscosity Sulphur
The maximum admissible viscosity of the fuel that The alkalinity of the cylinder lubricating oil, i.e. the
can be used in an installation depends on the heat- base number (BN, TBN), should be selected with
ing and fuel preparation facilities available. As a regard to the sulphur level of the fuel oil.
guidance, the necessary pre-heating temperature
for a given nominal viscosity can be taken from the Ash and trace metals
viscosity/temperature chart in figure F27.
The recommended viscosity range of fuel entering Fuel oils with low contents of ash, vanadium and
the engine is: sodium are preferable. These components are
detrimental since they tend to promote mechanical
13–17 mm2/s (cSt) or 60–75 sec Redwood. wear, high-temperature corrosion and the forma-
tion of deposits in the turbocharger and on the ex-
Carbon residue, asphaltenes sediment haust valve.
High levels of carbon residue and asphaltenes im- Since sodium compounds (oxides, sulphates) de-
pair the combustion quality of the fuel oil and pro- press the melting point of vanadium, which is very
mote increased wear and fouling of engine compo- corrosive in the liquid phase, the sodium content
nents. Asphaltenes also have a bearing on the should be as low as possible. With certain ratios of
stability of blended fuels and can cause problems the vanadium to sodium, the compounds form a
of sludge formation in centrifugal separators, filters eutectic with a minimum melting point; this should
and on the tank bottom. To minimize compatibility be avoided. The maximum sodium content must
risks, care should be taken to avoid mixing bunkers not exceed 100 ppm (mg/kg) to avoid fouling of
from different suppliers and sources in storage turbocharger components.
tanks on board. Care must also be taken when
heavy fuel is blended onboard to reduce the vis- The effect of high-temperature corrosion and the
cosity. Paraffin distillates, when added to a heavy formation of deposits can be counteracted by ap-
fuel of low stability reserve, can cause the asphal- plication of suitable fuel treatments, known as so-
tenes to settle out, resulting in heavy sludge forma- called ash modifiers.
tion. As a stability criterion, the test ‘Sediment by
Hot Filtration’ (SHF) can be used. A sediment
value of 0.10 per cent should not be exceeded.

Aluminium, silicon Flash point
Aluminium and silicon found in appreciable con- This is a legal requirement with regard to the fire
centrations in the fuel oil are regarded as an indica- hazards of petroleum based fuels.
tion of the presence of so-called catalytic fines (cat
fines). These are particles of hard oxides which Pour point
cause high abrasive wear to piston rings and cylin-
der liners. This material is used as a catalyst in cer- The lowest operating temperature of the fuel
tain processes in petroleum refining and can find should be kept about 5–10°C above the pour
its way into marine fuels. Practical experience has point to secure easy pumping.
shown that with proper treatment in the fuel separ-
ator a sum of aluminium and silicon of Ignition quality
80 ppm (mg/kg) can be reduced to less than
15 ppm (mg/kg) which may be considered as just The CCAI (Calculated Carbon Aromaticity Index –
tolerable. Proper treatment means reduced ISO8217:1996) is a function of viscosity and den-
throughput in the separator and a fuel temperature sity, and is an indication of the ignition quality for
as close as possible to 98°C. medium and high speed diesel engines. In low
speed engines ignition delay as given by the CCAI
Water is of less importance. There is no rigidly applicable
limit for this quantity, but good results have been
The water content of the fuel oil must be further re- obtained with commercially available fuels which
duced by careful purification. This is accomplished have CCAI values up to 870.
most effectively by centrifuging and by use of
proper draining arrangements on the settling and
service tanks. The fuel is often contaminated by
sea-water containing sodium. A thorough removal
of the water is therefore strongly recommended. A
practical guiding value to aim for is 0.2 per cent
water content after the separator.
To achieve a good separating effect, the through-

put and the temperature of the fuel must be ad-
justed in relation to the viscosity. With high-viscos-
ity fuels, the separating temperature must be
creased in relation to the nominal capacity of the
separator. For recommended operating data, refer
also to the separator instruction manual.

Example:
F10.4779
Fig. F27 Typical viscosity / temperature diagram

F2.4.3 Fuel oil treatment
Figure F28 ‘Heavy fuel oil treatment and tank layout’ is a sche-
matic diagram of a fuel oil treatment plant and the following para-
graphs are for consideration before designing a system.
Note:
For legend and additional information to this layout
refer to table F17.
333.729/2
Fig. F28 Heavy fuel oil treatment and tank system layout

001 HFO settling tank, heated and insulated

002 HFO daily tank, heated and insulated
003 MDO daily tank
004 Suction filter
Remarks:
005 HFO separator supply pump, with safety valve *1)
006 HFO/MDO separator supply pump, safety valve *1) *1) Pump may be omitted if integrated in separator.
007 HFO preheater *2) Separator capacity related to viscosity in accordance
with instructions of separator manufacturer.
008 Selfcleaning HFO separator *2)
009 Selfcleaning HFO/MDO separator *2) *3) Vent chamber in funnel.
010 Threeway valve, diaphragm operated *4) Connection pipe optional.
011 Sludge tank Air vent and drain pipes must be fully functional at all
012 Fuel oil overflow tank inclination angles of the ship at which the engine must be
013 Air vent collector operational.
HFO pipes, heated and insulated
MDO pipes
Air vent pipes
333.729/2 Drain & overflow pipes
power kW 34320 40040 45760 51480 57200 62920 68640 74360 80080
speed rpm 102
Mixing unit cap. litre acc. to figure F31
Heavy fuel oil settling tank *1) cap. m3 55 64 73 82 92 101 110 128
Heavy fuel oil daily tank *1) cap. m3 55 64 73 82 92 101 110 128
Marine diesel oil daily tank *2) cap. m3 55 64 73 82 92 101 110 128
Sludge tank
cap. m3 17 19 22 25 28 30 33 38
approx. 10% from daily tank *3)
A DN 80 80 80 100 100 100 100 100 100
Nominal pipe diameter
B DN 65 65 65 65 65 80 80 80 80
Remarks: *1) based on 8 hours running time with HFO at MCR (kW)
*2) based on 8 hours running time with MDO at MCR (kW)
*3) Capacity depends upon contamination of fuel oil and ship owner requirements.
Table F17 Heavy fuel oil treatment and tank system data

F2.4.3.1 Settling tanks F2.4.3.3 Centrifugal separators
Gravitational settling of water and sediment from • Separator type – self-cleaning:

modern heavy fuel oils is an extremely slow pro- It is advisable to use fuel oil separators without
cess due to the small difference in densities. The gravity discs to meet the process requirements of
settling process is a function of the fuel surface the marine diesel oil and 730 cSt heavy fuel oils.
area of the tank to the viscosity, temperature and These separators are self-adjusting and do not re-
density difference, heated large surface area tanks quire gravity discs to be changed for different fuel
enable better separation than heated small sur- densities. The manufacturers claim extended
face area tanks. periods between overhaul and greatly improved
reliability, enabling unattended onboard operation.
F2.4.3.2 Daily tanks The minimum effective throughput capacity of the
separators required is determined by the following
Most of the daily tank design features are similar to example. The nominal separator capacity and the
the settling tank, having a self-closing sludge cock, installation are to comply with the recommenda-
level monitoring device and remote closing dis- tions of the separator manufacturer.
charge valves to the separator(s) and engine sys-
tems. The daily tank is to be equipped with a drain • Throughput capacity
valve arrangement at its lowest point, an overflow = 1.2 CMCR BSFC / 1000 [litres / hour]
to the overflow tank and recirculating pipework to CMCR in kW
the settling tank. The recirculation pipe reaches to • Example:
the lower part of the daily tank to guide water which 8RT-flex96C with – CMCR: 45 760 kW
may be present in the fuel after the separators (eg – BSFC: 171 g/kWh
due to condensation or coil leakage) into the set- Throughput = 1.2 45 760 171 / 1000
tling tank. A pipe to the separators should be pro- Throughput = 9390 litres/hour
vided to re-clean the fuel in case of dirty water con-
tamination. This line should be connected just – Separator arrangement
above the drain valve at the daily tank bottom.
• Separator without gravity disc:
The fuel is cleaned either from the settling tank to One of the main features of these self-adjust-
the daily tank or recirculating the daily tank. Ideally ing separators is that only a single unit is re-
when the main engine is operating at CMCR, the quired. This unit operates as a combined pu-
fuel oil separator(s) should be able to maintain a rifier/clarifier. However, as it is usual to install
flow from the settling tank to the daily tank with a a stand-by separator as a back-up, it is of ad-
continual overflow back to the settling tank. The vantage to use this separator to improve the
sludge cock is to be operated at regular intervals separation result. For the arrangement of the
to observe the presence of water, an important in- separators, parallel or in series, please refer to
dication to the condition of the separator(s) and the manufacturer’s instructions.
heating coils.
Diesel oil daily tanks are similar to the heavy oil

daily tanks with the exception possibly of tank heat-
ing, although this may be incorporated for vessels
constantly trading in cold climates.

• Separator with gravity disc: F2.4.4 Pressurized fuel oil system

These types are running in series with the fuel
being purified in one and clarified in the other, Referring to figure F29 and table F18, the fuel from
two separators are required. The clarifier im- the heated heavy fuel oil daily tank or the unheated
proves the separation result and acts as a diesel oil daily tank passes through the three-way
safety device in case that the purifier is not valve (002), filter (003), and is transferred to the
properly adjusted. It is important when proces- mixing unit (006) by the low-pressure feed pump
sing heavy fuel oils that strict adherence is (004). The high pressure booster pump (007)
made to the separator manufacturer’s recom- transfers the fuel through the endheater (008), vis-
mendations. If using these separators it will be cosimeter (009) and filter (010) to the fuel supply
advantageous to install an extra separator for unit (012). Circulation is maintained via pipework
marine diesel oil only in order to avoid the back to the mixing unit which equalizes the tem-
changing of gravity discs when switching from perature between hotter oil returning from the en-
HFO to MDO separation. gine and the cooler oil from the daily tank. The
pressure regulating valve (005) controls the deliv-
The marine diesel oil (MDO) separator capacity ery of the low-pressure feed pump and ensures
can be estimated using the same formula. that the discharge pressure is 1 bar above the
evaporation pressure in order to prevent entrained
water from flashing off into steam. When the en-
gine is running on marine diesel oil the steam
heaters and viscosimeter are only required prior to
changing over to heavy oil or immediately after
changing from heavy to diesel when there is still
heavy oil in the system.

Remarks:
*1) The return pipe may also be led to the HFO daily tank.
HFO pipes, heated and insulated Feed pumps (item 004) must be installed below MDO and daily tanks.
All heaters to be fitted with thermometers, relief valves, drains and
MDO pipes drip trays.
Heating pipes Steam tracers on main engine are laid out for 7 bar saturated steam.
Air vent pipes Air vent and drain pipes must be fully functional at all inclination
Drain & overflow pipes angles of the ship at which the engine must be operational.

Note:
333.729/1
For additional information to this layout refer to table F18.
Fig. F29 Pressurized fuel oil system


002 Threeway valve, manually or remotely operated
003 Fuel oil suction filter, heated (trace heating acceptable)
004 Low pressure feed pump
005 Pressure regulating valve
006 Mixing unit, heated and insulated (acc. to figure F31) 31 Fuel oil inlet, supply unit
32 Fuel oil outlet
008 Fuel oil endheater
33 Fuel leakage pipe rail unit (dirty)
009 Viscosimeter
010 Fuel oil filter, heater (trace heating acceptable) 34 Fuel leakage pipe (clean)
012 Fuel supply unit
333.729/1
013 Fuel rail unit
power kW 34320 40040 45760 51480 57200 62920 68640 68640 80080
speed rpm 102
Mixing unit cap. litre acc. to figure F31
A DN 80 80 80 100 100 100 100 100 100
B DN 65 65 65 65 65 80 80 80 80
Nominal pipe diameter C DN 65 65 65 80 80 80 80 80 80
D DN 100 100 100 125 125 125 125 125 125
E DN 80 80 100 100 100 100 100 100 100
Table F18 Pressurized fuel oil system data
F2.4.5 Fuel oil system on the engine
Figure F30 is a schematic arrangement of the fuel When commissioning the fuel system with the en-
oil system mounted on the engine. The quantity of gine at stand-by, the fuel pressure at the injection
fuel oil delivered to the supply pumps (supply unit) pump inlet is to be set at 10 bar, to result in a pres-
by the booster pump installed in the plant is greater sure of minimum 7 bar when the engine is running
than the amount actually required, with the excess at 100 per cent load.
fuel being recirculated via the mixing unit, please
refer to section F2.4.4 ‘Pressurized fuel oil
system’.

F.

RT-flex96C
Ancillary systems
F–59
Free end Driving end
TI Thermometer local
31 32
TE Temp. element, alarm
High pressure fuel oil pipe PI Pressure gauge, local
Low pressure fuel oil pipe PS Pressure switch, safety
335.070b
Fuel oil leakage pipe PT Pressure transmitter, alarm
Fig. F30 Fuel oil system on the engine Heating LS Level switch, alarm
25.89.07.40 – Issue XI.06 – Rev. 0

F2.4.6 Heavy fuel oil system components

Fuel oil feed pump • Required system temperature:
approx. 145°C
• Pump type: positive displacement screw type • Water vapour gauge pressure at 145°C
with built-in overpressure relief valve. pv = 3.2 bar
• Pump capacity: refer to table F1, • Pressure losses between feed pump and mix-
the given capacity is to be within a tolerance of ing unit: ∆p1 = 0.5 bar
0 to +20%. • Pressure change difference across the pres-
• Fuel type: marine diesel oil and heavy fuel oil, sure regulating valve: ∆p2 = 0.6 bar
up to 730 cSt at 50°C. • Substituting these values in the formula:
• Working temperature: ambient to 90°C. • Delivery pressure = 3.2 + 1 + 0.5 + 0.6
• Delivery pressure: the delivery pressure is to = 5.3 bar
take into account the system pressure drop
and prevent entrained water from flashing off Electric motor
into steam by ensuring the pressure in the mix-
ing unit is at least 1 bar above the water vapour • The electric motor driving the fuel oil feed
pressure and not lower than 3 bar. The water pumps shall be sized large enough for the
vapour pressure is a result of the system tem- power absorbed by the pump at maximum
perature and pressure for a given fuel type. pressure head (difference between inlet and
Heavier oils need more heat and higher tem- outlet pressure), maximum fuel oil viscosity
peratures to maintain them at the correct vis- (600 cSt) and the required flow.
cosity than lighter oils, refer to the formula and
example below: Pressure regulating valve
Delivery gauge pressure
= pv + 1 + ∆p1 + ∆p2 [bar] • The pressure regulating valve maintains the
inlet pressure to the booster system practically
where:
constant irrespective of the actual amount of
pv = water vapour gauge pressure at the re- fuel consumed by the main engine and auxili-
quired system temperature [bar] (see vis- aries. It should have a flat steady state char-
cosity/temperature diagram fig. F27). acteristic across the fuel oil recirculation flow
∆p1 = maximum pressure losses between the range.
feed pumps and the mixing unit [bar]. • Valve type: self- or pilot-operated which
∆p2 = maximum pressure change difference senses the upstream pressure to be main-
across the pressure regulating valve of tained through an external line. It is to be pneu-
the feed system between minimum and matically or direct hydraulically actuated with
maximum flow. an additional manual control for emergency
Refer to ‘Pressure regulating valve’ next. operation. When using a pneumatic type, use
a combined spring type to close the valve in
case of air supply failure.
Example • Fuel oil viscosity: 100 cSt, at working temp.
(HFO 730 cSt at 50°C).
HFO of 730 cSt at 50°C • Maximum capacity: refer to feed pump capac-
ity in table F1.

• Minimum capacity: approximately 20% of that Fuel oil endheater

of the feed pump.
• Service pressure: max. 10 bar • Heater type: steam, electric or thermal oil,
• Pressure setting range: 2–6 bar tubular or plate type heat exchanger suitable
• Inlet pressure change: ≤ 0.8 bar, for heavy oils to 730 cSt at 50°C.
between 20% and 100% flow (upstream pres- • Working pressure: max. 12 bar,
sure build-up over the valve capacity; between pulsating on fuel oil side.
the minimum and maximum flow capacity). • Working temperature: ambient up to 150°C,
• Working temperature: ambient to 90°C outlet temperature on fuel oil side.
• Heating capacity [kW]:
Mixing unit = 0.75 10–6 CMCR BSFC (T1 – T2)
• Due to the small amount of fuel consumed • Consumption of saturated steam at 7 bar
there is only need of a small mixing unit. It is gauge pressure [kg/h]:
recommended that the tank contains no more = 1.32 10–6 CMCR BSFC (T1 – T2)
than approx. 100 litres. This is to avoid the
• where:
change over from HFO to MDO or visa versa
taking too long.
BSFC is the brake specific fuel consumption at
• The mixing unit equalizes the temperature be-
the contract maximum continuous rating
tween the hotter fuel oil returning from the en-
(CMCR).
gine and the cooler fuel oil from the day tank,
T1 is the temperature of the fuel oil at the vis-
particularly when changing over from heavy
cosimeter.
fuel oil to marine diesel oil and vice versa.
T2 is the temperature of the fuel oil from the
• Type: cylindrical steel fabricated pressure
daily tank.
vessel as shown in figure F31.
• Example: 8RT-flex96C with CMCR at R1:
• Capacity: see figure F31.
45 760 kW at 102 rpm,
• Dimensions: see figure F31.
BSFC of 171 g/kWh,
• Service pressure: 10 bar
using 730 cSt fuel,
• Test pressure: according to the classification
at a system temperature of 145°C (T1),
society.
assuming the heavy fuel oil daily tank is kept
• Working temperature: ambient up to 150°C.
at a steady temperature of 65°C (T2).
Heater capacity required:
High-pressure booster pump
= 0.75 10–6 45 760 171 (145 – 65)
• Pump type: positive displacement screw type
= 469 kW
with built-in overpressure relief valve.
Consumption of saturated steam at 7 bar
• Pump capacity: refer to table F1,
gauge pressure:
the given flow rate is to be within an allowable
= 1.32 10–6 45 760 171 (145 – 65)
tolerance of 0 to +20%.
= 826 kg/h
• Inlet pressure up to 6 bar
• Delivery head: see table F1, final delivery
The viscosimeter monitors the fuel viscosity prior
pressure according to the actual piping layout.
to the supply unit and transmits signals to the
• Working temperature: ambient up to 150°C
heater controls to maintain this viscosity by regu-
lating the fuel temperature after the endheater.
Electric motor (booster pump)
Refer to the remarks for electric motor for the feed
pumps (anterior page).

Capacity : 100l
Design pressure : 10bar
Service temperature : 150°C
001 Outlet
002 Inlet, return pipe Remarks:
003 Inlet, from feed pump *1) Mounting brackets for fixation on floor plate. The mixing
004 Vent unit must not be fitted unsupported.
005 Drain Configuration and dimension of the mixing unit have to
006 Heating coil comply with the relevant classification societies/rules.
007 Insulation
008 Mounting brackets *1)
337.913
Fig. F31 Fuel oil system mixing unit
A DN 100 100 100 125 125 125 125 125 125
Nominal pipe diameter B DN 65 65 65 80 80 80 80 80 80
C DN 80 80 100 100 100 100 100 100 100
Table F19 Fuel oil system mixing unit: nominal pipe diameters for connections A, B, C

Fuel oil filter
A mesh size of maximum 34 microns (sphere pas- Further specifications/properties of the filters:
sing mesh) is the absolute minimum requirement
• Working viscosity: 13–17 cSt.
for the fuel oil filter. This specified filtration grade
• Flow rate: booster pump capacity, refer to
conforms to a high reliability and optimal cleaning
tables F1–F6. The given capacities cover the
efficiency of the centrifugal separators (see the
needs of the engine only.
note on the next page).
If an automatic back-flushing filter type is in-
stalled, the feed and booster pump capacities
Arrangement before the supply unit
must be increased by the quantity needed for
Figure F32 A: High temperature (booster circuit). the back-flushing of the filter.
This filter is extremely important to protect the sup- • Service pressure: max. 12 bar at filter inlet.
ply unit and is to be installed as close as possible • Test pressure: specified by classification
to the inlet of the supply unit. The absolute mini- society.
mum requirements are met by using either one of • Permitted differential pressure at 17 cSt: clean
the following filters: duplex filter or automatic back- filter: max. 0.2 bar, dirty filter: 0.6 bar, alarm
flushing filter. setting: max. 0.8 bar.
• Minimum bursting pressure of filter insert:
Filter type:
max. 8 bar differential across filter.
Change-over duplex (full flow) • Working temperature: ambient up to 150°C.
Heatable designed for in-service cleaning, • Mesh size: max. 0.034 mm, sphere passing
fitted with differential pressure gauge and high mesh.
differential pressure alarm contacts. • Filter insert material: stainless steel mesh
or (CrNiMo).
Automatic back-flushing filter

Heated, with differential pressure gauge and
differential pressure alarm contacts. Designed
for automatic in-service cleaning, continuous
or discontinuous back-flushing, using filtered
fuel oil or compressed air techniques.
A) Arrangement before the supply unit B) Arrangement in the feed system
Automatic back-flushing filter

245.346 or duplex filter Duplex filter Automatic back-flushing filter
Fig. F32 Filter arrangements

Arrangement in the feed system Note:

Cat fines may, for various reasons, be present in
Figure F32 B: If the requirement is for an automatic
the fuel when entering the engine. Excessive pis-
back-flushing filter, it is best to fit it on the low-tem-
perature side in the discharge from the feed
often caused by cat fines in the fuel oil. It is obvious
pumps. Locating the filter at this point reduces the
that other exposed parts e.g. fuel pumps, fuel in-
risk of clogging due to asphaltene coagulation.
jection valves, piston rod and piston rod stuffing
Back-flushing filter boxes will be also damaged if a high content of cat
• Working viscosity: 100 cSt, for HFO of 730 cSt fines is present in the fuel oil.
at 50°C. The use of an automatic self-cleaning filter with a
• Flow rate: feed pump capacity, refer to tables mesh size of 10 microns installed on the low-tem-
F1–F6. The given capacities cover the needs perature side of the pressurized fuel oil system will
of the engine only. additionally protect the engine from serious dam-
The feed pump capacity must be increased by ages by removing cat fines which may have
the quantity needed for the back-flushing of passed through the separator(s). This filter will
the filter. also indicate changes in the separator efficiency
• Service pressure at filter inlet, after feed and/or in the fuel quality.
pumps: 10 bar Such an additional investment should especially
• Test pressure: specified by classification be considered where, due to the ship’s trading
society. route, the risk of bunkering fuel with a high cat fines
• Permitted differential pressure at 100 cSt: content is prevalent.
clean filter: max. 0.2 bar,
dirty filter: 0.6 bar,
alarm setting: max. 0.8 bar.
• Minimum bursting pressure of filter insert:
max. 8 bar differential across filter.
• Mesh size: max. 0.034 mm (34 µm), sphere
passing mesh.
• Filter insert material: stainless steel mesh
(CrNiMo).
Duplex filter
• The installation of the automatic back-flushing
filter in the low-temperature side does not re-
place the need for a duplex filter fitted immedi-
ately before the supply unit.
• The same technical data as specified for the
arrangement before the supply unit are ap-
plied.
The filter mesh size (sphere passing) in this
case is max. 0.06 mm

F2.4.7 Flushing the external fuel oil system
This instruction describes the flushing procedure It is absolutely essential to ensure that the fuel oil
for the external fuel oil system (on the plant). The systems are clear of all foreign matter before circu-
flushing of the internal fuel oil system (on the en- lating fuel oil through to the engine. A systematic
gine) is under the responsibility of the engine approach is to be adopted prior to commissioning
builder and should be already done. If flushing of when the tanks, pipework, filters, endheaters,
the internal fuel oil system is indicated, please con- pumps, valves and other components are flushed
sult the “Instruction for Flushing of Lub. Oil and and proved clear by observation and physical in-
Fuel Oil System” and “Instruction for Flushing for spection. All fuel oil tanks are to be inspected and
Common Rail System” provided by the engine cleaned by hand to remove all residuals build-de-
bulder. bris; special attention is to be paid to very small
loose particles of welding matter such as spelter
A correct manufacturing of the pipes avoids the and slag.
presence of scales, slag and spelter. It is a fact that
the expense for special welding methods, e.g. inert The pipes of the entire fuel oil system on the
gas welding, is worthwhile when considering the plant side are to be flushed separately.
grinding and cleaning work if using normal electric
arc welding or welding with electrodes. A thorough
cleaning of the pipes before mounting is a must.
from daily tank

to daily tank
Supply unit
external
fuel oil system
(on the plant)
32
31
By-pass with temporary

flushing filter
F10.5302
Fig. F33 Fuel oil system flushing

F2.4.7.2 Preparation before flushing 4. During the flushing procedure, the pipes are to
be periodically tapped to help loosen any
1. By-pass the fuel oil connections immediately foreign matter that may be present. If avail-
before the supply unit by means of temporary able, vibrators are to be used.
hoses or pipes as shown in figure F33. All pipes used during the engine operation
2. Install in the by-pass line a temporary filter with must be flushed, including by-pass lines.
a mesh size (sphere passing mesh) of max. Inspect and clean all filters in the fuel oil sys-
0.03 mm (30 µm) and equipped with magnetic tem periodically.
elements. Drain the dirt of all equipments (mixing unit,
Alternatively, the plant fuel oil duplex filter, if endheater, etc.) where dirt can accumulate.
available, can be used under the condition that
the filter inserts are of mesh size (sphere pas- Flushing is to be continued until absolutely no
sing mesh) of max. 0.03 mm (30 µm). After residues can be found in the filters:
flushing the filter, inserts are to be replaced by No metallic particles adhere to the magnetic in-
the original ones and the filter housing to be serts and no residues are detected in the bottom of
cleaned. the filter housing.
When the fuel oil system proves clean, the tempor-

F2.4.7.3 Flushing procedure ary flushing equipment can be removed and the
engine connected to the fuel oil system.
1. Fill the daily tank with sufficient marine diesel
oil (MDO).
2. Circulate the MDO in the daily tank using the
separator(s) and pre-heater(s) to maintain the
cleanliness and the MDO temperature at ap-
proximately 30C. Operate the separator(s)
until the flushing procedure is completed.
3. Circulate the MDO through the whole fuel oil
system back to the daily tank by running the
feed and booster pump.
Both pumps (feed and booster pump) must be
in operation to ensure a correct fuel oil circula-
tion through the whole fuel oil system. As the
capacity of the booster pump(s) is higher than
the one of the feed pump(s), part of the fuel re-
turns, via the mixing tank, directly to the
booster pump.
The fuel must circulate freely in the return pipe
to the daily tank and from the feed pump to the
mixing unit.
The main and stand-by pumps are to be alter-
natively operated. Observe the suction and
discharge pressure carefully; do not let run the
pumps hot. Observe the pressure drop
through the filters too.

F2.5 Starting and control air systems
F2.5.1 Introduction • Total inertia = engine inertia + shafting and pro-

peller inertia => (JTot) = (JEng) + (JS+P).
Compressed air is required for engine starting, en- • Propeller inertia includes the part of entrained
gine control, exhaust valve air springs, washing water.
plant for the scavenge air coolers and general • Engine inertia (JEng) see table F20.
services. • Relative inertia JRel = JTot / JEng.
F2.5.2 System layout The air receiver and compressor capacities of

table F20 refer to a relative inertia, (JRel = 2.0).
The starting and control air system shown in fig- For other values than 2.0, the air receiver and com-
ure F34 is valid for six- to fourteen-cylinder en- pressor capacities have to be calculated with the
gines and comprises two air compressors, two air winGTD program. It provides the capacity of the air
receivers and systems of pipework and valves compressor and receiver for relative inertia values
connected to the engine starting air manifold. (JRel).
Table F20 outlines the basic requirements for a
F2.5.3 Capacities of air compressor system similar to figure F34 ‘Starting and control
and receiver air system’ for maximum engine rating.
A CD-ROM (available on request) with the winGTD
The capacity of the air compressor and receiver program enables to optimise the capacities of the
depends on the total inertia (JTot) of the rotating compressors and air receivers for the contract
parts of the propulsion system too. maximum continuous rating (CMCR).

12 *1) 12 *1)
Pressure range
25 [bar] 30 [bar] 25 [bar] 30 [bar]
6 2 x 9.9 2 x 8.5 2 x 250 2 x 260 258 500
7 2 x 11.5 2 x 9.9 2 x 290 2 x 300 298 200
8 2 x 13.4 2 x 11.5 2 x 340 2 x 350 340 400
9 2 x 14.9 2 x 12.9 2 x 380 2 x 390 382 400
10 2 x 16.5 2 x 14.2 2 x 420 2 x 430 418 900
11 2 x 18.1 2 x 15.5 2 x 460 2 x 470 455 100
12 2 x 19.7 2 x 16.8 2 x 500 2 x 510 489 300
13 2 x 21.2 2 x 18.1 2 x 550 2 x 560 528 000
14 2 x 22.9 2 x 19.5 2 x 600 2 x 620 565 000
Table F20 Air receiver and air compressor capacities

004
150

7-8 bar
20
20
25 *1)
001
15 *1)
003 003
005
Remarks:
*1) Dimensions depending on consumption of
auxiliary engines and board purposes.
002 002
Drain pipes
333.320a
Fig. F34 Starting and control air system

F2.5.4 Starting and control air system

specification
Starting air compressors

• Type: water cooled two stage with intercooler
and oil / water separator. The discharge air
temperature is not to exceed 90°C and the air
supply to the compressors is to be as clean as
possible without oil vapour.
• Capacity: refer to table F20.
• Delivery gauge pressure: 30 or 25 bar.
Starting air receivers

• Type: fabricated steel pressure vessels having
domed ends and integral pipe fittings for isolat-
ing valves, automatic drain valves, pressure
reading instruments and pressure relief
valves.
• Capacity: refer to table F20.
• Working gauge pressure: 30 or 25 bar.
F2.5.4.1 Control air system supply

The control air can be supplied from the combined
system as shown in figure F34 or from a separate
instrument air supply providing clean and dry air at
7–8 bar pressure.
Number of cylinders
(Capacity Nm3/h)
6 7 8 9 10 11 12 13 14
Control system up to 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0 21.0
Exhaust valve air spring 14.4 16.8 19.2 21.6 24.0 26.4 28.8 31.2 33.6
Total 35.4 37.8 40.2 42.6 45.0 47.4 49.8 52.2 54.6
Table F21 Control air capacities
F2.5.5 General service and working air
General service and working air for driving air pow-

ered tools and assisting in the cleaning of scav-
enge air coolers is provided by the reducing valve
(item 005, figure F34). The valve is to reduce 25 or
30 bar to 7–8 bar. Consumers other than engine
starting and control are to be taken into account
when final selection of compressor capacity and
pipe dimensions is to be made.

F2.6 Leakage collection system and washing devices
F2.6.1 Introduction
Figure F35 ‘Leakage collection and washing sys- sludge oil trap is shown in figure F36. The dirty oil
tem layout’ is suitable for the whole engine series, from the piston rod stuffing box, which consists of
with the same pipe sizes independent of the waste system oil, cylinder oil, metallic particles and
number of cylinders. Dirty oil collected from the pis- small amounts of combustion products, is led di-
ton underside is led under pressure of approxi- rectly to the sludge tank. Condensate from scav-
mately 2.8 bar to the sludge oil trap (002) and then enge air is formed when the vessel is operating in
to the sludge oil tank (004). The purpose of the a humid climate and is to be continually drained
sludge oil trap is to retain the large amount of solid from the scavenge air receiver to avoid excessive
parts which may be contained in the dirty oil and to piston ring and liner wear. As a guide, the largest
reduce the pressure by means of an orifice or throt- amount of this condensate which is to be dealt with
tling disc (003) fitted at its outlet so that the sludge under extremely humid conditions is indicated on
oil tank (004) is under atmospheric pressure. The the system layout data (table F22).

002 Sludge oil trap, for details see figure F36
003 Throttling disc
005 Throttling disc
Remarks:
007 Scavenge air cooler washing plant *1)
008 Turbocharger compressor washing plant *1) before and after the scavenge air cooler condensate
009 Turbocharger turbine washing plant *1) may be knocked out. Under extreme ambient conditions
010 Turbocharger turbine dry cleaning plant (optional) *1) a maximum condensate quantity of up to 0.16 kg/kW/h
may be produced.
011 Condensate drain units
*3) At free end or at driving end
012 Venting unit
*4) Available capacity approx. 2m3
Please note:
12 Cylinder and scavenge air cooler, cooling water drain pipe For MitsubishiMET turbochargers only DRY CLEANING
14 Washing water inlet TC/SAC *3) method applies.
25 Dirty oil from piston underside
28 Dirty oil from piston rod stuffing box Washing water pipes
30a Venting pipe TC outlet, WCH recommendation Dirty oil drain pipes
Compressed air pipes
30b Venting pipe TC outlet, MET standard execution 1*) Air vent pipes
30c Venting pipe crankcase Drain & overflow pipes
337.945b
Table F22 Leakage collection and washing system

337.945b Note: Refer to table F22 for additional information and legend to this layout.
Fig. F35 Leakage collection and washing system

Working temperature : 80 °C Remarks:

Working pressure : 4 bar *1) The orifice has to be designed as shown.
Capacity : approx. 90 l *2) Location of pipes with regard to each
other has to be observed.
245.946d
Fig. F36 Sludge oil trap

Engine exhaust uptakes can be drained automatically using a system as shown in figure F37.
F10.1959
Fig. F37 Arrangement of automatic water drain

F2.7 Exhaust gas system
To optimize the exhaust gas systems, please refer pipe diameter’, figure F39 ‘Estimation of exhaust
to the following calculations. The calculations gas density’ and figure F40 ‘Estimation of exhaust
based on figure F38 ‘Determination of exhaust pipe diameter’ are given as an example only:
F10.4061
Fig. F38 Determination of exhaust pipe diameter
Example:
Wärtsilä 8RT-flex96C, CMCR (R1) specified (acc. to tables F1–F6)
and for design (tropical) conditions:
Dp = 30 mbar (figure F39):
Pipe B: WB = 25 m/s
figure C5):
(according to tables F1–F6)

pEXH [kg/m3]
0.740
0.720
0.700
0.680
0.660
0.640
0.620
0.600
0.580 ∆p
[mbar]
30
0.560 20
10
0
0.540 tEaT [C]
F10.4682 220 230 240 250 260 270 280 290 300 310 320 330 340 350 360
Fig. F39 Estimation of exhaust gas density
qV
[m3/h]
50 40 30 20
600 000
500 000
450 000 10
400 000
350 000 w
300 000 [m/sec]
250 000
200 000
180 000
160 000
140 000
120 000
100 000
90 000
80 000
70 000
dpipe
60 000
500 600 700 800 900 1000 1200 1400 2000 2500 3000 4000 [mm]
F10.4683 dA dC dB
Fig. F40 Estimation of exhaust pipe diameters

5) Exhaust gas volume flow: F2.8 Air vents
Pipe A: The air vent pipes of the ancillary systems must be

fully functional at all inclination angles of the ship
qm 337 673
q VA + ò @ n TC + + 276 328 m 3ńh at which the engine must be operational. This is
EXH 0.611 @ 2
normally achieved if the vent pipes have a continu-
ous, uninterrupted inclination of 5 per cent mini-
Pipes B and C: mum. Such an arrangement enables the vapour to
separate into its air and fluid components, dis-
qm
q VB + q VC + ò + 337 673 + 552 656 m 3ńh charging the air to atmosphere and returning the
EXH 0.611
fluid to its source.
Pipe diameters are (approx. according to

figure F40):
dA = 1550 mm
dB = 2800 mm
dC = 2350 mm
or calculated:
d pipe + 18.81 @ Ǹ wq V
pipe
[mm]

dA = 1600 mm
dB = 2800 mm
dC = 2400 mm


F2.9 Engine-room ventilation
The engine-room ventilation is to conform to the re- in diesel engined ships; Design requirements and
quirements specified by the legislative council of basis of calculations’.
the vessel’s country of registration and the classi- Based on ISO 8861, the radiated heat, required air
fication society selected by the ship owners. Cal- flow and power for the layout of the engine-room
culation methods for the air flow required for com- ventilation can be obtained from the winGTD pro-
bustion and air flow required to keep the machinery gram, see section C7.2.
spaces cool are given in the international standard The final layout of the engine-room ventilation is,
ISO 8861 ‘Shipbuilding – Engine-room ventilation however, at the discretion of the shipyard.
Figure F41 is a typical arrangement for direct suction of combustion air.
F10.3677
Fig. F41 Direct suction of combustion air – main and auxiliary engine

F3 Ambient temperature consideration
F3.1 Engine air inlet – Operating tem- To avoid the need of a more expensive combustion
peratures from 45°C to 5°C air preheater, a system has been developed that
Due to the high compression ratio, the diesel from outside.
engine RT-flex96C does not require any special
measures, such as pre-heating the air at low tem- If the air inlet temperature drops below 5°C, the air
peratures, even when operating on heavy fuel oil density in the cylinders increases to such an extent
at part load, idling and starting up. The only condi- that the maximum permissible cylinder pressure is
tion which must be fulfilled is that the water inlet exceeded. This can be compensated by blowing
temperature to the scavenge air cooler must not be off a certain mass of the scavenge air through a
lower than 25°C. blow-off device as shown in figure F42.
This means that: Engine
Turbocharger
• When combustion air is drawn directly Air intake casing
Scavenge
from the engine room, no pre-heating of air cooler Blow-off
Air filter valves
the combustion air is necessary.
• When the combustion air is ducted in from
outside the engine room and the air suc- F10.1964
tion temperature does not fall below 5°C, Fig. F42 Scavenge air system for arctic conditions
no measures have to be taken.
The central fresh water cooling system permits the scavenge air receiver. In the event that the air inlet
recovery of the engine’s dissipated heat and main- temperature to the turbocharger is below +5°C the
tains the required scavenge air temperature after first blow-off valve vents. For each actuated blow-
the scavenge air cooler by recirculating part of the off valve, a higher suction air temperature is simu-
warm water through the low-temperature system. lated by reducing the scavenge air pressure and
thus the air density. The second blow-off valve
F3.1.1 Scavenge air system – arctic vents automatically as required to maintain the de-
conditions at operating tem- sired relationship between scavenge and firing
peratures below ā5°C pressures. Figure F43 shows the effect of the blow-
off valves to the air flow, the exhaust gas tempera-
Under arctic conditions the ambient air temperature after turbine and the firing pressure.
tures can meet levels below –50°C. If the combus-
tion air is drawn directly from outside, these en-
gines may operate over a wide range of ambient air
temperatures between arctic condition and tropical
(design) condition (45°C).


nm [kg/kwh]
0.6
0.4
0.2
0
0
–20
–40
–60
np [bar]
10 Firing pressure
5
0
–50 –40 –30 –20 –10 0 10 20 30 40 [°C]

F10.1965
Fig. F43 Blow-off effect under arctic conditions
Control of the blow-off valves is effected by means

of a signal generated by the temperature sensors
in the inlet piping. Care is to be taken that no
foreign particles in the form of ice gain access to
the turbocharger compressor in any way, because
they could lead to its destruction. Reduction of the
pipe’s cross sectional area by snow is also to be
prevented.
The scavenge air cooling water inlet tempera-

ture is to be maintained at a minimum of 25°C.
This means that the scavenge air cooling water
will have to be pre-heated in the case of low
power operation. The required heat is obtained
from the lubricating oil cooler and the engine
cylinder cooling.

F3.2 Air filtration
In the event that the air supply to the machinery Marine installations have seldom had special air
spaces has a high dust content in excess of filters installed until now. Stationary plants on the
0.5 mg/m3 which can be the case on ships trading other hand, very often have air filters fitted to pro-
in coastal waters, desert areas or transporting tect the diesel engine.
dust-creating cargoes, there is a higher risk of in-
creased wear to the piston rings and cylinder The installation of a filtration unit for the air supply
liners. to the diesel engines and general machinery
spaces on vessels regularly transporting dust-
The normal air filters fitted to the turbochargers are creating cargoes such as iron ore and bauxite, is
intended mainly as silencers and not to protect the highly recommended.
engine against dust.
The following table F23 and figure F44 show how
The necessity for the installation of a dust filter and the various types of filter are to be applied.
the choice of filter type depends mainly on the con-
centration and composition of the dust in the suc-
tion air.

protected by filtering this air before entering the en-
gine, e.g., on coastal vessels or vessels frequent-
ing ports having high atmospheric dust or sand
content.

< 0.5 mg/m3 ≥ 0.5 mg/m3 > 0.5 mg/m3
the vast majority
of installations
Table F23 Guidance for air filtration

Filter surface
[m2]
140
Panel filter
120
Oil wetted filter
100
90
80
60
50
40
30
16
12
10
10 12 16 20 25 30 40 50 60 70 80 90 100 Installed
engine power
F10.5296
[MW]
Fig. F44 Air filter size

F4 Pipe size and flow details
F4.1 Pipe velocities

The velocities given in table F24 are for guidance figures to those stated may be acceptable when
only. They have been selected with due regard to short piping runs, water properties and ambient
friction losses and corrosion. Increased velocity temperature, are taken into consideration.
Medium Sea-water Fresh water Lubricating oil Marine diesel oil Heavy fuel oil
Nominal Pipe ma- steel galvanized mild steel mild steel mild steel mild steel
pipe di- terial
ameter pump-
suction
side suction delivery suction delivery suction delivery delivery suction delivery
[m/sec] 1.0 1.4 1.5 1.5 0.6 1.0 0.9 1.1 0.5 0.6
32
[m3/h] 2.9 4.1 4.3 4.3 1.7 2.9 2.6 3.2 1.4 1.7
[m/sec] 1.2 1.6 1.7 1.7 0.7 1.2 1.0 1.2 0.5 0.7
40
[m3/h] 5.4 7.2 7.7 7.7 3.2 5.4 4.5 5.4 2.3 3.2
[m/sec] 1.3 1.8 1.9 1.9 0.8 1.4 1.1 1.3 0.5 0.8
50
[m3/h] 9.2 12.5 13.5 13.5 5.7 10 7.8 9.2 3.5 5.7
[m/sec] 1.5 2.0 2.1 2.1 0.8 1.5 1.2 1.4 0.6 0.9
65
[m3/h] 18 24 25 25 9.6 18 14.5 16.5 7.2 11
[m/sec] 1.6 2.1 2.2 2.2 0.9 1.6 1.3 1.5 0.6 1.0
80
[m3/h] 29 38 40 40 16.5 29 23.5 27 11 18
[m/sec] 1.8 2.2 2.3 2.3 0.9 1.6 1.4 1.6 0.7 1.2
100
[m3/h] 51 62 65 65 26 45 40 45 20 34
[m/sec] 2.0 2.3 2.4 2.5 1.1 1.7 1.5 1.7 0.8 1.4
125
[m3/h] 88 102 106 110 49 75 66 75 35 62
[m/sec] 2.2 2.4 2.5 2.6 1.3 1.8 1.5 1.8 0.9 1.6
150
[m3/h] 140 153 159 165 83 115 95 115 57 108
[m/sec] 2.3 2.5 2.6 2.7 1.3 1.8
200
[m3/h] 260 283 294 305 147 204
–– –– –– ––
Aluminium [m/sec] 2.6
brass [m3/h] 294
[m/sec] 2.5 2.6 2.7 2.7 1.3 1.9
250
[m3/h] 442 460 477 477 230 336
–– –– –– ––
brass [m3/h] 477
[m/sec] 2.6 2.6 2.7 2.7 1.3 1.9
300
[m3/h] 662 662 687 687 331 484
–– –– –– ––
brass [m3/h] 713
[m/sec] 2.6 2.6 2.7 2.7 1.4 2
350
[m3/h] 900 900 935 935 485 693
–– –– –– ––
brass [m3/h] 970
[m/sec] 2.6 2.6 2.7 2.7 1.4 2
400
[m3/h] 1176 1222 1222 1222 633 905
–– –– –– ––
brass [m3/h] 1267
[m/sec] 2.6 2.7 2.7 2.7 1.4 2
450
[m3/h] 1489 1546 1546 1546 802 1145
–– –– –– ––
brass [m3/h] 1660
[m/sec] 2.6 2.7 2.7 2.7 1.5 2.1
500
[m3/h] 1838 1909 1909 1909 1060 1484
–– –– –– ––
brass [m3/h] 2050
Note: The velocities given in the above table are guidance figures only. National standards can also be applied.
Table F24 Recommended fluid velocities and flow rates for pipework

F4.2 Piping symbols
F10.1910
Fig. F45 Piping symbols 1

F10.1911

F10.1905

F5 Engine pipe connections
The following selection of the pipe connection The drawings of other combinations (number of
plans doesn’t cover all available executions of the cylinders, number and type of turbochargers) are
RT-flex96C engines. available on request.
Driving end
Remarks: *1)
*1) The oil drains may also be arranged symmetrically
on port/fuel side Piping on the engine:
* Optional execution (if required) - The pipe connections on the engine are supplied with mating flanges
* * Standard execution blind, with exception of the turbocharger exhaust gas outlet, blind
* * * At free end or at driving end flanges to be drilled to match pipe dia supplied by the shipyard.
356.490b
- Screwed connections are supplied complete.
Fig. F48 Pipe connection plan for 8RT-flex96C engine with 2 x ABB TPL85-B turbochargers

Free end
*1)
Remarks:
*1) Alternatively, drains may be arranged symmetrically
on port/fuel side
* Optional execution (if required) Piping on the engine:
* * Standard execution - The pipe connections on the engine are supplied with mating flanges
* * * At free end or at driving end blind, with exception of the turbocharger exhaust gas outlet, blind
flanges to be drilled to match pipe dia supplied by the shipyard.
356.490b - Screwed connections are supplied complete.

Exhaust side
25.89.07.40 – Issue XI.06 – Rev. 0

F–88
F.
Remarks: Piping on the engine:

* Optional execution (if required) - The pipe connections on the engine are supplied with mating flanges
* * Standard execution blind, with exception of the turbocharger exhaust gas outlet, blind
RT-flex96C
Ancillary systems

F.
Fuel side

RT-flex96C
Ancillary systems
F–89
Driving end
Free end
Remarks:
Piping on the engine:
* Optional execution (if required)
- The pipe connections on the engine are supplied with mating flanges
* * Standard execution
blind, with exception of the turbocharger exhaust gas outlet, blind
356.608b
25.89.07.40 – Issue XI.06 – Rev. 0

Driving end
*1)
Remarks:
on port/fuel side
352.334b
Fig. F52 Pipe connection plan for 9–12RT-flex96C engine with 3 x ABB TPL85-B turbochargers

Free end
*1)
Remarks:
on port/fuel side
Fig. F53 Pipe connection plan for 9–12RT-flex96C engine with 3 x ABB TPL85-B turbochargers

Exhaust side
25.89.07.40 – Issue XI.06 – Rev. 0

F–92
Free end
F.
Remarks:
** Standard execution - The pipe connections on the engine are supplied with mating flanges
* * * Free end or driving end blind, with exception of the turbocharger exhaust gas outlet, blind
* * * * Additional Execution flanges to be drilled to match pipe dia supplied by the shipyard.
352.151b
RT-flex96C
Ancillary systems

F.
Fuel side

RT-flex96C
Ancillary systems
F–93
Remarks:
Piping on the engine:
- The pipe connections on the engine are supplied with mating flanges
blind, with exception of the turbocharger exhaust gas outlet, blind
355.290b
25.89.07.40 – Issue XI.06 – Rev. 0

25.89.07.40 – Issue XI.06 – Rev. 0
F–94
F.
Remarks:
356.496b
* * * Free end or driving end
RT-flex96C
Fig. F56 Pipe connection details for 8RT-flex96C engine with 2 x ABB TPL85-B turbochargers
Ancillary systems

F.

RT-flex96C
Ancillary systems
F–95
see
fig. F49
Remarks:
356.496b
Fig. F57 Pipe connection details for 8RT-flex96C engine with 2 x ABB TPL85-B turbochargers
25.89.07.40 – Issue XI.06 – Rev. 0

25.89.07.40 – Issue XI.06 – Rev. 0
F–96
F.
Remarks:
356.076b
RT-flex96C
Fig. F58 Pipe connection details for 9–12RT-flex96C engines with 3 x ABB TPL85-B turbochargers
Ancillary systems

F.

RT-flex96C
Ancillary systems
F–97
see
fig. F53
Remarks:
** Standard execution
* * * * Additional Execution
356.076b
Fig. F59 Pipe connection details for 9–12RT-flex96C engines with 3 x ABB TPL85-B turbochargers
25.89.07.40 – Issue XI.06 – Rev. 0


G. Engine management & automation
G1 Introduction
Developments in Engine Management & Automa- All those systems provide data bus connection to
tion (EMA) at Wärtsilä Switzerland Ltd are fo- the ship automation to make specific data avail-
cussed on the latest trends in ship automation that able wherever required and facilitate installation.
tends to always higher integration levels.
engines.
Spares &
Tools
Operation Engine
DENIS-1 Manual Parts
DENIS-5 Service Dataset
RT-flex MAPEX-PR Bulletin CBM
DENIS-6 WECS-9520 Code Book Service
Maintenance Agreement
DENIS-9520
Video
F10.4893
Fig. G1 EMA concept comprising DENIS, WECS and MAPEX modules
Wärtsilä Switzerland Ltd G–1 25.89.07.40 – Issue XI.06 – Rev. 0


System
Alarm
signals
Independent subsystems: Alarms
Slow-downs
Alarm and
Telegraph system
Electronic speed
Remote control
service access
control system
Safety system
Connector for
Control panel slow-down
ECR Manual
signals
system
2 x PCS Bus CANopen 2 x AMS Bus

or Modbus Modbus

Signals for alarm/indication

WECS alarm signals
Signals for control
Signals for safety
Signals for alarm

Indications
CANopen
to LCP
E10, E15, E20, E28 E90 E110, E120, E130 Electric motor
Control terminal boxes E25 WECS shipyard interface box Alarm terminal boxes Starter units
Local control
panel

indications

F10.5322
Fig. G2 RT-flex automation layout
25.89.07.40 – Issue XI.06 – Rev. 0 G–2 Wärtsilä Switzerland Ltd

G1.1 DENIS G2 DENIS-9520
The DENIS family contains specifications for the G2.1 General

of Wärtsilä two-stroke marine diesel engines. The The concept of DENIS-9520 meets the require-
diesel engine interface specification applicable for ments of increased flexibility and higher integration
all current types of RT-flex engines is DENIS-9520. in modern ship automation and provides the fol-
G1.2 WECS engine builders:
supplier.
systems to Wärtsilä RT-flex engines with re-
shooting.
viding data bus communication to all external • Approved propulsion control systems
systems. Propulsion control systems including remote
G1.3 MAPEX systems are available from suppliers ap-
please refer to section G4. alarm and monitoring system facilitates an
WECS.
Integrated solution

The WECS-9520 is well suited to support this gine built control components are reduced to
integrated automation concept by providing a minimum.
redundant data bus lines that deliver all neces- Instrumentation is based on the conventional
sary information for propulsion control, alarm RTA engine with RT-flex-specific components
/ monitoring system and man–machine inter- added.
face. The MMI of the WECS-9520 can provide
additional features when using such an inte-
This file contains the detailed functional speci-
grated solution.
fication of the remote control system.
• Ship automation from different suppliers – The intellectual property on this remote control
Split solution specification remains with Wärtsilä Switzer-
In the case that propulsion control and alarm land Ltd. Therefore this file is licensed to re-
/ monitoring systems are from different suppli- mote control partners of Wärtsilä Switzerland
ers the WECS-9520 supports also such a split Ltd, only. These companies offer systems,
solution by providing two separate redundant built completely according to the engine de-
data bus lines one each for propulsion control signer’s specifications, tested and approved
and alarm / monitoring system. MMI functions by Wärtsilä Switzerland Ltd.
are then also split within propulsion control and
alarm / monitoring system. G2.2 Propulsion control system
DENIS-9520 describes the signal interface be- The propulsion control system is divided into the
tween the RT-flex engine including its flex engine following sub-systems:
control system (WECS) and the ship automation.
• Safety system.
engine.
mote control system out of order.
• DENIS engine specification
and indication.
With the replacement of previous camshaft-
controlled function by the WECS-9520, the en-

G2.2.1 Approved propulsion control systems

Wärtsilä Switzerland Ltd has an agreement con- engines with each of the following leading marine
cerning the development, production, sales and automation suppliers. All approved propulsion
servicing of remote control, electronic speed con- control systems listed below contain the same
trol and safety systems for their Wärtsilä RT-flex functionality specified by Wärtsilä.
Electronic
Kongsberg Marine
N-3191 Horten Tel. +47-330 41 436
Norway Fax +47-330 42 250
NABTESCO Corporation
NABTESCO corp., Marine Control Systems Company
1617-1, Fukuyoshi-dai 1-chome M-800-III MG-800 FLEX
Nishi-ku Kobe, 651-22413 Tel. +81 78 967 5361
Japan Fax +81 78 967 5362

Behringstrasse 120
D-22763 Hamburg Tel. +49-40 88 25 0
Lyngsø Marine AS
2, Lyngsø Allé
DK-2970 Hørsholm Tel. +45 45 16 62 00
Denmark Fax +45 45 16 62 62
Table G1 Suppliers of remote control systems and electronic speed control systrems
Modern remote control systems consist of electron- modules for remote control, safety and speed con-
ic modules and operator panels for display and or- trol system are located in the same boxes used as
der input for engine control room and bridge. The terminal boxes for any other propulsion control
different items normally communicate via serial bus system.
connections. The engine signals described in the
DENIS-9520 specification are usually connected
via the terminal boxes on the engine to the electron-
ic modules placed in the engine control room.
on the main engine. In this case the electronic mounting on the engine.


Ship alarm
system
Engine
room
WECS-9520 Local
RT-flex engine
F10.5065
Fig. G3 DENIS-9520 remote control system layout

G2.2.2 Functions of the propulsion Electronic speed control system



the engine side.
• Order recorder.
G2.2.3 Recommended manoeuvring characteristics

in figure G4.
F10.1972
Fig. G4 Recommended manoeuvring characteristics

G2.3 Interface to alarm and monitoring systems
G2.3.1 General layout – Operator have to be delivered to the engine builder for
interface OPI mounting to the engine and connection of the sen-
sors.
ure G5). able.
etc.
by the WECS.
ing system.
RTU protocol.
system.

Integrated solution
E10
Sensors and
actuators E20
E25
Control System
WECS-9520 E90
Flex sensors E130

System
Standard E110
sensors
for alarm E120
Integrated solution
Sensors and E10

actuators E20
E25
Control System
WECS-9520 E90
Flex sensors E130

System
2 x CANopen
Standard E110
sensors E120.1
for alarm E120.2
Split solution
E10
Sensors and
actuators E20
E25 Control System
WECS-9520 E90
2 x Modbus

for alarm System
Standard E110
sensors
for alarm E120
F10.5323
Fig. G5 Integrated/split solution

G2.3.2 Alarm sensors and safety functions
tables G2 to G3 “Alarm and safety functions of The sensors delivered with the engine are basi-
Wärtsilä RT-flex96C marine diesel engines”. cally connected to terminal boxes mounted on the
functions given in tables G2 to G3 are maximum provided by the shipyard.

lected the respective sensors have to be added ac-
cording to the requirements issued by Wärtsilä
Switzerland Ltd. There are also some additional
sensors defined for the monitoring of flex system
specific engine circuits.

min. WCH
add. to AMS for UMS

time delay [sec.]
Function
Setting
Level
MRS
Physical unit
IACS
ABS
BV
GL
LR
CCS
DNV
KR
NK
PRS
RINA
max. allowable
add. flex signals

for AMS
SLD L 2.8 bar 60
Outlet each TE1121–34A ALM H 95 °C 0
cylinder
SLD H 97 °C 60
*1) Outlet cooler TE1381–84A ALM H 70 °C 0
HT-circuit Temp. Outlet cooler TE1331–34A ALM H 120 °C 0
SLD H 125 °C 60
*1)
LT-circuit Temp. Inlet cooler TE1371A ALM L 25 °C 0
Outlet cooler TE1381–84A ALM L 60 °C 0
SLD L 4.6 bar 60
SLD H 55 °C 60
SLD L 9 bar *2) 60
ALM H 6.5 bar 0
Flow Pump inlet FS2061–66A ALM L no flow 0
Pressure Free/driv. end PT2041–42A ALM L 40 bar 3
for Pulse Lubricating ALM H 70 bar 3
System only
Leakage Free/driv.end PT2046–47A ALM H 10 bar 0
leakage monitoring
Thrust/Main bearing oil Temp. Outlet TE2101–17A ALM H 65 °C 0 A A A A A A A A A A A
SLD H 70 °C 0 A
Thrust bearing oil Temp. Fore/Aft side TE4521–22A ALM H 60 °C 0
*10) SLD H 65 °C 60
Fore/Aft side TE4526–27A ALM H 60 °C 0
*10) SLD H 65 °C 60
Fore side TS4521S SHD H 85 °C 60
Aft side *10) TS4522S SHD H 85 °C 60
Crank bearing oil Temp. Outlet TE2201–14A ALM H 65 °C 0 A A A A A A A A A A A
SLD H 70 °C 60 A
Crosshead bearing oil Temp. Outlet TE2301–14A ALM H 65 °C 0 A A A A A A A A A A A
SLD H 70 °C 60 A
Table G2 Alarm and safety functions of Wärtsilä RT-flex96C marine diesel engines

min. WCH
add. to AMS for UMS

time delay [sec.]
Function
Setting
Level
MRS
Physical unit
IACS
ABS
BV
GL
LR
PRS
RINA
CCS
DNV
KR
NK
max. allowable
add. flex signals

for AMS
tration
Piston cooling oil Temp. Outlet each TE2501–14A ALM H 80 °C 0
cylinder
SLD H 85 °C 60
Flow Inlet each FS2521–34S SHD L no flow 15
cylinder
Diff.press. PS2541–54S SHD H 0.6 bar 15
Turbocharger bearing oil Pressure Inlet each TC PT2611–14A ALM L 1.0 bar 5
*7) SLD L 0.8 bar 60
*6)
ABB TPL Inlet each TC PS2611–14S SHD L 0.6 bar 5
Temp. Outlet TC TE2601–04A ALM H 110 °C 0
*6) SLD H 120 °C 60
Pressure Inlet each TC PT2611–14A ALM L 0.7 bar 5
SLD L 0.6 bar 60
MHI MET Inlet each TC PS2611–14S SHD L 0.4 bar 5
Temp. Outlet TC TE2601–04A ALM H 85 °C 0
SLD H 95 °C 60
when separate oil supply ABB TPL
SLD H 85 °C 60
Inlet TC TE2621A ALM H 60 °C 0
MHI MET
SLD H 65 °C 60
Turbocharger speed Speed TC casing ST5201–02C ALM H max. 0
Damp. chamber
Cylinder lubricating oil Flow Cylinder inlet FS3101–14A ALM L no flow 30
*3) FS3100S SLD L no flow 60
for conventional
lubricating system only Flow Cylinder inlet FE3101–14A ALM L no flow 30
*3) SLD L no flow 60
Level Cyl.lub.oil pump LS3125A ALM L min. 0
for pulse lub. syst. only Diff.press. Oil filter PS3121A ALM H 0.3 bar 0
Fuel oil *9) Temp. Fuel pump outlet TE3431–38A ALM D –30 °C 30
Viscosity Before ALM H 17 cST 0 D D D D D D D D D D D D
supply unit
ALM L 12 cST 0
Temp. Before TE3411A ALM H 60–150°C 0 C
supply unit *8)
ALM L 60–120°C 0 C C C C C C C C C C C C
Pressure PT3421A ALM L 7 bar 0
Rail unit LS3444–45A ALM H max. 0
ICU/Fuel pipe LS3446–47A ALM H max. 0
Temp. After each TT3701–14A ALM H 515 °C 0 E E
cylinder
Exhaust gas ALM D $ 50 °C 0 F F
SLD H 530 °C 60 G G
SLD D $ 70 °C 60 H

min. WCH
add. to AMSfor UMS

time delay [sec.]
Function
Setting
Level
MRS
Physical unit
IACS
ABS
BV
GL
LR
CCS
DNV
KR
NK
PRS
RINA
max. allowable
add. flex signals

for AMS
Exhaust gas Temp. Before each TT3721–24A ALM H 515 °C 0
turbocharger
SLD H 530 °C 60 H
After each TT3731–34A ALM H 480 °C 0
turbocharger
SLD H 500 °C 60
Scavenge air Temp. After each TE4031–34A ALM L 25 °C 0 I I I
cooler
*5) ALM H 60 °C 0 I
SLD H 70 °C 60 I
Temp. Each piston TE4081–94A ALM H 80 °C 0 K
underside
SLD H 120 °C 60 K
Condensation Level Water separ- LS4071–74A ALM H max. 0 K K K
water ator
*4) SLD H max. 60
Before water LS4075–78A ALM H max. 0
separator
SLD H max. 60
ALM L 5.5 bar 0
SLD L 5.0 bar 60
Leakage oil Level Exh.valve air LS4351–52A ALM H max. 0
Fuel actuator Failure Supply unit XS5046–49A ALM F – –
Pulse Lubricating system Pwr. fail Pwr. sup. box XS5058A ALM F – –
Engine Overspeed Speed Crankshaft ST5111–12S SHD H 110 % 0
of Classification Societies
*3) Signals FE3101–14A and LS3125A for cylinder lubrication type VOGEL,
ABS American Bureau of Shipping
signals FS3101–14A and FS3100S for cylinder lubrication type JENSEN.
BV Bureau Veritas
CCS Chinese Classification Society *4) Alternatively, low temperature alarm or condensation water high level alarm.
DNV Det Norske Veritas *5) For water separators made from plastic material the sensor must be placed right after
GL Germanischer Lloyd the separator.
KR Korean Register *6) The indicated setting values are valid for TC lubrication by main bearing oil system.
LR Lloyd’s Register For TC lubrication by separate lubrication system the following values apply:
MRS Maritime Register of Shipping (Russia) Pressure: ALM 1.3 bar, SLD 1.1 bar, SHD 0.9 bar.
NK Nippon Kaiji Kyokai Temperature: ALM 120 °C, SLD 130 °C.
settings allowed by the TC maker. In order to achieve an earlier warning, the ALM and SLD
values may be increased up to 0.4 bar below the minimum effective pressure measured
Signals for two-stage scavenge air cooling,
Geislinger damper, PTO coupling, electric within the entire engine operation range. The final ALM/SLD setting shall be determined
speed control and turbocharger vibration during commissioning / sea trial of the vessel.
apply only if *8) ALM value depending on fuel viscosity.
respective equipment is used. *9) Deviation from median: Acts as “no flow” detection.
Function: Level: *10) Optional sensors are: TE4522A, TE4526–27A, TS4522S.
ALM: alarm D: deviation
SLD: slow down F: failure Request of classification societies for UMS: A or B are requested alternatively
SHD: shut down H: high Request C or D are requested alternatively
HH: very high Recommendation E or F are requested alternatively
L: low AMS Attended machinery space G or H are requested alternatively
354.992d LL: very low UMS Unattended machinery space I or K are requested alternatively

G3 WECS-9520 – RT-flex engine control system
G3.1 WECS-9520 – System layout G3.3 Online spare module
WECS-9520 covers RT-flex functions related to With WECS-9520 WCH introduces an unique fea-
the engine as a whole (e.g. common rail pressure ture for automatic loading application software and
control, servo oil pressure control) as well as the parameter settings when replacing a flex control
cylinder specific RT-flex functions (e.g. control of module (FCM-20). This includes the mounting of a
volumetric injection, exhaust valve and start so called “online spare module” in the shipyard in-
valves). terface box E90.
The WECS-9520 consists of the following compo-
nents:
• 1 control box E95.n per cylinder, including one board without prior downloading of any data.
FCM-20 each, performing cylinder control and When installing an new FCM-20 into a
common control functions. WECS-9520 it will be automatically detected as a
• 1 shipyard interface box (SIB) E90 providing new module and receive all necessary application
all external connections. E90 includes one data from the other modules of the WECS-9520.
FCM-20 “online spare module”.
• 1 Power supply box E85. As the download of the respective data may take
some time WCH has found an ultimate arrange-
The control boxes E95.n and the shipyard inter- ment to provide immediate functioning of an
face box E90 are incorporated in the rail unit. The FCM-20 after replacement: The online spare mod-
power supply box E85 is supplied loose for mount- ule FCM-20. An additional FCM-20 numbered #00
ing in the engine room. is always fitted in the shipyard interface box E90
ready to be used as spare with all application data
already loaded. In case that a FCM-20 needs to be
G3.2 WECS-9520 – External 220 VAC
replaced this FCM20 #00 spare is taken as spare
power supply
and allows full functionality immediately after re-
placement. An additional FCM-20 from the stock is
The external 220 VAC power supply for
then to be placed in the E90 as new online spare
WECS-9520 according to the engine designer’s
module. This module will download all necessary
standard must include two fully redundant 220
data from the other modules within a certain time
VAC power supplies. One 220 VAC power supply
line #1 must be fed from the main switch board and
one 220 VAC power supply line #2 must be fed
from the emergency switchboard. G3.4 Communication to external
Alternative arrangements of the WECS-9520 systems
power supply are within the responsibility of the
shipyard. In this case the redundancy level of the With WECS-9520, direct hard wired connection to
external power supply shall be in line with the re- external systems is limited to a minimum.
dundant power supply concept of WECS-9520. WECS-9520 provides data bus connections to
For power consumption see table C4. propulsion control system and ship alarm / moni-
to the ECR manual control panel of the RT-flex
engine.

With the WECS-9520 the man–machine interface control system is connected to the two redun-
(MMI) also referred to as operator interface (OPI) dant CANopen lines.
of the main engine and the WECS-9520 engine The alarm and monitoring system is to be con-
control system is integrated in the ship automation nected to the additionally provided two redun-
in either the integrated or split solution an de- dant Modbus lines.
scribed in section G2.3.1.
SAM Electronic / Lyngsø Marine
In the standard configuration the WECS-9520 pro-
Propulsion control system DMS2100i and
• 2 redundant CANopen lines intended for the alarm / monitoring system UMS2100:
connection of the remote control system. Connection of two Modbus lines only. The pro-
• 2 redundant Modbus lines as an alternative pulsion control system with remote control,
connection of the remote control system. safety system and electronic speed control
• 2 redundant Modbus connections for the system is connected directly to the Modbus
ship’s alarm and monitoring system in the split lines while the data to the alarm and monitor-
solution. ing system is routed through the propulsion
• 1 CANopen line for connection of the local control system.
• Split solution
• 1 CAN bus connection to a plug on the back-up
maker:
engineer.
follows:
dant Modbus lines.
Kongsberg Maritime
Nabtesco
• Split solution
other maker:
trol.
• Split solution nected to the additionally provided two redun-
Propulsion control system AutoChief C20 with dant Modbus lines.
an alarm and monitoring system of any other
maker:

G4 MAPEX Engine Fitness Family
needs to include functions such as the monitoring prises one system: MAPEX-PR.
of specific engine parameters, analysing data, and
managing maintenance and spare parts purchas- Further members of the MAPEX Engine Fitness
ing activities. Many of these functions involve spe- Family are also envisaged.
cific and complex engine knowledge and are most
appropriately handled directly by the engine de- In each case special emphasis has been placed on
signer. user friendliness and ease of installation.
duced down time.
maintenance.
experts.

G4.1 Mapex-PR (Piston-running Reliability)

ning behaviour on large-bore Wärtsilä two-stroke
should appear.
equate ring sealing.
MAPEX-PR is the tool to check the piston-running
behaviour.
ferably an industrial-PC installed in an ideally
MAPEX-PR
suited control box. All data and charts can be
printed and copied to other storage media. • Alarms if the liner wall temperature shows high
piston-ring friction.
The following data are monitored over fixed • Checks the hot spots of the diesel engine.
periods of 1, 4.5, 24, 400 or variable engine run- • Is an on-line display for piston-ring and nozzle
ning hours and displayed graphically: performance.
• Is capable to detect malfunctions such as blow
• Liner wall temperature (two sensor per
by and adhesive wear.
cylinder).
• Cylinder cooling water temperature inlet and
the cylinder liner.
outlet.
• Scavenge air temperature after each cooler.
• Engine speed.
• Engine load indicator position.
• Alarms.
The following alarms can be connected to the

ship’s alarm system to inform the engineers about
• High friction on one or both side of the cylinder
liner.
• Deviation of temperature on one or both sides
of the cylinder.

MAPEX-MD

ENGINE CONTROL ROOM ENGINE ROOM
MAPEX-PR
Control box
PC in Engine control room
MAPEX-PR
Box 300
Remote control Ships

system Alarm system
Amplifier
Electronics Sensors & Amplifiers
Fig. G6 MAPEX-PR – System overview
Fig. G7 MAPEX-MD – Visualization software


H. General installation aspects
H1 Introduction
The purpose of this chapter is to provide informa-

tion to assist planning and installation of the
engine. It is for guidance only and does not
supersede current instructions. If there are de-
tails of engine installation not covered by this
manual please contact Wärtsilä Switzerland Ltd,
Winterthur, directly or our representative.
Wärtsilä Switzerland Ltd H–1 25.89.07.40 – Issue XI.06 – Rev. 0

H2 Dimensions and masses
H2.1 Engine
Deck beam
X
E
F
D
C
G
M M1 N
K L I
A B F10.5297
Fig. H1 Engine dimensions
Dimensions in mm with a A 11564 13244 15834 17514 19194 20874 22554 24234 25914
tolerance of approx. ± 10 mm B 4480
C 1800
D 10925
E 6020
F 12950/13000
G 2594
I 823
K 676
L 1944
M 1680
M1 2590
N 1220
R 660
Table H1 Engine dimensions
25.89.07.40 – Issue XI.06 – Rev. 0 H–2 Wärtsilä Switzerland Ltd

The following table gives the net engine and com- water. The masses are specified for engines with
ponent masses calculated according to nominal di- rating R1 according to figure C5 ‘Turbocharger and
mensions including turbochargers and scavenge scavenge air cooler selection’.
air coolers, piping and platforms but without oil and
Net engine weight without oil/water [tonnes] 1160 1290 1470 1620 1760 1910 2050 2160 2300
Table H2 Engine weights

DE 8.23 DE 6.55 DE 8.23 DE 11.59 DE 11.59 DE 13.27
length [m] 11.5 13.18
Bedplate including bearing FE 7.53 FE 10.89 FE 10.89 FE 9.21 FE 10.89 FE 12.6
girders DE 85.2 DE 72.0 DE 85.2 DE 111.5 DE 111.5 DE 123.5
mass [t] 114.7 129.0
FE 68.5 FE 94.7 FE 94.7 FE 81.6 FE 94.7 FE 107.5
DE 8.96 DE 8.96 DE 12.32 DE 12.32 DE 13.99
length [m] 12.95 14.27
FE 7.91 FE 11.27 FE 9.59 FE 11.27 FE 12.95
Crankshaft
DE 132.5 DE 132.5 DE 187.0 DE 187.0 DE 214.6
mass [t] 185.4 213.5
FE 118.2 FE 172.1 FE 145.6 FE 171.9 FE 200.0
diamet. [m] 4.17
Flywheel
mass [t] 6.45 6.90 7.80 7.20 6.45
DE 7.35 DE 10.71 DE 10.71 DE 12.39
length [m]
Engine frame, complete FE 10.71 FE 9.03 FE 10.71 FE 12.39
(mono block) DE 60.41 DE 85.40 DE 85.40 DE 105
mass [t]
FE 85.30 FE 73.24 FE 85.51 FE 106
length [m] 9.55
Tie rod
mass [t] 1.22
Cylinder block, complete length [m] 10.43 12.11 14.7 16.38 18.06 19.74 21.42 24.78
with studs mass [t] 225.40 260.40
height [m] 3.24
Cylinder liner
mass [t] 9.62
Cylinder cover, complete height [m] 2.66
incl. starting and fuel valve
and incl. upper ring of water
guide jacket mass [t] 10.25
length [m] 4.17

Connecting rod, complete
mass [t] 7.9
Crosshead, complete with width [m] 1.43

guide shoes mass [t] 7.42
Piston, complete with rod length [m] 4.12

(without lifting tool) mass [t] 5.45
Scavenge air receiver length [m] 14.73 17.2 18.09 21.45
(complete with valves and
covers) mass [t] 25.48 30.67 31.87 36.15
height [m] 2.55
Exhaust valve, complete
mass [t] 3.15
DE 7.13 DE 5.45 DE 7.13 DE 10.49 DE 10.49 DE 12.17
length [m] 10.48 12.16
Rail unit FE 7.12 FE 10.48 FE 10.48 FE 8.80 FE 10.48 FE 12.16
mass [t] 9.91 11.42 13.56 15.07 16.60 18.06 19.57 22.58
length [m] 2.08 2.53 2.88
Supply unit
mass [t] 2.86 2.93 3.36
Note: DE: refers to section on driving end
FE: refers to section on free end
Remark: For engine dimensions and masses see tables H1 and H2.
For turbocharger and scavenge air cooler masses see tables C1 and C2.
Table H3 Dimensions and masses of main components

H2.2 Thermal expansion at the turbocharger expansion joint

Before expansion pieces, enabling connections X
a)
between the engine and external engine services, a)
are to be made it is important to take into account
the thermal expansion of the engine. The expan-
sions are defined as follows (see also fig. H2):
• Transverse expansion (X) Y

Distance from crankshaft centerline to the
centre of gas outlet flange
• Vertical expansion (Y)
Distance from bottom edge of the bedplate to
the centre of gas outlet flange
• Longitudinal expansion (Z)
Distance from engine bedplate aft edge to the Z
a) Gas outlet flange
centre of gas outlet flange F10.5266
Fig. H2 Thermal expansion, dimensions X, Y, Z

Table H4 shows the figures of the expected ther-
mal expansion from ambient temperature
(T = 20 °C) to service temperature.
Cylinder No. 6 7 8 9 10 11 12 13 14
2x 2x 2x 3x 3x 3x 3x 3x 4x
Turbocharger type
TPL85 TPL85 TPL85 TPL85 TPL85 TPL85 TPL85 TPL TPL85
No 2 No 2 No 2 No 3 No 3 No 3 No 3 No 3 No 4
Turbocharger location
Distance X [mm] 4506 4506 4506 4506 4506 4506 4506 4506 4506
Thermal expansion ∆x [mm] 1.8 1.8 1.8 1.8 1.8 1.8 1.8 1.8 1.8
Distance Y [mm] 10826 10826 10826 10826 10826 10826 10826 10826 10826
Thermal expansion ∆y [mm] 4.4 4.4 4.4 4.4 4.4 4.4 4.4 4.4 4.4
Distance Z [mm] 11777 16717
Thermal exansion ∆z [mm] 4.7 6.6
Remark: For details of engine pipe connections refer to section F5.
Table H4 Expected thermal expansion figures at turbocharger gas outlet

H2.3 Contents of fluid in the engine

System fluid
6 7 8 9 10 11 12 13 14
Cylinder cooling water [kg] 3350 3620 4050 4450 4670 5430 5600 6210 6900
Lubricating oil [kg] 2410 2640 3080 3420 3740 4040 4350 4650 4980
Water in scavenge [kg] 1240 1240 1240 1240 1880 1880 1880 1880 2520
air cooler(s) *1)
[kg] 7000 7500 8370 9110 10290 11350 11830 12740 14400
engine *2)

Table H5 Fluid quantities in the engine
H2.4 Space requirements and dismantling heights
H2.4.1 Crane requirements H2.4.2 Piston dismantling heights
• An overhead travelling crane, of 11.5 metric Figures H3 and H4 show the dismantling height for
tonnes minimum, is to be provided for normal vertical piston lifting. For the possibility of reducing
engine maintenance. the standard piston dismantling height applying
• The crane is to conform to the requirements of special tools and/or tilted piston position please
the classification society. ask WCH. These dimensions are for guidance only
and may vary depending on the crane dimension,
As a general guide Wärtsilä Switzerland Ltd rec- handling tools and dismantling tolerances.
ommend a two-speed hoist with pendent control, This dimensions are absolutely not binding.
being able to select high or low speed, i.e., high However, please contact Wärtsilä Switzerland Ltd
6.0 m/minute, and low 0.6–1.5 m/minute. Winterthur or any of its representatives if these va-
lues cannot be maintained, or more detailed in-
formation is required.

H.
6000 kg *) 9620 kg *) 10250 kg 3150 kg Piston rod

Piston with rod complete Cylinder liner Cylinder cover with Exhaust valve
and gland box exhaust valve complete complete
*) weight of lifting tool included and water guide jacket

Cylinder cover studs
RT-flex96C
General installation aspects
H–7
Piston and gland box dismantling
Proposal with small crane hook
340.675/1
Fig. H3 Space requirements and dismantling heights for vertical piston lifting
25.89.07.40 – Issue XI.06 – Rev. 0

5970 kg *) 9375 kg *) 10250 kg 3150 kg Piston rod
Piston with rod complete Cylinder liner Cylinder cover with Exhaust valve
and gland box exhaust valve complete complete
*) weight of lifting tool included and water guide jacket
Cylinder cover studs
25.89.07.40 – Issue XI.06 – Rev. 0

H–8
Piston and gland box dismantling
H.
Proposal with big crane hook
340.675/2
RT-flex96C

H2.4.3 Dismantling of scavenge air cooler
4410
Beam
660
4410
2518
min. 5500
Beam
(12500)
min. 5500
2029
293
In order to facilitate the dismantling of the scavenge

air coolers, an adequate lifting facility may be fore-
seen as shown in figure H5.
F10.5301
Fig. H5 Dismantling of SAC
H2.4.4 Removal of connecting rod
Connecting rod
Supporting frame
Carrier rollers
This arrangement is required
only for 7-cyl. engines with
“two-level-platform special”, see fig. H22.
Floor plate
The removal of the connecting rods re-

quires an adequate floor plate. The surface
should be even and must withstand a point
load of approx. 4 tons. 298.858
Fig. H6 Removal of connecting rod

H3 Outlines of Wärtsilä RT-flex96C engines
ments with ABB TPL and MHI MET binations (number of cylinders, number and type
turbochargers. of turbochargers ) are available on request.
Driving end
*1)
Free end
*1) see figures H3 and H4
Scale in mm
352.873
Fig. H7 End elevation of Wärtsilä 7RT-flex96C engines with 2 x ABB TPL85-B turbochargers

Scale in mm
Plan view
= Space for removal
352.873
Fig. H8 Exhaust side elevation and plan view of Wärtsilä 7RT-flex96C engine with 2 x ABB TPL85-B turbochargers

Driving end
*1)
Free end

= Space for removal
Scale in mm
356.294
Fig. H9 End elevation of Wärtsilä 8RT-flex96C engines with 2 x ABB TPL85-B turbochargers

Scale in mm
= Approx. centre of gravity Plan view

= Space for removal
356.294

Driving end
*1)
Free end

= Space for removal
Scale in mm
355.455b
Fig. H11 End elevation of Wärtsilä 9–13RT-flex96C engines with 3 x ABB TPL85-B turbochargers

Scale in mm = Approx. centre of gravity

Plan view = Space for removal
355.455b

Driving end
*1)
Free end

= Space for removal
Scale in mm
361.162
Fig. H13 End elevation of Wärtsilä 6–8RT-flex96C engines with 2 x MHI MET83SE turbochargers

Scale in mm
Plan view = Space for removal
361.162
Fig. H14 Exhaust side elevation and plan view of Wärtsilä 8RT-flex96C engine with 2 x MHI METSE turbochargers

Driving end
*1)
*1)
Free end

= Space for removal
Scale in mm
354.050
Fig. H15 End elevation of Wärtsilä 9–12RT-flex96C engines with 3 x MHI MET83SE turbochargers

Scale in mm
= Space for removal
Plan view
354.050

Scale in mm
= Space for removal
Plan view
352.191a


Scale in mm
= Space for removal
Plan view
354.931

Driving end
*1)
Free end

= Space for removal
Scale in mm
359.290
Fig. H19 End elevation of Wärtsilä 14RT-flex96C engines with 4 x MHI MET83SE turbochargers

H.

RT-flex96C
H–23
Scale in mm
= Space for removal
359.290
Fig. H20 Exhaust side elevation of Wärtsilä 14RT-flex96C engine with 4 x MHI METSE turbochargers
25.89.07.40 – Issue XI.06 – Rev. 0

Fig. H21 Plan view of Wärtsilä 14RT-flex96C engine with 4 x MHI METSE turbochargers
Scale in mm
Plan view
359.290

H4 Platform arrangements
The following platform outline illustrations repre- The drawings of other combinations (number of
sent engine arrangements with ABB TPL and cylinders, number and type of turbochargers) and
MHI MET turbochargrers. This selection of out- drawings of platform details are available on
lines doesn’t cover all variations of the RT-flex96C request.
engines
Rail unit platform

Upper platform
Lower platform
Service platform
Service ladder
352.874a
Fig. H22 Two level platform arrangement (special) for 7RT-flex96C with 2 x ABB TPL85-B, view to driving end

Exhaust side Fuel side
Rail unit platform

Upper platform
Lower platform
Service platform
Service ladder
352.874a
Fig. H23 Two level platform arrangement (special) for 7RT-flex96C with 2 x ABB TPL85-B, view to free end

Upper platform
Lower platform
352.874a
Fig. H24 Lower platform and upper platform for 7RT-flex96C with 2 x ABB TPL85-B

Rail unit platform
Service platform
352.874a
Fig. H25 Service platform and rail unit platform for 7RT-flex96C with 2 x ABB TPL85-B

Rail unit platform

Upper platform
Lower platform
Supply unit pedestal
Service ladder
356.450
Fig. H26 Two level platform arrangement for 8–12RT-flex96C with 2 x ABB TPL85-B, view to driving end

Rail unit platform

Upper platform
Lower platform
Service ladder
356.450
Fig. H27 Two level platform arrangement for 8–12RT-flex96C with 2 x ABB TPL85-B, view to free end

Upper platform
Lower platform
356.450

Rail unit platform
356.450
Fig. H29 Supply unit pedestal and rail unit platform for 8RT-flex96C with 2 x ABB TPL85-B

Upper platform
Lower platform
355.475

Rail unit platform
355.475

Free end
Fig. H32 Upper platform for 12RT-flex96C with 3 x ABB TPL85-B

Upper platform
Driving end
354.976

Free end
Fig. H33 Lower platform for 12RT-flex96C with 3 x ABB TPL85-B

Lower platform
Driving end
354.976

Rail unit platform
354.976

Rail unit platform

Upper platform
Lower platform
Service platform
Service ladder
367.286
Fig. H35 Two level platform arrangement (special) for 7RT-flex96C with 2 x MHI MET83SE, view to driving end

Rail unit platform

Upper platform
Lower platform
Service platform
Service ladder
367.286
Fig. H36 Two level platform arrangement (special) for 7RT-flex96C with 2 x MHI MET83SE, view to free end

Upper platform
Lower platform
367.286
Fig. H37 Lower platform and upper platform for 7RT-flex96C with 2 x MHI MET83SE

Rail unit platform
Service platform
367.286
Fig. H38 Service platform and rail unit platform for 7RT-flex96C with 2 x MHI MET83SE

Rail unit platform

Upper platform
Lower platform
Service ladder
362.702
Fig. H39 Two level platform arrangement for 10T-flex96C with 2 x MHI MET83MA, view to driving end

Rail unit platform

Upper platform
Lower platform
Service ladder
362.702
Fig. H40 Two level platform arrangement for 10RT-flex96C with 2 x MHI MET83MA, view to free end

Upper platform
Lower platform
362.702
Fig. H41 Lower platform and upper platform for 10RT-flex96C with 2 x MHI MET83MA

Rail unit platform
362.702
Fig. H42 Supply unit pedestal and rail unit platform for 10RT-flex96C with 2 x MHI MET83MA

Rail unit platform

Upper platform
Lower platform
Service ladder
359.453
Fig. H43 Two level platform arrangement for 14RT-flex96C with 4 x MHI MET83, view to driving end

Rail unit platform

Upper platform
Lower platform
Service ladder
359.453
Fig. H44 Two level platform arrangement for 14RT-flex96C with 4 x MHI MET83, view to driving end

Free end
Fig. H45 Upper platform for 14RT-flex96C with 4 x MHI MET83SE

Upper platform
Driving end
359.453

Free end
Fig. H46 Lower platform for 14RT-flex96C with 4 x MHI MET83SE

Lower platform
Driving end
359.453

Rail unit platform
25.89.07.40 – Issue XI.06 – Rev. 0

H–50
H.
359.453
RT-flex96C
Fig. H47 Rail unit platform and supply unit pedestal for 14RT-flex96C with 4 x MHI MET83SE

H5 Engine seating
H5.1 Introduction
The engine seating is integral with the double-bot- terial as used for the chocks. The engine holding-
tom structure and is to be of sufficient strength to down stud is inserted in the sleeve and tightened
support the weight of the engine, transmit the pro- in the same way as the normal studs. This hydrauli-
peller thrust, withstand external couples and cally tightened holding-down stud is of the same
stresses related to propeller and engine design, except for the length, as the normal hold-
resonance. ing-down stud used to fasten the engine to the tank
The longitudinal beams situated under the engine top. Drilling and reaming of the holes in the engine
are to extend forward of the engine-room bulkhead bedplate is carried out by the engine manufacturer.
by at least half the length of the engine and aft as The thrust sleeves with the final tolerance and the
far as possible. holding-down studs are supplied by the shipyard.
The maximum allowable rake for these engines is
3° to the horizontal.
H5.2.2.2 Drilling of the holes in the tank
top plate
Before any engine seating work can be performed
make sure that the engine is aligned with the The holes for the thrust sleeves must be drilled or
intermediate propeller shaft as described in flame-cut in the tank top plate before setting the
section L1.4. engine in position. These holes are prepared
while observing the dimensions given on the draw-
H5.2 Engine seating with epoxy resin ing ‘Chocking and drilling plan for engine seat-
chocks ing with epoxy resin chocks’. The holes for the
normal holding-down studs can be drilled or flame-
H5.2.1 Introduction cut either before or after setting the engine in
position.
Apart from the normal, conventional engine hold-
ing-down studs used to fasten the engine to the
H5.2.2.3 Chock thickness
tank top plate, a different design is to be applied
for the propeller thrust transmission. The pro-
Since the chock thickness cannot be precisely de-
peller thrust is transmitted from the engine thrust
termined before engine alignment is finalized, the
bearing to the bedplate and to the tank top plate
standard design of the holding-down stud, thrust
which is part of the ship’s structure by means of
sleeve and conical washer allows for the applica-
the a) thrust sleeves or b) fitted studs located
tion of chock thicknesses from 30 up to 50 mm. To
adjacent to the engine thrust bearing.
avoid additional machining of the sleeve to adjust
its length, the conical washer is provided with a
H5.2.2 Thrust sleeve larger bore compared to the sleeve’s external di-
ameter. The sleeve can protrude beyond the top
H5.2.2.1 Fitting plate more or less, the space in the washer allows
for this variable. At the project stage, if chock thick-
The thrust sleeve is fitted in the bottom plate of the
nesses are foreseen to be more than 50 mm or
engine bedplate and cast in the tank top plate. The
less than 30 mm, the length of the thrust sleeve
diameter of the flame-cut or drilled hole for the
and its corresponding holding-down stud as well
thrust sleeve in the tank top is larger than the dia-
as the length of the normal holding-down stud must
meter of the sleeve to allow engine alignment with-
be adapted accordingly. Please note: In any case,
out remachining of the hole. The sleeve in the tank
if the minimum thickness is less than 30 mm, the
top plate hole is then fixed with epoxy resin ma-
epoxy resin supplier must be consulted.

H5.2.3 Fitted stud H5.2.4 Pouring of the epoxy resin

chocks
H5.2.3.1 Fitting
H5.2.4.1 Conditions before pouring
The fitted stud is fitted in the bottom plate of the en-
gine bedplate, the epoxy resin chock and the tank • Engine fully aligned.
top plate. The holes in the bedplate and the top • All side stoppers welded in place, wedges not
plate are reamed together when the engine is com- fitted.
pletely aligned. The fitted stud is then inserted and • When using thrust sleeves (see figure H50):
the chocks are poured. The engine bedplate is de- Thrust sleeves and their accompanying hold-
livered with pre-drilled holes. The fitted studs with ing-down studs inserted into the correspon-
the final tolerance and the holding-down studs are ding holes with the nuts slightly tightened by
supplied by the shipyard. hand. The conical washers and the sponge
rubber sealings fixed correctly under the tank
H5.2.3.2 Drilling of the holes in the tank top plate. Contact surface washer/top plate
top plate smeared with gasket sealant.
• When using fitted studs (see figure H51):
The holes in the tank top plate for the fitted studs Fitted studs inserted in the corresponding
are to be pre-drilled when the engine is placed in holes and slightly tightened by hand. The coni-
position. Then drill out and ream the pre-drilled cal washers fixed correctly under the tank top
holes in the bedplate together with the holes in the plate.
tank top plate to the foreseen final diameter. The • For normal holding-down studs (see figure
holes for the normal studs are drilled with the same H52): Sponge rubber plugs or similar inserted
diameter as those in the bedplate. into bedplate where normal studs are applied.
H5.2.3.3 Chock thickness H5.2.4.2 Pouring

Pouring of the epoxy resin chocks together with its
preparatory work must be carried out either by ex-
termined before the engine alignment is finalised,
perts of the epoxy resin manufacturers or by their
the standard design of the fitted stud allows for the
representatives. Their instructions must be strictly
application of chock thicknesses from 30 up to
observed. In particular, no yard work on the engine
50 mm. At the project stage, if chock thicknesses
foundation may proceed before completion of the
are foreseen to be more than 50 mm or less than
curing period of the epoxy resin chocks.
30 mm, the length of the fitted stud and also of the
normal holding-down stud must be adapted ac-
The filler material for the thrust sleeve holes is
cordingly. Please note: In any case, if the mini-
identical to that used for the chocks. The following
mum thickness is less than 30 mm, the epoxy resin
epoxy resin materials have been approved by
supplier must be consulted.
Wärtsilä for the chocking of Wärtsilä two-stroke
marine diesel engines:
• Epocast 36, HA Springer

• Chockfast Resin Type PR610TCF
(Chockfast Orange)
• EPY, Marine Service, Szczecin

H5.2.5 Tightening the holding-down studs

The instructions of the epoxy resin manufacturers All engine holding-down studs are tightened by
or their representatives concerning the curing means of a hydraulic pre-tensioning jack. The
period must be strictly observed before any work tightening procedure begins at the driving end and
on the engine foundation may proceed. continues alternating from side to side in the direc-
On completion of the curing period the supporting tion of the engine free end.
devices, i.e. jacking wedges etc., must be removed After tightening all engine holding-down studs, fit
before the holding-down studs are tightened. the side stopper wedges.
Pre-tension force per stud Hydraulic tightening pressure Code number of hydraulic pre
Fv [kN] *1) p [bar] tensioning jack *2)
650 1000 94145
Remark: *1) Including an efficiency loss during tightening process.

*2) The hydraulic pre-tensioning jack is part of the engine builder’s tool kit (refer to section J2).
Table H6 Tightening pressures
H5.2.6 Engine foundation
Notes:
For section ‘A-A’ refer to Fig. H49.
For section ‘B-B’ refer to Fig. H65 up to Fig. H73.
For view on ‘C-C’ and D-D refer to Fig. H50 and Fig. H52.
367.548/367.553
Fig. H48 Engine seating and foundation

Remarks:
For a guideline see figure F25 `Lubricating oil drain tank'.
Note:
The lub. oil drain tank can also be designed without cofferdam.
367.085
Fig. H49 Engine seating (foundation) with epoxy resin chocks

H5.2.7 Engine holding-down studs
Arrangement before pouring the epoxy resin chocks Arrangement after pouring the epoxy resin chocks
367.073 Note: For parts list see table H7. For section B–B refer to figures H65 through H73.
Fig. H50 Cross section of thrust sleeve with holding-down stud and epoxy resin chocks
Note: For parts list see table H7. For section B–B refer to figures H65 through H73.
367.147
Fig. H51 Cross section of fitted holding-down stud with epoxy resin chocks

367.073/367.147
Note: For parts list see table H7. For section B–B refer to figures H65 through H73.
Fig. H52 Cross section of normal holding-down stud with epoxy resin chocks
Number of cylinders 6 7 8 9 10 11 12 14 6 7 8 9 10 11 12 14
Remarks
Pos. Description Execution with thrust sleeves Execution with fitted studs
001 Round nut M64 64 72 82 90 98 106 114 130 64 72 82 90 98 106 114 130
002 Bush 12 14 16 18 20 22 24 26 – – – – – – – –
003 Elastic bolt M64 x 680 64 72 82 90 98 106 114 130 52 58 66 72 78 84 90 104
These parts
004 Sleeve 12 14 16 18 20 22 24 26 – – – – – – – – cover a stan-
dardized
005 Conical socket 12 14 16 18 20 22 24 26 – – – – – – – –
chock thick-
006 Conical socket 52 58 66 72 78 84 90 104 64 72 82 90 98 106 114 130 ness of
30 mm up to
Spherical round nut 50 mm.
007 64 72 82 90 98 106 114 130 64 72 82 90 98 106 114 130
M64
011 Bush 52 58 66 72 78 84 90 104 64 72 82 90 98 106 114 130
012 Fitted stud M64 x 680 – – – – – – – – 12 14 16 18 20 22 24 26
008 Damming plate for chock geometry see figures H65 through H73 Material and
009 Sponge rubber sealing 12 14 16 18 20 22 24 26 – – – – – – – – design deter-
mined by
010 Rubber plug 52 58 66 72 78 84 90 104 52 58 66 72 78 84 90 104 shipyard.
Table H7 Parts list for engine seating with epoxy resin chocks

001 Round nut M64 002 Bush
246.413 367.067
003 Elastic bolt M64 x 680
366.972
004 Sleeve
005 Conical socket
366.974
367.068
006 Conical socket
Material for all parts: 34CrMo4
Note: For all position numbers refer to figures H50 through H52
and parts list, table H7.
These drawings are not drawn to scale.
366.970
Fig. H53 Engine holding-down studs

007 Spherical round nut M64 008 Damming plate 009 Sponge rubber sealing
Sharp edges removed 0.2 x 45°
246.418
367.116
367.119
011 Bush
010 Rubber plug
367.109
366.973
012 Fitted stud
367.070
Material for all parts except pos 008, 009, 010: 34CrMo4
Note:
For all position numbers refer to figures H50 through H52
and parts list, table H7.
These drawings are not drawn to scale.
Fig. H54 Details of sleeve, sockets, and round nuts

H5.2.8 Engine seating side stoppers
Design 1
Design 1: Welded from

sheet metal parts
Design 2: Laser or flame

cut from a thick plate
Fitting of the side stoppers

*1). Weld the stoppers in
place when the engine is aligned.
*2). Fit the wedges when the

engine holding down bolts are
tightened.
Number of Number of
cylinders side stoppers
246.411 6 8
7 8
Design 2 8 10
9 12
10 12
11 14
12 14
14 16
Note:
For the arrangement and number
of side stoppers refer to figures
H56 through H64.
246.412
Fig. H55 Engine seating side stoppers

Welded type side stoppers
25.89.07.40 – Issue XI.06 – Rev. 0

(255)
246.882
Flame-cut type side stoppers
H–60
H.
(255)
246.888
Fig. H56 6RT-flex96C engine side stopper arrangement

RT-flex96C

H.

RT-flex96C
(255)
246.882
H–61
(255)
246.888
25.89.07.40 – Issue XI.06 – Rev. 0

25.89.07.40 – Issue XI.06 – Rev. 0

(255)
246.882
H–62
H.
(255)
246.888

RT-flex96C

H.

RT-flex96C
(255)
246.884
H–63
(255)
246.889
25.89.07.40 – Issue XI.06 – Rev. 0

25.89.07.40 – Issue XI.06 – Rev. 0

(255)
246.884
H–64
H.
(255)
246.889

RT-flex96C

H.

RT-flex96C
(255)
246.886
H–65
(255)
246.890
25.89.07.40 – Issue XI.06 – Rev. 0

25.89.07.40 – Issue XI.06 – Rev. 0

(255)
246.886
H–66
H.
(255)
246.890

RT-flex96C

Drawing available on request.



338.543
338.544

6RT-flex96C Plan view B–B, refer to Fig. H48.
H.
H5.2.9

RT-flex96C
Chocking and drilling plan
H–69
Side stopper Epoxy resin chock
Note:
For details of view X-X and Y refer to figure H74 and table H9.
For details of chocks refer to table H8
367.292 For details of side stoppers refer to figure H55.
Fig. H65 6RT-flex96C chocking and drilling plan for engine seating with epoxy resin chocks
25.89.07.40 – Issue XI.06 – Rev. 0

25.89.07.40 – Issue XI.06 – Rev. 0

Free end
Driving end
H–70
H.
Note:

RT-flex96C

H.

RT-flex96C
H–71
Note:
25.89.07.40 – Issue XI.06 – Rev. 0

25.89.07.40 – Issue XI.06 – Rev. 0

H–72
H.
Note:

RT-flex96C

H.

RT-flex96C
H–73
Note:
25.89.07.40 – Issue XI.06 – Rev. 0

25.89.07.40 – Issue XI.06 – Rev. 0

H–74
Driving end
Free end
H.
Note:

RT-flex96C

H.

RT-flex96C
H–75
Note:
25.89.07.40 – Issue XI.06 – Rev. 0

13RT-flex96C
25.89.07.40 – Issue XI.06 – Rev. 0

H–76
H.
RT-flex96C

H.

RT-flex96C
Driving end
14RT-flex96C
Free end
H–77
Note:
For details of view X-X and Y
refer to figure H74 and table
H9.
For details of chocks refer to
table H8
For details of side stoppers refer
to figure H55.
Side stopper
Epoxy resin chock
367.222
25.89.07.40 – Issue XI.06 – Rev. 0

Dimensions of epoxy resin chocks *1)

Max. permanent
Total net Required quantity
Number of mean surface pres- Total Required
chocking of epoxy resin material
cylinders sure of chock chock length chock depth
area *3)
*2)
min. max.
(N/mm2) (mm) (mm) (cm2)
(dm3)
6 4.5 10 375 D 745 150 050 456 910
7 4.5 11 935 D 715 166 600 503 1005
8 4.5 14 285 D 680 189 550 573 1143
9 4.5 15 845 D 670 207 100 626 1248
10 4.5 17 405 D 660 224 050 677 1352
11 4.5 18 965 D 655 242 250 732 1461
12 4.5 20 525 D 650 260 150 787 1569
13 4.5 D
14 4.5 23 645 D 630 290 414 878 1751
Remark: *1) For the layout is taken into consideration:

– Engine mass (incl. net engine mass, vibration damper, flywheel, water, and oil)
– Engine holding down studs fully tightened according to fitting instructions.
*2) The max. permissible mean surface pressure of the epoxy resin chocks has to be determined by the shipyard in accordance
with the classification society/rules.
*3) Referring to a standardized chock thickness of 30 up to 50 mm.
Table H8 Details and dimensions of epoxy resin chocks
Number of Total number of Execution with thrust sleeves (see Fig. H74) Execution with fitted studs (see Fig. H74)
cylinders holes No. ĞA (mm) No. ĞB (mm) No. ĞA (mm) No. ĞB (mm)
+3 pre-drilled for
6 64 12 140 52 74$2 12 62 52 74$2
–0 Ğ 65H7
+3 pre-drilled for
7 72 14 140 58 74$2 14 62 58 74$2
–0 Ğ 65H7
+3 pre-drilled for
8 82 16 140 66 74$2 16 62 66 74$2
–0 Ğ 65H7
+3 pre-drilled for
9 90 18 140 72 74$2 18 62 72 74$2
–0 Ğ 65H7
+3 pre-drilled for
10 98 20 140 78 74$2 20 62 78 74$2
–0 Ğ 65H7
+3 pre-drilled for
11 106 22 140 84 74$2 22 62 84 74$2
–0 Ğ 65H7
+3 pre-drilled for
12 114 24 140 90 74$2 24 62 90 74$2
–0 Ğ 65H7
+3 pre-drilled for
13 140 74$2 62 74$2
–0 Ğ 65H7
+3 pre-drilled for
14 130 26 140 104 74$2 26 62 104 74$2
–0 Ğ 65H7
Table H9 Number and diameter of holes drilled into top plate
367.292/367.505
Execution with thrust sleeves Execution with fitted studs Hole for engine holdingdown studs
Fig. H74 Drilling plan details

H5.3 Engine alignment tools
Section A–A Section B–B
Arrangement for pre-alig ment with hydraulic jack Arrangement for final alignment with wedge
= Supporting wedge
368.946/367.642
Fig. H75 Alignment with hydraulic jack and wedge
Position Description 6 cyl. 7 cyl. 8 cyl. 9 cyl. 10 cyl. 11 cyl. 12 cyl 13 cyl. 14 cyl.
1) Hydraulic jack on each rip (see figures H76 to H81)
001 Supporting wedge 16 18 22 24 26 28 30 34
Table H10 Parts list for wedge and hydraulic jack

H5.3.1 Position of engine alignment tools
Note: for cross section A–A and B–B see Fig. H75
Fig. H76 Position of engine alignment tools for 6–7RT-flex96C
367.642
7RT-flex96C
367.642
6RT-flex96C

H.
8RT-flex96C

RT-flex96C
367.645
9RT-flex96C
H–81
367.645
25.89.07.40 – Issue XI.06 – Rev. 0

10RT-flex96C
25.89.07.40 – Issue XI.06 – Rev. 0

367.739
11RT-flex96C
H–82
H.
367.739
RT-flex96C


Fig. H79 Position of engine alignment tools for 12RT-flex96C
12RT-flex96C
367.830


13RT-flex96C

14RT-flex96C
338.546

H6 Engine coupling
Figure H82 gives a dimensioned cross-section of To tighten the coupling bolts it is important to work
the engine coupling showing the arrangement of methodically, taking up the threads on opposite
the fitted bolts, details of the nuts, and table H11 bolts to hand tight followed by sequential torque
gives the quantity. tightening. Mark each bolt head in turn, 1, 2, 3, etc.,
and tighten opposite nuts in turn to an angle of 55°
H6.1 Fitting coupling bolts making sure the bolt head is securely held and un-
able to rotate with the nut. Castellated nuts are to
Drilling and reaming of the engine and shaft coup- be locked according to the requirements of class
lings is to be carried out using a computer numeri- with either locking wire or split pins. Use feeler
cally controlled drilling machine or accurately gauges during the tightening process to ensure the
centred jig and great care is to be taken in matching coupling faces are properly mated with no
and machining mating flanges together. Fitted bolt clearance.
hole tolerances are to be H7 and fitted bolts are to
be available for inserting in the holes on comple-
tion of reaming. Each fitted bolt is to be stamped
with its position in the coupling with the same mark
stamped adjacent to the hole.
In the event of pitch circle error leading to misalign-

ment of bolt holes it is important to remedy the situ-
ation by joint cylindrical reaming an oversize hole
and fitting an individually machined fitted bolt.
Fitted bolts are to locate with a slight interference
fit but not requiring heavy hammer blows. If there
is any doubt that a fitted bolt is too slack or too tight
refer to the classification society surveyor and a
representative of the engine builder.

298.385a
Fig. H82 Engine coupling fitted bolt arrangement
Number of fitted bolts 16 18 20 20 20 22 24 24 24
Table H11 Quantity of engine coupling fitted bolts

Recommended design of bolts and nuts for crankshaft coupling
298.385a
Fig. H83 Detail of coupling bolt and nut

246.379a
Fig. H84 Engine coupling and flywheel casing.

H7 Engine earthing
H7.1 Introduction
Electric current flows when a potential difference On vessels with star-wound alternators the neutral
exists between two materials. The creation of a po- is considered to be earth and electrical devices are
tential difference is associated with ‘thermoelec- protected by automatic fuses. Ensure instrument
tric’ by the application of heat, ‘tribo-electric’ be- wiring meets the building and classification society
tween interactive surfaces, ‘electrochemical’ when specifications and is shielded and isolated to pre-
an electrolytic solution exists and ‘electromagnetic vent induced signal errors and short circuits. In cer-
induction’ when a conducting material passes tain cases large items of machinery are isolated
through a magnetic field. Tracking or leakage cur- from their foundations and couplings are isolated
rents are created in machinery by any of the above to prevent current flow, e.g., when electric motors
means and if they are not adequately directed to are connected to a common gear box.
earth, can result in component failures, in some
case fires and interference with control and moni- Retrospective fitting of earthing devices is not un-
toring instrumentation. common but due consideration is to be given at the
design stage to adequate shielding of control
H7.2 Preventive action equipment and earthing protection where tracking
and leakage currents are expected. Magnetic in-
Earthing brushes in contact with slip-rings and the duction and polarisation are to be avoided and de-
chassis bonded by braided copper wire are com- gaussing equipment incorporated if there is likely
mon forms of protecting electric machines. Where to be a problem.
operating loads and voltages are comparatively
low then the supply is isolated from the machine by
an ‘isolating transformer’, often the case with hand
held power tools. The build specification dictates
the earthing procedure to be followed and the
classification society is to approve the final
installation.

H7.3 Earthing slip-rings
H7.3.1 Main shaft earthing system

Figures H85 and H86 show a typical shaft earthing Wärtsilä recommend installing a shaft earthing de-
system. The slip-ring (1) is supplied as matched vice on the intermediate shafting as illustrated in
halves to suit the shaft and secured by two tension figure H86.
bands (2) using clamps (12). The slip-ring mating
faces are finished flush and butt jointed with solder.
The brushes (4) are housed in the twin holder (3)
clamped to a stainless steel spindle (6) and there
is a monitoring brush (11) in a single holder (10)
clamped to an insulated spindle (9). Both spindles
are attached to the mounting bracket (8). The elec-
tric cables are connected as shown in figure H87
with the optional voltmeter. This instrument is at
the discretion of the owner but it is useful to ob-
serve that the potential to earth does not rise above
100 mV.
Differing combinations of conducting material are

available for the construction of the slip-rings how-
ever, alloys with a high silver content are found to
be efficient and hard wearing.
F10.4354
Fig. H85 Shaft earthing arrangement
F10.4355
Fig. H86 Shaft earthing slip-ring arrangement

F10.4356
Fig. H87 Shaft earthing with condition monitoring facility

H8 Engine stays
H8.1 Introduction H8.2 Stays arrangement
Ship vibrations and engine rocking caused by the H8.2.1 Installation of lateral stays – hy-
engine behaviour (as covered in chapter D ‘Engine draulic and friction types
dynamics’) are reduced by fitting longitudinal and
lateral stays. The five-cylinder engines are liable Lateral stays are either of the hydraulic or friction
to strong crankshaft axial vibrations throughout the type. Hydraulic lateral stays are installed, two by
full load speed range, leading to excessive axial two, on the engine exhaust and fuel pump side.
and longitudinal vibration at the engine top. Lateral When using lateral friction stays, two stays are in-
components of forces acting on the crossheads re- stalled on the engine exhaust side.
sult in pulsating lateral forces and side to side or
lateral rocking of the engine. This lateral rocking Table D3 ‘Countermeasures for lateral and longi-
may be transmitted through the engine-room bot- tudinal rocking” indicates in which cases the in-
tom structure to excite localized vibration or hull stallation of lateral stays are to be considered.
resonance.
Please note: For the Wärtsilä RT-flex96C the
minimum number of cylinders is six.
Fitting stays between the engine and the hull re-

duces the engine vibrations and the vibration
transmission to the ship’s structure.

Notes:
X = clear width between engine and ship side
L = length of the roundbar.
When determining X and L observe:
Xmin. = 550mm, L = X - 430mm
with external
bladder accumulator
001 Hydraulic cylinder

002 Hydraulic cylinder with integrated
003 Hex head screw bladder accumulator
004 Roundbar
Engine side Ship side
333.483c
Fig. H88 Lateral stay details – hydraulic type

Engine side Ship side
Notes:
Detail drawings including the fitting instructions are
provided by the engine builder (installation set).
X = clear width between engine and ship side, Xmin.
= 1500mm, Xmax. = 3400mm.
(Actual value X" to be determined by the shipyard.)
Table D3 shows where countermeasures (stays) for
lateral and longitudinal rocking are needed.
338.178b
Fig. H89 Lateral stay details – friction type

H9 Fire protection
H9.1 Introduction Steam as an alternative fire extinguishing medium
is permissible for the scavenge air spaces of the
In areas such as under-piston spaces and crank- piston underside but may cause corrosion if
case, fire may develop. The engine is fitted with a countermeasures are not taken immediately after
piping system which leads the fire extinguishing its use.
agent into the mentioned areas.
In the drawings of section F5 “Engine pipe connec- These countermeasures comprise:
tions” the relevant connection (35) is indicated.
• Opening scavenge spaces and removing oil
The final arrangement of the fire extinguishing sys- and carbon deposits.
tem is to be submitted for approval to the relevant • Drying all unpainted surfaces and applying
classification society, where such protection is re- rust protection (i.e. lubricating oil).
quired.
Note:
H9.2 Extinguishing agents
Steam is not suitable for crankcase fire extin-
Various extinguishing agents can be considered guishing as it may result in damage to vital
for fire fighting purposes. Their selection is made parts such as the crankshaft. If steam is used
either by shipbuilder or shipowner in compliance for the scavenge spaces at piston underside, a
with the rules of the classification society involved. water trap is recommended to be installed at
Table H12 gives the recommended quantity of each entry to the engine and assurance ob-
45 kg bottles of CO2 for each engine. tained that steam shut-off valves are tight
when not in use.

Number of cylinders
MassVolume Mass Size

6 7 8 9 10 11 12 13 14
Carbon-
8 30 45 4 5 6 6 7 8 8 9 10
dioxide
Table H12 Recommended quantities of fire extinguishing medium

I. Engine emissions
I1 Exhaust gas emissions
I1.1 IMO-2000 regulations bsNO x

[g/kWh]
I1.1.1 IMO 25

the specialized agency of the United Nations (UN) 20
dealing with technical aspects of shipping. For
15
I1.1.2 Establishment of emission limits
for ships
10
In 1973 an agreement on the International Con-
was reached. It was modified in 1978 and is now 5
known as MARPOL 73/78.
On May 19th 2005 Annex VI to MARPOL 73/78
became effective. This Annex VI contains regula- 0
tions limiting the allowed air pollution produced by 0 100 200 300 400 500 600 700 800 900 1000
Engine speed [rpm]
ships. In this annex, regulations have been intro- F10.3278
duced to reduce or prohibit certain types of Fig. I1 Speed dependent maximum average NOx
emissions from ships. One of these regulations emissions by engines
prescribes the maximum allowable emissions of
nitrogen oxides (NOx) by engines installed on
ships. This regulation is the only one being of direct
concern for propulsion engine design.
I1.1.3 Regulation regarding NOx

emissions of diesel engines
The following speed-dependent curve in figure I1

shows the maximum allowed average emissions
when running with marine diesel oil (MDO).
The emission value for an engine is calculated ac-
cording to the Technical Code which is part of An-
nex VI and is almost identical with ISO 8178. As
this is an average value it does not imply that the
engine emits nitrogen oxides (NOx) below the
given limit over the whole load range.
Wärtsilä Switzerland Ltd I–1 25.89.07.40 – Issue XI.06 – Rev. 0

I. Engine emissions

Engine power
of engines [% R1]
100 R1

95 Low NOx
R3
Extended
75
IMO regulation 70
R4 R2
The rating field of the Wärtsilä RT-flex96C is divi- Engine speed
65
ded into two areas as shown in figure I2 and com- [% R1]
70 75 80 85 90 95 100
prises the following measures:
Fig. I2 Wärtsilä RT-flex96C: compliance with
I1.2.1 Low NOx Tuning IMO regulations

engine costs and fuel consumption while maintain-
ing the high reliability levels of pre-IMO tuned
engines.

Note:
25.89.07.40 – Issue XI.06 – Rev. 0 I–2 Wärtsilä Switzerland Ltd

I. Engine emissions
I2 Engine noise
Overall
130
130
120
120
110
110
14RT-flex96C
100
100 6RT-flex96C
90
14RT-flex96C
6RT-flex96C
80
80
70
70
60
20 30 40 50 NR60
50
31.5 63 125 250 500 1k 2k 4k 8k
Average values Lp in dB in comparison with ISO’s NR-curves and
F105292 overall average values LpA in dB(A), at nominal MCR under free field conditions.

I. Engine emissions

Overall
140
130
130
14RT-flex96C
120
120
6RT-flex96C
110
110
100
100
90 14RT-flex96C
6RT-flex96C
80
80
70
70
60
20 30 40 50 NR60
50
31.5 63 125 250 500 1k 2k 4k 8k

I. Engine emissions


100
90
80
70
60
14RT-flex96C
50
6RT-flex96C
40
30
31.5 63 125 250 500 1k 2k 4k 8k 16k


I. Engine emissions

J. Tools
J1 Introduction Chapter J is organised as follows:
This chapter illustrates tools available for the run- – Standard tools (J2)
ning and maintenance of the main engine. It ident- Tools and devices required for routine main-
ifies their individual masses and dimensions to as- tenance operations on the engine.
sist in the design and layout of the engine-room
workshop and tool storage facilities. – Recommended special tools (J3)
Additional tools recommended by Wärtsilä
The tools may not be part of the engine supply but Switzerland Ltd, which will allow certain main-
they may be purchased separately and certain tenance operations to be carried out more effi-
items may be removed or added depending on the ciently than with the use of standard tools.
requirements of the shipyard or operator. There-
fore, we recommend a check is made of the extent – Special tools, obtainable on loan (J4)
of delivery before starting the detail design of work- Initially loaned for transportation and erection
shop and storage spaces. of the engine. They are returned to the engine
manufacturer after completion of engine erec-
Please also note that the tools may differ from the tion.
illustrations in this book depending on the source
of supply. – Storage proposal (J5)
Examples of tool panel arrangements and
convenient locations for mounting the panels
adjacent to the engine.
Wärtsilä Switzerland Ltd J–1 25.89.07.40 – Issue XI.06 – Rev. 0

J. Tools
J2 Standard tools
12 x Open-end ring spanners

Code No.: – Mass: –
Location: 1
Purpose: –
Size: 2 of each across flats (AF): 36, 41, 46, 50, 93.7461
55, 60
7x Open-end spanners
Location: 1
Purpose: – 93.7462
Size: each across flats (AF): 65, 70, 75, 80, 85, 95, 110
1x Impact open-end spanner

Location: 1
Purpose: –
Size: AF 110 000.383/93
15 x Impact ring spanners

Location: 1
Purpose: –
93.7464
Size: AF 27, 30, 32, 36, 41, 46, 50, 55, 60, 65,
70, 75, 85, 95, 110,
11 x Allen wrenches
Location: –
Purpose: – 93.7465
Size: AF 5, 6, 8, 10, 12, 14, 17, 19, 22, 24, 27
25.89.07.40 – Issue XI.06 – Rev. 0 J–2 Wärtsilä Switzerland Ltd

J. Tools
3x Right angle screwdrivers

Location: –
Purpose: –
Size: 1 of each size: b = 10 mm
b = 12 mm
b = 25 mm
b 93.7466
18 x Rods
Location: 1
Purpose: for pre-tensioning jacks
Size: 3 of each diameter Ø 7 mm, Ø 7.5 mm
Ø 9 mm, Ø 15 mm
Ø 20 mm, Ø 33 mm
000.379/93
6x Eye bolts
Location: 1
Purpose: –
Size: M16 x 145
Lifting capacity: 380 kg
000.378/93
7x Hexagon plug spanners

Location: –
Purpose: –
Size: AF 11, 12, 14, 17, 19, 22, 27
000.377/93

J. Tools
3x Snap ring tongs

Location: 1
Purpose: –
Size: 1 of each type C8
C19
000.376/93
C40
3x Snap ring tongs

Location: 1
Purpose: –
Size: 1 of each type A10
A19
A40 000.375/93
1x Snap ring tongs

Location: 1
Purpose: –
Size: A41
014.381/06
64 x Eye bolts
Location: –
Purpose: –
Size / lifting capacity:
8 of each size: M10 / 230 kg
M12 / 340 kg
M16 / 700 kg
M20 / 1200 kg
M24 / 1800 kg 000.374/93
M30 / 3200 kg
M36 / 4600 kg
4 of each size: M42 / 6300 kg
M48 / 8600 kg

J. Tools
4x Lifting-eye nuts
Location: 1
Purpose: –
Size / Lifting capacity: M48 / 8600 kg
001.584/97
10 x Grip screws
Location: 1
Purpose: –
000.372/93
Size: 2 of each size: M4x150, M5x150, M6x150,
M8x150, M10x150
8x Pullers
Location: 1
Purpose: for taper and cylindrical dowels and pins
Size: 1 of each size: M4, M5, M6, M8,
M10, M12, M16, M20 000.371/93
1x High pressure grease gun

Location: –
Purpose: for lubricating grease nipples on fuel injection pump
regulating linkage
Size: –
000.370/93
2x Torque wrenches
Code No.: – Mass: 10.3 kg
Location:
Purpose: 005.657/99
Size: (1 x with range of adjustment 20–120 Nm)
with open end spanner inserts AF 27, 30
(range of adjustment 140–620 Nm)
with open end spanner inserts AF 24, 27, 46, 55

J. Tools
1x Torque wrench
Location: –
Purpose:
010.229/02
Size: (range of adjustment 2–25 Nm)
Adapter piece 3/8”–1/2” and 1/4”–3/8”
1x Torque wrench 1/2”

Location: –
Size: (range of adjustment 20–200 Nm) 010.230/02
1x Torque wrench 3/4”

Location: –
Size: (range of adjustment 140–760 Nm)
with extension tube
adapter piece 3/4”–1/2” 010.231/02
shell type ratchet ¾"-¾"
including a tool box
1x Socket wrench insert 3/4”

Size: each across flats (AF): 46
1x Adapter piece 3/8’–1/4” 010.232/02
1x Allen wrench
Size: across flats (AF): 3
010.233/02
1x Tool box
Location: –
Purpose: (with an universal set of hex head drivers)
000.368/93
Size: 1/2”
1x Universal set of hexagon head drivers 1/2”

Location: –
000.367/93
Size: each across flats (AF): 4, 5, 6, 8, 10, 12, 14, 17, 19

J. Tools
b d c f g
1x Testing device
Location: –
Purpose: for pneumatic elements
Parts: a) Air pump
b) Pressure gauge 0–4 bar
c) Pressure gauge 0–6 bar
d) Pressure gauge 0–16 bar
e) HP hose
f) Setting tool
g) Measuring connection M12x1
h) Measuring connection M14x1
h a e 002.552/98
2x Spur-geared chain block

Code No.: – Mass: approx. 340 kg
Location: –
Purpose: –
Capacity: 3000 kg, 5000 kg, 7500 kg
012.232/04
1x Inside micrometer
Code No.: 94101 Mass: –
Location: A
000.366/93
Purpose: (with case)
Size: Measuring range 50–1010 mm
1x Extension
Code No.: 94101a Mass: –
Location: A
000.365/93
Purpose: –
Size: Length 480 mm

J. Tools
2x Double pre-tensioning jacks

Code No.: 94114 Mass: approx. 40 kg
Location: B
Purpose: for tensioning the studs to the main bearing
Size: X = 246 mm
(including metal box)
012.234/04
1x Lifting tool
Location: –
Purpose: for removal and fitting of the 008.541/01
main bearing shell
X
Size: X = 320 mm, max. lifting capacity 250 kg
X
2x Roller supports
Code No.: 94117 Mass: 12.3 kg
Location: –
Purpose: for removal and fitting the main bearing
Size: X = 140 mm, max. lifting capacity 1050 kg 012.236/04
3x Turning-out devices
Code No.: 94118b, c, d Mass: 4.5 kg
Location: 8
Purpose: for removal and fitting main bearing shells
94118b X = 385 mm, lifting capacity 250 kg
for the narrow main bearing shells
94118c X = 436 mm, lifting capacity 250 kg
for the wide main bearing shells
94118d X = 422 mm, lifting capacity 250 kg
for the main bearing shell at the free end
010.930/03

J. Tools
1x Lifting yoke
Location: 8
Purpose: for removal and fitting of the
main bearing shell
Size: X = 390 mm, lifting capacity 250 kg
005.934/00
1x Lifting eye bolt

Location: 8
Purpose: for removal and fitting of main bearing cover 005.933/00
Size: with collar nut M24, lifting capacity 1800 kg
15 x Wire rope
Code No.: 94120b–p Mass: –
Location: 8
Purpose: for removal and fitting of the
main bearing cover and main bearing shells
005.932/00
Size: rope Ø 10 mm, max. 1050 kg, with one shackle
various lengths, X from 300 mm up to 3200 mm
1x Wire ropes
Code No.: 94120q Mass: –
Location: 8
Purpose: for removal and fitting of the X
main bearing cover and main bearing shells 008.551/01
Size: rope Ø 10 mm, max. 1050 kg, with two shackles
X = 1000 mm
1x Feeler gauge
Location: A
Purpose: – 000.361/93
Size: –
1x Special feeler gauge

Location: A
Purpose: for main bearing
Size: X = 625 X 000.395/93

J. Tools
2x Depth gauge
Code No.: 94124, 94126 Mass: –
012.237/04
Location: A
Purpose:
94124 measuring range 250 mm
94126 measuring range 700 mm 000.394/93
1x Support
Location: Floor
Purpose: for the removal of the main bearing shells
Size: X = 1430 mm X
009.946/02
2x Working platforms
Location: –
Purpose: (consisting of two grids each)
Size: X = 1150 mm
000.392/93
2x Working supports
Code No.: 94143 Mass: 4 kg/unit
Location: –
Purpose: – X
Size: X = 920–1170 mm
009.323/01

J. Tools
1x Pre-tensioning jack
Location: B
Purpose: for foundation bolts and engine stays,
Size: X = 170 mm
including a metal box
008.132/96
1x Ladder
Location: Floor
X
Purpose: for access to crank case
Size: X = 1550 mm
000.706/97
1x Turning-out device
Code No.: 94155 Mass: 29 kg
Location: 8
Purpose: for the removal of thrust bearing pads
(when 1-part gear wheel installed)
for 6 & 7 cylinder engines
Size: X = 266 mm
96.7521
Code No.: 94155a Mass: 17 kg
Location: 8
(when 2-part gear wheel installed)
for 6 & 7 cylinder engines 96.7676
Size: X = 266 mm

J. Tools
Code No.: 94155b Mass: 13 kg
Location: 8
(for 8–14-cyl engines)
Size: X = 331 mm
001.581/97
2x Pre-tensioning jacks
Location: B
Purpose: for tie rods
Size: X = 480 mm, (including metal box)
012.239/04

J. Tools
1x Device
Location: –
X
Purpose: for fitting and transporting a cylinder liner
Consisting of:
1x Suspension bracket
When
Code No.: 94202 big crane hook
Size: X = 400 mm, max. lifting capacity 9200 kg 94202 applied
2x Suspension straps
94206
Code No.: 94206
with 2 screws each
Size: X = 275 mm
X
2x Special screws M48
003.972/96
Code No.: 94207
94207
for screwing the straps 94206 to the cylinder liner
1x Device
Code No.: 94201a Mass: approx. 300 kg X
012.240/04
Location: –
Consisting of:
1x Suspension bracket
When
Code No.: 94202a small crane hook
Size: X = 340 mm, max. lifting capacity 9200 kg applied 94202c
2x Plates 94202b
Code No.: 94202b
Size: X = 164 mm
2x Guide plates
Code No.: 94202c
Size: X = 164 mm
012.241/04 X X
Code No.: 94206a
with 2 screws each
Size: X = 325 mm 94206a
2x Special screws M48
Code No.: 94207
for screwing the straps 94206 to the cylinder liner
X
003.972/96
94207

J. Tools
M20
Location: –
Purpose: for removal and fitting of the antipolishing ring
X
Size: X = 146 mm, max. lifting capacity 30 kg
(with screws M20x25)
005.928/00
1x Set of wire ropes

X
Location: –
Purpose: for removal and fitting antipolishing rings
Size: X = 1000 mm
012.242/04
1x Hydraulic tensioning device b

Location: B
Purpose: for tensioning the cylinder cover studs
consisting of:
a pre-tensioning jacks
b high-pressure hoses, 900 mm long
c suspension device
d piston reset devices

J. Tools
1x Measuring equipment for cylinder pressure

Location: –
X
Purpose: –
Size: x = 165 mm, stored in wooden box
012.243/04
1x Ladder
Location: –
Purpose: access to cylinder liner bore
Size: x = 3600 mm
000.420/93
1x Measuring gauge
X
Location: –
Purpose: for measuring cylinder liner bore
(accessory for inside micrometer,
000.419/93
tool No 94101)
Size: X = 3246 mm
1x Feeler gauge
Location: A 000.418/93
Purpose: for checking bearing clearances
Size: 10 blades, each 600 mm in length

J. Tools
Location: B
Purpose: for exhaust valve cage
Size: X = 345 mm
012.245/04
6x Retaining screws
Location: –
Purpose: for exhaust valve X
Size: X = 112 mm
012.246/04
1x Valve seat fitting and extracting device

Location: –
Purpose: –
Size: X = 810 mm
001.426/97
1x Valve protector
Location: W 000.414/93
Purpose: (only to be applied for transporting a

complete exhaust valve)
Size: X = 750 mm

J. Tools
2x Jack screws
Location: W
Purpose: for guide bush of exhaust valve
000.413/93
Size: X = M16x150 mm
X
1x Suspension device
Location: W+4
Purpose: for cylinder cover and exhaust valve cage
Size: X = 1000 mm, when applied big crane hook
max. lifting capacity: 12000 kg
a X = 365 mm (2 x special eye nuts)
b X = 110 mm (3 x protection caps)
X
b
X
a a
003.971/96
Code No.: 94265c Mass: approx. 129 kg
Location: W+4
Size: X = 932 mm, when applied small crane hook
max. lifting capacity: 11000 kg
a X = 365 mm (2 x special eye nuts)
b X = 110 mm (3 x protection caps)
012.247/04
X
b
X
a a
003.971/96

J. Tools
1x Supporting device
Location: –
Purpose: for removal and mounting the water guide jacket
Size: X = 1835 mm
X
012.248/04
1x Device
Location: 4
X
Purpose: for overhauling the injection valve seat

in the cylinder cover
Size: X = 565 mm
003.294/00
1x Protection cap
Location: –
X
Purpose: for injection valve

1 piece each nozzle
Size: X = 110 mm
001.092/97

J. Tools
1x Test bench G.M.T.

Location: W
Purpose: for setting and testing of
X
– injection valves
– relief valves
(on intermediate fuel accumulator)
Size: X = 2030 mm
009.764/02
1x Test bench OBEL

Location: W
Purpose: for setting and testing of
– injection valves
– relief valves
(on intermediate fuel accumulator)
Size: X = 2030 mm
X
1x Valve holder
(to OBEL test bench)
Location: W 013.579/05
Purpose: for checking and adjusting of
X
– fuel overpressure safety valve

Size: X = 149 mm

J. Tools
1x Gauge
Location: 2
X
Purpose: for checking wear and burn scar on the
exhaust valve seat
Size: X 220 mm
002.563/98
1x Rotation device
Location: W
Purpose: for valve cage (to be used on fitting,
dismantling and grinding operations)
Size: X = 1510 mm
X
001.632/97
X
1x Carrier
Code No.: 94290b Mass: –
Location: 2
Purpose: for mounting and dismantling fuel pump
Size: X = 380 mm
including:
– 2 screws M16x55 014.382/06
– 2 screws M20x35
1x Gauge
Location: 2
Purpose: for checking wear on disc of the
exhaust valve spindle
Size: X = 290 mm
004.772/98

J. Tools
1x Crank web deflection checking set

Location: A
000.412/93
Purpose: –
Size: X = 364 mm (wooden box) X
X
Location: B
Purpose: for tensioning connecting rod studs to bottom end bearing
Size: X = 330 mm
Code No.: 94315 Mass: 37.1kg/unit
Location: B
Purpose: for tensioning the connecting rod studs to top end bearing
and for tensioning the studs of the supply unit
Size: X = 245 mm
4x Retaining pins
Code No.: 94323 Mass: 49.1 kg/unit
X
Location: 9
Purpose: to prop up crosshead guide shoes when
removing or fitting a connecting rod or a crosshead
Size: X = 125 mm 000.409/93
1x Cover and lifting plate

Location: –
Purpose: for crosshead
Size: X = 505 mm
max. lifting capacity 16000 kg
X
012.263/04

J. Tools
2x Holders
Code No.: Mass: 2.4 kg/unit
Location: –
Purpose: for removal of crosshead guide shoe 001.631/97
Size: X = 70 mm
2x Guide piece
Code No.: 94325a Mass: 2.8 kg/unit
Location: –
Purpose: for removal of crosshead guide shoe
Size: X = 70 mm
2x Device
Location: –
Purpose: for removal and mounting the bearing shell
of bottom end bearing 012.265/04
Size: X = 406 mm

J. Tools
1x Supporting frame
X
Location: –
Purpose: for removal and fitting the connecting rod
Size: X = 1892 mm
001.629/97
1x Supporter
Code No.: 94329 Mass: 32 kg X
Location: –
Size: X = 580 mm
1x Lifting device
Location: –
Size: X = 1000 mm
001.627/97

J. Tools
X
2x Roller supports
Location: –
Purpose: for removal and fitting of a connecting rod,
and for inspection of the bearing shell of the
top end bearing
Size: X = 1955 mm
consisting of 2 support elements 002.704/98
1x Carrying roller
Location: –
Purpose: for removal and fitting of a connecting rod,
and for inspection of the bearing shell of the
top end bearing
Size: X = 300 mm
001.625/97
1x Lifting device
Location: – a
Purpose: to the piston for the removal of the
crosshead bearing cover
Size: max. lifting capacity 5000 kg
Consisting of:
b
X
X
Size: X = 180 mm
2x Wire rope with hook

c
Size: X = 1940 mm
4x Eyebolts M36
Code No.: 94333c Mass: –
001.314/97

J. Tools
1x Lifting device
a
Code No.: 94334 Mass: – 012.266/04
Location: –
Purpose: for dismantling and fitting the bottom end bearing X
of the connection rod
Consisting of:
1x Lifting beam
Size: X = 990 mm b
1x Suspension
012.267/04
Size: X = 560 mm
c
1x Lifting support
X
Size: X = 515 mm
2x Shims
X
Code No.: 94334d Mass: –
012.268/04
Size: X = 66 mm
4x Eye bolts
e, f
Code No.: 94334e,f Mass: – X
Size: 2 x 94334e: M64 012.270/04
2 x 94334f: M24 d
012.269/04
5x Wire ropes
Code No.: 94334g,h,i Mass: –
Size: 2 x 94334g: rope Ø 10 mm, X = 1060 mm,
max. 1050 kg, with shackle g, h, i Ø
2 x 94334h: rope Ø 10 mm, X = 1200 mm,
max. 1050 kg, with shackle
1 x 94334i: rope Ø 12 mm, X = 1600 mm,
max. 1500 kg, with shackle
005.932/00
1x Holder X
Location: W
Purpose: for locating the crosshead
Size: X = 494 mm
including 1 screw M24x35
012.271/04

J. Tools
1x Piston ring expander

Location: –
Purpose: to widen the gap, when dismantling/fitting
the piston rings
Size: X = 324 mm
1x Reversible ratchet
94338b
012.583/04
1x HYTORC torque machine

Code No.: 94339 Mass: 3.9 kg c
Location: –
Purpose: for tightening screwed connection of crosshead and guide
shoe
Included: high pressure hose ’c’ and metal box
1x Reaction arm
Size: X = 76 mm 001.624/97
1x Socket wrench insert AF55

Size: X = 87 mm
1x Socket wrench insert AF55

Code No.: 94339c Mass: – 001.622/97
Length: approx. 3599 mm

working pressure max. 1000 bar
Location: –
Purpose: for screw connection of piston rod
for mounting screws of turning gear
Size: X = 160 mm
7056–03/F101168

J. Tools
Code No.: 94341/94341a Mass: approx. 89 kg
Location: W
Purpose: for piston
Size: max lifting capacity 13000 kg
94341 X = 811 mm, when applied big crane hook 001.408/96
94341a X = 871 mm, when applied small crane hook X

94341c 2 x distance plates
94341d 2 x distance plates
1x Insertion funnel
Location: 4
Purpose: for fitting the pistons
Size: X = 1187 mm
Including: 2 Holders
2 screws M16x35
2 screws M48x65
X 005.923/00
1x Insertion funnel (2-part)

Location: 4
Purpose: for fitting the pistons
Size: X = 1187 mm
Including: 2 Holders
2 screws M16x35
2 screws M48x65
2 fitted screws M48 x 55
012.664/05
X
2x Distance holders
Location: –
X
Purpose: for removal and fitting of piston rod gland and piston
Size: X = 600 mm
001.407/96

J. Tools
1x Clamp ring
Code No.: 94345b Mass: 5.4 kg
X
Location: –
Purpose: –
Size: X = 90 mm 000.402/93
1x Gauge
X
Location: –
Purpose: for fitting scraper rings
Size: X = 400 mm
011.507/04
1x Cover plate X
Code No.: 94345d Mass: 79 kg
Location: –
Purpose: for covering bore of piston rod gland in cyl. block
(when piston and gland are removed)
Size: X = 792 mm 000.400/93
2x Fitting tools
Code No.: 94345e Mass: –
X
Location: –
Purpose: for tensioning of the tension spring
to the piston rod gland
Size: X = 160
004.284/98
4x Distance pieces
X
Code No.: 94345f Mass: –
Location: –
Purpose: for fitting of rings to the upper gland group
Size: X = 520 mm
2 pieces each 11 and 19 mm thick 005.655/99

J. Tools
Location: –
Purpose: for elastic studs of piston crown
Size: X = 126 mm
012.276/04
1x Popping device
Code No.: 94347 Mass: 28 kg X
Location: –
Purpose: for changing compression shims
Size: X = 700 mm
consisting of 4 supports
008.552/01
1x Threading tap
Location: –
Purpose: for removing carbon deposits in threaded bores
of the piston crown
Size: M27
000.398/93

J. Tools
2x Devices
Location: –
Purpose: for supporting piston and removal of
piston rod gland
Size: X = 800 mm
012.277/04
2x Jacking screws
Location: –
Purpose: for separating piston crown from piston skirt 7056–03/F101198
Size: M20 X
2x Jacking screws
Location: –
Purpose: for separating piston skirt from piston rod
Size: M24
7056–03/F101198
X
1x Template
Location: 5
Purpose: for shape of top of piston crown
Size: X = 1130 mm
001.423/97

J. Tools
1x Template
X
Code No.: 94366a Mass: 1.3 kg
Location: 5
(for use with piston in situ)
001.422/97
Size: X = 1115 mm
6x Adjusting devices
Location: – 7056–03/F101217
Purpose: for for alignment of intermediate gear wheel
Size: X = 270 mm X
Location: –
Purpose: for for alignment of intermediate gear wheel
(for 11 cylinder engines)
Size: X = 500 mm
including: – 2 shackles
– 1Screw with nut M36x40
014.384/06
1x Tightening device
Location: –
Purpose: for 2-part gear wheel on crankshaft 94412a
(supplied only for engine equipped with
2-part gear wheel on crankshaft)
Size: X = 150 mm
Consisting of:
1x Extension with holder

Code No.: 94412a
94412d 94412e
2x Impact ring spanners
Code No.: 94412b
1x Forked piece 94412c 94412b
Code No.: 94412c
1x Hydraulic ram with forked piece
Code No.: 94412d
1x Retaining wrench (AF75) 003.987/96
Code No.: 94412e

J. Tools
1x Connecting piece
X
Location: –
Purpose: for removing and fitting
of fuel cams on camshaft
Size: X = 247 mm
004.027/96
Devices (roller lifting tools)

X
Location: –
Purpose: for cutting out & in fuel pump(s)
depending on number of cylinders
4 x for 6 & 7 cyl. engines
6 x for 8–10 cyl. engines
8 x for 11–14 cyl. engines 012.278/04
Size: X = 116 mm
1x Fitting and dismantling device

Location: –
Purpose: for removal and fitting of the guide pin
to the fuel pump
Size: X = 304 mm
008.762/00
1x Cover
Location: –
Purpose: for removal and fitting the fuel pump
Size: X = 120 mm
including screws M12x70
X 012.280/04

J. Tools
1x Lifting support
Location: – X
Purpose: for removal and fitting the cover and bearing cover
of supply unit
for 8–14 cyl. engines
Size: X = 2807 mm
012.281/04
Location: – X
Purpose: for removal and fitting the cover to camshaft wheel
of supply unit
for 8–14 cyl. engines
Size: X = 1645 mm
012.282/04
1x Lifting support
Location: – X
Purpose: for removal and fitting the cover and bearing cover
of supply unit
for 6 & 7 cyl. engines
Size: X = 2383 mm
014.386/06

J. Tools
1x Fork lever
Location: –
Purpose: for removal and fitting the camshaft
of supply unit X
Size: X = 239 mm
012.283/04
Distance holder
Location: – 008.764/01
Purpose: to disconnect fuel pumps
Size: X = 95 mm
4 units for 6–7 cyl. engines
Location: –
Purpose: to elastic bolt of bearing of
supply unit
Size: X = 195 mm
including metal box
00.7014
Location: –
Purpose: to elastic bolt of gear wheel of
supply unit
Size: X = 155 mm
including metal box
012.284/04

J. Tools
2x Distance bushes
Location: – X
Size: X = 166 mm
012.285/04
1x Socket wrench
X
Location: –
Size: X = 206 mm
012.286/04
2x Round bars
Location: –
X
012.287/04
Size: X = 100 mm, Ø 6 mm
1x Device
Code No.: 94561 Mass: – 014.387/06
Location: –
Purpose: for removal and fitting of pinion to supply unit X
Size: X = 1376 mm

J. Tools
X
1x Cam adjusting gear
Location: –
Purpose: for cams
Size: X = 300 mm
012.293/04
2x Supports
Location: –
Purpose: for removal and fitting the camshaft
Size: X = 1097 mm X
012.296/04
2x Tension nuts
Location: – X
Purpose: to supports 94566
012.302/04
Size: X = 692 mm
1x Assembly template
Code No.: 94567, 94567a Mass: –
Location: – X
Purpose: for removal and fitting the bearing shells
of the supply unit
Size: X = 100 mm, Pipe X = 200 012.297/04

J. Tools
Blank flange
Location: –
Purpose: to fuel pump
Size: X = 110 mm X
Blank flange
Location: –
Purpose: to intermediate fuel accumulator
Size: X = 110 mm X
012.298/04
X
1x Rail and trolley
Code No.: 94571, 94571c Mass: –
Location: –
Purpose: for removal and fitting the intermediate
gear wheel of the supply unit
Size: X = 2565 mm X = 280 mm
012.300/04

J. Tools
1x Assembly tool
Location: –
Purpose: for removal and fitting fuel pump X
012.301/04
Size: X = 905 mm
1x Tube
Code No.: 94583 Mass: – X
Location: –
Purpose: for pressure build-up in fuel rail
during commissioning
Size: X = 687.5 mm
012.303/04
1x Lifting plate
Location: –
Purpose: for removal and fitting injection control unit X
Size: X = 300 mm
012.304/04
2x Screw plugs
X
Location: –
Purpose: for fuel rail
Size: X = 220 mm
011.975/04

J. Tools
4x Shut-off plugs
Location: –
X
Purpose: for servo oil rail and servo oil return
Size: X = 145 mm 011.955/04
4x Conical plugs
Location: – X 011.976/04
Purpose: for servo oil return

Size: X = 20 mm
2x Withdrawing tools
Location: – X X
Purpose: for removing lip seal from injection
control unit
Size: X = 310 mm and 683 mm
012.308/04
2x Assembling device
Location: –
Purpose: for assembling fuel pump
Size: X = 270 mm
014.390/06

J. Tools
1x Mandrel
X
Location: –
Purpose: for fitting piston seal ring into lower housing
on supply unit
Size: X = 70 mm
X
1x Impact wrench
Location: –
Purpose: for assembling fuel pump on supply unit 94598
Size: X = 256 mm
2x Extensions 1” X
Size: X = 330 mm
94598b
1x socket spanner insert 1”
94598a 014.389/06
Size: AF 46 mm
2x Dismantling device with trolley

Code No.: 945651, 94651c Mass: –
Location: –
Purpose: for auxiliary blower 009.995/02
Size: –
2x Centring studs
Location: –
000.427/93
Purpose: for removal and fitting of electric motor X
of auxiliary blower
Size: 615 mm

J. Tools
2x Covers
In case of turbocharger break down
Location: –
Purpose: to gas inlet housing and exhaust manifold
2 to 4 units depending on design
Size: X = 810 mm (for ABB TPL85)
Purpose: to air connection
1 to 2 units depending on design
Size: X = 750 mm (for ABB TPL85)
Purpose: to gas inlet housing and exhaust manifold
2 to 4 units depending on design 000.487/93
Size: X = 840 mm (for MHI MET83)

Purpose: to air connection
1 to 2 units depending on design X
Size: X = 735 mm (for MHI MET83)
X
1x Carriage
Location: –
Purpose: for removal of water separator
Size: X = 641 mm
012.321/04
1x Pulley
Location: –
Purpose: for removal and fitting of water separator
Size: X = 230 mm X
012.322/04
1x Support
X
Location: –
Size: X = 440 mm 012.323/04

J. Tools
1x Lifting device
Location: –
X
Size: X = 2386 mm
012.324/04
1x Wire rope
Ø
Location: –
012.325/04
Purpose: for removal and fitting of water separator X
Size: X = 3350 mm, Ø 8 mm
lifting capacity 600 kg
2x Lifting lugs
Location: –
Purpose: for removal and fitting of expansion piece
to exhaust valve cage
Size: X = 636 mm
1x Blank flange
Location: –
Purpose: for blanking off starting air pipe
during emergency operation
Size: X = 320 mm
004.017/96

J. Tools
1x Regrinding device
Location: –
Purpose: for sealing surfaces on hydraulic piping
of the exhaust valve
(for radius of 100 mm)
Size: X = 110 mm
012.326/04
1x Regrinding device
Location: –
Purpose: for sealing surfaces on servo oil piping
(for radius of 100 mm)
Size: X = 90 mm
012.327/04
2x Regrinding devices
Code No.: 94872, 94872a Mass: –
Location: –
Purpose: for sealing surfaces on fuel pressure piping
Size: 94872: X = 44 mm
for inner diameter of 12 mm 012.328/04
94872a: X = 25 mm
for inner diameter of 8 mm

J. Tools
1x Turnbuckle
Location: –
Purpose: for removing and fitting fuel pressure piping
Size: X = 70 mm
X
012.329/04
1x Spring balance
Location: –
Purpose: for tensioning toothed belt of crank
Size: X = 430 mm
014.408/06
2x Hook spanners
Code No.: 94924, 94925 Mass: –
Location: –
Purpose: for crank angle sensor
Size: 94924: X = 205 mm
008.771/00
94925: X = 242 mm

J. Tools
Hydraulic parts and pump 94936
94935a
1x HP oil pump
Code No.: 94931
1x Pressure gauge
Code No.: 94932
94934e
Ø 10 mm, connecting branch G1/2”
working pressure 0–2500 bar 94932a
1x Pressure gauge 94934a
Code No.: 94932a
Ø 10 mm, connecting branch G1/2”
working pressure 0–1600 bar 94934d
1x Hydraulic distributor
Code No.: 94934a
2x Connection blocks 001.547/97
Code No.: 94934c 012.335/04
2x Connecting elements 94942 94935

Code No.: 94934d
1x Plug piece
Code No.: 94934e
3x HP hoses
Code No.: 94935
length approx. 1800 mm
2x HP hoses
Code No.: 94935a
working pressure max. 1800 bar 001.547/97
length approx. 1800 mm
4x HP hoses 94931 94932
Code No.: 94935b
length approx. 700 mm 94934c
2x Hydraulic jacks (718 kN)
94935b
Code No.: 94936
1x Hydraulic unit
Code No.: 94942 012.336/04

J. Tools
J2.1 Tools for SAC according to Maintenance Manual page 6601–1/A1

X
1x Lifting device
Location: –
Purpose: for removal and fitting of cooler element
and cooler pre-stage
Size: X = 910 mm
014.396/06
1x Lifting device
Location: –
Purpose: for removal and fitting of cooler element
and cooler pre-stage
Size: X = 1780 mm
014.397/06
X
1x Extension
Location: –
Purpose: to lift device 94660
Size: X = 1780 mm
Including: screws M20x60 and nuts 014.398/06
X
1x Extension
Location: –
Purpose: to lift device 94660
Size: X = 1780 mm
Including: screws M20x60 and nuts 014.398/06

J. Tools
1x Roller plate
Location: –
Purpose: for removal and fitting of of SAC
Size: X = 2346 mm
Including: 8 screws M12x80
8 screws M20x40
X 012.312/04
1x Beam
Location: – X
Purpose: for removal and fitting of SAC
Size: X = 1738 mm 012.314/04
4x Swivel lugs
Location: –
Purpose: for removal and fitting pre-stage of SAC
Size: X = 1000 mm X
012.315/04
1x Wire rope
Code No.: 94666 Mass: – X
Ø
Location: –
Size: X = 385, Ø 18 mm
lifting capacity 5600 kg at ( 60
with 2 shackles
012.316/04
1x Wire rope
Code No.: 94666a Mass: – Ø X
Location: –
Size: X = 600, Ø 18 mm
with 3 shackles
012.317/04

J. Tools
2x Wire ropes
Code No.: 94666b, c Mass: – Ø
X
Location: –
Size: X = 842 mm (94666b)
X = 623 mm (94666c)
Ø 8 mm
012.318/04
2x Wire ropes
Code No.: 94666d, e Mass: – Ø
Location: –
Size: X = 1809 mm (94666d)
X
X = 809 mm (94666e) 012.319/04
Ø 8 mm

J. Tools
J2.2 Tools for SAC according to Maintenance Manual page 6601–1/A2
2x Lifting devices
Location: –
Purpose: for removal and fitting of main cooler
Size: X = 1780 mm
014.400/06
1x Extension
Location: –
Size: X = 1740 mm
Including: screws M20x45
014.401/06
1x Roller plate
Location: –
Purpose: for removal and fitting of of SAC
Size: X = 2346 mm
Including: 8 screws M12x80
8 screws M20x40
X 012.312/04
1x Support
X
Location: –
Size: X = 187 mm
014.402/06

J. Tools
1x Support
Location: –
X
for 6, 8, 10, 12, 14 cyl. engines
Size: X = 1027 mm
014.403/06
1x Support
Location: –
Size: X = 1653.5 mm (7 cyl. engines)
014.405/06
X = 1146.0 mm (9 cyl. engines)
X
X
2x Supports
Location: –
Purpose: for removal and fitting of cooler pre-stage
Size: X = 1181 mm
014.406/06
1x Beam
Location: – X
Size: X = 1758 mm 012.314/04
4x Swivel lugs
X
Location: –
Size: X = 1758
Including: 4 x disc94665c 014.407/06

J. Tools
2x Wire ropes
Code No.: 94666f,g Mass: – Ø
Location: –
Size: X = 2809 mm (94666f)
X
X = 1809 mm (94666g) 012.319/04
Ø 10 mm
2x Wire ropes with shackles

Code No.: 94666h,i Mass: – Ø
X
Location: –
Size: X = 842 mm (94666h)
X = 623 mm (94666i)
Ø 8 mm
012.318/04

J. Tools
J3 Recommended special tools
2x Manual ratches
2x Manual ratches
2x Manual ratches
2x Manual ratches

Location: –
Size: 7500 kg lifting capacity

Location: –
Size: 3500 kg lifting capacity
012.232/04
2x Wedges X
Location: –
Purpose: for hydraulic jacks 94936
Size: X = 130 mm 001.610/97
1x Milling cutter
Code No.: 94278c Mass: 12 kg
Location: –
Purpose: for cleaning pilot receiving cone in the
valve guide bush
Size:
000.491/93

J. Tools
1x Valve seat grinding machine, complete

Location: W
Purpose: for the reconditioning of the exhaust valve seats
Type: with pneumatic drive
004.010/96
1x Valve grinding device complete

Location: W
Purpose: –
Size: –
003.989/96

J. Tools
1x Grinding device
Code No.: 94299 Mass: 14.6
X
Location: W
Purpose: for removing a possibly built-up
wear ridge at top of cylinder liner running surface
Size: X = approx 600 mm
000.463/93
1x Tool cupboard
Location: W
X
Purpose: –
Size: X = 1120 mm
000.500/93
1x Connecting flange
X
Location: –
Purpose: for pre-lubrication of to and bottom end bearing
Size: X = 130 mm
000.462/93

J. Tools
1x Dismantling device
X
Location: –
Purpose: for removal of the piston rod gland
downwards
Size: X = 1300 mm
008.550/01
1x Pressure testing device

Location: –
Purpose: for piston
Size: X = 400 mm
000.461/93
X
1x Equipment case
Location: –
Purpose: with instruments for measuring chrome layers
Size: X = 280 mm
1x Equipment case
Location: –
Purpose: for removing and fitting fuel cams
Size: X = 540 mm X 014.409/06

J. Tools
1x Metal box
Location: –
Purpose: for storage of spare filter cartridges
012.235/04
1x Distance holder
X
Location: –
Purpose: for setting fuel cam No (1)
Size: X = 365 mm
014.495/06
1x Distance holder
X
Location: –
Purpose: for setting fuel cams No (2) and (4)
Size: X = 200 mm 014.496/06
1x Distance holder
X
Location: –
Size: X = 300 mm 014.497/06
1x Positioning unit
X
Location: –
014.498/06
Size: X = 160 mm

J. Tools
X
1x Jack
Location: –
Purpose: for removal of a jammed fuel pump plunger
(with 12-hole cover
Size: X = 270 mm
1x Jack
Location: –
Purpose: for removal of a jammed fuel pump plunger
(with 16-hole cover
Size: X = 270 mm 014.499/06
1x Short tappet
Location: –
Purpose: to jack 94595(a)
Size: X = 222 mm X
1x Long tappet
Location: – 014.500/06
Size: X = 344 mm
1x Piston reset tool

Location: –
Size: X = 173 mm (pumps with 12-hole cover)
X = 163 mm (pumps with 16-hole cover) 014.501/06
X
2x Screws M30
Code No.: 94595e Mass: – X
Location: –
Purpose:
Size: X = 400 mm 014.502/06

J. Tools

Location: –
Purpose: for removing and fitting the electric motor to the
auxiliary blower
Size: carrying capacity 2000 kg
000.460/93
Covers
Location: –
Purpose: in case of turbocharger breakdown
for air outlet
Size: X = 750 mm, for ABB TPL85-B
X = 705 mm, for MHI MET83
1–3 covers depending on design
000.487/93

J. Tools
J4 Special tools, obtainable on loan
1x Measuring apparatus
X
Location: –
Purpose: for levelling the bedplate
consisting of:
4 supports, 4 weights with wire
1 measuring underlay
Size: X = 1400 mm
4x Thread protectors
M30
Location: –
X
Purpose: to upper threads of tie rods, when fitting
a cylinder jacket
004.063/96
Size: X = 225 mm
X
1x Thread protector
Location: –
Purpose: to lower thread of tie rod
Size: X = 155 mm 000.458/93
1x Fitting device
Location: –
X
Purpose: for insulation tubes in cylinder liner
Size: X = approx. 706 mm 001.608/97
1x Extractor
Location: – X
Purpose: for insulation tubes
Size: X = approx. 890 mm 001.608/97

J. Tools
1x Lifting tool complete

Location: –
Purpose: for transporting a complete supply unit
of 11- and 12-cylinder engines
Size: X = 2365 mm
consisting of:
012.334/04
94574a 1 holder, X = 176 mm
94574b 3 holders, X = 125 mm
X
X
94574a 94574b
X
1x Transport tool x2
94690b
Location: –
x1
Purpose: for rail module to 3 cylinders
Size: X = 350 mm
max. lifting capacity 24 000 kg
1x Lifting element
Size: X1 = 1750 mm
1x Lifting element 94690a

Size: X2 = 1750 mm
014.410/06

J. Tools
1x Transport tool
Location: –
Purpose: for rail module to 4 or 6 cylinders
Size: X = 5040 mm
1x Lifting element
94690b
1x Lifting element
X
1x Bracket
Size: X2 = 1680 mm
1x Transport tool
94690c
Location: –
Purpose: for rail module to 5 or 7 cylinders 94690a
Size: X = 6860 mm
1x Lifting element
X1
1x Lifting element 014.411/06

1x Bracket
Size: X2 = 3360 mm
1x Alignment tool
Location: –
Purpose: for the crank angle sensor
Size: X = 172 mm
008.773/00

J. Tools
J5 Storage proposal
J5.1 Introduction
The following proposals are a guide and intended

to assist the shipyard in deciding where and how
to locate the main-engine tools. The quantity and
actual layout of the tool panels may have to be
agreed between the shipyard and the ship owner
and their location depends on the design and lay-
out of the engine room, however tool panels should
be easily accessible, located in clean, well venti-
lated and dry areas with the tools protected against
rust. It is advisable to create tool inventories to en-
able engine-room staff to keep a proper check of
the condition and location of the tools.
The extent of the supplies and services is deter-

mined exclusively by the relevant supply contract.
The figure shown on the right is an artists impres-

sion of a convenient solution to storing tool panels.
F10.5093
Fig. J1 Tool panel storage arrangement

J. Tools
J5.2 Tool panels
Tool 1 2 3 Hydraulic
cabinet Valve rotating device store
Nozzle test
A room B
Workshop space (W)
Upper platform (UP) 4
Lower
platform (LP) 5 7
Floor (F) 8 9
Panel 1 General tools

Panel 2 Valve seat grinding / control tools
Panel 3 Nozzle dismantling / overhaul
Panel 4 Cylinder liner / head dismantling
Panel 5 Piston dismantling / overhaul
Panel 7 Piston / various tools
Panel 8 Crankcase tools
Panel 9 Gear drive dismantling / control
A Tool cabinet
B Hydraulic tools and fittings
F10.5288
Fig. J2 Tool panel location

J. Tools
Panel 1
(typical)
Design number and arrangement of panels

for general tools in the workshop according to
shipbuilders / owners practice.
(Not available from Wärtsilä Switzerland Ltd)
F10.3389
Fig. J3 Tool panel 1: General tools

J. Tools
Panel 2
94323
Outline
drawings
and code
numbers
of tools.
94279 94292
X: approx. 900 mm
Y: approx. 450 mm
Z: approx. 140 mm
F10.5095
Fig. J4 Tool panel 2: for valve seat grinding / control tools

J. Tools
Panel 3
Spanners
Outline
drawings
and code
numbers
of tools.
X
Y
X: approx. 900 mm
Y: approx. 450 mm
Z: approx. 240 mm
F10.5096
Fig. J5 Tool panel 3: for nozzle dismantling / overhaul

J. Tools
Panel 4
94345
Outline
drawings
and code
numbers
of tools.
94265
94342
94265
94811
94270
Z
X
Y
X: approx. 1400 mm
Y: approx. 1400 mm
Z: approx. 400 mm
F10.5097
Fig. J6 Tool panel 4: for cylinder liner / head dismantling

J. Tools
Panel 5
94338 94363
94348
Outline
drawings
94364 and code
numbers
of tools.
94410
94345b
94345c
Z
X
Y
X: approx. 1000 mm
Y: approx. 1000 mm
Z: approx. 220 mm
F10.5108
Fig. J7 Tool panel 5: for piston dismantling / overhaul

J. Tools
Panel 7
94831 Outline
drawings
and code
numbers
of tools.
Z
X
Y
X: approx. 900 mm
Y: approx. 900 mm
Z: approx. 170 mm
F10.5100
Fig. J8 Tool panel 7: for piston / various tools

J. Tools
Panel 8
94155 94155a
Outline
drawings
and code
94118 numbers
94120 of tools.
94119
X
Y
X: approx. 900 mm
Y: approx. 450 mm
Z: approx. 260 mm
F10.5101
Fig. J9 Tool panel 8: Crankcase tools

J. Tools
Panel 9
94323
Outline
drawings
and code
numbers
of tools.
94325
X: approx. 900 mm
Y: approx. 450 mm
Z: approx. 320 mm
F10.5102
Fig. J10 Tool panel 9: for gear drive dismantling / control

J. Tools

K. Spare parts
K1 Introduction
This chapter illustrates spare parts required for The spare parts may not be part of the engine sup-
running and maintenance of the main engine and ply but they may be ordered separately and certain
turbocharger. This enables the designer to calcu- items may be deleted or added depending on the
late the total additional mass to be carried and the requirements of the shipyard or operator. There-
illustrations are an aid to designing the storage fore we recommend that the extent of delivery is
facilities. For details of the spare parts required for determined before designing the storage facilities.
the auxiliary and ancillary equipment refer to
manufacturer’s literature. The spare parts are taken from the list of spare
parts. The recommendation by Wärtsilä Switzer-
land is based on 20 000 hours of operation.
K2 Engine spare parts
Parts needed to comply with the classification societies requirement of class and enable routine mainten-
ance and repair work to be carried out by the engine-room staff.
DF 11324
DF 11323
DF 11365
DF 11377
DF 11342
DF 11351
F10.4966
Min. required by IACS

Mass
add. recommended by Size
Code No. Description per unit
WCH, indicated in [ ] [mm]
[kg]
N = number of cylinders
DF 11365 Main bearing cover, white metal lined 1 1001 1081x405x925
DF 11377 Main bearing cover (narrow) 1 927 1081x320x925
DF 11342 Main bearing shell, lower half 1 229 1080x425x540
DF 11351 Main bearing shell, lower half (narrow) 1 193 369
DF 11324 Elastic bolt 4 11.7 Ø64x771
DF 11323 Round nut 4 2.8 Ø130x95
Fig. K1 Main bearing
Wärtsilä Switzerland Ltd K–1 25.89.07.40 – Issue XI.06 – Rev. 0

K. Spare parts
DF 12241
DF 12242
DF 12243
DF 12244
F10.4968

Mass
[kg]
DF 12241 or Thrust pads
DF 12242 or (set of 7 pads per thrust bearing) each
1 set 570x116x410
DF 12243 or depending on direction of rotation 162
DF 12244 and propeller (FPP or CPP)
Fig. K2 Thrust bearing pads
25.89.07.40 – Issue XI.06 – Rev. 0 K–2 Wärtsilä Switzerland Ltd

K. Spare parts
DF 21300
DF 21243
010.677/03

Mass
Code No. add. recommended by Size
Description per unit
[kg]
Cylinder liner, complete
DF 21243 1 9000 Ø1445x3237
(without joint ring and O-rings)
DF 21270 Joint ring and O-rings 1 set [1/3N sets] –– ––
DF 21300 Water guide jacket (1 per cylinder liner) [1, for 30’000 hrs] 454 Ø1620x250 (approx.)
Fig. K3 Cylinder liner

K. Spare parts
DF 21360
DF 21451
DF 21368
DF 21450
DF 21390
DF 21392
DF 21450
004.985/04

Mass
Code No. add. recommended by Size
Description per unit
[kg]
Cylinder lubricating quill with accumulator,
DF 21360 16 4.3 261x153x100
complete (16 per cylinder liner)
Diaphragm for accumulator, complete
DF 21368 16 [16] –– ––
(1 per accumulator)
Gasket for lubricating quill, complete
DF 21390 32 [32] –– ––
(2 per lubr. quill)
DF 21392 O-ring (2 per lubr. quill) 32 –– ––
Progressive block distributor
DF 21450 [2] 2.8 180x136x57
(2 per cylinder liner)
Piston distributor for exhaust valve shaft
DF 21451 [1] 1.4 69x50x55
Fig. K4 Lubrication quill with accumulator

K. Spare parts
DF 27102
011.644/04

Mass
[kg]
DF 27102 Cylinder cover, complete (without valves) 1 6893 1650x1650x570
Ø1240x9
DF 27155 O-rings (set for 1 cylinder cover) [2N sets] ––
Ø1380x9
Elastic stud for cylinder cover
DF 21075 4 166 M110x2773
(8 per cylinder cover)
DF 21076 Nut for elastic stud (8 per cylinder cover) 4 13.2 M110xØ190x92
Fig. K5 Cylinder cover

K. Spare parts
DF 27200
DF 27242 DF 27202
DF 27244
011.645/04

add. recommended by Mass Size
Code No. Description
WCH, indicated in [ ] [kg] [mm]
Fuel injection valve, complete
DF 27200 2N+3 27.5 616x176x124
(3 per cyl.)
DF 27202 Dowel pin for nozzle holder (1 per valve) N –– ––
DF 27242 Nozzle body with needle (1 per valve) N 0.8 Ø62x115
DF 27244 Atomizer (1 per valve) N [6N] 0.1 Ø25x60
Small parts
DF 27250 (1 compression ring, 1 tappet, 1 O-ring) N sets [6N sets] –– ––
(set for 1 valve)
Fig. K6 Fuel injection valve

K. Spare parts
DF 27280
011.646/04

DF 27280 Starting air valve, complete 2 99 631x312x210
Small parts
DF 27350 (4 piston rings, 8 O-rings, 1 joint ring) [2 sets] –– ––
(set for 1 valve)
Fig. K7 Starting air valve

K. Spare parts
DF 27500
DF 27650
DF 27600
DF 27516 011.648/04

Exhaust valve, complete with valve drive
DF 27500 2 2927 2360x1180x1175
(Applies for GL only)
Exhaust valve, complete without valve drive
DF 27650 3 2676 1250x1180x1175
(Does not apply for GL)
DF 27516 Valve seat (1 per valve) [1, for 30’000 hrs] 142 Ø634x172
DF 27600 Valve spindle with rotation wing [1, for 30’000 hrs] 235 Ø510x1860
Small parts to valve drive
DF 27660 1 set [2 sets] –– ––
(set for 1 valve drive)
Small parts to exhaust valve
DF 27670 [1 set] –– ––
(set for 1 cage)
Fig. K8 Exhaust valve

K. Spare parts
DF 27460
DF 27462
DF 27469
012.793/05

DF 27460 Indicator valve, complete 2 2.5 175x160x80
DF 27462 Indicator valve (cock) [1/2N] 0.7 130x120x80
DF 27469 Joint ring [1/2N] –– ––
Fig. K9 Indicator valve complete

K. Spare parts
DF 33012
DF 33002
DF 33120
DF 33011
DF 33150
DF 33001
DF 33100
DF 33090
F10.4987

DF 33002 Elastic stud for top-end bearing 4 25.6 Ø80x813
DF 33012 Round nut for elastic stud, top-end bearing 4 3.5 M80
DF 33001 Elastic stud for bottom-end bearing 2 70 Ø110x1145
DF 33011 Round nut for elastic stud, bottom-end bear. 2 8.7 M110
DF 33090 Shell for bottom-end bearing, lower half 1 1095 1410x675x370
DF 33100 Shell for bottom-end bearing, upper half 1 91 1030x515x370
Bearing cover for top-end bearing, white
DF 33120 1 854 1250x615x880
metal lined
DF 33150 Bearing shell, lower half, for top-end bearing 1 202 940x470x875
Fig. K10 Connecting rod bearings

K. Spare parts
DF 34065
DF 34000
DF 34425
DF 34426
DF 34096
011.668/04

Piston, complete with head, skirt, piston rod,
DF 34000 1 5465 Ø960x4096
studs and nuts (without piston rings)
DF 34425 2 [2N]
Piston rings 59 Ø960x20x20
DF 34426 6 [6N]
DF 34065 Piston head [1, for 30’000 hrs] 1420 Ø960x430
DF 34096 Piston skirt [1, for 30’000 hrs] 361 Ø960x308
O-rings, locking plates, tap washers
DF 34260 [1 set] –– ––
(set for 1 piston)
Fig. K11 Piston

K. Spare parts
DF 36145
F10.4993

Articulated levers with bush and pin
DF 36145 (complete) 1 set 74 ca. 1800x350x125
without support and connection pipe
Fig. K12 Piston cooling and crosshead lubricating linkage

K. Spare parts
DF 23161
DF 23150
DF 23162
011.506/04

Gland box for piston rod, complete
DF 23150 1 351 Ø800x508
incl. casing in 2 parts
DF 23161 Tension rings (set for 1 gland) [½N sets] –– ––
DF 23162 Tension rings (set for 1 gland) [½N sets] –– ––
Oil scraper rings in 4-parts and 3-parts, joint
DF 23180 [N sets] 66 Ø420x380
rings (set for 1 gland)
DF 23185 O-rings, locking plates (set for 1 gland) [N sets] –– ––
Fig. K13 Gland box, piston rod

K. Spare parts
DF 64220
DF 64221
F10.5012

DF 64220 Flap 3 [3]
ca. 2 ca. 550x160
DF 64221 Flap 3 [3]
Fig. K14 Flaps for scavenging air receiver

K. Spare parts
F10.5002

Spare parts for cylinder lubrication pump
DF 96350 1 set [acc. to manufacturer] 48 ––
(incl. driving electro motor and gear)
Fig. K15 Cylinder lubricating pump and drive

K. Spare parts

DF 84650 Hydraulic pipe with housing and gasket 1 –– ––
DF 84662 O-ring [4, for 10’000 hrs] –– ––
Table K1 Hydraulic pipe to exhaust valve

High pressure pipe to injection valve (one of
DF 87395 1 set –– ––
each length with couplings and claws)
Table K2 Fuel pipe

DF 81380 Expansion piece between exhaust pipes 1 for GL only –– ––
DF 81390 Expansion piece after exhaust valve 1 for GL only –– ––
Expansion piece before turbocharger
DF 65090 1 for GL only –– ––
(for MHI MET)
Table K3 Exhaust pipe

Spare parts for engine control system to
DF 96310 DENIS-9520 [1 set] –– ––
(pressure switches, solenoid valves O-rings)
Spare parts for engine control system to
DF 96330 DENIS-9520 [1 set] –– ––
(switches, transmitters, sensors etc.)
Table K4 Engine control system

K. Spare parts

DF 93609 Flex control module FCM-20 1 [1 for increased availability] –– ––
DF 93695 Power supply 24VDC/20A [1 for increased availability] –– ––
DF 93617 Controller card (Bosch) [1 for increased availability] –– ––
DF 93696 Power supply 24VDC/5A (for Bosch pump) [1 for increased availability] –– ––
Table K5 Electronic modules

Shaft encoder drive (complete) incl.
DF 92260 – 2 shaft encoders complete, DF 92265 1 –– ––
– 2 toothed belts, DF 92267
DF 92265 Crank angle sensor incl. securing plate [1 for increased availability] –– ––
DF 92231 Elastic screw 1 –– ––
DF 92241 Lever with parallel pin 1 –– ––
DF 92243 Compression spring 2 –– ––
DF 92251 Fixing screw 1 –– ––
Table K6 Crank angle sensor

DF 56071 Pressure transmitter 250 bar [1 for increased availability] –– ––
DF 55635 Pressure transmitter 1200 bar 1 –– ––
DF 55754 Pre-control valve incl. O-rings (rail valve) 4 [1 for increased availability] –– ––
DF 46282 Proximity sensor PNP 1 –– ––
DF 27310 5/2-solenoid valve for starting air valve 1 –– ––
DF 55751 Control piston position sensor (fuel) [1 for increased availability] –– ––
DF 58054 Fuel pump actuator [1 for increased availability] –– ––
DF 87584 Fuel shut down pilot valve [1 for increased availability] –– ––
Table K7 Sensors, actuators and valves

K. Spare parts

DF 55481 Carrier to supply unit [1 for increased availability] –– ––
DF 87525 Relief valve for intermediate fuel accumulator 1 [1 for increased availability] –– ––
DF 87505 Shut-off valve in end unit [1 for increased availability] –– ––
DF 84517 Relief valve distributor block 1 –– ––
DF 87545 Fuel pressure pipe to accumulator (compl.) 1 –– ––
DF 55600 Fuel pump plunger 1 [1 for increased availability] –– ––
DF 55560 Fuel pump incl. plunger DF 55600 [1 for increased availability] –– ––
DF 84530 Shut-off valve in collector block 1 [1 for increased availability] –– ––
DF 55475 Cam [1 for increased availability] –– ––
DF 55542 Bearing bush to housing [1 pair for incr. availability] –– ––
DF 55483 Camshaft bearing [1 pair for increased availability] –– ––
DF 87506 Valve body [1 for increased availability] –– ––
DF 87504 and
Flange [1 each for incr. availability] –– ––
DF 87510
DF 55605 Set of O-rings and sealing rings 1 set –– ––
DF 87560 Pressure control valve (fuel) 1 –– ––
Table K8 Supply unit

DF 84460 Filter inserts [7 for increased availability] –– ––
DF 84462 Set of O-rings [1 set for increased availability] –– ––
Table K9 Automatic filter

K. Spare parts

DF 55617 Lip seal 1 –– ––
DF 55758 Lip seal [1 for increased availability] –– ––
DF 55755 Screw (set of 11 pieces) 1 set –– ––
DF 55750 Injection control unit (complete) 1 –– ––
DF 55765 O-rings for injection control unit [1 set, for incr. availability] –– ––
DF 55782 Pressure reducing valve 50 bar 1 –– ––
DF 55628 Non-return valve (starting fuel) [1 for increased availability] –– ––
DF 56044 Stop valve [1 for increased availability] –– ––
DF 56120 Exhaust valve actuator (complete) 1 –– ––
DF 56170 O-rings for exhaust valve drive [1 for increased availability] –– ––
Control oil supply hose
DF 55775 1 –– ––
for injection control unit
Control oil return hose
DF 56014 1 –– ––
for injection control unit
Table K10Rail unit

DF 55870 Control oil pump complete (Bosch) [1 for increased availability] –– ––
DF 55823 Pressure retaining valve (control oil) [1 for increased availability] –– ––
DF 55824 Pressure retaining valve (control oil) [1 for increased availability] –– ––
DF 55833 Non-return valve (control oil) [1 for increased availability] –– ––
Table K11 Control oil pump unit

Thermometers and pressure gauges, one of
DF 96340 [1] set –– ––
each type
Table K12Indicating instruments

K. Spare parts
K3 Turbocharger spare parts

Turbocharger spare parts are to be suitably pro- ment. Bearing assemblies must only be removed
tected against corrosion and contained within their from metal containers when they are actually re-
own spare parts box. quired.
Bearing assemblies are supplied packed in sealed All turbocharger spare parts used, are to be re-
metal containers to protect them from the environ- placed, to ensure the spares kit is complete.

Z = number of cylinders
Set of spare parts (according to turbocharger
–– 1 set –– ––
manufacturer)
Locking device
–– 1 –– ––
(included in turbocharger supply)
Blanking device
–– 1 –– ––
(included in WCH standard tool set)
Table K13Turbocharger spare parts

K. Spare parts
K4 Mounting and storage proposals
Examples of ways to secure and protect spare All components are to be protected against cor-
parts safely and allow ease of access by the en- rosion as follows:
gine-room staff are given below with pictorial
examples in figures K16 to K19. • Large components should be treated with ‘Val-
voline’ Tectyl 506 or a suitable equivalent.
• The size and weight of each component is to • Smaller components, with the exception of
be noted prior to storage, to ensure that the electronic equipment, can be wrapped in a cor-
safest and most space-efficient method is rosive-protective paper i.e., Vapour Phase
adopted. Inhibitor.
• All components are to be mounted within easy Note:
access of the engine, ensuring machinery When using corrosive-protective paper, care
space walkways are kept clear. must be taken not to tear the paper as the pro-
• Large components are to be mounted below tective qualities of the paper will be lost.
suitable overhead lifting gear. • White metal and bearing surfaces should be
• The weights of large components are to be protected with ‘Emballit’ alum or a suitable
painted on, or, adjacent to the component. equivalent.
• Suitable lifting eyes and shackles are to be • Electronic components should be vacuum
provided. packed in ‘Alfo’ sheets using 1000 g of a suit-
• All components must be firmly secured to pre- able drying agent for each cubic metre con-
vent any movement. tent.
• Metal to metal contact is to be avoided during
storage of any component.
• All open ports, adapters, pipes, etc., are to be
sealed to prevent the ingress of foreign par-
ticles.
• Any provisions for mounting spare parts on the
engine should be fully utilised.

K. Spare parts
F10.2800 F10.2801
Fig. K16 Securing spare piston and rod Fig. K17 Securing spare exhaust valves

K. Spare parts
F10.2802 F10.2803
Fig. K18 Securing spare exhaust valve cages without Fig. K19 Securing spare cylinder liner
hydraulic actuator

K. Spare parts

L. Engine dispatch and installation
L1 Dismantling pattern
Engines are transported as complete or part as- After that, the crossheads and main bearings are
semblies and protected against corrosion by rust to be lubricated, please refer to the maintenance
preventing oils, vapour phase inhibitor papers manual, group 3 `Connecting rod and connecting
(VPI) and wooden crates lined with jute reinforced rod bearing’.
bituminous paper.
Spraycoating with rust preventing oil
Internal parts not sufficiently covered by the rust
L1.1 Treatment against corrosion preventing oil during circulation are to be spray
coated. These include the fuel pump pushrods,
Engine interior
springs, plungers, rollers and cams, piston rods
For engines to be transported as complete assem- above, inside and below the stuffing box, scavenge
blies we recommend for internal surfaces the use valves and dry parts of the cylinder liners. The
of rust preventing oils as listed below. It is not liners can be accessed and sprayed through the
necessary to remove them before the engine goes scavenge ports.
into operation.
Pipework
• Valvoline Tectyl 873
• Shell Ensis Engine Oil SAE 40/30 All open ended pipework is to be sealed by plugs
• Exxon Rust-Ban 623 or blank flanges to eliminate ingress of foreign
• Mobil Mobilarma 524 bodies and circulation of air.
• Caltex / Chevron Preservative Oil SAE 30.
Turbocharger in place
For the transport of complete engines, dehumi-
Drain the turbine and compressor end oil and
difiers are to be enclosed in the scavenge space
spraycoat the bearings while turning the rotor by
and the crankcase.
hand. Fit blank flanges to the air inlet and gas outlet
sides.
Engine exterior
One coat of Valvoline Tectyl 506 or similar product Cylinder cooling water system
to be applied to all machined parts not protected by
During engine shop trials, usually a cooling water
paint. It is to guarantee protection for at least six
treated with corrosion inhibitors is used. Cor-
months from the effects of weather and remain in-
rosion-protective inhibitors are only effective as
tact until shortly before the engine goes into
long as the correctly treated water is in contact with
operation.
the metal surface to be protected. Once the cooling
water has been drained off, further treatment
Bearing and cylinder lubricating oil systems
against corrosive attack is absolutely essential.
On completion of the engine shop trial the main Therefore a suitable corrosion protection has to be
and cylinder lubricating oil systems are to be carried out by applying rust preventing oil as men-
drained completely and refilled with Valvoline Tec- tioned in section L1.1 under ‘Engine interior’
tyl 873 or similar product and circulated for at least
an hour with the engine being slowly rotated by the
turning gear. At the same time, the cylinder lubrica-
tors must be rotated as well.
Wärtsilä Switzerland Ltd L–1 25.89.07.40 – Issue XI.06 – Rev. 0

An alternative may be the admixture of a so-called L1.2 Engine dismantling

‘soluble oil’ to the cooling water to protect the en-
gine cooling water system. The concentration Engines transported as part assemblies are to be
must be maintained at levels between 0.5 to 0.8 systematically disassembled and cleaned using
per cent by volume. On completion of the trials and dry cloths. Each item is to be clearly identified with
prior to shipping, the circulating cooling water ‘paint ball’ pen, similar indelible marker ink, or fig-
through the engine cooling water system is to be ure and letter stamps and protected from damage
maintained at a pH value between 7 and 9 and the by careful crating and corrosion protected by rust
soluble oil inhibitor level increased to 1 per cent by preventing oils or paper. Refer to section L1.
volume. The cylinder temperature is not to exceed
90°C and circulation is to continue for at least three It is very important that bearings and running gear
hours allowing time for the soluble oil inhibitor to are clearly marked cylinder by cylinder to ensure
coat the internal surfaces. correct reassembly and eliminate the possibility of
parts from one cylinder unit being fitted to another
We recommend using the following soluble oil inhi- by mistake. Refer to section B2 of this manual for
bitors: details of the engine numbering.
• BP Fedaro
• Castrol Solvex WT3 Use a paint brush to apply highly viscous rust pre-
• Chevron Soluble Oil T1 venting oil to the piston and connecting rods,
• Exxon / Esso Kutwell 40 crosshead guides, gear wheels, camshaft and
• Mobil Mobilmet 120 rollers. Air powered spray guns to be used only if
• Shell Dromus BX the air is absolutely free of water.
• Texaco Soluble Oil C, CX.
Crankshaft and crosshead pins are to be protected
For long time conservation of engines please ask with an anti-corrosive coating of Tectyl 506 or simi-
for the specification from the engine manufacturer lar product.
or Wärtsilä Switzerland Ltd.
25.89.07.40 – Issue XI.06 – Rev. 0 L–2 Wärtsilä Switzerland Ltd

L1.3 Engine dispatch

Engines transported as complete assemblies are lifted using special eye-nuts attached to the tie rods.
Figure L1 below shows the lifting configuration and details of the lifting nut.
220
370
610
Max. 130 t
M140x6
268.668 Ø290
F10.3661
Fig. L1 Lifting device
The following table L1 shows on which tie rods the

lifting devices are to be mounted.

1, 2, 3, 4, 2, 3, 4, 5 1, 2, 5, 6
Lifting points 2, 3, 4, 2, 3, 4
1, 2, 5, 6 1, 2, 5, 6 2, 3, 6, 7 8, 9, 10, 8, 9, 10, 9, 10, 13,
at cylinder numbers 6, 7, 8 7, 8, 9 on
11 11 14
request
Number of tie rods
12 12 12 16 16 20 20 24
required for lifting *1)
Engine weight
1160 1290 1470 1620 1760 1910 2050 2160 2300
in tonnes [t]
Remark: *1) Based on equal load (max. 130 t) on each nut with fully tightened tie rods.
The indicated numbers are the minimum requirements.
Table L1 Lifting details for complete RT-flex96C engines
L1.4 Engine installation and alignment

The alignment and chocking of the engine should L1.4.2 Shafting alignment
be carried out in accordance with our recommen-
dations and is subject to test and inspection by the L1.4.2.1 Shafting alignment calculation
relevant classification society. Each stage of the
engine mounting is to be checked by qualified per- Before proceeding with the engine alignment (sec-
sonnel and measurements cross-checked with the tion L1.4.7), the shaftline has to be finally aligned
design figures. The responsible parties (e. g. ship- according to the values given by the shafting align-
yard) are to advise the representative of the engine ment calculation.
builder or Wärtsilä Switzerland Ltd directly in the
event of any discrepancies. This provides the required values for the propul-
Engines may be installed as complete units or as- sion shaft and engine alignment in the ship:
sembled from sub-assemblies in the vessel, which
– Vertical bearing offsets
may be afloat, in dry dock, or on the slipway.
– Gap and sag values
The engine alignment can be done with either jack-
– Static bearing loads.
ing screws or wedges.
Calculation model
L1.4.1 Removing rust preventing oils Besides the data of the shaftline, the applied cal-
culation model should include the following fea-
Rust preventing oils applied to the internal parts of tures to calculate the bearing loads of the engine:
an assembled engine do not contain thickening ag- – Full crankshaft model with own mass, includ-
ents of wax or bitumen. These oils have similar ing masses of running gear and gearwheel
properties as the engine lubricating oils, will wash – Stiffness of the main bearings
off easily and mix without causing harm to the en- – Flywheel mass: The actual flywheel mass has
gine or its systems. to be added at aftermost node of crankshaft
Rust preventing oils of the wax-type applied to ex- model.
posed surfaces of the engine components do con-
tain thickening agents of wax or bitumen forming The engine data, as well as a computer program,
an anti-corrosion coating when applied, which has are available from the engine builder or Wärtsilä
to be washed off using a proprietary ‘Cold Switzerland Ltd.
Cleaner’. It is not sufficient to use gas oil, kerosene
or white spirit on its own as solvents; they are to be
mixed with 2 to 3 parts of a ‘Cold Cleaner’ such as
‘Magnusol’, ‘Agitol’ or ‘Emultan’.

Alignment calculation conditions To ensure that the main bearing loads are within
the limits in service conditions, it is left to the re-
The general boundary conditions during final en-
sponsible parties (e.g. ship yard) to decide:
gine alignment are:
– Either to apply the static main bearing loads
– Ship at light draught (partial propeller submer-
recommended in Table L3,
sion) or in dock (no propeller submersion)
– or to adapt the static main bearing loads at
– Propeller, intermediate shaft(s) and engine
alignment according to their experience.
coupled
– No propeller thrust
For instance special cases (e.g. VLCCs) may re-
– Engine cold
quire higher loads on main bearing #2 leading to
– No temporary supports engaged.
lower load on main bearing #1 at alignment. In
such cases please contact Wärtsilä Switzerland
As above mentioned, the final alignment is usually
Ltd.
done at very light draught or in dry-dock.
The ship draught influence on the bearing load as

shown in table L2 needs to be considered in the
alignment calculation to get an alignment which is
within the limits of table L3.
main bearing #1 (aftermost) main bearing #2 main bearing #3

Change from LIGHT to FULL draught Increase Decrease Decrease
Table L2 Influence of ship draught on static main bearing loads
main bearing #1 (aftmost) main bearing #2 main bearing #3

Recommended static main bearing loads [kN] min. 50 250 to 550 min. 50
Table L3 Recommended static main bearing loads for alignment calculation
L1.4.2.2 Recommendation for the align- Draught related ship hull bending
ment layout Experience show that the draught related ship hull
bending is the most important factor influencing
With large distance between propulsion shaft the static main engine bearing loads.
bearings the bearing static load is increased and
the load variation is reduced. We recommend to Increase of ship draught leads to ship hull bending
aim for large bearing distances in ship hull and pro- below the shaft line up to engine free end. This re-
pulsion shaft design. sults generally to an increased downward load on
crankshaft aft end flange and shifts the static load
L1.4.2.3 Service related influences on from main bearing #2 to aftermost main
alignment bearing #1.
The calculation at service conditions is required by The change of vertical offsets for the shaft and
some classification societies. It helps estimating main bearings depends on ship draught and de-
the service related changes of static bearing loads sign. No general rule to estimate this change is
in service. available.

Engine service temperature L1.4.2.4 Propeller thrust

The vertical thermal expansion of engine due to
the temperature difference between the alignment The propeller thrust transmitted to the engine
and service conditions results to a shift of the static thrust bearing induces a reaction force which is ec-
load from main bearing #2 to the aftermost main centric to the crankshaft centre line and thus creat-
bearing #1. ing a moment proportional to the propeller thrust.
The eccentricity value belongs to the data deliv-
The increase of the engine main bearing height ered by the engine builder.
due to the temperature difference compared with
the shaftline bearings can be estimated as follows: Calculations with maximum propeller thrust result
in low or zero load for the aftermost main bearing
#1 at alignment condition (i.e. ship hull deformation
11.5 (tes – tref)
∆hmb = hfound C [mm] not considered). The thermal rise of engine main
106
bearings is not sufficient to avoid this substantial
where: load reduction at main bearing #1. However, this is
∆hmb [mm] Increase of engine main bearing- acceptable because the draught related ship hull
height from alignment to service- bending which is involved until the full propeller
condition thrust is available would have shifted the static load
from main bearing #2 to main bearing #1.
hfound [mm] Main bearing foundation height
hfound 1800 mm
C [–] Correction factor 0.3 to 0.5 L1.4.3 Installation and assembly of
(according to shipyard’s ex- sub-assemblies
perience)
When the engine seating has been approved, the
tes [°C] engine service temperature bedplate is lowered onto blocks placed between
tes [°C] 55 °C the chocking points. The thickness of the blocks
depends on the final alignment of the engine.
tref [°C] Reference temperature for founda-
Engine bedplates comprise fabricated sections
tion and ship hull around the engine
with drilled holes to allow the passing of the hold-
at alignment condition
ing-down bolts and tapped holes for the jacking
screws for engine alignment.
Example for Wärtsilä RTflex96C engine:
tref = 20°C Proceed with preliminary alignment of bedplate
using one of the method mentioned in section L1.4
11.5 (55 – 20) to position the engine coupling flange to the inter-
∆hmb = 1800 0.4
106 mediate shaft coupling flange. Ensure that the gap
∆hmb = 0.29 mm between both flanges is close to the calculated fig-
ures and that both flanges are exactly parallel on
the horizontal plane (max. deviation 0.05 mm). In
the vertical plane, the engine coupling flange is to
be set 0.4 to 0.6 mm higher than the calculated
figures.
Place bearing caps in position, install turning
gear and check that crankshaft deflections are
as recorded on the ‘Check dimensions’ sheet
(see tables L12 to L14).

To check bedplate level in longitudinal and diag- The engine is to be lowered onto blocks placed be-
onal direction a taut-wire measuring device will be tween the chocking points. The alignment tools are
provided by the engine builder. Compare the read- to be clean and ready for use. Set the blocks so that
ings with those recorded at the works. Optical de- the engine is slightly higher than the final position,
vices or lasers can also be used. because less effort is required to lower the engine
than to raise it for alignment.
All final dimensions are to be witnessed by the For movements in the horizontal plane, both in lat-
representatives of the engine builder and the eral or longitudinal directions, the shipyard is to
classification society and are to be recorded on ap- construct appropriate anchor points for the use of
propriate log sheets. Crankshaft deflections at this hydraulic jacks. Such movements have to be car-
stage are to correspond with the values recorded ried out with great care to avoid stresses and dis-
at works. Secure temporarily the bedplate against tortions to the bedplate. Regular crankshaft deflec-
unexpected movement. tion readings have to be taken to observe the
Continue engine assembly by mounting the col- effects and any noticed deviations have to be recti-
umns, cylinder blocks, running gear and scavenge fied immediately (see section L1.4.7 for the final
air receiver but ensure that the bearing caps are engine alignment).
loose before tensioning the tie rods.
Make periodic checks of the crankshaft deflections
to observe and correct any possible engine distor- L1.4.5 Installing an engine from as-
tions. Careful adjustments of the wedges or of the sembled sub-assemblies
jacking screws is necessary to re-establish the
preliminary alignment setting. Once the engine as- Sub-assemblies of the engine may be assembled
sembly is completed, the final alignment and ashore prior to installation in the ship. One such as-
chocking are carried out with the vessel afloat. sembly may comprise bedplate, main and thrust
(Refer to section L1.4.7). bearings, crankshaft, turning gear, and flywheel.
The placing on blocks and alignment to shafting is
analogue to the description in section L1.4.3.
L1.4.4 Installing a complete engine
In the event that the engine is shipped in part deliv- L1.4.6 Engine installation with ship on
eries and assembled at the shipyard prior to in- slipway
stallation in the vessel, the shipyard is to undertake
the assembly work in accordance with the require- Installing complete or partially assembled engines
ments of a representative of the engine builder and into ships under construction on an inclined slip-
the classification society. The engine mounting is way is possible when careful attention is paid to the
to be carried out systematically and measurement following:
readings taken and recorded on appropriate log
1. Suspending large components to take ac-
sheets, and to be compared for correctness with
count of the incline.
the data of the ‘Check Dimensions’ sheet (see
2. Tie rods to be centred and exactly perpendicu-
tables L12 to L14) completed after test run in the
lar to the bedplate before tightening
works of manufacturer. Strict attention is to be paid
3. Fit temporary side, fore and aft arresters to
to the removal of anti-corrosion coatings and the
prevent the engine moving during launching.
subsequent application of rust preventing oil
4. Attach additional temporary stays at the upper
where required.
platform level to steady the engine during
launching.
For lifting details of the engine refer to L1.3.

L1.4.7 Final engine alignment L1.4.7.2 Engine alignment towards

propulsion shaft line
L1.4.7.1 Prerequisites
The crankshaft drive end flange is aligned in rela-
The final goals of engine alignment are: tion to foremost intermediate shaft flange by gap &
sag, according to engine and shaft alignment cal-
– Optimised crankshaft deflections
culation.
– Static loads of the main bearings within the re-
quired limits for service. – Gap tolerance: ±0.10 mm
– Sag tolerance: +0.15/–0.05 mm (+0.05 mm
Before proceeding with the final engine alignment, for subsequent epoxy resin shrinkage in-
the following conditions are provided: cluded).
– Engine erection is completed
– Major ship hull manufacture is completed
L1.4.7.3 Engine alignment towards
– Propulsion shaft line is finally aligned (see sec-
foundation
tion L1.4.2).
Engine alignment towards engine foundation is
verified by measurements of:
The following influences affecting the alignment
should be considered: – crank web deflections (see table L6)
– bedplate top surface.
– Actual ship draught
– Heavy load shifts (e.g. ballasting, bunkering)
Longitudinal twist
are to be avoided during alignment
– Uneven temperature distribution (e.g. direct The engine driving end has to be parallel to free
sunshine) influences alignment measure- end. The relevant measurements refer to the outer
ments. corners of machined bedplate top surface (fig. L2).
The tolerance for parallelism ∆hBPc(max.) is 0.3 mm

and includes a measuring tolerance of 0.1 mm.
∆h BPc (max.)
FE ∆h BPc (max.)
twisted engine
DE straight engine
F10..5289
Fig. L2 Parallelism of driving end (DE) to free end (FE)

Sideways bend Up / downward bend (hog / sag)

The sideways bend (around a vertical axis) is veri- Short engines (5–8 cylinders), should be aligned
fied by measuring the horizontal crank web deflec- straight or just slightly pre-sagged. A pre-sag of
tion. 0.0 mm (tolerance to –0.2 mm) is recommended.
The tolerances for horizontal crank web deflec- Long engines (9 cyl and more) should be aligned
tions are given in table L6. pre-sagged. Recommended values are provided
in table L4.
The sag curve is verified by the shape of bedplate
top surface by measuring the heights of bedplate
along port and starboard side. The measurement
of the actual sag curve can be done either by op-
tical tools or by piano wire.
Calculated pre-sag offsets for reference

Absolute values related to straight base line
vertical offsets in [mm] at main bearing
Pre-sag
RT-flex96C mb mb mb mb mb mb mb mb mb mb mb mb mb mb mb mb
(tol.: "0.10)
#2 #3 #4 #5 #6 #7 #8 #9 #10 #11 #12 #13 #14 #15 #16 #17
6 cyl –0.10 0 –0.06 –0.09 –0.10 –0.09 –0.06 0
7 cyl –0.10 0 –0.05 –0.08 –0.10 –0.10 –0.08 –0.05 0
8 cyl –0.10 0 –0.04 –0.07 –0.09 –0.10 –0.10 –0.09 –0.07 –0.04 0
9 cyl –0.35 0 –0.13 –0.23 –0.30 –0.33 –0.35 –0.34 –0.30 –0.23 –0.13 0
10 cyl –0.40 0 –0.14 –0.25 –0.33 –0.38 –0.39 –0.40 –0.38 –0.33 –0.25 –0.14 0
11 cyl –0.50 0 –0.16 –0.29 –0.38 –0.45 –0.49 –0.50 –0.49 –0.45 –0.38 –0.29 –0.16 0
12 cyl –0.60 0 –0.18 –0.32 –0.44 –0.52 –0.58 –0.60 –0.60 –0.58 –0.52 –0.44 –0.32 –0.18 0
13 cyl on request
14 cyl –0.80 0 –0.20 –0.38 –0.52 –0.64 –0.72 –0.78 –0.80 –0.80 –0.78 –0.72 –0.64 –0.52 –0.38 –0.20 0
Table L4 Calculated pre-sag offsets for reference
L1.4.7.4 Alignment check in uncoupled L1.4.7.5 Alignment check in coupled

condition condition
The following has to be checked and recorded:

– Gap & sag towards forward intermediate shaft
flange
– All crank web deflections (for reference)
– Bedplate top surface (optional, can be
measured in coupled condition too). top clearance
If the recorded values are found to be in excess of
no bottom clearance
the given tolerance limits and cannot be improved,
forward actual data records to the engine builder or F10.2165
Wärtsilä Switzerland Ltd. directly for assistance. Fig. L3 Top and bottom clearance at main bearings
If the recorded values are within the given toler-

ance limits, proceed with coupling the engine to
propulsion shaft line and subsequent steps.

Pre-requisites: L1.4.7.6 Jack-up test for main bearings

– Propulsion shaft line coupled to the engine
– All temporary supports removed. The jack-up tests for engine main bearings are per-
The following items have to be checked and formed in accordance with those for propulsion
recorded: shaft line bearings.
– No bottom clearance in engine main bear-
ings (check by feeler gauge at least the A hydraulic jack (approx. 1000 kN capacity) is
aftermost bearings; see figure L3). placed next to the bearing which load is to be deter-
– Record all crank web deflections. mined:
– Perform jack-up tests of all accessible propul- – Below the flywheel to jack-up for aftmost main
sion shaft line bearings and the 3 aftermost en- bearing #1
gine main bearings. This jack-up test can be – Below adjacent cranks to main bearing #2 and
omitted in case: main bearing #3 respectively to jack those.
– The shipyard has accumulated sufficient
experience on the relevant ship type A dial gauge is placed on top of the shaft or crank
– Jack-up test of the 3 aftermost engine to measure the vertical lift of crank shaft in relation
main bearings is specified during sea trial. to bearing housing.
If the experience of the responsible party deviates The jack-up test should be performed in steps of
from the above mentioned or in case that the re- 15–25bar (20–30kN).
corded values are found to be in excess of the
given limits and cannot be improved, please con- The jack load is determined by plotting the curve
tact engine builder or Wärtsilä Switzerland Ltd for composed of jack-pressures (or loads) and related
assistance and include actual data records. vertical lifts.
The longitudinal offset between main bearing

centre and jack/dial gauge position is compen-
sated by a jack correction factor provided by align-
ment calculation:
Fmb = Fjack jcf
Main bearing load = jack load jack correction

factor
f not available the following jack correction factors

can be used as shown in table L5.
main bearing #1 main bearing #2 to #n

at adjacent crank
Jack and dial gauge position at flywheel
(close to relevant main bearing)
Jack correction factor 1.5 1.0

Calculation Fmb#1 = Fjack(flywheel) 1.5 Fmb(#2–#3) = Fjack(crank) 1.0
Table L5 Jack correction factor

horizontal
vertical amax.(vert.)
amax.(hor.)
(+) (–) inner cylinders aftmost cylinder foremost cylinder (n) all cylinders
2 to (n–1) 1 no external load external load *1) 1 to (n)
+0.17 +0.17
"0.17 "0.17 "0.07
–0.21 –0.33
Remark: *1) External load attached to crankshaft fwd end flange can be:
– torsional vibration damper
– tuning disk
– free end PTO
Table L6 Crank web deflection limits for alignment
The crank web deflections are measured according to figure L4.
Vertical alignment
Da = aTDC – aBDC
a BDC
D
D/2
a TDC
Horizontal alignment
Da = a 90° before TDC – a 90° after TD
a 90° before TDC a 90° after TDC

F10.3486
Fig. L4 Crankshaft: vertical and horizontal deflections at alignment

L2 Official shop trial L2.1 Wärtsilä trial report
The official shop trial, carried out at the engine The Wärtsilä trial report consist of the follow-
builder’s factory, enables the purchaser and classi- ing items:
fication society to witness engine performance
• Trial report – Specifications
over full load range when driving a dynamometer.
• Trial report
Technical data relating to the engine performance
• Power diagram
together with mechanical settings, running clear-
(will be supplied by the engine builder)
ances and alignment dimensions are recorded and
• Performance curves
used as basis for all future re-assembly work, for
• Settling table – Sheet A (2 sheets)
check measurements during later engine inspec-
• Settling table – Sheet B
tions and may facilitate the prompt and correct
• Check dimensions (3 sheets)
identification of engine disturbances.
• Inspection sheet – Cylinder liner diameters
(calibration)
The technical data is recorded on official log sheets
• Inspection sheet – Bedplate alignment (wire
and endorsed by each of the parties. For your con-
readings)
venience, you will find a copy of the trial report
• Cylinder pressure diagrams (3 sheets)
sheets on the following pages.

Trial Report
Specifications:
Engine type: RT-flex96C Nominal power: . . . . . . . . . kW at . . . . . . . . . rpm; mep: . . . . . . . . . . . bar
Left / right hand engine running: anticlockwise Cyl. bore: 960 mm; Piston stroke: 2500 mm
Engine No.: . . . . . . . . . . . . . ; Order No.: . . . . . . . . . . . . . Installation: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine builder: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Purchaser: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Brake type: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..................................
Power calculation: Ps [kW] = . . . . . . . . . . . F( ) N [rpm] ..................................
Turbocharger: Type ................. Serial No. . . . . . . . . . . . . . nmax = . . . . . . . . . . . . . . . . . . . . . . . . rpm;
Specification: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tmax = .............................. °C
Fuel oil: Grade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . low. cal. val.: . . . . . . . . . . . . . . . . . kJ/kg
Density at 15°C . . . . . . . . . . . . . . . g/ml Viscosity at 40°C: . . . . . . . . . . . . . . mm2/S
Viscosity at 20°C: . . . . . . . . . . . . . . mm2/S
Lubrication: Bearing oil: Cylinder oil: Turbine oil: Governor oil:
Grade: ........... ........... .......... ..................
Density at 15°C: ........... ........... .......... . . . . . . . . . . . . . . . . . . g/ml
Density at 40°C: ........... ........... .......... . . . . . . . . . . . . . . . . . . mm2/S
Special tests:
Speed drop: power dropped from 100% to 0%: load indicator position dropped from . . . . to ........
engine speed increased from . . . . rpm to . . . . rpm; nn = . . . . . . rpm = . . . . . . %
Overspeed: safety device stops the engine at . . . . . . . rpm = . . . . . % of nominal speed
Press. safety device: (Governor speed setting pressure for slow down = 3 bar)
Main bear- Crosshead Cylinder cool- Piston

Set points for: Valve air spring
ing oil bearing oil ing water coolant
Pressure [bar]
Slow down delayed [sec]
Fuel cut off delayed [sec]
Minimum speed: governor speed setting pressure: . . . . . . . bar load indicator position: . . . . . . . . .
engine running with . . . . . . rpm = . . . . . % of nominal speed
Starting tests: ahead-astern, starting air pressure drops during . . . . . . consecutive starts from
.... bar to . . . . . bar air bottle capacity: . . . . . . . . m3
Continuation sheets: For the classification society(ies): Place and date of trial:
No . . . . . . . . . . . . . . .................................... ..............................
No . . . . . . . . . . . . . . .................................... ..............................
No . . . . . . . . . . . . . . For the purchaser Start . . . . . . . . . . . . . . . . . . . . . . . . . .
No . . . . . . . . . . . . . .
No . . . . . . . . . . . . . .
No . . . . . . . . . . . . . . .................................... End . . . . . . . . . . . . . . . . . . . . . . . . . .
No . . . . . . . . . . . . . . For Wärtsilä Switzerland Ltd:
No . . . . . . . . . . . . . . Sheet No.:
No . . . . . . . . . . . . . .
No . . . . . . . . . . . . . . .................................... ..............................
Table L7 Trial report (Specification)

Table L8 Trial report (Engine)

F10.2166
Fig. L5 Performance curves

This table is being prepared.
Table L9 Setting table (Sheet A)

T10–3664
Table L10 Setting table (Sheet A continued)

Table L11 Setting table (sheet B)

F10.2169
Table L12 Check dimensions (1)

F10.2170

F10.3666

Table L15 Inspection sheet (Cylinder liner)

Table L16 Inspection sheet (Cylinder liner) F10.5222

Inspection sheet
Bedplate alignment
Engine type:................................................. Order No:.................................................
Code:................................................. Engine No:.................................................

Piano wire dia. 0.3 mm
Weight Weight
7 kp 7 kp
296.996
Fig. L6 Inspection bedplate alignment
Measuring position on
A1 A2 A3 A4 A5 A6 A7 A8 A9 A10 A11 A12 A13
exhaust side
Bedplate with crankshaft
Engine completed
B1 B2 B3 B4 B5 B6 B7 B8 B9 B10 B11 B12 B13
fuel pump side
Engine completed
Measuring position
D1 D2 D3 D4 D5 D6 D7 D8 D9 D10 D11 D12 D13
diagonal
–– –– ––
Measuring position
E1 E2 E3 E4 E5 E6 E7 E8 E9 E10 E11 E12 E13
diagonal
–– –– ––
Table L17 Inspection sheet (Bedplate alignment)

F10.2174
Fig. L7 Cylinder pressure diagram (Cylinder 1, 2, 3)

F10.2175

F10.2852

F10.3667
Fig. L10 Cylinder pressure diagram (Cylinder 10, 11, 12).

M. Appendix
M1 Reference to other Wärtsilä Ltd publications
For further publications please visit our homepage http:/www.wartsila.com

or contact your local Wärtsilä representative
or contact
PO Box 414
Telephone: +41 52 262 4922
Telefax: +41 52 212 4917
Wärtsilä Switzerland Ltd M–1 25.89.07.40 – Issue XI.06 – Rev. 0

M. Appendix
M2 SI dimensions for internal combustion engines

A Area m2, mm2, cm2
m Mass kg, t, g
t Time s, d, h, min
a Acceleration m/s2
p Momentum Nm
F Force N, MN, kN
P Power W, kW, MW
U Voltage V
I Current A
T10.3544
25.89.07.40 – Issue XI.06 – Rev. 0 M–2 Wärtsilä Switzerland Ltd

M. Appendix
M3 Approximate conversion factors

Length Force
1 ft = 12 in = 304.8 mm
1 statute mile = 1760 yds = 1609.3 m 1 psi (lb/sq in) = 6.899 kPa
1 nautical mile = 6080 feet = 1853 m (0.0689 bar)
Mass
1 oz = 0.0283 kg Velocity
1 lb = 16 oz = 0.4536 kg 1 mph = 1.609 km/h
1 mphps = 0.447 m/s2
Area
1 ft2 = 929 cm2 1 °C = 0.55 (°F -32)
1 yd2 = 0.836 m2
1 acre = 4047 m2 Energy
1 sq mile (of land) 640 acres = 2.59 km2 1 BTU = 1.06 kJ
1 kcal = 4.186 kJ
Volume
1 in3 = 16.4 cm3
1 ft3 = 0.0283 m3 Power
1 yd3 = 0.7645 m3 1 kW = 1.36 bhp
1 kW = 860 kcal/h
Volume (fluids)
1 Imp. pint = 0.568 l
1 U.S. pint = 0.473 l
1 U.S. quart = 0.946 l
1 Imp. gal = 4.546 l
1 U.S. gal = 3.785 l
Wärtsilä Switzerland Ltd M–3 25.89.07.40 – Issue XI.06 – Rev. 0

M. Appendix
25.89.07.40 – Issue XI.06 – Rev. 0 M–4 Wärtsilä Switzerland Ltd

RTA96C
Marine Installation
Manual
Issue May 2004

PO Box 414 Fax +41 52 212 49 17
Switzerland

The Sulzer RTA96C engines with the following MCR rating:

– Speed 102 rpm
This issue of the Marine Installation Manual (MIM) is the second edition covering
the Sulzer 6–12RTA engines with this rating.
It is made according to the approved concept for these manuals. Due to

continuous development and giving priority to engines preferred by the market,
complete information for all cylinder arrangements is not yet included. On
relevant spaces the following remark is printed:
Data available on request.
(version 4.2), both on the CD-ROM included in this manual.
This CD-ROM also contains the complete manual (MIM).
This Marine Installation Manual is complete within itself, an additional

Engine Selection and Project Manual (ESPM ) is not required but should you still
need an ESPM, please do not hesitate to contact one of the addresses listed in
the appendix, chapter M of this manual.
Revision:
Rev. 1 performed, 23rd June 2004
silp
25.72.07.40 – Issue V.04 – Rev. 1 Wärtsilä Switzerland Ltd

RTA96C Marine Installation Manual
List of contents
A Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–1
B Engine description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1
B1 Engine description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1
B2 Primary engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–3
B3 Engine numbering and designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–4
C General engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1
C1 Engine layout field and load range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1

C1.1 Layout field . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1
C1.2 Rating points R1, R2, R3 and R4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1
C1.2.1 Continuous service rating (CSR=NOR=NCR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–2
C1.2.2 Contract maximum continuous rating (CMCR = Rx) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–2
C1.3 Load range limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–2
C1.4 Load range with main-engine driven generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–3
C2 Engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–4

C2.1 Reference conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–4
C2.2 Design conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–4
C2.3 Ancillary system design parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–4
C2.4 Engine performance data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–4
C3 Turbocharger and scavenge air cooler selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–5

C3.1 Turbocharger and scavenge air cooler selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–6
C4 Auxiliary blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–9
C5 Turning gear requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–9
C6 Pressure and temperature ranges at continuous service rating . . . . . . . . . . . . . . . . . . . C–10
C7 Included CD-ROM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–11

C7.1 Installation of winGTD and EnSel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–11
C7.1.1 System requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–11
C7.1.2 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–11
C7.1.3 Changes to previous versions of winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–11
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Marine Installation Manual RTA96C
List of contents
C7.2 Using winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–11

C7.2.1 Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–11
C7.2.2 Data input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–11
C7.2.3 Output results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–12
C7.2.4 Service conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–12
C7.2.5 Saving a project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–12
C7.3 EnSel program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–12
D Engine dynamics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1
D1 Vibration aspects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1

D1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1
D1.2 External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1
D1.2.1 Balancing free first order moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–2
D1.2.2 Balancing free second order moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–2
D1.2.3 Power Related Unbalance (PRU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–4
D1.3 Lateral engine vibration (rocking) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–5
D1.3.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–5
D1.3.2 Reduction of lateral vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–6
D1.3.2.1 Engine stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–6
D1.3.2.2 Electrically driven compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–6
D1.4 Longitudinal engine vibration (pitching) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–7
D1.5 Torsional vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–7
D1.5.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–7
D1.5.2 Reduction of torsional vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–8
D1.6 Axial vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–8
D1.6.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–8
D1.6.2 Reduction of axial vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–9
D1.7 Hull vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–9
D1.8 Summary of external forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–10
D1.9 Summary of countermeasures for dynamic effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–11
D2 System dynamics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–12
D3 Order forms for vibration calculations and simulation . . . . . . . . . . . . . . . . . . . . . . . . . . . D–12

D3.1 Marine installation forced torsional vibration calculations . . . . . . . . . . . . . . . . . . . . . . . . D–13
D3.2 Marine installation forced axial vibration calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–14
D3.3 ‘Simulink’ computer application: Input data sheet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–15
25.72.07.40 – Issue V.04 – Rev. 0 b Wärtsilä Switzerland Ltd

List of contents
E Auxiliary power generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1
E1 General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1

E1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1
E1.2 System description and layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
E1.3 Waste heat recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
E2 Power take off (PTO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2

E2.1 Arrangements of PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
E2.2 PTO power and speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
E2.3 Constant-speed gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
F Ancillary systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1
F1 General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1

F1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1
F1.2 Part-load data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1
F1.3 Engine system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1
F1.3.1 Questionnaire for engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–2
at nominal maximum continuous rating (R1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–3
F2 Piping systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–5

F2.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–5
F2.2 Central fresh water cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–5
F2.2.1 Central fresh water cooling system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–10
F2.2.2 Cylinder cooling water system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–11
F2.2.3 Freshwater generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–14
F2.2.4 Pre-heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–16
F2.3 Lubricating oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–17
F2.3.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–17
F2.3.2 ILubricating oil systems for turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–17
F2.3.3 Main lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–17
F2.3.4 Main lubricating oil system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–24
F2.3.5 Cylinder lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–25
F2.3.6 Lubricating oil maintenance and treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–25
F2.3.6.1 Lubricating oil separator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–25
F2.3.7 Lubricating oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–25
F2.3.8 Lubricating oil drain tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–29
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F2.3.9 Flushing the lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–37

F2.3.9.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–37
F2.3.9.2 Preparation before flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–38
F2.3.9.3 Flushing external lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–38
F2.3.9.4 Flushing within the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–39
F2.3.9.5 Circulation of lubricating oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–39
F2.3.9.6 Cylinder oil supply system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–39
F2.4 Fuel oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–40
F2.4.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–40
F2.4.2 Fuel oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–40
F2.4.3 Fuel oil treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–44
F2.4.3.1 Settling tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–46
F2.4.3.2 Daily tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–46
F2.4.3.3 Centrifugal separators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–46
F2.4.4 Pressurized fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–47
F2.4.5 Fuel oil system on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–50
F2.4.6 Heavy fuel oil system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–51
F2.4.7 Flushing the fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–55
F2.4.7.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–55
F2.4.7.2 Preparation before flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–55
F2.4.7.3 Flushing procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–56
F2.5 Starting and control air systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–57
F2.5.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–57
F2.5.2 System layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–57
F2.5.3 Capacities of air compressor and receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–57
F2.5.4 Starting and control air system specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–59
F2.5.4.1 Control air system supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–59
F2.5.5 General service and working air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–59
F2.6 Leakage collection system and washing devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–60
F2.6.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–60
F2.7 Exhaust gas system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–64
F2.8 Air vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–66
F2.9 Engine-room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–67
F3 Ambient temperature consideration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–68

F3.1 Engine air inlet – Operating temperatures from 45 °C to 5 °C . . . . . . . . . . . . . . . . . . . . F–68
F3.1.1 Scavenge air system – arctic conditions at operating temperatures below 5 °C . . . . . F–68
F3.2 Air filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–70
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F4 Pipe size and flow details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–72

F4.1 Pipe velocities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–72
F4.2 Piping symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–73
F5 Engine pipe connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–76

F5.1 Engine pipe connections for 2 x TPL85 turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . F–76
F5.2 Engine pipe connections for 3 x TPL85 turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . F–82
G Engine management systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1
G1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1
G1.1 DENIS family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1
G1.2 MAPEX family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1
G2 DENIS-6 diesel engine interface specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1

G2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1
G2.2 Engine control functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–4
G2.2.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–4
G2.2.2 Standard engine control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–5
G2.2.3 Instrumentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–5
G2.2.4 Shut down functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–5
G2.3 Speed control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–7
G2.3.1 Approved speed control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–7
G2.3.2 Technical assistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–7
G2.4 Approved remote control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–7
G2.4.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–7
G2.4.2 Remote control systems suppliers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–9
G2.4.3 Remote control system functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–10
G2.4.4 Remote control system indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–10
G2.4.5 Recommended manoeuvring characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–11
G2.5 Alarm sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–12
G2.6 Installation information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–15
G2.6.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–15
G2.6.2 Signal flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–15
G2.6.3 Signal numbering system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–17
G2.6.4 Signal list . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–19
G2.6.5 Location of terminal boxes and sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–24
G2.6.6 Cabling notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–26
G3 MAPEX family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–27

G3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–27
G3.2 MAPEX installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–27
Wärtsilä Switzerland Ltd e 25.72.07.40 – Issue V.04 – Rev. 0

List of contents
H General installation aspects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–1
H1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–1
H2 Dimensions and masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–2

H2.1 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–2
H2.2 Thermal expansion at the turbocharger expansion joint . . . . . . . . . . . . . . . . . . . . . . . . . . H–5
H2.3 Contents of fluid in the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–6
H2.4 Space requirements and dismantling heights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–6
H2.4.1 Reduced piston dismantling height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–7
H2.4.2 Dismantling of scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–11
H3 Outlines of engines of Sulzer RTA96C engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–12

H3.1 Outlines of engines fitted with 2 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . H–12
H3.1.1 6RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–13
H3.1.2 7RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–14
H3.1.3 8RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–15
H3.2 Outlines of engines fitted with 3 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . H–16
H3.2.1 9RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–17
H3.2.2 10RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–19
H3.2.3 11RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–21
H3.2.4 12RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–23
H4 Platform and gallery arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–25

H4.1 End elevation for engines fitted with TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . H–25
H4.1.1 6RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–26
H4.1.2 7RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–30
H4.1.3 8RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–34
H4.1.4 9RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–38
H4.1.5 10RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–42
H4.1.6 11RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–46
H4.1.7 12RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–50
H5 Engine seating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–54

H5.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–54
H5.2 Engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–54
H5.2.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–54
H5.2.2 Thrust sleeve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–54
H5.2.2.1 Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–54
H5.2.2.2 Drilling of the holes in the tank top plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–54
H5.2.2.3 Chock thickness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–54
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H5.2.3 Fitted stud . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–55

H5.2.3.1 Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–55
H5.2.3.2 Drilling of the holes in the tank top plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–55
H5.2.3.3 Chock thickness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–55
H5.2.4 Pouring of the epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–55
H5.2.4.1 Conditions before pouring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–55
H5.2.4.2 Pouring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–55
H5.2.5 Tightening the holding down studs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–56
H5.2.6 Engine foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–56
H5.2.7 Engine holding down studs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–58
H5.2.8 Engine seating side stoppers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–62
H5.2.9 Chocking and drilling plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–70
H5.2.9.1 6RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–70
H5.2.9.2 7RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–71
H5.2.9.3 8RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–72
H5.2.9.4 9RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–73
H5.2.9.5 10RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–74
H5.2.9.6 11RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–75
H5.2.9.7 12RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–76
H5.3 Engine alignment tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–78
H5.3.1 Position of engine alignment tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–79
H6 Engine coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–86

H6.1 Fitting coupling bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–86
H7 Engine earthing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–90

H7.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–90
H7.2 Preventive action . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–90
H7.3 Earthing slip-rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–91
H7.3.1 Main shaft earthing system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–91
H8 Engine stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–93

H8.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–93
H8.2 Stays arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–93
H8.2.1 Installation of lateral and longitudinal stays – hydraulic and friction . . . . . . . . . . . . . . . H–93
H8.2.2 Hydraulic stays details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–94
H8.2.3 Friction stay details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–96
H9 Fire protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–98

H9.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–98
H9.2 Extinguishing agents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–98
Wärtsilä Switzerland Ltd g 25.72.07.40 – Issue V.04 – Rev. 0

List of contents
I Engine emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1
I1 Exhaust gas emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1

I1.1 IMO-2000 regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1
I1.1.1 IMO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1
I1.1.2 Establishment of emission limits for ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1
I1.1.3 Regulation regarding NOx emissions of diesel engines . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1
I1.1.4 Date of application of Annex VI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1
I1.1.5 Procedure for certification of engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–2
I1.2 Measures for compliance with the IMO regulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–2
I1.2.1 Low NOx Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–2
I1.2.2 Extended measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–2
I2 Engine noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–3

I2.1 Engine surface sound pressure level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–3
I2.2 Engine exhaust sound pressure level at funnel top . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–4
I2.3 Engine structure borne noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–5
J Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
J1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
J2 Standard tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–2
J3 Optional tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–40
J4 Turbocharger tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–45
J5 Storage proposal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–46

J5.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–46
J5.2 Tool panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–47
K Spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–1
K1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–1
K2 Summarized spares data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–2
K3 Engine spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–4
K4 Turbocharger spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–32
K5 Mounting and storage proposals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–33
25.72.07.40 – Issue V.04 – Rev. 0 h Wärtsilä Switzerland Ltd

List of contents
L Engine dispatch and installation . . . . . . . . . . . . . . . . . . . . . . . . . . L–1
L1 Dismantling pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–1

L1.1 Treatment against corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–1
L1.2 Engine dismantling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–2
L1.3 Engine dispatch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–3
L1.4 Engine installation and alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–4
L1.4.1 Removing rust preventing oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–4
L1.4.2 Shafting alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–4
L1.4.2.1 Shafting alignment calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–4
L1.4.2.2 Recommendation for the alignment layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–5
L1.4.2.3 Service related influences on alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–5
L1.4.2.4 Propeller thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–6
L1.4.3 Installation and assembly of sub-assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–6
L1.4.4 Installing a complete engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–7
L1.4.5 Installing an engine from assembled sub-assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–7
L1.4.6 Engine installation with ship on slipway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–7
L1.4.7 Final engine alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–8
L1.4.7.1 Prequisites . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–8
L1.4.7.2 Engine alignment towards propulsion shaft line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–8
L1.4.7.3 Engine alignment towards foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–8
L1.4.7.4 Alignment check in uncoupled condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–9
L1.4.7.5 Alignment check in coupled condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–9
L1.4.7.6 Jack-up test for main bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–10
L2 Official shop trial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–12

L2.1 Wärtsilä trial report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–12
M Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M–1
M1 Reference to other Wärtsilä Ltd publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M–1
M2 SI dimensions for internal combustion engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M–2
M3 Approximate conversion factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M–3
M4 Wärtsilä Corporation Worldwide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M–4

M4.1 Haedquarters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M–4
M4.2 Production companies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M–4
M4.3 Corporation network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M–5
M4.4 L;icensees . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M–9
Wärtsilä Switzerland Ltd i 25.72.07.40 – Issue V.04 – Rev. 0

List of Figures
Fig. A1 Power/speed range of all IMO-2000 regulation compatible RTA engines . . . . . . . . . . . . A–1
Fig. B1 Sulzer RTA96C cross section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1
Fig. B2 Engine numbering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–4
Fig. C1 Layout field of the Sulzer RTA96C engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1
Fig. C2 Load range limits, with the load diagram of an engine
corresponding to a specific rating point Rx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–3
Fig. C3 Load range diagram for an engine equipped with a main-engine driven generator,
whether it is a shaft generator or a PTO-driven generator . . . . . . . . . . . . . . . . . . . . . . . . C–3
Fig. C4 Scavenge air cooler details (rated at R1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–5
Fig. C5 Turbocharger and scavenge air cooler selection (ABB TPL type turbochargers) . . . . . C–6
Fig. C6 Turbocharger and scavenge air cooler selection (MHI MET type turbochargers) . . . . . C–7
Fig. C7 Turbocharger and scavenge air cooler selection (MAN NA type turbochargers) . . . . . C–8
Fig. C8 winGTD: Selection of engine window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–11
Fig. C9 winGTD: Main window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–11
Fig. C10 winGTD: General technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–12
Fig. C11 winGTD: Two-stroke engine propulsion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–12
Fig. D1 External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1
Fig. D2 Engine-fitted second order balancer gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–2
Fig. D3 Locating balancer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–3
Fig. D4 Locating electrically driven balancer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–3
Fig. D5 Free external mass moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–4
Fig. D6 External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–5
Fig. D7 General arrangement of lateral stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–6
Fig. D8 General arrangement of friction stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–6
Fig. D9 Vibration damper (Viscous type) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–8
Fig. D10 Vibration damper (Geislinger type) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–8
Fig. D11 Axial damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–9
Fig. E1 Heat recovery system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1
Fig. E2 Tunnel PTO gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
Fig. F1 Central fresh-water cooling system, single-stage SAC . . . . . . . . . . . . . . . . . . . . . . . . . . . F–3
Fig. F2 Central fresh water cooling system for single-stage scavenge air cooler . . . . . . . . . . . . F–6
Fig. F3 Central fresh water cooling system for two-stage scavenge air cooler . . . . . . . . . . . . . . F–8
Fig. F4 Central cooling water system expansion tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–13
Fig. F5 Freshwater generator installation alternative ‘A’ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–14
Fig. F6 Freshwater generator installation alternative ‘B’ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–15
Fig. F7 Pre-heating power requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–17
Fig. F8 Lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–18
Fig. F9 Lubricating oil system for 2 x TPL 85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . F–20
Fig. F10 Lubricating oil system for 3 x TPL 85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . F–21
Fig. F11 Lubricating oil system on the engine (low-pressure circuit) . . . . . . . . . . . . . . . . . . . . . . . F–22
Fig. F12 Lubricating oil system on the engine (high-pressure circuit) . . . . . . . . . . . . . . . . . . . . . . F–23
Fig. F13 Lubricating oil treatment and transfer system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–26
Fig. F14 Arrangement of vertical lubricating oil drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–29
Fig. F15 Vertical drain connection details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–31
Fig. F16 Layout of vertical oil drains for 6RTA96C and 7RTA96C engines . . . . . . . . . . . . . . . . . F–32
25.72.07.40 – Issue V.04 – Rev. 0 j Wärtsilä Switzerland Ltd

List of Figures
Fig. F17 Layout of vertical oil drains for 8RTA96C and 9RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . F–33
Fig. F18 Layout of vertical oil drains for 10RTA96C and 11RTA96C . . . . . . . . . . . . . . . . . . . . . . . F–34
Fig. F19 Layout of vertical oil drains for 12RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–35
Fig. F20 Lubricating oil drain tank, vertical oil drains. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–36
Fig. F21 Flushing the lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–37
Fig. F22 Typical viscosity / temperature diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–43
Fig. F23 Heavy fuel oil treatment and tank system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–44
Fig. F24 Pressurized fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–48
Fig. F25 Fuel oil system on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–50
Fig. F26 Fuel oil system mixing unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–53
Fig. F27 Fuel oil system flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–55
Fig. F28 Starting and control air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–58
Fig. F29 Leakage collection and washing system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–61
Fig. F30 Sludge oil trap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–62
Fig. F31 Arrangement of automatic water drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–63
Fig. F32 Determination of exhaust pipe diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–64
Fig. F33 Estimation of exhaust gas density . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–65
Fig. F34 Estimation of exhaust pipe diameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–65
Fig. F35 Direct suction of combustion air – main and auxiliary engine . . . . . . . . . . . . . . . . . . . . . F–67
Fig. F36 Scavenge air system for arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–68
Fig. F37 Blow-off effect under arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–69
Fig. F38 Air filter size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–71
Fig. F39 Piping symbols 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–73
Fig. F42 Driving end pipe connection details for 2 x TPL85 turbochargers . . . . . . . . . . . . . . . . . F–76
Fig. F43 Free end pipe connection details for 2 x TPL85 turbochargers . . . . . . . . . . . . . . . . . . . F–77
Fig. F44 Pipe connection details for 2 x TPL85 turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–78
Fig. F45 6RTA96C pipe connection details for 2 x TPL85 turbochargers . . . . . . . . . . . . . . . . . . . F–79
Fig. F48 Driving end pipe connection details for 3 x TPL85 turbochargers . . . . . . . . . . . . . . . . . F–82
Fig. F49 Free end pipe connection details for 3 x TPL85 turbochargers . . . . . . . . . . . . . . . . . . . F–83
Fig. F50 Pipe connection details for 3 x TPL85 turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–84
Fig. F52 10RTA96C pipe connection details for 3 x TPL85 turbochargers . . . . . . . . . . . . . . . . . . F–86
Fig. G1 DENIS-6 layout. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–3
Fig. G2 Arrangement of local/emergency control stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–4
Fig. G3 DENIS-6 remote control system layout. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–8
Fig. G4 Recommended manoeuvring characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–11
Fig. G5 Signal flow between systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–16
Fig. G6 Location of sensors / actuators for remote control and safety system. . . . . . . . . . . . . . G–24
Fig. G7 Location of sensors for ship alarm system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–25
Wärtsilä Switzerland Ltd k 25.72.07.40 – Issue V.04 – Rev. 0

List of Figures
Fig. H1 Engine dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–2

Fig. H2 Dimensions X, Y, Z . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–5
Fig. H3 Reduced piston dismantling height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–7
Fig. H4 Space requirements and dismantling heights for piston lifting (vertical) . . . . . . . . . . . . . H–8
with double-jib/special crane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–9
Fig. H6 Space requirements and dismantling heights for tilted piston lifting
with double-jib/special crane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–10
Fig. H7 Dismantling of scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–11
Fig. H8 End elevation of 6- to 8-cylinder RTA96C engines
with 2 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–12
Fig. H9 Exhaust side elevation and plan view of 6RTA96C
Fig. H12 End elevation of 9 to 12 cylinder RTA96C engine
Fig. H13 Exhaust side elevation of 9RTA96C with 3 x TPL85-B turbochargers . . . . . . . . . . . . . . H–17
Fig. H14 Plan view of 9RTA96C with 3 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . H–18
Fig. H15 Exhaust side elevation of 10RTA96C with 3 x TPL85-B turbochargers . . . . . . . . . . . . H–19
Fig. H16 Plan view of 10RTA96C with 3 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . H–20
Fig. H17 Exhaust side elevation of 11RTA96C with 3 x TPL85-B turbochargers . . . . . . . . . . . . . H–21
Fig. H19 Exhaust side elevation of 12RTA96C with 3 x TPL85-B turbochargers . . . . . . . . . . . . H–23
Fig. H21 End elevation for engines fitted with ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . H–25
Fig. H22 6RTA96C cylinder cover platform . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–26
Fig. H23 6RTA96C upper platform with 2 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . H–27
Fig. H24 6RTA96C lower platform with 2 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . H–28
Fig. H25 6RTA96C service platform . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–29
Fig. H38 10RTA96C cylinder cover platform . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–42
25.72.07.40 – Issue V.04 – Rev. 0 l Wärtsilä Switzerland Ltd

List of Figures
Fig. H39 10RTA96C upper platform with 3 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . H–43

Fig. H40 10RTA96C lower platform with 3 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . H–44
Fig. H41 10RTA96C service platform . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–45
Fig. H50 Engine seating and foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–56
Fig. H51 Engine foundation for engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . H–57
Fig. H52 Cross section of thrust sleeve with holding down stud and epoxy resin chocks . . . . . H–58
Fig. H53 Cross section of fitted holding down stud with epoxy resin chocks . . . . . . . . . . . . . . . . H–58
Fig. H54 Cross section of normal holding-down stud with epoxy resin chocks . . . . . . . . . . . . . . H–59
Fig. H55 Holding down studs details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–60
Fig. H56 Details of sleeve and conical washer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–61
Fig. H57 Engine seating side stoppers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–62
Fig. H58 6RTA96C engine side stopper arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–63
Fig. H62 10RTA96C engine side stopper arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–67
Fig. H65 6RTA96C chocking and drilling plan for engine seating with epoxy resin chocks . . . . H–70
Fig. H69 10RTA96C chocking and drilling plan for engine seating with epoxy resin chocks . . . H–74
Fig. H72 Drilling plan details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–77
Fig. H73 Alignment with hydraulic jack and wedge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–78
Fig. H74 Arrangement with jacking screw (optional). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–78
Fig. H75 Position of engine alignment tools for 6RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–79
Fig. H79 Position of engine alignment tools for 10RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–83
Fig. H82 Engine coupling fitted bolt arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–87
Fig. H83 Detail of coupling bolt and nut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–88
Wärtsilä Switzerland Ltd m 25.72.07.40 – Issue V.04 – Rev. 0

List of Figures
Fig. H84 Engine coupling and flywheel casing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–89

Fig. H85 Shaft earthing arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–91
Fig. H86 Shaft earthing slip-ring arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–91
Fig. H87 Shaft earthing with condition monitoring facility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–92
Fig. H88 Arrangement of hydraulic stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–94
Fig. H89 Lateral stay details – hydraulic type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–95
Fig. H90 Arrangement of friction stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–96
Fig. H91 Lateral stay details – friction type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–97
Fig. I1 Speed dependent maximum average NOx emissions by engines . . . . . . . . . . . . . . . . . . . I–1
Fig. I2 Sulzer RTA96C: compliance with IMO regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–2
Fig. I3 Engine sound pressure level at 1 m distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–3
Fig. I4 Engine exhaust gas sound pressure level at funnel top . . . . . . . . . . . . . . . . . . . . . . . . . . . I–4
Fig. I5 Structure borne noise level at engine feet vertical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–5
Fig. J1 Standard tools 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–2
Fig. J38 Standard tools 38 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–39
Fig. J39 Recommended tools 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–40
Fig. J43 Recommended tools 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–44
Fig. J44 Tool panel storage arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–46
Fig. J45 Tool panel location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–47
Fig. J46 Tool panel 1: General tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–48
Fig. J47 Tool panel 2: for valve seat grinding / control tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–49
Fig. J48 Tool panel 3: for nozzle dismantling / overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–50
Fig. J49 Tool panel 4: for cylinder liner / head dismantling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–51
Fig. J50 Tool panel 5: for piston dismantling / overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–52
Fig. J51 Tool panel 6: for fuel pump / camshaft dismantling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–53
Fig. J52 Tool panel 7: for piston / various tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–54
Fig. J53 Tool panel 8: Crankcase tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–55
Fig. J54 Tool panel 9: for gear drive dismantling / control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–56
Fig. K1 Main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–4
Fig. K2 Thrust pads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–5
Fig. K3 Cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–6
Fig. K4 Cylinder liner lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–7
Fig. K5 Cylinder cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–8
Fig. K6 Elastic studs for cylinder cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–9
Fig. K7 Fuel injection valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–10
Fig. K8 Starting air valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–11
Fig. K9 Exhaust valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–12
Fig. K10 Relief valve and indicator cock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–13
Fig. K11 Connecting rod bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–14
Fig. K12 Piston rod gland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–15
Fig. K13 Piston cooling and crosshead lubricating linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–16
Fig. K14 Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–17
Fig. K15 Camshaft components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–18
Fig. K16 Electronic speed controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–19
Fig. K17 Fuel and hydraulic actuator pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–20
25.72.07.40 – Issue V.04 – Rev. 0 n Wärtsilä Switzerland Ltd

List of Figures
Fig. K18 Fuel and hydraulic actuator pump (continued) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–21

Fig. K19 Safety cut-out device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–22
Fig. K20 Fuel injection piping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–23
Fig. K23 Scavenging system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–26
Fig. K24 Hydraulic piping for exhaust valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–27
Fig. K25 Hydraulic piping for exhaust valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–28
Fig. K26 Cylinder lubricating pump and drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–29
Fig. K27 Exhaust system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–30
Fig. K28 Securing spare piston and rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–34
Fig. K29 Securing spare exhaust valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–34
Fig. K30 Securing spare exhaust valve cages without . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–35
Fig. K31 Securing spare cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–35
Fig. L1 Lifting device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–3
Fig. L2 Parallelism of driving end (DE) to free end (FE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–8
Fig. L3 Top and bottom clearance at main bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–9
Fig. L4 Crankshaft: vertical and horizontal deflections at alignment . . . . . . . . . . . . . . . . . . . . . . L–11
Fig. L5 Performance curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–15
Fig. L6 Inspection bedplate alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–24
Fig. L7 Cylinder pressure diagram (Cylinder 1, 2, 3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–25
Fig. L10 Cylinder pressure diagram (Cylinder 10, 11, 12). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–28
Wärtsilä Switzerland Ltd o 25.72.07.40 – Issue V.04 – Rev. 0

List of tables
Table B1 Primary engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–3

Table C1 Scavenge air cooler parameters (rated at R1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–5
Table C2 Turbocharger weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–9
Table C3 Auxiliary blower requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–9
Table C4 Approximative turning gear requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–9
Table C5 Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–10
Table D1 Second order balancer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–2
Table D2 External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–10
Table D3 Countermeasures for dynamic effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–11
Table E1 PTO options for power and speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
Table F1 R1 data for central fresh water cooling system for engines
with ABB TPL turbochargers, single-stage SAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–3
Table F1 R1 data for central fresh water cooling system for engines
with ABB TPL turbochargers, single-stage SAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–4
Table F2 Central fresh water cooling system data for single-stage scavenge air cooler . . . . . . . F–7
Table F3 Central fresh water cooling system data for two-stage scavenge air cooler . . . . . . . . . F–9
Table F4 Lubricating oil system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–19
Table F5 Lubricating oil treatment and transfer system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–27
Table F6 Lubricating oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–28
Table F7 Vertical drain connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–29
Table F8 Minimum inclination angles at which the engine is to remain fully operational . . . . . . F–30
Table F9 Fuel oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–40
Table F10 Heavy fuel oil treatment and tank system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–45
Table F11 Pressurized fuel oil system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–49
Table F12 Fuel oil system mixing unit: nominal pipe diameters for connections A, B, C . . . . . . . F–53
Table F13 Air receiver and air compressor capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–57
Table F14 Control air capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–59
Table F15 Leakage collection and washing system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–60
Table F16 Guidance for air filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–70
Table F17 Recommended fluid velocities and flow rates for pipework . . . . . . . . . . . . . . . . . . . . . . . F–72
Table G1 Local indications on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–6
Table G2 Local indications on the gauge board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–6
Table G3 Suppliers of remote control systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–9
Table G4 Remarks to tables G5 and G6 ‘Alarm and safety functions
of Sulzer RTA96C marine diesel engines’. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–12
Table G5 Alarm and safety functions of Sulzer RTA96C marine diesel engines
(continued table G6). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–13
Table G6 Alarm and safety functions of Sulzer RTA96C marine diesel engines
(continuation of table G5). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–14
Table G7 Signal numbering system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–18
Table G8 Interface signals for alarm system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–19
Table G9 Interface signals for control system; signals from engine . . . . . . . . . . . . . . . . . . . . . . . . G–20
Table G10 Interface signals for control system; signals to engine . . . . . . . . . . . . . . . . . . . . . . . . . . . G–21
Table G11 Local control functions on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–21
Table G12 Interface signals for wrong way alarm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–21
25.72.07.40 – Issue V.04 – Rev. 0 p Wärtsilä Switzerland Ltd

List of tables
Table G13 Interface signals for safety system; direct inputs to safety system
(binary signals) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–22
Table G14 Interface signals for safety system; outputs from safety system
(binary signals) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–22
Table G15 Interface signals for safety system; indirect inputs to safety system
(analogue signals) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–22
Table H1 Engine dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–2
Table H2 Engine masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–3
Table H3 Dimensions and masses of main components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–4
Table H4 Expected thermal expansion figures at turbocharger gas outlet . . . . . . . . . . . . . . . . . . . H–5
Table H5 Fluid quantities in the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–6
Table H6 Tightening pressures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–56
Table H7 Parts list for engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–59
Table H8 Details and dimensions of epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–77
Table H9 Number and diameter of holes drilled into top plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–77
Table H10 Parts list for wedge, hydraulic jack and jacking screw . . . . . . . . . . . . . . . . . . . . . . . . . . . H–78
Table H11 Quantity of engine coupling fitted bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–87
Table H12 Recommended quantities of fire extinguishing medium . . . . . . . . . . . . . . . . . . . . . . . . . H–98
Table K1 Summarized spares data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–2
Table K2 Summarized spares data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–3
Table K3 Measuring instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–31
Table K4 Spare parts for DENIS-6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–31
Table K5 Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–31
Table K6 Turbocharger spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–32
Table L1 Lifting details for complete RTA96C engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–4
Table L2 Influence of ship draught on static main bearing loads . . . . . . . . . . . . . . . . . . . . . . . . . . . L–5
Table L3 Recommended static main bearing loads for alignment calculation . . . . . . . . . . . . . . . . L–5
Table L4 Calculated pre-sag offsets for reference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–9
Table L5 Jack correction factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–11
Table L6 Crank web deflection limits for alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–11
Table L7 Trial report (Specification) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–13
Table L8 Trial report (Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–14
Table L9 Setting table (Sheet A) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–16
Table L10 Setting table (Sheet A continued) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–17
Table L11 Setting table (sheet B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–18
Table L12 Check dimensions (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–19
Table L15 Inspection sheet (Cylinder liner) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–22
Table L16 Inspection sheet (Cylinder liner) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–23
Table L17 Inspection sheet (Bedplate alignment) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–24
Wärtsilä Switzerland Ltd q 25.72.07.40 – Issue V.04 – Rev. 0

Abbreviations
ABB ASEA Brown Boveri MCR Maximum continuous rating (R1)

ALM Alarm MDO Marine diesel oil
AMS Attended machinery space mep Mean effective pressure
BFO Bunker fuel oil MET Turbocharger (Mitsubishi manufacture)
BN Base Number MHI Mitsubishi Heavy Industries
BSEF Brake specific exhaust gas flow MIM Marine installation manual
BSFC Brake specific fuel consumption N, n Speed of rotation
CCR Conradson carbon NA Turbocharger (MAN manufacture)
CCW Cylinder cooling water NCR Nominal continuous rating
CMCR Contract maximum continuous rating (Rx) NOR Nominal operation rating
CPP Controllable pitch propeller OM Operational margin
CSR Continuous service rating (also PAL Pressure alarm, low
designated NOR and NCR) P Power
cSt centi-Stoke (kinematic viscosity) PI Pressure indicator
DAH Differential pressure alarm, high ppm Parts per million
DENIS Diesel engine control and optimizing PRU Power related unbalance
specification PTO Power take off
EM Engine margin RCS Remote control system
EnSel Engine selection program RW1 Redwood seconds No. 1 (kinematic
ESPM Engine selection and project manual viscosity)
FPP Fixed pitch propeller SAC Scavenge air cooler
FQS Fuel quality setting SAE Society of Automotive Engineers
FW Fresh water S/G Shaft generator
GEA Scavenge air cooler (GEA manufacture) SHD Shut down
HFO Heavy fuel oil SIPWA-TP Sulzer integrated piston ring wear detec-
HT High temperature ting arrangement with trend processing
IMO International Maritime Organisation SLD Slow down
IND Indication SM Sea margin
IPDLC Integrated power-dependent liner cooling SSU Saybolt second universal
ISO International Standard Organisation SW Sea-water
kW Kilowatt TBO Time between overhauls
kWe Kilowatt electrical TC Turbocharger
kWh Kilowatt hour TI Temperature indicator
LAH Level alarm, high TPL Turbocharger (ABB manufacture)
LAL Level alarm, low tEaT Temperature of exhaust gas after turbine
LCV Lower calorific value UMS Unattended machinery space
LI Level indicator VI Viscosity index
LR Light running margin VTR Turbocharger (ABB manufacture)
LSL Level switch, low WCH Wärtsilä Switzerland
LT Low temperature WECS Wärtsilä Engine Control System
M Torque winGTD General Technical Data program
MAPEX Monitoring and maintenance performance (windows version)
M2V External moment 2nd order vertical
25.72.07.40 – Issue V.04 – Rev. 0 r Wärtsilä Switzerland Ltd

A. Introduction
The Marine Installation Manual (MIM) is for use by Engine power Engine power
[kW] [bhp]
project and design personnel. Each chapter con- 100 000
tains detailed information required by design en- 80 000
120 000
100 000
gineers and naval architects enabling them to op- RTA96C
60 000 80 000
timize plant items, machinery spaces, and carry 50 000
all other RTA
out installation design work. 40 000 and RT-flex engines
60 000
This book is only distributed to persons dealing 30 000 40 000

with this engine.
20 000
20 000
10 000
8 000
10 000
6 000 8 000
6 000
4 000
4 000
2 000
50 60 70 80 90 100 120 140 160 180 200
Engine speed
F10.5301 [rpm]

compatible RTA engines
This reference book is intended to provide the information required for the layout of marine
propulsion plants.
It is not to be considered as a specification. The build specification is subject to the laws of the
legislative body of the country of registration and the rules of the classification society selected
by the owners.
Its content is subject to the understanding that any data and information herein have been
prepared with care and to the best of our knowledge. We do not, however, assume any liability
with regard to unforeseen variations in accuracy thereof or for any consequences arising
therefrom.

PO Box 414
Telephone: +41 52 2624922
Telefax: +41 52 2124917
Direct Fax: +41 52 2620707
Wärtsilä Switzerland Ltd A–1 25.72.07.40 – Issue V.04 – Rev. 0

A. Introduction
Page intentionally left blank (end of chapter).
25.72.07.40 – Issue V.04 – Rev. 0 A–2 Wärtsilä Switzerland Ltd

B1 Engine description
The Sulzer RTA96C type engine is a low-speed,
direct-reversible, single-acting two-stroke engine,
comprising crosshead-guided running gear, hy-
draulically operated poppet type exhaust valves,
turbocharged uniflow scavenging system and oil
cooled pistons.
The Sulzer RTA96C is designed for running on a
wide range of fuels from marine diesel oil (MDO)
to heavy fuel oils (HFO) of different qualities.
Main features:
Bore 960 mm
Stroke 2500 mm
Number of cylinders 6 to 12
Speed (MCR) 102 rpm
Mean piston speed 8.5 m/s
It is available with six to twelve cylinders rated at
max. 5720 kW/cyl to provide a maximum output for
the twelve-cylinder engine of 68 640 kW. Refer to Remark: * Direction of rotation: clockwise as standard
table B1 for primary engine data. (viewed from the propeller towards the engine).
Note: This cross section is considered as general

information only
F10.5042
Length [m] 12.96 23.94 Fig. B1 Sulzer RTA96C cross section

Height [m] 12.72 12.72
Refer to figure B1 and the following text for the
Dry weight [t] 1160 2050 characteristic design features:
1. Welded bedplate with integrated thrust bear-

The development of the Sulzer RTA96C range to
ings and large surface main bearing shells.
provide an engine for today’s largest container
vessels concentrated around providing power and
2. Sturdy engine structure with low stresses and
reliability at the required service speeds. The well-
high stiffness comprising A-shaped fabricated
proven bore-cooling principle for pistons, liners,
double-wall columns and cylinder blocks at-
cylinder covers and exhaust valve seats is incorpo-
tached to the bedplate by pre-tensioned verti-
rated with variable injection timing (VIT) which
cal tie rods.
maintains the nominal maximum combustion pres-
sure within the power range compliant with the
IMO regulation.
Wärtsilä Switzerland Ltd B–1 25.72.07.40 – Issue V.04 – Rev. 0

3. Fully-built camshaft driven by gear wheels 13. Main bearing caps tightened with elastic hold-
housed in a double column located at the driving down bolts to allow for a simpler design of
ing end or in the centre of the engine, depend- the columns.
ing on numbers of cylinders.
14. White-metaled type bottom end bearings.
4. A combined injection pump and exhaust valve
actuator unit for two cylinders each. Camshaft- 15. Semi-built crankshaft.
driven fuel pump with double spill valves for
timing fuel delivery to uncooled injectors. The following options are also available:
Camshaft-driven actuator for hydraulic drive of – Turbochargers: ABB TPL or Mitsubishi MET
poppet-type exhaust valve working against an (approval pending for MAN NA)
air spring. – Power take off for main-engine driven gener-
ator.
5. Standard pneumatic control – fully equipped – Two-stage scavenge air cooler for waste heat
local control stand. Diesel Engine CoNtrol and recovery.
optImizing Specification (DENIS-6), standard
set of sensors and actuators for control, safety
and alarms. Speed control system according
to chapter G2.3.
6. Single cast-iron jackets bolted together to form

a rigid cylinder block.
7. Special grey cast-iron, bore-cooled cylinder

liners with load dependent cylinder lubrication
and cooling.
8. Solid forged or steel cast, bore-cooled cylinder

cover with bolted-on exhaust valve cage con-
taining Nimonic 80A exhaust valve.
9. Constant-pressure turbocharging system

comprising exhaust gas turbochargers and
auxiliary blowers for low-load operation.
10. Oil-cooled pistons with bore-cooled crowns

and short piston skirts.
11. Uniflow scavenging system comprising scav-

enge air receiver and non-return flaps.
12. Crosshead with crosshead pin and single-

piece white metal large surface bearings.
Elevated pressure hydrostatic lubrication.
25.72.07.40 – Issue V.04 – Rev. 0 B–2 Wärtsilä Switzerland Ltd

B2 Primary engine data
Engine Sulzer RTA96C

Speed [rpm] 102 102 92 92
Engine power (MCR)
[kW] 34 320 24 000 30 960 24 000
6
[bhp] 46 680 32 640 42 120 32 640
[kW] 40 040 28 000 36 120 28 000
7
[bhp] 54 460 38 080 49 140 38 080
[kW] 45 760 32 000 41 280 32 000
8
[bhp] 62 240 43 520 56 160 43 520
[kW] 51 480 36 000 46 440 36 000
9
[bhp] 70 020 48 960 63 180 48 960
[kW] 57 200 40 000 51 600 40 000
10
[bhp] 77 800 54 400 70 200 54 400
[kW] 62 920 44 000 56 760 44 000
11
[bhp] 85 580 59 840 77 220 59 840
[kW] 68 640 48 000 61 920 48 000
12
[bhp] 93 360 65 280 84 240 65 280

Load
[g/kWh] 171 163 171 164
100 %
[g/bhph] 126 120 126 121
mep [bar] 18.6 13.0 18.6 14.4
Table B1 Primary engine data
(10200 kcal/kg). All other reference conditions kW-based figures have to be converted by

Wärtsilä Switzerland Ltd B–3 25.72.07.40 – Issue V.04 – Rev. 0

B3 Engine numbering and designation
The engine components are numbered from the driving end to the free end as shown in the figure below:
281.837b
Fig. B2 Engine numbering
25.72.07.40 – Issue V.04 – Rev. 0 B–4 Wärtsilä Switzerland Ltd

C1 Engine layout field and load range

C1.1 Layout field Percentage values are being used so that the
same diagram can be applied to various engine
The layout field shown in figure C1 is the area of models. The scales are logarithmic so that expo-
power and engine speed. In this area the contract nential curves, such as propeller characteristics
maximum continuous rating (CMCR) of an (cubic power) and mean effective pressure (mep)
RTA96C engine can be positioned individually to curves (first power), are straight lines.
give the desired combination of propulsive power
and rotational speed. Engines within this layout
field are tuned for maximum firing pressure and C1.2 Rating points R1, R2, R3 and R4
best efficiency.
Engine power Sulzer RTA engines are the corner points of the
% [R1]
100 R1 engine layout field (figure C1).
The point R1 represents the nominal maximum

power/speed combination which is available for a
R3 particular engine.
90
The point R2 defines 100 per cent speed, and 70

Rx percent power of R1.
The point R3 defines 90 per cent speed and 90 per-

cent power of R1.
80

line of constant mean effective pressure of R1.
The point R4 defines 90 per cent speed and 70 per

cent power of R1.
70 R2 The connection line R2–R4 is the line of 70 per

R4
Engine speed cent power between 90 and 100 per cent speed
% [R1]
85 90 95 100 of R1.
may be freely positioned within the layout field Rating points Rx can be selected within the entire
for that engine.
F10.4995 layout field to meet the requirements of each par-
Fig. C1 Layout field of the Sulzer RTA96C engine. ticular project. Such rating points require specific
engine adaptations.
Wärtsilä Switzerland Ltd C–1 25.72.07.40 – Issue V.04 – Rev. 0

C1.2.1 Continuous service rating Line 3 is the 104 per cent speed limit where an
(CSR=NOR=NCR) engine can run continuously. For Rx with
reduced speed (NCMCR ≤ 0.98 NMCR) this
Point ‘A’ represents power and speed of a ship limit can be extended to 106 per cent, how-
operating at contractual speed in calm seas with a ever, the specified torsional vibration limits
new clean hull and propeller. On the other hand, must not be exceeded.
the same ship at the same speed requires a
power/speed combination according to point ‘D’, Line 4 is the overspeed limit. The overspeed
shown in figure C2, under service condition with range between 104 (106) and 108 per cent
aged hull and average weather. ‘D’ is then the speed is only permissible during sea trials
CSR-point. if needed to demonstrate the ship’s speed
For more information, please refer to the ‘Engine peller in the presence of authorized repre-
Selection and Project Manual’ (ESPM), chapter B sentatives of the engine builder. However,
‘Consideration on engine selection’. the specified torsional vibration limits must
not be exceeded.
C1.2.2 Contract maximum continuous
Line 5 represents the admissible torque limit and
rating (CMCR = Rx)
reaches from 95 per cent power and
speed to 45 per cent power and 70 per
By dividing, in our example, the CSR (point D) by
cent speed. This represents a curve de-
0.90, the 100 per cent power level is obtained and
fined by the equation:
an operational margin of 10 per cent is provided
2.45
(see figure C2). The found point Rx, also desig- P 2P 1 N 2N 1
nated as CMCR, can be selected freely within the
layout field defined by the four corner points R1, When approaching line 5 , the engine will
R2, R3 and R4 (see figure C1). increasingly suffer from lack of scavenge
air and its consequences. The area
formed by lines 1 , 3 and 5 repre-
C1.3 Load range limits sents the range within which the en-
gine should be operated. The area li-
Once an engine is optimized at CMCR (Rx), the mited by the nominal propeller
working range of the engine is limited by the follow- characteristic, 100 per cent power and
ing border lines, refer to figure C2: line 3 is recommended for continuous
operation. The area between the nominal
Line 1 is a constant mep or torque line through propeller characteristic and line 5 has to
CMCR from 100 per cent speed and be reserved for acceleration, shallow
power down to 95 per cent power and water and normal operational flexibility.
speed.
Line 2 is the overload limit. It is a constant mep

line reaching from 100 per cent power and
and 103.2 per cent speed. The latter one
is the point of intersection between the
nominal propeller characteristic and 110
per cent power.
25.72.07.40 – Issue V.04 – Rev. 0 C–2 Wärtsilä Switzerland Ltd

Line 6 is defined by the equation: C1.4 Load range with main-engine

2.45
driven generator
P 2P 1 N 2N 1
through 100 per cent power and 93.8 per The load range diagram with main-engine driven
cent speed and is the maximum torque generator, whether it is a shaft generator (S/G)
limit in transient conditions. mounted on the intermediate shaft or driven
The area above line 1 is the overload
curve ‘c’ in figure C3. This curve is not parallel to
range. It is only allowed to operate en-
gines in that range for a maximum dur-
ation of one hour during sea trials in the
presence of authorized representatives of
the example of figure C3, the main-engine driven
the engine builder.
The area between lines 5 and 6 and
constant torque line (dark area of fig. C2)
should only be used for transient condi- The CMCR-point is, of course, selected by taking
tions, i.e. during fast acceleration. This into account the max. power of the generator.
range is called ‘service range with oper-
ational time limit’. Engine power CMCR (Rx)
[% Rx]
100 10 %
engine /
operational
margin
D EM / OM
90 5 % for
c shaft-
85 generator
D’ B S/G
15 %
5 % light running sea margin
SM
margin LR
72.3
A
PTO
power
a
Propeller curve
without sea margin
Engine speed
[% Rx]
100
F10.3149
Fig. C3 Load range diagram for an engine equipped with

F10.5249
Fig. C2 Load range limits, with the load diagram of an en-


C2 Engine data
C2.1 Reference conditions C2.3 Ancillary system design
parameters
design (tropical) conditions. bases on the performance of its specified rating
• Air temperature before blower : 25°C • Exhaust gas back pressure
• Engine ambient air temp. : 25°C at rated power (Rx) : 30 mbar.
• Coolant temp. before
central cooler : 25°C for SW The engine power is independent from ambient
• Coolant temp. before SAC : 39°C for FW conditions. The cylinder water outlet temperature
• Barometric pressure : 1000 mbar. and the oil temperature before engine are system-
• Relative air humidity : 30 % internally controlled and have to remain at the
specified level.
The reference for the engine room air inlet tem-
perature is specified in ISO Standard 8861 with C2.4 Engine performance data
The calculation of the performance data BSFC,
Note: BSEF and tEaT for any engine power will be done
The lower calorific value (LCV) of the fuel refers to with the help of the winGTD program on CD-ROM,
an international marine convention. The specified which is enclosed in this manual.
LCV of 42.7 MJ/kg differs from the ISO Standard
which is specified at 42.0 MJ/kg. If needed we offer a computerized information ser-
vice to analyze the engine’s heat balance and
C2.2 Design conditions determine main system data for any rating point
within the engine layout field.
The capacities of ancillaries are specified accord- For details of this service please refer to section
ing to ISO Standard 3046-1 (clause 11.4) following F1.3.1, ‘Questionnaire for engine data’.
the International Association of Classification The installation of the winGTD and the hardware
Societies (IACS) and are defined as design condi- specification are explained in section C7.1.
tions:
• Air temperature before blower : 45°C
• Engine ambient air temp. : 45°C
• Coolant temp. before
central cooler : 32°C for SW
• Coolant temp. before SAC : 36°C for FW
• Barometric pressure : 1000 mbar
• Relative air humidity : 60 %
25.72.07.40
25.72.07.40 – Issue
– Issue V.04 V.04 – Rev.
– Rev. 0 1 C–4 Wärtsilä Switzerland Ltd
C3 Turbocharger and scavenge air cooler selection

ABB TPL and MHI MET are shown in figures C5 to program (see chapter F). Parameters and details
C7. MAN NA type turbochargers are available on of the scavenge air coolers (SAC) are shown in
request (approval pending). The selection of scav- table C1 and figure C4, weights of turbochargers
enge air coolers follows the demand of the se- in table C2.
lected turbochargers.

[m3/h] [kg/h] Water [bar] Air [mbar] [dm3] [mm]
unit unit
SAC47F 324 198 000 0.55 20 600 2810 (3070) 1.0 3.55
SAC48F LT 270 198 000 0.55 490 2810 (3070) 1.0 3.55
20
SAC48F HT 54 198 000 0.27 110 2810 (3070) 1.0 3.55

Table C1 Scavenge air cooler parameters (rated at R1)

water outlet
*2) *3)
(HT)
Air flow Air flow
water inlet water inlet

(LT)
water outlet water outlet

(HT)
Remarks: water inlet

”pre-stage”
*2) SAC equipped with two on waterside inter
connected cooler tube units ("prestage").
The smaller unit being placed upstream of
air flow, facilitates cleaning procedure.
*3) For twostage cooling application
connecting tubes please contact Wärtsilä Switzerland Ltd.
F10.5242
Fig. C4 Scavenge air cooler details (rated at R1)

C3.1 Turbocharger and scavenge air cooler selection
The SAC and TC selection for the engines RTA96C is given in the layout fields in figures C5 to C7.

R1 R1 R1
100 100 100
6RTA96C 7RTA96C 8RTA96C
95 95 95
R3 R3 R3
90 90 90
2 x TPL85-B12
2 x SAC47/48
85 85 85
2 x TPL85-B11 2 x TPL85-B11
80 2 x SAC47/48 80 2 x SAC47/48 80
75 75 75 2 x TPL85-B11
2 x SAC47/48
70 70 70
90 95 100 90 95 100 90 95 100


R1 R1 R1
100 100 100
9RTA96C 10RTA96C 11RTA96C 3 x TPL85-B12
95 95 95
3 x SAC47/48
3 x TPL85-B11
R3 R3 R3
90 3 x SAC47/48 90 90
85 85 85
3 x TPL85-B11 3 x TPL85-B11
80 80 3 x SAC47/48 80
2 x TPL85-B12 3 x SAC47/48
2 x SAC47/48
75 75 75
70 70 70
90 95 100 90 95 100 90 95 100

Power [%]
R1
100
12RTA96C
95
R3
90
3 x TPL85-B12
85 3 x SAC47/48
80
75 3 x TPL85-B11
3 x SAC47/48
70
R4 R1: 68640 kW / 102 rpm R2
90 95 100
Speed [%]
F10.5298
Fig. C5 Turbocharger and scavenge air cooler selection (ABB TPL type turbochargers)


R1 R1 R1
100 100 100
95 95 95
R3 R3 R3
90 2 x MET83SE 90 2 x MET83SE 90
2 x SAC47/48 2 x SAC47/48
2 x MET83SEII
85 85 85 2 x SAC47/48
80 80 80

75 75 75
2 x SAC47/48 2 x SAC47/48 2 x SAC47/48
70 70 70
90 95 100 90 95 100 90 95 100


R1 R1 R1
100 100 100
95 95 95 3 x MET83SEII
3 x SAC47/48
R3 R3 R3
3 x SAC47/48 3 x SAC47/48 3 x SAC47/48
85 3 x MET83SD 85 85
3 x SAC47/48
80 80 80

75 75 75
2 x SAC47/48 3 x SAC47/48 3 x SAC47/48
70 70 70
90 95 100 90 95 100 90 95 100

Power [%]
R1
100
12RTA96C
95
R3
90
3 x MET83SEII
85 3 x SAC47/48
80
3 x MET83SD
75
3 x SAC47/48
70
R4 R1: 68640 kW / 102 rpm R2
90 95 100
Speed [%]
F10.5299
Fig. C6 Turbocharger and scavenge air cooler selection (MHI MET type turbochargers)


R1 R1 R1
100 100 100
6RTA96C 7RTA96C 8RTA96C 3 x NA70/T9
95 95 95
3 x SAC47/48
R3 R3 R3
90 90 90
85 85 85
2 x NA70/T9 2 x NA70/T9
80 2 x SAC47/48 80 2 x SAC47/48 80 2 x NA70/T9
2 x SAC47/48
75 75 75
70 70 70
90 95 100 90 95 100 90 95 100


R1 R1 R1
100 100 100
95 95 95
R3 R3 R3
90 90 90
3 x NA70/T9
85 3 x SAC47/48 85 85
3 x NA70/T9 3 x NA70/T9
80 80 3 x SAC47/48 80 3 x SAC47/48
75 2 x NA70/T9 75 75
2 x SAC47/48
70 70 70
90 95 100 90 95 100 90 95 100

Power [%]
R1
100
12RTA96C
95 4 x NA70/T9
4 x SAC47/48
R3
90
Approval pending.
85 Please contact WCH
for confirmation
80
3 x NA70/T9
before selecting
3 x SAC47/48 MAN NA turbochargers.
75
70
R4 R1: 68640 kW / 102 rpm R2
90 95 100
Speed [%]
F10.5300
Fig. C7 Turbocharger and scavenge air cooler selection (MAN NA type turbochargers)


ABB
MHI (Mitsubishi)
Type NA70/T9 ––
MAN
Table C2 Turbocharger weights
C4 Auxiliary blower
For manoeuvring and operating at low powers, Table C3 shows the number of blowers and the
electrically driven auxiliary blowers must be used power required. (The indicated power applies only
to provide sufficient combustion air. to WCH specified blowers).
Number of cylinders 6 7 8 9 10 11 12
Auxiliary air blowers required 2 2 2 2 2 2 2
Approx. power consumption per 50 Hz 80 95 104 104 104 142 142

blower (shaft input in [kW]) *1) 60 Hz 80 95 115 115 115 145 145
Remark: *1) The output of the installed electric motor should be at least 10% higher than the maximum power demand at the shaft of
the auxiliary blower.
Table C3 Auxiliary blower requirements
C5 Turning gear requirements
Number of cylinders El. mot. power El. mot. speed Main supply
[kW] (Planetary gear type)
6
7 11
8
9 1200 rpm 440 V / 60 Hz
10
15
11
12
6
7 9
8
9 1000 rpm 380 V / 50 Hz
10
12.5
11
12
Table C4 Approximative turning gear requirements
Wärtsilä Switzerland Ltd C–9 25.72.07.40 – Issue

25.72.07.40 V.04 V.04
– Rev.
C6 Pressure and temperature ranges at continuous service rating

Table C5 represents a summary of the required the pressure losses in the piping system, filters,
measured about 5 m above the crankshaft centre sure gauge to the values in the table below.
line. The pump delivery head is obtained by adding
Medium System Location of Gauge pres- Temperature

measurement sure [bar] [°C]
Min. Max. Min. Max. Diff.
Inlet 3.0 5.0 70 –
Cylinder cooling max.15
Outlet cylinder – – 85 95
HT circuit Inlet 3.0 5.0 70 80
–
Scavenge air cooling
(two-stage SAC) Outlet – – – 120

Fresh water
LT circuit Inlet 2.0 4.0 25 36
*3)
(two-stage SAC) Outlet – – – –
LT circuit Inlet 1.0 4.0 25 36
*3)
(single-stage SAC) Outlet – – – –
Inlet 1.0 4.0 25 32
Sea-water Central cooler *3)
Outlet – – – 57
Lubricating oil Crosshead bearing oil Inlet 10.0 12.0 40 50 –
(high pressure) Free-end balancer Inlet 4.5 6.0 – – –
PTO Free-end gear coupling (Geislinger)) Inlet 4.8 6.0 – – –
Main bearing oil Inlet 4.8 6.0 40 50 –
Inlet 4.8 6.0 40 50
Piston cooling oil max. 30
Thrust bearing oil Outlet – – – 60 –
Torsional vibration damper Supply 4.8 6.0 – – –
Lubricating oil (if a Geislimger damper is used) Housing inlet 1.0 – – – –
(low pressure)
Integrated axial vibration damper Supply 4.8 6.0 – – –
(chamber pressure) Monitoring 1.7 – – – –
Turbocharger bearing oil Inlet – – – – –
ABB TPL Housing outlet – – – 110 –
MHI MET Housing outlet – – – 85 –
Booster (injection pump) Inlet 7.0 *1) 10.0 *2) – 150 –
Fuel oil
After retaining valve (injection pump) Return 3.0 5.0 – – –
Intake from engine room (pressure drop) Air filter / Silencer max. 10 mbar – – –
Intake from outside (pressure drop) Ducting and filter max. 20 mbar – – –
Scavenge air
New SAC max. 30 mbar – – –
Fouled SAC max. 50 mbar – – –
Starting air Engine inlet – 25 or 30 – – –
Air Control air Engine inlet 6.5 9.0 – – –
Air spring of exhaust valve Main distributor 6.5 8.0 – – –
Deviation
After cylinder – – – 515
Exhaust pipe ±50
Exhaust gas TC inlet – – – 515 –
Design max. 30 mbar – – –
Fouled max. 50 mbar – – –
Remark: *1) At 100 % engine power.

*2) At stand-by condition; during commissioning of the fuel oil system the fuel oil pressure is adjusted to 10 bar.
*3) The water flow has to be within the prescribed limits.
Table C5 Pressure and temperature ranges

C7 Included CD-ROM
C7.1 Installation of winGTD and EnSel
C7.1.1 System requirements
winGTD and EnSel require the following minimum

software and hardware:
– Intel i486 or Pentium processor-based PC;

– Microsoft Windows 95 or higher;
– 16 MB of RAM;
– 20 MB free hard disk space;
– CD-ROM drive.
Fig. C8 winGTD: Selection of engine window
C7.1.2 Installation
The installed CD-ROM contains only the engine
Use the following procedure to install winGTD or types presented in this MIM.
EnSel: Double click on selected engine type or click ‘Se-
lect’ button to access main window (fig. C9) and se-
1. Insert CD-ROM. lect the particular engine according to number of
2. Follow the on-screen instructions. When the cylinders (eg 10RTA96C).
installation is complete, a message confirms
that the installation was successful. C7.2.2 Data input
C7.1.3 Changes to previous versions of In main window (fig. C9) enter desired power and
winGTD speed to specify engine rating. The rating point
must be within the rating field. The shaft power can
The amendments and how this version differs from either be expressed in units of kW or bhp.
previous versions are explained in file ‘Readme.txt’
located in the winGTD directory on the CD-ROM.
C7.2 Using winGTD
C7.2.1 Start
After starting winGTD by double clicking winGTD

icon click on ‘Start new Project’ button on ‘Wel-
appearing window (fig. C8):
Fig. C9 winGTD: Main window


Spec.’ (eg for turbocharger selection), ‘Cooling’,
relating to relevant ancillary systems.
C7.2.3 Output results
Clicking on ‘Start Calculation’ button (fig. C9) initi-

ates the calculation with chosen data to determine
temperatures, flows of lubricating oil and cooling
water quantities.
C10) is displayed on the screen.
To see further results, click appropriate button in
Fig. C11 winGTD: Two-stroke engine propulsion
the tool bar or click the ‘Show results’ menu option
in the menu bar.
The calculation is carried out with all the relevant
To print results click button or for export to a design parameters (pump sizes etc.) of the ancil-
ASCII file click button , both in the tool bar.
C7.2.5 Saving a project

‘Save as ...’ from the ‘File’ menu. The ‘Save a pro-
ject’ dialogue box appears.

caracter suffix based on the program you have se-
lected) and choose a directory location for the pro-
ject.
lected the desired drive and directory, click on
Fig. C10 winGTD: General technical data C7.3 EnSel program
C7.2.4 Service conditions EnSel helps in selecting the most suitable SUL-
ZER diesel engine for a given project. It presents
Click button ‘Service Conditions’ in main window a list of all SULZER diesel engines which fulfil your
(fig. C9) to access option window (fig. C11) and power and speed demands and provides for each
enter any ambient condition data deviating from arrangement selected the engine performance
design conditions. data (BSFC, BSEF and tEaT), engine dimensions
and masses.

D. Engine dynamics
D1.1 Introduction
continuing research. Therefore we have devel- cating and rotating masses (see table D2):
oped extensive computer software, analytical pro- F1V: resulting first order vertical force.
cedures and measuring techniques to deal with F1H: resulting first order horizontal force.
this subject. F2V: resulting second order vertical force.
F4V: resulting fourth order vertical force.
For successful design the vibration behaviour M1V: first order vertical mass moment.
needs to be calculated over the whole operating M1H: first order horizontal mass moment.
range of the engine and propulsion system. The M2V: second order vertical mass moment.
following vibration types and their causes are to be M4V: fourth order vertical mass moment.
considered:
– External mass forces and moments;

– Lateral engine vibration;
– Longitudinal engine vibration;
F1V, F2V, F4V
– Torsional vibration of the shafting;
F1H

M1V, M2V, M4V
With the design of the Sulzer RTA96C engine free

mass forces are eliminated and unbalanced exter- + M1H
+
–
minimized. However, six-cylinder engines generate
second order unbalanced moments of a magnitude
greater than those encountered with higher
numbers of cylinders.
Depending on the ship’s design, the moments
of fourth order have to be considered too. Forces and moments due to reciprocating
and rotating masses
F10.5173
When unfavourable conditions apply depending Fig. D1 External forces and moments
on hull structure, type, distribution of cargo and
location of the main engine, the unbalanced mo-
ments of first, second and fourth order may cause
unacceptable vibrations throughout the ship and
thus call for countermeasures.
Wärtsilä Switzerland Ltd D–1 25.72.07.40 – Issue V.04 – Rev. 0

D. Engine dynamics
D1.2.1 Balancing free first order reduce the second order moments to acceptable
moments values. Figure D2 shows the second order ba-
lancer arrangement for the driving and free end.
Standard counterweights fitted to the ends of the
crankshaft reduce the first order mass moments to On six-cylinder engines the second order ba-
acceptable limits. However, in special cases non- lancers at the driving end are mounted inside the
standard counterweights can be used to reduce housing of the crankshaft drive. They are driven by
either M1V or M1H if needed. the camshaft drive.
D1.2.2 Balancing free second order At the free end an independent electrically driven
moments second order balancer (ELBA) is adapted to the
structure of the main engine. The balancer lubrica-
The second order vertical moment (M2V) is compa- tion is connected to the engine lubricating oil sys-
ratively higher on six-cylinder engines and negli- tem.
gible for other numbers of cylinders. For six-cylin-
der engines, Wärtsilä Switzerland Ltd. has The second order balancers are not included in the
designed second order balancers to be fitted at the standard scope of supply.
free end, and/or driving end of the engine. They will
Electrical
balancing gear
n n
(ELBA)
Balancing gear
2n
n 2n
2n
2n
n n
F10.5236
Fig. D2 Engine-fitted second order balancer gears
Heat dissipation of
Mass Additional oil flow Power supply N
Second order balancer electrical cabinet
[tonnes] [m3/h] [kW] [mm]
[kW]
Electrical balancer
6 cyl. For data please contact Wärtsilä Ltd, Switzerland
(ElBa)
Table D1 Second order balancer
25.72.07.40 – Issue V.04 – Rev. 0 D–2 Wärtsilä Switzerland Ltd

D. Engine dynamics
Electrically driven
2nd-order balancer
F2V
Compensating moment:
M2V = F L *1)
M2V M2V
Node
F L L
*1) If only one balancer is fitted, the compensating vertical
moment M2V depends on the position (L). M2V = F2V L
F10.5217 F10.5218
Fig. D3 Locating balancer Fig. D4 Locating electrically driven balancer
If no experience is available from a sister ship, it is However, when the ship’s vibration pattern is not
advisable to establish at the design stage, what yet known and it is decided not to install ba-
form the ship’s vibration will be. Table D2 assists in lancer(s) fitted to the engine, a separate electri-
determining the effect of installing the Sulzer cally driven second order balancer can be installed
RTA96C engine. later, should disturbing vibrations occur.
When the ship’s vibration pattern is known and the compartment, as shown in figure D4. It is tuned to
necessity for compensation of the second order the engine operating speed and controlled accord-
vertical moment is evident, it can furthermore be ingly. The effect of this balancer type is comparable
checked, if the installation of only one balancer at to the engine balancers fitted to the engine.
one end of the engine is sufficient. Refer to
figure D3.
If at design stage the ship’s vibration pattern is not

known, the second order balancer(s) can still be in-
stalled shortly prior or after delivery of the vessel.
Such decision for compensation of second order
vertical moment is based upon measurements or
other evidence on the particular installation. The
engine structure of six-cylinder engines is provided
with the necessary fixation and holding points for
both versions of balancers. Even at this stage it can
be determined, if a second order balancer at the
driving end or an ELBA compensator at the free
end of the engine, or even both mentioned are re-
quired.

D. Engine dynamics
D1.2.3 Power Related Unbalance (PRU)

250

PRU = = [Nm/kW]
M2V
A
PRU [Nm/kW]
150
100
B
50
C
PRU = 0
0
6RTA96C 7RTA96C 8RTA96C 9RTA96C 10RTA96C 11RTA96C 12RTA96C

The external moments M1 and M2 given in table D2 are related to R1 speed. For other engine speeds, the
corresponding external moments are calculated with the following formula:

D. Engine dynamics
D1.3.1 Introduction
The lateral components of the forces acting on the The ‘X-type’ lateral vibrations are caused by the re-
crosshead induce lateral rocking depending on the sulting lateral guide force moment MLX. The driving
number of cylinders and firing order. These forces and free end side of the engine top vibrate in
tions in the engine room may be excited. Table D2 gives the values of the resulting lateral
guide forces and moments of the relevant orders.
vibration, the so-called ‘H-type’ and the ‘X-type’, The amplitudes of the vibrations transmitted to the
lateral guide force FL and the lateral H-type mo- should be considered in the early design stages of
ment. The torque variation (∆M) is the reaction mo- the engine-room structure. (Please refer to table
ment to MLH. D3 ‘countermeasure for dynamic effects’.)

F10.5172

D. Engine dynamics
D1.3.2 Reduction of lateral vibration
D1.3.2.1 Engine stays


side (lateral).
Hydraulic stays
fuel side exhaust

side Driving end
F10.5278/2
D1.3.2.2 Electrically driven

compensator
Friction stays
If for some reason it is not possible to install lateral
stays, an electrically driven compensator can be
ture. It is important to note that only one harmonic
excitation can be compensated at a time and in the
tors, one fitted at each end of the engine top are
necessary.
F10.5278/1
For installation data concerning lateral engine

stays, please refer to section H8.

D. Engine dynamics
D1.4 Longitudinal engine vibration D1.5 Torsional vibration

(pitching)
D1.5.1 Introduction
In some cases with five-cylinder Sulzer RTA en-
gines, specially those coupled to very stiff inter- Torsional vibration is generated by gas and inertia
mediate and propeller shafts, the engine founda- forces as well as by the irregularity of the propeller
tion can be excited at a frequency close to the full torque. It does not cause hull vibration (except in
load speed range resonance, leading to increased very rare cases) and is not perceptible in service,
axial (longitudinal) vibration at the engine top and but causes additional dynamic stresses in the
as a result of this to vibrations in the ship’s super- shafting.
structure (refer to chapter D1.6 ‘Axial vibration’). In
order to prevent this vibration, stiffness of the The shafting system comprising crankshaft, pro-
double-bottom structure should be as high as pulsion shafting, propeller, engine running gear,
possible. flexible couplings and power take off (PTO), as
any system capable of vibrating, has resonant fre-
For the Sulzer RTA96C engines, as the mini- quencies.
mum number of cylinders is six, no longitudi-
nal stays are needed. If any source generates excitation at the resonant
frequencies the torsional loads in the system reach
maximum values. These torsional loads have to be
limited, if possible by design, i.e., optimizing shaft
diameters and flywheel inertia. If the resonance
still remains dangerous, its frequency range (criti-
cal speed) has to be passed through rapidly
(barred-speed range) provided that the correspon-
ding limits for this transient condition are not ex-
ceeded, otherwise other appropriate countermea-
sures have to be taken.
The amplitudes and frequencies of torsional vibra-

tion must be calculated at the design stage for
every engine installation. The calculation normally
requires approval from the relevant classification
society and may require verification by measure-
ment on board ship during sea trials. All data re-
quired for torsional vibration calculations should be
made available to the engine supplier at an early
design stage (see chapter D3 ‘Order forms for
vibration calculations’).

D. Engine dynamics
D1.5.2 Reduction of torsional vibration
Excessive torsional vibration can be reduced,

shifted or even avoided by installing a heavy fly-
wheel at the driving end and/or a tuning wheel at
the free end or a torsional vibration damper at the
free end of the crankshaft. Such dampers reduce
the level of torsional stresses by absorbing a part
of their energy. Where low energy torsional vibra-
tions have to be reduced, a viscous damper, can be
installed, please refer to figure D9. In some cases
the torsional vibration calculation shows that an
additional oil-spray cooling for the viscous damper
is needed. In these cases the layout has to be in ac-
cordance with the recommendations of the
damper manufacturer and our design department.
For high energy vibrations, i.e., for higher addi-
tional torque levels that can occur with six-cylinder
engines, a spring damper, with its higher damping
effect may have to be considered, please refer to
figure D10. This damper has to be supplied with oil
from the engine’s lubricating oil system, and de-
pending on the torsional vibration energy to be ab- F10.1844
sorbed can dissipate up to approximately 100 kW Fig. D9 Vibration damper (Viscous type)
of heat energy (depends on number of cylinders).
The oil flow to the damper should be approximately
10 to 20 m3/h, but a more accurate value will be
given after the results of the torsional vibration cal-
culation are known.
D1.6 Axial vibration
D1.6.1 Introduction
The shafting system formed by the crankshaft and

propulsion shafting, is able to vibrate in the axial
direction, the basic principle being the same as de-
scribed in chapter D1.5 ‘Torsional vibration’. The
system, made up of masses and elasticities, will
feature several resonant frequencies. These will
result in axial vibration causing excessive stresses
in the crankshaft if no countermeasures are taken.
Strong axial vibration of the shafting can also lead
to excessive axial (or longitudinal) vibration of the
F10.1845
engine, particularly at its upper part.
Fig. D10 Vibration damper (Geislinger type)

D. Engine dynamics
The axial vibrations of installations depend mainly D1.6.2 Reduction of axial vibration
on the dynamical axial system of the crankshaft,
the mass of the torsional damper, free-end gear (if In order to limit the influence of the axial excitations
any) and flywheel fitted to the crankshaft. Addition- and reduce the level of vibration, all RTA96C en-
ally, there can be a considerable influence of the gines are equipped as standard with an integrated
torsional vibrations to the axial vibrations. This in- axial damper mounted at the forward end of the
fluence is called the coupling effect of the torsional crankshaft, please refer to figure D11.
vibrations.
The axial damper sufficiently reduces the axial
It is recommended that axial vibration calculations vibrations in the crankshaft to acceptable values.
are carried out at the same time as the torsional No excessive axial vibrations should occur on
vibration calculation. In order to consider the either the crankshaft nor the upper part of the en-
coupling effect of the torsional vibrations to the gine.
axial vibrations, it is necessary to use a suitable The effect of the axial damper can be adjusted by
coupled axial vibration calculation method. an adjusting throttle. However, the setting of the
adjusting throttle is preset by the engine builder
and there is normally no need to change the set-
ting.
The integrated axial damper does not affect the ex-
ternal dimensions of the engine. It is connected to
the main lubricating oil circuit.
An integrated monitoring system continuously
checks the correct operation of the axial
damper.
D1.7 Hull vibration
The hull and accommodation are susceptible to

vibration caused by the propeller, machinery and
sea conditions. Controlling hull vibration is
require fitting mass moment compensators, lateral
stays, torsional damper and axial damper. Avoid-
ing disturbing hull vibration requires a close co-
operation between the propeller manufacturer,
naval architect, shipyard and engine builder. To en-
able Wärtsilä Switzerland Ltd to provide the most
F10.0561 accurate information and advice on protecting the
Fig. D11 Axial damper installation and vessel from the effects of plant
vibration, please complete the order forms as
given in chapter D3 and send it to the address
given.

D. Engine dynamics
D1.8 Summary of external forces and moments
Engine type: Sulzer RTA96C Number of cylinders 6 7 8 9 10 11 12

Rating R1: 5720 kW/cyl. at 102 rpm Engine power kW 34 320 40 040 45 760 51 480 57 200 62 920 68 640
Free forces
F1V [kN] 0 0 0 0 43 0 0
F1H [kN] 0 0 0 0 45 0 0
F2V [kN] 0 0 0 0 26 0 0
F4V [kN] 0 0 0 0 22 0 0
M1V [kNm] 0 562 628 1941 51 1347 0
M1H [kNm] 0 580 698 1997 42 1388 0
M2V without balancer [kNm] 6753 1960 0 2204 1612 1769 0
M2V with balancers [kNm] 2055 – – – – – –
M4V [kNm] 345 981 399 497 489 188 690
Order 1 [kNm] 0 0 0 0 61 0 0
Order 2 [kNm] 0 0 0 0 1 0 0
Order 3 [kNm] 0 0 0 0 83 0 0
Order 4 [kNm] 0 0 0 0 265 0 0
Order 5 [kNm] 0 0 0 0 462 0 0
Order 6 [kNm] 2090 0 0 0 204 0 0
Order 7 [kNm] 0 1531 0 0 183 0 0
Order 8 [kNm] 0 0 932 0 28 0 0
Order 9 [kNm] 0 0 0 490 6 0 0
Order 10 [kNm] 0 0 0 0 227 0 0
Order 11 [kNm] 0 0 0 0 11 200 0
Order 12 [kNm] 137 0 0 0 2 0 275
Order 13 [kNm] 0 0 0 0 33 0 0
Order 14 [kNm] 0 177 0 0 30 0 0
Order 1 [kNm] 0 324 377 1119 13 777 0
Order 2 [kNm] 999 290 0 326 241 262 0
Order 3 [kNm] 975 1067 1521 1844 2285 2763 3209
Order 4 [kNm] 1277 3629 1474 1838 1814 697 2554
Order 5 [kNm] 0 258 3596 1278 274 1699 0
Order 6 [kNm] 0 36 0 2268 683 884 0
Order 7 [kNm] 0 0 27 100 1908 167 0
Order 8 [kNm] 154 12 0 41 168 1130 307
Order 9 [kNm] 179 20 6 0 40 18 607
Order 10 [kNm] 34 98 0 9 20 6 0
Order 11 [kNm] 0 87 125 10 13 0 0
Order 12 [kNm] 0 10 39 165 24 6 0
Order 13 [kNm] 0 3 154 55 215 10 0
Order 14 [kNm] 36 0 0 52 57 267 0
Torque variation (Synthesis value) [kNm] 2181 1610 995 534 1419 217 279

D. Engine dynamics

The following table indicates where special atten- installations incorporate PTO arrangements
tion is to be given to dynamic effects and the further investigation is required and Wärtsilä
countermeasures required to reduce them. Where Switzerland Ltd, Winterthur, should be contacted.
External Lateral Longitudinal

Number of mass moments Torsional Axial rocking rocking
cylinders 2nd order vibration vibration
lateral stays longitudinal stays
balancer
6 *1) *2) B C
7 *1) *2) C C
refer
8 *1) *2) A C
to
9 *1) *2) B C
figure
10 *1) *2) B C
D5
11 *1) *2) A C
12 *1) *2) B C
Remarks: *1) Detailed calculations have to be carried out for every installation, countermeasures to be selected accordingly
(shaft diameter, critical or barred speed range, flywheel, tuning wheel, damper).
*2) An integrated axial damper is fitted as standard.
A: The countermeasure indicated is needed.
B: The countermeasure indicated may be needed and provision for the corresponding countermeasure
is recommended.
Table D3 Countermeasures for dynamic effects

D. Engine dynamics
D2 System dynamics
A modern propulsion plant with the RTA96C en- This kind of study should be requested at an early
gine may include a main-engine driven generator. stage in the project if some special specification re-
This element is connected by clutches, gears, garding speed deviation and recovery time, or any
shafts and elastic couplings. Under transient special speed and load setting programs have to
conditions large perturbations, due to changing the be fulfilled.
operating point, loading or unloading generators,
engaging or disengaging a clutch, cause instan- Wärtsilä Switzerland Ltd would like to assist if you
taneous dynamic behaviour which weakens after have any questions or problems relating to the dy-
a certain time (or transient). Usually the transfer namics of RTA-C engines. Please describe the
from one operating point to another is supervised situation and send or fax the completed relevant
by a control system in order to allow the plant to order form given in the next chapter D3. We will
adapt safely and rapidly to the new operating point provide an answer as soon as possible.
(engine speed control and propeller speed
control).
Simulation is an opportune method for analysing

the dynamic behaviour of a system subject to large
perturbations or transient conditions. Mathemat-
ical models of several system components such as
clutches and couplings have been determined and
programmed as library blocks to be used with a si-
mulation program. With this program it is possible
to check, for example, if an elastic coupling will be
overloaded during engine start, or to optimize a
clutch coupling characteristic (engine speed be-
fore clutching, slipping time, etc.), or to adjust the
speed control parameters.

For system dynamics and vibration analysis,
please send or fax a copy of the completed rel-
evant forms to the following address:

Dept. 7055
PO Box 414
CH-8401 Winterthur
Switzerland
Fax: +41-52-262 07 25

D. Engine dynamics
Form TM
D3.1 Marine installation forced torsional vibration calculations
Client name:
Owner, yard, consult., other:
Address:
Department, reference:
Country: Tel., fax, telex, e-mail:
Contact person:
Project name: Owners name (if available):
Shipyard: Hull No:
Engine specification Cast steel crank Forged crank
Engine type: RTA Clockwise Anticlockwise
Engine speed: rpm Engine power: kW
Flywheel inertia (if known): kgm2 Front flywheel (if known): kgm2
Damper type (if known): Balancer type (if known):
PTO / ConSpeed type:
Barred-speed range accepted: [Yes] / [No] Classification society:
If yes, in which speed range:
Gear
Manufacturer: Drawing No.:
Clutches / elastic couplings
Detailed information of type / manufacturer of all clutches / elastic couplings used, to be enclosed.
Shafting
Drawing No.: Manufacturer:
Detailed drawings of the propulsion shafting to be enclosed. U.T.S.: N/mm2
PTO generator
Manufacturer: Type:
Rated apparent power: kVA Power factor cos ϕ:
Rotor inertia: kgm2 Drawing No.:
Detailed drawing of the generator shaft to be enclosed.
Propeller:
Type: [FPP] / [CPP] Manufacturer:
Number of blades: Drawing No.:
Exp. area blade ratio: Mean pitch: m
Inertia without water: kgm2 Inertia with water: kgm2
File name: Basic Document Document Nr Page Rev. Date
ADFORM.DOC GL54–13 AD 54–13–01 1/1 0.0 11.11.94

D. Engine dynamics
Form AM
D3.2 Marine installation forced axial vibration calculations
Client name:
Address:
Contact person:
Shipyard: Hull No:
Engine type: RTA Clockwise: Anticlockwise:
Engine speed: rpm Engine power: kW
Tors. damper type: Damper mass: kg
Front disc mass: kg Drawing No.:
Flywheel mass: kg Drawing No.:
Shafting
Drawing No.: Manufacturer:
Detailed drawings of the propulsion shafting to be enclosed.
Propeller
Manufacturer: Drawing No.:
Number of blades: Diameter: m
Exp. area blade ratio: Mean pitch: m
Mass without water: kg Mass with water: kg
Remarks:
ADFORM.DOC GL54–13 AD 54–13–05 1/1 0.0 11.11.94

D. Engine dynamics
Form SM
D3.3 ‘Simulink’ computer application: Input data sheet
Stability analysis and simulation of the dynamic behaviour of multiple engine systems for a given speed and load profile.
Client name:
Address:
Contact person:
Shipyard: Hull No:
Engine specification:
Engine type: RTA
Engine speed: rpm
Engine power: kW
Speed governor type:
Actuator type:
Location(s) of speed sensor(s): Engine flywheel: [Yes] / [No]
Generator: [Yes] / [No]
Propeller shaft: [Yes] / [No]
Other location:
Installation configuration
Detailed drawings or torsional vibration system showing all inertias and elasticities to be enclosed.
Speed program / load program (details to be enclosed)

Engine start
Engine speed setting program
Propeller pitch setting program
Generator load program
Clutch coupling (engine speed before clutching, slipping time or clutching characteristics)
ADFORM.DOC GL54–13 AD 54–13–10 1/1 0.0 11.11.94

D. Engine dynamics

E1 General information
E1.1 Introduction
This chapter covers a number of auxiliary power Although the waste heat option is less attractive
arrangements for consideration. However, if your today, due to improved combustion and lower ex-
requirements are not fulfilled, please contact our haust gas temperatures, it is still a practical prop-
representative or consult Wärtsilä Switzerland Ltd, osition for engines employed on long voyages. The
Winterthur, directly. Our aim is to provide flexibility electrical power required when loading and dis-
in power management, reduce overall fuel con- charging cannot be met with a main-engine driven
sumption and maintain uni-fuel operation. generator or with the waste heat recovery system,
and for vessels employed on comparatively short
The sea load demand for refrigeration com- voyages the waste heat system is not viable.
pressors, engine and deck ancillaries, machinery Stand-by diesel generator sets (Wärtsilä
space auxiliaries and hotel load can be met using GenSets), burning heavy fuel oil or marine diesel
a main-engine driven generator, by a steam-tur- oil, available for use in port, when manoeuvring or
bine driven generator utilising waste heat from the at anchor, provide the flexibility required when the
engine exhaust gas, or simply by auxiliary gener- main engine power cannot be utilised.
ator sets.
F10.4091
Fig. E1 Heat recovery system layout
Wärtsilä Switzerland Ltd E–1 25.72.07.40 – Issue V.04 – Rev. 0

E1.2 System description and layout

T1 T2 T3
Although initial installation costs for a heat recov- T T

by fuel savings if maximum use is made of the
T4 T5
steam output, i.e., electrical power and domestics,
space heating, heating of tank, fuel and water. CS CS
E1.3 Waste heat recovery T1... T5 Tunnel gear

Controllable-pitch propeller
T Thyristor bridge
Before any decisions can be made about installing Generator CS Constant-speed gear
a waste heat recovery system (see figure E1) the F10.5231
steam and electrical power available from the ex- Fig. E2 Tunnel PTO gear
haust gas is to be established.
For more information see chapter C7, winGTD, the E2.2 PTO power and speed
General Technical Data.
PTO with without
E2 Power take off (PTO) tunnel gear Constant-speed gear
Generator speed
Main-engine driven generators are an attractive 1000, 1200, 1500, 1800
[rpm]
option when consideration is given to simplicity of 700
operation and low maintenance costs. The gener- 1200 to suit
Power
ator is driven through a tunnel PTO gear with fre- [kWe]
the ship
1800 requirement
*1)
The tunnel gear is mounted at the intermediate Table E1 PTO options for power and speed
area of the ship depends upon the amount of E2.3 Constant-speed gear
space available.
The constant-speed gear unit is coupled to the
E2.1 Arrangements of PTO main engine PTO to provide controlled constant
speed of the generator drive when the main engine
Figure E2 illustrates various arrangements for speed is varied over a range of 70–104 per cent.
PTO with generator. If your particular requirements It uses the inherent variable-ratio possibilities of
are not covered, please do not hesitate to contact epicyclic gears, combining the epicyclic gear itself
our representative or Wärtsilä Switzerland Ltd, with hydraulic variable transmission. The gener-
Winterthur, directly. ator supply frequency is maintained within ex-
tremely narrow limits by the fast response of the
constant-speed gear to input speed variations. It
also allows for continuous parallel operation be-
tween PTO generator and auxiliary diesel gener-
ator(s).
25.72.07.40 – Issue V.04 – Rev. 0 E–2 Wärtsilä Switzerland Ltd

F1.1 Introduction

please contact our representative or Wärtsilä
Switzerland Ltd, Winterthur, directly.
F1.2 Part-load data

the help of the winGTD-program which is enclosed
in this manual in the form of a CD-ROM (see
chapter C7).
F1.3 Engine system data
The data contained in the following tables com-

prises maximum values applicable to the full power
range (R1) of each six- to twelve-cylinder engine at
design (tropical) conditions. They are suitable for
estimating the size of ancillary equipment.
The WinGTD-program enables to obtain all engine

rating field and part load, as mentioned above.

data.
Wärtsilä Switzerland Ltd F–1 25.72.07.40 – Issue V.04 – Rev. 0

F1.3.1 Questionnaire for engine data

or fax:
Fax No. +41 52 262 07 07
Company:
Name:
Address:
Department:
Country:
Telephone:
Telefax:
Telex:
E-mail:
Date of contact:
Project number:
Shipowner, country:
Shipyard, country:
Project manager:
Number of cylinders: RTA96C
(see PTO options table E1)
Max. PTO [kW] 700 1200 1800
Constant-speed output: Yes No (continue to ‘Rating point’ below)
Speed [rpm]: 1000 1200 1500 1800

Power: kW
Speed: rpm

Central fresh water cooling with single-stage scavenge air cooler
Central fresh water cooling with two-stage scavenge air cooler
25.72.07.40 – Issue V.04 – Rev. 0 F–2 Wärtsilä Switzerland Ltd

Engine equipped with

ABB TPL turbocharger *)
*) for Mitsubishi turbochargers
(see chapter C7).
F10.1907
Fig. F1 Central fresh-water cooling system, single-stage SAC

Number and type of turbochargers 2 x TPL85-B11 2 x TPL85-B11 2 x TPL85-B12 3 x TPL85-B11

Oil flow *1) m3/h 553 628 703 787

Sea-water flow m3/h 924 1080 1236 1388

Mass flow kg/h 256653 299428 342203 384979

Lubricating oil 553 7.5 628 7.5 703 7.5 787 7.5
Fuel oil booster 15.4 7.0 18.0 7.0 20.6 7.0 23.2 7.0
Fuel oil feed 8.6 5.0 10.0 5.0 11.4 5.0 12.9 5.0
Sea-water 924 2.2 1080 2.2 1236 2.2 1388 2.2
Table F1 R1 data for central fresh water cooling system for engines with ABB TPL turbochargers, single-stage SAC

General data Number of cylinders – 10 11 12

Speed 102 rpm Engine power kW 57 200 62 920 68 640
Number and type of turbochargers 3 x TPL85-B11 3 x TPL85-B12 3 x TPL85-B12
Cylinder cooling (HT) heat dissipation kW 9106 10189 11286

Fresh water flow m3/h 472 529 585
Fresh water temperature engine in/out °C 73.0/90.0 73.0/90.0 73.0/90.0
Scavenge air cooler (LT) heat dissipation kW 19719 21577 23414

Fresh water flow (LT) m3/h 660 660 660
Fresh water temperature cooler in/out °C 36.0/61.9 36.0/64.3 36.0/66.7
Scavenge air mass flow kg/h 422022 464224 506426
Lubricating oil cooler heat dissipation *1) kW 6345 6968 7599

Oil flow *1) m3/h 862 937 1012
Oil temperature cooler in/out °C 60.0/45.0 60.1/45.0 60.3/45.0
Fresh water flow m3/h 550 604 658
Mean log. temperature difference °C 11.3 11.4 11.4
Central cooler heat dissipation kW 35171 38734 42299

Fresh water flow (LT) m3/h 1210 1264 1318
Sea-water flow m3/h 1544 1701 1857
Sea-water temperature cooler in/out °C 32.0/52.0 32.0/52.0 32.0/52.0
Mean log. temperature difference °C 6.3 6.8 7.3
Exhaust gas heat dissipation *2) kW 17554 19309 21064

Mass flow kg/h 427754 470530 513305
Temperature after turbine °C 314 314 314
Engine radiation kW 436 469 500
Starting air *3) at design pressure bar 25 30 25 30 25 30

Bottle (2 units) capacity each m3 16.5 14.2 18.1 15.5 19.7 16.8
Air compressor (2 units) capacity each m3/h 420 430 460 470 500 510
Pump capacities / delivery head *4) m3h bar m3/h bar m3/h bar
Lubricating oil 862 7.5 937 7.5 1012 7.5
Crosshead lubricating oil 120 6.2 132 6.2 144 6.2
High temperature circuit (cylinder cooling) 472 3.0 529 3.0 585 3.0
Low temperature circuit 1210 2.2 1264 2.2 1318 2.2
Fuel oil booster 25.7 7.0 28.3 7.0 30.9 7.0
Fuel oil feed 14.3 5.0 15.7 5.0 17.2 5.0
Sea-water 1544 2.2 1701 2.2 1857 2.2
Table F1 R1 data for central fresh water cooling system for engines with ABB TPL turbochargers, single-stage SAC

F2 Piping systems
F2.1 Introduction F2.2 Central fresh water cooling

system
All pipework systems and fittings are to conform to
the requirements laid down by the legislative coun- The cooling system of the RTA96C engine runs on
cil of the vessel’s country of registration and the either one of the following standard layouts:
classification society selected by the owners. They
– Central fresh water cooling system with
are to be designed and installed to accommodate
single-stage scavenge air cooler, see fig. F2.
the quantities, velocities, flow rates and contents
– Central fresh water cooling system with two-
identified in this manual, set to work in accordance
stage scavenge air cooler, see fig. F3.
with the build specification as approved by the
classification society and protected at all times
The central fresh water cooling system comprises
from ingress of foreign bodies. All pipework sys-
‘low-temperature’ (LT) and ‘high-temperature’
tems are to be flushed and proved clean prior to
(HT) circuits. Fresh water cooling systems reduce
commissioning.
the amount of sea-water pipework and its atten-
dend problems and provides for improved cooling
Note:
control. Optimizing central fresh water cooling re-
The pipe connections on the engine are sup- sults in lower overall running costs when com-
plied with blind mating flanges, except for the pared with the conventional sea-water cooling sys-
turbocharger exhaust gas outlet. Screw con- tem.
nections are supplied complete. Compared with central fresh water cooling system
with single-stage scavenge air cooler, central
fresh water cooling system with two-stage scav-
enge air cooler is applied for further waste recov-
ery. In this arrangement the high temperature
stack of the scavenge air cooler is arranged in par-
allel to the cylinder cooling system.
For more information please contact Wärtsilä
Switzerland Ltd, Winterthur.


Control / feedback
246.815
Fig. F2 Central fresh water cooling system for single-stage scavenge air cooler

001 Main engine RTA96C

003 High sea chest
021 Cooling water expansion tank for LT circuit, see figure F4 Remarks:
024 Cooling water drain tank *2) When using a valve, lock in proper position to avoid mis
have to be fitted.
246.815
power kW 34 320 40 040 45 760 51 480 57 200 62 920 68 640
Main engine RTA96C (R1)
speed rpm 102
Cooling water expansion tank (HT) cap. m3 1 1 1.5 1.5 2 2 2
Cooling water expansion tank (LT) cap. m3 depending on ancillary plants
Nominal pipe diameter A DN 400 400 450 450 500 500 550
B DN 400 400 450 450 500 500 500
C DN 350 350 350 400 400 450 450
All pipe diameters are valid for
R1-rated engines and laid out for D DN 250 250 250 300 300 300 300
flows given in section F1.3 E DN 250 250 250 300 300 300 300
‘Engine system data’.
F DN 125 150 150 200 200 200 200
For pipe diameters if Rx-rated G DN 200 250 250 250 250 300 300
pump capacities are used, please
refer to section F4 ‘Pipe size H DN 80 80 100 100 100 125 125
and flow details’
J DN 100 100 125 125 150 150 150
K DN 50 50 50 65 65 65 65
Table F2 Central fresh water cooling system: data to layout for single-stage scavenge air cooler


Control / feedback
246.816
Fig. F3 Central fresh water cooling system for two-stage scavenge air cooler


003 High sea chest
021 Cooling water expansion tank for LT circuit, see figure F4
024 Cooling water drain tank
Remarks:
025 Scavenge air cooler, LT
5 Scavenge air cooler, cooling water inlet, LT *5)
have to be fitted.
246.816
power kW 34 320 40 040 45 760 51 480 57 200 62 920 68 640
speed rpm 102
Cooling water expansion tank (HT) cap. m3 1 1 1.5 1.5 2 2 2
Cooling water expansion tank (LT) cap. m3 depending on ancillary plants
B DN 400 400 450 450 500 500 500
C DN 350 350 350 400 400 450 450
All pipe diameters are valid for D DN 250 250 250 300 300 300 300
flows given in section F1.3 E DN 250 250 250 300 300 300 300
‘Engine system data’. F DN 200 200 250 250 250 250 250
For pipe diameters if Rx-rated G DN 300 350 350 400 400 400 400
pump capacities are used, please H DN 80 80 100 100 100 125 125
and flow details’ J DN 100 100 125 125 150 150 150
K DN 50 50 50 65 65 65 65
L DN 250 250 250 300 300 300 300
Table F3 Central fresh water cooling system: data to layout for two-stage scavenge air cooler

F2.2.1 Central fresh water cooling – Fresh water pumps for high-temperature
system components circuit
– Sea-water strainer • Pump capacity: refer to section F1.3.2
Simplex or duplex to be fitted at each sea chest • Delivery head: refer to section F2.2.2
and arranged to enable manual cleaning with- – Scavenge air cooler (single / two-stage SAC)
out interrupting flow. The strainer perforations • Cooler type: tubular
are to be sized (not more than 6 mm) to pre- • Cooling medium: fresh water
vent passage of large particles and debris • Cooled medium: scavenge air
damaging the pumps and impairing heat • Heat dissipation: refer to section F1.3.2
transfer across the coolers. • Fresh water flow: refer to table C1.
– Sea-water pump • Temperatures: refer to section F1.3.2
• Pump type: centrifugal – Temperature control
• Pump capacity: refer to section F1.3.2, The central fresh water cooling system is to be
the given sea-water flow capacity covers capable of maintaining the inlet temperature to
the need of the engine only and is to be the scavenge air cooler at 25°C minimum to
within a tolerance of 0 to +10%. 36°C maximum and for all sea-water tempera-
• Delivery head: the final delivery head is tures to a maximum of 32°C by recirculation
determined by the layout of the system and the use of an automatic temperature con-
and is to ensure that the inlet pressure to trol valve.
the scavenge air coolers is within the
range of the summarized data in table C5.
– Central cooler
• Cooler type: plate or tubular
• Cooling medium: sea-water
• Cooled medium: fresh water
• Heat dissipation: refer to section F1.3.2
• Margin for fouling: 10 to 15% to be added
• Fresh water flow: refer to section F1.3.2
• Sea-water flow: refer to section F1.3.2
• Temperatures: refer to section F1.3.2
– Fresh water pumps for low-temperature
circuit
• Pump capacity: refer to section F1.3.2
• The given fresh water flow capacity covers
the need of the engine only and is to be
within a tolerance of 0% to +10%.
• Delivery head: the final delivery head is
determined by the layout of the system
and is to ensure that the inlet pressure to
the scavenge air coolers is within the
range of the summarized data .

F2.2.2 Cylinder cooling water system – Expansion tank

components The expansion tank shown in figure F4 is to be
fitted at least 3.5 m above the highest engine
– Cylinder cooling water pump air vent flange to ensure the required static
• Pump type: centrifugal, with a steep head- head is applied to the cylinder cooling water
curve is to be given preference. As a system. It is to be connected by a balance
guide, the minimum advisable curve pipe, to replenish system losses, using the
steepness can be defined as follows: shortest route to the cylinder cooling water
For a pressure increase from 100% to pump suction, making sure that pipe runs are
107%, the pump capacity should not de- as straight as possible without sharp bends.
crease by more than 10%. The pipe sizes and tank capacities are given in
• Pump capacity: refer to section F1.3.2. table F4. The cylinder cooling water system air
• The flow capacity is to be within a toler- vents are to be routed through the bottom of
ance of –10% to +20%. the expansion tank with the open end below
• Delivery head: determined by system lay- the minimum water level.
out.
• Working temperature: 95°C – Automatic temperature control valve
Electric or electro/pneumatic actuated three-
The required delivery head can be calculated as way type (butterfly valves are not adequate)
follows: having a linear characteristic.
– Pump delivery head (pp) • Design pressure: 5 bar
≥ System pressure losses (SDp) • Test pressure: refer to the specification
≥ required pressure at the engine inlet (p0) laid down by the classification society.
+ pressure drop between the pump inlet and • Pressure drop across valve: max. 0.5 bar
the engine inlet (dp) • Controller: proportional plus integral (PI);
– constant (h / 10.2) also known as proportional plus reset for
steady state error of max. ±2°C and
pp ≥ SDp ≥ p0 – h / 10.2 + dp [bar] transient condition error of max. ±4°C.
• Temperature sensor:
The system pressure losses (SDp) are the
according to the control valve manufac-
pressure drop across the coolers and pipe-
turers specification fitted in the engine
work and the pressure drop across the engine
outlet pipe.
(see tables F2/F3). The pump delivery head
(pp) depends on the height of the expansion
– Air vent pipe
tank, the pressure drop between pump outlet
Releases air gas mixtures from the cylinder
and engine inlet (dp), and the required pres-
cooling water through the automatic float vent
sure at the engine inlet (p0). The constant is
valve into the cylinder cooling water feed and
given as the difference in height between the
drain tank.
expansion tank and the engine inlet (h) divided
by 10.2.

General recommendations for design Cooling water treatment
The number of valves in the system is to be kept to Correct treatment of the cooling fresh water is es-
a minimum in order to reduce the risk of incorrect sential for safe engine operation. Only totally de-
setting. mineralized water or condensate must be used. In
the event of an emergency tap water may be used
Valves are to be locked in the set position and la- for a limited period but afterwards the entire cylin-
belled to eliminate incorrect handling. der cooling water system is to be drained off,
flushed, and recharged with demineralized water.
The possibility of manual interference of the cool-
ing water flow in the various branches of the cylin- – Recommended parameters for raw water
der cooling water system is to be avoided by instal- • pH 8 to 10
ling and setting throttling discs at the • Hardness 3–10°gH (5.4–17.9°fH)*
commissioning stage and not by adjusting the • Total chlorides and sulphates
valves. max 100 mg/l
* In case of higher values the water is to
Under normal operation of the cylinder cooling be softened.
water system the pump delivery head and the total
flow rate are to remain constant even when the In addition, the water used must be treated with a
freshwater generator is started up or shut down. suitable corrosion inhibitor to prevent corrosive at-
tack, sludge formation and scale deposits, refer to
The cylinder cooling water system is to be totally the chemical supply companies for details. Moni-
separated from steam systems. Under no circum- toring the level of the corrosion inhibitor and water
stances are there to be any possibilities of steam softness is very important to prevent down-times
entering the cylinder cooling water system, e.g. via due to component failures resulting from corrosion
a freshwater generator. or impaired heat transfer. No internally galvanized
steel pipes should be used in connection with
The installation of equipment affecting the con- treated fresh water, since most corrosion inhibitors
trolled temperature of the cylinder cooling water is have a nitrite base. Nitrites attack the zinc lining of
to be examined carefully before being added. Un- galvanized piping and create sludge.
controlled increases or decreases in cylinder cool-
ing water temperature may lead to thermal shock
of the engine components and scuffing of the pis-
tons. Thermal shock is to be avoided and the tem-
perature gradient of the cooling water when start-
ing and shutting down additional equipment is not
to exceed two degrees per minute at the cooler
inlet.
The design pressure and temperature of all the

component pipes, valves, expansion tank, fittings,
etc., are to meet the requirements of the classifica-
tion society.

245.930a
Position Description
001 Drain
002 Air vent from LT circuit
003 Balance pipe from LT circuit
004 Air vent from HT circuit
005 Balance pipe from HT circuit
007 Low level alarm
008 Level indicator *1)
009 Thermometer
010 Inspection cover *2)
Remark: *1) Level indicator can be omitted if an alternative is fitted.

*2) Other designs like hinged covers, etc, are also possible.
*3) Depending on actual ancillary plants. LT tank capacity to be increased accordingly.
— For required tank capacities and pipe diameters see tables F2 and F3.
Fig. F4 Central cooling water system expansion tank

F2.2.3 Freshwater generator

A freshwater generator, utilizing heat from the cyl- It is important that the bypass with valve (8) has the
inder cooling system to distil sea-water, can be same pressure drop as the freshwater generator.
used to meet the demand for washing and potable
water. The capacity of the freshwater generator is This must be open when the freshwater generator
limited by the amount of heat available which in is not in operation and closed when the freshwater
turn is dependant on the service power rating of the generator is operating. To avoid wrong manipula-
engine. It is important at the design stage to ensure tion we recommend to interlock valves 7 and 8. Fig-
there are sufficient safeguards to protect the main ures F5 and F6 ‘Freshwater generator installation
engine from thermal shock when the freshwater alternative’ provide two systems designed to utilize
generator is started. To reduce such risk, the use in ‘A’ up to 50 per cent of available heat and ‘B’ up
of valves, e.g., butterfly valves at the freshwater to 85 per cent of available heat.
generator inlet and in the bypass line, which are
linked and actuated with a large reduction ratio, will Alternative A
be of advantage. The following installations are
given as examples and we recommend that the Freshwater generators with an evaporator heat re-
freshwater generator valves (7 and 8) be operated quirement not in excess of 50 per cent of the heat
by progressive servomotors and a warning sign be available to be dissipated from the cylinder cooling
displayed on the freshwater generator to remind water at full load (CMCR) and only for use at en-
engine-room personnel of the possibilities of ther- gine loads above 40 per cent, can be connected in
mal shocking if automatic start up is overridden. series as shown in figure F5. The throttling disc
(06) serves to correct the water flow rate if the pres-
WARNING! sure drop in the cooling circuit is less than that in
Avoid thermal shock to your main engine. the freshwater generator circuit. It is to be adjusted
The freshwater generator inlet and so that the cylinder cooling water pressure at the
outlet valves to be opened and closed engine inlet is maintained within the pressure
slowly and progressively. range of the summarized data in table C5 when the
freshwater generator is started up and shut down.
F10.3246
Fig. F5 Freshwater generator installation alternative ‘A’

Alternative B the reduced flow of hot water to the evaporator.

When the freshwater generator cannot dissipate
A freshwater generator with an evaporator heat re- all the heat in the cylinder cooling water, the valve
quirement not in excess of 85 per cent of the heat (4A) is fully opened across connections 1 and 2
available to be dissipated from the cylinder cooling and a valve travel limit switch changes the regula-
water at full load (CMCR), can be connected in tion of the cylinder cooling water temperature to
series as shown in figure F6 . This arrangement re- temperature control valve (4B). This in turn passes
quires the provision of an additional automatic water to the cylinder cooling water cooler (3) to
temperature control valve (4A) connected in cas- maintain the engine cylinder water outlet at the re-
cade control with the cylinder cooling water cooler quired temperature. If in this condition the engine
temperature control valve (4B), and controlled by cylinder cooling water temperature falls below the
the step controller (9) sensing the outlet cylinder set point and the cooler (3) is fully bypassed, the
cooling water temperature from the engine. If the valve (4B) is fully opened across connections 2
engine cylinder cooling water outlet temperature is and 1 and a valve travel limit switch transfers re-
falling below the set point, the valve (4A) reduces gulation of the cylinder cooling water temperature
the flow of cylinder cooling water to the freshwater back to temperature control valve (4A).
generator to compensate. A part of the cylinder
cooling water is then routed directly to the cooling As an alternative to a single step controller (9) two
water pumps (2) until the normal temperature is at- controllers can be installed, one for each valve,
tained. This means that the freshwater generator making sure that there is a 3°C difference in the set
can be kept in continuous operation, although the point between (4A) and (4B) to avoid both con-
generated fresh water volume decreases due to trollers acting at the same time.
F10.3384
Fig. F6 Freshwater generator installation alternative ‘B’

The quantity of fresh water (FW) produced by a F2.2.4 Pre-heating

single-effect vacuum (flash) evaporator can be
estimated for guidance purposes as follows: To prevent corrosive liner wear when not in service
or during short stays in port, it is important that the
main engine is kept warm. Warming-through can
–3 Q FW
FW produced in tday 32 10
be provided by a dedicated heater as shown in fig-
where QFW is the available heat in kW from the cyl- ures F2 and F3 ‘Central fresh water cooling sys-
inder cooling water, estimated from the derating tems’, using boiler raised steam or hot water from
tables in section F1.3.2. the diesel auxiliaries, or by direct circulation from
the diesel auxiliaries.
Example for alternative ‘A’
If the main cylinder water pump is to be used to
10RTA96C – R1 specification of 57 200 kW at circulate water through the engine during warming
102 rpm fitted with central cooling system and up, the heater is to be arranged parallel with the
single-stage scavenge air cooler. The available cylinder water system and on / off control provided
heat from table F1, is 9106 kW. Alternative ‘A’ util- by a dedicated temperature sensor on the cylinder
izes up to 40 per cent of the available heat there- water outlet from the engine. The flow through the
fore there is 3642 kW of heat available. Substitute heater is set by throttling discs, and not by valves,
this value in the equation: to assure flow through the heater.
FW produced in t/day = constant available heat If the requirement is for a separate pre-heating
pump, a small unit of 5 per cent of the main pump
capacity and an additional non-return valve be-
FW minimal produced in tday 32 103 3642
tween the cylinder cooling water pump and the
FW produced in t/day = 116.5 heater are to be installed. In addition the pumps
are to be electrically interlocked to prevent two
Example for alternative ‘B’ pumps running at the same time.
10RTA96C – R1 specification of 57 200 kW at Before starting and operating the engine, a tem-
102 rpm fitted with central cooling system and perature of 60°C at the cylinder cooling water
single-stage scavenge air cooler. The available outlet of the main engine is recommended. If the
heat from table F1, is 9201 kW. Alternative ‘B’ util- engine is to be started below the recommended
izes up to 85 per cent of the available heat there- temperature, engine power is not to exceed 80 per
fore there is 7820 kW of heat available. Substitute cent of CMCR until the water temperature has re-
this value in the equation: ached 60°C.
FW produced in t/day = constant available heat To estimate the heater power capacity required to
FW minimal produced in tday 32 103 7820
FW produced in t/day = 250 ure F7 to arrive at the required capacity per cylin-

F2.3 Lubricating oil systems
F2.3.1 Introduction
Engine lubrication is achieved using two separate

systems, the main lubricating system, including
turbochargers, and the cylinder lubricating system.
The governor and turning gear are self-contained.
F2.3.2 Lubricating oil systems for

turbochargers
The ABB TPL, Mitsubishi MET and MAN NA tur-

bochargers feature journal bearings which are lu-
bricated from the engine’s lubricating system.
As an option, a separate lubricating system (fig. F9
F10.3717
and F10) which only serves the turbochargers can
Fig. F7 Pre-heating power requirement
be supplied. For more information please contact
WCH.
Example for 10RTA96C For lubricating oil of turbochargers equipped with
separate lub. oil systems, the recommendations
– A: Estimated heating-up time is 6 h. given by the supplier must be observed.
– B: Engine ambient temperature is 40°C.
From the graph in figure F7: F2.3.3 Main lubricating oil system
• the approximate amount of heat per cylin-
der is 26 kW; The main lubricating system for the engine lubrica-
• heater capacity required is tion, as shown in figure F8, comprises a combined
10 26 kW = 260 kW. low- and high-pressure system supplied from the
lubricating oil drain tank. The low-pressure circuit
If the requirement for warming up is from the cool- supplies the main bearings, including turbo-
ing water system of the diesel auxiliaries, it is es- chargers. The high-pressure circuit supplies the
sential that the amount of heat available at normal crosshead bearings, the connecting rod bottom-
load is sufficient to warm the main engine. If the end bearings, the hydraulic valve actuators and re-
main and auxiliary engines have a cooling water versing servo motors.
system which can be cross-connected, it is import-
ant to ensure that any pressure drop across the The main bearing oil is also used to cool the piston
main engine, when the cross-connection is made, crown, to lubricate and cool the torsional damper
does not affect the cooling water pressure required and the axial detuner, to lubricate, if fitted, the elec-
by the auxiliaries. If the cooling water systems are trical second order balancer and to feed the high-
separate then a dedicated heat exchanger is re- pressure circuit.
quired to transfer the heat to the main cylinder
water system. A schematic arrangement of the lubricating oil sys-
tem on the engine is shown in figures F11 and F12.

Note:
Bearing lub. oil pipes For legend see table F4
Cylinder lub. oil pipes Remarks:
Transfer/dirty lub. oil pipes *4) The bypass line with the pressure control valve can be omitted if the main
lubricating oil pumps have a builtin pressure control and safety valve or if
centrifugal pumps are used.
Air vent pipes
Pipes on engine / pipe connections Air vent and drain pipes must be fully functional at all inclination angles of
246.819a
Fig. F8 Lubricating oil system


003 Heating coil
004 Suction filter
005 Lubricating oil pump *1)
007 Automatic temperature control valve; constant temp. at engine inlet: 45 °C
009 Reduction piece
010 Deck connection
Remarks:
011 Cylinder lubricating oil storage tank *2)
*1) The lub. oil pumps (pos. 005) and the crosshead lub oil pumps
012 Cylinder lubricating oil daily service tank
(pos. 013) are to be interlocked so that the crosshead lub. oil
013 Crosshead lubricating oil pump pumps never can run alone.
014 Pressure control valve
*2) Alternatively, the cylinder oil can be fed directly from the storage
22 Lubricating oil drain from bedplate *3) tank by gravity to the lubricators. If this arrangement is preferred,
24 Lubricating oil inlet the storage tank is to be located at the same height as requested
for the daily tank and the feed pipe to the lubricators is provided
26 Cylinder lubricating oil inlet with a flow meter.
27 Crosshead lub. oil inlet *3) Vertical or horizontal oil drains are available, see separate
drawings (figures F15 to F20).
246.819a
power kW 34 320 40 040 45 760 51 480 57 200 62 920 68 640
speed rpm 102
m3
Lub. oil drain tank *1) For capacities see figure F20
m3
Cylinder lub. oil storage tank cap. m3 based on a consumption of approx. 0.9 – 1.3 g/kWh
Cylinder lub. oil daily service tank cap. m3 1.5 1.7 2.0 2.2 2.5 2.7 3.0
Main lubricating oil pump cap. m3/h see table F1
Crosshead lub. oil pump cap. m3/h see table F1
All pipe diameters are valid for B DN 350 350 400 400 400 450 450
C DN 40 40 40 40 40 40 40
flows given in section F1.3
‘Engine system data’. D DN 150 200 200 200 200 200 200
For pipe diameters if Rx-rated E DN 125 150 150 150 200 200 200
pump capacities are used, F DN 350 350 400 400 400 450 450
please refer to section F4 ‘Pipe
size and flow details’. G DN 80 100 100 100 150 150 150

– All capacities and given diameters are valid for the engines excl. oil flow for balancers, damper and PTO-gear.
– The pipe diameters for the lub. oil separator are sized acc. to the effective throughput capacity of the separator
and acc. to the manufacturers recommendations for the separator.
Table F4 Lubricating oil system data


001 Turbocharger ABB TPL85B Overflow/drain pipes
002 Lubricating oil drain tank Air vent pipes
003 Heating coil Pipes on engine / pipe
004 Suction filter connections
Remarks:
*4) These data apply to max. turbocharger speed.
must be operational. 246.700a
Fig. F9 Lubricating oil system for 2 x TPL 85-B turbochargers


001 Turbocharger ABB TPL85B Overflow/drain pipes
002 Lubricating oil drain tank Air vent pipes
003 Heating coil Pipes on engine / pipe
004 Suction filter connections
Remarks:
*4) These data apply to max. turbocharger speed.
must be operational. 246.700a
Fig. F10 Lubricating oil system for 3 x TPL 85-B turbochargers

283.528
Fig. F11 Lubricating oil system on the engine (low-pressure circuit)

283.526
Fig. F12 Lubricating oil system on the engine (high-pressure circuit)

F2.3.4 Main lubricating oil system – Lubricating oil full flow filters
components • Type: change-over duplex filter designed
for in-service cleaning, with differential-
– Low-pressure pump (main lub. oil) pressure gauge and high differential-pres-
• Positive displacement screw pumps hav- sure alarm contacts. Alternatively:
ing built-in overpressure relief valves or • Type: automatic back-flushing filter with
centrifugal pumps. differential pressure gauge and high dif-
• Pump capacity for positive displacement ferential-pressure alarm contacts. De-
pump: refer to section F1.3.2, the given signed to clean itself automatically using
flow rate is to be within a tolerance of 0% reverse flow or compressed air tech-
to +10% plus the back-flushing flow of the niques. The drain from the filter is to be
automatic filter, if any. sized and fitted to allow free flow into the
• Pump capacity for centrifugal pump: refer residue oil tank. The output required by
to section F1.3.2, the given flow rate is to the main lubricating oil pump to ‘back
be within a tolerance of –10% to +10% flushing’ the filter without interrupting the
plus the back-flushing flow of the auto- flow is to be taken into account when esti-
matic filter, if any. mating the pump capacity.
• Delivery head: see section F1.3.2. The • Test pressure: specified by classification
final delivery head to be determined is society
subject to the actual piping layout. • Working pressure: 6 bar
• Working temperature: 60°C • Working viscosity: 95 cSt, at working tem-
• Oil type: SAE30, 50 cSt at working temperature
perature, maximum viscosity to be al- • Oil flow: refer to section F1.3.2, main lubri-
lowed for when sizing the pump motor is cating oil capacity
400 cSt. • Diff. pressure, clean filter: 0.2 bar max
• Diff. pressure, dirty filter: 0.6 bar max
– Lubricating oil cooler • Diff. pressure, alarm: 0.8 bar max
• Oil flow: refer to section F1.3.2 • Bursting pressure of filter inserts: min.
• Type: plate or tubular 8 bar (= differential pressure across the
• Cooling medium: fresh water or sea-water filter inserts)
• Heat dissipation: refer to section F1.3.2 • Filter material: stainless steel mesh
• Margin for fouling: 10% to 15% to • Mesh size: sphere passing max. 0.05 mm
be added – External high-pressure pump (crosshead
• Oil visc. at cooler inlet: 50 cSt at 60°C lub. oil)
• Oil temperature at inlet: approx. 60°C • Pump type: positive displacement screw
• Oil temperature at outlet: 45°C or gear types having built-in overpressure
• Working pressure oil side: 6 bar relief valves.
• Working press. water side: approx. 3 bar • Pump capacity: refer to section F1.3.2, the
• Cooling water flow: refer to section F1.3.2 given flow rate is to be within a tolerance
• Cooling water temperature: of 0% to +10%.
Fresh water 36°C. • Delivery head: see section F1.3.2.
• Working temperature: approx. 45°C
• Oil type: SAE 30, 95 cSt
(at working temperature, maximum viscosity
to be allowed for when sizing the pump motor
is 400 cSt).

F2.3.5 Cylinder lubricating oil system F2.3.7 Lubricating oil requirements

Cylinder liner lubrication is carried out by a separ- The products listed in table F6 ‘Lubricating oils’
ate system included in figure F8 ‘Lubricating oil were selected in co-operation with the oil suppliers
system’, working on the once-through principle and are considered the appropriate lubricants in
using a high-alkaline oil of SAE 50 grade fed to the their respective product lines for the application
surface of the liner through hydraulically actuated indicated. Wärtsilä Switzerland Ltd does not ac-
quills. The oil supply rate is adjustable and cept any liability for the quality of the supplied lubri-
metered to suit the age and running condition of cating oil or its performance in actual service.
the piston rings and liners. The arrangement of
daily tank (012) and storage tank (011) shown in In addition to the oils shown in the mentioned list,
figure F8 can be changed by locating the storage there are other brands which might be suitable for
tank in place of the daily tank. If this arrangement the use in Sulzer diesel engines. Information con-
is preferred, the storage tank is to be located at the cerning such brands may be obtained on request
same height as a daily tank to provide the necess- from Wärtsilä Switzerland Ltd, Winterthur.
ary head and be of similar design ensuring a slop-
ing tank floor. Refer to table B1 ‘Primary engine For the Sulzer RTA96C engines which are de-
data’ for the cylinder lubricating oil consumption. signed with oil-cooled pistons, the crankcase oils
F2.3.6 Lubricating oil maintenance and properties (see also table F6, ‘Lubricating oils’):
treatment • SAE 30.
It is very important to keep the engine lubricating • Minimum BN of 5 detergent properties.
oil as clean as possible. Water and solid contamin- • Load carrying performance of the FZG gear
ants held in suspension are to be removed using machine method IP 334/90: FZG load stage
centrifugal separators operating in bypass to the fail 10.
engine lubricating system as shown in figure F13 • Good thermal stability.
‘Lubricating oil treatment and transfer’. Great care • Antifoam properties.
and attention has to be paid to the separators and • Good demulsifying performance.
filters to ensure that they work correctly. The separ-
ators are to be set up as purifiers and to be com- The cylinders in the engines are lubricated by a
pletely isolated from the fuel oil treatment systems, separate system, working on the once-through
there is to be no possibility of cross-contamination. principle, i.e. fresh lubricating oil is directly fed into
the cylinders to provide lubrication for the liners,
F2.3.6.1 Lubricating oil separator pistons and piston rings.
– Separator type: self-cleaning purifier
For normal operating conditions, a high-alkaline
– Minimum throughput capacity
marine cylinder oil of the SAE 50 viscosity grade
0.140 CMCR [litres/hour], CMCR in kW
with a minimum kinematic viscosity of 18.5 cSt at
– Example for minimum throughput capacity:
100°C is recommended. The alkalinity of the oil is
10RTA96C with CMCR at R1: 57 200 kW
indicated by its Base Number (BN).
0.140 57 200 = 8008 litres / hour
– Rated separator capacity: the rated or nominal
Note: The ‘Base Number’ or ‘BN’ was formerly
capacity of the separator is to be according to
known as ‘Total Base Number’ or ‘TBN’. Only the
the recommendations of the separator manu-
name has changed, values remain identical.
facturer.
– Separation temperature: 90–95°C
Please refer to the manufacturer’s instruc-
tions.
Wärtsilä Switzerland Ltd F–25 25.72.07.40 – Issue

25.72.07.40 V.04 V.04
– Rev.
Main separating piping

Transfer / dirty lub. oil pipes
Overflow / drain pipes
Air vent pipes
Remarks: Note:
*1) Vent chamber in funnel. For legend and tank capacities see table F5.
Pipe diameters to be designed according to shipyard's practice considering component
246.820 manufacturers recommendations.
Fig. F13 Lubricating oil treatment and transfer system

001 Residue oil tank

002 Suction filter
003 Lubricating oil pump (one for transfer and separator service, one for separator service)
004 Lubricating oil heater with relief valve and temperature control
005 Selfcleaning centrifugal separator
006 Clean lubricating oil tank
007 Dirty lubricating oil tank
010 Deck connection
011 Float non return valve
246.820
power kW 34 320 40 040 45 760 51 480 57 200 62 920 68 640
Main engine RTA96C
speed rpm 102
Dirty lubricating oil tank *1) cap. m3 43 50 57 64 71 78 85
Clean lubricatiing oil tank *1) cap. m3 43 50 57 64 71 78 85
Residue oil tank cap. m3 depending on ship’s requirement
Table F5 Lubricating oil treatment and transfer system data



Cyltech 80AW
Castrol CDX 30 Cyltech 70 Cyltech 40SX

FAMM Veritas 800 Marine Oil 30 Taro Special HT 70
Melina S Oil 30
Melina Oil 30
Total Atlanta Marine D 3005 Talusia HR 70 Talusia LS40 *1)
Remark: *1) Approval is provisional only; an approval field test is in progress.

Table F6 Lubricating oils
Note

F2.3.8 Lubricating oil drain tank
The engine is designed to operate with a dry sump, tain adequate drainage under sea conditions re-
the oil returns from the bearings, flows to the bot- sulting in pitching and rolling. Table F8 gives the
tom of the crankcase and through strainers into the minimum angles of inclination at which the engine
lubricating oil drain tank. The drain connections is to remain fully operational.
from the crankcase to the drain tank are arranged
vertically as shown in figure F14, and are to main-
A to B vertical lubricating oil drains

Note: For measurements Y and X see lubricating oil drain tank arrangements figures F16 to F19
F10.5238
Fig. F14 Arrangement of vertical lubricating oil drains
Vertical lubricating oil drains to drain tank

Necessary drains 2 3 3 4 4 4 4
Note: The arrangement of lubricating oil drains is to comply with the relevant classification society rules.
Table F7 Vertical drain connection
Figures F16 to F20 show the double-bottom ar- For rrangements with horizontal drains please ask
rangements for the drain tank when vertical drains WCH.
are fitted and the position of the air vents and exter-
nal pipe connections.

Maritime
Lloyd’s American Polski
German Det Norske Bureau Register of Nippon
Classification Register of Bureau of Rejestr RINA
Lloyd Veritas Veritas Shipping Kaiji Kyokai
societies Shipping Shipping Statkow
(Russia)
1995 1992 1991 1990 1994 1990 1990 1992 1994
Main and aux. engines
Abbreviations 5/1/3.6 2/1.1/C.1 4/1/3/B 100 111/17–14.3 4/1.13 VII-1.6 VII-1.6 C/2.1.5 D/1.3
Heel to each side 15° 15° 15° 15° 15° 15° 15° 15° 15°
>10
Ship length [m] ≤100 – – – – – – – –
0
Trim by the head 5° < 5° 5° 5° 5° 5° 5° 5° 5° 5°
Trim by the stern 5° < 5° 5° 5° 5° 5° 5° 5° 5° 5°
Pitching ±7.5° ±7.5° ±7.5° ±7.5° ±7.5° ±7.5° ±7.5° ±7.5° ±7.5°
Emergency sets
Abbreviation 5/1/3.6 2/1.1/C.1 4/1/3/B 100 111/17–14.3 4/1.13 VII–1.6 VII-1.6 C/2.1.5 D/1.3
Heel to each side 22.5° 22.5° 22.5° 22.5° 22.5° 22.5° 22.5° 22.5° 22.5°
Trim 10° 10° 10° 10° 10° 10° 10° 10° 10°
Pitching ±10° ±10° ±10° ±10° ±10° ±10° ±10° ±10° ±10°
Electrical installation (1992) (1985)

Abbreviation 6/2/1.9 2/1.1/C.1 4/4/2/A 101 111/18–011.72 4/1.13 XI-2.1.2.2 XI-2.1.2.2 D/1.5.4 H/1.1.7
Heel to each side 15° 22.5° 15° 15° 22.5° 15° 15° 15° 15°
Trim 5° 10° 5° 10° 10° 5° 5° 5° 5°
Pitching ±7.5° ±10° ±10° – ±10° ±10° ±10° ±7.5° ±7.5°
Heel and trim have to be assumed as occuring together
Heel (static)
Trim (static) and pitching (dynamic)
Rolling (dynamic)
Table F8 Minimum inclination angles at which the engine is to remain fully operational
Figure F15 gives the pipe connection details for This is a requirement of class and strict attention is
vertical drains. to be paid to this specification.
The drain tank is to be located beneath the engine The amount of lubricating oil required for an initial
and equipped with the following: charge of the drain tank is indicated in figure F20.
The total tank size is normally 5–10 per cent
– Depth sounding pipe greater than the oil volume.
– Pipe connections for lubricating oil purifiers
– Heating coil adjacent to pump suction
– Air vents with flame protection
All the drain pipes from the crankcase to the drain

tank are to be taken as low as possible below the
free surface of the oil to prevent aeration and foam-
ing and remain below the oil surface at all times.

001 Welding flange 006 Hexagon head screw

002 Ring 007 Stud
003 Cover 008 Hexagon nut
004 Oil strainer 009 Locking plate
005 Rubber gasket
Remark: *1) To be aligned after engine is in final position.

*2) Pos. 001, 002, 005 and 006 to be pre-assembled prior to alignment.
After alignment the pos. 001 (flange) can be welded in place.
*3) Driven in oil tight with jointing compound.
246.696
Fig. F15 Vertical drain connection details

6RTA96C
A–A
337.619
7RTA96C
A–A
337.620

05 Man hole
Fig. F16 Layout of vertical oil drains for 6RTA96C and 7RTA96C

8RTA96C
A–A
337.621
9RTA96C
A–A
337.622

05 Man hole

10RTA96C A–A
Driving Free
end end
25.72.07.40 – Issue V.04 – Rev. 0

337.623
11RTA96C
A–A
F–34
Driving Free
end end
F.
337.624

05 Man hole
RTA96C
Ancillary systems

F.
12RTA96C

RTA96C
Ancillary systems
A–A
Free
Driving end
end
F–35
337.625

05 Man hole
Fig. F19 Layout of vertical oil drains for 12RTA96C
25.72.07.40 – Issue V.04 – Rev. 0

A
Remarks:
(Driving end)
*3) Dimension (DN) according to fig. F8, table F4
'Lubricating oil system'.
*4) Proposal, dimension depends upon the size
of the flywheel guard and oil pumps.
Final dimension to be determined by shipyard.
*5) If submerged pumps are used, the value h4
is according to pump manufacturer.
- The final layout of the drain tank has to comply with
the rules of the relevant classification society.
03 Air vent DN 100

04 Lub. oil separator delivery pipe
06 Lub. oil separator suction pipe
07 Suction pocket
08 Lub. oil suction pipe
337.619–626
Fig. F20 Lubricating oil drain tank, vertical oil drains.

F2.3.9 Flushing the lubricating oil system
A correct manufacturing of the pipes avoids the when the engine, pipework, filters, heat ex-
presence of scales, slag and spelter. It is a fact that changers, pumps, valves and other components
the expense for special welding methods, e.g. inert are flushed and are proved absolutely clear of any
gas welding, is worthwhile when considering the dirt by observation and physical inspection. The
costs of an extensive flushing procedure or the engine crankcase and lubricating oil drain tank are
grinding and cleaning work if using normal electric to be inspected and cleaned by hand to remove all
arc welding or welding with electrodes. A thorough residual build-debris; special attention is to be
cleaning of the pipes before mounting is a must. given to very small loose particles of welding
matter such as spelter and slag.
It is absolutely essential to ensure that the lubricat-
ing oil systems are clear of all foreign matter before The pipes of the entire lubricating oil system
circulating oil through to the engine. A systematic on the plant side are to be flushed separately.
approach is to be adopted prior to commissioning
Low-pressure
lubricating oil inlet Temporary flushing filters
High-pressure
lubricating oil inlet
By-pass
F10.5291
Fig. F21 Flushing the lubricating oil system

F2.3.9.2 Preparation before flushing F2.3.9.3 Flushing external lubricating

oil system
1. Led the lubricating oil connections immediate-
ly before the engine straight back into the lubri- 1. Fill the lubricating oil drain tank with sufficient
cating oil drain tank by means of hoses or oil to cover the pump suction and heat it up
pipes, see fig. F21. using temporary immersion heaters or the
2. Immediately before the engine, in the dis- heating coil of the drain tank to approximately
charge pipes from the low-pressure and high- 40–60 C.
pressure lubricating oil pumps (fig. F21), install 2. Circulate the oil in the drain tank using the lu-
temporary filters with a mesh size (sphere bricating oil separators(s) and their pre-
passing) of max. 0.03 mm and equipped with heater(s) to maintain the flushing temperature
magnetic elements. The surface loading of the to improve oil cleanliness. Operate the separ-
temporary filters should be 1–2 I/cm2h. Alter- ators(s) until all the flushing procedures are
natively, the plant lubricating oil filters can be completed.
used under the condition that the filter inserts 3. All system valves are to be fully open.
are of mesh size of max. 0.03 mm and magnet- 4. Good ventilation is to be provided to avoid con-
ic elements are used during flushing. After densation. At the exhaust side, the crankcase
flushing, the filter inserts are to be replaced by round covers are to be removed and on the
the original ones and the filter housing is to be fuel pump side the crankcase doors must be
cleaned. In the final step of flushing, it is advis- opened.
able to fit filter bag made of cotton or synthetic 5. Flush the system by starting the low- and high-
fabric of mesh size 0.040 to 0.050 mm to the pressure lubricating oil pumps, the main and
end of the hoses or pipes, in order to facilitate stand-by pumps are to be alternatively oper-
checking the cleanliness of the system. ated. Before starting the pumps, the oil
3. If the engine is supplied to the ship in sub- cooler(s) might be bypassed at the beginning
assemblies proceed as follows: of the flushing procedure.
• Blank off each of the main bearing lubricat- Circulate the oil through the pumps and hose
ing oil supply pipes at the main bearings in connections back to the drain tank. Observe
such a way that absolutely no oil can enter the suction and discharge pressures carefully.
the bearing but oil can escape between Do not let the pumps run hot. Observe the
pipe and blank piece. pressure drop through the filters, too.
• Blank off each of the crosshead lubrication 6. During the flushing procedure, the pipes are to
linkage in that way, that absolutely no oil be periodically tapped to help loosen any
can enter the bearing but oil can escape foreign matter that may be present. If avail-
between linkage and blank piece. able, vibrators are to be used.
• Blank off the oil supply of the axial damper All pipes used during the engine operation
in that way that absolutely no oil can enter must be flushed, including by-pass lines and
the damper but oil can escape between the oil cooler(s).
pipe and blank piece. Drain the dirt of all equipment’s (oil cooler(s),
• Disconnect and blank oil supply pipes to suction filters, etc.) where dirt can accumulate.
the camshaft, intermediate gears and re-
versing gear. It is essential that the
blanked pipes are clean prior to re-con-
necting.

7. Inspect and clean the filters in the lubricating F2.3.9.5 Circulation of lubricating oil
oil system periodically.
Flushing is to be continued until filter bags 1. Remove the inspection cover of the thrust
remain clean and no residues can be found bearing in main bearing girder #2.
in the filters and; no metallic particles adhere 2. Circulate the low- and high-pressure system
to the magnetic filter inserts and no residues for approximately two hours under normal op-
are detected in the bottom ofthe filter housing. erating pressure and temperature.
When the system proves clean, remove any 3. Observe the oil flow on all bearings, spray
filter bags and connect the low- and high-pres- nozzles and any other engine component such
sure oil supply pipes to the engine. as dampers for proper oil flow.
4. The turning gear is to be engaged to turn the
F2.3.9.4 Flushing within the engine engine from time to time. Carry out an inspec-
tion of the crankcase before refitting all the
Only in the case of engines supplied to the ship crankcase doors.
in sub-assemblies. 5. Check and clean the filters periodically.
6. To flush the by-pass line between the low- and
1. Start up the low- and high- pressure lubricating high-pressure system on the engine, the regu-
oil pumps and flush through the engine for at lating valve for adjusting the oil pressure to the
least another 8 hours. main bearings must be throttled temporarily.
2. Inspect and clean the filter in the lubricating oil During flushing the bypass, the high-pressure
system periodically. lubricating oil pump is to be stopped.
3. Flushing is to be continued until the filters
are absolutely clean: F2.3.9.6 Cylinder oil supply system
No metalic particles adhere to the magnetic in-
serts and no residues are detected in the bot- It is absolutely essential to ensure that the cylinder
tom of the filter housing. oil system is clear of all foreign matter before con-
When the lubricating oil system proves clean, necting to the engine in order to safeguard the en-
remove all blank pieces and temporary flush- gine and assure proper operation.
ing filters. The storage and daily service tank are to be in-
Any pipe-connecting piece, which was not spected and cleaned by hand to remove all resid-
flushed before, must be clean separately. ual build-debris, special attention is to be given to
Drain the oil from the distribution pipe to the very small loose particles of welding matter such
main bearings. as spelter and slag.
Inspect the inside of the pipes for eventual de- The complete piping, from the storage tank to the
posits. If clean, re-fit all oil pipes. engine connection, has to be inspected and
Make sure that all screwed connections are cleaned accordingly.
tight and secured.
Inspect the bottom of the crankcase and clean
it if necessary.

F2.4 Fuel oil systems
F2.4.1 Introduction
A number of systems external to the engine are required to maintain heavy fuel oil and marine diesel oil
in the quality required for efficient and reliable combustion.
F2.4.2 Fuel oil requirements

Table F9 ‘Fuel oil requirements’ gives the fuel quality limits for bunkers and recommendations at the engine
inlet. The fuel quality needs at the injection valves are more stringent in order to assure efficient combus-
tion, minimum wear and clean exhaust gas. Therefore, a fuel oil treatment plant will be necessary to pro-
cess the fuel oil before it is admitted to the engine. Aluminium and silicon in the fuel are an indication of
cat-fines. These are the cause of piston ring and cylinder liner wear and must be removed with the separ-
ators as much as possible to a rest content of less than 15 ppm.
The fuel should not include any added substances, used lubricating oils or chemical waste.
ISO 8217:1996
Bunker Engine inlet
class F, RMK55
*2) Limited to max. 991 kg/m3 (ISO–F–RMH55), if the fuel treatment plant cannot remove water from high density fuel oil.
Table F9 Fuel oil requirements

Viscosity Sulphur
The maximum admissible viscosity of the fuel that The alkalinity of the cylinder lubricating oil, i.e. the
can be used in an installation depends on the heat- base number (BN, TBN), should be selected with
ing and fuel preparation facilities available. As a regard to the sulphur level of the fuel oil.
guidance, the necessary pre-heating temperature
for a given nominal viscosity can be taken from the Ash and trace metals
viscosity/temperature chart in figure F22.
The recommended viscosity range of fuel entering Fuel oils with low contents of ash, vanadium and
the engine is: sodium are preferable. These components are
detrimental since they tend to promote mechanical
13–17 mm2/s (cSt) or 60–75 sec Redwood. wear, high-temperature corrosion and the forma-
tion of deposits in the turbocharger and on the ex-
Carbon residue, asphaltenes sediment haust valve.
High levels of carbon residue and asphaltenes im- Since sodium compounds (oxides, sulphates) de-
pair the combustion quality of the fuel oil and pro- press the melting point of vanadium, which is very
mote increased wear and fouling of engine compo- corrosive in the liquid phase, the sodium content
nents. Asphaltenes also have a bearing on the should be as low as possible. With certain ratios of
stability of blended fuels and can cause problems the vanadium to sodium, the compounds form a
of sludge formation in centrifugal separators, filters eutecticum with a minimum melting point; this
and on the tank bottom. To minimize compatibility should be avoided. The maximum sodium content
risks, care should be taken to avoid mixing bunkers must not exceed 100 ppm (mg/kg) to avoid fouling
from different suppliers and sources in storage of turbocharger components.
tanks on board. Care must also be taken when
heavy fuel is blended onboard to reduce the vis- The effect of high-temperature corrosion and the
cosity. Paraffin distillates, when added to a heavy formation of deposits can be counteracted by ap-
fuel of low stability reserve, can cause the asphal- plication of suitable fuel treatments, known as so-
tenes to settle out, resulting in heavy sludge forma- called ash modifiers.
tion. As a stability criterion, the test ‘Sediment by
Hot Filtration’ (SHF) can be used. A sediment
value of 0.10 per cent should not be exceeded.

Aluminium, silicon Flash point
Aluminium and silicon found in appreciable con- This is a legal requirement with regard to the fire
centrations in the fuel oil are regarded as an indica- hazards of petroleum based fuels.
tion of the presence of so-called catalytic fines (cat
fines). These are particles of hard oxides which Pour point
cause high abrasive wear to piston rings and cylin-
der liners. This material is used as a catalyst in cer- The lowest operating temperature of the fuel
tain processes in petroleum refining and can find should be kept about 5–10°C above the pour
its way into marine fuels. Practical experience has point to secure easy pumping.
shown that with proper treatment in the fuel separ-
ator a sum of aluminium and silicon of Ignition quality
80 ppm (mg/kg) can be reduced to less than
15 ppm (mg/kg) which may be considered as just The CCAI (Calculated Carbon Aromaticity Index –
tolerable. Proper treatment means reduced ISO8217:1996) is a function of viscosity and den-
throughput in the separator and a fuel temperature sity, and is an indication of the ignition quality for
as close as possible to 98°C. medium and high speed diesel engines. In low
speed engines ignition delay as given by the CCAI
Water is of less importance. There is no rigidly applicable
limit for this quantity, but good results have been
The water content of the fuel oil must be further re- obtained with commercially available fuels which
duced by careful purification. This is accomplished have CCAI values up to 870.
most effectively by centrifuging and by use of
proper draining arrangements on the settling and
service tanks. The fuel is often contaminated by
sea-water containing sodium. A thorough removal
of the water is therefore strongly recommended. A
practical guiding value to aim for is 0.2 per cent
water content after the separator.
To achieve a good separating effect, the through-

put and the temperature of the fuel must be ad-
justed in relation to the viscosity. With high-viscos-
ity fuels, the separating temperature must be
creased in relation to the nominal capacity of the
separator. For recommended operating data, refer
also to the separator instruction manual.

Fig. F22 Typical viscosity / temperature diagram

F2.4.3 Fuel oil treatment

Figure F23 ‘Heavy fuel oil treatment and tank layout’ is a schematic diagram of a fuel oil treatment plant
and the following paragraphs are for consideration before designing a system.
246.835 Note: For remarks *3) and *4), legend, flow rates, tank capacities and pipe diameters refer to table F10
Fig. F23 Heavy fuel oil treatment and tank system layout

001 HFO settling tank, heated and insulated
002 HFO daily tank, heated and insulated
003 MDO daily tank
004 Suction filter
005 HFO separator supply pump, with safety valve *1)
006 HFO/MDO separator supply pump, with safety valve *1)
007 HFO pre-heater
008 Self-cleaning HFO separator *2)
009 Self-cleaning HFO/MDO separator *2)
010 Three-way valve, diaphragm operated
011 Sludge tank
013 Air vent collector
power (kW) 34320 40040 45760 51480 57200 62920 68640
Main engine RTA96C
speed (rpm) ———————————— 102 ————————————
Heavy fuel oil settling tank *3) capacity (m3) 55 64 73 82 92 101 110
Heavy fuel oil daily tank *3) capacity (m3) 55 64 73 82 92 101 110
Marine diesel oil daily tank *4) capacity (m3) 55 64 73 82 92 101 110
Sludge tank (10% of daily tank) *5) capacity (m3) 17 19 22 25 28 30 33
A DN 80 80 80 100 100 100 100
Nominal pipe diameter
B DN 65 65 65 65 65 80 80
Remark: *1) Pump may be omitted if integrated in separator.

*2) Separator capacity related to viscosity in accordance with instructions of separator manufacturer.
*3) Based on 8 hours running time with HFO at CMCR (kW).
*4) Based on 8 hours running time with MDO at CMCR (kW).
*5) Capacity depends upon contamination of fuel oil and ship owner requirements.
— Air vent and drain pipes must be fully functional at all inclination angles of the ship at which
the engine must be operational.
Table F10 Heavy fuel oil treatment and tank system data

F2.4.3.1 Settling tanks F2.4.3.3 Centrifugal separators
Gravitational settling of water and sediment from • Separator type – self-cleaning:

modern heavy fuel oils is an extremely slow pro- It is advisable to use fuel oil separators without
cess due to the small difference in densities. The gravity discs to meet the process requirements of
settling process is a function of the fuel surface the marine diesel oil and 730 cSt heavy fuel oils.
area of the tank to the viscosity, temperature and These separators are self-adjusting and do not re-
density difference, heated large surface area tanks quire gravity discs to be changed for different fuel
enable better separation than heated small sur- densities. The manufacturers claim extended
face area tanks. periods between overhaul and greatly improved
reliability, enabling unattended onboard operation.
F2.4.3.2 Daily tanks The minimum effective throughput capacity of the
separators required is determined by the following
Most of the daily tank design features are similar to example. The nominal separator capacity and the
the settling tank, having a self-closing sludge cock, installation are to comply with the recommenda-
level monitoring device and remote closing dis- tions of the separator manufacturer.
charge valves to the separator(s) and engine sys-
tems. The daily tank is to be equipped with a drain • Throughput capacity
valve arrangement at its lowest point, an overflow = 1.2 CMCR BSFC / 1000 [litres / hour]
to the overflow tank and recirculating pipework to CMCR in kW
the settling tank. The recirculation pipe reaches to • Example:
the lower part of the daily tank to guide water which 10RTA96C with – CMCR (R1): 57 200 kW
may be present in the fuel after the separators (eg – BSFC: 171 g/kWh
due to condensation or coil leakage) into the set- Throughput = 1.2 57 200 171/1000
tling tank. A pipe to the separators should be pro- Throughput = 11 737 litres/hour
vided to re-clean the fuel in case of dirty water con-
tamination. This line should be connected just – Separator arrangement
above the drain valve at the daily tank bottom.
• Separator without gravity disc:
The fuel is cleaned either from the settling tank to One of the main features of these self-adjust-
the daily tank or recirculating the daily tank. Ideally ing separators is that only a single unit is re-
when the main engine is operating at CMCR, the quired. This unit operates as a combined pu-
fuel oil separator(s) should be able to maintain a rifier/clarifier. However, as it is usual to install
flow from the settling tank to the daily tank with a a stand-by separator as a back-up, it is of ad-
continual overflow back to the settling tank. The vantage to use this separator to improve the
sludge cock is to be operated at regular intervals separation result. For the arrangement of the
to observe the presence of water, an important in- separators, parallel or in series, please refer to
dication to the condition of the separator(s) and the manufacturer’s instructions.
heating coils.
Diesel oil daily tanks are similar to the heavy oil

daily tanks with the exception possibly of tank heat-
ing, although this may be incorporated for vessels
constantly trading in cold climates.

• Separator with gravity disc: F2.4.4 Pressurized fuel oil system

These types are running in series with the fuel
being purified in one and clarified in the other, Referring to figure F24 and table F11, the fuel from
two separators are required. The clarifier im- the heated heavy fuel oil daily tank or the unheated
proves the separation result and acts as a diesel oil daily tank passes through the three-way
safety device in case that the purifier is not valve (002), filter (003), and is transferred to the
properly adjusted. It is important when proces- mixing unit (006) by the low-pressure feed pump
sing heavy fuel oils that strict adherence is (004). The high pressure booster pump (007)
made to the separator manufacturer’s recom- transfers the fuel through the endheater (008), vis-
mendations. If using these separators it will be cosimeter (009) and filter (010) into the engine
advantageous to install an extra separator for manifold to supply the injection pumps. Circulation
marine diesel oil only in order to avoid the is maintained via pipework back to the mixing unit
changing of gravity discs when switching from which equalizes the temperature between hotter
HFO to MDO separation. oil returning from the engine and the cooler oil from
the daily tank. The pressure regulating valve (005)
The marine diesel oil (MDO) separator capacity controls the delivery of the low-pressure feed
can be estimated using the same formula. pump and ensures that the discharge pressure is
1 bar above the evaporation pressure in order to
prevent entrained water from flashing off into
steam. When the engine is running on marine die-
sel oil the steam heaters and viscosimeter are only
required prior to changing over to heavy oil or im-
mediately after changing from heavy to diesel
when there is still heavy oil in the system.

Note: For remark *1) and legend see table F11

246.835
Fig. F24 Pressurized fuel oil system

002 Three-way valve, manually or remotely operated
003 Fuel oil suction filter, heated (trace heating acceptable)
004 Fuel oil feed pump
005 Pressure regulating valve
006 Mixing unit, heated and insulated (according to separate drawing)
007 Fuel oil booster pump
008 Endheater
009 Viscosimeter
010 Fuel oil filter (trace heating acceptable)
31 Fuel oil inlet
32 Fuel oil outlet
33 Leakage from fuel pump and pressure piping casing
36 Heating piping inlet
37 Heating piping outlet
38 Heating piping inlet
39 Heating piping outlet
power (kW) 34320 40040 45760 51480 57200 62920 68640
Main engine RTA96C
speed (rpm) ———————————— 102 ————————————
Fuel oil feed pump capacity (m3/h) 8.6 10 11.4 12.9 14.3 15.7 17.2
Fuel oil booster pump capacity (m3/h) 15.4 18 20.6 23.2 25.7 28.3 30.9
Mixing unit capacity (l) see fig. F26
A DN 80 80 80 100 100 100 100
B DN 65 65 65 65 65 80 80
Nominal pipe diameter C DN 65 65 65 80 80 80 80
D DN 100 100 100 125 125 125 125
E DN 80 80 100 100 100 100 100
Remark: *1) The return pipe may also be led to the HFO daily tank.
— Feed pumps (pos. 004) shall be installed below MDO and HFO daily tanks.
— All heaters to be fitted with thermometers, relief valves, drains and drip trays.
— Steam tracers on main engine are laid out for 7 bar saturated steam.
— Air vent and drain pipes must be fully functional at all inclination angles of
— For ‘ ’ marked positions please refer to the pipe connection drawings.
Table F11 Pressurized fuel oil system data

F2.4.5 Fuel oil system on the engine
Figure F25 is a schematic arrangement of the fuel fuel pressure at the injection pump inlet is adjusted
oil system mounted on the engine. The quantity of by the pressure-retaining valve (002).
fuel oil delivered to the injection pumps (001) by the When commissioning the fuel system with the en-
booster pump installed in the plant is greater than gine at stand-by, the fuel pressure at the injection
the amount actually required, with the excess fuel pump inlet is to be set at 10 bar, to result in a pres-
being recirculated via the mixing unit, please refer sure of minimum 7 bar when the engine is running
to section F2.4.4 ‘Pressurized fuel oil system’. The at 100 per cent load.
310.419a
Fig. F25 Fuel oil system on the engine

F2.4.6 Heavy fuel oil system components

Fuel oil feed pump • Required system temperature:
approx. 145°C
• Pump type: positive displacement screw type • Water vapour gauge pressure at 145°C
with built-in overpressure relief valve. pv = 3.2 bar
• Pump capacity: refer to section F1.3.2, • Pressure losses between feed pump and mix-
the given capacity is to be within a tolerance of ing unit: ∆p1 = 0.5 bar
0 to +20%. • Pressure change difference across the pres-
• Fuel type: marine diesel oil and heavy fuel oil, sure regulating valve: ∆p2 = 0.6 bar
up to 730 cSt at 50°C. • Substituting these values in the formula:
• Working temperature: ambient to 90°C. • Delivery pressure = 3.2 + 1 + 0.5 + 0.6
• Delivery pressure: the delivery pressure is to = 5.3 bar
take into account the system pressure drop
and prevent entrained water from flashing off Electric motor
into steam by ensuring the pressure in the mix-
ing unit is at least 1 bar above the water vapour • The electric motor driving the fuel oil feed
pressure and not lower than 3 bar. The water pumps shall be sized large enough for the
vapour pressure is a result of the system tem- power absorbed by the pump at maximum
perature and pressure for a given fuel type. pressure head (difference between inlet and
Heavier oils need more heat and higher tem- outlet pressure), maximum fuel oil viscosity
peratures to maintain them at the correct vis- (600 cSt) and the required flow.
cosity than lighter oils, refer to the formula and
example below: Pressure regulating valve
Delivery gauge pressure
= pv + 1 + ∆p1 + ∆p2 [bar] • The pressure regulating valve maintains the
inlet pressure to the booster system practically
where:
constant irrespective of the actual amount of
pv = water vapour gauge pressure at the re- fuel consumed by the main engine and auxili-
quired system temperature [bar] (see vis- aries. It should have a flat steady state char-
cosity/temperature diagram fig. F22). acteristic across the fuel oil recirculation flow
∆p1 = maximum pressure losses between the range.
feed pumps and the mixing unit [bar]. • Valve type: self- or pilot-operated which
∆p2 = maximum pressure change difference senses the upstream pressure to be main-
across the pressure regulating valve of tained through an external line. It is to be pneu-
the feed system between minimum and matically or direct hydraulically actuated with
maximum flow. an additional manual control for emergency
Refer to ‘Pressure regulating valve’ next. operation. When using a pneumatic type, use
a combined spring type to close the valve in
case of air supply failure.
Example • Fuel oil viscosity: 100 cSt, at working temp.
(HFO 730 cSt at 50°C).
HFO of 730 cSt at 50°C • Maximum capacity: refer to feed pump capac-
ity in section F1.3.2.

• Minimum capacity: approximately 20% of that Fuel oil endheater

of the feed pump.
• Service pressure: max. 10 bar • Heater type: steam, electric or thermal oil,
• Pressure setting range: 2–6 bar tubular or plate type heat exchanger suitable
• Inlet pressure change: ≤ 0.8 bar, for heavy oils to 730 cSt at 50°C.
between 20% and 100% flow (upstream pres- • Flow rate: refer to table F11.
sure build-up over the valve capacity; between • Working pressure: max. 12 bar,
the minimum and maximum flow capacity). pulsating on fuel oil side.
• Working temperature: ambient to 90°C • Working temperature: ambient up to 150°C,
outlet temperature on fuel oil side.
Mixing unit • Heating capacity [kW]:
• Due to the small amount of fuel consumed = 0.75 10–6 CMCR BSFC (T1 – T2)
there is only need of a small mixing unit. It is • Consumption of saturated steam at 7 bar
recommended that the tank contains no more gauge pressure [kg/h]:
than approx. 100 litres. This is to avoid the = 1.32 10–6 CMCR BSFC (T1 – T2)
change over from HFO to MDO or visa versa
• where:
taking too long.
• The mixing unit equalizes the temperature be-
BSFC is the brake specific fuel consumption at
tween the hotter fuel oil returning from the en-
the contract maximum continuous rating
gine and the cooler fuel oil from the day tank,
(CMCR).
particularly when changing over from heavy
T1 is the temperature of the fuel oil at the vis-
fuel oil to marine diesel oil and vice versa.
cosimeter.
• Type: cylindrical steel fabricated pressure
T2 is the temperature of the fuel oil from the
vessel as shown in figure F26.
daily tank.
• Capacity: see figure F26.
• Example: 10RTA96C with CMCR at R1:
• Dimensions: see figure F26.
57 200 kW at 102 rpm,
• Service pressure: 10 bar
BSFC of 171 g/kWh,
• Test pressure: according to the classification
using 730 cSt fuel,
society.
at a system temperature of 145°C (T1),
assuming the heavy fuel oil daily tank is kept
at a steady temperature of 65°C (T2).
High-pressure booster pump
Heater capacity required:
• Pump type: positive displacement screw type
= 0.75 10–6 57 200 171 (145 – 65)
with built-in overpressure relief valve.
= 587 kW
• Pump capacity: refer to section F1.3.2,
Consumption of saturated steam at 7 bar
the given flow rate is to be within an allowable
gauge pressure:
tolerance of 0 to +20%.
= 1.32 10–6 57 200 171 (145 – 65)
• Inlet pressure up to 6 bar
= 1033 kg/h
• Delivery head: see section F1.3.2,
final delivery pressure according to the actual
The viscosimeter monitors the fuel viscosity prior
piping layout.
to the fuel injection pumps and transmits signals to
• Working temperature: ambient up to 150°C
the heater controls to maintain this viscosity by
regulating the fuel temperature after the end-
Electric motor (booster pump)
heater.
Same remarks as for the electric motor for the feed
pumps.

Capacity : 100l
Design pressure : 10bar
Service temperature : 150°C
001 Outlet
002 Inlet, return pipe Remarks:
003 Inlet, from feed pump *1) Mounting brackets for fixation on floor plate. The mixing
004 Vent unit must be fitted unsupported.
005 Drain Configuration and dimension of the mixing unit have to
006 Heating coil comply with the relevant classification societies/rules.
007 Insulation
008 Mounting brackets *1)
337.913
Fig. F26 Fuel oil system mixing unit
A DN 100 100 100 125 125 125 125
Nominal pipe diameter B DN 65 65 65 80 80 80 80
C DN 80 80 100 100 100 100 100
Table F12 Fuel oil system mixing unit: nominal pipe diameters for connections A, B, C

Main fuel oil filter before the injection pumps lation. However, arrangement in the high-
• This filter is extremely important to protect the pressure booster circuit is also possible.
fuel injection pumps and is to be installed as
close as possible to the inlet of the fuel injec- Arrangement in the feed system
tion pumps. The absolute minimum require- • Working viscosity: 100 cSt, for HFO of 730 cSt
ments are met by using the following filter: at 50°C.
• Type: change-over duplex (full flow), heatable • Flow rate: feed pump capacity, refer to section
designed for in-service cleaning, fitted with dif- F1.3.2.
ferential pressure gauge and high differential • Service pressure at filter inlet:
pressure alarm contacts. after feed pumps: 10 bar
• Working viscosity: 13–17 cSt. after booster pumps:12 bar
• Flow rate: booster pump capacity, refer to sec- • Test pressure: specified by classification so-
tion F1.3.2. ciety.
• Service pressure: max. 12 bar at filter inlet. • Permitted differential pressure at 100 cSt:
• Test pressure: specified by classification so- clean filter: max. 0.2 bar,
ciety. dirty filter: 0.6 bar,
• Permitted differential pressure at 17 cSt: clean alarm setting: max. 0.8 bar.
filter: max. 0.2 bar, dirty filter: 0.6 bar, alarm • Minimum bursting pressure of filter insert:
setting: max. 0.8 bar. max. 8 bar differential across filter.
• Minimum bursting pressure of filter insert: • Working temperature: ambient up to 90°C.
max. 8 bar differential across filter. • Mesh size: max. 0.034 mm,
• Working temperature: ambient up to 150°C. sphere passing mesh.
• Mesh size: max. 0.05 mm, sphere passing • Filter insert material: stainless steel mesh
mesh. (CrNiMo).
• Filter insert material: stainless steel mesh
(CrNiMo). Arrangement in the booster system
The same technical data as specified for the du-
Back-flushing filter if required plex filter are valid for the back-flushing filter in-
• Type: automatic back-flushing, heated, with stalled before the engine, including the mesh size
differential pressure gauge and differential (0.05 mm, sphere passing mesh).
pressure alarm contacts. Designed for auto-
matic in-service cleaning, continuous or dis- • The installation of the automatic back-flushing
continuous back-flushing, using filtered fuel oil filter type in the low-temperature side does not
or compressed air techniques. replace the need for the duplex filter fitted im-
With discontinuous back-flush, the back-flush- mediately before the fuel injection pumps. The
ing sequence is released by a differential pres- filter mesh size of the duplex filter in front of the
sure switch and an adjustable time relay. The injection pumps can then be increased from
drain from the filter is to be sized and fitted to 0.05 to 0.06 (sphere passing).
allow free flow into the fuel oil drain tank. • The feed pump capacities given in section
F1.3.2 cover the needs of the engine only.
Arrangement of the back-flushing filter If an automatic back-flushing filter type is in-
• If the requirement is for an automatic back- stalled, depending on its location, in the feed
flushing filter, it is best to fit it on the low-tem- or booster circuit, either the feed pump capac-
perature side in the discharge from the feed ity or the feed and booster pump capacities
pumps. Locating the filter at this point reduces must be increased by the quantity needed for
the risk of clogging due to asphaltene coagu- the back-flushing of the filter.

F2.4.7 Flushing the fuel oil system
A correct manufacturing of the pipes avoids the The pipes of the entire fuel oil system on the
presence of scales, slag and spelter. It is a fact that plant side are to be flushed separately.
the expense for special welding methods, e.g. inert
gas welding, is worthwhile when considering the F2.4.7.2 Preparation before flushing
grinding and cleaning work if using normal electric 1. Close the valves in the supply and return pipes
arc welding or welding with electrodes. A thorough at the engine fuel pumps.
cleaning of the pipes before mounting is a must. Disconnect fuel oil supply and return pipes at
the engine pump covers and fit temporary pipe
It is absolutely essential to ensure that the fuel oil bends as shown in figure F27 by removing the
systems are clear of all foreign matter before circu- blank flanges at the ends of the fuel oil mani-
lating fuel oil through to the engine. A systematic fold.
approach is to be adopted prior to commissioning 2. Install in the by-pass line a temporary filter with
when the tanks, pipework, filters, endheaters, a mesh size (sphere passing mesh) of max.
pumps, valves and other components are flushed 0.03 mm and equipped with magnetic el-
and proved clear by observation and physical in- ements.
spection. All fuel oil tanks are to be inspected and Alternatively, the plant fuel oil duplex filter, if
cleaned by hand to remove all residuals build-de- available, can be used under the condition that
bris; special attention is to be paid to very small the filter inserts are of mesh size (sphere pas-
loose particles of welding matter such as spelter sing mesh) of max. 0.03 mm. After flushing the
and slag. filter, inserts are to be replaced by the original
ones and the filter housing to be cleaned.
from daily tank

to daily tank
By-pass bend
By-pass bend
32
31
By-pass with temporary

flushing filter
F10.5302
Fig. F27 Fuel oil system flushing

F2.4.7.3 Flushing procedure
1. Fill the daily tank with sufficient marine diesel 4. During the flushing procedure, the pipes are to
oil (MDO). be periodically tapped to help loosen any
2. Circulate the MDO in the daily tank using the foreign matter that may be present. If avail-
separator(s) and pre-heater(s) to maintain the able, vibrators are to be used.
cleanliness and the MDO temperature at ap- All pipes used during the engine operation
proximately 30C. Operate the separator(s) must be flushed, including by-pass lines.
until the flushing procedure is completed. Inspect and clean all filters in the fuel oil sys-
3. Circulate the MDO through the whole fuel oil tem periodically.
system back to the daily tank by running the Drain the dirt of all equipments (mixing unit,
feed and booster pump. endheater, etc.) where dirt can accumulate.
Both pumps (feed and booster pump) must be
in operation to ensure a correct fuel oil circula- Flushing is to be continued until absolutely no
tion through the whole fuel oil system. As the residues can be found in the filters:
capacity of the booster pump(s) is higher than No metallic particles adhere to the magnetic in-
the one of the feed pump(s), part of the fuel re- serts and no residues are detected in the bottom of
turns, via the mixing tank, directly to the the filter housing.
booster pump.
The fuel must circulate freely in the return pipe When the fuel oil system proves clean, the tempor-
to the daily tank and from the feed pump to the ary flushing equipment can be removed and the
mixing unit. engine connected to the fuel oil system.
The main and stand-by pumps are to be alter-
natively operated. Observe the suction and
discharge pressure carefully; do not let run the
pumps hot. Observe the pressure drop
through the filters too.

F2.5 Starting and control air systems
F2.5.1 Introduction • Total inertia = engine inertia + shafting and pro-

peller inertia => (JTot) = (JEng) + (JS+P).
Compressed air is required for engine starting, en- • Propeller inertia includes the part of entrained
gine control, exhaust valve air springs, washing water.
plant for the scavenge air coolers and general • Engine inertia (JEng) see table F13.
services. • Relative inertia JRel = JTot / JEng.
F2.5.2 System layout The air receiver and compressor capacities of

table F13 refer to a relative inertia, (JRel = 1.3).
The starting and control air system shown in fig- For other values than 1.3, the air receiver and com-
ure F28 is valid for six- to twelve-cylinder engines pressor capacities have to be calculated with the
and comprises two air compressors, two air re- winGTD program. It provides the capacity of the air
ceivers and systems of pipework and valves con- compressor and receiver for relative inertia values
nected to the engine starting air manifold. (JRel).
Table F13 outlines the basic requirements for a
F2.5.3 Capacities of air compressor system similar to figure F28 ‘Starting and control
and receiver air system’ for maximum engine rating.
The enclosed CD-ROM with the winGTD program
The capacity of the air compressor and receiver enables to optimise the capacities of the com-
depends on the total inertia (JTot) of the rotating pressors and air receivers for the contract maxi-
parts of the propulsion system too. mum continuous rating (CMCR).
Starting air Air receivers Air compressors JEng

12 *1) 12 *1) *2)
Pressure range
25 [bar] 30 [bar] 25 [bar] 30 [bar]
6 2 x 9.9 2 x 8.5 2 x 250 2 x 260 262 000
7 2 x 11.5 2 x 9.9 2 x 290 2 x 300 298 600
8 2 x 13.4 2 x 11.5 2 x 340 2 x 350 341 700
9 2 x 14.9 2 x 12.9 2 x 380 2 x 390 383 700
10 2 x 16.5 2 x 14.2 2 x 420 2 x 430 420 600
11 2 x 18.1 2 x 15.5 2 x 460 2 x 470 456 500
12 2 x 19.7 2 x 16.8 2 x 500 2 x 510 490 900
Table F13 Air receiver and air compressor capacities

Starting air feed pipes

Control air pipes
Ancillary equipment pipes
Drain pipes
001 Main engine RTA96C Remarks:

002 Starting air compressor 1*) Pressure reducing and filtering unit may be omitted
003 Starting air receiver, 25/30 bar in case where instrument air supply (clean and dry)
004 Distribution pipe with automatic starting air shutoff valve 7-8 bar is available.
005 Pressure reducing and filtering unit, from 25/30 to 7-8 bar *1) *2) Dimension depending on consumption of
006 Pressure reducing valve, from 25/30 to 7-8 bar auxiliary engines and board purposes.
41 Starting air inlet Drain plugs and drain cocks where necessary.
42 Starting air inlet for control system and air spring Pipe diameters for starting air compressors and
auxiliary equipment according to supplier's
43 Control air inlet for control system and air spring
recommendation.
246.897
Fig. F28 Starting and control air system

F2.5.4 Starting and control air system F2.5.4.1 Control air system supply
specification
The control air can be supplied from the combined
Starting air compressors system as shown in figure F28 or from a separate
• Type: water cooled two stage with intercooler instrument air supply providing clean and dry air at
and oil / water separator. The discharge air 7–8 bar pressure.
temperature is not to exceed 90°C and the air
supply to the compressors is to be as clean as Pressure reducing and filtering unit
possible without oil vapour. • The pressure reducing and filtering unit,
• Capacity: refer to table F13. item 005 figure F28, conditions the air for use
• Delivery gauge pressure: 30 or 25 bar. in the pneumatic control system and supplying
the air springs of the exhaust valves. This unit
Starting air receivers is not required when a separate dedicated in-
• Type: fabricated steel pressure vessels having strument air supply is installed.
domed ends and integral pipe fittings for isolat- • Type: combined pressure reducing valve, filter
ing valves, automatic drain valves, pressure dryer and moisture separator equipped with
reading instruments and pressure relief pressure gauge, drain and maintainable filter.
valves. • Capacity: refer to table F13.
• Capacity: refer to table F13. • Filter porosity: 20–40 micron.
• Working gauge pressure: 30 or 25 bar. • Pressure reduction: 30 to 7–8 bar with a toler-
ance of –1.0 to +0.5 bar.
Number of cylinders
(Capacity Nm3/h)
6 7 8 9 10 11 12
Control system up to 21.0 21.0 21.0 21.0 21.0 21.0 21.0
Exhaust valve air spring 14.4 16.8 19.2 21.6 24.0 26.4 28.8
Total 35.4 37.8 40.2 42.6 45.0 47.4 49.8
Table F14 Control air capacities
F2.5.5 General service and working air
General service and working air for driving air pow-

ered tools and assisting in the cleaning of scav-
enge air coolers is provided by the reducing valve
(item 005, figure F28). The valve is to reduce 25 or
30 bar to 7–8 bar. Consumers other than engine
starting and control are to be taken into account
when final selection of compressor capacity and
pipe dimensions is to be made.

F2.6 Leakage collection system and washing devices
F2.6.1 Introduction
Figure F29 ‘Leakage collection and washing sys- ing box is led directly to the sludge tank. Under nor-
tem layout’ is suitable for engines from six to twelve mal conditions, the stuffing-box scraper rings re-
cylinders with the same pipe sizes for all engines. move approximately 8 litres per cylinder a day of
Dirty oil collected from the piston underside is led waste system oil, cylinder oil, metallic particles and
under pressure of approximately 2.8 bar to the small amounts of the products of combustion. Con-
sludge oil trap (002) and then to the sludge oil tank densate from scavenge air is formed when the
(004). The function of the sludge oil trap is to retain vessel is operating in a humid climate and is to be
the large amount of solid parts which may be con- continually drained from the scavenge air receiver
tained in the dirty oil and to reduce the pressure by to avoid excessive piston ring and liner wear. As a
means of an orifice or throttling disc (003) fitted at guide, the largest amount of this condensate which
its outlet so that the sludge oil tank (004) is under is to be dealt with under extremely humid condi-
atmospheric pressure. The sludge oil trap is shown tions is 0.16 kg/kWh.
in figure F30. The dirty oil from the piston rod stuff-

002 Sludge oil trap (for details, see figure F30)
003 Throttling disc
004 Sludge or appropriate tank, approx. 2 m3
005 Throttling disc
007 Scavenge air cooler washing plant *1)
008 Turbocharger compressor washing plant *1)
009 Turbocharger turbine washing plant *1) Remarks:
010 Turbocharger turbine dry cleaning plant (optional) *1) *1) One unit per turbocharger
11 Oily water drain from charge air receiver *2) Depending on the relative air humidity and temperature
12 Cylinder cooling water drain
may be knocked out. Under extreme ambient conditions
14 Washing water inlet to washing plants, distribution pipe *3) a maximum condensate quantity of up to 0.16 kg/kW/h
18 Scavenge air outlet from condensate water system may be produced.
19 Water drains from water separator and from SAC *2) *3) At free end or driving end
20 Washing water outlet from scsvenge air cooler Please note:
21 Washing water outlet from turbocharger For MitsubishiMET turbochargers only DRY CLEANING
method applies.
23 Common dirty oil drain from engine (on exhaust and fuel side)
Air vent and drain pipes must be fully functional at all
25 Dirty oil from piston underside
inclination angles of the ship where the engine must
28 Dirty oil from piston rod stuffing box be opeerational.
40 Air inlet to washing plants, distribution pipe *3)
246.838b
Table F15 Leakage collection and washing system

Washing water pipes

Remarks: Compressed air pipes
*4) The condensate must freely flow to the bilge water tank, Air vent pipes
respectively to bilgewell, without any restriction. Water drain pipes
246.838b
Fig. F29 Leakage collection and washing system

80
DN80
*2)
*2)
*2)
*1)
*2)
80
*2)
Schematical arrangement
*2)
*2)
Working temperature : 80°C

Working pressure : 4 bar
Capacity : approx. 90 l
Remarks:
*1) The orifice has to be designed as shown
*2) Location of pipes with regard to each other has to be observed
F10.4917 (245.946d)
Fig. F30 Sludge oil trap

Engine exhaust uptakes can be drained automatically using a system as shown in figure F31.
F10.1959
Fig. F31 Arrangement of automatic water drain

F2.7 Exhaust gas system

To optimize the exhaust gas systems, please refer pipe diameter’, figure F33 ‘Estimation of exhaust
to the following calculations. The calculations gas density’ and figure F34 ‘Estimation of exhaust
based on figure F32 ‘Determination of exhaust pipe diameter’ are given as an example only:
dC
dB
dA
dA dA
dA dA
F10.5233
Fig. F32 Determination of exhaust pipe diameter
Example:
Sulzer 8RTA96C, CMCR (R1) specified and for (acc. to table F1)
design (tropical) conditions:
Dp = 30 mbar (figure F33):
Pipe A: WA = 40 m/s ò EXH 0.611 kgm 3
Pipe B: WB = 25 m/s
figure C5):
(according to table F1)
25.72.07.40
25.72.07.40 – Issue
– Rev. 0 1 F–64 Wärtsilä Switzerland Ltd
pEXH [kg/m3]
0.740
0.720
0.700
0.680
0.660
0.640
0.620
0.600
0.580 ∆p
[mbar]
30
0.560 20
10
0
0.540 tEaT [C]
F10.4682 220 230 240 250 260 270 280 290 300 310 320 330 340 350 360
Fig. F33 Estimation of exhaust gas density
qV
[m3/h]
50 40 30 20
600 000
500 000
450 000 10
400 000
350 000 w
300 000 [m/sec]
250 000
200 000
180 000
160 000
140 000
120 000
100 000
90 000
80 000
70 000
dpipe
60 000
500 600 700 800 900 1000 1200 1400 2000 2500 3000 4000 [mm]
F10.4683 dA dC dB
Fig. F34 Estimation of exhaust pipe diameters

5) Exhaust gas volume flow: F2.8 Air vents
Pipe A: The air vent pipes of the ancillary systems must be

fully functional at all inclination angles of the ship
qm 337 673
q VA ò n TC 276 328 m 3h at which the engine must be operational. This is
EXH 0.611 2
normally achieved if the vent pipes have a continu-
ous, uninterrupted inclination of 5 per cent mini-
Pipes B and C: mum. Such an arrangement enables the vapour to
separate into its air and fluid components, dis-
qm
q VB q VC ò 337 673 552 656 m 3h charging the air to atmosphere and returning the
EXH 0.611
fluid to its source.
Pipe diameters are (approx. according to

figure F34):
dA = 1550 mm
dB = 2350 mm
dC = 2800 mm
or calculated:
d pipe 18.81 wq V
pipe
[mm]

dA = 1600 mm
dB = 2400 mm
dC = 2800 mm

25.72.07.40
25.72.07.40 – Issue
– Rev. 0 1 F–66 Wärtsilä Switzerland Ltd
F2.9 Engine-room ventilation
The engine-room ventilation is to conform to the re- in diesel engined ships; Design requirements and
quirements specified by the legislative council of basis of calculations’.
the vessel’s country of registration and the classi-
fication society selected by the ship owners. Cal- Based on ISO 8861, the radiated heat, required air
culation methods for the air flow required for com- flow and power for the layout of the engine-room
bustion and air flow required to keep the machinery ventilation can be obtained from the winGTD pro-
spaces cool are given in the international standard gram, see chapter C7.
ISO 8861 ‘Shipbuilding – Engine-room ventilation The final layout of the engine-room ventilation is,
however, at the discretion of the shipyard.
Figure F35 is a typical arrangement for direct suction of combustion air.
F10.3677
Fig. F35 Direct suction of combustion air – main and auxiliary engine

F3 Ambient temperature consideration
F3.1 Engine air inlet – Operating tem- To avoid the need of a more expensive combustion
peratures from 45°C to 5°C air preheater, a system has been developed that
Due to the high compression ratio, the diesel from outside.
engine RTA96C does not require any special
measures, such as pre-heating the air at low tem- If the air inlet temperature drops below 5°C, the air
peratures, even when operating on heavy fuel oil density in the cylinders increases to such an extent
at part load, idling and starting up. The only condi- that the maximum permissible cylinder pressure is
tion which must be fulfilled is that the water inlet exceeded. This can be compensated by blowing
temperature to the scavenge air cooler must not be off a certain mass of the scavenge air through a
lower than 25°C. blow-off device as shown in figure F36.
This means that: Engine
Turbocharger
• When combustion air is drawn directly Air intake casing
Scavenge
from the engine room, no pre-heating of air cooler Blow-off
Air filter valves
the combustion air is necessary.
• When the combustion air is ducted in from
outside the engine room and the air suc- F10.1964
tion temperature does not fall below 5°C, Fig. F36 Scavenge air system for arctic conditions
no measures have to be taken.
The central fresh water cooling system permits the scavenge air receiver. In the event that the air inlet
recovery of the engine’s dissipated heat and main- temperature to the turbocharger is below +5°C the
tains the required scavenge air temperature after first blow-off valve vents. For each actuated blow-
the scavenge air cooler by recirculating part of the off valve, a higher suction air temperature is simu-
warm water through the low-temperature system. lated by reducing the scavenge air pressure and
thus the air density. The second blow-off valve
F3.1.1 Scavenge air system – arctic vents automatically as required to maintain the de-
conditions at operating tem- sired relationship between scavenge and firing
peratures below ā5°C pressures. Figure F37 shows the effect of the blow-
off valves to the air flow, the exhaust gas tempera-
Under arctic conditions the ambient air temperature after turbine and the firing pressure.
tures can meet levels below –50°C. If the combus-
tion air is drawn directly from outside, these en-
gines may operate over a wide range of ambient air
temperatures between arctic condition and tropical
(design) condition (45°C).


nm [kg/kwh]
0.6
0.4
0.2
0
0
–20
–40
–60
np [bar]
10 Firing pressure
5
0
–50 –40 –30 –20 –10 0 10 20 30 40 [°C]

F10.1965
Fig. F37 Blow-off effect under arctic conditions
Control of the blow-off valves is effected by means

of a signal generated by the temperature sensors
in the inlet piping. Care is to be taken that no
foreign particles in the form of ice gain access to
the turbocharger compressor in any way, because
they could lead to its destruction. Reduction of the
pipe’s cross sectional area by snow is also to be
prevented.
The scavenge air cooling water inlet tempera-

ture is to be maintained at a minimum of 25°C.
This means that the scavenge air cooling water
will have to be pre-heated in the case of low
power operation. The required heat is obtained
from the lubricating oil cooler and the engine
cylinder cooling.

F3.2 Air filtration
In the event that the air supply to the machinery Marine installations have seldom had special air
spaces has a high dust content in excess of filters installed until now. Stationary plants on the
0.5 mg/m3 which can be the case on ships trading other hand, very often have air filters fitted to pro-
in coastal waters, desert areas or transporting tect the diesel engine.
dust-creating cargoes, there is a higher risk of in-
creased wear to the piston rings and cylinder The installation of a filtration unit for the air supply
liners. to the diesel engines and general machinery
spaces on vessels regularly transporting dust-
The normal air filters fitted to the turbochargers are creating cargoes such as iron ore and bauxite, is
intended mainly as silencers and not to protect the highly recommended.
engine against dust.
The following table F16 and figure F38 show how
The necessity for the installation of a dust filter and the various types of filter are to be applied.
the choice of filter type depends mainly on the con-
centration and composition of the dust in the suc-
tion air.

protected by filtering this air before entering the en-
gine, e.g., on coastal vessels or vessels frequent-
ing ports having high atmospheric dust or sand
content.

< 0.5 mg/m3 ≥ 0.5 mg/m3 > 0.5 mg/m3
the vast majority
of installations
Table F16 Guidance for air filtration

Filter surface
[m2]
140
Panel filter
120
Oil wetted filter
100
90
80
60
50
40
30
16
12
10
10 12 16 20 25 30 40 50 60 70 80 90 100 Installed
engine power
8RTA96C: PR1 = 45.76 MW
F10.5296
[MW]
Fig. F38 Air filter size

F4 Pipe size and flow details
F4.1 Pipe velocities

The velocities given in table F17 are for guidance figures to those stated may be acceptable when
only. They have been selected with due regard to short piping runs, water properties and ambient
friction losses and corrosion. Increased velocity temperature, are taken into consideration.
Medium Sea-water Fresh water Lubricating oil Marine diesel oil Heavy fuel oil
Nominal Pipe ma- steel galvanized mild steel mild steel mild steel mild steel
pipe di- terial
ameter pump-
suction
side suction delivery suction delivery suction delivery delivery suction delivery
[m/sec] 1.0 1.4 1.5 1.5 0.6 1.0 0.9 1.1 0.5 0.6
32
[m3/h] 2.9 4.1 4.3 4.3 1.7 2.9 2.6 3.2 1.4 1.7
[m/sec] 1.2 1.6 1.7 1.7 0.7 1.2 1.0 1.2 0.5 0.7
40
[m3/h] 5.4 7.2 7.7 7.7 3.2 5.4 4.5 5.4 2.3 3.2
[m/sec] 1.3 1.8 1.9 1.9 0.8 1.4 1.1 1.3 0.5 0.8
50
[m3/h] 9.2 12.5 13.5 13.5 5.7 10 7.8 9.2 3.5 5.7
[m/sec] 1.5 2.0 2.1 2.1 0.8 1.5 1.2 1.4 0.6 0.9
65
[m3/h] 18 24 25 25 9.6 18 14.5 16.5 7.2 11
[m/sec] 1.6 2.1 2.2 2.2 0.9 1.6 1.3 1.5 0.6 1.0
80
[m3/h] 29 38 40 40 16.5 29 23.5 27 11 18
[m/sec] 1.8 2.2 2.3 2.3 0.9 1.6 1.4 1.6 0.7 1.2
100
[m3/h] 51 62 65 65 26 45 40 45 20 34
[m/sec] 2.0 2.3 2.4 2.5 1.1 1.7 1.5 1.7 0.8 1.4
125
[m3/h] 88 102 106 110 49 75 66 75 35 62
[m/sec] 2.2 2.4 2.5 2.6 1.3 1.8 1.5 1.8 0.9 1.6
150
[m3/h] 140 153 159 165 83 115 95 115 57 108
[m/sec] 2.3 2.5 2.6 2.7 1.3 1.8
200
[m3/h] 260 283 294 305 147 204
–– –– –– ––
brass [m3/h] 294
[m/sec] 2.5 2.6 2.7 2.7 1.3 1.9
250
[m3/h] 442 460 477 477 230 336
–– –– –– ––
brass [m3/h] 477
[m/sec] 2.6 2.6 2.7 2.7 1.3 1.9
300
[m3/h] 662 662 687 687 331 484
–– –– –– ––
brass [m3/h] 713
[m/sec] 2.6 2.6 2.7 2.7 1.4 2
350
[m3/h] 900 900 935 935 485 693
–– –– –– ––
brass [m3/h] 970
[m/sec] 2.6 2.6 2.7 2.7 1.4 2
400
[m3/h] 1176 1222 1222 1222 633 905
–– –– –– ––
brass [m3/h] 1267
[m/sec] 2.6 2.7 2.7 2.7 1.4 2
450
[m3/h] 1489 1546 1546 1546 802 1145
–– –– –– ––
brass [m3/h] 1660
[m/sec] 2.6 2.7 2.7 2.7 1.5 2.1
500
[m3/h] 1838 1909 1909 1909 1060 1484
–– –– –– ––
brass [m3/h] 2050
Note: The velocities given in the above table are guidance figures only. National standards can also be applied.
Table F17 Recommended fluid velocities and flow rates for pipework

F4.2 Piping symbols
F10.1910

F10.1911

F10.1905

F5 Engine pipe connections
F5.1 Engine pipe connections for 2 x TPL85 turbocharger
011.831
Fig. F42 Driving end pipe connection details for 2 x TPL85 turbochargers

011.831
Fig. F43 Free end pipe connection details for 2 x TPL85 turbochargers

see figure F42
011.832
Fig. F44 Pipe connection details for 2 x TPL85 turbochargers

Data available on request
Fig. F45 6RTA96C pipe connection details for 2 x TPL85 turbochargers


011.829

F5.2 Engine pipe connections for 3 x TPL85 turbocharger
282.243a
Fig. F48 Driving end pipe connection details for 3 x TPL85 turbochargers

282.243a
Fig. F49 Free end pipe connection details for 3 x TPL85 turbochargers

see figure F48
282.244a
Fig. F50 Pipe connection details for 3 x TPL85 turbochargers

014.757a

281.831c

011.899a

014.745

G. Engine management systems
G1 Introduction G2 DENIS-6 diesel engine interface

specification
Wärtsilä Switzerland Ltd has introduced a stan-
dard electrical interface designated DENIS (Diesel G2.1 General
Engine CoNtrol and optImizing Specification). It fa-
cilitates integration with approved remote control The traditional approach to engine control included
systems, while computer-based tools under the the following functions in the engine builder’s
designation of the MAPEX family (Monitoring and scope of supply:
mAintenance Performance Enhancement with eX-
pert knowledge) enable shipowners and operators • Engine-room control of the engine;
to improve the operating economy of their diesel • Engine safety and shut-down system.
engines.
They allow safe and convenient control of the en-
G1.1 DENIS family gine from the control room. For automatic control
from the wheelhouse, a bridge control system
The DENIS family contains specifications for the could be connected to the engine control system.
of Sulzer diesel engines. The diesel engine inter- The trend in modern shipbuilding is for automatic
face specification DENIS-6 is applicable for the control from the bridge as standard. Different ar-
RTA96C engines. rangements utilizing conventional engine-room
control close to the engine, to modern designs with
G1.2 MAPEX family control effected entirely from the bridge are be-
coming more common.
The products of the MAPEX family are designed to
improve the engine’s efficiency through better To meet the requirements of increased flexibility,
management and planning, and save money by Wärtsilä Switzerland Ltd has worked out a concept
making available the knowledge of our engine with the following objectives:
management specialists.
• Clear definition of the signal interface between
For the further description of the MAPEX family engine and its remote control system;
please refer to chapter G3. • Interface close to the engine;
• Engine control reduced to local control;
• Interface to the Remote Control System (RCS)
to be purely electrical;
• Manufacturing and supply of the remote con-
trol system itself by approved specialist com-
panies.
Wärtsilä Switzerland Ltd G–1 25.72.07.40 – Issue V.04 – Rev. 0

Advantages for shipowners and engine The DENIS specification is presented in two
builders: sets of documents:
• Clear interface between engine and its • DENIS engine specification

remote control system This file contains the specification of the signal
The well defined and documented interface al- interface on the engine and is made access-
lows the easy adaptation of a remote control ible to all licensees. It consists basically of the
system to the Sulzer RTA engine. A clear sig- control diagram of the engine, the signal list
nal exchange simplifies troubleshooting, and and a minimum of functional requirements.
the well defined scope of supply gives a clear • DENIS remote control specification
separation of responsibilities. This file contains the detailed functional spec-
• Lower costs on the engine ification of the remote control system, includ-
The reduced engine control equipment and ing also optimizing functions, particular to the
the concentration of all control tasks in the re- Sulzer RTA96C engines namely variable in-
mote control system gives an overall cost sav- jection timing (VIT), fuel quality setting (FQS),
ing for the shipbuilder. and load dependent cylinder lubricating sys-
• Approved remote control systems tem (CLU-3).
Remote control systems of partner companies The intellectual property on these specifica-
comply with the specifications and are ap- tions remains with Wärtsilä Switzerland Ltd.
proved by Wärtsilä Switzerland Ltd. Co-oper- Therefore this file is licensed to Wärtsilä
ation ensures that adequate information is Switzerland Ltd’s remote control partners only.
available on the approved system. These companies offer systems built com-
• Easy integration in ship management pletely according to the engine designer’s
system specifications, tested and approved by
With systems from the same suppliers, the Wärtsilä Switzerland Ltd.
necessary data can be obtained from the re- Due to the co-operation between Wärtsilä
mote control system through a bus link. Switzerland Ltd and leading remote control
• Automation from one supplier suppliers additional optimizing functions can
A remote control system supplier approved by be integrated into the remote control system,
Wärtsilä Switzerland Ltd can handle all au- thereby making these systems even more at-
tomation tasks on board ship. This allows for tractive and avoiding the need for many inter-
easier engineering, standardization, easier faces between different electronic systems.
Remote control system:
Interface description: The remote control system delivered by any re-
mote control partner of Wärtsilä Switzerland Ltd is
DENIS is the signal interface between the pneu- divided into the following sub-systems:
matic engine control system supplied with the en-
gine and the remote control system supplied by the • Remote control functions
purchaser and does not include any hardware. It • Safety system
summarizes all the signal data exchanged and de- • Wrong-way alarm
fines the control functions required by the engine. • Telegraph system
Safety system, wrong-way alarm and telegraph

systems work independently and are fully operat-
ive even with the remote control functions out of
order.
25.72.07.40 – Issue V.04 – Rev. 0 G–2 Wärtsilä Switzerland Ltd

The general DENIS-6 layout can be seen from figure G1.
F10.3410
Fig. G1 DENIS-6 layout.

G2.2 Engine control functions

G2.2.1 Introduction Engine control is basically pneumatic, with stan-
dard air supply pressure of 7–8 bar provided by a
The engine is delivered with a standard local/ separate control air system or directly via reducing
emergency engine control system, comprising: valves from the starting air system.
• Control elements fitted to the engine; All connections between the engine and the re-
• Operating and indicating elements at the local mote control system are electrical. The arrange-
manoeuvring stand allowing convenient man- ment of the local/emergency control stand is
ual and emergency control. shown in figure G2.
289.997
Fig. G2 Arrangement of local/emergency control stand

G2.2.2 Standard engine control

• Start, stop, direction selection • Slow turning
Operation by the manoeuvring/stop levers on Allows ‘slow turning’ of the engine from a re-
the local control stand. The stop order is ex- mote location using starting air. The control
ecuted via fuel zero order to the speed control. logic is integrated in the remote control sys-
Reversing by hydraulic servomotors, acti- tem.
vated via pneumatic direction selection valves.
Basic interlocks (turning gear engaged, re-
versing servo position, wrong direction of en-
G2.2.3 Instrumentation
gine rotation) are part of the engine control Local instruments for monitoring pressures and
system. temperatures are installed on the engine.
• Speed setting For a list of the local instruments refer to table G1.
The set point to the speed control can be ad- The gauge board on the local manoeuvring stand
justed locally on the engine. The actual ar- provides indication of the most important engine
rangement depends on the make of the speed parameters as stated in table G2 .
control.
For details of instrumentation please refer to the
• Control transfer plant specific list provided by the engine builder.
Control transfer from the remote control sys-
tem to the local manoeuvring stand takes For the explanation of the signal numbering sys-
place by moving one of the three local levers tem refer to chapter G2.6.3.
(manoeuvring, stop, emergency control).
• Variable injection timing (VIT)

G2.2.4 Shut down functions
The injection timing is automatically adjusted The engine is fitted with a pneumatic tripping de-
depending on the engine load by an electroni- vice on each fuel pump, activated by the safety
cally controlled pneumatic cylinder. The con- system to stop the engine under one of the follow-
trol logic is integrated in the remote control ing conditions:
system.
• Engine overspeed
• Fuel quality setting (FQS) • Low main bearing oil pressure
This feature is to maintain the maximum cylin- • Low cylinder cooling water pressure
der pressure irrespective of the type of fuel • Low piston cooling oil flow
used. The adjustment of the FQS value is done • Low air spring pressure
in the remote control system. • Emergency stop push buttons/switches.
• Cylinder lubricating system (CLU-3)

The lubricating oil pumps on the engine are
driven by an electromotor. The speed of this
motor is controlled by the remote control sys-
tem for load dependent lubrication.
• Auxiliary blower control

The blowers with independent electric control
are automatically switched on/off depending
on scavenge air pressure.

Signal No. Designation Code

TI 1111 L Cylinder cooling water temperature, inlet A
TI 1121 L -32 L Cylinder cooling water temperature, outlet each cylinder A
PI 1301 L Scavenge air cooling water pressure, HT circuit, cooler inlet F
TI 1331 L -34 L Scavenge air cooling water temperature, HT circuit cooler outlet F
PI 1361 L Scavenge air cooling water pressure, cooler inlet B
TI 1371 L Scavenge air cooling water temperature, cooler inlet B
TI 1381 L -84 L Scavenge air cooling water temperature, cooler outlet B
TI 2011 L Main bearing oil temperature, supply A
PI 2021 L Crosshead bearing oil pressure, supply A
TI 2031 L Crosshead bearing oil temperature, supply A
TI 2121 L Thrust bearing oil temperature, outlet A
TI 2601 L -04 L Turbocharger bearing oil temperature A
PI 2702 L Balancer 2 flexible coupling oil pressure, inlet E
PI 2711 L Crankshaft built Geislinger damper oil pressure, supply E
PI 2721 L Axial detuner oil pressure, aft side E
PI 2722 L Axial detuner oil pressure, fore side E
PI 2831 L PTO damper oil pressure, inlet E
FI 3101 L -12 L Cylinder lub. oil flow A
TI 3411 L Fuel oil temperature, before injection pumps A
PI 3421 L Fuel oil pressure, in spill pipe before pressure retaining valve A
PI 3431 L Fuel oil pressure, in spill pipe after pressure retaining valve A
TI 3701 L -12 L Exhaust gas temperature, after each cylinder A
TI 3721 L -24 L Exhaust gas temperature, before each turbocharger A
TI 3731 L -34 L Exhaust gas temperature, after each turbocharger A
PI 4001 L -04 L Scavenge air pressure, before each air cooler A
PI 4021 L -24 L Scavenge air pressure, after each air cooler A
TI 4031 L -34 L Scavenge air temperature, after each air cooler A
PI 4041 L Scavenge air pressure, in air receiver A
PS4051-52L Scavenge air pressure, in air receiver A
PI 4321 L Air spring pressure, supply A
PI 4331 L Air spring pressure, stand-by supply A
PI 4411 L Control air pressure, stand-by supply A
PS 5015L Local fuel zero order A
SI 5101 L Engine speed A
GI 5151 L Load indicator A
Table G1 Local indications on the engine T10.3519

PI 1101 M Cylinder cooling water pressure, inlet A
PI 2001 M Main bearing oil pressure, supply A
PI 2021 M Crosshead bearing oil pressure, supply A
PI 4041 M Scavenge air pressure, in air receiver A
PI 4301 M Starting air pressure, before shut-off valve A
PI 4341 M Air spring pressure A
PI 4412 M Control air pressure A
Table G2 Local indications on the gauge board T10.3520
For code identification see chapter G2.6.3.

G2.3 Speed control G2.4 Approved remote control system
G2.3.1 Approved speed control G2.4.1 Introduction
Wärtsilä Switzerland Ltd accepts the application of Remote control of the main engine from the bridge
approved speed controls only. The approved is considered an essential component of modern
speed controls comprise standard electronic sys- merchant ships. However the extent of automation
tems and electronic systems for special applica- may vary considerably from relatively simple re-
tions. mote control systems to sophisticated electronic
systems as part of a ship management system.
List of approved electronic speed controls, as
a standard for Sulzer RTA96C engines: To enable the shipyard to standardize the make
and type of all the vessel’s control systems,
• ABB‘DEGO-III’ system Wärtsilä Switzerland Ltd delivers the engine with
• KMSS speed control system ‘DGS8800e’ the clearly defined DENIS-6 control interface.
• SAM ESG40M System Refer to figure G3 ‘DENIS-6 remote control sys-
• LM EGS2000System tem layout’.
• NABCO ‘MG-800’ speed control system
All remote control signals are transmitted and re-
ceived through electrical connections arranged in
Application of an electronic speed control is terminal boxes fitted to the engine. They are de-
Wärtsilä Switzerland Ltd’s standard for the signed to interface with the control systems ap-
RTA96C engine. proved and recommended by Wärtsilä Switzer-
land Ltd.
Wärtsilä Switzerland Ltd strongly recom-
mends to select the same supplier for the elec-
tronic speed control and the remote control
system. In this way the effort for commissioning
both on testbed and at the yard can be consider-
ably reduced.
G2.3.2 Technical assistance
Wärtsilä Switzerland Ltd offers assistance in sta-

bility and plant simulation studies for speed control
selection and dynamic performance calculations
of the controlled system with respect to its re-
sponse to power and speed variations.
Please complete the questionnaire form in chapter

D3 and forward it to our headquarters in Winter-
thur.

F10.3411
Fig. G3 DENIS-6 remote control system layout.

G2.4.2 Remote control systems suppliers

Wärtsilä Switzerland Ltd has an agreement con- their Sulzer RTA engines with each of the following
cerning the development, production, sales and companies:
servicing of remote control and safety systems for
Supplier / Company Type of remote control system
ABB Marine and Turbochargers BV (ABB)

P.O. Box 433
FAHM III
3000 AK Rotterdam Tel +31-10 407 88 67
The Netherlands Fax +31-10 407 84 45
Siemens AG Abt. Schiffbau

Lindenplatz 2
Postfach 105609 SIMOS RCS 71
D-20038 Hamburg Tel +49-40 28 89 0
Germany Fax +49-40 28 89 20 02
Kongsberg Maritime Ship Systems AS (KMSS)

P.O. Box 1009
AutoChief-4
N-3191 Horten Tel +47-330 41 436
Norway Fax +47-330 42 250
STN Atlas Marine Electronics (SAM)

Lyngsø Marine SA *1) (LM)
Geamot 40 M (STN)
Behringstrasse 120
DMS2100 (LM)
D-22763 Hamburg Tel +49-40 88 25 0
Germany Fax +49-40 88 25 4116
Nabco Ltd (NABCO)

3–3, Takatsuka-Dai 7
Nishiku M800-II
Kobe 651-2271 Tel +81-78 993 0220
Japan Fax +81-78 993 0256
H. Cegielski-Poznan SA (HCP)
Ul. Czerwca 1956 Nr. 223/229
SANO 97 *2)
60-965 Poznan Tel +48-61 831 1350
Poland Fax +48-61 832 1541
Remark: *1) Lyngsø Marine SA is a 100% subsidiary company of STN Atlas Marine Electronics.
*2) Applicable for Cegielski built engines only.
Table G3 Suppliers of remote control systems.

G2.4.3 Remote control system G2.4.4 Remote control system

functions indications
Approved remote control systems comprise the The remote control system is delivered with control
following independent sub-systems: panels for local, control room and bridge control,
including all the necessary order input elements
Control systems with functions: and indications (push buttons/switches and indica-
tion lamps).
• Start, stop, reversing
• Cylinder pre-/post-lubrication The following instruments for remote indication in
• Automatic slow turning the control room are specified:
• Control transfer
• Speed setting • Starting air pressure
• Automatic speed programme • Engine speed
• Electronically controlled VIT and FQS • Revolution counter
• Load dependent cylinder lubrication CLU-3 • Load indicator
• Control air pressure
Safety system built according to engine de- • Turbocharger speed
signer’s specification including: • Scavenge air pressure in air receiver
• Emergency stop function The following instruments for remote indication on

• Overspeed protection the bridge are specified:
• Automatic shut-down functions
• Automatic slow-down functions • Starting air pressure
• Engine speed
Telegraph system:
• Order communication between different con-

trol locations
Options:
• Bridge wing control

• Order recorder

G2.4.5 Recommended manoeuvring characteristics
Recommended values for the manoeuvring positions are given in figure G4 .
F10.1972
Fig. G4 Recommended manoeuvring characteristics

G2.5 Alarm sensors

The classification societies require different alarm Included in the standard scope of supply are the
and safety functions, depending on the class of the minimum of safety sensors as required by WCH for
vessel and its degree of automation. attended machinery space (AMS). If the option of
These requirements are listed together with a set lected the respective sensors according to
of sensors defined by Wärtsilä Switzerland Ltd in Wärtsilä Switzerland Ltd’s requirement have to be
tables G5 and G6 ‘Alarm and safety functions of added.
Sulzer RTA96C marine diesel engines’.
The exact extent of delivery of alarm and safety
The time delays for the slow-down and shut-down sensors has to cover the requirements of the re-
functions given in tables G5 and G6 are maximum spective classification society, Wärtsilä Switzer-
values. They may be reduced at any time accord- land Ltd, the shipyard and the owner.
ing to operational requirements.
The sensors delivered with the engine are con-
When decreasing the values for the slow-down nected to terminal boxes mounted on the engine.
delay times, the delay times for the respective Signal processing has to be performed in a separ-
shut-down functions are to be adjusted accord- ate alarm and monitoring system usually provided
ingly. by the shipyard.

IACS International Association *2) ALM & SLD are supressed below load indicator position 4.5. The same has to be ar-
of Classification Societies ranged for stand-by pump control.
DNV Det Norske Veritas WCH strongly requests shutdown for ‘piston cooling no flow’!
GL Germanischer Lloyd *4) Alarms connected to ELBA controls and from there, as a common failure signal only, to
KR Korean Register the ship’s alarm system.
LR Lloyd’s Register *5) For water separators made from plastic material the sensor must be placed right after
MRS Maritime Register of Shipping the separator.
(Russia)
*6) Necessity for missfiring detector and its setting values depend on the installation data
NK Nippon Kaiji Kyokai and are defined by the vibrations calculations.
RINA Registro Italiano Navale A or B are requested alternatively Signals for two-stage scavenge air cooling,
Request C or D are requested alternatively Geislinger damper, PTO coupling, electric
Recommendation E or F are requested alternatively speed control and turbocharger vibration apply
AMS Attended machinery space G or H are requested alternatively only if respective equipment is used.
UMS Unattended machinery space I or K are requested alternatively
Table G4 Remarks to tables G5 and G6 ‘Alarm and safety functions of Sulzer RTA96C marine diesel engines’.

min. WCH
Alarm and safety functions for RTA96C engines Values requirements Request of classification societies for UMS
additional to AMS,
time delay [sec.]
Medium Unit Location Signal No.
Function
Setting
Level
MRS
IACS
ABS
BV
GL
LR
PRS
RINA
CCS
DNV
KR
NK
max. allowable
requirements
for UMS
for AMS
PS1101S SLD L 2.5 bar 60
SHD L 2.5 bar 90
Cylinder
TE1121-32S SLD H 97 °C 300
Scavenge air cooling water, Pressure Inlet cooler PT1361A ALM L 1.0 bar 0
fresh water, single-stage
*1) Temp. Inlet cooler TE1371A ALM L 25 °C 0
Scavenge air cooling water, Pressure Inlet cooler PS1301A ALM L 3.0 bar 0
fresh water, two-stage
*1) PS1301S SLD L 2.5 bar 60
HT circuit Temp. Outlet cooler TE1331-34A ALM H 120 °C 0
TE1331-34S SLD H 125 °C 60
PS2001S SLD L 4.6 bar 60
SHD L 4.6 bar 90
TE2011S SLD H 55 °C 60
PS2021S SLD L 9 bar *2) 60
SLD H 70 °C 60
TE2121S SHD H 85 °C 60
Oil mist concentration Crankcase AS2401-02A ALM H –– –– 0 B B B B B B B B B B B
AS2401-02S SLD H –– –– 60 B B B B B B B B B B B
Failure Detection unit XS2411-02A ALM F –– –– 0
cylinder
TE2501-12S SLD H 85 °C 60
Outlet each ALM L no flow ––
cylinder *3)
SLD L no flow ––
Geislinger damper oil Pressure Casing inlet PS2711A ALM L 1.0 bar 0
Axial damper oil Pressure aft side PS2721A ALM L 1.7 bar 60
Damp. chamber
fore side PS2722A ALM L 1.7 bar 60
Table G5 Alarm and safety functions of Sulzer RTA96C marine diesel engines (continued table G6).

min. WCH
Alarm and safety functions for RTA96C engines Values requirements Request of classification societies for UMS
additional to AMS,
time delay [sec.]
Medium Unit Location Signal No.
Function
Setting
Level
MRS
IACS
ABS
BV
GL
LR
RINA
CCS
DNV
KR
NK
PRS
max. allowable
requirements
for UMS
for AMS
Electrical balancer Pressure Supply PS2705C STP L 1.5 bar 5
(ELBA) at free end *4) Diff.press. Oil filter PS2706C ALM H 0.8 bar 10
(if mounted)
STP = ELBA stop STP H 0.8 bar 72h
Turbocharger oil Pressure Turbocharg. PT2611-14A ALM L 1.6 bar 0
(supplied from main bear- inlet
SLD L 1.3 bar 60
ing oil system, valid for
ABB TPL type only) PS2611-14S SHD L 1.1 bar 5
additional requirement Temp. Turbocharg. TE2621A ALM H 80 °C 0
when separate oil supply inlet
TE2621S SLD H 85 °C 60
Turbocharg. TE2601-04A ALM H 110 °C 0
outlet
TE2601-04S SLD H 120 °C 60
FS3101-12S SLD L no flow 90
Level Cyl. lub.oil pump LS3125A ALM L –– –– –
Fuel oil Pressure before injec- PT3401A ALM L 7.0 bar 0
tion pump
Viscosity before injec- ALM H 17 cSt 0 D D D D D D D D D D D D
tion pump
ALM L 12 cSt 0
Leakage Level LS3441A ALM H max. 0
Exhaust gas Temp. after each TE3701-12A ALM H 515 °C 0 E E E
cylinder
ALM D 50 °C 0 F F F
SLD H 530 °C 60 G G
SLD D 70 °C 60 H
before each TE3721-24A ALM H 515 °C 0
turbocharger
SLD H 530 °C 60 H
Temp. after each TE3731-34A ALM H 480 °C 0
turbocharger
SLD H 500 °C 60
cooler *5)
ALM H 60 °C 0 I
SLD H 70 °C 60 I
each piston TE4081-92A ALM H 80 °C 0 K
underside
(fire detection) TE4081-92S SLD H 120 °C 60 K
Condens. water Level Air receiver LS4071A ALM H max. 0 K K K
Starting air Pressure Engine inlet PS4301A ALM L 12.0 bar 0
Air spring air Pressure Supply PT4321A ALM L 6.5 bar 0
Distributor PS4341S SLD L 6.0 bar 60
Leakage oil Level Exh. valve air LS4351A ALM H max. 0
Control Normal supply Pressure Engine inlet PT4401A ALM L 6.5 bar 0
air Safety supply Pressure Engine inlet PS4421S ALM L 5.0 bar 0
Electronic speed control Minor fail. Control unit XS5041/43A ALM F –– –– 0
Major fail. Control unit XS5042/44A ALM F –– –– 0
performance
Overspeed Speed Crankshaft ST5111-12S SHD H 110 % 0

Missfiring Crank YS5131A ALM H *6) 0
Engine
angle
YS5131S SLD H *6) 0
TC vibration Vibration Turbocharger YE5211-14A ALM H –– –– 0
Table G6 Alarm and safety functions of Sulzer RTA96C marine diesel engines (continuation of table G5).

G2.6 Installation information

G2.6.1 General G2.6.2 Signal flow
The electrical interface signals on Sulzer RTA en- Figure G5 gives an outline of the intended signal
gines are designated according to the signal flow between the systems involved.
numbering system explained in chapter G2.6.3.
The alarm system receives three different types of
The signal lists in chapter G2.6.4 contain all electri- signals from the engine:
cal interface signals available on the engine as well
as some local control functions, local instruments • Signals resulting in an alarm only;
on the engine as well as the instruments available • Signals with combined alarm and slow-down
on the gauge board on the local manoeuvring function;
stand. • Signals with slow-down function only.
According to the agreements with the customer the Generally, analogue signals with slow-down func-
engine builder provides documentation of the final tion are intended to be processed in the alarm and
set of sensors/actuators and its wiring, comprising: monitoring system. A common slow-down input is
provided in the safety system for these functions.
• Detailed control diagram;
• Plant specific sensor list;
• Plant specific wiring diagrams of the engine
terminal boxes.

Remote Control System Ship Alarm System
F10.1973
Fig. G5 Signal flow between systems.

G2.6.3 Signal numbering system
All engine related signals are designated according to a signal numbering system.
Key to signal number Key to code letter:
Example: First letter:
PT 1012 C PT Function identification A Sensors to WCH requirement for UMS, on

10 Functional group engine.
12 Consecutive number B Sensors to WCH requirement for UMS, to
identifying cylinder / be mounted in plant installation.
turbocharger / cooler etc. E Sensors to WCH requirement for UMS, on
C Application engine, but used only, if the respective engine
option is selected.
Functional identification F Sensors to WCH requirement for UMS, to
See table G7 be mounted in plant installation, but used only,
if the respective engine option is selected.
Functional group I Sensors not required by WCH. On special
See table G7 request only.
Consecutive number Second letter:
Example: _D Combined safety and alarm system sensor.

01–09 First group of signals for cylinders 1–9
21–29 Second group of signals for cylinders 1–9
41–43 Signals for turbochargers 1–3
Application:
A Alarm (ship alarm system)

C Control (remote control system)
L Local (control and indication on engine)
M Measuring indication (gauge board on
local control stand)
S Safety system
W Wrong-way alarm

Functional Identification (PT 1012 C) Functional Group (PT 1012 C)

First Letter Second Letter 10 Signals from engine Cooling water Piston
A Analysis 11 Signals from engine Cooling water Cylinder
B 12 Signals from engine Cooling water Turbocharger
C Control Control 13 Signals from engine Cooling water Scavenge air
E Element 15 Signals from engine Cooling water ConSpeed
F Flow 20 Signals from engine Oil Multi-purpose, supply
G Gauging 21 Signals from engine Oil Main engine and thrust bearing
H Hand 22 Signals from engine Oil Crank bearing
I Indication 23 Signals from engine Oil Crosshead bearing
J Power 24 Signals from engine Oil Oilmist concentration
K 25 Signals from engine Oil Piston cooling
L Level 26 Signals from engine Oil Turbocharger
M 27 Signals from engine Oil Balancer
N 28 Signals from engine Oil PTO
O 29 Signals from engine Oil
P Pressure 30 Signals from engine Oil
Q 31 Signals from engine Oil Cylinder & exhaust valve lubrication
R 34 Signals from engine Fuel
S Speed Switch 37 Signals from engine Exhaust gas
T Temperature Transmitter 40 Signals from engine Scavenge air
U 43 Signals from engine Control media: start air, air-spring air
V Valve 44 Signals from engine Control media: control air
W 47 Signals from engine
X Unclassified Unclassified 48 Signals from engine
Y Vibration Relay 49 Signals from engine
Z Position (Binary) 50 Signals from engine Misc. signal, main engine, binary signals
51 Signals from engine Misc. signal, main engine, analogue / frequency
52 Signals from engine Misc. signal, main engine, analogue / frequency
53 Signals from engine Misc. signal, turbocharger
54 Signals from engine Misc. signal, PTO, VIT + FQS
55
56
57
58
59
70 Signals to engine All
71 Signals to engine All
72 Signals to engine
Table G7 Signal numbering system T10.3521

G2.6.4 Signal list
The following tables G8 to G15 show all interface signals between the engine, the control system and the
ship alarm system.

PT 1101 A Cylinder cooling water pressure, inlet A
TE 1111 A Cylinder cooling water temperature, inlet A
TE 1121 A -32 A Cylinder cooling water temperature, outlet each cylinder A

TE 1331 A -34A Scavenge air cooling water temperature, HT circuit, cooler outlet E
PT 1361 A Scavenge air cooling water pressure, cooler inlet A

TE 1371 A Scavenge air cooling water temperature, cooler inlet B
TE 1381 A -84 A Scavenge air cooling water temperature, cooler outlet B
PT 2001 A Main bearing oil pressure, supply A

TE 2011 A Main bearing oil temperature, supply A
PT 2021 A Crosshead bearing oil pressure, supply A
TE 2101 A -15 A Main bearing oil temperature, outlet each bearing I

TE 2121 A Thrust bearing oil temperature, outlet A
TE 2201 A -12 A Crank bearing oil temperature, outlet each bearing I

TE 2301 A -12 A Crosshead bearing oil temperature, outlet each bearing I
AS 2401 A -02A Oil mist concentration in crankcase A
XS 2411 A -12A Oil mist detection, unit failure A

TE 2501 A -12 A Piston cooling oil temperature, outlet each cylinder A
TE 2601 A -04 A Turbocharger bearing oil temperature – outlet turbine side A
PS 2711 A Crankshaft built Geislinger damper oil pressure, supply E

PS 2721 A Axial detuner chamber oil pressure, aft side A
PS 2722 A Axial detuner chamber oil pressure, fore side A

PS 2831 A PTO damper oil pressure, inlet E
FS 3101 A -12 A Cylinder lub. oil flow A
LS 3125 A Cylinder lub. oil pump, tank level –

PT 3401 A Fuel oil pressure, before injection pumps A
TE 3411 A Fuel oil temperature, before injection pumps A

LS 3441 A Fuel oil leakage, level A
TE 3701 A -12 A Exhaust gas temperature, after each cylinder A
TE 3721 A -24 A Exhaust gas temperature, before each turbocharger A

TE 3731 A -34 A Exhaust gas temperature, after each turbocharger A
TE 4031 A -34 A Scavenge air temperature, after each air cooler A
LS 4071 A Scavenge air condensed water detection, in air receiver A

TE 4081 A -92 A Scavenge air temperature, piston underside A
PS 4301 A Starting air pressure, before shut-off valve A

PT 4321 A Air-spring pressure, supply A
LS 4351 A Air-spring, oil leakage level A
PT 4401 A Control air pressure, supply A

PS 4421 A Safety control air pressure A
XS 5041 A Electronic speed control, minor failure E

XS 5042 A Electronic speed control, major failure E
XS 5043 A Electronic speed control, actuator minor failure E
XS 5044 A Electronic speed control, actuator major failure E

XS 5045 A Electronic speed control, actuator overload E
YE 5211 A -14 A Turbocharger vibration I
Table G8 Interface signals for alarm system T10.3522

Signal No.8 Designation Code

PT 4041 C–42C Scavenge air pressure, in air receiver A
PT 4301 C Starting air pressure, before shut-off valve A
PS 5001 C Remote control A
ZS 5003 C Stop lever position A
ZS 5004 C Local manoeuvring lever position A
ZS 5005 C Fuel lever position A
HS 5006 C Manual fuel control E
PS 5011 C Reversing servos / and rotation direction A
CS 5013 C Engine overload A
CS 5014 C Speed control, PGA mode E
ZS 5016 C Turning gear disengaged A
JS 5031 C Auxiliar blower 1, running (supervision RC) A
JS 5032 C Auxiliar blower 2, running (supervision RC) A
ST 5101 C Engine speed A
ST 5102 C Engine speed A
ST 5103 C Electronic speed control, speed signal 1 E
ST 5104 C Electronic speed control, speed signal 2 E
ZS 5121 C -22C Engine TDC signal E
GT 5151 C -52C Load indicator A
ST 5201 C -04C Turbocharger speed A
GE 5331 C VIT + FQS actuator 1, position E
GE 5333 C VIT + FQS actuator 2, position E
Table G9 Interface signals for control system; signals from engine T10.3523


ZV 7001 C Remote control take-over valve A
ZV 7005 C Oil pressure shut-down suppression valve E
ZV 7013 C Start valve A
ZV 7014 C Start cut-off valve A
ZV 7015 C Reversing ahead valve A
ZV 7016 C Reversing astern valve A
CX 7017 C Fuel zero order (manoeuvre stop) A
SC 7021 C Speed setpoint A
CX 7022 C Heavy start A
CX 7023 C Speed control, setpoint freeze E
CX 7024 C Speed control, constant fuel mode E
CX 7025 C Speed control, reset E
CX 7026 C Speed control, start E
ZV 7091 C VIT + FQS actuator 1, retracting valves E
ZV 7092 C VIT + FQS actuator 1, extension valves E
ZV 7093 C VIT + FQS actuator 2, retracting valves E
ZV 7094 C VIT + FQS actuator 2, extension valves E
Table G10 Interface signals for control system; signals to engine T10.3524

PS 4051 L Scavenge air pressure, in air receiver, auxiliary blower 1 A
PS 4052 L Scavenge air pressure, in air receiver, auxiliary blower 2 A
ZS 5004 L Local manoeuvring lever position A
PS 5015 L Local fuel zero order A
Table G11 Local control functions on the engine T10.3525

ZS 5022 W Local manoeuvring lever position ahead A
ZS 5023 W Local manoeuvring lever position astern A
Table G12 Interface signals for wrong way alarm T10.3526


PS 1101 S Cylinder cooling water pressure, inlet A
PS 1301 S Scavenge air cooling water pressure, HT circuit, cooler inlet E
PS 1331 S -34S Scavenge air cooling water temperature, HT circuit, cooler outlet E
PS 2001 S Main bearing oil pressure, supply A
PS 2002 S Main bearing oil pressure, supply A
PS 2021 S Crosshead bearing oil pressure, supply A
AS 2401 S -02S Oil mist concentration in crankcase A
FS 2521 S -32 S Piston cooling oil, flow monitoring A
PS 2541 S -52 S Piston cooling oil, flow monitoring A
FS 3101 S -12S Cylinder lub. oil flow A
PS 4341 S Air-spring pressure A
PS 4342 S Air-spring pressure A
ST 5111 S Engine speed signal 1 A
ST 5112 S Engine speed signal 2 A
Table G13 Interface signals for safety system; direct inputs to safety system (binary signals) T10.3527

ZV 7051 S -56 S Safety shut-down valve A
ZV 7061 S Emergency stop valve A
Table G14 Interface signals for safety system; outputs from safety system (binary signals) T10.3528

TE 1121 S -32 S Cylinder cooling water temperature, outlet each cylinder AD
TE 2011 S Main bearing oil temperature, supply AD
TE 2121 S Thrust bearing oil temperature, outlet AD
TE 2501 S -12 S Piston cooling oil temperature, outlet each cylinder AD
TE 2601 S -04 S Turbocharger bearing oil temperature AD
TE 4081 S -92 S Scavenge air temperature, piston underside A
Table G15 Interface signals for safety system; indirect inputs to safety system (analogue signals) T10.3529

In addition to the signal from the engine the following alarm signals from the remote control system to the
ship alarm system are required as listed below:
• Any auxiliary blower failure;
• Remote control speed measurement failure;
• Remote control passive failure;
• Remote control failure;
• Emergency cylinder lubrication on;
• Safety speed measurement failure;
• Safety system operated;
• Safety system off / fail;
• Telegraph system failure.

G2.6.5 Location of terminal boxes and sensors
For location of terminal boxes on engine, sensors / actuators for remote control and safety system and
sensors for ship alarm system see figures G6 and G7.
Figures G6 and G7 show the location on the engine of the signals referred to in chapter G2.6.4.
310.004b
Fig. G6 Location of sensors / actuators for remote control and safety system.

310.005b
Fig. G7 Location of sensors for ship alarm system.

G2.6.6 Cabling notes Wiring principles
• Switches:
The remote control and alarm system
Generally 2 cores per switch are required but
supplier is to provide a detailed wiring dia-
in some cases a common supply may be used.
gram for a specific plant showing the actual
• PT 100 Sensors:
cabling, cable routing and intermediate ter-
The relatively short lengths between sensor
minals.
and terminal box on the engine allows the use
The cable core sections have to be calculated with of 2 core cabling. The shipyard wiring can be
respect to voltage drop when the cable length is done as 3 or 4 core connection. The use of at
known. The shipyard is to provide the remote con- least 3 core cabling is recommended.
trol and alarm systems supplier with cable length • Thermocouples:
details at the earliest opportunity to enable the volt- Thermocouples are connected to the engine
age drop calculations to be made. mounted terminal boxes by 2 core compensat-
ing cables without screening.
Screened cables are to be used where indicated in For the shipyard connections, compensating
the plant wiring diagrams. cables or reference temperature measure-
ment in the terminal box are to be applied. It is
Wärtsilä Switzerland Ltd recommends that cables required that screened cabling is used in all
carrying different current levels are routed separ- cases between engine mounted terminal
ately through three cable ducts being at least boxes and the alarm system.
0.5 m apart and identified as follows:
• Power cables (Pwr):

High voltage/current, e.g. power supplies, mo-
tors.
• High level signals (Hi):
Signals with considerable current level, e.g.
solenoid valves.
• Low level signals (Lo):
Signals with minimal current level, e.g.
switches, analogue voltage/current (4–20mA)
signals, temperature signals.

G3 MAPEX family G3.2 MAPEX installation
G3.1 General Detailed installation instructions are given in the

commissioning guides issued with the equipment.
The products of the MAPEX family are designed to Instruction manuals are available for all MAPEX
improve the engine’s efficiency through better products listed in chapter G3.1.
management and planning and save money by
making available the knowledge of our engine
management specialists.
Products of the MAPEX family complement and

expand the functions of standard remote control
and monitoring systems. Their features include
monitoring, trend analysis, planning, management
support for spare parts and maintenance. They are
easy to install and use, and the savings they bring
through increased efficiency and better perform-
ance, pay for themselves within a very short time.
They provide the following:
• Improved engine performance – thus less

down time;
• Advanced planning of maintenance work;
• Management support for spare parts and
maintenance;
• Expert knowledge at your fingertips;
• Full compatibility with satellite communica-
tions;
• Intelligent engine-management;
• Lower operating and maintenance costs.
The MAPEX family consists of the following prod-

ucts:
• MAPEX-PR (Piston-running Reliability)

• SIPWA-TP (Piston-ring Wear)
• MAPEX-SM (Spare parts & Maintenance)
• MAPEX-TV (Torsional Vibration detection)
• MAPEX-AV (Axial Vibration detection)
• MAPEX-CR (Combustion Reliability)
If you are interested in this options, please contact



H1 Introduction
The purpose of this chapter is to provide informa-

tion to assist planning and installation of the en-
gine. It is for guidance only and does not super-
sede current instructions. If there are details of
engine installation not covered by this manual
please contact Wärtsilä Switzerland Ltd, Win-
terthur, directly or our representative.
Wärtsilä Switzerland Ltd H–1 25.72.07.40 – Issue V.04 – Rev. 0

H2 Dimensions and masses

H2.1 Engine
E
V
F2
F1
F3
D
C G
M1
M2 N
K L I
A B
F10.5216
Fig. H1 Engine dimensions
Dimensions in mm with a A 11 564 13 244 15 834 17 514 19 194 20 874 22 554
tolerance of approx. ± 10 mm B 4480
C 1800
D 10 925
E 5920 *1)
F1 12 880
F2 13 000
F3 12 315
G 2594
I 723
K 676
L 1944
M1 1680
M2 2590
N 1220
O 3460
T 8184 *1)
V 4020 *1)
Remarks: F1: Min. height to crane hook for vertical removal.

F2: Min. height to ceiling for vertical removal using a double-jib/special crane.
F3: Min. height to ceiling for tilted piston removal using a double-jib/special crane.
M1: Cylinder distance.
M2: Cylinder distance for the 8 to 12RTA96C engines at camshaft middle drive
*1) Dimensions valid for turbochargers ABB TPL85-B.
For Mitsubishi MET turbochargers please contact WCH.
Table H1 Engine dimensions
25.72.07.40 – Issue V.04 – Rev. 0 H–2 Wärtsilä Switzerland Ltd

The following tables give the net engine and component masses calculated according to nominal dimen-
sions including turbochargers and scavenge air coolers, piping and platforms but without oil and water. The
masses are specified for all ratings, please also refer to figure C5 ‘Turbocharger and scavenge air cooler
selection’ for individual data.
Number of
6 7 8 9 10 11 12
cylinders
ABB- Mass ABB- Mass ABB- Mass ABB- Mass ABB- Mass ABB- Mass ABB- Mass
TPL [t] TPL [t] TPL [t] TPL [t] TPL [t] TPL [t] TPL [t]
Turbocharger
2x 2x 2x 2x
types 1160 1290 1470 1610 – – – – – –
85-B 85-B 85-B 85-B
and numbers
3x 3x 3x 3x
– – – – – – 1620 1760 1910 2050
85-B 85-B 85-B 85-B
Table H2 Engine masses

DE 8.23 DE 6.55 DE 8.23 DE 11.59 DE 11.59
length [m] 11.5 13.18
FE 7.53 FE 10.89 FE 10.89 FE 9.21 FE 10.89
Bedplate including bearing girders
DE 85.2 DE 72.0 DE 85.2 DE 111.5 DE 111.5
mass [t] 114.7 129.0
FE 68.5 FE 94.7 FE 94.7 FE 81.6 FE 94.7
DE 8.95 DE 12.31 DE 12.31
length [m] – – – –
FE 11.26 FE 9.58 FE 11.26
Crankshaft
DE 132.4 DE 186.9 DE 186.9
mass [t] – – – –
FE 172.4 FE 145.5 FE 171.9
Flywheel max. mass [t] 23
min. mass [t] 4.6

DE 7.35 DE 10.71 DE 10.71
length [m] – – – –
Engine frame, complete (mono FE 10.71 FE 9.03 FE 10.71
block) DE 60.41 DE 85.40 DE 85.40
mass [t] – – – –
FE 85.30 FE 73.24 FE 85.51
length [m] 9.41
Tie rod
mass [t] 2.05
length [m] 10.43 12.11 14.7 16.38 18.06 19.74 21.42
Cylinder block, complete with studs
mass [t] 115.7 133.9 161.2 179.5 197.7 215.9 234.1
height [m] 3.237
Cylinder liner
mass [t] 9.3
Cylinder cover, complete incl. start- height [m] 2.653
ing and fuel valve and incl. upper
ring of water guide jacket mass [t] 10.38
length [m] 4.17
Connecting rod, complete
mass [t] 7.9
Crosshead, complete with guide length [m] 1.43

shoes mass [t] 7.46
length [m] 4.85
Piston, complete with rod
mass [t] 5.97
Scavenge air receiver, complete length [m] – – 14.72 17.2 18.1 19.78 21.45
with valves and covers
max. mass [t] – – 27.1 30.3 32.6 34.9 36.0
Fuel injection pump without height [m] 2.8

camshaft (unit for two cylinders) mass [t] 7 7/4.4 7 7/4.4 7 7/4.4 7
Camshaft per fuel injection pump max.

[m] 3360 3360 3115 3360 3360 3360 3360
incl. cams and one SKF clutch (unit length
for two cylinders) mass [t] 5.03 5.03 4.82 5.03 5.03 5.03 5.03
height [m] 2.53
Exhaust valve, complete
mass [t] 2.91
Note: DE: refers to section on driving end
FE: refers to section on free end
Remark: For engine dimensions and masses see table H1 and table H2.
For turbocharger and scavenge air cooler masses see chapter C3.
Table H3 Dimensions and masses of main components

H2.2 Thermal expansion at the turbocharger expansion joint

Before expansion pieces, enabling connections
between the engine and external engine services,
are to be made it is important to take into account
the thermal expansion of the engine. The expan-
sions are defined as follows (see also fig. H2):
• Transverse expansion (X)

Distance from crankshaft centerline to the
centre of gas outlet flange
• Vertical expansion (Y)
Distance from bottom edge of the bedplate to
the centre of gas outlet flange
• Longitudinal expansion (Z)
Distance from engine bedplate aft edge to the
centre of gas outlet flange F10.5138
Table H4 shows the figures of the expected ther- Fig. H2 Dimensions X, Y, Z

mal expansion from ambient temperature
(T = 20°C) to service temperature.
Cylinder No. 6 7 8 9 10 11 12
2 2 2 3 3 3 3
Turbocharger type TPL85- TPL85- TPL85- TPL85- TPL85- TPL85- TPL85-
B11 B11 B12 B11 B11 B11 B12
Turbocharger location (TC No 2) (TC No 2) (TC No 2) (TC No 3) (TC No 3) (TC No 3) (TC No 3)
Distance X [mm] 4506 4506 4506 4506 4506
on request on request
Thermal expansion ∆x [mm] 1.8 1.8 1.8 1.8 1.8
Distance Y [mm] 10826 10826 10826 10826 10826
Thermal expansion ∆y [mm] 4.4 4.4 4.4 4.4 4.4
Distance Z [mm] 11464 14824 16504 18184 19864
Thermal exansion ∆z [mm] 4.6 6.0 6.6 7.3 8.0
Remark: For details of engine pipe connections refer to chapter F5.
Table H4 Expected thermal expansion figures at turbocharger gas outlet

H2.3 Contents of fluid in the engine
Number of cylinders
System fluid
6 7 8 9 10 11 12
Cylinder cooling water [kg] on request on request 4052 4451 4667 5424 5604
Lubricating oil [kg] on request on request 3073 3422 3738 4035 4350
Water in scavenge
air cooler(s) *1)
[kg] on request on request 1240 1240 1680 1680 1680

engine *2)
[kg] on request on request 8365 9113 10085 11139 11634
Remark: *1) The given water content is approximate; for exact data, please refer to table C1.
*2) The above quantities include engine piping except scavenge air cooling.
Table H5 Fluid quantities in the engine
H2.4 Space requirements and

dismantling heights
– Crane requirements:
• An overhead travelling crane, of 11.5 met-

ric tonnes minimum, is to be provided for
normal engine maintenance.
• The crane is to conform to the require-
ments of the classification society.
As a general guide Wärtsilä Switzerland Ltd, rec-

ommend a two-speed hoist with pendent control,
being able to select high or low speed, i.e., high
6.0 m/minute, and low 0.6–1.5 m/minute.
Refer to figure H3 ‘Reduced piston dismantling

height’, figure H4 ‘Space requirements and dis-
mantling heights for piston lifting (vertical)’, figure
H5 ‘Space requirements and dismantling heights
for vertical piston lifting with double-jib/special
crane’, and figure H6 ‘Space requirements and dis-
mantling heights for tilted piston lifting with double-
jib/special crane’ for details of dimensions required
to enable installation and maintenance.

H2.4.1 Reduced piston dismantling height
The following illustrations show the possibility of reducing the standard piston dismantling height using
special tools and/or to tilt the piston.
Measurement from crankshaft centre line to

lower edge of deck beam (handling tools,
dismantling tolerances and crane dimensions
included). This dimension is for guidance only
and may vary depending on the crane
manufacturer. This dimension is absolutely
not binding.
Please contact Wärtsilä Switzerland Ltd,
Winterthur, or any of its representatives if
these values cannot be maintained, or more
detailed information is required.
F10.1672 (222.485)
Minimum dismantling heights - Values of F in mm

Minimum
crane With double-jib/special crane
capacity
Vertical lift of piston *1) Vertical lift of piston *2) Tilted lift of piston *3)
[t]
F1 F2 F3
11.5 12 880 13 000 12 315
Remark: *1) For more details, see Fig. H4
*2) For more details, see Fig. H5
*3) For more details, see Fig. H6
Fig. H3 Reduced piston dismantling height

297.947a
Fig. H4 Space requirements and dismantling heights for piston lifting (vertical)

Note:
For this method of removal are required:
1. Special tools
2. Double-jib / special crane
*1) Depending on crane design
319.352
Fig. H5 Space requirements and dismantling heights for vertical piston lifting with double-jib/special crane

Note:
For this method of removal are required:
1. Two-piece elastic studs for cylinder cover on fuel pump side
2. Special tools
3. Double jib / special crane
*1) Depending on crane design
319.353
Fig. H6 Space requirements and dismantling heights for tilted piston lifting with double-jib/special crane

H2.4.2 Dismantling of scavenge air cooler
4410
Beam
In order to facilitate the dismantling of the scavenge
air coolers, an adequate lifting facility may be fore-
660
seen as shown in figure H7.
min. 5500
2518
(12500)
2029
293
4410
Beam
min. 5500
F10.5301
Fig. H7 Dismantling of SAC

H3 Outlines of engines of Sulzer RTA96C engines
duced to scale. They represent engine arrange- RTA96C engines. The drawings of other combina-
ments with ABB TPL turbochargers. tions (number of cylinders, number and type of
turbochargers ) are available on request.
H3.1 Outlines of engines fitted with 2 x TPL85-B turbochargers
Scale in mm
339.537/339.538
Fig. H8 End elevation of 6- to 8-cylinder RTA96C engine with 2 x TPL85-B turbochargers

H3.1.1 6RTA96C
Fig. H9 Exhaust side elevation and plan view of 6RTA96C with 2 x TPL85-B turbochargers

H3.1.2 7RTA96C
Scale in mm
* = Space for removal
339.537

H3.1.3 8RTA96C
Scale in mm
* = Space for removal
339.538

H3.2 Outlines of engines fitted with 3 x TPL85-B turbochargers
014.755
Fig. H12 End elevation of 9 to 12 cylinder RTA96C engine with 3 x TPL85-B turbochargers

H3.2.1 9RTA96C
014.755
Fig. H13 Exhaust side elevation of 9RTA96C with 3 x TPL85-B turbochargers

014.755
Fig. H14 Plan view of 9RTA96C with 3 x TPL85-B turbochargers

H3.2.2 10RTA96C
319.177b

319.177b

H3.2.3 11RTA96C
014.517

014.517

H3.2.4 12RTA96C
281.837b

281.837b

H4 Platform and gallery arrangements
H4.1 End elevation for engines fitted with TPL85-B turbochargers
014.756
Fig. H21 End elevation for engines fitted with ABB TPL85-B turbochargers

H4.1.1 6RTA96C
Fig. H22 6RTA96C cylinder cover platform

Fig. H23 6RTA96C upper platform with 2 x TPL85-B turbochargers

Fig. H24 6RTA96C lower platform with 2 x TPL85-B turbochargers

Fig. H25 6RTA96C service platform

H4.1.2 7RTA96C
Free end
Exhaust side
Fuel side

114.577
Driving end

Free end
Exhaust side
Fuel side

114.624
Driving end

Free end
Exhaust side
Fuel side

114.929
Driving end

Free end
Exhaust side
Fuel side
114.529
Driving end

H4.1.3 8RTA96C




H4.1.4 9RTA96C
Free end
Exhaust side
Fuel side

284.700
Driving end

Free end
Exhaust side
Fuel side

284.709a
Driving end

Free end
Exhaust side
Fuel side

284.851
Driving end

Free end
Exhaust side
Fuel side

284.666
Driving end

H4.1.5 10RTA96C




H4.1.6 11RTA96C
Free end
Exhaust side
Fuel side

284.051
Driving end

Free end
Exhaust side
Fuel side

284.011
Driving end

Free end
Exhaust side
Fuel side

284.156
Driving end

Free end
Exhaust side
Fuel side

284.042
Driving end

H4.1.7 12RTA96C
Free end
Exhaust side
Fuel side

283.160
Driving end

Free end
Exhaust side
Fuel side

281.854
Driving end

Free end
Exhaust side
Fuel side

281.851b
Driving end

Free end
Exhaust side
Fuel side

283.152
Driving end

H5 Engine seating
H5.1 Introduction
The engine seating is integral with the double-bot- terial as used for the chocks. The engine holding-
tom structure and is to be of sufficient strength to down stud is inserted in the sleeve and tightened
support the weight of the engine, transmit the pro- in the same way as the normal studs. This hydrauli-
peller thrust, withstand external couples and cally tightened holding-down stud is of the same
stresses related to propeller and engine design, except for the length, as the normal hold-
resonance. ing-down stud used to fasten the engine to the tank
The longitudinal beams situated under the engine top. Drilling and reaming of the holes in the engine
are to extend forward of the engine-room bulkhead bedplate is carried out by the engine manufacturer.
by at least half the length of the engine and aft as The thrust sleeves with the final tolerance and the
far as possible. holding-down studs are supplied by the shipyard.
The maximum allowable rake for these engines is
3° to the horizontal.
H5.2.2.2 Drilling of the holes in the tank
top plate
Before any engine seating work can be performed
make sure that the engine is aligned with the The holes for the thrust sleeves must be drilled or
intermediate propeller shaft as described in flame-cut in the tank top plate before setting the
chapter L1.4. engine in position. These holes are prepared
while observing the dimensions given on the draw-
H5.2 Engine seating with epoxy resin ing ‘Chocking and drilling plan for engine seat-
chocks ing with epoxy resin chocks’. The holes for the
normal holding-down studs can be drilled or flame-
H5.2.1 Introduction cut either before or after setting the engine in posi-
tion.
Apart from the normal, conventional engine hold-
ing-down studs used to fasten the engine to the
tank top plate, a different design is to be applied
for the propeller thrust transmission. The pro-
peller thrust is transmitted from the engine thrust
termined before engine alignment is finalized, the
bearing to the bedplate and to the tank top plate
standard design of the holding-down stud, thrust
which is part of the ship’s structure by means of
sleeve and conical washer allows for the applica-
the a) thrust sleeves or b) fitted studs located
tion of chock thicknesses from 30 up to 50 mm. To
adjacent to the engine thrust bearing.
avoid additional machining of the sleeve to adjust
its length, the conical washer is provided with a
H5.2.2 Thrust sleeve larger bore compared to the sleeve’s external di-
ameter. The sleeve can protrude beyond the top
H5.2.2.1 Fitting plate more or less, the space in the washer allows
for this variable. At the project stage, if chock thick-
The thrust sleeve is fitted in the bottom plate of the
nesses are foreseen to be more than 50 mm or
engine bedplate and cast in the tank top plate. The
less than 30 mm, the length of the thrust sleeve
diameter of the flame-cut or drilled hole for the
and its corresponding holding-down stud as well
thrust sleeve in the tank top is larger than the dia-
as the length of the normal holding-down stud must
meter of the sleeve to allow engine alignment with-
be increased accordingly. Please note: In any
out remachining of the hole. The sleeve in the tank
case, if the minimum thickness is less than 30 mm,
top plate hole is then fixed with epoxy resin ma-
the epoxy resin supplier must be consulted.

H5.2.3 Fitted stud H5.2.4 Pouring of the epoxy resin

chocks
H5.2.3.1 Fitting
H5.2.4.1 Conditions before pouring
The fitted stud is fitted in the bottom plate of the en-
gine bedplate, the epoxy resin chock and the tank • Engine fully aligned (refer to chapter L1.4).
top plate. The holes in the bedplate and the top • All side stoppers welded in place, wedges not
plate are reamed together when the engine is com- fitted.
pletely aligned. The fitted stud is then inserted and • When using thrust sleeves (refer to fig-
the chocks are poured. The engine bedplate is de- ure H52): Thrust sleeves and their accom-
livered with pre-drilled holes. The fitted studs with panying holding down studs inserted into the
the final tolerance and the holding down studs are corresponding holes with the nuts slightly tigh-
supplied by the shipyard. tened by hand. The conical washers and the
sponge rubber sealings fixed correctly under
H5.2.3.2 Drilling of the holes in the tank the tank top plate. Contact surface washer/top
top plate plate smeared with gasket sealant.
• When using fitted studs (refer to figure H53
The holes in the tank top plate for the fitted studs ): Fitted studs inserted in the corresponding
are to be pre-drilled when the engine is placed in holes and slightly tightened by hand. The coni-
position. Then drill out and ream the pre-drilled cal washers fixed correctly under the tank top
holes in the bedplate together with the holes in the plate.
tank top plate to the foreseen final diameter. The • For normal holding down studs (refer to fig-
holes for the normal studs are drilled with the same ure H54): Sponge rubber plugs or similar in-
diameter as those in the bedplate. serted into bedplate where normal studs are
applied.
H5.2.4.2 Pouring
Pouring of the epoxy resin chocks together with its
termined before the engine alignment is finalised,
preparatory work must be carried out either by ex-
the standard design of the fitted stud allows for the
perts of the epoxy resin manufacturers or by their
application of chock thicknesses from 30 up to
representatives. Their instructions must be strictly
50 mm. At the project stage, if chock thicknesses
observed. In particular, no yard work on the engine
are foreseen to be more than 50 mm or less than
foundation may proceed before completion of the
30 mm, the length of the fitted stud and also of the
curing period of the epoxy resin chocks.
normal holding-down stud must be adapted ac-
cordingly. Please note: In any case, if the mini-
mum thickness is less than 30 mm, the epoxy resin
The filler material for the thrust sleeve holes is
supplier must be consulted.
identical to that used for the chocks. The following
epoxy resin materials have been approved by
Wärtsilä for the chocking of Sulzer diesel engines:
• Epocast 36, HA Springer

• Chockfast Resin Type PR610TCF
(Chockfast Orange)
• EPY, Marine Service, Szczecin

H5.2.5 Tightening the holding down studs
The instructions of the epoxy resin manufacturers or their representatives concerning the curing period
must be strictly observed before any work on the engine foundation may proceed.
On completion of the curing period the supporting devices, i.e. jacking screws, jacking wedges, etc., must
be removed before the holding down studs are tightened.
All engine holding down studs are tightened by means of a hydraulic pre-tensioning jack. The tightening
procedure begins at the driving end and continues alternating from side to side in the direction of the engine
free end.
After tightening all engine holding down studs, fit the side stopper wedges.
Code number of hydraulic pre-tensioning

Pre-tension force per stud Hydraulic tightening pressure
jack *2)
Fv [kN] *1) p [bar]
650 1000 94145
Remark: *1) Including an efficiency loss during tightening process.

*2) The hydraulic pre-tensioning jack is part of the engine builder’s tool kit (refer to chapter J2, figure J8).
Table H6 Tightening pressures
H5.2.6 Engine foundation
Notes:
For section ‘A–A’ refer to figure H51
For section ‘B–B’ refer to figures H65 to H71
For section ‘C–C’ refer to figures H52 and H53
For section ‘D–D’ refer to figure H54
F10.1869 (246.400)
Fig. H50 Engine seating and foundation

Remarks:
*1) Final height to be determined by shipyard.
*2) Final chock thickness to be determined by shipyard.
Note: This is a typical example, other foundation arrangements may be possible.

The lub. oil drain tank can also be designed without cofferdam.
246.401b
Fig. H51 Engine foundation for engine seating with epoxy resin chocks

H5.2.7 Engine holding down studs
Note: For parts list see table H7

For section B–B refer to figures H65 to H71
246.405b
Fig. H52 Cross section of thrust sleeve with holding down stud and epoxy resin chocks

246.407b For section B–B refer to figures H65 to H71
Fig. H53 Cross section of fitted holding down stud with epoxy resin chocks


For section B–B refer to figures H65 to H71
246.405b
Fig. H54 Cross section of normal holding-down stud with epoxy resin chocks
Number of cylinders 6 7 8 9 10 11 12 6 7 8 9 10 11 12
Position Description Execution with thrust sleeves Execution with fitted studs Remarks
001 Round nut M64 62 70 82 90 98 106 114 62 70 82 90 98 106 114
002 Sleeve 12 14 16 18 20 22 24 – – – – – – –
003 Elastic bolt M64 x 955 12 14 16 18 20 22 24 – – – – – – – These parts cover a
standardized chock
004 Elastic bolt M64 x 905 50 56 66 72 78 84 90 50 56 66 72 78 84 90
thickness of 30 mm
005 Conical socket 12 14 16 18 20 22 24 – – – – – – – up to 50 mm.
006 Conical socket 50 56 66 72 78 84 90 62 70 82 90 98 106 114
007 Spherical round nut M64 62 70 82 90 98 106 114 62 70 82 90 98 106 114
008 Damming plate for chock geometry see figures H65 to H71
Material and design
009 Sponge rubber sealing 12 14 16 18 20 22 24 – – – – – – – determined by ship-
yard
010 Sponge rubber plug 50 56 66 72 78 84 90 50 56 66 72 78 84 90
011 Fitted stud M64 x 905 – – – – – – – 12 14 16 18 20 22 24
Table H7 Parts list for engine seating with epoxy resin chocks


Bolt dimensions
Pos.003 L = 955
246.254e Pos.004 L = 905
004 Fitted stud M64 x 905
246.415b
Note: For all position numbers refer to Figures H52, H53 and H54
and parts list Table H7.
Fig. H55 Holding down studs details

001 Round nut M64 008 Spherical round nut M64
Sharp edges removed 0.2 x 45° Sharp edges removed 0.2 x 45°
246.418
246.413
002 Sleeve
246.414
006 Conical socket 007 Conical socket
Sharp edges removed 0.2 x 45° Sharp edges removed 0.2 x 45°
246.416 246.417
Note: For all position numbers refer to Figures H52, H53 and H54 Material for all parts: 34CrMo4
and parts list Table H7.
Fig. H56 Details of sleeve and conical washer.

H5.2.8 Engine seating side stoppers

Design 1
Design 1: Welded from

sheet metal parts
Design 2: Laser or flame

cut from a thick plate
Fitting of the side stoppers

*1). Weld the stoppers in
place when the engine is aligned.
*2). Fit the wedges when the

engine holding down bolts are
tightened.
Number of Number of
cylinders side stoppers
6 8
246.411 8
7
8 10
Design 2 9 12
10 12
11 14
12 14
Note:
– For the arrangement of the
side stoppers refer to
Figures H58 through H64.
246.412
Fig. H57 Engine seating side stoppers

H.

RTA96C
(255)
246.882
H–63
(255)
246.888
Fig. H58 6RTA96C engine side stopper arrangement
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(255)
246.882
H–64
H.
(255)
246.888

RTA96C

H.

RTA96C
(255)
246.882
H–65
(255)
246.888
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(255)
246.884
H–66
H.
(255)
246.889

RTA96C

H.

RTA96C
(255)
246.884
H–67
(255)
246.889
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(255)
246.886
H–68
H.
(255)
246.890

RTA96C

H.

RTA96C
(255)
246.886
H–69
(255)
246.890
25.72.07.40 – Issue V.04 – Rev. 0

Plan view B–B, refer to Fig. H50.
H5.2.9
H5.2.9.1
6RTA96C
25.72.07.40 – Issue V.04 – Rev. 0

Chocking and drilling plan
H–70
H.
(255)
Remark: Dimensions marked with (*) are with tolerance 1 for thrust sleeves only.
Note:
For details G refer to Fig. H57 ‘Engine seating side stoppers’
For view X–X and details Y see Fig. H72
246.402b For dimension D of chocks see Table H8
RTA96C
Fig. H65 6RTA96C chocking and drilling plan for engine seating with epoxy resin chocks

H.
H5.2.9.2

RTA96C
7RTA96C
H–71
(255)
Note:
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H5.2.9.3
8RTA96C
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H–72
H.
(255)
Note:
RTA96C

H.
Plan view B–B, refer to Fig. H50
H5.2.9.4

RTA96C
9RTA96C
H–73
(255)
Note:
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H5.2.9.5
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10RTA96C
H–74
H.
(255)
Note:
For view X–X, and details Y see Fig. H72
RTA96C

H.
H5.2.9.6

RTA96C
11RTA96C
H–75
(255)
Note:
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H5.2.9.7
25.72.07.40 – Issue V.04 – Rev. 0

12RTA96C
H–76
H.
(255)
Note:
RTA96C

Dimensions of epoxy resin chocks *1)

Max. permanent
Total net Required quantity
Number of mean surface pres- Total Required
chocking of epoxy resin material
cylinders sure of chock chock length chock depth
area *3)
*2)
min. max.
(N/mm2) (mm) (mm) (cm2)
(dm3)
6 4.5 10 375 D 745 150 050 456 753
7 4.5 11 935 D 715 166 600 503 837
8 4.5 14 285 D 680 189 550 573 952
9 4.5 15 845 D 670 207 100 626 1040
10 4.5 17 405 D 660 224 050 677 1126
11 4.5 18 965 D 655 242 250 732 1217
12 4.5 20 525 D 650 260 150 787 1307
Remark: *1) For the layout is taken into consideration:

– Engine mass (incl. net engine mass, vibration damper, flywheel, water, and oil.
– Engine holding down studs fully tightened according to fitting instructions.
*2) The max. permissible mean surface pressure of the epoxy resin chocks has to be determined by the shipyard in accordance
with the classification society/rules.
*3) Referring to a standardized chock thickness of 30 up to 50 mm.
Table H8 Details and dimensions of epoxy resin chocks
Number of Total number of Execution with thrust sleeves (see Fig. H72) Execution with fitted studs (see Fig. H72)
cylinders holes No.
A (mm) No.
B (mm) No.
A (mm) No.
B (mm)
+3 pre-drilled for
6 62 12 114 50 742 12 62 50 742
–0 Ø 65H7
+3 pre-drilled for
7 70 14 114 56 742 14 62 56 742
–0 Ø 65H7
+3 pre-drilled for
8 82 16 114 66 742 16 62 66 742
–0 Ø 65H7
+3 pre-drilled for
9 90 18 114 72 742 18 62 72 742
–0 Ø 65H7
+3 pre-drilled for
10 98 20 114 78 742 20 62 78 742
–0 Ø 65H7
+3 pre-drilled for
11 106 22 114 84 742 22 62 84 742
–0 Ø 65H7
+3 pre-drilled for
12 114 24 114 90 742 24 62 90 742
–0 Ø 65H7
Table H9 Number and diameter of holes drilled into top plate
Execution with thrust sleeves Execution with fitted studs

246.402/246.881
Fig. H72 Drilling plan details

H5.3 Engine alignment tools
Section A–A Section B–B

Arrangement for pre-align- Arrangement for final
ment with hydraulic jack alignment with wedge
246.382a
Fig. H73 Alignment with hydraulic jack and wedge
Position Description 6 cyl. 7 cyl. 8 cyl. 9 cyl. 10 cyl. 11 cyl. 12 cyl.

001 Hydraulic jack 6 8 10 10 12 12 14
002 Supporting wedge 16 18 22 24 26 28 30
003 Jacking screw M70x2 42 48 58 64 70 76 82
004 Sponge rubber ring 30 34 42 46 50 54 58
Table H10 Parts list for wedge, hydraulic jack and jacking screw
Execution with
jacking screw M70x2
Note: Provide thread

protection (Pos. 004), to
allow easy removal after
pouring of chocks, to jacking
screws applied at positions
marked with an asterisk (*)
in the following drawings
Fig. H75 to Fig. H81.
246.388b
Fig. H74 Arrangement with jacking screw (optional).

Alignment using wedge and hydraulic jacks
H.
H5.3.1
(255)

RTA96C
246.382a Note: for cross section A–A and B–B see Fig. H73
Position of engine alignment tools
Alignment using jacking screws
H–79
(255)
246.388b
Note: for marked (*) dimensions and cross section A–A see Fig. H74
Fig. H75 Position of engine alignment tools for 6RTA96C
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(255)
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246.382a Note: for cross section A–A and B–B see Fig. H73
H–80
(255)
H.
246.388b
RTA96C

H.
(255)

RTA96C
246.383a
H–81
(255)
246.389b
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(255)
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246.383a
H–82
(255)
H.
246.389b
RTA96C

H.
(255)

RTA96C
246.384a
H–83
(255)
246.390b
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(255)
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246.384a
H–84
(255)
H.
246.390b
RTA96C

H.
(255)

RTA96C
246.385a
H–85
(255)
246 391b Note: for marked (*) dimensions and cross section A–A see Fig. H74
25.72.07.40 – Issue V.04 – Rev. 0

H6 Engine coupling
Figures H82 and H83 give a dimensioned cross- ation by joint cylindrical reaming an oversize hole
section of the engine coupling showing the ar- and fitting an individually machined fitted bolt.
rangement of the fitted bolts, details of the nuts, Fitted bolts are to locate with a slight interference
and table H11 gives the quantity. fit but not requiring heavy hammer blows. If there
is any doubt that a fitted bolt is too slack or too tight
H6.1 Fitting coupling bolts refer to the classification society surveyor and a
representative of the engine builder.
Drilling and reaming of the engine and shaft coup-
lings is to be carried out using a computer numeri- To tighten the coupling bolts it is important to work
cally controlled drilling machine or accurately methodically, taking up the threads on opposite
centred jig and great care is to be taken in matching bolts to hand tight followed by sequential torque
and machining mating flanges together. Fitted bolt tightening. Mark each bolt head in turn, 1, 2, 3, etc.,
hole tolerances are to be H7 and fitted bolts are to and tighten opposite nuts in turn to an angle of 55°
be available for inserting in the holes on comple- making sure the bolt head is securely held and un-
tion of reaming. Each fitted bolt is to be stamped able to rotate with the nut. Castellated nuts are to
with its position in the coupling with the same mark be locked according to the requirements of class
stamped adjacent to the hole. with either locking wire or split pins. Use feeler
gauges during the tightening process to ensure the
In the event of pitch circle error leading to misalign- coupling faces are properly mated with no clear-
ment of bolt holes it is important to remedy the situ- ance.

298.385
Fig. H82 Engine coupling fitted bolt arrangement
Number of fitted bolts 16 18 20 20 20 22 24
Table H11 Quantity of engine coupling fitted bolts

Recommended design of bolts and nuts for crankshaft coupling
298.385
Fig. H83 Detail of coupling bolt and nut

246.379
Fig. H84 Engine coupling and flywheel casing

H7 Engine earthing
H7.1 Introduction
Electric current flows when a potential difference On vessels with star-wound alternators the neutral
exists between two materials. The creation of a po- is considered to be earth and electrical devices are
tential difference is associated with ‘thermoelec- protected by automatic fuses. Ensure instrument
tric’ by the application of heat, ‘tribo-electric’ be- wiring meets the building and classification society
tween interactive surfaces, ‘electrochemical’ when specifications and is shielded and isolated to pre-
an electrolytic solution exists and ‘electromagnetic vent induced signal errors and short circuits. In cer-
induction’ when a conducting material passes tain cases large items of machinery are isolated
through a magnetic field. Tracking or leakage cur- from their foundations and couplings are isolated
rents are created in machinery by any of the above to prevent current flow, e.g., when electric motors
means and if they are not adequately directed to are connected to a common gear box.
earth, can result in component failures, in some
case fires and interference with control and moni- Retrospective fitting of earthing devices is not un-
toring instrumentation. common but due consideration is to be given at the
design stage to adequate shielding of control
H7.2 Preventive action equipment and earthing protection where tracking
and leakage currents are expected. Magnetic in-
Earthing brushes in contact with slip-rings and the duction and polarisation are to be avoided and de-
chassis bonded by braided copper wire are com- gaussing equipment incorporated if there is likely
mon forms of protecting electric machines. Where to be a problem.
operating loads and voltages are comparatively
low then the supply is isolated from the machine by
an ‘isolating transformer’, often the case with hand
held power tools. The build specification dictates
the earthing procedure to be followed and the
classification society is to approve the final installa-
tion.

H7.3 Earthing slip-rings
H7.3.1 Main shaft earthing system

Figures H85 and H86 show a typical shaft earthing Wärtsilä recommend installing a shaft earthing de-
system. The slip-ring (1) is supplied as matched vice on the intermediate shafting as illustrated in
halves to suit the shaft and secured by two tension figure H86.
bands (2) using clamps (12). The slip-ring mating
faces are finished flush and butt jointed with solder.
The brushes (4) are housed in the twin holder (3)
clamped to a stainless steel spindle (6) and there
is a monitoring brush (11) in a single holder (10)
clamped to an insulated spindle (9). Both spindles
are attached to the mounting bracket (8). The elec-
tric cables are connected as shown in figure H87
with the optional voltmeter. This instrument is at
the discretion of the owner but it is useful to ob-
serve that the potential to earth does not rise above
100 mV.
Differing combinations of conducting material are

available for the construction of the slip-rings how-
ever, alloys with a high silver content are found to
be efficient and hard wearing.
F10.4354
Fig. H85 Shaft earthing arrangement
F10.4355
Fig. H86 Shaft earthing slip-ring arrangement

F10.4356
Fig. H87 Shaft earthing with condition monitoring facility

H8 Engine stays
H8.1 Introduction H8.2 Stays arrangement
Ship vibrations and engine rocking caused by the H8.2.1 Installation of lateral and longi-
engine behaviour (as covered in chapter E ‘Engine tudinal stays – hydraulic and
dynamics’) are reduced by fitting longitudinal and friction
lateral stays. The five-cylinder engines are liable to
strong crankshaft axial vibrations throughout the Lateral stays are either of the hydraulic or friction
full load speed range, leading to excessive axial type. Hydraulic lateral stays are installed, two by
and longitudinal vibration at the engine top. Lateral two, on the engine exhaust and fuel pump side.
components of forces acting on the crossheads re- When using lateral friction stays, two stays are in-
sult in pulsating lateral forces and side to side or stalled on the engine exhaust side. For hydraulic
lateral rocking of the engine. This lateral rocking type stays refer to figure H90 and for friction type
may be transmitted through the engine-room bot- stays see figure H91.
tom structure to excite localized vibration or hull
resonance.
Two longitudinal stays of the friction type are in-
Fitting stays between the engine and the hull re- stalled on engine free-end, if necessary see
duces the engine vibrations and the vibration chapter E ‘Engine dynamics’.
transmission to the ship’s structure. The arrangement of the longitudinal friction stays
is available on request.
In some installations with five-cylinder engines, es-
pecially those coupled to very stiff intermediate
and propeller shafts, the engine foundation can be
excited at a frequency close to the full load speed
range resonance. This leads to increased axial
(longitudinal) vibrations at the engine top and as a
result, to vibrations in the ship’s structure. See
chapter E ‘Engine dynamics’.
The table ‘Countermeasures for dynamic effects’

in chapter E indicates in which cases the installa-
tion of lateral and longitudinal stays are to be con-
sidered.

H8.2.2 Hydraulic stays details
The table ‘Countermeasures for dynamic

effects’ in chapter E indicates in which
cases the installation of lateral and longi-
tudinal stays are to be considered.
Note: For views A, D, E and dimensions

refer to figure H89.
246.440c
Fig. H88 Arrangement of hydraulic stays

with external
bladder accumulator
with integrated
bladder accumulator
246.440c
Fig. H89 Lateral stay details – hydraulic type

H8.2.3 Friction stay details
The table ‘Countermeasures for dynamic ef-

fects’ in chapter E indicates in which cases the
installation of lateral and longitudinal stays are
to be considered.
Note: For view A and dimensions

246.812b
refer to figure H91.
Fig. H90 Arrangement of friction stays

246.812b Note: Valid only for executions with TPL85-B or MET83SE turbochargers
Position of attachment points (mm)
Remarks
for 6RTA96C to 12RTA96C engines equipped with TPL85-B or MET83SE turbochargers
A B H1 C D H2 X
For cases of application please refer to
0 0 min. 1500 chapter E ‘Engine dynamics’.
980 2770 6215 980 2770 6215
–100 –100 max. 3400 X: Clear width between engine and ship side
Xmin. = 1500 mm Xmax. = 3400 mm
Exhaust side driving end Exhaust side free end
Requirements for ship side attachment point Lateral

Max. force acting on ship’s hull (per stay) Fd (kN) +/– 140
Minimum stiffness kmin. (N/m) 0.5 x 109
Permissible deflection per 100 kN Defmax. (mm) 0.2
Fig. H91 Lateral stay details – friction type

H9 Fire protection
H9.1 Introduction Steam as an alternative fire extinguishing medium
is permissible for the scavenge air spaces of the
In areas such as under-piston spaces and crank- piston underside but may cause corrosion if
case, fire may develop. The engine is fitted with a countermeasures are not taken immediately after
piping system which leads the fire extinguishing its use.
agent into the mentioned areas.
In the drawings of section F5 “Engine pipe connec- These countermeasures comprise:
tions” the relevant connection (35) is indicated.
• Opening scavenge spaces and removing oil
The final arrangement of the fire extinguishing sys- and carbon deposits.
tem is to be submitted for approval to the relevant • Drying all unpainted surfaces and applying
classification society, where such protection is re- rust protection (i.e. lubricating oil).
quired.
Note:
H9.2 Extinguishing agents
Steam is not suitable for crankcase fire extin-
Various extinguishing agents can be considered guishing as it may result in damage to vital
for fire fighting purposes. Their selection is made parts such as the crankshaft. If steam is used
either by shipbuilder or shipowner in compliance for the scavenge spaces at piston underside, a
with the rules of the classification society involved. water trap is recommended to be installed at
Table H12 gives the recommended quantity of each entry to the engine and assurance ob-
45 kg bottles of CO2 for each engine. tained that steam shut-off valves are tight
when not in use.

Number of cylinders
MassVolume Mass Size

6 7 8 9 10 11 12
Carbon-
8 30 45 4 5 6 6 7 8 8
dioxide
Table H12 Recommended quantities of fire extinguishing medium

I. Engine emissions

[g/kWh]
I1.1.1 IMO
20

for ships

Engine speed [rpm]
one being of direct concern for propulsion engine During the Conference of Parties to MARPOL
design. 73/78 in September 1997 the final draft to An-
nex VI has been adopted. The protocol of the con-
I1.1.3 Regulation regarding NOx ference is not ratified yet. But the regulations will
emissions of diesel engines come into force backdated.
Therefore the regulations on NOx emissions are
The following speed-dependent curve in figure I1 applicable (with exceptions stated in the regula-
shows the maximum allowed average emissions tions) to all engines with a power output of more
when running with marine diesel oil (MDO). than 130 kW which are installed on ships con-
The emission value for an engine is calculated ac- structed on or after 1st January 2000. The date of
cording to the Technical Code which is part of An- construction is the date of keel laying of the ship.
nex VI and is almost identical with ISO 8178. As Engines in older ships do not need to be certified
this is an average value it does not imply that the unless they are subjected to major modifications
engine emits nitrogen oxides (NOx) below the which would significantly alter their NOx emission
given limit over the whole load range. characteristics.
Wärtsilä Switzerland Ltd I–1 25.72.07.40 – Issue V.04 – Rev. 0

I. Engine emissions

Engine power
of engines [% R1]
100 R1
The compliance of an engine with IMO emission RTA96C engines

Low NOx
95
R3
same design as an already certified engine, a so- 85 extended
called parent engine, no testing is required. The measures

or delegated organisation.
75
IMO regulation 70
R4 R2
The rating field of the Sulzer RTA96C is divided Engine speed
65
70 75 80 85 90 95 100
Fig. I2 Sulzer RTA96C: compliance with IMO

In the lower part of the rating field the IMO NOx re-
gulation is fulfilled by extended measures, which
are still in development and not available at the mo-
ment. For further information please do not hesi-
tate to contact one of our offices.
Note:
25.72.07.40 – Issue V.04 – Rev. 0 I–2 Wärtsilä Switzerland Ltd

I. Engine emissions
I2 Engine noise
Overall
130
130
120
120
110
110
14RTA96C
100
100 6RTA96C
90
14RTA96C
6RTA96C
80
80
70
70
60
20 30 40 50 NR60
50
31.5 63 125 250 500 1k 2k 4k 8k

I. Engine emissions

Overall
140
130
130
14RTA96C
120
120
6RTA96C
110
110
100
100
90 14RTA96C
6RTA96C
80
80
70
70
60
20 30 40 50 NR60
50
31.5 63 125 250 500 1k 2k 4k 8k

I. Engine emissions


100
90
80
70
60
14RTA96C
50
6RTA96C
40
30
31.5 63 125 250 500 1k 2k 4k 8k 16k


I. Engine emissions

J. Tools
J1 Introduction
This chapter illustrates tools available for the run- Chapter J is organised as follows:
ning and maintenance of the main engine. It ident-
ifies their individual masses and dimensions to as- – Standard tools (J2)
sist in the design and layout of the engine-room Tools and devices required for routine main-
workshop and tool storage facilities. tenance operations on the engine.
The tools may not be part of the engine supply but – Optional tools (J3)
they may be purchased separately and certain Tools categorized as follows:
items may be removed or added depending on the • ‘Recommended special tools’, additional tools
requirements of the shipyard or operator. There- recommended by Wärtsilä Switzerland Ltd,
fore, we recommend a check is made of the extent which will allow certain maintenance oper-
of delivery before starting the detail design of work- ations to be carried out more efficiently than
shop and storage spaces. with the use of standard tools.
• ‘Special tools available on loan’, initially
Please also note that the tools may differ from the loaned for transportation and erection of the
illustrations in this book depending on the source engine. They are returned to the engine manu-
of supply. facturer after completion of engine erection.
– Turbocharger tools (J4)

Tools recommended by the turbocharger
manufacturer and stored separately from all
other engine tools.
– Storage proposal (J5)

Examples of tool panel arrangements and
convenient locations for mounting the panels
adjacent to the engine.
Wärtsilä Switzerland Ltd J–1 25.72.07.40 – Issue V.04 – Rev. 0

J. Tools
J2 Standard tools
12 x Open-end ring spanner

Location: –
Purpose: –
Size: 2 of each across flats (AF): 36, 41, 46, 50, 55, 60
93.7461
7x Open-end spanner

Location: –
Purpose: – 93.7462
Size: AF: 65, 70, 75, 80, 85, 95, 110
1x Open-end impact spanner

Location: –
Purpose: –
Size: AF 110
93.7463
15 x Impact ring spanner

Location: –
Purpose: –
Size: AF 27, 30, 32, 36, 41, 46, 50, 55, 60, 65, 70, 75,
85, 95, 110
93.7464
11 x Allen wrench

Location: –
Purpose: –
93.7465
Size: AF: 5, 6, 8, 10, 12, 14, 17, 19, 22, 24, 27
Fig. J1 Standard tools 1
25.72.07.40 – Issue V.04 – Rev. 0 J–2 Wärtsilä Switzerland Ltd

J. Tools
3x Right angle screwdriver

Location: –
Purpose: –
Size: 1 of each size: b = 10 mm
b = 12 mm
b = 25 mm
b 93.7466
15 x Rod

Location: –
Purpose: for pre-tensioning jacks
Size: 3 of each diameter: ∅ 7 mm
∅ 7.5 mm
∅ 9 mm
∅ 15 mm
∅ 20 mm
93.7467
6x Eye bolt

Location: –
Purpose: –
Size: M16 x 145
93.7468
7x Hexagon plug spanner

Location: –
Purpose: –
Size: AF: 11, 12, 14, 17, 19, 22, 27
93.7469

J. Tools
3x Snap ring tongs

Location: –
Purpose: –
Size: 1 of each type: C8
C 19
C 40
93.7470
3x Snap ring tongs

Location: –
Purpose: –
Size: 1 of each type A 10
A 19
A 40
93.7471
64 x Eye bolt

Location: –
Purpose: –
Size: 8 of each size: M10, M12, M16, M20, M24, M30, M36
4 of size: M42
4 of size: M48
93.7472
4x Eye nut

Location: –
Purpose: –
Size: 4 of M48
001.584/97

J. Tools
10 x Grip screw

Location: –
Purpose: –
Size: 2 of each size: M4 x 150
M5 x 150
M6 x 150
M8 x 150
M10 x 150
93.7474
8x Puller

Location: –
Purpose: for taper and cylindrical dowels and pins
Size: 1 of each size: M4, M5, M6, M8, M10, M12,
M16, M20
93.7475
1x High pressure grease gun

Location: –
Purpose: for lubricating grease nipples on fuel injection pump
regulating linkage
Size: –
93.7476
2x Torque wrench

Location: – 93.7477
Purpose: –
Size: 1 of each size: 3/8”, 1/2”
with extension and socket spanner 3/8” AF10
96.7614

J. Tools
1x Tool box

Purpose: (only supplied upon customer’s specific order)

Size: with a universal set of hexagon head drivers 1/2”
1 of each across flats (AF): 4, 5, 6, 8, 10, 12, 14, 17, 19
93.7479
1x Testing device b d
c c f g

Location: –
Purpose: for pneumatic elements
Size: –
a) Air pump
b) Pressure gauge 0–4 bar
c) Pressure gauge 0–6 bar
d) Pressure gauge 0–16 bar
e) HP hose
f) Setting tool
g) Measuring connection M12x1
h) Measuring connection M14x1
h a e 98.7122
2x Torque wrench
Code No.: – Mass: 10.3 kg/piece

Location: –
Purpose: –
Size: 1 of each measuring range: 140–620 Nm
500–1300 Nm X
with 2 slip-in open-end spanner AF50 and AF63
Size: X = 930 mm and 1380 mm
005.657/98
2x Spur geared chain block
Code No.: Mass: 333 kg/piece

Location: –
Purpose: –
Carrying capacities: 4000 kg and 6000 kg
99.7385

J. Tools
1x Inside micrometer

Location: –
Purpose: – 93.7480
Size: including case
Measuring range 50–1010 mm
1x Extension

Location: –
Purpose: – 93.7481
Size: Length 480 mm
X
2x Double pre-tensioning jack
Code No.: 94114 Mass: 39 kg/piece

Location: A
Purpose: for tensioning the waisted studs to the main bearing,
Size: X = 296 mm
008.544/01
1x Lifting tool
008.541/01
Location: – X
Purpose: for removal and fitting of the main bearing shell
Size: X = 320 mm
2x Roller support
Code No.: 94117 Mass: 12.3 kg/piece

Location: –
97.7301
Purpose: for removal of the main bearing
Size: X = 114 mm X

J. Tools

Location: –
Purpose: for removal and fitting of a broad main bearing shell
Size: X = 394 mm
008.542/01
Code No.: 94118c Mass: 4.5 kg

Location: –
Purpose: for removal and fitting of a narrow main bearing shell
Size: X = 436 mm
Code No.: 94118d Mass: 4.3 kg

Location: –
X
Purpose: for removal and fitting of the last main bearing shell at
free end 008.545/01
Size: X = 422 mm
1x Lifting yoke

Location: –
X
Purpose: for removal and fitting of a main bearing shell 000.768/99
Size: X = 390 mm
1x Lifting eye bolt

Location: –
With collar nut M24 005.933/00

J. Tools
15 x Wire rope
Code No.: 94120b through 94120p Mass: –

Location: –
Purpose: with a shackle for removal and fitting of main bearing
cover and shell
2x 94120b Size:
10 mm X = 300 mm
1x 94120c Size:
10 mm X = 500 mm
1x 94120d Size:
10 mm X = 600 mm
1x 94120e Size:
10 mm X = 800 mm
005.932/00
1x 94120f Size:
10 mm X = 1000 mm
1x 94120g Size:
10 mm X = 1200 mm
1x 94120h Size:
10 mm X = 1500 mm
1x 94120i Size:
10 mm X = 1600 mm
1x 94120k Size:
10 mm X = 1700 mm
1x 94120l Size:
10 mm X = 1900 mm
1x 94120m Size:
10 mm X = 2000 mm
1x 94120n Size:
10 mm X = 2200 mm
1x 94120o Size:
10 mm X = 2800 mm
1x 94120p Size:
10 mm X = 3200 mm
1x Wire rope
Code No.: 94120q Mass: –

008.551/01
Location: –
Purpose: with two shackles for removal and fitting of main X
bearing cover and shell
Size:
10 mm X = 1000 mm
1x Wire rope
Code No.: 94120r Mass: –

008.551/01
Location: –
Purpose: with two shackles for removal and fitting of main X
bearing cover and shell
Size:
6 mm X = 400 mm
1x Feeler gauge

Purpose: –
Size: Blade length 100 mm

J. Tools
1x Special feeler gauge

Location: –
93.7486
Purpose: for main bearing
Size: X = 625 mm
X
1x Depth gauge

Location: –
Size: measuring range 250 mm
1x Depth gauge
93.7487
Location: –
Size: measuring range 700 mm
X
1x Support

Location: –
Purpose: for the removal of main bearing shells
Size: X = 1430 mm
96.7834
2x Working platform

Location: –
Consisting of three grids each
Size: X = 1150 mm
93.7489

J. Tools
2x Mounting panel

Location: –
Size: X = 920 – 1170 mm 298.348c
X

Location: –
Purpose: for foundation bolts and engine stays,
Size: X = 170 mm
96.7835
1x Ladder

Location: –
X
Purpose: for working in the crankcase
Size: X = 1550 mm
97.7861
with screws

Location: –
Purpose: for removal of thrust bearing pads (6 and 7 cyl. engines
with one-part gear wheel)
Size: X = 266 mm 96.7521
with screws

Location: –
Purpose: for removal of thrust bearing pads (6 and 7 cyl. engines
with two-part gear wheel)
Size: X = 266 mm
96.7676

J. Tools
with screws

Location: –
Purpose: for turning out thrust bearing pads of 8 to 12 cylinder
engines
Size: X = 331 mm
97.7304
2x Hydraulic pre-tensioning jack

Location: –
Purpose: for tie rods, including a metal box
Size: X = 500 mm
96.7837
1x Device

Location: –
consisting of:
1 x Suspension bracket
X
Location: –
Purpose: –
Size: X = 400 mm
2 x Suspension strap 94202
with 2 screws each
94206
Location: –
X
Purpose: –
96.7859
Size: X = 275 mm
94207
2 x Special screw
Location: –
Purpose: for screwing the straps 94206 to the cylinder liner
Size: –

J. Tools
4x Suspension strap
with screws M20x25
X
Location: –
Purpose: for removal and fitting of antipolishing ring (only for
engines provided with antipolishing ring) 005.928/00
Size: X = 146 mm
1x Hydraulic tensioning device c

Location: –
Purpose: with connecting elements for tensioning the cylinder b
cover studs, consisting of:
a) pre-tensioning jacks
b) high pressure hoses, 900 mm long
c) suspension device
d) piston reset devices
Size: –
a
97.7047
1x Ladder

Location: –
Purpose: for measuring cylinder liner bore
Size: X = 3600 mm
93.7497

J. Tools
1x Measuring device

X
Location: –
Purpose: for measuring the cylinder liner bore
(accessory for it: inside micrometer tool 94101)
Size: X = 3246 mm
93.7498
1x Feeler gauge

Purpose: for checking the bearing clearances

Size: 10 leafs each 600 mm in length
1x Hydraulic tensioning device

Location: –
Purpose: for exhaust valve cage,
consisting of two pre-tensioning jacks
96.7836
1x Thrust pin

Location: –
Purpose: for exhaust valve
Size: X = 617 mm
93.7501
1x Valve seat fitting and extracting device

Location: –
Purpose: –
Size: X = 810 mm
X 93.7502

J. Tools
1x Valve protector

Location: – 001.425/97
Purpose: only to be applied for transporting a complete exhaust

valve
Size: X = 750 mm
2x Jack screw

Location: –
Purpose: for guide bush of exhaust valve
000.413/93
Size: M16 x 150

Location: –
Size: X = 1000 mm
a = 2 special eye nuts
X = 365 mm
b = 3 protection caps
X = 110 mm X
b
X
a a
96.7523
1x Device

Location: –
Purpose: for overhauling the fuel injection valve seat in the
X
cylinder cover
Size: X = 565 mm
97.7046

J. Tools
1x Protection cap

Location: –
X
Purpose: for injection valve (1 piece each nozzle)
Size: X = 110 mm
97.7388
1x Test bench

Location: –
X
Purpose: for setting and testing of:
injection valve
relief valve for cylinder cover
relief valve of the injection pump
Size: X = 2030 mm
96.7866
1x Valve seat grinding machine complete

with pneumatic drive

Location: –
Purpose: –
Size: –
96.7572
1x Milling cutter
Code No.: 94278c Mass: 12 kg

Location: –
Purpose: for cleaning pilot receiving cone in the valve guide bush
Size: –
93.7615

J. Tools
1x Gauge
X
Location: –
Purpose: for checking wear and on the exhaust valve seat
Size: X = 220 mm
97.7305
1x Rotation device
X
Location: –
Purpose: for valve cage (to be used on fitting, dismantling and
grinding operations)
Size: X = 1510 mm
001.632/97
1x Gauge

Location: –
Purpose: for for checking wear on disc of the exhaust valve
spindle
Size: X = 290 mm
96.7817
X
1x Crank web deflection checking set

in wooden box

Location: –
93.7505
Purpose: –
Size: X = 364 mm X

J. Tools
X

Location: –
Purpose: for tensioning connecting rod studs to bottom end
bearing, including a metal box
Size: X = 330 mm

Location: –
Purpose: for tensioning studs to connecting rod top end
bearing, including a metal box
96.7838
Size: X = 245 mm
4x Retaining pin
X
Location: –
Purpose: to prop up crosshead guide shoes when removing or
fitting a connecting rod or a crosshead 93.7508
Size: X = 125 mm
1x Cover and lifting plate

Location: –
Purpose: to the crosshead
Size: X = 495 mm 93.7509
2x Holder

Location: –
97.7308
Size: X = 70 mm
2x Guide piece
Code No.: 94325a Mass: 2.8 kg/piece

Location: –
Size: X = 70 mm 97.7309

J. Tools
1x Supporting frame

Location: –
Purpose: for removal and fitting of connecting rod
X
Size: X = 1892 mm
1x Supporter 97.7310

Location: –
X
Purpose: with roller for removal and fitting of connecting rod
Size: X = 580 mm
97.7311
1x Lifting device

Location: –
Purpose: for removal and fitting of connecting rod 97.7312
Size: X = 1000 mm
1x Roller support

Location: –
X
Consisting of 2 support elements

Purpose: for removal and fitting of connecting rod, and for
inspection of the bearing shell of the top end bearing
Size: X = 1955 mm
99.7386

J. Tools
1x Carrying roller

Location: –
Purpose: for removal and fitting of connecting rod, and for
inspection of bearing shell of top end bearing
Size: X = 300 mm
97.7314
1x Lifting device

Location: –
Purpose: to working piston for removal of top end
bearing cover
Consisting of:
2x Suspension strap
Location: –
X
X
Purpose: –
Size: X = 180 mm
2x Wire rope with hook
Location: –
Purpose: –
Size: X = 1856 mm
2x Eye bolt M36
Purpose: –
Size: –
X
1x Piston ring expander

Location: –
Purpose: –
Size: X = 324 mm
93.7510

J. Tools
1x HYTORC torque machine

Location: –
Purpose: with HP-hose ‘c’ for tightening screwed connection of
crosshead and guide shoe, including a metal box
97.7315
1x Reaction arm c
for HYTORC torque machine

Location: –
Size: X = 76 mm
97.7315
1x Socket wrench insert

for HYTORC torque machine AF 55

Location: –
Size: X = 87 mm 97.7317
X

Location: –
Purpose: for piston rod screw connection, including a metal box
Size: X = 160 mm
7056–03/F101168
1x Piston suspension device

Location: –
Purpose: – 96.7860
Size: X = 811 mm X
1x Insertion funnel

Location: –
Purpose: for fitting piston 93.7512
Size: X = 1210 mm X

J. Tools
1x Insertion funnel

Location: –
Purpose: for fitting piston (only for engines provided with
antipolishing ring)
including 2 holders; 2 screws M16x35; 2 screws M48x65
Size: X = 1187 mm
X 005.923/00
2x Distance holder

Location: –
X
Purpose: for removal and fitting of piston rod gland box and
piston
Size: X = 600 mm
96.7861
X
1x Taper ring

Location: –
Size: X = 500 mm
93.7514
1x Clamp ring

X
Location: –
Purpose: for tool 94345a 93.7515
Size: X = 75 mm
2x Gauge

Location: –
X

Size: X = 490 mm
93.7516

J. Tools
1x Cover plate
X
Code No.: 94345d Mass: 79 kg
Location: –
Purpose: for covering bore of the gland box in the cylinder jacket
(when piston and gland box are removed)
Size: X = 792 mm 93.7517
1x Propping device

Location: –
X
Purpose: consisting of 4 supports for changing
compression shims
Size: X = 700 mm
008.552/01
1x Threading tap M27

Location: –
Purpose: for cleaning carbon deposits in threaded holes of the
piston crown
Size:
93.7519
2x Device

Location: –
Purpose: for supporting piston and removal of the piston
rod gland
Size: X = 800 mm
7056–03/F101196
X

J. Tools
2x Jacking screw

Location: –
Purpose: for separating piston crown from piston skirt
Size: X = M20
X 7056–03/F101198
2x Jacking screw

Location: –
Purpose: for separating piston skirt from piston rod
7056–03/F101198
Size: X = M24 X
X
1x Template

Location: –
97.7055
Size: X = 1030 mm
1x Template
X
Location: –
Purpose: for shape of top of piston crown 97.7056
(for use with working piston in situ)
Size: X = 1115 mm
6x Adjusting device

Location: –
7056–03/F101217
Purpose: for alignment of intermediate gear wheel to camshaft
drive X
Size: X = 270 mm

J. Tools
1x Tightening device

Location: –
Purpose: for two-part gear wheel on crankshaft
(supplied only for engine equipped with two-part gear
wheel on crankshaft) 94412a
Size: X = 150 mm
Consisting of:
1x Clamping fork with holder
Location: –
Purpose: –
2x Impact ring spanner AF 75
94412d 94412e
Location: –
94412c 94412b
Purpose: –
1x Forked piece
Location: –
Purpose: –
1x Hydraulic ram 44.8 Nm 96.7552
ENERPAC RC-57
Location: –
Purpose: –
1x Holding wrench AF 75
Location: –
Purpose: –
X
1x Clamp device

Location: –
Purpose: for reversing servomotor
Size: X = 100 mm
93.7531
2x Retaining clip

X
Location: –
Purpose: for locking camshaft driving wheel
Size: X = 820 mm
Fig. J24 Standard tools 24 97.7319

J. Tools
2x Support

Location: –
Purpose: for removal and fitting camshaft driving wheel on its
journals, with 2 tension bolts,
2 supporting screws M30x120 and nuts
Size: X = 1100 mm
97.7320
2x Holding strap
X
Location: –
Purpose: for locking of a camshaft section
Size: X = 560 mm
97.7321
2x Support

Location: –
Purpose: for removal and fitting of a camshaft section,
with 2 tension bolts, 2 supporting screws M30x120
and nuts
Size: X = 1200 mm
97.7324
1x Support
Drwg. No.: 94423a Mass: 78 kg

Location: –
Purpose: for removal and fitting of camshaft end section, with 2
supporting screws M30x120 and nuts for 7 and 9 cyl.
engines
Size: X = 1490 mm
97.7325

J. Tools
1x Support
Drwg. No.: 94423b Mass: 78 kg

Location: –
Purpose: for removal and fitting of camshaft end section, with 2
supporting screws M30x120 and nuts for 7 and 9 cyl.
engines, also for 2nd section of 9 cyl. engines
Size: X = 1490 mm
97.7326
1x Longitudinal beam
Drwg No.: 94423c Mass: 37 kg

Location: –
Purpose: for removal and fitting of camshaft section of 7, 9 and 97.7327
11 cylinder engines
Size: X = 1560 mm X
1x Hydraulic jacking tool

Location: –
Purpose: for for mounting all hydr. locking elements on the
camshaft, including a metal box
accessory to it:
2 screws M10x20
6 screws M24x210
8 screws M30x220
6 washers
50 mm 96.7839
8 washers
60 mm
Size: X = 630 mm
X
1x Intermediate ring

Location: –
Purpose: for the hydraulic jacking tool 94424
Size: X = 590 mm

J. Tools
1x Guide ring

Location: –
Purpose: for the hydraulic jacking tool 94424
Size: X = 630 mm
96.7841
1x Connecting branch

Location: –
X
Purpose: for mounting hydr. locking elements on camshaft
Size: X = 247 mm
96.7686
1x Connecting branch
X
Location: –
Purpose: for setting cams of fuel injection pump and actuator
pump
Size: X = 198 mm
96.7687
1x Centering disc

Location: –
X
Purpose: for positioning hydraulic jacking tool 94424 on

camshaft when mounting a flange coupling
Size: X = 390 mm
96.7842
1x Device

Purpose: for cutting out exhaust valve actuator pump

(1 piece per pump)
Size: X = 356 mm X

J. Tools
1x Suspension strap

Location: –
Purpose: for actuator cam and fuel cam
Size: X = 60 mm
93.7543
1x Cam setting template
X
Location: –
Purpose: for setting the cams
Size: X = 610 mm
93.7544
1x Round bar

96.7689
Location: – X
Purpose: for setting fuel cam
Size: X = 500 mm
1x Plug spanner
X
Location: –
96.7690
Purpose: for setting actuator cam

Size: X = 790 mm
1x Device

Location: –
X
Purpose: for measuring plunger stroke

Size: X = 594 mm
96.7540

J. Tools
2x Device

Location: –
Purpose: for measuring the valve stroke
X
Size: X = 356 mm
96.7540
3x Special spanner

Location: –
Purpose: for setting suction and spill valves in fuel injection 93.7462
pump
Size: X = 250 mm X
AF = 27 mm
1x Special spanner

Location: –
Purpose: to relief valve of fuel injection pump
Size: X = 350 mm
AF = 80 mm
X 93.7617
2x Special spanner

Location: –
93.7462
Purpose: for setting suction and spill valves of fuel injection
pump
X
Size: X = 205 mm
AF = 22 mm
3x Spacer X
Location: –
Purpose: for laying under push rod of suction valve of fuel 93.7610
injection pump (fuel charge reduction)
Size: X = 28 mm

J. Tools
X
1x Blocking device

Location: –
Purpose: for fitting and removal of eccentric shafts
(3 to 6 pieces depending on number of cylinders)
Size: X = 650 mm
96.7541
1x Withdrawing device

Purpose: for spill, suction and delivery valve seats

X
Size: X = 234 mm
1x Lapping pin

Location: –
004.020/96
Purpose: for lapping seal surface on fuel injection pump block
(for valve covers)
Size: X = ∅70 mm
004.020/96
1x Lapping pin
X
Location: – X
Purpose: for lapping seal surface on valve covers of fuel
injection pump
Size: X = ∅70 mm
1x Socket wrench insert (AF 30)

Location: –
X
Purpose: for tightening and loosening pressure bush of the

injection pump
Size: X = 108 mm
98.7699

J. Tools
1x Lifting lug 00.7149

Location: –
Purpose: for lifting injection pump block (execution for 2 cyl.)
Size: X = 290 mm X
1x Lifting lug

Location: –
00.7150
Purpose: for lifting injection pump block (execution for 1 cyl.)
Size: X = 154 mm
X
1x Pulley device

Location: –
Purpose: for lifting injection pump block or intermediate piece
X
Size: X = 108 mm
00.7151
1x Lug

Location: –
00.7152
Purpose: for lifting injection pump block or intermediate piece
Size: X = 90 mm
X
1x Lifting tool
Code No.: 94577 Mass: 17.6 kg 00.7153
Location: –
Purpose: for lifting intermediate piece (execution for 2 cyl.)
Size: X = 650 mm X
1x Lifting tool

Purpose: for lifting intermediate piece (execution for 1 cyl.)

Size: X = 345 mm
X

J. Tools
1x Dismantling and assembling tool

Location: –
Purpose: for spherical bearing of the regulating linkage
93.7547
Size: X = 112 mm

Location: –
Purpose: for removing and fitting electric motor of
auxiliary blower, carrying capacity 1000 kg
Size: –
93.7577

Location: –
Purpose: for auxiliary blower
consisting of Y
1x Trolley
Code No.: 94651c Mass: – 94651c

Location: –
1x Support
94651f 94651e
X
Location: –
Size: X = 2341 mm
1x Guide plate 94651d
008.549/01
Location: – X
008.548/01
Size: X = 230 mm
1x Rail

Location: –
Size: Y = 1477 mm

J. Tools
2x Centering stud

Purpose: for removing and fitting flange motor on auxiliary X

blower
Size: X = 615 mm
Cover to gas inlet housing and exhaust manifold

Location: –
Purpose: for blanking off in case of turbocharger breakdown
(2 to 6 pieces according to design)
Cover for air connection

Location: –
Purpose: for blanking off in case of turbocharger breakdown
(1 to 3 pieces according to design) 93.7550
640–735

J. Tools
Tools 94660 to 94673

are provided only for engines with charging module
(scavenge air cooler with cooler pre-stage and water separator for horizontal removal).
1x Lifting device

01.7514
Location: –
Purpose: for removal and fitting of main cooler X
Size: X = 1670 mm
1x Roller plate

Location: –
Purpose: for removal and fitting of water separator, cooler pre-
stage and main cooler
Size: X = 1915 mm
including: 4 screws M20x280 01.7515
4 screws M16x110 X
4 screws M20x110
1x Distance holder

Location: –
Purpose: for removal and fitting water separator X
Size: X = 355 mm
including: 2 screws M12x150
01.7516
1x Carrier rail

Purpose: for fitting and removal of cooler pre-stage

Size: X = 400 mm X

J. Tools
1x Carrier rail

Purpose: for removal and fitting main cooler

Size: X = 520 mm X
1x Carrier rail
Code No.: 94663c Mass: 21.7 kg

Purpose: for removal and fitting water separator

X
Size: X = 460 mm
1x Roller support

Location: –
X
Purpose: for removal and fitting water separator, cooler
pre-stage and main cooler
Size: X = 1146 mm
01.7528
1x Guide roller

Location: –
Purpose: for removal and fitting water separator, cooler
Size: X = 550 mm
4 screws M20x40
X 01.7527
1x Flange

Location: –
Purpose: for fitting cooler pre-stage
Size: X = 160 mm
X 01.7521

J. Tools
1x Flange

Location: –
Purpose: for removal of main cooler
01.7522
Size: X = 550 mm
including: 4 screws M20x40 X
1x Flange

Location: –
Purpose: for removal of water separator
Size: X = 354 mm
01.7529
X
8x Shackle

Location: –
Purpose: for removal and fitting of water separator, cooler
1x Shackle

Purpose: for removal and fitting of main cooler
1x Lifting device

Location: –
X
Size: X = 2100 mm 01.7525
and washers
1x Pulley rope

Location: –
Purpose: for removal and fitting of water separator, cooler X 01.7526
Size: X = 685 mm

J. Tools
2x Lifting lug (incl. 2 shackles)

Location: –
Purpose: for removal and fitting the expansion piece to
exhaust valve cage
Size: X = 636 mm
93.7566
1x Blind flange

Location: –
Purpose: for blanking off starting air pipe during emergency
operation
Size: X = 320 mm
96.7699
1x SERTO connecting nut M14x1

1x SERTO plugging pin

Location: –
Purpose: for plugging starting valve control pipe during
emergency operation
Size: X = 12 mm
96.7700
1x Milling / grinding device

Location: –
X
Purpose: for sealing surfaces on hydraulic pipe of exhaust

valve drive
Size: X = about 250 mm
93.7607
2x Re-grinding device

Location: –
Purpose: to fuel high pressure piping
Size: –
93.7569

J. Tools
2x Special spanner

Location: –
X
Purpose: for fitting claw on the fuel pressure pipes
Size: X = AF 27 mm and AF 36 mm
98.7000
Jacks and pumps for removal and fitting

1x HP oil pump
max. operating pressure 2500 bar

Location: – 94936
94935a
1x Pressure gauge
Location: –
Purpose: working pressure 0—2500 bar, connecting branch G½”
Size: ∅ 100 mm
94932a
1x Pressure gauge
Code No.: 94932a Mass: 0.6 kg 94934a
Location: –
Purpose: working pressure 0—1600 bar, connecting branch G½”
Size: ∅ 100 mm
1x Connection piece
Location: –
3x HP Hose 94942 94935
Location: –
Purpose: working pressure max. 2700 bar
Size: length about 1800 mm
2x HP Hose
Code No.: 94935a Mass: 0.7 kg/piece
Location: –
Purpose: working pressure max. 1760 bar
Size: length about 1800 mm
2x Hydraulic jack 500 kN (50t)
Code No.: 94936 Mass: 22.3 kg/piece 97.7184
Location: –
1x Hydraulic unit
94931 94932
Location: –

J. Tools
J3 Optional tools
– Recommended special tools
2x Wedge
X
Location: –
Purpose: for hydraulic jacks 94936 as support
97.7348
Size: X = 130 mm
1x Valve grinding device complete

Location: –
Purpose: –
Size: –
97.7398
1x Grinding device

Location: –
Purpose: for removing a built-up wear ridge at top of
X
cylinder liner running surface

93.7574
Fig. J39 Recommended tools 1

J. Tools
1x Tool cupboard

Location: –
X
Purpose: –
Size: X = 1120 mm
96.7853
1x Connecting flange

Location: –
X
Purpose: for pre-lubrication of crosshead and bottom end
bearing
Size: X = 130 mm
96.7855

Location: –
Purpose: for removal of the piston rod gland box downwards
Size: X = 1300 mm
96.7868
1x Pressure testing device X

Location: –
Purpose: for working piston
Size: X = 400 mm
93.7576

J. Tools
Cover

Location: –
Purpose: to air outlet casing in case of turbocharger breakdown
(1 to 3 pieces depending on design)
(only for scavenge air cooler without charging module)
Size: X = 640 mm
93.7550
1 Device X

Location: –
Purpose: for removal and fitting of scavenge air cooler
consisting of:
1 Beam
94665a
Code No.: 94665a Mass: 23.5 kg 94665b
Location: –
Size: X = 755 mm 94665c
1 Support

Location: –
2 Spur-geared chain block
Code No.: 94665c Mass: 36 kg/piece

Location: –
99.7390
1 x Hand oil pump (SKF 226 400)
Code No.: 94931a Mass:

Location: –
96.7701

J. Tools
– Special tools provided on loan basis for the installation period
1x Measuring apparatus
X
Location: –
Purpose: for bedplate consisting of:
4 supports
4 weights with wire
1 measuring underlay
Size: X = 1400 mm
93.7578
4x Thread protector
M30
Location: –
X
Purpose: to upper threads of tie rods, when fitting cylinder
jacket
Size: X = 225 mm 96.7704
X
1x Thread protector

Location: –
Purpose: to lower thread of tie rod
Size: X = 155 mm 93.7579
1x Fitting device

97.7351
Location: – X

J. Tools
1x Extractor
97.7351
X
Location: –
Size: X = 890 mm
1x Fitting device

Location: –
Purpose: for transport and fitting of reversing servomotor with
housing
(3 to 6 pieces depending on cylinder numbers)
Size: X = 80 mm
97.7380

J. Tools
J4 Turbocharger tools
The turbocharger tools are ordered and supplied in

a tool box by the turbocharger manufacturer. The
tool box is stored away safely in the workshop.
1x Tool box

Location: –
Purpose: –
Size: –

J. Tools
J5 Storage proposal
J5.1 Introduction
The following proposals are a guide and intended

to assist the shipyard in deciding where and how
to locate the main-engine tools. The quantity and
actual layout of the tool panels may have to be
agreed between the shipyard and the ship owner
and their location depends on the design and lay-
out of the engine room, however tool panels should
be easily accessible, located in clean, well venti-
lated and dry areas with the tools protected against
rust. It is advisable to create tool inventories to en-
able engine-room staff to keep a proper check of
the condition and location of the tools.
The extent of the supplies and services is deter-

mined exclusively by the relevant supply contract.
The figure shown on the right is an artists impres-

sion of a convenient solution to storing tool panels.
F10.5093
Fig. J44 Tool panel storage arrangement

J. Tools
J5.2 Tool panels
F10.5094
Fig. J45 Tool panel location

J. Tools
Design number and arrangement of panels

for general tools in the workshop according to
shipbuilders / owners practice.
(Not available from Wärtsilä Switzerland Ltd)
F10.3389
Fig. J46 Tool panel 1: General tools

J. Tools
X = 900 mm
Y = 450 mm
Z = 140 mm
F10.5095
Fig. J47 Tool panel 2: for valve seat grinding / control tools

J. Tools
X = 900 mm
Y = 450 mm
Z = 240 mm
F10.5096
Fig. J48 Tool panel 3: for nozzle dismantling / overhaul

J. Tools
X = 1400 mm
Y = 1400 mm
Z = 400 mm
F10.5097
Fig. J49 Tool panel 4: for cylinder liner / head dismantling

J. Tools
X = 1000 mm
Y = 1000 mm
Z = 220 mm
F10.5098
Fig. J50 Tool panel 5: for piston dismantling / overhaul

J. Tools
94432a/b
X = 1200 mm
Y = 1200 mm
Z = 220 mm
F10.5099
Fig. J51 Tool panel 6: for fuel pump / camshaft dismantling

J. Tools
X = 900 mm
Y = 900 mm
Z = 170 mm
F10.5100
Fig. J52 Tool panel 7: for piston / various tools

J. Tools
X = 900 mm
Y = 450 mm
Z = 200 mm
F10.5101
Fig. J53 Tool panel 8: Crankcase tools

J. Tools
X = 900 mm
Y = 450 mm
Z = 320 mm
F10.5102
Fig. J54 Tool panel 9: for gear drive dismantling / control

K. Spare parts
K1 Introduction
This chapter illustrates spare parts required for

running and maintenance of the main engine. For
details of the spare parts required for the auxiliary
and ancillary equipment refer to manufacturer’s lit-
erature. The items identified in the summarized
spares data table in section K2 comprise the mini-
mum spare parts recommended by the Interna-
tional Association of Classification Societies
(IACS) and assist the designer to calculate the total
additional mass to be carried. The illustrations are
an aid for designing the storage facilities.
Additional spare parts recommended by WCH are

based on the ‘List of Spare parts’ (Unrestricted
Service)’, and considered for a operation period of
up to 30 000 hrs. They are listed in brackets (..) in
the tables pertaining to the figures in section K3.
The spare parts may not be part of the engine sup-

ply but they may be ordered separately and certain
items may be deleted or added depending on the
requirements of the shipyard or operator. There-
fore we recommend that the extent of delivery is
determined before designing the storage facilities.
Wärtsilä Switzerland Ltd K–1 25.72.07.40 – Issue V.04 – Rev. 0

K. Spare parts
K2 Summarized spares data
Tables of spare parts giving individual masses and quantities. The reference number enables the part to
be identified in sections K3 and K4. The quantity of spare parts refers to the minimum required by IACS.
For more detailed information refer to the corresponding item.
E.R. = Engine-room W = Workshop / stores
Ref. No. Quantity Description Unit mass [kg] Location Page

1 1 Main bearing shell 247 E.R. K–4
2 1 Main bearing shell, driving end 185 E.R. K–4
3 1 Main bearing cover 1001 E.R. K–4
4 1 Main bearing cover, driving end 927 E.R. K–4
4a 4 Elastic bolt for main bearing 11.7 E.R. K–4
4b 4 Round nut 2.8 E.R. K–4
5 1 set of 7 Thrust pads for one side of thrust bearing 161 each E.R. K–5
Cylinder liner, complete, without joint ring and
6 1 9000 E.R. K–6
O-rings
7a 1 Insulation bandage, complete 15.4 E.R. K–6
8 1 Set of joint ring and O-rings –– W K–6
10 16 Lubricating quill complete with accumulator 4.3 W K–7
11 32 Gasket for lubricating quill –– W K–7
12 16 Diaphragm for accumulator –– W K–7
12a 32 O-ring for lubricating quill –– W K–7
13 1 Cylinder cover, complete without valves 6890 E.R. K–8
15 4 Elastic stud for cylinder cover 166 W K–9
16 4 Nut for cylinder cover stud 13.2 W K–9
2 per cylinder
17 plus additional Fuel injection valve, complete 27.5 W K–10
3 valves
18 3 per cylinder Dowel pin –– W K–10
19 3 per cylinder Nozzle body with needle 0.8 W K–10
20 3 per cylinder Atomizer 0.1 W K–10
1 set
21 Set of parts for fuel injection valve 0.7 W K–10
per cylinder
1 set
22 Set of O-rings –– W K–10
per cylinder
23 2 Starting air valve, complete 99 W K–11
25 1 Exh. valve, compl. with valve drive (for GL only) 3050 E.R. K–12
Exhaust valve, complete without valve drive
3 (applies not for GL)
25a 2545 E.R. K–12
1 Exhaust valve, complete without valve drive
(applies for GL only)
28 1 Set of small parts to valve drive –– W K–12
30 2 Relief valve complete 6.1 W K–13
31 2 Indicator valve complete 2.5 W K–13
36 1 Upper half of connecting rod top-end bearing 854 E.R. K–14
Table K1 Summarized spares data
25.72.07.40 – Issue V.04 – Rev. 0 K–2 Wärtsilä Switzerland Ltd

K. Spare parts
E.R. = Engine-room W = Workshop / stores

37 1 Bearing shell for top-end bearing 202 E.R. K–14
38 1 Lower bearing cover 1095 E.R. K–14
39 2 Elastic stud for bottom-end bearing 70 E.R. K–14
40 2 Nut for elastic stud 8.7 E.R. K–14
41 4 Elastic stud for top-end bearing 25.6 W K–14
42 4 Nut for elastic stud 3.5 W K–14
43 1 Bearing shell for bottom-end bearing 91 W K–14
44 1 Piston-rod gland box, complete for one cylinder 351 E.R. K–15
Set of piston cooling and crosshead lub. linkage,
48 1 74 W K–16
complete
Piston, complete with head, skirt, piston rod,
49 1 5465 E.R. K–17
studs and nuts (without piston rings)
50 2 Set of piston rings for one piston 59 E.R. K–17
According to
56 to 58c Electronic speed control –– W K–19
manufacturer
59 1 Plunger with bush and spring carrier, complete 52.3 W K–20
60 1 Compression spring for plunger 13.4 W K–20
61 2 Spill valve with seat 0.16 W K–20
62 2 and 2 Suction and delivery valve 0.3 W K–20
63 2 Push rod complete 1.3 W K–20
64 2 Compression spring 0.04 W K–20
65 1 Compression spring 0.072 W K–20
67 1 Relief valve complete 2.1 W K–21
74 1 High pressure fuel pipe to disributot (for 1 cyl.) 24.3 W K–23
74c 2 Coupling nut 1.2 W K–23
74d 2 Claw 0.5 W K–23
74e 2 Gasket –– W K–23
75 1 High pressure fuel pipes to injector (for 1 cyl.) 18.8 W K–24
81 6 Flaps for scavenge system 2 W K–26
82 1 (for GL only) Hydraulic pipe, top section 41 W K–27
83 1 (for GL only) Hydraulic pipe, intermediate section 45.6 W K–27
84 1 (for GL only) Hydraulic pipe, lower section 12.9 W K–27
85 1 (for GL only) Set of O-rings and gaskets –– W K–28
According to Cylinder lubricating pump and drive,
86 48 W K–29
manufacturer plus set of spares
87 1 (for GL only) Expansion piece between exhaust pipes 150 W K–30
88 1 (for GL only) Expansion piece after exhaust valve 142 W K–30
Expansion piece before turbocharger
89 1 (for GL only) –– W K–30
(according to turbocharger type)
Set of standard tools as listed in the
93 1 –– W K–31
Maintenance Manual
Set of spare parts according to turbocharger
94 1 –– W K–32
manufaturer
95 1 Locking device (incl. in turbocharger supply/tool) –– W K–32
96 1 Blanking device (incl. in WCH standard tool set) –– W K–32
Table K2 Summarized spares data

K. Spare parts
K3 Engine spare parts
Parts needed to comply with the classification societies requirement of class and enable routine mainten-
ance and repair work to be carried out by the engine-room staff.
F10.2056
Min. req’d by IACS add.

Mass Size
Ref. No. Description recommended by WCH
[kg] [mm]
in ( )
1 Main bearing shell 1 247 1080 x 425
2 Main bearing shell, driving end 1 185 1080 x 340
3 Main bearing cover 1 1001 1350 x 925 x 405
4 Main bearing cover, driving end 1 927 1350 x 925 x 320
4a Elastic bolt for main bearing 4 11.7 M64 x 771
4b Round nut 4 2.8 M64 x ∅130 x 95
Fig. K1 Main bearing

K. Spare parts
F10.3539

Mass Size
[kg] [mm]
in ( )
Thrust pads for one side of thrust each each

5 1 set of 7
bearing 161 570 x 410 x 120
Fig. K2 Thrust pads

K. Spare parts
Ø1610mm
7a
F10.3540

Mass Size
[kg] [mm]
in ( )
Cylinder liner, complete, without
6 1 9000 Ø1445 x 3237
joint ring and O-rings
7 Water guide jacket (1) 454 Ø1610 x 250
7a Insulation bandage, complete 1 15.4 Ø1183 x 685
Set of joint ring and O-rings (set for 1 set
one cylinder liner)
for 6 cylinder engines (3 sets)
8 for 8 cylinder engines (4 sets) –– ––
Fig. K3 Cylinder liner

K. Spare parts
9a
12a
F10.2058

Mass Size
[kg] [mm]
in ( )
Progressive block distributor
9 (2) 2.8 180 x 136 x 57
IVO piston distributor for exhaust
9a (1) 1.4 69 x 50 x 55
valve (1 per cylinder)
Lubricating quill complete, with accu-
10 16 (8) 4.3 261 x 153 x 100
mulator (16 per cylinder liner)
Gasket for lubricating quill
11 32 (32) –– ––
(2 per lub. quill)
Diaphragm for accumulator
12 16 (16) –– ––
(1 per accumulator)
O-Ring
12a 32 –– ––
(2 per lubricating quill)
Fig. K4 Cylinder liner lubrication

K. Spare parts
13
14
317.305

Mass Size
[kg] [mm]
in ( )
Cylinder cover, complete
13 1 6890 1650 x 1650 x 570
without valves
∅ 1240 x 9
14 O-rings (set of 2 per cylinder cover)) (2 sets per cylinder) ––
∅ 1380 x 9
Fig. K5 Cylinder cover

K. Spare parts
15 16
X = 190 mm
Y = 92 mm
X = M110
Y = 2773 mm
F10.4976

Mass Size
[kg] [mm]
in ( )
Elastic stud for cylinder cover
15 4 166 M110 x 2773
(8 per cylinder cover)
16 Nut for cylinder cover stud 4 13.2 M110 x ∅190 x 92
Fig. K6 Elastic studs for cylinder cover

K. Spare parts
22
17
21c
21b
21a
18
19
20
97.7391

Mass Size
[kg] [mm]
in ( )
Fuel injection valve, complete with
2 per cylinder
17 adjusting screw or adjusting disc 27.5 616 x 176 x 124
plus additional 3 valves
(3 per cylinder)
18 Dowel pin (1 set of 3 per cylinder) 3 per cylinder – ∅10 x 20
19 Nozzle body with needle 3 per cylinder 0.8 ∅62 x 115
3 per cylinder
20 Atomizer 0.1 ∅25 x 60
(9 per cylinder)
Set of parts for fuel injection valve,
comprising:
1 set per cylinder
21 — 21a tappet 0.7 ––
(9 sets per cylinder)
— 21b tappet carrier
— 21c compression spring
1 set per cylinder
22 O-Ring (1 set of 3 per cylinder) –– ∅36.09 x 3.53
Fig. K7 Fuel injection valve

K. Spare parts
24
23
F10.3571

Mass Size
[kg] [mm]
in ( )
Starting air valve complete
23 2 99 631 x 312 x 210
(1 valve per cylinder cover)
Set of gaskets for starting valve
comprising:
– O-ring for housing
24 – joint ring for housing (3 sets) –– ––
– O-rings for connecting pipe
– joint ring for screw-in unions
– piston rings
Fig. K8 Starting air valve

K. Spare parts
25b
25
25a
27
26
297.584

Mass Size
[kg] [mm]
in ( )
Exhaust valve, compl. (with valve
25 1 3050 2360 x 1180 x 1175
drive, applies for GL only)
Exhaust valve, compl. (without valve 1 (applies for GL only)
25a 2545 1250 x 1180 x 1175
drive Pos. 25b) 3 (applies not for GL)
26 Valve seat (1) 142 ∅ 634 x 172
27 Valve spindle with rotation ring (1) 236 ∅ 510 x 1860
Set of small parts to valve drive, 1 set
28 –– ––
(joints, piston rings, washers, gaskets) (1 set per cylinder)
Set of small parts to valve cage,
29 (O-rings, gaskets, piston ring, (1 set per 2 cylinders) –– ––
washer, distance ring, rod joint ring)
Fig. K9 Exhaust valve

K. Spare parts
F10.3568 F10.3586

Mass Size
[kg] [mm]
in ( )
30 Relief valve, complete (1 valve/cyl.) 2 6.1 498 x 100 x 70
31 Indicator valve, compl. (1 valve/cyl.) 2 2.5 175 x 160 x 80
32 Indicator valve cock (1 per cylinder) 0.71 130 x 120 x 80
33 Joint ring (1 per cylinder) –– ∅ 27 x ∅ 21 x 1
Set of parts for relief valve,
comprising:
34 (1 set) –– ––
— compression spring
— distance ring
Set gaskets for relief valve, com-
prising:
35 (1 set per cylinder) –– ––
— gasket for valve seat
— O-ring for housing
Fig. K10 Relief valve and indicator cock

K. Spare parts
F10.3569

Mass Size
[kg] [mm]
in ( )
Upper half of connecting rod top-end
36 1 854 1250 x 615 x 880
bearing
37 Bearing shell for top-end bearing 1 202 940 x 470 x 875
38 Lower bearing cover 1 1095 1410 x 675 x 370
39 Elastic stud for bottom-end bearing 2 70 ∅110 x 1145
40 Nut for elastic stud 2 8.7 M110 x 6
41 Elastic stud for top-end bearing 4 25.6 ∅80 x 813
42 Nut for elastic stud 4 3.5 M80 x 6
43 Bearing shell for bottom-end bearing 1 91 1030 x 515 x 370
Fig. K11 Connecting rod bearings

K. Spare parts
F10.3538

Mass Size
[kg] [mm]
in ( )
Piston-rod gland box, complete for
44 1 351 ∅800 x 508
one cylinder
Set of scraper rings for one gland
45 (2 sets per cylinder) 66 ∅420 x 380
box
Set of rubber sealing rings and lock-
46 (2 sets per cylinder) –– ––
ing plates for one gland box
Set of tension springs for one gland
47 (1 set per cylinder) –– ––
box
Fig. K12 Piston rod gland

K. Spare parts
F10.3570

Mass Size
[kg] [mm]
in ( )
Set of piston cooling and crosshead
lubrication linkage, complete (without
supports and connection piece),
comprising: (1 set per cylinder)
— bushes for support and
48 1 set 74 ca. 1800 x 350 x 125
connection piece
— upper lever with bush
— lower lever
— pins for upper and lower levers
— locking plate
Fig. K13 Piston cooling and crosshead lubricating linkage

K. Spare parts
F10.3541

Mass Size
[kg] [mm]
in ( )
Piston, complete with head, skirt,
49 piston rod, studs and nuts (without 1 5465 ∅960 x 4096
piston rings)
2 sets
50 Set of piston rings for one piston 59 ∅960 x 20 x 30
51 Piston head (1) 1420 ∅960 x 430
52 Piston skirt (1) 361 ∅960 x 308
Set of locking plates and O-rings for
one piston, comprising:
— O-rings for spraying plate
— locking plate for spraying plate
53 (1 set per 2 cylinders) –– ––
— locking plate for bolt securing
piston crown to piston skirt
— tap washer
— O-ring for bush
Fig. K14 Piston

K. Spare parts
55b
54
54
55a
55b 54 97.7078

Mass Size
[kg] [mm]
in ( )
54 Cam for fuel injection pump (1) 253 859 x 138
Cam with bush for hydraulic actuator
55 (1) 279 279 x 130
pump (on right hand side)
Cam with bush for hydraulic actuator
55 (1) 279 279 x 130
pump (on left hand side)
Fig. K15 Camshaft components

K. Spare parts
56
008.508
57
97.7472

Mass Size
[kg] [mm]
in ( )
ABB `DEGO' III system
56 –– ––
(ABB Marine & Turbocharger BV)
KMSS speed control system
57 `DGS8800e' –– ––
(Kongsberg Maritime Ship Systems AS)
SAM `ESG40M' system Spares according to
58a –– ––
(STN Atlas Marine Electronics)
governor manufacturer
LM `EGS2000' system
58b –– ––
(Lyngsø Marine SA)
NABCO `MG800' speed contr. system
58c –– ––
(Nabco Ltd)
Fig. K16 Electronic speed controls

K. Spare parts
F10.3680

Mass Size
[kg] [mm]
in ( )
Plunger with bush and spring carrier,
59 1 52.3 ∅195 x 405
complete
60 Compression spring for plunger 1 13.4 23 x 174 x 349 x 5.5
2
61 Spill valve with seat 0.16 ∅31 x 90
(1 per cylinder)
2 and 2 Delivery 0.135 Delivery ∅31 x 73
62 Suction and delivery valve
(1 and 1 per cylinder) Suction 0.147 Suction ∅31 x 90
63 Push rod complete 2 1.3 SW41 x 220
2
64 Compression spring 0.04 2.6 x 15.6 x 75.5 x 15
(2 per cylinder)
1
65 Compression spring 0.072 4 x 16.6 x 81.5 x 12
(1 per cylinder)
Fuel injection pump block, complete
ca. 970 x 600 x 330
66 for two cylinders with valves, push (1) 1015
(without Pos. 59)
rods, plungers and springs
Fig. K17 Fuel and hydraulic actuator pump

K. Spare parts
67
71
68
69 70
72
F10.3681

Mass Size
[kg] [mm]
in ( )
1
67 Relief valve, complete 2.1 SW80 x 160
(1 per cylinder)
Roller guide for actuator pump, com-
68 (1) 178 751 x 346
plete
69 Roller guide for fuel pump, complete (1) 175 872 x 346
Compression spring for actuator
70 (2) 26 29 x 266 x 406 x 4
pump roller guide
71 Push rod, complete (2) 1.3 ∅74x ∅24x 450
Compression spring for fuel pump
72 (2) 23.2 30 x 266 x 380 x 3
roller guide
Fig. K18 Fuel and hydraulic actuator pump (continued)

K. Spare parts
73
F10.5047
Min. req’d by IACS add. Mass Size

Ref. No. Description recommended by WCH [kg] [mm]
in ( )
Set of small parts for safety cut-out

73 (O-rings, piston seal ring, rod seal (1 set per 2 cylinders) –– ––
ring, joint rings)
Fig. K19 Safety cut-out device

K. Spare parts
74c
74a
74d
74a
74e
74b
74b 74d
74c
74e

Mass Size
[kg] [mm]
in ( )
High pressure fuel pipe to distributor
74 1 24.3 ––
for 1 cyl. (including Pos. 74a to 74e)
74a –– 10.1 ∅30 x 2185 (straight)
(upper section)
74b (lower section with heat-shrinkable –– 7.4 ∅30 x 1714 (straight)
sleeve)
74c Coupling nut 2 1.2 AF 63 x 125
74d Claw 2 0.5 ∅45.5 x 60
74e Gasket 2 – 122 x 122 x 1.5
Fig. K20 Fuel injection piping

K. Spare parts
75a 75b 75c
75e
75d
75c
75b
75a
75d
75f
76
77

Mass Size
[kg] [mm]
in ( )
High pressure fuel pipes to injectors
75 1 18.8 ––
for 1 cyl. (including Pos. 75a to 75f)
75a –– 2.3 ∅20 x 1161 (straight)
High pressure fuel pipes from
75b distributor to injectors –– 4.9 ∅20 x 2507 (straight)
(with heat-shrinkable sleeve)
75c –– 5.0 ∅20 x 2567 (straight)
75d Claw –– 0.15 ∅32 x 42
75e Coupling nut on injector –– 0.95 AF 50 x 105
75f Coupling nut on distributor –– 0.95 AF 50 x 90
76 Fuel distributor (1) 38.5 310 x 135 x 130
Priming valve complete
77 (1 per 2 cylinders) 0.35 AF 32 x 85
(1 valve per distributor)

K. Spare parts
78
79 80
311.351

Mass Size
[kg] [mm]
in ( )
Fuel shut-off cock, complete
78 (1) 8 176 x 100 x 110
(for suction and spill piping)
79 O-ring (2 per cylinder) –– 37.69 x 3.53
80 O-ring (2 per cylinder) –– 29.74 x 3.53

K. Spare parts
81
F10.3683

Mass Size
[kg] [mm]
in ( )
2 439 x 157 x 2
or
6
81 Flap 1.9 554 x 166 x 2
(12)
or
1.4 554 x 157 x 2
Fig. K23 Scavenging system

K. Spare parts
82
83
84
310.812

Mass Size
[kg] [mm]
in ( )
Hydraulic pipe, top section, compl. 1 for GL only
82 41.0 ∅100 x 2662 (straight)
(with heat-shrinkable sleeve) (1)
Hydraulic pipe, intermediate section 1 for GL only
83 45.6 ∅100 x 3035 (straight)
compl. (with heat-shrinkable sleeve) (1)
Hydraulic pipe, lower section, compl. 1 for GL only
84 12.9 ∅100 x 396
(with heat-shrinkable sleeve) (1)
Fig. K24 Hydraulic piping for exhaust valve

K. Spare parts
82 83
85c 82
85b 85c
85b
82
85c
85c
85a
83 84 85b
310.812a

in ( )
Pos. No. 82, 83 and 84

–– –– ––
see Fig. K24
Set of O-rings and gaskets
1 set for GL only
85 (for one hydraulic pipe) –– ––
(1 set per 2 cylinders))
including Pos. 85a to 85c
85a O-rings –– –– 135.89 x 5.33
85b O-rings –– –– 129.54 x 5.33
85c Gaskets –– –– ∅230 x ∅140 x 1
Fig. K25 Hydraulic piping for exhaust valve

K. Spare parts
86
F10.3653
Min. req’d by IACS

Ref. Mass Size
Description add. recommended
No. [kg] [mm]
by WNSCH in ( )
Set spare parts for cylinder lubricat-
86 ing system, type ‘Vögele CLU 3’ 1 set 48 ––Ein
(including pump, electric motor etc.)
T10.3693
Fig. K26 Cylinder lubricating pump and

drive

K. Spare parts
87 88 89

in ( )
Expansion piece between exhaust 1 for GL only

87 150 ∅1180 x 390
pipes (8 to 12 cylinder engines) (1)
1 for GL only
88 Expansion piece after exhaust valve 142 ∅670 x 685
(1)
1 for GL only according to turbocharger type

89 Expansion piece before turbocharger
(1) please contact WCH
Fig. K27 Exhaust system

K. Spare parts

Mass Size
[kg] [mm]
in ( )
Set of thermometers, and pressure
90 (1 set) –– ––
gauges, one of each type
Table K3 Measuring instruments

Mass Size
[kg] [mm]
in ( )
Set of parts for engine control sys-
91 (1) 12 600 x 400 x 185
tem, supplied in a box
Set of spare parts for alarm system,
92 (1) 15 400 x 300 x 185
supplied in a box
Table K4 Spare parts for DENIS-6

Mass Size
[kg] [mm]
in ( )
Set of standard tools as listed in the
93 1 –– ––
Maintenance Manual
Table K5 Tools

K. Spare parts
K4 Turbocharger spare parts

Turbocharger spare parts are to be suitably pro- ment. Bearing assemblies must only be removed
tected against corrosion and contained within their from metal containers when they are actually re-
own spare parts box. quired.
Bearing assemblies are supplied packed in sealed All turbocharger spare parts used, are to be re-
metal containers to protect them from the environ- placed, to ensure spares kit is complete.

Mass
Ref. No. Description recommended by WCH Turbocharger type
[kg]
in ( )
Set of spare parts
94 (according to turbocharger manufac- 1 set –– ––
turer)
Locking device
95 1 –– ––
(incl. in turbocharger supply/tool)
Blanking device
96 1 –– ––
(incl. in WCH standard tool set)
Table K6 Turbocharger spare parts

K. Spare parts
K5 Mounting and storage proposals • Large components should be treated with ‘Val-
voline’ Tectyl 506 or a suitable equivalent.
Examples of ways to secure and protect spare • Smaller components, with the exception of
parts safely and allow ease of access by the en- electronic equipment, can be wrapped in a cor-
gine-room staff are given below with pictorial rosive-protective paper, i.e. Vapour Phase
examples in figures K28 to K31. Inhibitor.
• Note:
• The size and weight of each component is to When using corrosive-protective paper, care
be noted prior to storage, to ensure that the must be taken not to tear the paper as the pro-
safest and most space-efficient method is tective qualities of the paper will be lost.
adopted. • White metal and bearing surfaces should be
• All components are to be mounted within easy protected with ‘Emballit’ alum or a suitable
access of the engine, ensuring machinery equivalent.
space walkways are kept clear. • Electronic components should be vacuum
• Large components are to be mounted below packed in ‘Alfo’ sheets using 1000 g of a suit-
suitable overhead lifting gear. able drying agent for each cubic metre con-
• The weights of large components are to be tent.
painted on, or, adjacent to the component.
• Suitable lifting eyes and shackles are to be Turbocharger spare parts
provided.
• All components must be firmly secured to pre- Turbocharger spare parts are to be suitably pro-
vent any movement. tected against corrosion and contained within their
• Metal to metal contact is to be avoided during own spare parts box.
storage of any component.
• All open ports, adapters, pipes, etc., are to be Bearing assemblies are supplied packed in sealed
sealed to prevent the ingress of foreign par- metal containers to protect them from the environ-
ticles. ment. Bearing assemblies must only be removed
• Any provisions for mounting spare parts on the from metal containers when they are actually re-
engine should be fully utilised. quired.
All components are to be protected against cor- All turbocharger spare parts used, are to be re-
rosion as follows: placed, to ensure spares kit is complete.

K. Spare parts
F10.2800 F10.2801
Fig. K28 Securing spare piston and rod Fig. K29 Securing spare exhaust valves

K. Spare parts
F10.2802 F10.2803
Fig. K30 Securing spare exhaust valve cages without Fig. K31 Securing spare cylinder liner
hydraulic actuator

K. Spare parts

L1 Dismantling pattern heads and main bearings are to be lubricated,

please refer to the maintenance manual, group 3
Engines are transported as complete or part as- `Connecting rod and connecting rod bearing’.
semblies and protected against corrosion by rust
preventing oils, vapour phase inhibitor papers Spraycoating with rust preventing oil
(VPI) and wooden crates lined with jute reinforced
bituminous paper. Internal parts not sufficiently covered by the rust
preventing oil during circulation are to be spray
L1.1 Treatment against corrosion coated. These include the fuel pump pushrods,
springs, plungers, rollers and cams, piston rods
Engine interior above, inside and below the stuffing box, scavenge
valves and dry parts of the cylinder liners. The
For engines to be transported as complete assem- liners can be accessed and sprayed through the
blies we recommend for internal surfaces the use scavenge ports.
of rust preventing oils as listed below. It is not
necessary to remove them before the engine goes Pipework
into operation.
All open ended pipework is to be sealed by plugs
• Valvoline Tectyl 873 or blank flanges to eliminate ingress of foreign
• Shell Ensis Engine Oil SAE 40/30 bodies and circulation of air.
• Exxon Rust-Ban 623
• Mobil Mobilarma 524 Turbocharger in place
• Caltex / Chevron Preservative Oil SAE 30
Drain the oil from the turbine and compressor end
For the transport of complete engines, dehumi- and spraycoat the bearings while turning the rotor
difiers are to be enclosed in the scavenge space by hand. Fit blank flanges to the air inlet and gas
and the crankcase. outlet sides.
Engine exterior Cylinder cooling water system
One coat of Valvoline Tectyl 506 or similar product During engine shop trials, usually a cooling water
to be applied to all machined parts not protected by treated with corrosion inhibitors is used. Cor-
paint. It is to guarantee protection for at least six rosion-protective inhibitors are only effective as
months from the effects of weather and remain in- long as the correctly treated water is in contact with
tact until shortly before the engine goes into oper- the metal surface to be protected. Once the cooling
ation. water has been drained off, further treatment
against corrosive attack is absolutely essential.
Bearing and cylinder lubricating oil systems Therefore a suitable corrosion protection by apply-
ing an oil as mentioned above in paragraph ‘En-
On completion of the engine shop trial the main gine interior’ has to be carried out.
and cylinder lubricating oil systems are to be
drained completely and refilled with Valvoline Tec-
tyl 873 or similar product and circulated for at least
an hour with the engine being slowly rotated by the
turning gear. At the same time, the cylinder lubrica-
tors must be rotated as well. After that, the cross-
Wärtsilä Switzerland Ltd L–1 25.72.07.40 – Issue V.04 – Rev. 0

An alternative may be the admixture of a so-called It is very important that bearings and running gear
‘soluble oil’ to the cooling water to protect the en- are clearly marked cylinder by cylinder to ensure
gine cooling water system. The concentration correct reassembly and eliminate the possibility of
must be maintained at levels between 0.5 to 0.8 parts from one cylinder unit being fitted to another
per cent by volume. On completion of the trials and by mistake. Refer to chapter ‘C’ of this book for de-
prior to shipping, the circulating cooling water tails of the engine numbering.
through the engine cooling water system is to be
maintained at a pH value between 7 and 9 and the Use a paint brush to apply highly viscous rust pre-
soluble oil inhibitor level increased to 1 per cent by venting oil to the piston and connecting rods,
volume. The cylinder temperature is not to exceed crosshead guides, gear wheels, camshaft and
90°C and circulation is to continue for at least three rollers. Air powered spray guns to be used only if
hours allowing time for the soluble oil inhibitor to the air is absolutely free of water.
coat the internal surfaces.
Crankshaft and crosshead pins are to be protected
We recommend using the following soluble oil inhi- with an anti-corrosive coating of Tectyl 506 or simi-
bitors: lar product.
• BP Fedaro
• Castrol Solvex WT3
• Chevron Soluble Oil T1
• Exxon / Esso Kutwell 40
• Mobil Mobilmet 120
• Shell Dromus BX
• Texaco Soluble Oil C, CX
For long time conservation of engines please ask

for the specification from the engine manufacturer
or Wärtsilä Switzerland Ltd.
L1.2 Engine dismantling
Engines transported as part assemblies are to be

systematically disassembled and cleaned using
dry cloths. Each item is to be clearly identified with
‘paint ball’ pen, similar indelible marker ink, or fig-
ure and letter stamps and protected from damage
by careful crating and corrosion protected by rust
preventing oils or paper. Refer to paragraph L1.
25.72.07.40 – Issue V.04 – Rev. 0 L–2 Wärtsilä Switzerland Ltd

L1.3 Engine dispatch

Engines transported as complete assemblies are lifted using special eye-nuts attached to the tie rods,
figure L1 below shows the lifting configuration and details of the lifting nut.
220
370
610
Max. 130 t
M140x6
268.668 Ø290
F10.3661
Fig. L1 Lifting device
The following table L1 shows on which tie rods the

lifting devices are to be mounted.
Wärtsilä Switzerland Ltd L–3 25.72.07.40 – Issue

25.72.07.40 V.04 V.04
– Rev.
Lifting points 2, 3, 4, 2, 3, 4 1, 2, 3, 4, 2, 3, 4, 5
1, 2, 5, 6 1, 2, 5, 6 2, 3, 6, 7
at cylinder numbers 6, 7, 8 7, 8, 9 8, 9, 10, 11 8, 9, 10, 11
Number of tie rods
12 12 12 16 16 20 20
required for lifting *1)
Engine weight
1160 1290 1470 1620 1760 1910 2050
in tonnes [t]
Remark: *1) Based on equal load (max. 130 t) on each nut with fully tightened tie rods.
Table L1 Lifting details for complete RTA96C engines
L1.4 Engine installation and alignment L1.4.2 Shafting alignment
The alignment and chocking of the engine has to L1.4.2.1 Shafting alignment calculation
be carried out in accordance with our recommen-
dations and is subject to test and inspection by the Before proceeding with the engine alignment (sec-
relevant classification society. Each stage of the tion L1.4.7), the shaftline has to be finally aligned
engine mounting is to be checked by qualified per- according to the values given by the shafting align-
sonnel and measurements cross-checked with the ment calculation.
design figures. The shipyard is to advise the repre-
sentative of the engine builder or Wärtsilä Switzer- This provides the required values for the propul-
land Ltd directly in the event of any discrepancies. sion shaft and engine alignment in the ship:
Engines may be installed as complete units or as-
– Vertical bearing offsets
sembled from sub-assemblies in the vessel, which
– Gap and sag values
may be afloat, in dry dock, or on the slipway.
– Static bearing loads.
The engine alignment can be done with either
jacking screws or wedges.
Calculation model
L1.4.1 Removing rust preventing oils Besides the data of the shaftline, the applied cal-
culation model should include the following fea-
Rust preventing oils applied to the internal parts of tures to calculate the bearing loads of the engine:
an assembled engine do not contain thickening ag- – Full crankshaft model with own mass, includ-
ents of wax or bitumen. These oils have similar ing masses of running gear and gearwheel
properties as the engine lubricating oils, will wash – Stiffness of the main bearings
off easily and mix without causing harm to the en- – Flywheel mass: The actual flywheel mass has
gine or its systems. to be added at aftermost node of crankshaft
Rust preventing oils of the wax-type applied to ex- model.
posed surfaces of the engine components do con-
tain thickening agents of wax or bitumen forming The engine data, as well as a computer program,
an anti-corrosion coating when applied, which has are available from the engine builder or Wärtsilä
to be washed off using a proprietary ‘Cold Switzerland Ltd.
Cleaner’. It is not sufficient to use gas oil, kerosene
or white spirit on its own as solvents; they are to be
mixed with 2 to 3 parts of a ‘Cold Cleaner’ such as
‘Magnusol’, ‘Agitol’ or ‘Emultan’.
25.72.07.40
25.72.07.40 – Issue
– Rev. 0 1 L–4 Wärtsilä Switzerland Ltd
Alignment calculation conditions To ensure that the main bearing loads are within
the limits in service conditions, it is left to the re-
The general boundary conditions during final en-
sponsible parties (e.g. ship yard) to decide:
gine alignment are:
– Either to apply the static main bearing loads
– Ship at light draught (partial propeller submer-
recommended in Table 2,
sion) or in dock (no propeller submersion)
– or to adapt the static main bearing loads at
– Propeller, intermediate shaft(s) and engine
alignment according to their experience.
coupled
– No propeller thrust
For instance special cases (e.g. VLCCs) may re-
– Engine cold
quire higher loads on main bearing #2 leading to
– No temporary supports engaged.
lower load on main bearing #1 at alignment. In
such cases please contact Wärtsilä Switzerland
As above mentioned, the final alignment is usually
Ltd.
done at very light draught or in dry-dock.
The ship draught influence on the bearing load as

shown in table L2 needs to be considered in the
alignment calculation to get an alignment which is
within the limits of table L3.
main bearing #1 (aftermost) main bearing #2 main bearing #3

Change from LIGHT to FULL draught Increase Decrease Decrease
Table L2 Influence of ship draught on static main bearing loads
main bearing #1 and bearing #3 main bearing #2

Fmin. Fmax. Fmin. Fmax.
Bearing loads [kN] 53 1050 263 368
Table L3 Recommended static main bearing loads for alignment calculation
L1.4.2.2 Recommendation for the align- Draught related ship hull bending
ment layout Experience show that the draught related ship hull
bending is the most important factor influencing
With larger distance between propulsion shaft the static main engine bearing loads.
bearings the bearing load variation is getting lower.
We recommend to aim for larger bearing distances Increase of ship draught leads to ship hull bending
in ship hull and propulsion shaft design. below the shaft line up to engine free end. This re-
sults generally to an increased downward load on
L1.4.2.3 Service related influences on crankshaft aft end flange and shifts the static load
alignment from main bearing #2 to aftermost main
bearing #1.
The calculation at service conditions is optional. It
may help to estimate the service related changes The change of vertical offsets for the shaft and
of static bearing loads in service. main bearings depends on ship draught and de-
sign. No general rule to estimate this change is
available.

Engine service temperature L1.4.2.4 Propeller thrust

The vertical thermal expansion of engine due to
the temperature difference between the alignment The propeller thrust transmitted to the engine
and service conditions results to a shift of the static thrust bearing induces a reaction force which is ec-
load from main bearing #2 to the aftermost main centric to the crankshaft centre line and thus creat-
bearing #1. ing a moment proportional to the propeller thrust.
The eccentricity value belongs to the data deliv-
The increase of the engine main bearing height ered by the engine builder.
due to the temperature difference compared with
the shaftline bearings can be estimated as follows: Calculations with maximum propeller thrust result
in low or zero load for the aftermost main bearing
#1 at alignment condition (i.e. ship hull deformation
11.5 (tes – tref)
∆hmb = hfound C [mm] not considered). The thermal rise of engine main
106
bearings is not sufficient to avoid this substantial
where: load reduction at main bearing #1. However, this is
∆hmb [mm] Increase of engine main bearing- acceptable because the draught related ship hull
height from alignment to service- bending which is involved until the full propeller
condition thrust is available would have shifted the static load
from main bearing #2 to main bearing #1.
hfound [mm] Main bearing foundation height
hfound 1300 mm
C [–] Correction factor 0.3 to 0.5 L1.4.3 Installation and assembly of
(according to shipyard’s ex- sub-assemblies
perience)
When the engine seating has been approved, the
tes [°C] engine service temperature bedplate is lowered onto blocks placed between
tes [°C] 55 °C the chocking points. The thickness of the blocks
depends on the final alignment of the engine.
tref [°C] Reference temperature for founda-
Engine bedplates comprise fabricated sections
tion and ship hull around the engine
with drilled holes to allow the passing of the hold-
at alignment condition
ing-down bolts and tapped holes for the jacking
screws for engine alignment.
Example for Sulzer 5–9RTflex96C engine:
tref = 20°C Proceed with preliminary alignment of bedplate
using one of the method mentioned in section L1.4
11.5 (55 – 20) to position the engine coupling flange to the inter-
∆hmb = 1800 0.4
106 mediate shaft coupling flange. Ensure that the gap
∆hmb = 0.29 mm between both flanges is close to the calculated fig-
ures and that both flanges are exactly parallel on
the horizontal plane (max. deviation 0.05 mm). In
the vertical plane, the engine coupling flange is to
be set 0.4 to 0.6 mm higher than the calculated
figures.
Place bearing caps in position, install turning
gear and check that crankshaft deflections are
as recorded on the ‘Check dimensions’ sheet
(see tables L12 to L14).

To check bedplate level in longitudinal and diag- The engine is to be lowered onto blocks placed be-
onal direction a taut-wire measuring device will be tween the chocking points. The alignment tools are
provided by the engine builder. Compare the read- to be clean and ready for use. Set the blocks so that
ings with those recorded at the works. Optical de- the engine is slightly higher than the final position,
vices or lasers can also be used. because less effort is required to lower the engine
than to raise it for alignment.
All final dimensions are to be witnessed by the For movements in the horizontal plane, both in lat-
representatives of the engine builder and the eral or longitudinal directions, the shipyard is to
classification society and are to be recorded on ap- construct appropriate anchor points for the use of
propriate log sheets. Crankshaft deflections at this hydraulic jacks. Such movements have to be car-
stage are to correspond with the values recorded ried out with great care to avoid stresses and dis-
at works. Secure temporarily the bedplate against tortions to the bedplate. Regular crankshaft deflec-
unexpected movement. tion readings have to be taken to observe the
Continue engine assembly by mounting the col- effects and any noticed deviations have to be recti-
umns, cylinder blocks, running gear and scavenge fied immediately (see section L1.4.7 for the final
air receiver but ensure that the bearing caps are engine alignment).
loose before tensioning the tie rods.
Make periodic checks of the crankshaft deflections
to observe and correct any possible engine distor- L1.4.5 Installing an engine from as-
tions. Careful adjustments of the wedges or of the sembled sub-assemblies
jacking screws is necessary to re-establish the
preliminary alignment setting. Once the engine as- Sub-assemblies of the engine may be assembled
sembly is completed, the final alignment and ashore prior to installation in the ship. One such as-
chocking are carried out with the vessel afloat. sembly may comprise bedplate, main and thrust
(Refer to section L1.4.7). bearings, crankshaft, turning gear, and flywheel.
The placing on blocks and alignment to shafting is
analogue to the description in section L1.4.3.
L1.4.4 Installing a complete engine
In the event that the engine is shipped in part deliv- L1.4.6 Engine installation with ship on
eries and assembled at the shipyard prior to in- slipway
stallation in the vessel, the shipyard is to undertake
the assembly work in accordance with the require- Installing complete or partially assembled engines
ments of a representative of the engine builder and into ships under construction on an inclined slip-
the classification society. The engine mounting is way is possible when careful attention is paid to the
to be carried out systematically and measurement following:
readings taken and recorded on appropriate log
1. Suspending large components to take ac-
sheets, and to be compared for correctness with
count of the incline.
the data of the ‘Check Dimensions’ sheet (see
2. Tie rods to be centred and exactly perpendicu-
tables L12 to L14) completed after test run in the
lar to the bedplate before tightening
works of manufacturer. Strict attention is to be paid
3. Fit temporary side, fore and aft arresters to
to the removal of anti-corrosion coatings and the
prevent the engine moving during launching.
subsequent application of rust preventing oil
4. Attach additional temporary stays at the upper
where required.
platform level to steady the engine during
launching.
For lifting details of the engine refer to L1.3.

L1.4.7 Final engine alignment L1.4.7.2 Engine alignment towards

propulsion shaft line
L1.4.7.1 Prerequisites
The crankshaft drive end flange is aligned in rela-
The final goals of engine alignment are: tion to foremost intermediate shaft flange by gap &
sag, according to engine and shaft alignment cal-
– Optimised crankshaft deflections
culation.
– Static loads of the main bearings within the re-
quired limits for service. – Gap tolerance: ±0.10 mm
– Sag tolerance: +0.15/–0.05 mm (+0.05 mm
Before proceeding with the final engine alignment, for subsequent epoxy resin shrinkage in-
the following conditions are provided: cluded).
– Engine erection is completed
– Major ship hull manufacture is completed
L1.4.7.3 Engine alignment towards
– Propulsion shaft line is finally aligned (see sec-
foundation
tion L1.4.2).
Engine alignment towards engine foundation is
verified by measurements of:
The following influences affecting the alignment
should be considered: – crank web deflections (see table L6)
– bedplate top surface.
– Actual ship draught
– Heavy load shifts (e.g. ballasting, bunkering)
Longitudinal twist
are to be avoided during alignment
– Uneven temperature distribution (e.g. direct The engine driving end has to be parallel to free
sunshine) influences alignment measure- end. The relevant measurements refer to the outer
ments. corners of machined bedplate top surface (fig. L2).
The tolerance for parallelism ∆hBPc(max.) is 0.3 mm

and includes a measuring tolerance of 0.1 mm.
∆h BPc (max.)
FE ∆h BPc (max.)
twisted engine
DE straight engine
F10..5289
Fig. L2 Parallelism of driving end (DE) to free end (FE)

Sideways bend Up / downward bend (hog / sag)

The sideways bend (around a vertical axis) is veri- Short engines (5–9 cylinders), as the RTA96C,
fied by measuring the horizontal crank web deflec- should be aligned straight or just slightly pre-
tion. sagged (see table L4), therefore a pre-sag of 0.0
The tolerances for horizontal crank web deflec- mm (tolerance to –0.2 mm) is recommended.
tions are given in table L6.
The sag curve is verified by the shape of bedplate
top surface by measuring the heights of bedplate
along port and starboard side. The measurement
of the actual sag curve can be done either by op-
tical tools or by piano wire.
Calculated pre-sag offsets for reference

Absolute values related to straight base line
vertical offsets in [mm] at main bearing
Pre-sag
RTA96C mb mb mb mb mb mb
(tol.: 0.10) mb #2 mb #3 mb #4 mb #5 mb #6 mb #7 mb #8 mb #9
#10 #11 #12 #13 #14 #15
6 cyl –0.10 0 –0.06 –0.09 –0.10 –0.09 –0.06 0
7 cyl –0.10 0 –0.05 –0.08 –0.10 –0.10 –0.08 –0.05 0
8 cyl –0.10 0 –0.04 –0.07 –0.09 –0.10 –0.10 –0.09 –0.07 –0.04 0
9 cyl –0.35 0 –0.13 –0.23 –0.30 –0.33 –0.35 –0.34 –0.30 –0.23 –0.13 0
10 cyl –0.40 0 –0.14 –0.25 –0.33 –0.38 –0.39 –0.40 –0.38 –0.33 –0.25 –0.14 0
11 cyl –0.50 0 –0.16 –0.29 –0.38 –0.45 –0.49 –0.50 –0.49 –0.45 –0.38 –0.29 –0.16 0
12 cyl –0.60 0 –0.18 –0.32 –0.44 –0.52 –0.58 –0.60 –0.60 –0.58 –0.52 –0.44 –0.32 –0.18 0
Table L4 Calculated pre-sag offsets for reference
L1.4.7.4 Alignment check in uncoupled L1.4.7.5 Alignment check in coupled

condition condition
The following has to be checked and recorded:

– Gap & sag towards forward intermediate shaft
flange
– All crank web deflections (for reference)
– Bedplate top surface (optional, can be
measured in coupled condition too). top clearance
If the recorded values are found to be in excess of no bottom clearance

the given tolerance limits and cannot be improved,
F10.2165
forward actual data records to the engine builder or
Wärtsilä Switzerland Ltd. directly for assistance. Fig. L3 Top and bottom clearance at main bearings
If the recorded values are within the given toler-

ance limits, proceed with coupling the engine to
propulsion shaft line and subsequent steps.

Pre-requisites: L1.4.7.6 Jack-up test for main bearings

– Propulsion shaft line coupled to the engine
– All temporary supports removed. The jack-up tests for engine main bearings are per-
The following items have to be checked and formed in accordance with those for propulsion
recorded: shaft line bearings.
– No bottom clearance in engine main bear-
ings (check by feeler gauge at least the A hydraulic jack (approx. 1000 kN capacity) is
aftermost bearings; see figure L3). placed next to the bearing which load is to be deter-
– Record all crank web deflections. mined:
– Perform jack-up tests of all accessible propul- – Below the flywheel to jack-up for aftmost main
sion shaft line bearings and the 3 aftermost en- bearing #1
gine main bearings. This jack-up test can be – Below adjacent cranks to main bearing #2 and
omitted in case: main bearing #3 respectively to jack those.
– The shipyard has accumulated sufficient
experience on the relevant ship type A dial gauge is placed on top of the shaft or crank
– Jack-up test of the 3 aftermost engine to measure the vertical lift of crank shaft in relation
main bearings is specified during sea trial. to bearing housing.
If the experience of the responsible party deviates The jack-up test should be performed in steps of
from the above mentioned or in case that the re- 15–25bar (20–30kN).
corded values are found to be in excess of the
given limits and cannot be improved, please con- The jack load is determined by plotting the curve
tact engine builder or Wärtsilä Switzerland Ltd for composed of jack-pressures (or loads) and related
assistance and include actual data records. vertical lifts.
The longitudinal offset between main bearing

centre and jack/dial gauge position is compen-
sated by a jack correction factor provided by align-
ment calculation:
Fmb = Fjack jcf
If not available the following jack correction factors

can be used:
Fmb#1 = Fjack(flywheel) 1.3
Fmb(#2–#n) = Fjack(crank) 0.9
Main bearing load = jack load jack correction fac-

tor
The jack / dial gauge positions and correction fac-

tors apply for the main bearings are indicated in
table L5.

main bearing #1 main bearing #2 to #n

at adjacent crank
Jack and dial gauge position at flywheel
(close to relevant main bearing)
Jack correction factor 1.3 0.9
Table L5 Jack correction factor
vertical amax.(vert.) horizontal amax.(hor.)

aftermost cylinder 1
inner cylinders 2 to (n–1) all cylinders 1 to n
foremost cylinder n
+0.17
0.17 0.07
–0.21
Table L6 Crank web deflection limits for alignment
The crank web deflections are measured according to figure L4.
Vertical alignment
Da = aTDC – aBDC
a BDC
D
D/2
a TDC
Horizontal alignment
Da = a 90° before TDC – a 90° after TD
a 90° before TDC a 90° after TDC

F10.3486
Fig. L4 Crankshaft: vertical and horizontal deflections at alignment

L2 Official shop trial L2.1 Wärtsilä trial report
The official shop trial, carried out at the engine The Wärtsilä trial report consist of the following
builder’s factory, enables the purchaser and classi- items:
fication society to witness engine performance
over full load range when driving a dynamometer. • Trial report – specifications
Technical data relating to the engine performance • Trial report
together with mechanical settings, running clear- • Power diagram
ances and alignment dimensions are recorded and (will be supplied by the engine builder)
used as basis for all future re-assembly work, for • Performance data graph
check measurements during later engine inspec- • Settling table sheet A
tions and may facilitate the prompt and correct • Settling table sheet B
identification of engine disturbances. • Check dimensions
• Cylinder liner calibrations
The technical data is recorded on official log sheets • Bedplate alignment (wire readings)
and endorsed by each of the parties. For your con- • Cylinder pressure diagrams
venience, you will find a copy of the trial report
sheets on the following pages.

Trial Report
Specifications:
Engine type: RTA Nominal power: . . . . . . . . . kW at . . . . . . . . . rpm; mep: . . . . . . . . . . . bar
Left / right hand engine running: anticlockwise Cyl. bore: 960 mm; Piston stroke: 2 500 mm
Engine No.: . . . . . . . . . . . . . ; Order No.: . . . . . . . . . . . . . Installation: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine builder: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Purchaser: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Brake type: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..................................
Power calculation: Ps [kW] = . . . . . . . . . . . F( ) N [rpm] ..................................
Turbocharger: Type ................. Serial No. . . . . . . . . . . . . . nmax = . . . . . . . . . . . . . . . . . . . . . . . . rpm;
Specification: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tmax = .............................. °C
Fuel oil: Grade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . low. cal. val.: . . . . . . . . . . . . . . . . . kJ/kg
Density at 15°C . . . . . . . . . . . . . . . g/ml Viscosity at 40°C: . . . . . . . . . . . . . . mm2/S
Viscosity at 20°C: . . . . . . . . . . . . . . mm2/S
Lubrication: Bearing oil: Cylinder oil: Turbine oil: Governor oil:
Grade: ........... ........... .......... ..................
Density at 15°C: ........... ........... .......... . . . . . . . . . . . . . . . . . . g/ml
Density at 40°C: ........... ........... .......... . . . . . . . . . . . . . . . . . . mm2/S
Special tests:
Speed drop: power dropped from 100% to 0%: load indicator position dropped from . . . . to ........
engine speed increased from . . . . rpm to . . . . r/min; nn = . . . . . . rpm = . . . . . . %
Overspeed: safety device stops the engine at . . . . . . . rpm = . . . . . % of nominal speed
Press. safety device: (Governor speed setting pressure for slow down = 3 bar)
Main bear- Crosshead Cylinder cool- Piston

Set points for: Valve air spring
ing oil bearing oil ing water coolant
Pressure [bar]
Slowdown delayed [sec]
Fuel cut off delayed [sec]
Minimum speed: governor speed setting pressure: . . . . . . . bar load indicator position: . . . . . . . . .
engine running with . . . . . . rpm = . . . . . % of nominal speed
Starting tests: ahead-astern, starting air pressure drops during . . . . . . consecutive starts from
.... bar to . . . . . bar air bottle capacity: . . . . . . . . m3
Continuation sheets: For the classification society(ies): Place and date of trial:
No . . . . . . . . . . . . . . .................................... ..............................
No . . . . . . . . . . . . . . .................................... ..............................
No . . . . . . . . . . . . . . For the purchaser Start . . . . . . . . . . . . . . . . . . . . . . . . . .
No . . . . . . . . . . . . . .
No . . . . . . . . . . . . . .
No . . . . . . . . . . . . . . .................................... End . . . . . . . . . . . . . . . . . . . . . . . . . .
No . . . . . . . . . . . . . . For Wärtsilä Switzerland Ltd:
No . . . . . . . . . . . . . . Sheet No.:
No . . . . . . . . . . . . . .
No . . . . . . . . . . . . . . .................................... ..............................
Table L7 Trial report (Specification) T10.3710

Table L8 Trial report (Engine)

F10.2166
Fig. L5 Performance curves

Table L9 Setting table (Sheet A) T10.3668

T10–3664
Table L10 Setting table (Sheet A continued)

Table L11 Setting table (sheet B) T10.3665

F10.2169

F10.2170

F10.3666



Inspection sheet
Bedplate alignment
Engine type:................................................. Order No:.................................................
Code:................................................. Engine No:.................................................

Piano wire dia. 0.3 mm
Weight Weight
7 kp 7 kp
296.996
Fig. L6 Inspection bedplate alignment
A1 A2 A3 A4 A5 A6 A7 A8 A9 A10 A11 A12 A13
exhaust side
Engine completed
B1 B2 B3 B4 B5 B6 B7 B8 B9 B10 B11 B12 B13
fuel side
Engine completed
Measuring position
D1 D2 D3 D4 D5 D6 D7 D8 D9 D10 D11 D12 D13
diagonal
–– –– ––
Measuring position
E1 E2 E3 E4 E5 E6 E7 E8 E9 E10 E11 E12 E13
diagonal
–– –– ––
Table L17 Inspection sheet (Bedplate alignment)

F10.2174

F10.2175

F10.2852

F10.3667
Fig. L10 Cylinder pressure diagram (Cylinder 10, 11, 12).

M. Appendix
M1 Reference to other Wärtsilä Ltd publications
For further publications please visit our homepage http:/www.wartsila.com

or contact your local Wärtsilä representative
or contact
PO Box 414
Telephone: +41 52 262 4922
Telefax: +41 52 212 4917
Wärtsilä Switzerland Ltd M–1 25.72.07.40 – Issue V.04 – Rev. 0

M. Appendix
M2 SI dimensions for internal combustion engines

A Area m2, mm2, cm2
m Mass kg, t, g
t Time s, d, h, min
a Acceleration m/s2
p Momentum Nm
F Force N, MN, kN
P Power W, kW, MW
U Voltage V
I Current A
25.72.07.40 – Issue V.04 – Rev. 0 M–2 Wärtsilä Switzerland Ltd

M. Appendix
M3 Approximate conversion factors
Length Force
1 ft = 12 in = 304.8 mm
1 statute mile = 1760 yds = 1609.3 m 1 psi (lb/sq in) = 6.899 kPa
1 nautical mile = 6080 feet = 1853 m (0.0689 bar)
Mass Velocity
1 oz = 0.0283 kg 1 mph = 1.609 km/h
1 lb = 16 oz = 0.4536 kg 1 knot = 1.853 km/h
1 long ton = 1016.1 kg
1 short ton = 907.2 kg Acceleration
1 tonne = 1000 kg 1 mphps = 0.447 m/s2
Area Temperature
1 in2 = 6.45 cm2 1 °C = 0.55 (°F -32)
1 ft2 = 929 cm2
1 yd2 = 0.836 m2 Energy
1 acre = 4047 m2 1 BTU = 1.06 kJ
1 sq mile (of land) 640 acres = 2.59 km2 1 kcal = 4.186 kJ
Volume
1 in3 = 16.4 cm3 Power
1 ft3 = 0.0283 m3 1 kW = 1.36 bhp
1 yd3 = 0.7645 m3 1 kW = 860 kcal/h
Volume (fluids)
1 Imp. pint = 0.568 l
1 U.S. pint = 0.473 l
1 U.S. quart = 0.946 l
1 Imp. gal = 4.546 l
1 U.S. gal = 3.785 l

M. Appendix
M4 Wärtsilä Corporation Worldwide

M4.1 Headquarters
Wärtsilä Corporation Tel. +358 10 709 0000

John Stenbergin ranta 2 Fax +358 10 709 5700
P.O. Box 196
FIN-00531 Helsinki
Finland
M4.2 Production Companies
Finland Wärtsilä Finland Oy Tel. +358 10 709 000

Järvikatu 2-4 Fax +358 6 317 1906
P.O. Box 244
FIN-65101 Vaasa
Finland

Tarhaajantie 2 Fax +358 6 356 7188
P.O. Box 252
FIN-65101 Vaasa
Finland

Stålarminkatu 45 Fax +358 2 234 2419
P.O. Box 50
FIN-20811 Turku
Finland
France Wärtsilä France SAS Tel. +33 389 666 868

1, rue de la Fonderie Fax +33 389 666 850
B.P. 1210
F-68054 Mulhouse Cedex
France
Italy Wärtsilä Italia S.p.A. Tel. +39 040 319 5000

Bagnoli della Rosandra 334 Fax +39 040 319 5728
I-34018 San Dorligo della Valle, Trieste
Italy
The Netherlands Wärtsilä Nederland B.V. Tel. +31 38 4253 253

P.O. Box 10608 Fax +31 38 4253 352
NL-8000 GB Zwolle
The Netherlands
Norway Wärtsilä Norway AS Tel. +47 53 42 25 00

N-5420 Rubbestadneset Fax 47 53 42 25 01
Norway

M. Appendix
Spain Wärtsilä Ibérica S.A. Tel. +34 94 6170 100

Poligono Industrial Landabaso, s/n Fax +34 94 6170 113
Apartado 137
E-48370 Bermeo (Viscaya)
Spain
Switzerland Wärtsilä Switzerland Ltd Tel. +41 52 262 49 22

Zürcherstrasse 12 Fax +41 52 262 07 18
P.O. Box 414
CH-8401 Winterthur
Switzerland
M4.3 Corporation Network
Australia Wärtsilä Australia Pty Ltd. Tel. +61 2 9672 8200

48 Huntingwood Drive Fax +61 2 9672 8585
Huntingwood 2148
New South Wales
Australia
Brazil Wartsila do Brasil Ltda. Tel. +55 21 38 78 8900

Rua São Luiz Gonzaga, 354 Fax +55 21 38 78 8901
20910-970 São Cristovão,
Rio de Janeiro, RJ
Brazil
Chile Wärtsilä Chile Ltda. Tel. +56 2 2325 031

Nueva de Lyon 096, Fax +56 2 2328 754
Oficina 305
Providencia, Santiago
Chile
China Wärtsilä China Ltd. Tel. +852 2528 6605

Room 4201 Hopewell Centre Fax +852 2529 9488
183 Queen’s Road East
Wanchai
Hong Kong
China
China Wärtsilä Engine (Shanghai) Co., Ltd. Tel. +86 21 6415 5218
Unit A, 14 Floor, Fax +86 21 6415 5868
World Plaza 855 Pu Dong
Nan Lu,
Shanghai 200120
P.R. China
China Wärtsilä Beijing Repr. Office Tel. +86 10 659 31842

Room 2505, 25th Floor, CITIC Building Fax +86 10 659 31843
19 Jianguomenwai Daijie
Beijing 100004
P.R. China

M. Appendix
China Wärtsilä Dalian Repr. Office Tel. +86 411 264 5987
Room 815-816, Furama Hotel Fax +86 411 282 2100
No. 60 Ren Min Road
Dalian 116001
P.R. China
China Wärtsilä Taiwan Ltd. Tel. +886 2 8227 1066

13F-4, No. 186 Jian Yi Road Fax +886 2 8227 1067
Chung Ho City,
Taipei Hsieng, 235
Taiwan R.O.C.
Denmark Wärtsilä Danmark A/S Tel. +45 33 454 133

Axeltorv 8, 1st Floor Fax +45 33 454 130
DK-1609 Copenhagen V
Denmark
France Wärtsilä France S.A.S. Tel. +33 3 89 66 6868

1, rue de la Fonderie Fax +33 3 89 66 6850
Boite Postale 1210
F-68054 Mulhouse
France
Germany Wärtsilä Deutschland GmbH Tel. +49 40 75 1900

Schlenzigstrasse 6 Fax +49 40 75 190-192
D-21107 Hamburg
Germany
Great Britain Wärtsilä UK Ltd. Tel. +44 1732 744 400

Tubs Hill House Fax +44 1732 744 420
London Road
Sevenoaks
Kent TN13 1BL
Great Britain
Great Britain Wärtsilä UK Ltd. Tel. +44 1224 871 166

Girdleness Trading Estate Fax +44 1224 871 188
Wellington Road
Aberdeen AB11 8DG
Great Britain
Greece Wärtsilä Greece S.A. Tel. +30 1 413 54 50

4, Loudovikou Square Fax +30 1 4117 902
GR-185 31 Piraeus
P.O. Box 860 12
GR-185 03 Piraeus
Greece
India Wärtsilä India Ltd. Tel. +91 22 605 7506

Centre Point, 4th Floor Fax +91 22 605 7511
Juhu & S.V. Road Junction
Santacruz (West)
Mumbai 400 054
India

M. Appendix
Ireland Wärtsilä Ireland Ltd. Tel. +353 1 462 6700

54 Broomhill Drive, Tallaght Fax +353 1 462 6722
Dublin 24
Ireland
Italy Wärtsilä Navim Diesel S.r.l. Tel. +39 010 373 0779
Via Carrara 24-26 Fax +39 010 373 0757
I-16147 Genova
Italy
Japan Wärtsilä Japan Co. Ltd. Tel. +81 78 392 5333

Kobe Yusen Building 1-1-1, Kaigan-dori Fax +81 78 392 8688
Chuo-ku
Kobe 650-0024
Japan
Korea (Rep. of) Wärtsilä Korea Ltd. Tel. +82 2 3272 8032
Noksan Bldg. 6th Floor Fax +82 2 3272 8036
50-11, Yonggang-dong,
Mapo-Gu
Seoul 121-070
Korea (Rep. of)
Korea (Rep. of) Wärtsilä Korea Ltd. Tel. +82 51 465 2191
Pusan Marine Centre Bldg., 10th Floor Fax +82 51 465 5222
79-1, Chungangdong, 4-Ga
Chung-Gu
Pusan 600-715
Korea (Rep. of)
Norway Wärtsilä Norway A/S Tel. +47 64 93 7650

Hestehagen 5 Fax +47 64 93 7660
Holter Industriområde
N-1440 Drøbak
Norway
Peru Wärtsilä del Perú S.A. Tel. +51 1 241 7030

J. Arias Aragües 210 Fax +51 1 444 6867
San Antonio – Miraflores
Lima 18
Peru
Philippines Wärtsilä Philippines Inc. Tel. +63 49 543 0301-06

No 6, Diode Street Fax +63 49 5430 381
Light Industry and Science Park
Bo, Diezmo, Cabuyao, Laguna
Philippines
Poland Wärtsilä Polska, Sp zo o Tel. +48 22 843 8751

Al. Wilanowska 372 Fax +48 22 843 8752
02-665 Warszawa
Poland

M. Appendix
Poland Wärtsilä Polska, Sp zo o Tel. +48 58 345 23 44

Branch Office Fax +48 58 341 67 44
Ul. Grunwaldzka 139
80-264 Gdansk
Poland
Russia Wärtsilä Russia Tel. +7 095 937 75 89

Pokrovsky Bulvar 4/17, Building 4B Fax +7 095 937 75 90
RU-101000 Moscow
Russia
Russia Wärtsilä Russia Tel. +7 812 118 6331

Shvedsky Pereulok, 2, +7 812 118 6334
RU-191186 St. Petersburg Fax +7 812 118 6329
Russia
Saudi Arabia Wärtsilä Saudi Arabia Ltd. Tel. +966 2 637 6470
Industrial City, Fax +966 2 637 6482
P.O. Box 2132
Jeddah 21451
Saudi Arabia
Singapore Wärtsilä Singapore Pte Ltd. Tel. +65 265 9122

14, Benoi Crescent Fax +65 264 0802
Singapore 629977
Singapore
South Africa Wärtsilä South Africa Pty Ltd. Tel. +27 21 511 1230
P.O. Box 356 Fax +27 21 511 1412
7420 Cape Town
South Africa
Sweden Wärtsilä Sweden AB Tel. +46 316 56 100

Polstjärnegatan 10 Fax +46 316 56 130
P.O. Box 8006
SE-40277 Gothenburg
Sweden
Turkey Wartsila-Enpa Dis Ticaret A.S. Tel. +90 212 327 1530
Süleyman Seba Cad. No. 92, Fax +90 212 327 1535
Besiktas Plaza
A Blok Zemin Kat.
80610 Besiktas Istanbul
Turkey
United Arab Emirates Wärtsilä Gulf FZE Tel. +971 4 838 979
P.O. Box 61494 Fax +971 4 838 704
Jebel Ali
Dubai
United Arab Emirates

M. Appendix
USA Wärtsilä North America Inc. Tel. +1 954 327 4700

2900 S.W. 42nd Street Fax +1 954 327 4877
Fort Lauderdale/Hollywood,
Florida 33312
USA
USA Wärtsilä Inc. Tel. +1 410 573 2100

201 Defense Highway, Suite 100 Fax +1 410 573 2200
Annapolis, MD 21401
USA
USA Wärtsilä Inc. Tel. +1 713 840 0020

Summit Tower Fax +1 713 840 0009
11 Greenway Plaza, Suite 2920
Houston, Texas 77046
USA
M4.4 Licensees
China China State Shipbuilding Corporation Tel. +86 10 6803 0208

(CSSC) Fax +86 10 6803 1579
No. 5 Yuetan Beijie
100861 Beijing
P.R. China
For the works of:

Hudong Heavy Machinery Co Ltd Tel. +86 21 5871 3222
(HHM) Fax +86 21 5846 2023
2851 Pudong Dadao,
200129 Shanghai
Shangchuan Diesel Co Ltd (SSD) Tel. +86 21 5879 0451

No. 1 Jimo Road, Pudong, Fax +86 21 5876 1546
200120 Shanghai
China China Shipbuilding Industry Tel. +86 10 6803 0208

Corporation (CSIC) Fax +86 10 6803 1579
No. 5 Yuetan Beijie
100861 Beijing
P.R. China
For the works of:

Dalian Marine Diesel Works (DMD) Tel. +86 411 441 7273
No. 1 Hai Fang Street, Fax +86 411 441 7499
116021 Dalian
Yichang Marine Diesel Engine Plant Tel. +86 717 646 8890
(YMD) Fax +86 717 646 9752
93, Xiling 2 Road,
443002 Yichang
Croatia “3. Maj” Engines & Cranes Tel. +385 51 262 666
Liburnijska 3 +385 51 262 700
P.O. Box 197 Fax +385 51 261 127
51000 Rijeka
Croatia

M. Appendix
Italy Isotta Fraschini Motori S.p.A. Tel. +39 080 5345 000
Via F. de Blasio - Zona Industriale Fax +39 080 5311 009
I-70123 Bari
Italy
Japan Diesel United Ltd. Tel. +81 3 3257 8222

(Head Office) Fax +81 3 3257 8220
8th Floor, Prime Kanda Building
8, 2-chome, Kanda Suda-cho
Chiyoda-ku
Tokyo 101-0041
Japan
For the works of:

Diesel United Ltd (Aioi Works) Tel. +81 7912 4 2605
5292 Aioi, Aioi City, Fax +81 7912 3 3886
Hyogo Pref. 678-0041
Japan Hitachi Zosen Corporation Tel. +81 6 6569 0001

(Head Office) Fax +81 6 6569 0002
1-7-89, Nanko-kita
Suminoe-ku
Osaka 559-8559
Japan
For the works of:

Hitachi Zosen Diesel & Engineering Tel. +81 968 78 21 78
Corporation Fax +81 968 78 70 36
Nagasu-machi, Tamana-gun
Kumamoto 859-0193
Hitachi Zosen Corporation Tel. +81 3 3217 8504

(Tokyo Office) Fax +81 3 3217 8453
Palaceside Building, 7th Floor
1-1, Hitotsubashi 1-chome, Chiyoda-ku
Tokyo 100-8121
Japan Mitsubishi Heavy Industries Ltd. Tel. +81 3 3212 9164

(Head Office) Fax +81 3 3212 9779
5-1 Marunouchi, 2-chome
Chiyoda-ku
Tokyo 100-8315
Japan
For the works of:

Mitsubishi Heavy Industries Ltd. Tel. +81 78 672 3791
(Kobe Shipyard & Machinery Works) Fax +81 78 672 3695
1-1, 1-chome, Wadasaki-Cho
Hyogo-ku
Kobe 652-8585
Japan NKK Corporation Tel. +81 3 3217 3320

1-2, Marunouchi, 1-chome Fax +81 3 3214 8421
Chiyoda-ku
Tokyo 100-8202
Japan
For the works of: Tel. +81 45 505 7507

NKK Corporation Fax +81 45 505 7624
2-1 Suehiro-cho, Tsurumi-Ku
Yokohama 230-8611

M. Appendix
Korea Hyundai Heavy Industries Co., Ltd. Tel. +82 522 30 7281
Engine and Machinery Division +82 522 30 7282
#1, Cheonha-dong, Dong-ku Fax +82 522 30 7424
Ulsan City 682-792 +82 522 30 7427
Korea
Korea HSD Engine Co Ltd Tel. +82 55 260 6001

69-3, Sinchon-dong Fax +82 55 260 6983
Changwon-City,
Kyungnam
Changwon City 641-370
Korea
Poland H. Cegielski-Poznan SA (HCP) Tel. +48 61 831 1350

Ul. 28 Czerwca 1956 Nr. 223/229 +48 61 831 2350
60-965 Poznan Fax +48 61 832 1541
Poland +48 61 833 1441
+48 61 833 0978
Poland Zaklady Urzadzen Technicznych Tel. +48 32 45 72 70

“Zgoda” SA Fax +48 32 45 72 15
Ul. Wojska Polskiego 66/68 +48 32 45 72 71
41-603 Swietochlowice
Poland

M. Appendix
Page intentionally left blank.

M. Index
A D
Air filtration, F–70 Daily tanks, F–46
Air flow requirements, F–67 DENIS, G–1
Air pressure reducing and filtering unit, F–59 DENIS description, G–2
Air separator, F–11 DENIS engine specification, G–2
Air vents, F–66 DENIS remote control specification, G–2
Alarm sensors, G–12 Design conditions, C–4
Aluminium, F–42 Dimensions and masses, H–2
Ambient temperature consideration, F–68 Discontinuous back-flushing, F–54
Arctic conditions, F–68 Dynamic behaviour, D–12
Ash, F–41
Automatic back-flushing lubricating oil filter, F–24 E
Automatic back-flushing fuel oil filter, F–54 Earthing slip-rings, H–91
Automatic temperature control valve, F–11 Electrically driven compensator, D–6
Auxiliary blower requirements, C–9 Engine air inlet, F–68
Axial vibration, D–8 Engine alignment tools, H–78
Engine control, B–2
B Engine coupling, H–86
Back-flushing filter after the feed pumps, F–54 Engine data, C–4
Barred-speed range, D–7 Engine description, B–1
Bearing and cylinder lubricating oil systems, L–1 Engine dismantling, L–2
Bedplate, B–1 Engine dispatch, L–3
Bottom-end bearing, B–2 Engine earthing, H–90
Engine emissions, I–1
C Engine installation and alignment, L–4
Camshaft, B–2 Engine installation with ship on slipway, L–7
Carbon residue, F–41 Engine numbering, B–4
Central cooler, F–10 Engine options, B–2
Central fresh water cooling system components, F–10 Engine outlines, H–12
Centrifugal separators, F–46 Engine performance data, C–4
Change-over duplex filter, F–24 Engine pipe connections, F–76
Characteristic design features, B–1 Engine pre-heating, F–16
Classification society, F–12 Engine safety system, G–1
CMCR, C–2 Engine seating, H–54
Constant speed gear, E–2 Engine shut-down system, G–1
Contents of fluid in the engine, H–6 Engine spare parts, K–4
Continuous service rating, C–2 Engine stays, H–93
Control air system supply, F–59 Engine structure, B–1
Conversion factors, M–3 Engine system data, F–1
Crankshaft, B–2 Engine-room control, G–1
Crosshead, B–2 Engine-room ventilation, F–67
Cylinder cooling water pump, F–11 Epoxy resin chocks, H–54
Cylinder cooling water system components, F–11 Exhaust gas system, F–64
Cylinder cover, B–2 Exhaust valve, B–2
Cylinder liners, B–2 Expansion tank (cylinder cooling water system), F–11
Cylinder lubricating oil system, F–25 External forces and moments, D–1
Cylinder lubrication, B–2 Extinguishing agents, H–98
Wärtsilä NSD Switzerland Ltd Index–1 25.72.07.40 – Issue V.04 – Rev. 0

M. Index
F Lubricating oil drain tank, F–29, F–30

Final engine alignment, L–8 Lubricating oil full flow filters, F–24
Fire protection, H–98 Lubricating oil high-pressure pump, F–24
Fitting coupling bolts, H–86 Lubricating oil low-pressure pump, F–24
Flash point, F–42 Lubricating oil maintenance and treatment, F–25
Flushing the fuel oil system, F–55 Lubricating oil requirements, F–25
Flushing the lubricating oil system, F–37 Lubricating oil separator, F–25
Free first order moments, D–2 Lubricating oil system, F–17
Free second order moments, D–2 Lubricating oil system for turbocharger, F–17
Fresh water pump, F–10
Freshwater generator, F–12, F–14 M
Friction stays details, H–96 Main bearing, B–2
Fuel oil endheater, F–52 Main bearing oil, F–17
Fuel oil feed pump, F–51 Main fuel oil filter before the injection pumps, F–54
Fuel oil requirements, F–40 Main lubricating oil system, F–17
Fuel oil system, F–40 Main lubricating oil system components, F–24
Fuel oil system mixing unit, F–52 Main shaft earthing system, H–91
Fuel oil system on the engine, F–50 Main-engine driven generator, B–2
Fuel oil treatment, F–44 MAPEX family, G–27
Mounting and storage proposals, K–33
G
General service and working air, F–59 N
Noise, I–3
H NOx emissions, I–1
Heavy fuel oil system components, F–51
High-pressure booster pump, F–52 O
Hull vibration, D–7, D–9 Optional tools, J–1
Hydraulic stays details, H–94 Order forms for vibration calculations and simulation, D–12
Overload limit, C–2
I Overspeed limit, C–2
Ignition quality, F–42
Injection pump, B–2 P
Installation and assembly of sub-assemblies, L–6 Part load data diagram, F–1
Installing a complete engine, L–7 Pipe connections, F–5
Installing an engine from assembled sub-units, L–7 Pipe size and flow details, F–72
ISO Standard 15550, C–4 Pipe velocities, F–72
ISO Standard 3046-1, C–4 Piping symbols, F–73
Piping systems, F–5
L Piston, B–2
Lateral engine vibration, D–5 Platform and gallery arrangement, H–25
Lateral stays, D–6 Pour point, F–42
Layout field, C–1 Power take off, D–7
Leakage collection system, F–60 Pressure and temperature ranges, C–10
Load range with main-engine driven generator, C–3 Pressure regulating valve, F–51
Load range limits, C–2 Pressurized fuel oil system, F–47
Longitudinal engine vibration, D–7 Primary engine data, B–3
Lubricating oil cooler, F–24 Propeller characteristics, C–1
25.72.07.40 – Issue V.04 – Rev. 0 Index–2 Wärtsilä NSD Switzerland Ltd

M. Index
Protection cylinder cooling water system, L–1 Summarized spares data, K–2
Protection engine exterior, L–1 System dynamics, D–12
Protection pipework, L–1
Protection turbocharger in place, L–1 T
PTO arrangements, E–2 Temperature control, F–10
Terminal boxes and sensors, G–24
Q Thermal expansion at TC expansion joint, H–5
Questionnaire winGTD, F–2 Thrust sleeve, H–54
Tools, J–1
R Tools (optional), J–40
Rating points, C–1 Tools (standard), J–2
Reduced piston dismantling height, H–7 Tools (storage proposal), J–46
Reduction of axial vibration, D–9 Tools (turbocharger), J–45
Reduction of lateral vibration, D–6 Torsional vibration, D–7
Reduction of torsional vibration, D–8 Trace metals, F–41
Reference conditions, C–4 Treatment against corrosion, L–1
Reference to other documentation, M–1 Trial report, L–12
Remote control system, G–1 Turbocharger spare parts, K–32, K–33
Remote control systems suppliers, G–9 Turbocharger tools, J–1
Removing rust preventing oils, L–4 Turbocharger weights, C–9
Rocking, D–5 Turbocharging system, B–2
Turning gear requirements, C–9
S
Scavenge air cooler, F–10 U
Scavenge air cooler parameters, C–5 Using winGTD, C–11
Scavenge air system, B–2, F–68
Sea-water pump, F–10 V
Sea-water strainer, F–10 Vertical drains, F–30
Sediment, F–41 Vibration aspects, D–1
Separator arrangement, F–46 Viscosity, F–41
Settling tanks, F–46
Shafting alignment, L–4 W
Shafting system, D–8 Wärtsilä Corporation Network, addresses, M–5
Shop trial, L–12 Wärtsilä Corporation Worldwide, addresses, M–4
Signal list, G–19 Wärtsilä Headquarters, adresses, M–4
Silicon, F–42 Wärtsilä Licensees, addresses, M–9
Space requirements and dismantling heights, H–6 Wärtsilä Production Companies, addresses, M–4
Speed control, G–7 Waste heat recovery, E–2
Spraycoating with rust preventing oil, L–1 Water content of the fuel oil, F–42
Standard engine control, G–5 winGTD, C–11
Standard tools, J–1 Working air, F–59
Starting air compressors, F–59
Starting air receivers, F–59
Starting and control air system specification, F–59
Starting and control air systems, F–57
Storage proposal, J–1
Sulphur, F–41
Wärtsilä NSD Switzerland Ltd Index–3 25.72.07.40 – Issue V.04 – Rev. 0

M. Index
25.72.07.40 – Issue V.04 – Rev. 0 Index–4 Wärtsilä NSD Switzerland Ltd

K. Appendix
K5 Questionnaire order specification for Sulzer RT-flex96C engines
Instructions
When completing the questionnaire, please note:
All quantities to be stated for one vessel.
When two or more and/or are connected with a line, only one of them should be filled in
with or
Standard
= standard items or specification
Options
= optional items or specification
Info
= to be marked for information only
= included in extent of delivery
= not included in extent of delivery
Example:
Direction of rotation (facing the flywheel)
Rotation clockwise
Rotation anticlockwise
T10.3616

K. Appendix

Engine code
30 00 00 Client specification
01 Shipyard:
02 Owner / company:
03 Others:
04 Contact person at shipyard:
05 Department:
06 Address:
07 Country:
08 Telephone:
09 Telefax: e-mail:
10 E-mail:
11 Reference:
12 Consultant:
13 Project / newbuilding number:
14 Type of vessel:
15 Size of vessel:
16 Number of ships:
17 Classification:
18 Number of engines / type:
19 Engine builder:
20 Anticipated engine order date (total for this order):
21 Date(s) of ship(s) delivery:
22 Internal order number:
23 Engine numbers:
Remarks:
Wärtsilä Switzerland Ltd representative:
Date:

K. Appendix

Engine code
30 10 00 Plant information
01 Single engine installation (propulsion)

02 Twin engine installation (propulsion)
03 Contracted speed of vessel: knots
04 Contracted engine power: kW
05 Contracted engine (propeller) speed: rpm
06 Rotation clockwise
07 Rotation anti-clockwise
} (looking from the propeller towards the engine)
08 Reversible engine(s) and fixed-pitch propeller
09 Non-reversible engine(s) and controllable-propeller
10 Turbocharger number:
Turbocharger make
11 ABB, type TPL
12 Mitsubishi, type MET
13 Barred-speed range accepted by owner (yes / no):
14 Torsional vibration damper (type):
15 Additional damper monitoring system:
16 Axial damper
Power take off (PTO)
17 Tunnel gear
18 Thyristor frequency control:
19 Main engine speed to enable 100 per cent PTO speed: rpm
Remarks:

K. Appendix

Engine code
30 10 00 Plant information (continuation)
24 Shaft generator manufacturer:

25 Shaft generator output: kVA
26 Shaft generator voltage: V
27 Shaft generator speed: rpm
28 Shaft generator frequency: Hz
29 Engine running on HFO (viscosity: mm2/s at 50°C)
30 Fuel for test bed trials:
Engine chocks
31 Epoxy resin
32 Rules and regulations according to classification societies:
33 Other regulations:
34 Standard dynamic calculation
35 Special calculation:
36 Special measurements:
37 Flywheel inertia: kgm2
Electrical power available in plant
38 AC: voltage (low): , phase: Hz
39 AC: voltage (high): , phase: Hz
40 DC: voltage:
Engine fixation
41 Hydraulic lateral stays
42 Friction stays
Remarks:

K. Appendix

Engine code
30 20 00 Rating
01 The outputs are calculated for design (tropical) conditions

02 Engine power MCR (R1): kW
03 Engine power CMCR (Rx): kW
05 Engine speed CMCR (Rx): rpm
06 Engine specified for CMCR
07 Engine power CSR: kW
08 Engine speed CSR: rpm
09 Delta Tuning
Remarks:

K. Appendix

Engine code
30 30 00 Engine
01 The guarantees are based on reference conditions (see section “Engine data”).
02 Number of cylinders:
03 Engine cylinder power MCR (R1): kW/cyl
05 Engine cylinder power CMCR (Rx): kW/cyl
06 Engine speed at CMCR (Rx): rpm
07 BSFC CMCR: g/kWh
08 BSFC CSR: g/kWh
09 BSFC 50 per cent CMCR: g/kWh
10 BSFC per cent CMCR: g/kWh
11 Lub. oil consumption at full load after running in (approx.): g/kWh
Acceptance test according to propeller law:
12 Load tests at: 50 per cent CMCR: 0.5 h
BSFC quarantee point: 1.0 h
not BSFC quarantee points: 0.5 h
13 Others: per cent CMCR h
per cent CMCR h
per cent CMCR h
14 Speed control (governor) test

15 Starting air test
16 Emergency trip test
17 Minimum engine speed test
18 Others:
Remarks:

K. Appendix

Engine Code
30 40 00 Systems
01 Pipe connections with blank flanges having gaskets and bolts or

screw connections for small pipes according to DIN specification.
02 According to JIS specification (please check with WCH or

or engine builder if available for this engine).
03 PTO
41 00 Cooling water systems

01 Central fresh water (single-stage SAC and integrated HT circuit)
02 Central fresh water (single-stage SAC and separate HT circuit)
03 Central fresh water (two-stage SAC)
04 Engine room ambient temperature: min. °C max. °C
05 Pre-heating time: h
Remarks:

K. Appendix

Engine Code
42 00 Lubricating oil system

01 Piston cooling oil flow monitoring
02 Oil mist detector (Graviner/Schaller):
03 Cylinder lubricator:
04 Vertical drains from engine bedplate
05 Horizontal drains from engine bedplate
43 00 Fuel oil system

01 Fuel pre-heating pipes (steam)
02 Fuel pre-heating pipes (thermal oil)
03 Fuel pre-heating by electric wire coils
04 Fuel leakage monitoring
44 00 Turbocharger
01 Turbocharger make / type
02 Turbocharger washing plant (wet)
03 Soft blast cleaning (dry)
04 Sensor for vibration monitoring system
45 00 Scavenge air cooler (SAC), fresh water

01 Single-stage SAC with condensate separator
02 Two-stage SAC with condensate separator
03 SAC washing plant (air side)
Remarks:

K. Appendix

Engine Code
46 00 Starting and instrument air system

01 Air piping
Connection position
02 Free end
03 Driving end
47 00 Exhaust system
01 Exhaust gas system
02 TC exhaust gas outlet casing angle °
48 00 Engine control, monitoring and instrumentation

01 DENIS-9520 interface for remote control system (RCS)
approved by Wärtsilä Switzerland Ltd:
02 Alarm and safety functions for attended machinery space (AMS)
03 Alarm and safety functions for unattended machinery space (UMS)
04 Shaft drive for torsional vibration sensor
05 Engine control pipes
Remarks:

K. Appendix

Engine Code
30 50 00 Spare parts / tools
51 00 Spare parts
01 Engine spare parts according to minimum requirement of classification society.
02 Engine spare parts recommended by the engine designer in addition to
classification society requirements.
03 Special parts on request:
04 Spare parts for engine control room

05 Spare parts for turbocharger(s)
06 Spare parts for auxiliary blowers
Remarks:

K. Appendix

Engine Code
30 50 00 Spare parts / tools (continuation)
52 00 Tools
01 Basic set of engine tools for normal maintenance and overhaul work.
02 Special engine tools
Remarks:

K. Appendix

Engine Code
30 60 00 Documentation
01 Name plates on engine

02 Caution plates
Language:
03 English
04 Japanese
05 Korean
06 Chinese
07 French
08 Spanish
09 German
10 Maintenance manual / instruction books

Language:
11 English
12 Japanese
13 Korean
14 Chinese
15 French
16 Spanish
17 German
18 2 sets of documentation for installation weeks after receipt

of necessary information from costumer.
19 2 sets of instruction books (spare parts code book, operating manual and
maintenance manual) weeks after delivery of engine.
Remarks:

K. Appendix

Engine Code
30 70 00 Packing / transport / planting
71 00 Packing & transport

01 Short distance transport and short-term storage, i.e. max 8 weeks from delivery
’Ex-works’ to installation (transport distance up to approx. 1000 km).
02 Overseas or long distance transportation and seaworthy packing:
03 Long-term storage:
04 Crane capacity available:

05 Dispatch pattern:
06 Lifting devices and dehumidifiers, to be returned to the engine builder
at the yard’s expense.
07 Other agreement:
08 Special devices for lifting or transportation required:
72 00 Painting
01 Engine builder standard finish
02 Special painting requirement:
Remarks:

K. Appendix

Engine code
30 80 00 Technical assistance from Wärtsilä Switzerland Ltd
01 Supervision during plant installation (fee is not included in

normal extent of supply):

05 Supervision during dock trial (fee is not included in normal extent of supply):
09 Supervision during sea trial (fee is not included in normal extent of supply):
13 The engine supplier requests permission to inspect the engine at the intervals
during erection and storage at the yard, dock and sea trials and guarantee period.
No fees or travelling expenses are charged.
14 Supervision during engine manufacturing, erection, shop trial and transport

(fee is not included in normal extent of supply):

Remarks:

K. Appendix

Engine Code
30 90 00 Commercial terms and conditions
Terms of delivery according to Incoterms 1990

01 Ex-works:
02 FOB:
03 CFR:
04 CIF:
05 Other terms of delivery:
06 Guarantee:
The guarantee period begins at shipment and lasts for 12 months after approved
sea trial, but for a maximum of 18 months after delivery Ex-works, whichever
comes first.
07 Other guarantee conditions to be specified:
08 All terms and conditions are governed by general conditions of supply of:
09 Other terms and conditions to be specified:
Remarks:
FOB = Free on board

CFR = Carriage, costs and freight
CIF = Carriage, costs, insurance and freight

K. Appendix

K. Appendix
K1 Reference to other Wärtsilä Switzerland documentation
For further publications please visit our homepage:

http:/www.wartsila.com,
contact
your local Wärtsilä representative
or
PO Box 414
Telephone: +41 52 2624922
Telefax: +41 52 2124917
Direct Fax: +41 52 2620707

K. Appendix
K2 Piping symbols
F10.1910

K. Appendix
F10.1911

K. Appendix
F10.1905

K. Appendix
K3 SI dimensions for internal combustion engines

A Area m2, mm2, cm2
m Mass kg, t, g
t Time s, d, h, min
a Acceleration m/s2
p Momentum Nm
F Force N, MN, kN
P Power W, kW, MW
U Voltage V
I Current A
Table K1 SI dimensions

K. Appendix
K4 Approximate conversion factors
Length Force

1 ft = 12 in = 304.8 mm
1 statute mile = 1760 yds = 1609.3 m
1 nautical mile = 6080 feet = 1853 m 1 psi (lb/sq in) = 6.899 kPa
(0.0689 bar)
Mass
Velocity
1 oz = 0.0283 kg
1 lb = 16 oz = 0.4536 kg 1 mph = 1.609 km/h
Area 1 mphps = 0.447 m/s2

1 ft2 = 929 cm2
1 yd2 = 0.836 m2 1 °C = 0.55 · (°F -32)
1 acre = 4047 m2
1 sq mile (of land) 640 acres = 2.59 km2 Energy
Volume 1 BTU = 1.06 kJ

1 kcal = 4.186 kJ
1 in3 = 16.4 cm3
1 ft3 = 0.0283 m3 Power
1 yd3 = 0.7645 m3
1 kW = 1.36bhp
Volume (fluids) 1 kW = 860kcal/h
1 Imp. pint = 0.568 l

1 US. pint = 0.473 l
1 US. quart = 0.946 l
1 Imp. gal = 4.546 l
1 US. gal = 3.785 l

G2.4 Starting and control air system
004

7-8 bar
001
003 003
005
Remarks:
002 002
Drain pipes
333.320a
Fig. G14 Starting and control air system

Figure G14 is a typical layout for the starting and Control air inlet (42): The air piping system is ar-
control air system. ranged in such way that, upon failure of the ship-
Control air inlet (43): The compressed air required board system supply, compressed air will be taken
for the pneumatic control system of the engine and from the starting air system.
for the air springs of the exhaust valves is primarily
taken from the shipboard system. The air must be
clean and dry in order to prevent blockages occur-
ring in the control units.

12 *1) 12 *1)
Pressure range
25 [bar] 30 [bar] 25 [bar] 30 [bar]
6 2 x 9.9 2 x 8.5 2 x 250 2 x 260 258 500
7 2 x 11.5 2 x 9.9 2 x 290 2 x 300 298 200
8 2 x 13.4 2 x 11.5 2 x 340 2 x 350 340 400
9 2 x 14.9 2 x 12.9 2 x 380 2 x 390 382 400
10 2 x 16.5 2 x 14.2 2 x 420 2 x 430 418 900
11 2 x 18.1 2 x 15.5 2 x 460 2 x 470 455 100
12 2 x 19.7 2 x 16.8 2 x 500 2 x 510 489 300
14 2 x 22.9 2 x 19.5 2 x 600 2 x 620 565 000
Table G12Air receiver and air compressor capacities
The capacity of the air compressor and receiver The air receiver and compressor capacities of
depends on the total inertia (JTot) of the rotating table G12 refer to a relative inertia (JRel = 2.0).
parts of the propulsion system too. For other values than 2.0, the air receiver and com-
pressor capacities have to be calculated with the
• Total inertia = engine inertia + shafting and pro- winGTD program.
peller inertia => (JTot) = (JEng) + (JS+P). Table G12 outlines the basic requirements for a
• Propeller inertia includes the part of entrained system similar to figure G14 ‘Starting and control
water. air system’ for maximum engine rating.
• Engine inertia (JEng) see table G12. The enclosed CD-ROM with the winGTD program
• Relative inertia JRel = JTot / JEng enables to optimize the capacities of the com-
pressors and air receivers for the contract maxi-
mum continuous rating (CMCR).

G2.5 Leakage collection system and washing devices
337.945a Note: Refer to table G13 for additional information and legend to this layout.
Fig. G15 Leakage collection and washing layout


002 Sludge oil trap
Remarks:
003 Throttling disc
005 Throttling disc
006 Air vent manifold may be knocked out. Under extreme ambient conditions
007 Scavenge air cooler washing plant *1) a maximum condensate quantity of up to 0.16 kg/kW/h
008 Turbocharger compressor washing plant *1) may be produced.
009 Turbocharger turbine washing plant *1) *3) At free end or at driving end
010 Turbocharger turbine dry cleaning plant (optional) *1) *4) Air vent (optional)
011 Condensate drain units *5) Available capacity approx. 2m3
012 Venting unit Please note:
For MitsubishiMET turbochargers only DRY CLEANING
method applies.
12 Cylinder and scavnge air cooler, cooling water drain pipe
14 Washing water inlet TC/SAC *3)
21 Venting pipe TC outlet oil system TC
Washing water pipes
25 Dirty oil from piston underside Compressed air pipes
28 Dirty oil from piston rod stuffing box Air vent pipes
30 Venting pipe TC outlet *1) Drain & overflow pipes
337.945a
Table G13 Leakage collection and washing layout: legend to layout

G3 Tank capacities
Capacities referring to number of cylinders

Unit
6 7 8 9 10 11 12 14
Cylinder cooling water expansion tank (HT) –

[m3] 1 1 1.5 1.5 2 2 2 3
Cylinder cooling water expansion tank (LT) –

[m3] depending on ancillary plants
Cylinder lubricating oil daily service tank – *1)

[m3] 1.5 1.7 2.0 2.2 2.5 2.7 3.0 3.5
Cylinder lub. oil system (fig. G8, item 012)
Lubricating oil drain tank (initial filling) –

[m3] 43 50 57 64 71 78 85 99
Main lub. oil system (fig. G8, item 002)
HFO daily tank – *2)

[m3] 0.20 S CMCR S t1) / 1000
MDO daily tank – *3)

[m3] 0.20 S CMCR S t2) / 1000
Remark: *1) The capacity indicated is valid for R1 rating, it can be proportionally reduced to actual CMCR
*2) t1 = value in hours for required running time with HFO at CMCR [kW]. This figure can be reduced from 24 to 8 hours
depending on the operational requirements and efficiency of the fuel treatment plant.
*3) t2 = value in hours for required running time with MDO at CMCR [kW]. This figure depends on the operational
requirements.
Table G14 Tank capacities
G4 Fire protection

Number of cylinders
Volume Mass Size
6 7 8 9 10 11 12 14
Carbon-
8 30 45 4 5 6 6 7 8 8 10
dioxide
Table G15 Recommended quantities of fire extinguishing medium
All the engine spaces (air receiver) in which fire can As far as the fire protection of the main engine is
develop are provided with screwed connections for concerned, carbon dioxide or steam can be used.
the injection of a fire-extinguishing medium if re-
quired. Steam as an alternative fire-extinguishing medium
Number of extinguishing bottles when using car- for the scavenge air spaces of the piston underside
bon dioxide are shown in table G15. may result in corrosion if adequate countermea-
sures are not taken immediately after use.
Different extinguishing agents can be considered
for fire fighting purposes. Their selection is made
either by shipbuilder or shipowner in compliance
with the rules of the classification society involved.

G5 Exhaust gas system based on figure G16 ‘Determination of exhaust

pipe diameter’, figure G17 ‘Estimation of exhaust
To optimize the exhaust gas systems, please refer gas density’ and figure G18 ‘Estimation of exhaust
to the following calculations. The calculations pipe diameter’ are given as an example only:
F10.4061
Fig. G16 Determination of exhaust pipe diameter
Example:
Sulzer 8RT-flex96C, CMCR (R1) specified and (acc. to tables G1 to G6)
for design (tropical) conditions:
Dp = 30 mbar (figure G17):
Pipe B: WB = 25 m/s
figure D8):
(according to table G1)

pEXH [kg/m3]
0.740
0.720
0.700
0.680
0.660
0.640
0.620
0.600
0.580 ∆p
[mbar]
30
0.560 20
10
0
0.540 tEaT [_C]
F10.4682 220 230 240 250 260 270 280 290 300 310 320 330 340 350 360
Fig. G17 Estimation of exhaust gas density
qV
[m3/h]
50 40 30 20
600 000
500 000
450 000 10
400 000
350 000 w
300 000 [m/sec]
250 000
200 000
180 000
160 000
140 000
120 000
100 000
90 000
80 000
70 000
dpipe
60 000
500 600 700 800 900 1000 1200 1400 2000 2500 3000 4000 [mm]
F10.4683 dA dC dB
Fig. G18 Estimation of exhaust pipe diameters

5) Exhaust gas volume flow:
Pipe A:
qm 337 673
q VA + ò @ n TC + + 276 328 m 3ńh
EXH 0.611 @ 2
Pipes B and C:
qm
q VB + q VC + ò + 337 673 + 552 656 m 3ńh
EXH 0.611
Pipe diameters are approx. (according to

figure G18):
dA = 1550 mm
dB = 2800 mm
dC = 2350 mm
or calculated:
d pipe + 18.81 @ Ǹ wq V
pipe
[mm]

dA = 1600 mm
dB = 2800 mm
dC = 2400 mm


G6 Engine air supply / Engine room ventilation
The air supply to the engine room can be calcu- CMCR-power. If auxiliary engines are in the same
lated according to ISO 8861 ‘Shipbuilding engine room, their air consumption must be added to the
room ventilation in diesel engined ships’. air consumption of the main engine. A portion of
As an approximation, the amount of air supplied to the air must be ducted to the vicinity of the turbo-
the engine room by ventilators should be twice the charger air inlet filters.
amount of air consumed by the main engine at

< 0.5 mg/m3 ≥ 0.5 mg/m3 > 0.5 mg/m3
the vast majority
of installations
Table G16 Guidance for air filtration
In case the air supply to the machinery spaces has Marine installations have seldom had special air
a high dust content in excess of 0.5 mg/m3 which filters installed until now. Stationary plants on the
can be the case on ships trading in coastal waters, other hand, very often have air filters fitted to pro-
desert areas or transporting dust creating cargoes, tect the diesel engine. The installation of a filtration
there is a greater risk of increased wear to the pis- unit for the air supply to the diesel engines and gen-
ton rings and cylinder liners. eral machinery spaces on vessels regularly trans-
porting dust-creating cargoes such as iron ore and
The normal air filters fitted to the turbochargers are bauxite, is highly recommended.
intended mainly as silencers and not to protect the
engine against dust. The necessity for the installa- Table G16 and figure G19 ‘Air filter size’ show how
tion of a dust filter and the choice of filter type de- the various types of filter are to be applied.
pends mainly on the concentration and composi-
tion of the dust in the suction air.

protected by filtering this air before entering the
engine, e.g. also on coastal vessels or vessels fre-
quenting ports having high atmospheric dust or
sand content.

Filter surface
[m2]
140
Panel filter
120
Oil wetted filter
100
90
80
60
50
40
30
16
12
10
10 12 16 20 25 30 40 50 60 70 80 90 100 Installed
engine power
F10.5296
[MW]
Fig. G19 Air filter size

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RTA96C-B Operation 4003–1/A1

Wärtsilä Switzerland Ltd 1/ 11 2001

2. Function of the control

The engine control permits carrying out the following functions:

Media of the control Pressures

3. Engine local control

3.1 Local control with governor intact

12.03 2/ 11 Wärtsilä Switzerland Ltd

Take over from remote control to local control:

Take over from local control to remote control:

3.2 Emergency control (with fuel lever)

Wärtsilä Switzerland Ltd 3/ 11 2001

Take over from remote control to local control:

4. Checking the engine control system

4.1 General preparatory works

Checking the load indicator transmitter 7.07:

2001 4/ 11 Wärtsilä Switzerland Ltd

Fine setting with potentiometers ZERO and SPAN:

Wärtsilä Switzerland Ltd 5/ 11 2001

Preparatory work for checking the engine control system:

Checking control air supply unit A :

2001 6/ 11 Wärtsilä Switzerland Ltd

Medium Code No. Pressure Action Time delay

D All slow-downs and shut-downs can be overridden in an emergency case by

Wärtsilä Switzerland Ltd 7/ 11 12.03

4.3 Checking the auxiliary blowers

4.4 Checking the reversing

2001 8/ 11 Wärtsilä Switzerland Ltd

4.5 Checking the speed setting

4.6 Checking the injection pump regulating linkage

4.7 Checking the starting system

Wärtsilä Switzerland Ltd 9/ 11 2001

⇒ Slowly disengage turning gear.

4.8 Cylinder lubrication

4.9 Load-dependent VIT (Variable Injection Timing)

2001 10/ 11 Wärtsilä Switzerland Ltd

4.10 Checking the slow-turning system

4.11 Local control on engine (manual fuel regulation)

4.12 Engine start

Wärtsilä Switzerland Ltd 11/ 11 2001

1. Summary of part code numbers

A Control air supply unit

1. Speed setting system 4. Exhaust valve drive

Wärtsilä Switzerland Ltd 1/ 2 2001

Designations (Description to 4003–1, 4003–2 and 4003–3)

Circuits: Starting air Lubricating oil and fuel oil

2001 2/ 2 Wärtsilä Switzerland Ltd

Wärtsilä Switzerland Ltd 1/ 1 5.03

Overview of the systems Path No. Page

* Design execution alternative

Wärtsilä Switzerland Ltd 1/ 22 11.04

Detailed Control Diagrams with Interfaces to the Plant

Remarks for easier understanding of the individual diagrams:

Example: Page 3 Page 5

CONTROL AIR 8 BAR

37 38 Path-No. 110 111

11.04 2/ 22 Wärtsilä Switzerland Ltd

DRAWN FOR 8–12 CYLINDER

Wärtsilä Switzerland Ltd 1/ 2 2001