Marine Installation Manual: Issue June 2010

Marine Installation Manual
Issue June 2010
Wrtsil Switzerland Ltd PO Box 414 CH-8401 Winterthur Switzerland

2010 Wrtsil Switzerland Ltd, Printed in Switzerland
http://www.wartsila.com
This issue of this Marine Installation Manual (MIM) is the first edition covering the Wrtsil 58RTA48T-D two-stroke marine diesel engines. This manual covers the Wrtsil RTA48T-D engines with the following MCR: Power per cylinder, at R1 Speed Mean effective pressure 1455 kW / 1980 bhp 127 rpm 19.0 bar
All data are related to engines compliant with IMO-2000 regulations Tier II. The engine performance data (BSFC, BSEF and tEaT) and other data can be obtained from the winGTD-program, which can be downloaded from our Licensee Portal. This Marine Installation Manual is complete within itself, no additional documentation is necessary.
26.08.40 Issue VI.10 Rev. 0
Wrtsil Switzerland Ltd
List of contents
A
A1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1
Primary engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2
B
B1 B2
Engine description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B1
Engine description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine numbering and designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B1 B3
C
C1 C1.1 C1.1.1 C1.1.2 C1.2 C1.2.1 C1.2.2 C1.2.3 C1.2.4 C1.2.5 C1.2.5.1 C1.2.5.2 C1.2.6 C1.2.7 C1.2.8 C1.2.8.1 C2 C2.1 C2.2 C2.3 C2.4 C3 C3.1 C4 C5 C6
General engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1

Engine rating field and load range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rating field . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rating points R1, R2, R3 and R4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Influence of propeller revolutions on the power requirement . . . . . . . . . . . . . . . . . . . Load range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Propeller curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sea trial power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Sea margin (SM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Light running margin (LR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine margin (EM) or operational margin (OM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Continuous service rating (CSR=NOR=NCR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Contract maximum continuous rating (CMCR = Rx) . . . . . . . . . . . . . . . . . . . . . . . . . . Load range limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Load range with main-engine driven generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Load range limit with controllable pitch propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Requirements for control system with CPP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reference conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Design conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ancillary system design parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine performance data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1 C1 C2 C2 C2 C3 C3 C3 C4 C5 C5 C5 C5 C7 C8 C9 C10 C10 C10 C10 C10
Turbocharger and scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C11 Turbocharger and scavenge air cooler selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C12 Auxiliary blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C14 Electrical engine power requirement in [kW] . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C14 Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C14
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List of contents
C7 C7.1 C7.1.1 C7.2 C7.2.1 C7.2.2 C7.2.3 C7.2.4 C7.2.5
General Technical Data winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Availability of winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Download from Licensee Portal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Using winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Data input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Output results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Service conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Saving a project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C16 C16 C16 C16 C16 C16 C17 C17 C17
D
D1 D1.1 D1.1.1 D1.1.2 D1.1.3 D1.2 D1.2.1 D1.2.1.1 D1.2.1.2 D1.3 D1.4 D1.4.1 D1.5 D1.5.1 D1.6 D1.7 D1.8 D2 D3 D3.1 D3.2 D3.3 D3.4 D3.5
Engine dynamics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D1
Vibration aspects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D1 External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D1 Balancing free first order moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2 Balancing free second order moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2 Power related unbalance (PRU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3 Lateral engine vibration (rocking) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4 Reduction of lateral vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5 Engine stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5 Electrically driven compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5 Longitudinal engine vibration (pitching) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6 Torsional vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6 Reduction of torsional vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D7 Axial vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8 Reduction of axial vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8 Hull vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D9 External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10 Summary of countermeasures for dynamic effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11 System dynamics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12 Order forms for vibration calculations and simulation . . . . . . . . . . . . . . . . . . . . . . . . . Marine installation Torsional Vibration Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . Testbed installation Torsional Vibration Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . Marine installation Coupled Axial Vibration Calculation . . . . . . . . . . . . . . . . . . . . . . . . Marine installation Bending Vibration Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Required information of OD-shafts for TVC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12 D13 D14 D15 D16 D17
E
E1 E1.1 E2
Auxiliary power generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E1

General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System description and layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Waste heat recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E1 E2 E2
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List of contents
E3 E3.1 E3.2
Power take off (PTO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Arrangements of PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PTO power and speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
E2 E2 E2
F
F1 F1.1 F1.2 F1.2.1 F1.2.2 F1.2.3 F2 F2.1 F2.1.1 F2.1.1.1 F2.1.2 F2.1.3 F2.1.4 F2.1.5 F2.2 F2.2.1 F2.2.2 F2.2.3 F2.2.4 F2.2.5 F2.2.5.1 F2.2.6 F2.2.7 F2.2.8 F2.2.9 F2.2.9.1 F2.2.9.2 F2.2.9.3 F2.2.9.4 F2.2.9.5 F2.2.9.6 F2.3 F2.3.1 F2.3.2 F2.3.2.1 F2.3.2.2 F2.3.2.3 F2.3.3
Ancillary systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F1
General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Part-load data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1 data for central fresh water cooling system (single-stage, integrated HT) . . . . . R1 data for central fresh water cooling system (single-stage, separate HT) . . . . . . Questionnaire for engine data (winGTD, see section C7) . . . . . . . . . . . . . . . . . . . . . . Piping systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cooling water and pre-heating systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General recommendations for design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cooling water treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fresh water generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pre-heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil systems for turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main lubricating oil system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil maintenance and treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil separator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . List of lubricating oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil drain tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flushing the external lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Preparation before flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flushing external lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flushing within the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Commissioning of lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil cleanliness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder oil supply system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Settling tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Service tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Centrifugal separators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressurized fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F1 F1 F1 F2 F3 F4 F5 F5 F5 F10 F15 F15 F16 F18 F19 F19 F19 F26 F27 F27 F27 F27 F30 F32 F38 F39 F39 F40 F40 F40 F41 F42 F42 F46 F48 F48 F48 F49
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List of contents
F2.3.4 F2.3.5 F2.3.5.1 F2.3.6 F2.3.6.1 F2.3.6.2 F2.4 F2.4.1 F2.4.2 F2.4.3 F2.4.3.1 F2.4.4 F2.5 F2.6 F2.7 F2.8 F3 F3.1 F3.1.1 F3.2 F4 F4.1 F4.2 F5
Fuel oil system on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heavy fuel oil system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flushing the external fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Preparation before flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flushing procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting and control air systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Capacities of air compressor and receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting and control air system specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Control air system supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General service and working air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Leakage collection system and washing devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust gas system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine-room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ambient temperature consideration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine air inlet Operating temperatures from 45C to 5C . . . . . . . . . . . . . . . . . . . Scavenge air system arctic conditions at operating temperatures below 5C . . . Air filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
F51 F53 F56 F58 F59 F59 F60 F60 F60 F62 F62 F62 F63 F67 F69 F70 F71 F71 F71 F73
Pipe size and flow details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F75 Pipe velocities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F75 Piping symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F76 Engine pipe connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F79
G
G1 G1.1 G1.2 G2 G2.1 G2.2 G2.2.1 G2.2.2 G2.2.3 G2.3 G2.3.1 G2.3.2 G2.3.3 G2.3.4
Automation and controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DENIS family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAPEX family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DENIS-6 diesel engine interface specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine control functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Standard engine control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shut-down functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Speed control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Approved propulsion control systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Remote control system functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Remote control system indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Recommended manoeuvring characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G1 G1 G1 G1 G1 G4 G4 G5 G5 G6 G6 G7 G7 G9
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List of contents
G2.4 G2.5 G3 G3.1
Alarm sensors and safety functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G10 Cabling notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G14 MAPEX Engine Fitness Family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G15 Mapex-PR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G15
H
H1 H2 H2.1 H2.2 H2.3 H2.4 H2.5 H2.5.1 H2.5.2 H2.5.3 H3 H4 H5 H5.1 H5.2 H5.3 H5.4 H5.4.1 H5.4.2 H5.4.3 H5.5 H5.6 H5.6.1 H5.6.2 H5.7 H5.7.1
General installation aspects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dimensions and masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dimensions and masses of main components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Thermal expansion at the turbocharger expansion joint . . . . . . . . . . . . . . . . . . . . . . . Contents of fluid in the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Space requirements and dismantling heights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crane requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piston dismantling heights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dismantling of scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H1 H2 H2 H3 H4 H5 H5 H5 H5 H9
Outlines of Wrtsil RTA48T-D engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H10 Platform arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H20 Engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Drilling of the holes in the tank top plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chock thickness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pouring of the epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Conditions before pouring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pouring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tightening the holding-down studs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine holding-down studs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine seating side stoppers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chocking and drilling plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine alignment tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position of engine alignment tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H30 H30 H30 H30 H31 H31 H31 H31 H32 H33 H36 H39 H44 H45
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H6 H6.1 H7 H7.1 H7.2 H7.2.1 H8 H8.1 H8.1.1 H9 H9.1
Engine coupling . . . . . . . . . . . . . . . . . . H49 Fitting coupling bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H49 Engine earthing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Preventive action . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Earthing slip-rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main shaft earthing system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H53 H53 H54 H54
Engine stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H56 Stays arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H56 Installation of lateral stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H56 Fire protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H59 Extinguishing agents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H59
I
I1 I1.1 I1.1.1 I1.1.2 I1.2 I1.2.1 I1.2.2 I2 I2.1 I2.2 I2.3
Engine emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I1
Exhaust gas emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IMO-2000 regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Establishment of emission limits for ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Regulation regarding NOx emissions of diesel engines . . . . . . . . . . . . . . . . . . . . . . . Measures for compliance with the IMO regulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . Low NOx Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Extended measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine surface sound pressure level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine exhaust sound pressure level at funnel top . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine structure borne noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I1 I1 I1 I1 I2 I2 I2 I3 I3 I4 I5
J
J1 J2 J3 J4 J5 J5.1 J5.2
Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Standard tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Recommended special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Special tools, available on loan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Storage proposal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J1 J2 J3 J4 J5 J5 J6
26.08.07.40 Issue VI.10 Rev. 0
List of contents
K
K1 K2 K3 K4 K4.1 K4.2 K4.2.1 K4.2.2
Spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . List of spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Illustrations of spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Storage on board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Protection against corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Storage and security . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbocharger spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Secured spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K1 K1 K8 K22 K22 K22 K22 K23
L
L1 L1.1 L1.2 L1.3 L1.3.1 L2 L2.1 L2.2 L2.3 L2.4 L2.5 L3 L4
Engine dispatch and installation . . . . . . . . . . . . . . . . . . . . . . . . . L1

Dismantling pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Treatment against corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine dismantling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine dispatch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine sub-assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine installation on board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removing rust preventing oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation and assembly of sub-assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installing a complete engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installing an engine from assembled sub-assemblies . . . . . . . . . . . . . . . . . . . . . . . . . Engine installation with ship on slipway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shafting alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Official shop trial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L1 L1 L2 L3 L4 L5 L5 L5 L6 L6 L6 L7 L8
M
M1 M2 M3
Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M1
SI dimensions for internal combustion engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Approximate conversion factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reference to other Wrtsil Ltd publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M1 M2 M3
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List of figures
Fig. A1 Fig. B1 Fig. B2 Fig. C1 Fig. C2 Fig. C3 Fig. C4 Fig. C5 Fig. C6 Fig. C7 Fig. C8 Fig. C9 Fig. C10 Fig. C11 Fig. C12 Fig. D1 Fig. D2 Fig. D3 Fig. D4 Fig. D5 Fig. D6 Fig. D7 Fig. D8 Fig. D9 Fig. D10 Fig. E1 Fig. E2 Fig. F1 Fig. F2 Fig. F3 Fig. F4 Fig. F5 Fig. F6 Fig. F7 Fig. F8 Fig. F9 Fig. F10
Power/speed range of all IMO-2000 regulation compatible RTA and RT-flex engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wrtsil RTA48T-D cross section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine numbering and designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rating field of the Wrtsil RTA48T-D engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Load range limits of an engine corresponding to a specific rating point Rx . . . . . . . Load diagram for a specific engine showing the corresponding power and speed margins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Load range limits, with the load diagram of an engine corresponding to a specific rating point Rx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Load range diagram for an engine equipped with a main-engine driven generator, whether it is a shaft generator or a PTO-driven generator . . . . . . . . . . . . . . . . . . . . . Load range diagram for CPP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbocharger and scavenge air cooler selection, ABB TPL type turbochargers . . . Turbocharger and scavenge air cooler selection, MHI MET type turbochargers . . . winGTD: Selection of engine window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . winGTD: Main window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . winGTD: General technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . winGTD: Two-stroke engine propulsion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Locating external electrically driven compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . Free external mass moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General arrangement of lateral stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General arrangement of friction stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vibration damper (Viscous type) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vibration damper (Geislinger type) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Axial damper (detuner) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OD-shafts for TVC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heat recovery, typical system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tunnel PTO gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system with single-stage SAC and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system with single-stage SAC and separate HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system: layout for single-stage scavenge air cooler and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system: layout for single-stage scavenge air cooler and separate HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central cooling water system expansion tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central cooling water system expansion tank (HT circuit) . . . . . . . . . . . . . . . . . . . . . . Central cooling water system expansion tank (LT circuit) . . . . . . . . . . . . . . . . . . . . . . Fresh water generator installation alternative A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fresh water generator installation alternative B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pre-heating power requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A1 B1 B3 C1 C3 C4 C6 C7 C8 C12 C13 C16 C17 C17 C17 D1 D2 D3 D4 D5 D5 D7 D7 D9 D17 E1 E2 F2 F3 F6 F8 F12 F13 F14 F16 F17 F19
26.08.07.40 Issue VI.10 Rev. 0
List of figures
Fig. F11 Fig. F12 Fig. F13 Fig. F14 Fig. F15 Fig. F16 Fig. F17 Fig. F18 Fig. F19 Fig. F20 Fig. F21 Fig. F22 Fig. F23 Fig. F24 Fig. F25 Fig. F26 Fig. F27 Fig. F28 Fig. F29 Fig. F30 Fig. F31 Fig. F32 Fig. F33 Fig. F34 Fig. F35 Fig. F36 Fig. F37 Fig. F38 Fig. F39 Fig. F40 Fig. F41 Fig. F42 Fig. F43 Fig. F44 Fig. F45 Fig. F46 Fig. F47 Fig. F48 Fig. F49
Connections and specifications for the engine lubrication . . . . . . . . . . . . . . . . . . . . . . F20 Lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F21 Lubricating oil system for 1 x ABB TPL73/77-B turbochargers . . . . . . . . . . . . . . . . . . F23 Lubricating oil system on the engine (Drawing 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F24 Lubricating oil system on the engine (Drawing 3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F25 Lubricating oil treatment and transfer system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F28 Arrangement of vertical lubricating oil drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F32 Vertical drain connection details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F34 Layout of vertical oil drains for 5RTA48T-D and 6RTA48T-D . . . . . . . . . . . . . . . . . . . F35 Layout of vertical oil drains for 7RTA48T-D and 8RTA48T-D . . . . . . . . . . . . . . . . . . . F36 Dimensioning guide-lines and filling process of the lubricating oil drain tank . . . . . . F37 Flushing the lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F38 Typical viscosity / temperature diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F45 Heavy fuel oil treatment and tank system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F46 Pressurized fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F50 Fuel oil system on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F52 Fuel oil system mixing unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F55 Filter arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F56 Fuel oil system flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F58 Starting and control air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F61 Leakage collection and washing system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F64 Sludge oil trap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F65 Arrangement of automatic water drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F66 Determination of exhaust pipe diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F67 Estimation of exhaust gas density . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F68 Estimation of exhaust pipe diameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F68 Direct suction of combustion air main and auxiliary engine . . . . . . . . . . . . . . . . . . . F70 Scavenge air system for arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F71 Blow-off effect under arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F72 Air filter size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F74 Piping symbols 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F76 Piping symbols 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F77 Piping symbols 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F78 Pipe connection plan for 6RTA48T-D engines equipped with ABB TPL73-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F79 Pipe connection plan for 6RTA48T-D engines equipped with ABB TPL73-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F80 Pipe connection details for 6RTA48T-D engines equipped with ABB TPL73-B turbochargers F81 Pipe connection details for 6RTA48T-D engines equipped with ABB TPL73-B turbochargers F82 Pipe connection plan for 7RTA48T-D engines equipped with ABB TPL77-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F83 Pipe connection plan for 7RTA48T-D engines equipped with ABB TPL77-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F84
26.08.07.40 Issue VI.10 Rev. 0
List of figures
Fig. F50 Fig. F51 Fig. F52 Fig. F53 Fig. F54 Fig. F55 Fig. G1 Fig. G2 Fig. G3 Fig. G4 Fig. G5 Fig. G6 Fig. H1 Fig. H2 Fig. H3 Fig. H4 Fig. H5 Fig. H6 Fig. H7 Fig. H8 Fig. H9 Fig. H10 Fig. H11 Fig. H12 Fig. H13 Fig. H14 Fig. H15 Fig. H16 Fig. H17 Fig. H18 Fig. H19 Fig. H20
Pipe connection details for 7RTA48T-D engines equipped with ABB TPL77-B turbochargers F85 Pipe connection details for 7RTA48T-D engines equipped with ABB TPL77-B turbochargers F86 Pipe connection plan for 6RTA48T-D engines equipped with ABB TPL73-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F87 Pipe connection plan for 6RTA48T-D engines equipped with ABB TPL73-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F88 Pipe connection details for 6RTA48T-D engines equipped with ABB TPL73-B turbochargers F89 Pipe connection details for 6RTA48T-D engines equipped with ABB TPL73-B turbochargers F90 DENIS-6 system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3 Arrangement of control units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4 DENIS-6 remote control system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G8 Recommended manoeuvring characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G9 MAPEX-PR System overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G17 MAPEX-MD Visualization software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G17 Engine dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2 Thermal expansion, dimensions X, Y, Z . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4 Space requirements and dismantling heights for vertical piston lifting . . . . . . . . . . . H6 Space requirements and dismantling heights for piston lifting with tilted position . . H7 Space requirements and dismantling heights for piston lifting with tilted position . . H8 Dismantling of scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H9 End elevation of Wrtsil 5&6RTA48T-D engine with 1 x ABB TPL73-B turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H10 Exhaust side elevation of 5RTA48T-D engine with 1 x ABB TPL73-B turbocharger H11 Plan view of 5RTA48T-D engine with 1 x ABB TPL73-B turbocharger . . . . . . . . . . . H12 Exhaust side elevation of 6RTA48T-D engine with 1 x ABB TPL73-B turbocharger H13 Plan view of 6RTA48T-D engine with 1 x ABB TPL73-B turbocharger . . . . . . . . . . . H14 End elevation of Wrtsil 7&8RTA48T-D engine with 1 x ABB TPL77-B turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H15 Exhaust side elevation of 7RTA48T-D engine with 1 x ABB TPL77-B turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H16 Plan view of 7RTA48T-D engine with 1 x ABB TPL77-B turbocharger . . . . . . . . . . . H17 Exhaust side elevation of 8RTA48T-D engine with 1 x ABB TPL77-B turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H18 Plan view of 8RTA48T-D engine with 1 x ABB TPL77-B turbocharger . . . . . . . . . . . H19 Platform arrangement for 5&6RTA48T-D engine with 1 x ABB TPL73-B turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H20 Upper platform and Cylinder cover platform for 5RTA48T-D engine with 1 x ABB TPL73-B turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H21 Lower platform for 5RTA48T-D engine with 1 x ABB TPL73-B turbocharger . . . . . . H22 Upper platform and Cylinder cover platform for 6RTA48T-D engine with 1 x ABB TPL73-B turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H23
26.08.07.40 Issue VI.10 Rev. 0
List of figures
Fig. H21 Fig. H22 Fig. H23 Fig. H24 Fig. H25 Fig. H26 Fig. H27 Fig. H28 Fig. H29 Fig. H30 Fig. H31 Fig. H32 Fig. H33 Fig. H34 Fig. H35 Fig. H36 Fig. H37 Fig. H38 Fig. H39 Fig. H40 Fig. H41 Fig. H42 Fig. H43 Fig. H44 Fig. H45 Fig. H46 Fig. H47 Fig. H48 Fig. H49 Fig. H50 Fig. H51 Fig. H52 Fig. I1 Fig. I2 Fig. I3 Fig. I4 Fig. I5 Fig. J1
Lower platform for 6RTA48T-D engine with 1 x ABB TPL73-B turbocharger . . . . . . Platform arrangement for 7&8RTA48T-D engine with 1 x ABB TPL77-B turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Upper platform and Cylinder cover platform for 7RTA48T-D engine with 1 x ABB TPL77-B turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lower platform for 7RTA48T-D engine with 1 x ABB TPL77-B turbocharger . . . . . . Upper platform and Cylinder cover platform for 8RTA48T-D engine with 1 x ABB TPL77-B turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lower platform for 8RTA48T-D engine with 1 x ABB TPL77-B turbocharger . . . . . . Engine seating and foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cross section of engine foundation studs and epoxy resin chocks . . . . . . . . . . . . . . Round nut, sleeve, damming plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Elastic bolt, conical round nut, bush and conical socket . . . . . . . . . . . . . . . . . . . . . . . Side stoppers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Arrangement for engine seating side stoppers for 5&6RTA48T-D . . . . . . . . . . . . . . . Arrangement for engine seating side stoppers for 7&8RTA48T-D . . . . . . . . . . . . . . . 5RTA48T-D chocking and drilling plan for engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6RTA48T-D chocking and drilling plan for engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7RTA48T-D chocking and drilling plan for engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8RTA48T-D chocking and drilling plan for engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Drilling plan details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Alignment with hydraulic jack and wedge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Arrangement with jacking screw (optional). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position of engine alignment tools for 5RTA48T-D. . . . . . . . . . . . . . . . . . . . . . . . . . . . Position of engine alignment tools for 6RTA48T-D. . . . . . . . . . . . . . . . . . . . . . . . . . . . Position of engine alignment tools for 7RTA48T-D. . . . . . . . . . . . . . . . . . . . . . . . . . . . Position of engine alignment tools for 8RTA48T-D . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine coupling fitted bolt arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Detail of coupling bolt and nut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine coupling and flywheel with casing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shaft earthing arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shaft earthing slip-ring arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shaft earthing with condition monitoring facility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lateral stay details hydraulic type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lateral stay details friction type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Speed dependent maximum average NOx emissions by engines . . . . . . . . . . . . . . . Wrtsil RTA48T-D: compliance with IMO regulations . . . . . . . . . . . . . . . . . . . . . . . . . Engine sound pressure level at 1 m distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine exhaust gas sound pressure level at funnel top . . . . . . . . . . . . . . . . . . . . . . . Structure borne noise level at engine feet vertical . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel storage arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
H24 H25 H26 H27 H28 H29 H32 H33 H34 H35 H36 H37 H38 H39 H40 H41 H42 H43 H44 H44 H45 H46 H47 H48 H50 H51 H52 H54 H54 H55 H57 H58 I1 I2 I3 I4 I5 J5
26.08.07.40 Issue VI.10 Rev. 0
List of figures
Fig. J2 Fig. J3 Fig. J4 Fig. J5 Fig. J6 Fig. J7 Fig. J8 Fig. J9 Fig. J10 Fig. J11 Fig. K1 Fig. K2 Fig. K3 Fig. K4 Fig. K5 Fig. K6 Fig. K7 Fig. K8 Fig. K9 Fig. K10 Fig. K11 Fig. K12 Fig. K13 Fig. K14 Fig. K15 Fig. K16 Fig. K17 Fig. K18 Fig. K19 Fig. L1 Fig. L2
Tool panel location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel 1: General tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel 2: for valve seat grinding / control tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel 3: for nozzle dismantling / overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel 4: for cylinder liner / head dismantling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel 5: for piston dismantling / overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel 6: for fuel pump / camshaft dismantling . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel 7: for piston / various tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel 8: Crankcase tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel 9: for gear drive dismantling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main bearing shells . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Thrust bearing pads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating quill (conventional lub. oil system CLU-3) . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Elastic bolts and nuts for cylinder cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel injection valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting air valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Indicator valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Relief valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Connecting rod bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piston rod gland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piston complete . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piston cooling and crosshead lubricating linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Securing spare piston and rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Securing spare exhaust valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Securing spare exhaust valve cages without . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Securing spare cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lifting device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine sub-assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
J6 J7 J8 J9 J10 J11 J12 J13 J14 J15 K8 K9 K10 K11 K12 K12 K13 K14 K15 K16 K17 K18 K19 K20 K21 K23 K23 K24 K24 L3 L4
26.08.07.40 Issue VI.10 Rev. 0
List of tables
Table A1 Table C1 Table C2 Table C3 Table C4 Table C5 Table D1 Table D2 Table D3 Table D4 Table D5 Table D6 Table D7 Table D8 Table E1 Table F1 Table F2 Table F3 Table F4 Table F5 Table F6 Table F7 Table F8 Table F9 Table F10 Table F11 Table F12 Table F13 Table F14 Table F15 Table F16 Table F17 Table F18 Table F19 Table F20 Table G1 Table G2 Table G3 Table G4 Table H1 Table H2
Primary engine data of Wrtsil RTA48T-D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Scavenge air cooler parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbocharger weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Number of auxiliary blowers per engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electrical power consumers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Countermeasures for external mass moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Countermeasures for lateral and longitudinal rocking . . . . . . . . . . . . . . . . . . . . . . . . . Countermeasures for torsional & axial vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Marine installation Torsional Vibration Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . Testbed installation Torsional Vibration Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . Marine installation Coupled Axial Vibration Calculation . . . . . . . . . . . . . . . . . . . . . . . . Marine installation Bending Vibration Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PTO power and speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1 data for central fresh water cooling system with single-stage SAC and integrated HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1 data for central fresh water cooling system with single-stage SAC and separate HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system: data to layout for single-stage scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system: data to layout for single-stage scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil system: referring legend, remarks and data . . . . . . . . . . . . . . . . . . . . . Lubricating oil treatment and transfer system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . Global brands of lubricating oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Local brands of lubricating oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Number of vertical lubricating oil drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Minimum inclination angles at which the engine is to remain fully operational . . . . NAS 1638 cleanliness classes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heavy fuel oil treatment and tank system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressurized fuel oil system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil system mixing unit: nominal pipe diameters for connections A, B, C . . . . . Air receiver and air compressor capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Control air capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Leakage collection and washing system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Guidance for air filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Recommended fluid velocities and flow rates for pipework . . . . . . . . . . . . . . . . . . . . . Suppliers of remote control systems and electronic speed control systrems . . . . . . Alarm and safety functions of Wrtsil RT48T-D marine diesel engines . . . . . . . . . Alarm and safety functions of Wrtsil RT48T-D marine diesel engines . . . . . . . . . Alarm and safety functions of Wrtsil RT48T-D marine diesel engines . . . . . . . . . Engine dimensions and masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dimensions and masses of main components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
A2 C11 C11 C14 C14 C15 D10 D11 D11 D11 D13 D14 D15 D16 E2 F2 F3 F7 F9 F22 F29 F30 F31 F32 F33 F41 F42 F47 F51 F55 F60 F62 F63 F73 F75 G6 G11 G12 G13 H2 H3
26.08.07.40 Issue VI.10 Rev. 0
List of tables
Table H3 Table H4 Table H5 Table H6 Table H7 Table H8 Table H9 Table H10 Table H11 Table K1 Table L1 Table L2
Expected thermal expansion figures at turbocharger gas outlet . . . . . . . . . . . . . . . . Fluid quantities in the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Required properties of epoxy resin material . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tightening pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Parts list for engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . Details and dimensions of epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Number and diameter of holes drilled into top plate . . . . . . . . . . . . . . . . . . . . . . . . . . . Parts list for wedge and hydraulic jack and jacking screw . . . . . . . . . . . . . . . . . . . . . . Recommended quantities of fire extinguishing medium . . . . . . . . . . . . . . . . . . . . . . . List of spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lifting details for complete RTA48T-D engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Approximate weights of sub-assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
H4 H5 H31 H31 H34 H43 H43 H44 H59 K6 L4 L4
26.08.07.40 Issue VI.10 Rev. 0
Index
A
Address Wrtsil Switzerland, A1 Air filtration, F73 Air flow requirements, F70 Air vent pipe, F11 Air vents, F69 Alarm sensors and safety functions, G10 Aluminium, F43 Ambient temperature consideration, F71 Approved propulsion control systems, G6 Arctic conditions, F71 Ash, F43 Automatic back-flushing lubricating oil filter, F26 Automatic back-flushing fuel oil filter, F56 Automatic temperature control valve, F11 Auxiliary blower, C14 Availability of winGTD, C16 Axial vibration, D8
DENIS description, G2 DENIS engine specification, G2 DENIS remote control specification, G2 Design conditions, C10 Dimensions and masses, H2 Dismantling of scavenge air cooler, H9 Duplex filter in the feed system, F57 Dynamic behaviour, D12
E
Earthing slip-rings, H54 Electrical power consumers, C14 Electrically driven auxiliary blowers, C14 Electrically driven compensator, D2, D5 Engine air inlet, F71 Engine alignment tools, H44 Engine data, C10 Engine description, B1 Engine dismantling, L2 Engine dispatch, L3 Engine earthing, H53 Engine emissions, I1 Engine holding-down studs, H33 Engine installation on board, L5 Engine layoutfield and load range, C1 Engine margin (EM), C5 Engine numbering and description, B3 Engine performance data, C10 Engine pre-heating, F18 Engine safety system, G1 Engine seating, H30 Engine shutdown system, G1 Engine stays, D5, H56 Engine sub-assemblies, L4 Engine system data, F1 Engine-room ventilation, F70 Engine-room control, G1 Epoxy resin chocks, H30 Exhaust gas system, F67 Expansion tank, cylinder cooling, F11 External compensator, D2 External forces and moments, D1 Extinguishing agents, H59
B
Back-flushing filter after the feed pumps, F57 Balancer, D2 Barred-speed range, D6
C
Carbon residue, F43 Central cooler, F10 Central fresh water cooling system components, F10 Centrifugal separators, F48 Change-over duplex filter, F26 Characteristic design features, B1 CMCR, C1, C5 Compensator, D2 Contents of fluid in the engine, H5 Continuous service rating, C5 Control air system supply, F62 Conversion factors, M2 Cross section, B1 Cylinder cooling water pump delivery head, F11 Cylinder liner, K10 Cylinder lubricating oil system, F27
D
Daily tanks, F48 DENIS, G1
26.08.07.40 Issue VI.10 Rev. 0
Index
F
Filling process of lub. oil tank, F37 Fire protection, H59 Fitting coupling bolts, H49 Flash point, F44 Flushing the fuel oil system, F58 Flushing the lubricating oil system, F38 Free first order moments, D2 Free second order moments, D2 Fresh water generator, F16 Fresh water pump, F10 Fuel oil endheater, F54 Fuel oil feed pump, F53 Fuel oil filter, F56 Fuel oil requirements, F42 Fuel oil system, F42 Fuel oil system on the engine, F51 Fuel oil treatment, F46
Load range with main-engine driven generator, C7 Load range limits, C5 Longitudinal engine vibration, D6 Low-temperature circuit, F10 Lubricating oil brands, F30 Lubricating oil cooler, F26 Lubricating oil drain tank, F32 Lubricating oil full flow filters, F26 Lubricating oil high-pressure pump, F26 Lubricating oil low-pressure pump, F26 Lubricating oil maintenance and treatment, F27 Lubricating oil requirements, F27 Lubricating oil separator, F27 Lubricating oil system, F19 Lubricating oil system for turbocharger, F19 Lubricating quill, K11
M
Main bearing, K8 Main bearing oil, F19 Main lubricating oil system, F19 Main lubricating oil system components, F26 Main shaft earthing system, H54 MAPEX Engine Fitness Family, G15 Minimum inclination angles, F33 Mixing unit (fuel oil system), F54
G
General service and working air, F62
H
Heavy fuel oil system components, F53 High-temperature circuit, F10 High-pressure booster pump, F54 HT cooling water pump, F10 Hull vibration, D6, D9
N
Noise, I3
I
Ignition quality, F44 Illustrations of spare parts, K8 Installation and assembly of sub-assemblies, L5 Installing a complete engine, L6 Installing an engine from assembled sub-units, L6 ISO Standard 15550, C10 ISO Standard 3046-1, C10
O
Operational margin (OM), C5 Order forms for vibration calculations and simulation, D12 Overload limit, C5 Overspeed limit, C6
P
Part-load data, F1 Pipe connections, F5 Pipe size and flow details, F75 Pipe velocities, F75 Piping symbols, F76 Piping systems, F5 Piston dismantling heights, H5 Pitching (longitudinal engine vibration), D6
L
Lateral engine vibration (rocking), D4 Leakage collection system, F63 Light running margin (LR), C4 List of spare parts, K1 Load range, C2 Load range limlt with controllable pitch propeller, C8
26.08.07.40 Issue VI.10 Rev. 0
Index
Platform arrangements, H20 Pour point, F44 Power demand of an engine, C1 Power related unbalance (PRU), D3 Power take off (PTO), D6 Power/speed combination, C1 Pressure and temperature ranges, C14 Pressure regulating valve, F53 Pressurized fuel oil system, F49 Primary engine data, A2 Propeller characteristics, C1 Propeller curve, C3 Propeller efficiency, C1 Protection against corrosion (spare parts), K22 PTO arrangements, E2
Shafting alignment, L7 Shafting system, D8 Shop trial, L8 SI dimensions, M1 Silicon, F43 Space requirements and dismantling heights, H5 Spare parts, K1 Special tools, available on loan, J1 Spraycoating with rust preventing oil, L1 Standard engine control, G5 Standard tools, J1 Starting air compressors, F62 Starting air receivers, F62 Starting and control air system specification, F62 Starting and control air systems, F60 Storage of spare parts on board, K22 Storage proposal, J1 Sulphur, F43 System dynamics, D12
Q
Questionnaire for engine data, F4
R
Rating, C1 Rating field, C1 Rating points, C2 Recommended special tools, J1 Reduction of axial vibration, D8 Reduction of lateral vibration, D5 Reduction of torsional vibration, D7 Reference conditions, C10 Reference to other documentation, M3 Remote control system, G1 Removing rust preventing oils, L5 Rocking (lateral engine vibration), D4
T
TC and SAC selection, C12 Temperature control, F10 Thermal expansion at TC expansion joint, H4 Thrust pads, K9 Tools, J1 Torsional vibration, D6 Trace metals, F43 Treatment against corrosion, L1 Turbocharger and scavenge air coolers, C11 Turbocharger spare parts, K22, K23 Turbocharger weights, C11
S
Scavenge air cooler, F10 Scavenge air cooler parameters, C11 Scavenge air system, F71 Sea margin (SM), C3 Sea trial power, C3 Sea-water pump, F10 Sea-water strainer, F10 Sediment, F43 Separation efficiency, F49 Separator arrangement, F48 Settling tanks, F48
U
Using winGTD, C16
V
Vibration aspects, D1 Viscosity, F43
W
Waste heat recovery, E2 Water in fuel oil, F44 Working air, F62
26.08.07.40 Issue VI.10 Rev. 0
Abbreviations
ABB ALM AMS BFO BN BSEF BSFC CCAI CCR CCW CMCR CPP CSR cSt DAH DENIS EM EMA ESPM FCM FPP FQS FW GEA HFO HT IMO IND IPDLC ISO kW kWe kWh LAH LAL LCV LI LR LSL LT M MAPEX M1H
ASEA Brown Boveri Alarm Attended machinery space Bunker fuel oil Base Number Brake specific exhaust gas flow Brake specific fuel consumption Calculated Carbon Aromaticity Index Conradson carbon Cylinder cooling water Contract maximum continuous rating (Rx) Controllable pitch propeller Continuous service rating (also designated NOR and NCR) centi-Stoke (kinematic viscosity) Differential pressure alarm, high Diesel engine control and optimizing specification Engine margin Engine Management & Automation Engine selection and project manual Flex control module Fixed pitch propeller Fuel quality setting Fresh water Scavenge air cooler (GEA manufacture) Heavy fuel oil High temperature International Maritime Organisation Indication Integrated power-dependent liner cooling International Standard Organisation Kilowatt Kilowatt electrical Kilowatt hour Level alarm, high Level alarm, low Lower calorific value Level indicator Light running margin Level switch, low Low temperature Torque Monitoring and maintenance performance enhancement with expert knowledge External moment 1st order horizontal
M1V M2V MCR MDO mep MET MHI MIM MMI N, n NAS NCR NOR OM OPI P PAL PI PLS ppm PRU PTO RCS RW1 SAC SAE S/G SHD SIB SLD SM SSU SW TBO TC TI TPL tEaT UMS VI WCH WECS winGTD WHR M
External moment 1st order vertical External moment 2nd order vertical Maximum continuous rating (R1) Marine diesel oil Mean effective pressure Turbocharger (Mitsubishi manufacture) Mitsubishi Heavy Industries Marine installation manual Manmachine interface Speed of rotation National Aerospace Standard Nominal continuous rating Nominal operation rating Operational margin Operator interface Power Pressure alarm, low Pressure indicator Pulse Lubricating System (cylinder liner) Parts per million Power related unbalance Power take off Remote control system Redwood seconds No. 1 (kinem. viscosity) Scavenge air cooler Society of Automotive Engineers Shaft generator Shut down Shipyard interface box Slow down Sea margin Saybolt second universal Sea-water Time between overhauls Turbocharger Temperature indicator Turbocharger (ABB manufacture) Temperature of exhaust gas after turbine Unattended machinery space Viscosity index Wrtsil Switzerland Wrtsil Engine Control System General Technical Data program Waste heat recovery Torque variation
26.08.07.40 Issue VI.10 Rev. 0
A.
Introduction
Engine power [kW] 100 000 80 000 60 000 50 000 40 000
Engine power [bhp] 120 000 100 000 all other RTA and RT-flex engines 80 000 60 000
The Marine Installation Manual (MIM) is for use by project and design personnel. Each chapter con tains detailed information required by design engineers and naval architects enabling them to op timize plant items and machinery space, and to carry out installation design work. This book is only distributed to persons dealing with this engine.
30 000 20 000 RTA48T-D 10 000 8000 6000 4000
40 000
20 000
10 000 8000 6000
50
F20.0087
60
70
80 90 100
120 140 160 180 200 Engine speed [rpm]
Fig. A1
Power/speed range of all IMO-2000 regulation compatible RTA and RT-flex engines
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.
Wrtsil Switzerland Ltd PO Box 414 CH-8401 Winterthur, Switzerland Telephone: +41 52 2624922 Telefax: +41 52 262 0707 http://www.wartsila.com
A1
26.08.07.40 Issue VI.10 Rev. 0
Marine Installation Manual A.
Introduction
A1
Primary engine data

Engine
Bore x stroke [mm] Speed [rpm] 127 Engine power (MCR) Cylinder
5 6 7 8
Wrtsil RTA48T-D
480 x 2000 127 102 102
Power
[kW] [bhp] [kW] [bhp] [kW] [bhp] [kW] [bhp]
R1
7 275 9 900 8 730 11 880 10 185 13 860 11 640 15 840
R2
5 100 6 925 6 120 8 310 7 140 9 695 8 160 11 080
R3
5 825 7 925 6 990 9 510 8 155 11 095 9 320 12 680
R4
5 100 6 925 6 120 8 310 7 140 9 695 8 160 11 080
Brake specific fuel consumption (BSFC)

Load 100 % mep [g/kWh] [g/bhph] [bar] 173 127 19.0 167 123 13.3 173 127 18.9 169 124 16.6
Lubricating oil consumption (for fully run-in engines under normal operating conditions)
System oil Cylinder oil Remark: Conventional system (CLU-3) approximately 6 kg/cyl per day 0.9 1.3 g/kWh *1)
*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 Wrtsil RTA48T-D
All brake specific fuel consumptions (BSFC) are quoted for fuel of lower calorific value 42.7 MJ/kg (10200 kcal/kg). All other reference conditions refer to ISO standard (ISO 3046-1). The figures for 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.
To determine the power and BSFC figures accu rately in bhp and g/bhph respectively, the standard kW-based figures have to be converted by factor 1.36.
26.08.07.40 Issue VI.10 Rev. 0
A2
B.
Engine description
B1
Engine description
Characteristic design features:
The Wrtsil RTA48T-D 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 Wrtsil RTA48T-D 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 Stroke Number of cylinders Main parameters (R1): Power (MCR) Speed (MCR) Mean effect. press. Mean piston speed
480 mm 2000 mm 5 to 8 1455 kW/cyl 127 rpm 19.0 bar 8.5 m/s
The Wrtsil RTA48T-D is available with five to eight cylinders rated at 1455 kW/cyl to provide a maximum output of 11 640 kW for the eight-cylin der engine (primary engine data on table A1).
Overall sizes of engines Length [m] Height [m] Dry weight [t] 5 cyl. 5.9 8.4 171 8 cyl. 8.4 8.4 250
Note:
F10.3153
This illustration of the cross section is considered as general information only.
Fig. B1
Wrtsil RTA48T-D cross section
1 Welded bedplate with integrated thrust bear ings and large surface main bearing shells. 2 Sturdy engine structure with low stresses and high stiffness comprising A-shaped fabricated double-wall columns and cylinder blocks at tached to the bedplate by pre-tensioned verti cal tie rods. 3 Fully built-up camshaft driven by gear wheels housed in a double column located at the driv ing end.
The development of the RTA48T-D range was to offer engines for ships, providing power and relia bility at economic service speeds. The well-proven bore-cooling principle for pistons, liners, cylinder covers and exhaust valve seats is incorporated with variable injection timing (VIT) which main tains the nominal maximum combustion pressure within the power range compliant with the IMO regulation.
B1
26.08.07.40 Issue VI.10 Rev. 0
Marine Installation Manual B.
Engine description
A combined injection pump and exhaust valve actuator unit for two cylinders each. Camshaft driven fuel pump with double spill valves for timing fuel delivery to uncooled injectors. Camshaft-driven actuator for hydraulic drive of poppet-type exhaust valve working against an air spring. Standard pneumatic control fully equipped local control stand. Diesel Engine CoNtrol and optImizing Specification (DENIS-6), standard set of sensors and actuators for control, safety and alarms. Rigid cast iron cylinder monoblock or iron jacket moduls bolted together to form a rigid cylinder block. Special grey cast iron, bore-cooled cylinder liners with load dependent cylinder lubrication. Solid forged or steel cast, bore-cooled cylinder cover with bolted-on exhaust valve cage con taining Nimonic 80A exhaust valve. Constant-pressure turbocharging system comprising exhaust gas turbochargers and auxiliary blowers for low-load operation.
12 Crosshead with crosshead pin and singlepiece white metal large surface bearings. El evated pressure hydrostatic lubrication. 13 Main bearing cap tightened with down bolts for easier assembly and disassembly of whitemetalled shell bearings. 14 White-metalled type bottom-end bearings. 15 Semi-built crankshaft.
10 Oil-cooled pistons with bore-cooled crowns and short piston skirts. TriboPack designed as standard feature for excellent piston running and extended TBO up to 3 years. 11 Uniflow scavenging system comprising scav enge air receiver with non-return flaps.
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B2
B.
Engine description
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
Driving end 1 2 3 4 5 6
Free end
1 2
Numbering of cylinders
Thrust bearing
Numbering of main bearings
Fuel side
Exhaust side
Clockwise rotation
F10.5279
Anti-clockwise rotation
Fig. B2
Engine numbering and designation
B3
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Marine Installation Manual B.
Engine description
26.08.07.40 Issue VI.10 Rev. 0
B4
C.
General engine data
C1
Engine rating field and load range
Engine power [%] R1

100 95 90
Selecting a suitable main engine to meet the power demands of a given project involves proper tuning in respect of load range and influence of operating conditions which are likely to prevail throughout the entire life of the ship. This chapter explains the main principles in selecting a Wrtsil 2-stroke marine diesel engine. Every engine has a rating field within which the combination of power and speed (= rating) can be selected. Contrary to the rating field, the load range is the admissible area of operation once the CMCR has been determined. 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 ships trading patterns. Selecting the most suitable engine is vital to achieving an efficient cost/benefit response to a specific transport requirement.
85
Rx2 R3
Rx1
Rating line fulfilling a ships power require ment for a constant speed
80
75
70
R4
65
R2
Engine speed [%]

70 75 80 85 90 95 100 Nominal propeller characteristic 1
Nominal propeller characteristic 2
The contract maximum continuous rating (Rx) may be freely positioned within the rating field for that engine.
F20.0045
Fig. C1
Rating field of the Wrtsil RTA48T-D engine.
C1.1
Rating field
The engine speed is given on the horizontal axis and the engine power on the vertical axis of the rat ing field. Both are expressed as a percentage (%) of the respective engines nominal R1 parameters. Percentage values are being used so that the same diagram can be applied to various engine models. The scales are logarithmic so that expo nential curves, such as propeller characteristics (cubic power) and mean effective pressure (mep) curves (first power), are straight lines. The rating field serves to determine the specific fuel oil consumption, exhaust gas flow and tem perature, fuel injection parameters, turbocharger and scavenge air cooler specifications for a given engine. Calculations for specific fuel consumption, ex haust gas flow and temperature after turbine are explained in further chapters.
The rating field shown in figure C1 is the area of 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 rating 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 rating field only.
C1
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Marine Installation Manual C.
General engine data
C1.1.1
Rating points R1, R2, R3 and R4
Pxj = Propulsive power at propeller revolution Nj. Nj = Propeller speed corresponding with propulsive power Pxj. = 0.15 for tankers and general cargo ships up to 10 000 dwt. = 0.20 for tankers, bulkcarriers from 10 000 dwt to 30 000 dwt. = 0.25 for tankers, bulkcarriers larger than 30 000 dwt. = 0.17 for reefers and container ships up to 3000 TEU. = 0.22 for container ships larger than 3000 TEU.
The rating points (R1, R2, R3 and R4) for the Wrtsil RTA and RT-flex engines are the corner points of the engine rating field (figure C1). The point R1 represents the nominal maximum continuous rating (MCR). It is the maximum power/speed combination which is available for a particular engine. The point R2 defines 100 % cent speed, and 70 % power of R1. The point R3 defines 80 % speed and 80 % power of R1. The connection R1R3 is the nominal 100 % line of constant mean effective pressure of R1. The point R4 defines 80 % speed and 70 % power of R1. The connection line R2R4 is the line of 70 % power between 80 and 100 % speed of R1. Rating points Rx can be selected within the entire rating field to meet the requirements of each par ticular project. Such rating points require specific engine adaptations.
This relation is used in the engine selection pro cedure to compare different engine alternatives and to select optimum propeller revolutions within the selected engine rating field. Usually, the selected propeller revolution depends on the maximum permissible propeller diameter. The maximum propeller diameter is often deter mined by operational requirements such as: Design draught and ballast draught limitations. Class recommendations concerning propeller/hull clearance (pressure impulse in duced by the propeller on the hull). The selection of main engine in combination with the optimum propeller (efficiency) is an iterative procedure where also commercial considerations (engine and propeller prices) play a great role. According to the above approximation, when a re quired power/speed combination is known for example point Rx1 as shown in figure C1 a CMCR-line can be drawn which fulfils the ships power requirement for a constant speed. The slope of this line depends on the ships characteris tics (coefficient ). Any other point on this line represents a new power/speed combination, for example Rx2, and requires a specific propeller adaptation.
C1.1.2
Influence of propeller revol utions on the power requirement
At constant ship speed and for a given propeller type, lower propeller revolutions combined with a larger propeller diameter increase the total propul sive efficiency. Less power is needed to propel the vessel at a given speed. The relative change of required power in function of the propeller revolutions can be approximated by the following relation:
Px 2Px 1 N 2N 1
C1.2
Load range
The load range diagram shown in figure C2 defines the power/speed limits for the operation of the en gine. Percentage values are given as explained in section C1.1.1, in practice absolute figures might be used for a specific installation project.
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C2
C.
General engine data
C1.2.1
Propeller curves
Engine power [%Rx]
110
In order to establish the proper location of propeller curves, it is necessary to know the ships speed to power response. The propeller curve without sea margin is for a ship with a new and clean hull in calm water and weather, often referred to as trial condition. The propeller curves can be determined by using full scale trial results of similar ships, algorithms developed by maritime research institutes or model tank results. Furthermore, it is necessary to define the maximum reasonable diameter of the propeller which can be fitted to the ship. With this information and by applying propeller series such as the Wageningen, SSPA (Swedish Maritime Research Association), MAU (Modified AU), etc., the power/speed relationships can be established and characteristics developed. The relation between absorbed power and rota tional speed for a fixed-pitch propeller can be approximated by the following cubic relation:
P 2 P 1 N 2 N 1 in which Pi = propeller power Ni = propeller speed
3
CMCR (Rx)
100 95 90
Sea trial power
D B
10% EM/OM
80 78.3 70
15% SM A Engine load range
60
50 3.5% LR
propeller curve without SM

40 65 70 80 90 95
100 104
Engine speed [%Rx]
EM engine margin OM operational margin

F10.5248
SM sea margin LR light running margin
Fig. C2 Load range limits of an engine corresponding to a specific rating point Rx
C1.2.3
Sea margin (SM)
The propeller curve without sea margin is often called the light running curve. The nominal pro peller characteristic is a cubic curve through the CMCR-point. (For additional information, refer to section C1.2.4 light running margin.)
The increase in power to maintain a given ships speed achieved in calm weather (point A in fig ure C2) and under average service condition (point D), is defined as the sea margin. This mar gin can vary depending on owners and charterers expectations, routes, season and schedules of the ship. The location of the reference point A and the magnitude of the sea margin are determined between the shipbuilder and the owner. They form part of the newbuilding contract. With the help of effective antifouling paints, drydocking intervals have been prolonged up to 4 or 5 years. Therefore, it is still realistic to provide an average sea margin of about 15 % of the sea trial power, refer to figure C2, unless as mentioned above, the actual ship type and service route dic tate otherwise.
C1.2.2
Sea trial power
The sea trial power must be specified. Figure C2 shows the sea trial power to be the power required for point B on the propeller curve. Often and alter natively the power required for point A on the pro peller curve is referred to as sea trial power.
C3
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General engine data
C1.2.4
Light running margin (LR)
The sea trial performance (curve a) in figure C3 should allow for a 4 to 7 % light running of the pro peller when compared to the nominal propeller characteristic (the example in figure C3 shows a light running margin of 5 %). This margin provides a sufficient torque reserve whenever full power must be attained under unfavourable conditions. Normally, the propeller is hydrodynamically optim ized for a point B. The trial speed found for A is equal to the service speed at D stipulated in the contract at 90 % of CMCR.
Engine power [%Rx]
Please note: it is the shipbuilders responsibility to determine the light running margin large enough so that, at all service conditions, the load range limits on the left side of nominal propeller char acteristic line are not reached (see section C1.2.6 and figure C4). Assuming, for example, the following: Drydocking intervals of the ship 5 years. Time between overhauls of the engine 2 years or more. Full service speed must be attainable, without surpassing the torque limit, under less favourable conditions and without exceeding 100 % mep. Therefore the light running margin required will be 5 to 6 %. This is the sum of the following factors: 1. 1.52% influence of wind and weather with an adverse effect on the intake water flow of the propeller. Difference between Beaufort 2 sea trial condition and Beaufort 45 average service condition. For vessels with a pro nounced wind sensitivity, i.e. containerships or car carriers this value will be exceeded. 2. 1.52% increase of ships resistance and mean effective wake brought about by: Rippling of hull (frame to frame). Fouling of local, damaged areas, i.e. boot top and bottom of the hull. Formation of roughness under paint. Influence on wake formation due to small changes in trim and immersion of bulbous bow, particularly in the ballast condition. 3. 1% frictional losses due to increase of pro peller blade roughness and consequent drop in efficiency, e.g. aluminium bronze propellers: New: surface roughness = 12 microns. Aged: rough surface but no fouling = 40 microns.
CMCR (Rx)
100
10% EM/OM
90
D B
15% SM 5% LR
78.3 A
Engine speed [%Rx]
100
F10.3148
Fig. C3 Load diagram for a specific engine showing the corresponding power and speed margins
The recommended light running margin originates from past experience. It varies with specific ship designs, speeds, drydocking intervals, and trade routes.
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C4
C.
General engine data
4. 1% as:
deterioration in engine efficiency such Fouling of scavenge air coolers. Fouling of turbochargers. Condition of piston rings. Fuel injection system (condition and/or timing). Increase of back pressure due to fouling of the exhaust gas boiler, etc.
C1.2.5.1 Continuous service rating (CSR=NOR=NCR)

Point A represents power and speed of a ship operating at contractual speed in calm seas with a new clean hull and propeller. On the other hand, the same ship at the same speed requires a power/speed combination according to point D, shown in figure C4, under service condition with aged hull and average weather. D is then the CSR-point.
C1.2.5
Engine margin (EM) or oper ational margin (OM)
Most owners specify the contractual ships loaded service speed at 85 to 90 % of the contract maxi mum continuous rating. The remaining 10 to 15 % power can then be utilized to catch up with delays in schedule or for the timing of drydocking inter vals. This margin is usually deducted from the CMCR. Therefore, the 100 % power line is found by dividing the power at point D by 0.85 to 0.90. The graphic approach to find the level of CMCR is illustrated in figures C2 and C3. In the examples two current methods are shown. Figure C2 presents the method of fixing point B and CMCR at 100 % speed thus obtaining auto matically a light running margin BD of 3.5 %. Fig ures C3 and C5 show the method of plotting the light running margin from point B to point D or D (in our example 5 %) and then along the nominal propeller characteristic to obtain the CMCR-point. In the examples, the engine power at point B was chosen to be at 90 % and 85 % respectively.
C1.2.5.2 Contract maximum continuous rating (CMCR = Rx)

By dividing, in our example, the CSR (point D) by 0.90, the 100 % power level is obtained and an op erational margin of 10 % is provided (see figure C4). The found point Rx, also designated as CMCR, can be selected freely within the rating field defined by the four corner points R1, R2, R3 and R4 (see figure C1).
C1.2.6
Load range limits
Once an engine is optimized at CMCR (Rx), the working range of the engine is limited by the follow ing border lines, refer to figure C4: Line 1 is a constant mep or torque line through CMCR from 100 % speed and power down to 95 % power and speed. Line 2 is the overload limit. It is a constant mep line reaching from 100 % power and 93.8 % speed to 110 % power and 103.2 % speed. The latter one is the point of intersection between the nominal pro peller characteristic and 110 % power.
C5
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General engine data
Line 3 is the 104 % speed limit where an engine can run continuously. For Rx with reduced speed (NCMCR 0.98NMCR) this limit can be extended to 106 %, however, the specified torsional vibration limits must not be exceeded. Line 4 is the overspeed limit. The overspeed range between 104 (106) and 108 % speed is only permissible during sea trials if needed to demonstrate the ships speed at CMCR power with a light running pro peller in the presence of authorized repre sentatives of the engine builder. However, the specified torsional vibration limits must not be exceeded. Line 5 represents the admissible torque limit and reaches from 95 % power and speed to 45 % power and 70 % speed. This repre sents a curve defined by the equation:
P 2 P 1 N 2 N 1
2.45
Line 6 is defined by the equation:

P 2 P 1 N 2 N 1
2.45
through 100 % power and 93.8 % speed and is the maximum torque limit in transi ent conditions. The area above line 1 is the overload 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 engine builder. The area between lines 5 and 6 and constant torque line (dark area of fig. C4) should only be used for transient condi tions, i.e. during fast acceleration. This range is called service range with oper ational time limit.
Engine power [%Rx] CMCR (Rx)
110

40 65 70 80 90
103.2
93.8
When approaching line 5 , the engine will increasingly suffer from lack of scavenge air and its consequences. The area formed by lines 1 , 3 and 5 repre sents the range within which the en gine should be operated. The area li mited by the nominal propeller characteristic, 100 % power and line 3 is recommended for continuous oper ation. The area between the nominal pro peller characteristic and line 5 has to be reserved for acceleration, shallow water and normal operational flexibility.
Engine load range

100 1 95 90
10% EM/OM B 15% SM
Constant torque
80 78.3
70
3 60 6
50
95
100 104 108
Engine speed [%Rx]

F10.5249
Fig. C4 Load range limits, with the load diagram of an en gine corresponding to a specific rating point Rx
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C6
C.
General engine data
C1.2.7
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 C5. 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 C5, the main-engine driven generator is assumed to absorb 5 % of the nominal engine power. The CMCR-point is, of course, selected by taking into account the max. power of the generator.
Engine power [%Rx]
CMCR (Rx)
100
10% EM/OM
90 c 85
D
5% S/G
B
15% SM 5% LR
73.9 A
PTO power
100
F10.3149
Engine speed [%Rx]
SM sea margin LR light running margin S/G shaft generator
Fig. C5
Load range diagram for an engine equipped with a main-engine driven generator, whether it is a shaft generator or a PTO-driven generator
C7
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General engine data
C1.2.8
Load range limit with controllable pitch propeller

Engine power [% Rx] CMCR [Rx]
For controllable pitch propeller (CPP), the load range limit is defined in figure C6. After starting, the engine is operated at an idle speed of up to 70 % of the rated engine speed with zero pitch. From idle running the pitch is to be in creased with constant engine speed up to at least point E, the intersection with the line 6 .
7 8
Line 6 is the lower load limit between 70 % speed and 100 % speed, with such a pitch position that at 100 % speed a minimum power of 37 % is re ached, point F. It is defined by the following equa tion:
P 2 P 1 N 2 N 1
3
Along line 8 the power increase from 37 % power (point F) to 100 % power (CMCR) at 100 % speed is the constant speed mode for shaft generator operation, covering electrical sea load with con stant frequency. Line 5 is the upper load limit and corresponds to the admissible torque limit as defined in section C1.2.6 and shown in figure C4. The area formed between 70 % speed and 100 % speed and between lines 5 and 6 represents the area within which the engine with CPP has to be operated. Line 7 represents a typical combinator curve for variable speed mode.
Engine speed [% Rx] prohibited operation area

F10.5247
area within which the engine should be operated
Fig. C6
Load range diagram for CPP
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C8
C.
General engine data
Manoeuvring at nominal speed with low or zero pitch is not allowed. Thus installations with mainengine driven generators must be equipped with a frequency converter when electric power is to be provided (e.g. to thrusters) at constant frequency during manoeuvring. Alternatively, power from auxiliary engines may be used for this purpose. For test purposes, the engine may be run at rated speed and low load during a one-time period of 15 minutes on testbed (e.g. NOx measurements) and 30 minutes during dock trials (e.g. shaft-generator adjustment) in the presence of authorized repre sentatives of the engine builder. Further requests must be agreed by WCH.
For manual and/or emergency operation, separate setpoints for speed and pitch are usually provided. At any location allowing such operation, a warning plate must be placed with the following text:
Engine must not be operated continuously with a pitch lower than xx % at any engine speed above xx rpm.
These values (xx) are to be defined according to

the installation data.
The rpm value normally corresponds to 70 % of
CMCR speed, and the pitch to approximately 60 %
of the pitch required for rated power.
In addition, an alarm has to be provided in either
the main-engine safety system or the vessels
alarm and monitoring system when the engine is
operated for more than 3 minutes in the prohibited
operation area. Is the engine operated for more
than 5 minutes in the prohibited operation area, the
engine speed must be reduced to idle speed
(below 70 % speed).
C1.2.8.1 Requirements for control system with CPP

WCH strongly recommends to include CPP control functions into an engine remote control system from an approved supplier (please ask WCH). This ensures, among others, that the requirements of the engine builder are strictly followed. The following operating modes shall be included in the control system: Combinator mode 1 Combinator mode for operation without shaft generator. Any combinator curve including a suitable light running margin may be set within the permissible operating area, typically line 7 . Combinator mode 2 Optional mode used in connection with shaft generators. During manoeuvring, the combi nator curve follows line 6 . At sea the engine is operated between point F and 100 % power (line 8 ) at constant speed.
C9
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General engine data
C2
Engine data C2.3 Ancillary system design parameters
The engine can be operated in the ambient condi tion range between reference conditions and design (tropical) conditions.
C2.1
Reference conditions
The engine performance data, like BSFC, BSEF and tEaT and others are based on reference conditions. They are specified in ISO Standard 15550 (core standard) and for marine application in ISO Standard 3046 (satellite standard) as follows: Air temperature before blower 25 C Engine room ambient air temp. 25 C Coolant temp. before SAC 25 C for SW Coolant temp. before SAC 29 C for FW Barometric pressure 1000 mbar Relative air humidity 30 %
The layout of the ancillary systems of the engine bases on the performance of its specified rating point Rx (CMCR). The given design parameters must be considered in the plant design to ensure a proper function of the engine and its ancillary systems. Cylinder water outlet temp. Oil temperature before engine Exhaust gas back pressure at rated power (Rx) 85 C 45 C 30 mbar
C2.2
The capacities of ancillaries are specified accord ing to ISO Standard 3046-1 (clause 11.4) following the International Association of Classification Societies (IACS) and are defined as design conditions: Air temperature before blower 45 C Engine ambient air temp. 45 C Coolant temp. before SAC 32 C for SW Coolant temp. before SAC 36 C for FW 1000 mbar. Barometric pressure Relative air humidity 60 %
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Design conditions
The engine power is independent from ambient conditions. The cylinder water outlet temperature and the oil temperature before engine are systeminternally controlled and have to remain at the specified level.
C2.4
Engine performance data
The calculation of the performance data BSFC, BSEF and tEaT for any engine power will be done with the help of the winGTD program on CD-ROM, which is available on request. If needed we offer a computerized information ser vice to analyze the engines heat balance and determine main system data for any rating point within the engine rating field. For details of this service please refer to section F1.2.3, Questionnaire for engine data. The downlodad of the winGTD program is ex plained in section C7.1.
C10
C.
General engine data
C3
Turbocharger and scavenge air cooler

The data can be calculated directly by the winGTD program (see section C7.2). Parameters and de tails of the scavenge air coolers (SAC) are shown in table C1, weights of turbochargers in table C2.
The selections of turbochargers covering the types ABB TPL, MHI MET are shown in figures C7 to C8. The selection of scavenge air coolers follows the demand of the selected turbochargers.
Fresh water: Single-stage scavenge air coolers Cooler Design water flow [m3/h] SAC243 SAC245 193 145 Design air flow Pressure drop Water [bar] *1) 1.1 1.1 Air [mbar] *1) 30 25 Water content [dm3/cooler] approx. 450 approx. 290 Insert Length [mm] 2024 1754 Mass [tonnes] 1.8 1.2
[kg/h] 108 500 63 500
Remark: *1) at design flow. *2) The single stage scavenge air cooler consists of two cooler elements which are connected in series.
F10.3841
Table C1 Scavenge air cooler parameters
Type
ABB
TPL73-B11 / B12 2.51 MET53MA 3.55
TPL77-B11 / B12 3.68 MET60MA 4.26
Mass [tonnes] Type
MHI (Mitsubishi)
Mass [tonnes]
Table C2 Turbocharger weights
C11
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General engine data
C3.1
Turbocharger and scavenge air cooler selection
The SAC and TC selection for the engines RTA48T-D is given in the layout fields in figures C7 to C8.
Engine power [%]

100
95
90
85
Engine power [%] R1

100
R1
5RTA48T-D
1 x TPL73-B12 1 x SAC245
95
90
85
6RTA48T-D
1 x TPL73-B12/CL 1 x SAC243
R3
80
75
70
80
R3 1 x TPL73-B11 1 x SAC245 1 x TPL73-B12 1 x SAC243
75
70
R4
65
R2
65
R4 R1: 8 730 kW / 127 rpm
R2
R1: 7 275 kW / 127 rpm Engine speed [%]
Engine speed [%]

70
75 80 85 90 95 100
70
75
80
85
90
95
100
Engine power [%]

100
95
90
85
Engine power [%] R1

100
95
R1
7RTA48T-D
1 x TPL77-B11 1 x SAC243 R3
8RTA48T-D
90
85
1 x TPL77-B12 1 x SAC243 R3
80
75
70
80
1 x TPL73-B12/CL 1 x SAC243 R4 R2
75
70
1 x TPL77-B11 1 x SAC243 R4 R2
65
65
70
75
80
85
90
95
100
70
75
80
85
90
95
100
F20.0107
Fig. C7
Turbocharger and scavenge air cooler selection, ABB TPL type turbochargers
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C12
C.
General engine data
Engine power [%]

100
95
90
85
Engine power [%] R1

100
95
90
85
R1
5RTA48T-D
6RTA48T-D
R3
80
75
70
80
R3 1 x MET53MA 1 x SAC245 1 x MET53MA 1 x SAC243
75
70
R4
65
R2
65
R4 R1: 8 730 kW / 127 rpm
R2
Engine speed [%]

70
75 80 85 90 95 100
70
75
80
85
90
95
100
Engine power [%]

100
95
90
85
Engine power [%] R1

100
95
R1
7RTA48T-D
1 x MET60MA 1 x SAC243 R3
8RTA48T-D
90
85
R3
80
75
70
80
75
70
1 x MET53MA 1 x SAC243 R4 R2
1 x MET60MA 1 x SAC243
R4
65
R2
65
70
75
80
85
90
95
100
70
75
80
85
90
95
100
F20.0106
Fig. C8
Turbocharger and scavenge air cooler selection, MHI MET type turbochargers
C13
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General engine data
C4
Auxiliary blower
For manoeuvring and operating at low powers,

electrically driven auxiliary blowers must be used
to provide sufficient combustion air.
Table C3 shows the number of blowers required.
Number of cylinders Number of auxiliary air blowers required 5 2 6 2 7 2 8 2
Table C3 Number of auxiliary blowers per engine
C5
Electrical engine power requirement in [kW]

Power requirement [kW] referring to numbers of cylinders
5 6 2 x 24 1.8 2.2 1.5 / 1.8 acc. to maker specifications acc. to maker specifications 7 2 x 30 8 2 x 38
Electrical power consumers

Auxiliary blowers *1)
Turning gear
Supply voltage
400/440 V / 50/60 Hz 400 V / 50 Hz / 1500 rpm 440 V / 60 Hz / 1800 rpm 400/440 V / 50/60 Hz 24 VDC UPS acc. to maker specifications 2 x 24
Cylinder lubrication CLU-3 *2) Propulsion control system Additional monitoring devices (e.g. oil mist detector etc.) Remark:
*1) Minimal installed electric motor power (shaft) is indicated. The actual electric power requirement depends
on the size, type and voltage/frequency of the installed electric motor. 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 C4 Electrical power consumers
C6
Pressure and temperature ranges

obtained by adding the pressure losses in the piping system, filters, coolers, valves, etc., and the vertical level pressure difference between pump suction and pressure gauge to the values in the table on the next page.
Table C5 (on the next page) represents a summary of the required pressure and temperature ranges at continuous service rating (CSR). The gauge pressures are measured about 4 m above the crankshaft centre line. The pump delivery head is
26.08.07.40 Issue VI.10 Rev. 0
C14
C.
General engine data
Medium
System
Location of measurement
Inlet
Gauge pressure limit values [bar]

Min 3.0 2.0 10.0 3.6 3.6 1.0 3.6 1.7 1.0 1.3 0.7 7.0 *2) 3.0 Max 5.0 4.0 12.0 5.0 5.0 5.0 2.5 2.5 1.5 10.0 *3) 5.0 Min 65 80 25 40 40 40
Temperature limit values [C]

Max 90 36 50 50 50 80 60 110 120 85 150 515 515
max 30 * 1) max 15
Difference
Fresh water Fresh water (Scavenge air cooling)
Cylinder cooling LT circuit (single-stage SAC)
Outlet each cylinder Inlet cooler Outlet cooler Inlet Supply
Lubricating oil (high pressure)
Crosshead bearing oil

Main bearing oil
Outlet Inlet
Piston cooling oil Lubricating oil (low pressure)
Outlet Outlet Supply Inlet casing Supply
Thrust bearing
Torsional T orsional vibration damper (if steel spring damper is used) Integrated axial vibration damper (detuner) Turbocharger T urbocharger bearing oil (ABB TPL on engine lub. oil system)
Deviation 50 *4)
Damp. chamber Inlet Outlet Inlet Outlet Inlet
Lubricating oil (Turbocharger)
Turbocharger T urbocharger bearing oil (ABB TPL with separate lub. oil system) Turbocharger bearing oil (MHI MET)
Outlet Inlet Return Air filter / Silencer Ducting and filter New SAC
Booster (injection pump)

Fuel oil
After retaining valve (injection pump) Intake from engine room (pressure drop, max) Intake from outside (pressure drop, max)
max 10 mbar max 20 mbar max 30 mbar max 50 mbar 12 6.5 6.5 30 mbar 50 mbar 25 or 30 8.0 8.0
Scavenge air Cooling (pressure drop)
Fouled SAC Engine inlet Engine inlet Main distributor (Engine interal) After each cylinder
Starting air
Air
Control air Air spring air for exhaust valve
Receiver Exhaust gas Manifold after turbocharger
Turbocharger inlet Design maximum Fouled maximum
Remark:
*1) *2) *3) *4)
The water flow has to be within the specified limits (scavenge air cooler specification). At 100 % engine load. At stand-by condition; during commissioning of the fuel oil system the fuel oil pressure is adjusted to 10 bar. Pressure measured about 4 m above crankshaft centre line.
Max. deviation of the temperature among the cylinders.
Table C5 Pressure and temperature ranges
C15
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General engine data
C7
General Technical Data winGTD
C7.2 C7.2.1
Using winGTD Start
The purpose of this program is to calculate the heat balance of a Wrtsil two-stroke diesel engine for a given project. Various cooling circuits can be taken in account, temperatures and flow rates can be manipulated on line for finding the most suitable cooling system. This software is intended to provide the informa tion required for the project work of marine propul sion plants. Its content is subject to the under standing that any data and information herein have been prepared with care and to the best of our knowledge. We do not, however, assume any lia bility with regard to unforeseen variations in accu racy thereof or for any consequences arising therefrom.
After starting winGTD by double-clicking winGTD icon, click on Start new Project button on Wel come screen and specify desired engine type in appearing window (fig. C9):
C7.1
Availability of winGTD
The winGTD is available: as download from our Licensee Portal.

Fig. C9 winGTD: Selection of engine window
C7.1.1
Download from Licensee Portal
1. Open the Licensee Portal and go to: Project Tools & Documents winGTD. 2. Click the link and follow the instructions.
Double-click on selected engine type or click the Select button to access the main window (fig. C10) and select the particular engine according to the number of cylinders (eg. 7RTA48T-D).
C7.2.2
The amendments and how the current version
differs from previous versions are explaineded on
the Licensee Portal.
Furthermore this information is contained in the
winGTD program itself. Menu:
Help version information.
Data input
In the main window (fig. C10) enter the desired power and speed to specify the engine rating. The rating point must be within the rating field. The shaft power can either be expressed in units of kW or bhp.
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C16
C.
General engine data
C7.2.4
Service conditions
Click the button Service Conditions in the main window (fig. C10) to access the option window (fig. C12) and enter any ambient condition data deviat ing from design conditions.
Fig. C10 winGTD: Main window
Further input parameters can be entered in subpanels 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.
Fig. C12 winGTD: Two-stroke engine propulsion
C7.2.3
Output results
Clicking the Start Calculation button (fig. C10) in itiates the calculation with the chosen data to de termine the temperatures, flows of lubricating oil and cooling water quantities. Firstly the Engine performance data window (fig. C11) is displayed on the screen. To see further results, click the appropriate button in the tool bar or click the Show results menu op tion in the menu bar. To print the results click the button for export to a ASCII file, both in the button or click the tool bar.
The calculation is carried out with all the relevant design parameters (pump sizes etc.) of the ancil laries set at design conditions.
C7.2.5
Saving a project
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 threecharacter 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. C11 winGTD: General technical data
C17
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General engine data
26.08.07.40 Issue VI.10 Rev. 0
C18
D.
Engine dynamics
D1
Vibration aspects
Figure D1 shows the external forces and moments acting on the engine. External forces and moments due to the recipro cating and rotating masses (see table D1): F1V: F1H: F2V: F4V: M1V: M1H: M2V: M4V: resulting first order vertical force. resulting first order horizontal force. resulting second order vertical force. resulting fourth order vertical force. first order vertical mass moment. first order horizontal mass moment. second order vertical mass moment. fourth order vertical mass moment.
As a leading designer and licensor we are con cerned that satisfactory vibration levels are ob tained with our engine installations. The assess ment and reduction of vibration is subject to continuing research. Therefore, we have devel oped extensive computer software, analytical pro cedures and measuring techniques to deal with this subject. For successful design, the vibration behaviour needs to be calculated over the whole operating range of the engine and propulsion system. The following vibration types and their causes are to be considered: External mass forces and moments. Lateral engine vibration. Longitudinal engine vibration. Torsional vibration of the shafting. Axial vibration of the shafting.
All Wrtsil RTA48T-D engines have no free mass forces (see table D1).
D1.1
External forces and moments
F1V, F2V, F4V
In the design of the Wrtsil RTA48T-D engine free mass forces are eliminated and unbalanced exter nal moments of first, second and fourth order are minimized. However, five- and six-cylinder en gines generate second order unbalanced vertical moments of a magnitude greater than those en countered with higher numbers of cylinders. Depending on the ships design, the moments of fourth order have to be considered too. Under unfavourable conditions, depending on hull 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.
F1H
M1V, M2V, M4V
M1H +
F10.5173
Forces and moments due to reciprocating and rotating masses
Fig. D1
D1
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Marine Installation Manual D.
Engine dynamics
D1.1.1
Balancing free first order moments

Electrically driven 2nd order compensator F2V
Standard counterweights fitted to the ends of the crankshaft reduce the first order mass moments to acceptable limits. However, in special cases non standard counterweights can be used to reduce either M1V or M1H, if needed.
D1.1.2
Balancing free second order moments
M2V
The second order vertical moment (M2V) is higher on five- and six-cylinder engines compared with 78-cylinder engines; the second order vertical moment being negligible for the 78-cylinder en gines. Since no engine-fitted 2nd order balancer is available, Wrtsil Switzerland Ltd. recommends for five- and six-cylinder engines to install an elec trically driven compensator on the ships structure (figure D2) to reduce the effects of 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 ships vibration will be. Table D1 assists in determining the effect of installing the Wrtsil 5RTA48T-D and 6RTA48T-D engines. However, when the ships vibration pattern is not known at the early stage, an external electrically driven compensator can be installed later, should disturbing 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 controlled accordingly.
L M2V = F2V L
F10.5218
Fig. D2
Locating external electrically driven compensator
Suppliers of electrically driven compensators

Gertsen & Olufsen AS Savsvinget 4 DK-2970 Hrsholm Denmark
Tel. +45 45 76 36 00 Fax +45 45 76 17 79 www.gertsen-olufsen.dk
Nishishiba Electric Co., Ltd Shin Osaka Iida Bldg. 5th Floor 1-5-33, Nishimiyahara, Yodogawa-ku Osaka Tel. +81 6 6397 3461 532-0004 Japan Tel. +81 6 6397 3475 www.nishishiba.co.jp
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D2
D.
Engine dynamics
D1.1.3
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 M1H PRU [Nm/kW] M2V PRU = external moment [Nm] = [Nm/kW] engine power [kW] A This diagram refers to Tier I, Tier II data will be similar. Available on request.
7RTA48T-D 8RTA48T-D
150
No engine-fitted 2nd order balancer available. If reduction of M2v is needed, an external compensator has to be applied.
50
C
0
5RTA48T-D 6RTA48T-D
F20.0042
A-range: B-range: C-range: Free external mass moments
balancing countermeasure is likely needed. balancing countermeasure is unlikely needed. balancing countermeasure is not relevant.
Fig. D3
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: MRx = MR1 (nRx/nR1)2
D3
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100
Engine dynamics
D1.2
Lateral engine vibration (rocking)

The X-type lateral vibrations are caused by the resulting lateral guide force moment MLX. The driv ing- and free-end side of the engine top vibrate in counterphase. Table D1 gives the values of resulting lateral guide forces and moments of the relevant orders. The amplitudes of the vibrations transmitted to the hull depend on the design of the engine seating, frame stiffness and exhaust pipe connections. As the amplitude of the vibrations cannot be predicted with absolute accuracy, the support to the ships structure and space for installation of lateral stays should be considered in the early design stages of the engine-room structure. Please refer to tables D2 to D4, countermeasures for dynamic effects.
The lateral components of the forces acting on the crosshead induce lateral rocking depending on the number of cylinders and firing order. These forces may be transmitted to the engine-room bottom structure. From there hull resonance or local vibra tions in the engine room may be excited. There are two different modes of lateral engine vibration, the so-called H-type and X-type, please refer to figure D4. The H-type lateral vibrations are characterized by a deformation where the driving and free end side of the engine top vibrate in phase as a result of the lateral guide force FL and the lateral H-type moment. The torque variation (M) is the reaction moment to MLH.
FL resulting guide force MLH resulting lateral H-type moment

F10.5172
MLX
resulting lateral X-type moment
Fig. D4
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D4
D.
Engine dynamics
D1.2.1
Reduction of lateral vibration
D1.2.1.1 Engine stays

Free end
longitudinal
Fitting of lateral stays between the upper platform level and the hull reduces transmitted vibration and lateral rocking (see figures D5 and D6). Two stay types can be considered: Hydraulic stays: two by two installed on the exhaust and on the fuel side of the engine. Friction stays: two stays installed on the engine exhaust side.
Hydraulic stays
fuel side exhaust side
F20.0026
lateral
Driving end
Fig. D6
General arrangement of friction stays
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.
Friction stays
D1.2.1.2 Electrically driven compensator

If for some reason it is not possible to install lateral stays, an electrically driven compensator can be installed which is able to reduce the lateral engine vibrations and their effect on the ships superstruc ture. It is important to note that only one harmonic excitation can be compensated at a time and in the case of an X-type vibration mode, two compensa tors, one fitted at each end of the engine top are necessary.
F20.0025
Fig. D5
General arrangement of lateral stays
For installation data concerning lateral engine stays, please refer to section H8.
D5
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Engine dynamics
D1.3
Longitudinal engine vibration (pitching)

as a result of this to vibrations in the ships super structure (refer to section D1.5 Axial vibration). In order to prevent this vibration, stiffness of the double-bottom structure should be as high as possible.
In some cases with five-cylinder Wrtsil RTA en gines, specially those coupled to very stiff inter mediate and propeller shafts, the engine founda tion can be excited at a frequency close to the full load speed range resonance, leading to increased axial (longitudinal) vibration at the engine top and
D1.4
Torsional vibration
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 section D3 Order forms for vibration calculations).
Torsional vibrations are generated by gas and iner tia forces as well as by the irregularity of the pro peller torque. It does not cause hull vibration (ex cept in very rare cases) and is not perceptible in service, but causes additional dynamic stresses in the shafting. The shafting system comprising crankshaft, pro pulsion shafting, propeller, engine running gear, flexible couplings and power take off (PTO), as 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.
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D6
D.
Engine dynamics
D1.4.1
Reduction of torsional vibration

For high energy vibrations, i.e., for higher addi tional torque levels that can occur with five- and six-cylinder engines, a spring damper, with its higher damping effect may have to be considered, please refer to figure D8. This damper has to be supplied with oil from the engines lubricating oil system, and depending on the torsional vibration energy to be absorbed can dissipate up to approxi mately 50 kW energy (depends on number of cyl inders). The oil flow to the damper should be ap proximately 6 to 12 m3/h, but an accurate value will be given after the results of the torsional vibration calculation are known.
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 D7. 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.
Inertia ring Silicone fluid
Cover
Springs Intermediate pieces
Casing
Lub oil supply
F10.1844
F10.1845
Fig. D7
Vibration damper (Viscous type)
Fig. D8
Vibration damper (Geislinger type)
D7
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Engine dynamics
D1.5
Axial vibration D1.5.1 Reduction of axial vibration
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 section D1.4 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 engine, particularly at its upper part. 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 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.
In order to limit the influence of the axial excitations and reduce the level of vibration, all RTA48T-D 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. The effect of the axial damper can be adjusted by 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 setting. The integrated axial damper does not affect the external 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.
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D8
D.
Engine dynamics
Adjusting throttle
D1.6
Hull vibration
Main bearing
The hull and accommodation area are susceptible to vibration caused by the propeller, machinery and sea conditions. Controlling hull vibration is achieved by a number of different means and may 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 Wrtsil 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.
421.422a
Fig. D9
Axial damper (detuner)
D9
26.08.07.40 Issue VI.10 Rev. 0
Engine dynamics
D1.7
Please note: Data in table D1 refer to Tier I. Tier II data will be similar. Available on request.
Engine type: Wrtsil RTA48T-D Rating R1: 1455 kW/cyl. at 127 rpm Massmoments / Forces Free forces F1V F1H
F2V
Number of cylinders Engine power kW
5 7 275
6 8 730
7 10 185
8 11 640
[kN] [kN] [kN] [kN] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm]
0 0 0 0 100 75 1128 8 0 0 0 0 684 0 0 0 0 66 0 0 81 69 71 26 0 10 82 49 2 0 1 5 701
0 0 0 0 0 0 785 64 0 0 0 0 0 498 0 0 0 0 0 22 0 48 129 199 0 0 0 34 49 14 0 0 505
0 0 0 0 60 44 228 182 0 0 0 0 0 0 396 0 0 0 0 0 48 14 141 566 45 6 0 3 6 38 19 1 399
0 0 0 0 196 153 0 74 0 0 0 0 0 0 0 282 0 0 0 0 163 0 180 230 566 0 15 0 5 0 25 4 283
F4V External moments *1)

M1V
M1H M2V M4V Lateral H-moments MLH *2) *3) Order 1 Order 2 Order 3 Order 4 Order 5 Order 6 Order 7 Order 8 Order 9 Order 10 Order 11 Order 12 Lateral X-moments MLX *3) Order 1 Order 2 Order 3 Order 4 Order 5 Order 6 Order 7 Order 8 Order 9 Order 10 Order 11 Order 12 Torque variation (Synthesis value) 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 (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 0.349 [kN].
*3) The values for other engine ratings are available on request.
Crankshaft type: forged. External forces and moments
Table D1
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D10
D.
Engine dynamics
D1.8
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 5 6 7 8
Remarks: 2nd
2nd order compensator balancing countermeasure is likely needed *1) balancing countermeasure is unlikely needed *1) balancing countermeasure is not relevant balancing countermeasure is not relevant
*1) No engine-fitted order balancer available. If reduction on M2v is needed, an external compensator has to be applied.
Table D2 Countermeasures for external mass moments
Lateral and longitudinal rocking

Number of cylinders 5 6 7 8
Remarks:
Lateral stays A B C A
Longitudinal stays B C C C
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 Wrtsil Switzerland Ltd, Winterthur, should be contacted.
Number of cylinders Torsional vibrations Detailed calculations have to be carried out for every installation, countermeasures to be selected ac cordingly (shaft diameter, critical or barred speed range, flywheel, tuning wheel, damper). Axial vibrations An integrated axial damper is fitted as standard to reduce the axial vibration in the crankshaft. However, the effect of the coupled axial vibration to the propulsion shafting components should be checked by calculation.
58
Table D4 Countermeasures for torsional & axial vibration
D11
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Engine dynamics
D2
System dynamics
This kind of study should be requested at an early stage in the project if some special specification re garding speed deviation and recovery time, or any special speed and load setting programs have to be fulfilled. Wrtsil Switzerland Ltd would like to assist if you have any questions or problems relating to the dy namics of RTA engines. Please describe the situ ation and send or fax the completed relevant order form given in the next section D3. We will provide an answer as soon as possible.
A modern propulsion plant with the RTA engine may include a main-engine driven generator. This element is connected by clutches, gears, shafts and elastic couplings. Under transient conditions large perturbations, due to changing the operating point, loading or unloading generators, engaging or disengaging a clutch, cause instantaneous dy namic behaviour which weakens after a certain time (or transient). Usually the transfer from one operating point to another is supervised by a con trol system in order to allow the plant to adapt safely and rapidly to the new operating point (en 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.
D3
Order forms for vibration calculations and simulation

Minimum required data needed for provisional calculation are highlighted in the forms (tables D5 to D8) as shown:
For system dynamics and vibration analysis, please send or fax a copy of the completed rel evant forms to the following address: Wrtsil Switzerland Ltd Dept. 10189 Engine and System Dynamics PO Box 414 CH-8401 Winterthur Switzerland Fax: +41-52-262 07 25
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D12
D.
Engine dynamics
D3.1
Marine installation Torsional Vibration Calculation

Name: Order Date: Phone: Order deadline:
Client Information
Project
Project name: Shipyard: Classification society: Hull No.:
Engine
Engine type: Engine power: Rotation: clockwise Y kW anti-clockwise N Engine speed: Engine tuning (RT-flex): if yes, in which speed range: Standard rpm DeltaTuning rpm
Barred speed range accepted: Shafting Intermediate shaft diameter: Intermediate shaft length: Intermediate shaft UTS:
mm mm N/mm2
Propeller shaft diameter: Propeller shaft length: Propeller shaft UTS:
mm mm 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: Diameter: Mean pitch: Inertia in air: FP CP m m kgm2 Number of blades: Mass: Expanded area blade ratio: Inertia with entr. water*: kgm2 4 5 6 kg
*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 PTO-Gear Type: 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: Generator speed: Rated apparent power: Rotor inertia: Frequency control system: No rpm kVA kgm2 Thyristor Service speed range: Rated voltage: Grid frequency: Power factor cos : Constant speed gear rpm V Hz Free end gear (RTA) Tunnel gear Camshaft gear (RTA) Shaft generator
If possible, drawing of generator shaft to be enclosed

Minimum required data needed for provisional calculation.
Table D5
Marine installation Torsional Vibration Calculation
D13
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Engine dynamics
D3.2
Testbed installation Torsional Vibration Calculation

Client Information
Project
Engine
Engine type: Engine power: Rotation: Flywheel inertia: clockwise kW anti-clockwise kgm2 Engine speed: Engine tuning (RT-flex): Front disc inertia: TV damper manufacturer: Details of the dynamic characteristics of TV damper to be enclosed if already known. Standard rpm DeltaTuning kgm2
TV damper type / designation:
Shafting Intermediate shaft diameter: Intermediate shaft UTS: mm N/mm2 Intermediate shaft length: Propeller shaft UTS: mm N/mm2
A drawing or sketch of the propulsion shafting should be enclosed. Water brake Type: Inertia of rotor with entr. water: Elasticity of brake shaft: PTO PTO-Gear Type: 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. PT-Generator Manufacturer: Generator speed: Rotor inertia: rpm kgm2 If possible, drawing of generator shaft to be enclosed
Minimum required data needed for provisional calculation.
Manufacturer: kgm2 Drw.No.:
rad/Nm (between flange and rotor) Free end gear Camshaft gear
Service speed range:
rpm
Rotor mass:
kg
Table D6
Testbed installation Torsional Vibration Calculation
26.08.07.40 Issue VI.10 Rev. 0
D14
D.
Engine dynamics
D3.3
Marine installation Coupled Axial Vibration Calculation

Client Information
Project
Engine
Engine type: Engine power: Rotation: Flywheel inertia: Front disc inertia: clockwise kW anti-clockwise kgm2 kgm2 Engine speed: Engine tuning (RT-flex): Flywheel mass: Front disc mass: TV damper manufacturer: Details of the dynamic characteristics of TV damper to be enclosed if already known. Standard rpm DeltaTuning kg kg
Shafting Intermediate shaft diameter: Intermediate shaft length: Intermediate shaft UTS: mm mm N/mm2 Propeller shaft diameter: Propeller shaft length: Propeller shaft UTS: mm mm 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: Diameter: Mean pitch: Inertia in air: Inertia with entr. water*: FP CP m m kgm2 kgm2 Expanded area blade ratio: Mass in air: Mass with entrained water: kg kg Number of blades: 4 5 6
*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 PTO-Gear Type: 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: Generator speed: Rotor inertia: rpm kgm2 If possible, drawing of generator shaft to be enclosed Table D7 Marine installation Coupled Axial Vibration Calculation Rotor mass: kg Service speed range: rpm Free end gear (RTA) Tunnel gear Camshaft gear (RTA) Shaft generator
D15
26.08.07.40 Issue VI.10 Rev. 0
Engine dynamics
D3.4
Marine installation Bending Vibration Calculation

Client Information
Project
Engine
Engine type: Engine power: Rotation: Flywheel inertia: Front disc inertia: clockwise kW anti-clockwise kgm2 kgm2 Engine speed: Engine tuning (RT-flex): Flywheel mass: Front disc mass: TV damper manufacturer: Details of the dynamic characteristics of TV damper to be enclosed if already known. Standard rpm DeltaTuning kg kg
Shafting Intermediate shaft diameter: Intermediate shaft length: Intermediate shaft UTS: mm mm N/mm2 Propeller shaft diameter: Propeller shaft length: Propeller shaft UTS: mm mm N/mm2
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: Diameter: Mean pitch: Inertia in air: Inertia with entr. water*: PTO PTO-Gear Type: Manufacturer: Detailed drawings with the gearwheel inertias, masses and gear ratios to be enclosed. PTO-Clutches/Elastic couplings The arrangement and the type of couplings to be enclosed. PTO-Generator Manufacturer: Generator speed: Rotor inertia: Shaft bearings Type: Stiffness horizontal: Sterntube stiffn. horiz.: Table D8 Marine installation Bending Vibration Calculation N/m N/m Stiffness vertical: Sterntube stiffn. vertical: N/m N/m rpm kgm2 Rotor mass: Kg Service speed range: rpm Free end gear (RTA) FP CP m m kgm2 kgm2 Expanded area blade ratio: Mass in air: Mass with entrained water: Camshaft gear (RTA) kg kg Shaft generator Number of blades: 4 5 6
Tunnel gear
26.08.07.40 Issue VI.10 Rev. 0
D16
D.
Engine dynamics
D3.5
Required information of OD-shafts for TVC
Please fill in all dimensions in the sketch above
Project name : Shipyard : Hull number : Manufacturer of OD-shaft : OD-shaft type : UTS [N/mm2] :
F20.0069
Fig. D10 OD-shafts for TVC
D17
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Engine dynamics
26.08.07.40 Issue VI.10 Rev. 0
D18
E.
Auxiliary power generation
E1
General information
The waste heat option is a practical proposition for high powered engines employed on long voyages. The electrical power required when loading and discharging cannot be met with a main-engine driven generator or with the waste heat recovery system, and for vessels employed on compara tively short voyages the waste heat system is not viable. Stand-by diesel generator sets (Wrtsil GenSets), burning heavy fuel oil or marine diesel oil, available for use in port, when manoeuvring or at anchor, provide the flexibility required when the main engine power cannot be utilised.
This chapter covers a number of auxiliary power arrangements for consideration. However, if your requirements are not fulfilled, please contact our representative or consult Wrtsil Switzerland Ltd, Winterthur, directly. Our aim is to provide flexibility in power management, reduce overall fuel con sumption and maintain uni-fuel operation. The sea load demand for refrigeration com pressors, engine and deck ancillaries, machinery space auxiliaries and hotel load can be met by using a main-engine driven generator, by a steamturbine driven generator utilising waste heat from the engine exhaust gas, or simply by auxiliary gen erator sets.
Exhaust gas economiser
Ship service steam
Steam turbine
Ship service power
G G M/G
Aux. engine Aux. engine Aux. engine Aux. engine
Main engine
G G
F10.5321
Fig. E1
Heat recovery, typical system layout
E1
26.08.07.40 Issue VI.10 Rev. 0
Marine Installation Manual E.
Auxiliary power generation
E1.1
System description and layout
E3.2
PTO power and speed

PT PTO O tunnel gear with generator
Although initial installation costs for a heat recov ery plant are relatively high, these are recovered by fuel savings if maximum use is made of the steam output, i.e., electrical power and domestics, space heating, heating of tank, fuel and water.
Generator speed [rpm]
1000, 1200, 1500, 1800 700
Power [kWe]
1200 1800 *1)
E2
Waste heat recovery

Remark: *1) Higher powers on request
Before any decision can be made about installing a waste heat recovery system (see figure E1) the steam and electrical power available from the ex haust gas is to be established. For more information see chapter C7 winGTD the General Technical Data.
Table E1
PTO power and speed
Another alternative is a shaft generator.
E3
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.
E3.1
Arrangements of PTO
Figure E2 illustrates various arrangements for PTO with generator. If your particular requirements are not covered, please do not hesitate to contact our representative or Wrtsil Switzerland Ltd, Winterthur, directly.
T1
T
T2
T
T3
T1T3 Tunnel gear T Thyristor bridge
Controllable-pitch propeller Generator
F10.5231
Fig. E2
Tunnel PTO gear
26.08.07.40 Issue VI.10 Rev. 0
E2
F.
Ancillary systems
F1
General information
Furthermore, the following data are obtainable from the winGTD-program or on request at WCH: Data for engines fitted with Mitsubishi MET MA turbochargers. Turbochargers lubricated by a separate lubri cating system. Derating and part-load performance data.
Sizing engine ancillary systems, i.e. fresh water cooling, lubricating oil, fuel oil, etc., depends on the contract maximum engine power. If the expected system design is out of the scope of this manual please contact our representative or Wrtsil Switzerland Ltd, Winterthur, directly. The winGTD-program enables all engine and sys tem data at any Rx rating within the engine rating field to be obtained. However, for convenience or final confirmation when optimizing the plant, Wrtsil 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.
F1.1
Part-load data
The engine part-load data can be determined with the help of the winGTD-program which is available on request.
F1.2
Engine system data
The data contained in tables F1 to F2 are appli cable to the nominal maximum continuous rating (R1) of each five- to eight-cylinder engine and are suitable for estimating the size of ancillary equip ment. These data refer to engines with the following conditions/features: At design (tropical) conditions. Central fresh water cooling system with singlestage scavenge air cooler (SAC) and inte grated or separate HT circuit. ABB TPL turbochargers. Turbochargers lubricated from the engines lubricating system.
F1
26.08.07.40 Issue VI.10 Rev. 0
Marine Installation Manual F.
Ancillary systems
F1.2.1
R1 data for central fresh water cooling system (single-stage, integrated HT)
HT circuit Lubricating oil cooler Scavenge air cooler (LT) Central cooler Recirculation
Engine equipped with

ABB TPL turbochargers
for Mitsubishi turbochargers use data from the winGTD program (see section C7).
LT
F20.0096
Inlet
Outlet
Fig. F1
Central fresh water cooling system with single-stage SAC and integrated HT circuit
General data Speed 127 rpm
Number of cylinders Engine power Number and type of turbochargers heat dissipation engine in/out heat dissipation cooler in/out mass flow
kW kW m3/h C kW m3/h C kg/h kW m3/h C m3/h C C kW m3/h C m3/h C C kW kg/h C kW
5 7 275 1 x TPL73-B12 1106 65 70.0/85.0 2597 145 36.0/51.5 54475 669 106 57.9/45.0 58 36.0/46.0 10.4 4372 203 54.7/36.0 213 32.0/50.0 4.4 1921 54938 293 89 30 1.6 50 m3h 106 18 65 203 3.3 1.8 213 bar 6.1 7.5 3.0 2.7 6.5 5.0 2.2
6 8 730 1 x TPL73-B12 1337 79 70.0/85.0 3144 193 36.0/50.1 65370 781 120 58.2/45.0 68 36.0/46.0 10.5 5261 261 53.6/36.0 257 32.0/50.0 3.8 2305 65926 293 102 30 1.6 50 m3h 120 22 79 261 3.9 2.2 257 bar 6.1 7.5 3.0 2.7 6.5 5.0 2.2
7 10 185 1 x TPL77-B11 1551 61 70.0/85.0 3641 193 36.0/52.3 76265 935 135 59.1/45.0 81 36.0/46.0 10.9 6127 274 55.5/36.0 299 32.0/50.0 4.7 2690 76914 293 115 30 1.7 55 m3h 135 25 91 274 4.6 2.5 299 bar 6.1 7.5 3.0 2.7 6.5 5.0 2.2
8 11 640 1 x TPL77-B12 1810 106 70.0/85.0 4148 193 36.0/54.6 87160 1060 149 59.5/45.0 92 36.0/46.0 11.1 7018 285 57.4/36.0 342 32.0/50.0 5.5 3074 87902 293 127 30 1.9 60 m3h 149 29 106 285 5.2 2.9 342 bar 6.1 7.5 3.0 2.7 6.5 5.0 2.2
Cylinder cooling (HT) Fresh water flow Fresh water temperature Scavenge air cooler (LT) Fresh water flow Fresh water temperature Scavenge air
Lubricating oil cooler heat dissipation *1) Oil flow *1) Oil temperature cooler in/out Fresh water flow Fresh water temperature cooler in/out Mean log. temperature difference Central cooler Fresh water flow Fresh water temperature Sea-water flow Sea-water temperature Mean log. temperature difference Exhaust gas Mass flow Temperature after turbine Engine radiation Starting air *3) Bottle (2 units) Air compressor (2 units) at design pressure capacity each capacity each heat dissipation cooler in/out cooler in/out heat dissipation *2)
bar m3 m3/h
Pump capacities / delivery head *4) Lubricating oil Crosshead lubricating oil High temperature circuit (cylinder cooling) Low temperature circuit Fuel oil booster Fuel oil feed Sea-water Remark: *1) *2) *3) *4)
Excluding heat and oil flow for damper and PTO gear. Available heat for boiler with gas outlet temperature 170C and temperature drop 5C from turbine to boiler. For 12 starts and refilling time 1 hour, when JRel 1.3 (see section F2.4). Pressure difference across pump (final delivery head must be according to the actual piping layout).
Table F1
R1 data for central fresh water cooling system with single-stage SAC and integrated HT circuit
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F2
F.
Ancillary systems
F1.2.2
R1 data for central fresh water cooling system (single-stage, separate HT)
HT circuit LT Lubricating oil cooler Scavenge air cooler (LT) Central cooler Recirculation Cylinder water cooler
Engine equipped with ABB TPL turbochargers

for Mitsubishi turbochargers use data from the winGTD program (see section C7).
F20.0097
Inlet
Outlet
Fig. F2
Central fresh water cooling system with single-stage SAC and separate HT circuit
General data Speed 127 rpm
Number of cylinders Engine power Number and type of turbochargers heat dissipation cooler in/out cooler in/out heat dissipation engine in/out heat dissipation cooler in/out mass flow
kW kW m3/h C m3/h C C kW m3/h C kW m3/h C kg/h kW m3/h C m3/h C C kW m3/h C m3/h C C kW kg/h C kW
5 7 275 1 x TPL73-B12 1106 65 85.0/70.0 58 46.0/62.5 23.2 1106 65 70.0/85.0 2597 145 36.0/51.5 54475 669 106 57.9/45.0 58 36.0/46.0 10.4 4372 203 54.7/36.0 213 32.0/50.0 4.3 1921 54938 293 89 30 1.6 50 m3h 106 18 65 203 3.3 1.8 213 bar 6.1 7.5 3.0 2.7 6.5 5.0 2.2
6 8 730 1 x TPL73-B12 1337 79 85.0/70.0 68 46.0/63.1 22.9 1337 79 70.0/85.0 3144 193 36.0/50.1 65370 781 120 58.2/45.0 68 36.0/46.0 10.5 5261 261 53.5/36.0 257 32.0/50.0 3.7 2305 65926 293 102 30 1.6 50 m3h 120 22 79 261 3.9 2.2 257 bar 6.1 7.5 3.0 2.7 6.5 5.0 2.2
7 10 185 1 x TPL77-B11 1551 91 85.0/70.0 81 46.0/62.6 23.2 1551 91 70.0/85.0 3641 193 36.0/52.3 76265 935 135 59.1/45.0 81 36.0/46.0 10.9 6127 274 55.4/36.0 299 32.0/50.0 4.7 2690 76914 293 115 30 1.7 55 m3h 135 25 91 274 4.6 2.5 299 bar 6.1 7.5 3.0 2.7 6.5 5.0 2.2
8 11 640 1 x TPL77-B12 1810 106 85.0/70.0 92 46.0/63.1 22.9 1810 106 70.0/85.0 4148 193 36.0/54.6 87160 1060 149 59.5/45.0 92 36.0/46.0 11.1 7018 285 57.3/36.0 342 32.0/50.0 5.5 3074 87902 293 127 30 1.9 60 m3h 149 29 106 285 5.2 2.9 342 bar 6.1 7.5 3.0 2.7 6.5 5.0 2.2
Cylinder water cooler (HT) Fresh water flow (HT) Fresh water temperature (HT) Fresh water flow (LT) Fresh water temperature (LT) Mean log. temperature difference Cylinder cooling (HT) Fresh water flow Fresh water temperature Scavenge air cooler (LT) Fresh water flow Fresh water temperature Scavenge air
Lubricating oil cooler heat dissipation *1) Oil flow *1) Oil temperature cooler in/out Fresh water flow Fresh water temperature cooler in/out Mean log. temperature difference Central cooler Fresh water flow Fresh water temperature Sea-water flow Sea-water temperature Mean log. temperature difference Exhaust gas Mass flow Temperature after turbine Engine radiation Starting air *3) Bottle (2 units) Air compressor (2 units) at design pressure capacity each capacity each heat dissipation cooler in/out cooler in/out heat dissipation *2)
bar m3 m3/h
Pump capacities / delivery head *4) Lubricating oil Crosshead lubricating oil High temperature circuit (cylinder cooling) Low temperature circuit Fuel oil booster Fuel oil feed Sea-water Remark: *1) *2) *3) *4)
Excluding heat and oil flow for damper and PTO gear.
Available heat for boiler with gas outlet temperature 170C and temperature drop 5C from turbine to boiler.
For 12 starts and refilling time 1 hour, when JRel 1.3 (see section F2.4).
Pressure difference across pump (final delivery head must be according to the actual piping layout).
Table F2 R1 data for central fresh water cooling system with single-stage SAC and separate HT circuit
F3
26.08.07.40 Issue VI.10 Rev. 0
Ancillary systems
F1.2.3
Questionnaire for engine data (winGTD, see section C7)
In order to obtain computerized engine performance data and optimized ancillary system data, please send completed copy of this questionnaire to: Wrtsil Switzerland Ltd, PO Box 414,
Dept. 7073, CH-8401 Winterthur, Switzerland.
or fax: Fax No. +41 52 212 49 17
Client specification
Company:
Name:
Address:
Department:
Country:
Telephone:
Telefax:
Telex:
E-mail:
Date of contact:
Project specification
Project number: Shipowner, country: Shipyard, country: Project manager: Wrtsil representative:
Engine specification
Number of cylinders: PTO: (see PTO options in table E1)
Max. PTO [kW] Constant-speed output: Speed [rpm]: 700 Yes 1000 1200 1200 1800 1500 No (continue to Rating point below)
1800

RTA48T-D
Yes No (continue to Rating point below)
Rating point (CMCR = Rx)
Power: Speed: kW
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
Calculations are based on an operating mode according to propeller law and design (tropical) conditions.
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F4
F.
Ancillary systems
F2
Piping systems F2.1.1 Central fresh water cooling system
All pipework systems and fittings are to conform to the requirements laid down by the legislative coun cil of the vessels country of registration and the classification society selected by the owners. They are to be designed and installed to accommodate the quantities, velocities, flow rates and contents identified in this manual, set to work in accordance with the build specification as approved by the classification society and protected at all times from ingress of foreign bodies. All pipework sys tems are to be flushed and proved clean prior to commissioning. For flushing the lubricating oil system, please follow the instructions in section F2.2.9, and for flushing the fuel oil system follow the instructions in section F2.3.6. Note: The pipe connections on the engine are sup plied with blind mating flanges, except for the turbocharger exhaust gas outlet. Screw con nections are supplied complete.
As standard the cooling medium of the scavenge air cooler(s) of the RTA48T-D is fresh water, this in volves the use of a central fresh water cooling system. The central fresh water cooling system comprises low-temperature (LT) and high-temperature (HT) circuits. Fresh water cooling systems reduce the amount of sea-water pipework and its attend ant problems and provides for improved cooling control. Optimizing central fresh water cooling re sults in lower overall running costs when com pared with the conventional sea-water cooling system. For more information please contact Wrtsil Switzerland Ltd, Winterthur.
F2.1
Cooling water and pre-heating systems
The cooling system of the RTA48T-D engine runs on either one of the following standard layouts: Central fresh water cooling system with singlestage scavenge air cooler and integrated HT circuit (see figure F3) Central fresh water cooling system with singlestage scavenge air cooler and separate HT circuit (see figure F4).
F5
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Ancillary systems
Main engine
Sea-water pipes LT fresh water pipes HT fresh water pipes Balance pipes Ancillary equipment pipes Drain / overflow pipes Air vent pipes
Control / feedback
Pipes on engine / pipe connections
433.087
Remarks:
*4) Only when item 015 is installed.
*6) Depending on vibration, a flexible hose connection may be
recommendable.
Air vent pipes and drain valves where necessary.
Air vent and drain pipes must be fully functional at all inclination
angles of the ship at which the engine must be operational. Note: For legend see table F3
Fig. F3
Central fresh water cooling system: layout for single-stage scavenge air cooler and integrated HT circuit
26.08.07.40 Issue VI.10 Rev. 0
F6
F.
Ancillary systems
Remarks:
433.087
Number of cylinders
Main engine RTA48T-D (R1)
5 7 275
6 8 730 127 1.3
7 10 185
8 11 640
power speed p cap. cap. A B C D E F G H J K
kW rpm bar m3 m3 DN DN DN DN DN DN DN DN DN DN
Pressure drop across the engine Cooling water expansion tank (HT) Cooling water expansion tank (LT) Nominal pipe diameter
0.5
0.5
0.5
0.5
depending on ancillary plants

To be determined by shipyard. To Suitable for main engine and ancillary plants.
All pipe diameters are valid for R1-rated engines and laid out for flows given in section F1.2 Engine system data. For pipe diameters if Rx-rated pump capacities are used, please refer to section F4 Pipe size and flow details
150 100 80 100 65 80 40
200 100 80 125 65 80 40
200 125 100 125 65 80 40
200 125 100 125 65 80 40
Table F3
Central fresh water cooling system: data to layout for single-stage scavenge air cooler
F7
26.08.07.40 Issue VI.10 Rev. 0
Ancillary systems
Sea-water pipes
LT fresh water pipes
HT fresh water pipes
Balance pipes
Ancillary equipment pipes
Drain/overflow pipes Air vent pipes
Control / feed back
Pipes on engine / pipe connections Note: For legend see table F4
433.086
Remarks: *4) Only when item 016 is installed. *6) Depending on vibration, a flexible hose connection may be recommendable. Air vent pipes and drain valves where necessary. Air vent and drain pipes must be fully functional at all inclination angles of the ship at which the engine must be operational.
Fig. F4
Central fresh water cooling system: layout for single-stage scavenge air cooler and separate HT circuit
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F8
F.
Ancillary systems
Remarks:
433.086
Number of cylinders
5 7 275
6 8 730 127 1.3
7 10 185
8 11 640
power speed p cap. cap. A B C
kW rpm bar m3 m3 DN DN DN DN DN DN DN DN DN
Pressure drop across the engine Cooling water expansion tank (HT) Cooling water expansion tank (LT) Nominal pipe diameter
0.5
0.5
0.5
0.75
depending on ancillary plants

To be determined by shipyard. To Suitable for main engine and ancillary plants.
All pipe diameters are valid for R1-rated engines and laid out for flows given in section F1.2 Engine system data. For pipe diameters if Rx-rated pump capacities are used, please refer to section F4 Pipe size and flow details
D E G H J K
150 100 100 65 80 40
200 100 125 65 80 40
200 125 125 65 80 40
200 125 125 65 80 40
Table F4
Central fresh water cooling system: data to layout for single-stage scavenge air cooler
F9
26.08.07.40 Issue VI.10 Rev. 0
Ancillary systems
F2.1.1.1
Central fresh water cooling system components

Fresh water pumps for LT circuit (item 010) Pump type: centrifugal Pump capacity: refer to tables F1F2 The given capacity of fresh water flow 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 . Scavenge air cooler (item 024) Cooler type: tubular Cooling medium: fresh water Cooled medium: scavenge air Heat dissipation: refer to tables F1F2 fresh water design flow: refer to table C1. Temperatures: refer to tables F1F2 High-temperature circuit: (HT): HT Cylinder cooling water pump (item 014) Pump type: centrifugal, with a steep headcurve is to be given preference. As a guide, the minimum advisable curve steepness can be defined as follows: For a pressure increase from 100 % to 107 %, the pump capacity should not de crease by more than 10 %. Pump capacity: refer to tables F1F2. The flow capacity is to be within a toler ance of 10 % to +20 %. Delivery head: determined by system layout. Working temperature: 95C
The following description of the components refers to figure F3 (central fresh water cooling system with single-stage scavenge air cooler). Low-temperature circuit (LT): Sea-water strainer (item 004) Simplex or duplex to be fitted at each sea chest and arranged to enable manual cleaning with out interrupting flow. The strainer perforations are to be sized (not more than 6 mm) to pre vent passage of large particles and debris damaging the pumps and impairing heat transfer across the coolers. Sea-water pump (item 006) Pump type: centrifugal Pump capacity: refer to tables F1F2, the given sea-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 in table C5. Central sea-water cooler (item 007) Cooler type: plate or tubular Cooling medium: sea-water Cooled medium: fresh water Heat dissipation: refer to tables F1F2 Margin for fouling: 10 to 15 % to be added Fresh water flow: refer to tables F1F2 Sea-water flow: refer to tables F1F2 Temperatures: refer to tables F1F2 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 25C minimum to 36C maximum.
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F10
F.
Ancillary systems
Pump delivery head (pp) The required delivery head can be calculated as follows: System pressure losses (p) required pressure at the engine inlet (p0) + pressure drop between the pump inlet and the engine inlet (dp) constant (h / 10.2) pp p p0 h / 10.2 + dp [bar] The system pressure losses (p) are the pressure drop across the system components and pipework and the pressure drop across the engine (see table F3). The pump delivery head (pp) depends on the height of the expan sion tank, the pressure drop between pump outlet and engine inlet (dp), and the required pressure at the engine inlet (p0). The constant is given as the difference in height between the expansion tank and the engine inlet (h) divided by 10.2. In case of a cooling system with two-stage scavenge air cooler, the pump delivery head of HT circuit is determined in the same way as above described. Expansion tank (item 001) The expansion tank shown in figure F5 is to be fitted at least 3.5 m above the highest engine air vent flange to ensure the required static 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 F3. 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.
Automatic temp. control valve (item 012) Electric or electro/pneumatic actuated threeway type (butterfly valves are not adequate) having a linear characteristic. Design pressure: 5 bar Test pressure: refer to the specification laid down by the classification society. Pressure drop across valve: max. 0.5 bar Controller: proportional plus integral (PI); also known as proportional plus reset for steady state error of max. 2C and transient condition error of max. 4C. Temperature sensor: according to the control valve manufac turers specification fitted in the engine outlet pipe. Air vent pipe (item 017) Releases air gas mixtures from the cylinder cooling water into the expansion tank via a vent and throttling disc. This disc is to be situ ated as close as possible to the inlet to the tank for limiting the carry-over of entrained water. The high-temperature circuit may also be com pletely separated from the low-temperature circuit. In this case the high-temperature circuit has its own cooler (see figure F4) with the fresh water from the low-temperature circuit as cooling medium.
F11
26.08.07.40 Issue VI.10 Rev. 0
Ancillary systems
001 002 003 004 005 006 007 008 009 010
Drain
Air vent from HT circuit
Balance pipe from HT circuit
Balance pipe from LT circuit
Overflow / air vent
Low level alarm
Level indicator *1)
Thermometer
Inspection cover *2)
Filling pipe / inlet chemical treatment *2)
362.343
Remarks: *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 table F3.
Fig. F5
Central cooling water system expansion tank
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F12
F.
Ancillary systems
001 002 003 004 005 006 007 008 009
Drain from HT circuit

Air vent from HT circuit
Balance pipe from HT circuit
Overflow / air vent
Low level alarm
Level indicator *1)
Thermometer Inspection cover *2) Filling pipe / inlet chemical treatment *2)
Remarks:

362.179a
Fig. F6
Central cooling water system expansion tank (HT circuit)
F13
26.08.07.40 Issue VI.10 Rev. 0
Ancillary systems
001 002 003 004 005 006 007 008
Drain Balance pipe from LT circuit Overflow / air vent Low level alarm Thermometer Level indicator *1) Inspection cover *2) Filling pipe / inlet chemical treatment *2)
245.419b
Remarks: *1) Level indicator can be omitted if an alternative is fitted. *2) Other designs (like hinged covers etc) are also possible. Required tank capacities depend on ancillary plants.
Fig. F7
Central cooling water system expansion tank (LT circuit)
26.08.07.40 Issue VI.10 Rev. 0
F14
F.
Ancillary systems
F2.1.2
General recommendations for design
F2.1.3
Cooling water treatment
The number of valves in the system is to be kept to a minimum in order to reduce the risk of incorrect setting. Valves are to be locked in the set position and la belled to eliminate incorrect handling. The possibility of manual interference of the cool ing water flow in the various branches of the cylin der cooling water system is to be avoided by instal ling and setting throttling discs at the commissioning stage and not by adjusting the valves. Under normal operation of the cylinder cooling water system the pump delivery head and the total flow rate are to remain constant even when the fresh water generator is started up or shut down. The cylinder cooling water system is to be totally separated from steam systems. Under no circum stances are there to be any possibilities of steam entering the cylinder cooling water system, e.g. via a fresh water generator. The installation of equipment affecting the con trolled temperature of the cylinder cooling water is to be examined carefully before being added. Un 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 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.
Correct treatment of the cooling fresh water is es sential for safe engine operation. Only totally de mineralized water or condensate must be used. In the event of an emergency tap water may be used for a limited period but afterwards the entire cylin der cooling water system is to be drained off, flushed, and recharged with demineralized water. Recommended parameters for raw water min. pH 6.5 max. 10 dH (correspons to 180 mg/l CaCO3) *1) max. 80 mg/l chloride max. 150 mg/l sulphates
*1) In case of higher values the water is to be softened. In addition, the water used must be treated with a suitable corrosion inhibitor to prevent corrosive at tack, sludge formation and scale deposits, refer to the chemical supply companies for details. Moni toring the level of the corrosion inhibitor and water softness is very important to prevent down-times due to component failures resulting from corrosion or impaired heat transfer. No internally galvanized steel pipes should be used in connection with treated fresh water, since most corrosion inhibitors have a nitrite base. Nitrites attack the zinc lining of galvanized piping and create sludge.
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F2.1.4
Fresh water generator

It is important that the by-pass with valve (8) has the same pressure drop as the fresh water gener ator. This must be open when the fresh water generator is not in operation and closed when the fresh water generator is operating. To avoid wrong manipula tion we recommend to interlock valves 7 and 8. Fig ures F8 and F9 Fresh water generator installation alternative provide two systems designed to utilize in A up to 50 % of available heat and B up to 85 % of available heat. Alternative A Fresh water generators with an evaporator heat requirement not in excess of 50 % of the heat avail able to be dissipated from the cylinder cooling water at full load (CMCR) and only for use at en gine loads above 50 %, can be connected in series as shown in figure F8. The throttling disc (06) serves to correct the water flow rate if the pressure drop in the cooling circuit is less than that in the fresh water generator circuit. It is to be adjusted so that the cylinder cooling water pressure at the en gine inlet is maintained within the pressure range of the summarized data in table C5 when the fresh water generator is started up and shut down.
A fresh water generator, utilizing heat from the cyl inder cooling system to distil sea-water, can be used to meet the demand for washing and potable water. The capacity of the fresh water generator is limited by the amount of heat available which in turn is dependant on the service power rating of the engine. It is important at the design stage to ensure there are sufficient safeguards to protect the main engine from thermal shock when the fresh water generator is started. To reduce such risk, the use of valves, e.g., butterfly valves at the fresh water generator inlet and in the by-pass line, which are linked and actuated with a large reduction ratio, will be of advantage. The following installations are given as examples and we recommend that the fresh water generator valves (7 and 8) be operated by progressive servomotors and a warning sign be displayed on the fresh water generator to remind engine-room personnel of the possibilities of ther mal shocking if automatic start up is overridden. WARNING!
Avoid thermal shock to your main engine.
The fresh water generator inlet and outlet
valves to be opened and closed slowly and
progressively.
F10.3246
Fig. F8
Fresh water generator installation alternative A
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Ancillary systems
Alternative B A fresh water generator with an evaporator heat requirement not in excess of 85 % of the heat avail able to be dissipated from the cylinder cooling water at full load (CMCR), can be connected in series as shown in figure F9. This arrangement re quires the provision of an additional automatic temperature control valve (4A) connected in cas cade control with the cylinder cooling water cooler temperature control valve (4B), and controlled by the step controller (9) sensing the outlet cylinder cooling water temperature from the engine. If the engine cylinder cooling water outlet temperature is falling below the set point, the valve (4A) reduces the flow of cylinder cooling water to the fresh water generator to compensate. A part of the cylinder cooling water is then routed directly to the cooling water pumps (2) until the normal temperature is at tained. This means that the fresh water generator can be kept in continuous operation, although the generated fresh water volume decreases due to the reduced flow of hot water to the evaporator. When the fresh water generator cannot dissipate all the heat in the cylinder cooling water, the valve (4A) is fully opened across connections 1 and 2 and a valve travel limit switch changes the regula tion of the cylinder cooling water temperature to temperature control valve (4B). This in turn passes water to the cylinder cooling water cooler (3) to maintain the engine cylinder water outlet at the re quired temperature. If in this condition the engine cylinder cooling water temperature falls below the set point and the cooler (3) is fully bypassed, the valve (4B) is fully opened across connections 2 and 1 and a valve travel limit switch transfers re gulation of the cylinder cooling water temperature back to temperature control valve (4A). As an alternative to a single step controller (9) two controllers can be installed, one for each valve, making sure that there is a 3C difference in the set point between (4A) and (4B) to avoid both con trollers acting at the same time.
F10.3384
Fig. F9
Fresh water generator installation alternative B
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The quantity of fresh water (FW) produced by a single-effect vacuum (flash) evaporator can be estimated for guidance purposes as follows:
FW produced in tday 32 10 3 Q FW
F2.1.5
Pre-heating
where QFW is the available heat in kW from the cyl inder cooling water, estimated from table F1. Example for alternative A 7RTA48T-D R1 specification of 10 185 kW at 127 rpm fitted with central cooling system and single-stage scavenge air cooler. The available heat (from table F1) is 1551 kW. Alternative A utilizes up to 50 % of the available heat therefore there is 775 kW of heat available. Substitute this value in the equation: FW produced in t/day = constant available heat
FW minimal produced in tday 32 103 775
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 be provided by a dedicated heater as shown in fig ure F3 Central fresh water cooling system, using boiler raised steam or hot water from the diesel auxiliaries, or by direct circulation from the diesel auxiliaries. If the main cylinder water pump is to be used to circulate water through the engine during warming up, the heater is to be arranged parallel with the cylinder water system and on / off control provided by a dedicated temperature sensor on the cylinder water outlet from the engine. The flow through the heater is set by throttling discs, and not by valves, to assure flow through the heater. If the requirement is for a separate pre-heating pump, a small unit of 10 % of the main pump ca pacity and an additional non-return valve between the cylinder cooling water pump and the heater are to be installed (please compare the values of item 015 in table F3 or item 016 in table F4). In addition, the pumps are to be electrically interlocked to pre vent two pumps running at the same time. Before starting and operating the engine, a tem perature of 60C at the cylinder cooling water outlet of the main engine is recommended. If the engine is to be started below the recommended temperature, engine power is not to exceed 80 % of CMCR until the water temperature has reached 60C. To estimate the heater power capacity required to achieve 60C, 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 F10 to arrive at the required capacity per cylin der; this figure is multiplied by the number of cylinders to give the total heater capacity required.
FW produced in t/day: approx. 24.8 Example for alternative B 7RTA48T-D R1 specification of 10 185 kW at 127 rpm fitted with central cooling system and single-stage scavenge air cooler. The available heat (from table F1) is 1551 kW. Alternative B utilizes up to 85 % of the available heat therefore there is 1318 kW of heat available. Substitute this value in the equation: FW produced in t/day = constant available heat
FW minimal produced in tday 32 103 1318
FW produced in t/day: approx. 42.1

Note:
For more information a Concept Guidance
showing installation options for fresh water gener ators is available; please ask WCH.
The indicated values for evaporator heat require ment and load in alternative A and B (i.e. 50 % and
85 % respectively) are only applicable if there are
no additional heat consumers installed (e.g.
feed water pre-heater for waste heat recovery,
etc.).
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Ancillary systems
F2.2
Lubricating oil systems
Engine lubrication is achieved using two separate systems, the main lubricating system, including turbochargers, and the cylinder lubricating system.
F2.2.1
Lubricating oil systems for turbochargers
F20.0050
Fig. F10 Pre-heating power requirement
Example for 7RTA48T-D Estimated heating-up time: 10 h. Engine ambient temperature: 30 C. Required engine temperature: 60 C. From the graph in figure F10: the approximate amount of heat per cylin der is 12 kW. heater capacity required is
7 12 kW = 84 kW.
If the requirement for warming up is from the cool ing water system of the diesel auxiliaries, it is es sential that the amount of heat available at normal load is sufficient to warm the main engine. If the main and auxiliary engines have a cooling water system which can be cross-connected, it is import ant to ensure that any pressure drop across the main engine, when the cross-connection is made, does not affect the cooling water pressure required by the auxiliaries. If the cooling water systems are separate then a dedicated heat exchanger is re quired to transfer the heat to the main cylinder water system.
The ABB TPL and Mitsubishi MET turbochargers feature journal bearings which are lubricated from the engines lubricating system. As an option, a separate lubricating system (fig. F13) which only serves the turbochargers can be supplied. For more information please contact WCH. For lubricating oil of turbochargers equipped with separate lub. oil systems, the recommendations given by the supplier must be observed.
F2.2.2
Main lubricating oil system
Lubrication of the main bearings, thrust bearings, bottom-end bearings, crosshead bearings, to gether with the piston cooling, is carried out by the main lubricating oil system, see figure F12. The main bearing oil is also used to cool the piston crown, to lubricate and cool the torsional damper and the axial damper (detuner). The low-pressure circuit supplies the main bear ings, including turbochargers. The high-pressure circuit supplies the crosshead bearings and the connecting rod bottom-end bearings. The cylinder liner lubrication is carried out by a sep arate system as shown in the upper part of figure F12. This system is based on the once-through principle, i.e. fresh lubricating oil is directly fed into the cylinders to provide lubrication for the liners, pistons and piston rings. The consumption of system oil and cylinder lubri cating oil is indicated in table A1. A schematic arrangement of the lubricating oil sys tem on the engine is shown in figure F14.
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Specifications for the engine lubrication that need to be met
246.294c
Fig. F11 Connections and specifications for the engine lubrication
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F.
Ancillary systems
Lubricating oil system

(alternative executions are possible)
Note: For legend see table F5
Remarks: *1) The pipe diameters for the lub. oil separator are sized according to the effective throughput capacity of the separator and according to the separ ators manufaturer recommendations. *3) Optional heating coil. Air vent pipes and drain valves where necessary. Air vent and drain pipes must be fully functional at all inclination angles of the ship at which the engine must be operational.
246.294c
Fig. F12 Lubricating oil system
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Ancillary systems
Main engine RTA48T-D Lubricating oil drain tank Heating coil Suction filter Lubricating oil pump *4) Lubricating oil cooler Automatic temperature control valve; constant temp. at engine inlet: 45 C Lubricating oil filter Reduction piece (only when required) Deck connection Cylinder lubricating oil storage tank *2) Cylinder lubricating oil service tank Remarks: Crosshead lubricating oil pump *2) Alternatively, the cylinder oil can be fed directly from the storage tank by gravity to the lubricators. If this arrangement is preferred, the stor age tank is to be located at the same height as requested for the ser 24 Lubricating oil inlet vice tank and the feed pipe to the lubricators is provided with a flow 26 Cylinder lubricating oil inlet meter. This pressure loss resulting from the flowmeter has to be com pensated by increasing the min. height from cylinder lubricator to the 27 Crosshead lubricating oil inlet tank base and/or the pipe diameter, accordingly. 29 Lubricating oil drain from bedplate, vertical *3) *4) The lub. oil pumps (item 005) and the crosshead lub oil pumps (item 013) are to be interlocked so that the crosshead lub. oil pumps never 246.294c can run alone.
001 002 003 004 005 006 007 008 009 010 011 012 013
Number of cylinders
Main engine RTA48T-D Lub. oil drain tank *1) (R1)
5 7 275
6 8 730 127
7 10 185
8 11 640
power speed
cap.
kW rpm
m3
For capacities see figure F21
Cylinder lub. oil storage tank Cylinder lub. oil service tank Nominal pipe diameter
cap. cap. A B
m3 m3 DN DN DN DN DN DN DN DN
based on a consumption of approx. 0.9 1.3 g/kWh 0.4 200 150 100 150 65 32 32 32 0.45 200 150 100 150 80 32 32 32 0.55 200 200 100 150 80 32 32 32 0.6 200 200 125 150 80 32 32 32
All pipe diameters are valid for R1-rated engines and laid out for flows given in section F1.2 Engine system data. For pipe diameters if Rx-rated pump capacities are used, please refer to section F4 Pipe size and flow details.
C D E F G H
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 F5
Lubricating oil system: referring legend, remarks and data
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Ancillary systems
338.851c
338.847d
001 002 003 004 005 006 007 008 009 I
Turbocharger ABB TPL Lubricating oil drain tank Heating coil Suction filter Lubricating oil pump Lubricating oil cooler Automatic temperature control valve Lubricating oil filter Pressure regulating valve Lubricating oil inlet *5)
II Lubricating oil outlet *5) III Air vent manifold *5)
Bearing lub. oil pipes Transfer/dirty lub. oil pipes Overflow/drain pipes Air vent pipes Pipes on engine / pipe connections
Remarks: *1) Total lub. oil tank capacity is higher than min. residual volume and contains additional volumes: emergency oil in the integrated head tank (60 liters per turbocharger) oil in the pipeline which drains back when pump is stopped additional volume of air.
For final confirmation of total capacity, please ask
turbocharger manufacturer.
*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. *5) Numbers for engie pipe connections: please refer to pipe connection plan, in section F5. Air vent and drain pipes must be fully functional at all inclination angles of the ship at which the engine must be operational.
338.847d
Fig. F13 Lubricating oil system for 1 x ABB TPL73/77-B turbochargers
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F24
Fig. F14 Lubricating oil system on the engine (Drawing 1)
224.062b
F.
Ancillary systems
F25
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Fig. F15 Lubricating oil system on the engine (Drawing 3)
333.609
Ancillary systems
F2.2.3
Main lubricating oil system components
Low-pressure pump (main lub. oil) Positive displacement screw pumps hav ing built-in overpressure relief valves or centrifugal pumps. Pump capacity for positive displacement pump: refer to tables F1F2, the given flow rate is to be within a tolerance of 0% to +10% plus the back-flushing flow of the automatic filter, if any. Pump capacity for centrifugal pump: refer to tables F1F2, the given flow rate is to be within a tolerance of 10% to +10% plus the back-flushing flow of the automatic filter, if any. Delivery head: see tables F1F2. The final delivery head to be determined is subject to the actual piping layout. Working temperature: 60C Oil type: SAE30, 50 cSt at working tem perature, maximum viscosity to be al lowed for when sizing the pump motor is 400 cSt. Lubricating oil cooler Oil flow: refer to tables F1F2 Type: plate or tubular Cooling medium: fresh water or sea-water Heat dissipation: refer to tables F1F2 Margin for fouling: 10% to 15% to be added Oil viscosity at cooler inlet: 50 cSt at 60C Oil temperature at inlet: approx. 60C Oil temperature at outlet: 45C Working pressure oil side: 6 bar Working pressure water side: approx. 3 bar Cooling water flow: refer to tables F1F2. Cooling water temperature:
Fresh water 36C.

Lubricating oil full flow filters Type: change-over duplex filter designed for in-service cleaning, with differentialpressure gauge and high differential-pres sure alarm contacts. Alternatively: Type: automatic back-flushing filter with differential pressure gauge and high dif ferential-pressure alarm contacts. De signed to clean itself automatically using reverse flow or compressed air tech niques. The drain from the filter is to be sized and fitted to allow free flow into the residue oil tank. The output required by the main lubricating oil pump to back flushing the filter without interrupting the flow is to be taken into account when esti mating the pump capacity. Test pressure: specified by classification society Working pressure: 6 bar Working viscosity: 95 cSt, at working tem perature Oil flow: refer to tables F1F2, main lubri cating oil capacity Diff. pressure, clean filter: 0.2 bar max Diff. pressure, dirty filter: 0.6 bar max Diff. pressure, alarm: 0.8 bar max Bursting pressure of filter inserts: min. 8 bar (= differential pressure across the filter inserts) Filter material: stainless steel mesh Mesh size: sphere passing max. 0.05 mm High-pressure pump (crosshead lub. oil) Pump type: positive displacement screw or gear types having built-in overpressure relief valves. Pump capacity: refer to tables F1F2, the given flow rate is to be within a tolerance of 0% to +10%. Delivery head: see tables F1F2 Working temperature: approx. 45C Oil type: SAE 30, 95 cSt (at working temperature, maximum viscosity to be allowed for when sizing the pump motor is 400 cSt).
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Ancillary systems
F2.2.4
Cylinder lubricating oil system
F2.2.6
Lubricating oil requirements
Cylinder liner lubrication is carried out by a separate system included in figure F12 Lubricating oil sys tem, working on the once-through principle using a high-alkaline oil of SAE 50 grade fed to the surface of the liner through hydraulically actuated quills. The oil supply rate is adjustable and metered to suit the age and running condition of the piston rings and liners. The arrangement of service tank (012) and storage tank (011) shown in figure F12 can be changed by locating the storage tank in place of the service tank. If this arrangement is preferred, the storage tank is to be located at the same height as a service tank to provide the necessary head and be of similar design ensuring a sloping tank floor. Refer to table A1 Primary engine data for the cylinder lubri cating oil consumption.
The products listed in tables F7 and F8 (global and local brands of lubricating oils) were selected in co operation with the oil suppliers and are considered the appropriate lubricants in their respective prod uct lines for the application indicated. Wrtsil Switzerland Ltd does not accept any liability for the quality of the supplied lubricating oil or its perform ance in actual service. In addition to the oils shown in the mentioned list, there are other brands which might be suitable for the use in Wrtsil 2-stroke marine diesel engines. Information concerning such brands may be ob tained on request from Wrtsil Switzerland Ltd, Winterthur. For the Wrtsil RTA48T-D engines which are de signed with oil-cooled pistons, the crankcase oils typically used as system oil have the following properties (see also tables F7 and F8): SAE 30. Minimum BN of 5 detergent properties. Load carrying performance of the FZG gear machine method IP 334/90: FZG load stage pass 9 (fail 10). Good thermal stability. Antifoam properties. Good demulsifying performance.
F2.2.5
Lubricating oil maintenance and treatment
It is very important to keep the engine lubricating oil as clean as possible. Water and solid contamin ants held in suspension are to be removed using centrifugal separators operating in by-pass to the engine lubricating system as shown in figure F16 Lubricating oil treatment and transfer. Great care and attention has to be paid to the separators and filters to ensure that they work correctly. The separ ators are to be set up as purifiers and to be com pletely isolated from the fuel oil treatment systems, there is to be no possibility of cross-contamination.
F2.2.5.1
Lubricating oil separator
Separator type: self-cleaning purifier Minimum throughput capacity 0.140 CMCR [litres/hour], CMCR in kW Example: 7RTA48T-D with CMCR at R1: 10 185 kW 0.140 10 185 = 1425 litres/hour Rated separator capacity: the rated or nominal capacity of the separator is to be according to the recommendations of the separator manu facturer. Separation temperature: 9095C Please refer to manufacturers instructions.
The cylinders in the engines are lubricated by a separate system, working on the once-through principle, i.e. fresh lubricating oil is directly fed into the cylinders to provide lubrication for the liners, pistons and piston rings. For normal operating conditions, a high-alkaline marine cylinder oil of the SAE 50 viscosity grade with a minimum kinematic viscosity of 18.5 cSt at 100C is recommended. The alkalinity of the oil is indicated by its Base Number (BN). Note: The Base Number or BN was formerly known as Total Base Number or TBN. Only the name has changed, values remain identical.
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Ancillary systems
Main separating piping

Transfer / dirty lub. oil pipes
Overflow / drain pipes
Air vent pipes
Remarks: *1) Vent chamber in funnel. Air vent pipes and drain valves where necessary. Air vent and drain pipes must be fully functional at all inclination angles of the ship at
which the engine must be operational.
Pipe diameters to be designed according to shipyards practice considering component
manufacturers recommendations.
Note: For legend and tank capacities see table F6.
246.295
Fig. F16 Lubricating oil treatment and transfer system
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Ancillary systems
001 002 003 004 005 006 007 008 010 011
Residue oil tank Suction filter Lubricating oil pump (one for transfer and separator service, one for separator service) Lubricating oil heater with relief valve and temperature control Self-cleaning centrifugal separator Clean lubricating oil tank Dirty lubricating oil tank Air vent manifold Deck connection Float non return valve
246.295
Number of cylinders
5 7 275
6 8 730 127
7 10 185
8 11 640
power speed cap. cap. cap.
kW rpm m3 m3 m3
Dirty lubricating oil tank *2) Clean lubricating oil tank *2) Residue oil tank
Remarks:
10 10
12 12
14.5 14.5
16.5 16.5
depending on ships requirement
*2) Capacities are valid for R1-rated engines without oil flow for damper and PTO-gear. The capacities can be proportionally reduced to actual CMCR.
Table F6
Lubricating oil treatment and transfer system data
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F2.2.7
List of lubricating oils

The supplying oil company undertakes all responsibility for the performance of the oil in service to the exclusion of any liability of Wrtsil Switzerland Ltd.
The application of the lubricants listed in tables F7 and F8 must be in compliance with the Wrtsil general lubricating oil requirements and recommendations.
Global brands of lubricating oils Cylinder oil *a) Oil Supplier System oil
fuel with more than 1.5% sulphur recommended oils of BN 7080
Cylinder oil *b)

fuel with less than 1.5% sulphur recommended oils of BN 40
BP
Energol OE-HT 30
Energol CLO 50M Cyltech 80 AW Cyltech 70
Energol CL-DX 405 Energol CL 505 *c) Cyltech 40 SX Cyltech 50 S *c)
Castrol
CDX 30
Chevron (FAMM, Texaco, Caltex)
Veritas 800 Marine 30
Taro Special HT 70
Taro Special HT LS 40
ExxonMobil
Mobilgard 300 Exxmar XA
Mobilgard 570 Exxmar X 70 Talusia HR 70
Mobilgard L 540
Talusia LS 40
Total
Atlanta Marine D 3005
Talusia Universal *d) Melina S30 Melina 30
Shell
Alexia 50 *1)
Alexia LS *1)
Above mentioned cylinder lubricating oils except those marked with *1) have passed the Wrtsil Switzerland LOQuS quality requirements (Lubricating Oil Qualitiy Survey), including global product consistency. *1) These cylinder lubricants were not tested with LOQuS.
Remarks: *a) *b) *c) *d) Between 1.5% and 2.0% sulphur in fuel, also BN 40 can be used without problems. 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. This BN 50 cylinder lubricant ca be used up to 3.0% sulphur in the fuel. This BN 57 cylinder lubricant ca be used over the whole fuel sulphur range.
2009-11-09
Table F7 Global brands of lubricating oils
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Local brands of lubricating oils Oil Supplier AGIP

19th Mai 2005
System oil
Cylinder oil *a) fuel with more than 1.5% sulphur

recommended oils of BN 7080
Cylinder oil *b)

fuel with less than 1.5% sulphur recommended oils of BN 40
Cladium 50 Doro AR MESYS 3006 GulfSea SuperBear 3008 Servo Marine 0530
Punica 570 *1) Naval 50 Taro Special 70 *2) MECO 5070 Marinol RG 7050 *2) GulfSea Cylcare DCA5070H Servo Marine 7050
Bardahl
17th March 2009
Chevron
18th September 2003
FL Selenia
10th October 2006
Gdanska
14th November 1995
SeaLub Alliance
25th February 2009
IOC
7th June 2006
Mexicana de Lubricantes
22nd August 2008
Marinelub 7050 *2)
NOC
10th December 2008
Marine S30 Medripal 307 Marbrax CAD-308 KunLun DCC3008 Supermar AS
Marine C705 Medripal 570 Marbrax CID-57 KunLun DCA 5070H Supermar Cyl 70 plus
Pertamina
1st October 2009
Petrobras
6th December 2006
Marbrax CID-54-AP Marbrax CID-55 *c)
PetroChina
26th February 2008
SK
3rd April 2007
*1) Limited to bore size of 62 cm. *2) Limited to engines built before 1995.
2009-11-09
Remarks: *a) Between 1.5% and 2.0% sulphur in fuel, also BN 40 can be used without problems. *b) 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. *c) This BN 50 cylinder lubricant ca be used up to 3.0% sulphur in the fuel.
Table F8 Local brands of lubricating oils
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F2.2.8
Lubricating oil drain tank

vertically as shown in figure F17 . There is to main tain adequate drainage under sea conditions re sulting in pitching and rolling. Table F10 gives the minimum angles of inclination at which the engine is to remain fully operational.
The engine is designed to operate with a dry sump, the oil returns from the bearings, flows to the bot tom of the crankcase and through strainers into the lubricating oil drain tank. The drain connections from the crankcase to the drain tank are arranged
L C
165 mm
Driving end
160 mm X
Free end
Cylinder 1 A and B vertical lubricating oil drains

F20.0028
Cylinder n Remarks: For dimension X see lub. oil drain tank arrangements, figures F19 to F20.
Fig. F17 Arrangement of vertical lubricating oil drains Vertical lubricating oil drains to drain tank
Number of cylinders Necessary drains 5 2 6 2 7 2 8 2
Note: The arrangement of lubricating oil drains is to comply with the relevant classification society rules. Table F9 Number of vertical lubricating oil drains
Figures F19 to F20 show the double-bottom ar rangements for the drain tank with vertical drains and the position of the air vents and external pipe connections. For details of vertical drain connec tion see figure F18. Arrangements with horizontal drains are optional and are available on special request only. The drain tank is to be located beneath the engine and equipped with the following: Depth sounding pipe. 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. This is a requirement of the classification societies and strict attention is to be paid to this specification. The amount of lubricating oil required for an initial charge of the drain tank is indicated in figure F21. The total tank size is normally 510 % greater than the amount of lubricating oil required for an initial filling (figure F21 (Dimensioning guide lines).
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Ancillary systems
Classification societies
American Bureau of Shipping 2007
Bureau Veritas 2006 C/1/1/2.4 15 22.5 5 5 7.5 C/1/1/2.4 22.5 22.5 10 10 C/1/1/2.4 22.5 22.5 10 10 Lloyds Register of Shipping 2006 5/1/3.6 15 22.5 5 5 7.5 5/1/3.6 22.5 22.5 10 10 6/2/1.9 15 22.5 5
7.5
China Classification Society 2002
Croatian Register of Shipping
Det Norske Veritas 2005 4/1/3/B 200 15 22.5 5 5 7.5 4/1/3/B 200 22.5 22.5 10 10 4/8/3/B 100 15 22.5 5 7.5
Germanischer Lloyd 2006 2/1.1/C.1 15 22.5 5 5 7.5 2/1.1/C.1 22.5 22.5 10 10 2/1.1/C.1 22.5 22.5 10 10 Russian Mari time Register of Shipping 2003 VII-2.3 15 22.5 5 5 7.5 VII-2.3 22.5 22.5 10 10 XI-2.1.2.2 15 22.5 5 10
Main and aux. engine Abbreviations Heel to each side Rolling to each side Trim by the head 1*) Trim by the stern 1*) Pitching Emergency sets Abbreviation Heel to each side Rolling to each side Trim Pitching Electrical installation Abbreviation Heel to each side Rolling to each side Trim Pitching
4/1/1/7.9 15 22.5 5 5 7.5 4/1/1/7.9 22.5 22.5 10 10 4/1/1/7.9 22.5 22.5 10 10 Koran Register of Shipping 2007
15 22.5 5 5 7.5
22.5 22.5 10 10
15 22.5 5 7.5 Nippon Kaiji Koykai 2005 D/1.3 15 22.5 5 5 7.5 D/1.3 22.5 22.5 10 10 H/1.1.7 15 22.5 5 7.5 Polski Rejestr Statkow 2004 VI-1.6 15 22.5 5 5 7.5 VI-1.6 22.5 22.5 10 10 VIII-2.1.2.2 15 22.5 5 10
Classification societies
Registro Italiano Navale 2007 C/1/1/2.4 15 22.5 5 5 7.5 C/1/1/2.4 22.5 22.5 10 10 C/2/2/1.6 15 22.5 5 7.5
Main and aux. engine Abbreviations Heel to each side Rolling to each side Trim by the head 1*) Trim by the stern 1*) Pitching Emergency sets Abbreviation Heel to each side Rolling to each side Trim Pitching Electrical installation Abbreviation Heel to each side Rolling to each side Trim Pitching
15 22.5 5 5 7.5
22.5 22.5 10 10
1*) Where the ships length exceeds 100 m, Athwartships and fore-and-aft inclinations may occur simultaneously. the fore-and-aft static angle of inclination Heel (static) may be taken as: Trim (static) and pitching (dynamic) 500 Rolling (dynamic) degrees L where L = length of ship in metres
Table F10 Minimum inclination angles at which the engine is to remain fully operational
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246.082a
Fig. F18 Vertical drain connection details
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5RTA48T-D
Driving end
Free end
246.296b
6RTA48T-D
246.296b
01 02 03 04
Vertical oil drain Lub. oil separator suction pipes Air vent DN 100 Lub. oil separator delivery pipe
Remarks: *1) Proposal, final position has to be determined by the shipyard in accordance with the engine builder. *2) Plate thickness, refer to figure H27.
Fig. F19 Layout of vertical oil drains for 5RTA48T-D and 6RTA48T-D
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7RTA48T-D
Driving end
Free end
246.296b
8RTA48T-D
246.296b
01 02 03 04
Vertical oil drain Lub. oil separator suction pipes Air vent DN 100 Lub. oil separator delivery pipe
Remarks: *1) Proposal, final position has to be determined by the shipyard

in accordance with the engine builder.
*2) Plate thickness, refer to figure H27.
Fig. F20 Layout of vertical oil drains for 7RTA48T-D and 8RTA48T-D
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Lubricating oil tank: dimensioning guide-lines and filling process

Dimensioning guide-lines and capacities for tank design 5
740 11 670 10
6
790 13 730 12 *2)
7
830 15 770 14
8
860 17 810 16
6 *4)
Filling process of lubricating oil tank
xxx.xxx
Fig. F21 Dimensioning guide-lines and filling process of the lubricating oil drain tank
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F2.2.9
Flushing the external lubricating oil system

The pipes of the entire lubricating oil system on the plant side are to be flushed separately. It is absolutely essential to ensure that the lubricat ing oil systems are clear of all foreign matter before circulating oil through the engine. A systematic ap proach is to be adopted prior to commissioning when the engine, pipework, filters, heat ex changers, pumps, valves and other components are flushed. They have to be proved absolutely clear of any dirt by observation and physical in spection. The engine crankcase and lubricating oil drain tank are to be inspected and cleaned by hand to remove all residual build-debris. Special atten tion is to be given to very small loose particles of welding matter such as spelter and slag.
This instruction describes the flushing procedure for the external lubricating oil system (on the plant). The flushing of the internal lubricating oil system (on the engine) is under the responsibility of the en gine builder and should be already done. If flushing of the internal lubricating oil system is required, please consult the Instruction for Flushing of Lub. Oil and Fuel Oil System provided by the engine builder. A correct manufacturing of the pipes avoids the presence of scales, slag and spelter. It is a fact that the expense for special welding methods, e.g. inert gas welding, is worthwhile when considering the costs of an extensive flushing procedure or the 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 High-pressure lubricating oil inlet
Temporary flushing filters
external lubricating oil system (on the plant)
By-pass
Lub. oil drain tank

F10.5291
Fig. F22 Flushing the lubricating oil system
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F2.2.9.1
Preparation before flushing
1. Lead the lubricating oil connections immedi ately before the engine straight back into the lubricating oil drain tank by means of hoses or pipes, see fig. F22. 2. Immediately before the engine, in the dis charge pipe from the low- and high-pressure lubricating oil pumps (figure F22), install a tem porary filter with a mesh size (sphere passing) of max. 0.030 mm (30 m) and equipped with magnetic elements. Instead of filter inserts of stainless steel mesh, disposable cartridges with a nominal grade of filtration of 0.020 mm (20 m) can also be used. The surface loading of the temporary filters should be 12 I/cm2h. Alternatively, the plant lubricating oil filters can be used under the condition that the filter inserts are of mesh size of max. 0.030 mm (30 m) and magnetic el ements are used during flushing. After flush ing, the filter inserts are to be replaced by the original ones and the filter housing is to be cleaned. In the final step of flushing, it is advisable to fit filter bag made of cotton or synthetic fabric of mesh size 0.040 to 0.050 mm (40 to 50 m) to the end of the hoses or pipes, in order to facili tate checking the cleanliness of the system. 3. If the engine is supplied to the ship in sub assemblies proceed as follows: Blank off each of the main bearing lubricat ing oil supply pipes at the main bearings in such a way that absolutely no oil can enter the bearing but oil can escape between pipe and blank piece. Blank off each of the crosshead lubrication linkage in that way, that absolutely no oil can enter the bearing but oil can escape between linkage and blank piece. Blank off the oil supply of the axial damper in that way that absolutely no oil can enter the damper but oil can escape between pipe and blank piece.
Disconnect and blank off all oil supply pipes to the camshaft, intermediate gears and reversing gear.
F2.2.9.2
1. Fill the lubricating oil drain tank with sufficient oil to cover the pump suction and heat it up to approximately 60 C using temporary immer sion heaters or the heating coil of the drain tank. 2. Circulate the oil in the drain tank using the lu bricating oil separator(s) and their pre heater(s) to maintain the flushing temperature to improve oil cleanliness. Operate the separ ator(s) until all the flushing procedures are completed. 3. Fully open all system valves. 4. Remove the crankcase round covers at the ex haust side and open the crankcase on the fuel side: good ventilation is to be provided to avoid condensation. 5. Flush the system by starting the low- and highpressure lubricating oil pumps, the main and stand-by pumps are to be alternatively oper ated. Before starting the pumps, the oil cooler(s) might be by-passed at the beginning of the flushing procedure. Circulate the oil through the pumps and hose connections back to the drain tank. Observe the suction and discharge pressures carefully. Do not let the pumps run hot. Observe also the pressure drop through the filters. 6. During the flushing procedure, the pipes are to be periodically tapped to help loosen any foreign matter that may be present. If avail able, vibrators are to be used. All pipes used during the engine operation must be flushed, including by-pass lines and the oil cooler(s). Drain the dirt of all equipments (oil cooler(s), suction filters, etc.) where dirt can accumulate.
Flushing external lubricating oil system
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7. Inspect and clean the filters in the lubricating oil system periodically. Flushing is to be continued until filter bags remain clean and no residues can be found in the filters; no metallic particles adhere to the magnetic filter inserts and no residues are detected in the bottom of the filter housing. One method to judge the oil cleanliness is de scribed under section the F2.2.9.5. When the system proves clean, remove any filter bags and connect the oil supply pipe to the engine.
Make sure that all screwed connections are tight and secured. Inspect the bottom of the crankcase and clean it if necessary.
Any pipe-connecting piece, which was not flu shed before, must be cleaned separately.
F2.2.9.4
1. Remove the inspection cover of the thrust bearing in main bearing girder #2. 2. Circulate the low- and high-pressure system for approximately two hours under normal op erating pressure and temperature. 3. Observe the oil flow on all bearings, spray nozzles and any other engine components (e.g. dampers) for proper oil flow. 4. The turning gear is to be engaged to turn the engine from time to time. 5. Check and clean the filters periodically. 6. To flush the by-pass line between the low- and high-pressure system on the engine, the regu lating valve for adjusting the oil pressure to the main bearings must be throttled temporarily. During flushing the by-pass, the high-pressure lubricating oil pump is to be stopped. 7. Carry out an inspection of the crankcase be fore refitting all the crankcase doors.
Commissioning of lubricating oil system
F2.2.9.3
Flushing within the engine
Flushing the engine at the shipyard (after flushing the external lub. oil system) is a safety measure and is recommended because even if the external lub. oil system appears clean, there could be pockets with contamination. If the engine is sup plied to the ship in sub-assemblies, the re-as sembled engine has to be flushed. If there is no need of flushing the engine, follow directly the steps described under section F2.2.9.4. 1. Start up the low- and high-pressure lubricating oil pumps and flush through the engine for at least another 8 hours. 2. Inspect and clean the filter in the lubricating oil system periodically. Flushing is to be continued until the filters are absolutely clean: No metallic particles adhere to the mag netic inserts and no residues are detected in the bottom of the filter housing. When the lubricating oil system proves clean, remove all blank pieces and tem porary flushing filters. To judge the oil cleanliness, refer to the section F2.2.9.5. Drain the oil from the distribution pipe to the main bearings. Inspect the inside of the pipes for eventual deposits. If clean, re-fit all oil pipes.
F2.2.9.5
Lubricating oil cleanliness
3. Re-assembly of the lub. oil system
There are several criteria to judge if the lubrication oil is sufficiently clean. One of those criteria is de fined by the NAS method. The NAS method counts particles of different sizes and gives an upper limit of particles of each size. For further information, please refer to the Annual Book of ASTM Standards. NAS 1638 cleanliness classes are explained in table F11.
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NAS 1638 classes Particle size in micron

14 13 12 11 10 9 8 7 6 5 4 3 2 1 0 00
Contamination (particles per 100 ml) 515

4096000 2048000 1024000 512000 256000 128000 64000 32000 16000 8000 4000 2000 1000 500 250 125
1525
729600 364800 182400 91200 45600 22800 11400 5700 2850 1425 712 356 178 89 44 22
2550
129600 64800 32400 16200 8100 4050 2025 1012 506 253 126 63 32 16 8 4
50100
23040 11520 5760 2880 1440 720 360 180 90 45 22 11 6 3 2 1
>100
4096 2048 1024 512 256 128 64 32 16 8 4 2 1 1 0 0
Table F11 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 Class 515 13 1525 11 2550 10 50100 8 >100 3
Example: Class 10 means that the number of particles be tween 25 and 50 m should be not higher than 8100 per 100 ml oil. Sampling position: The oil sample should be taken in the main oil sup ply line before the temporary flushing filter.
Classes
F2.2.9.6
Cylinder oil supply system
It is absolutely essential to ensure that the cylinder oil system is clear of all foreign matter before con necting to the engine in order to safeguard the en gine and assure proper operation. The storage and service tank are to be inspected and cleaned by hand to remove all residual builddebris, 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.
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F2.3
Fuel oil systems

it enters the engine. For the design of the fuel treat ment plant, the relevant Wrtsil recommenda tions have to be followed. The minimum centrifuge capacity is 1.2 x CMCR x BSFC / 1000 (litres/hour), which corresponds to 0.21 l/kW. The fuel oil treat ment has to reduce catalyst fines and water to en gine inlet limits. According to ISO8217 it is forbidden to add foreign substances or chemical waste to the fuel, because of the hazards for the ship crew, machineries and environment. Testing for foreign substances like acids, solvents and monomers with titrimetric, in frared and chromatographic tests is not standard but recommended because of the high likelihood of damage these substances can cause to fuel treatment, fuel pumps, fuel injection and piston running components.
A number of systems external to the engine are re quired to maintain heavy fuel oil and marine diesel oil in the quality required for efficient and reliable combustion.
F2.3.1
Fuel oil requirements
The values in the column Bunker limit (RMK700) indicate the minimum quality of heavy fuel as bun kered, i.e. as supplied to the ship or installation. Good operating results have been achieved with all commercially available fuels within ISO8217 li mits. However, using of fuel with lower density, ash and carbon residue content can be expected to have a positive influence on overhaul periods, by improving combustion, wear and exhaust gas composition. The fuel oil as bunkered must be processed before
Parameter
Unit
Bunker limit
ISO 8217: 2005 class F, RMK700
Test method
*1)
Required fuel quality

Engine inlet max. 1010 1317 max. 22 max. 4.5 max. 0.15 max. 600 max. 30 max. 15 max. 0.10 max. 0.2 min. 60 max. 30
Density at 15 C Kinematic viscosity at 50 C Carbon residue Sulphur Ash Vanadium Sodium Aluminium plus Silicon Total sediment, potential Water Flash point Pour point Remark:
[kg/m3] [mm2/s (cSt)] [m/m (%)] [m/m (%)] [m/m (%)] [mg/kg (ppm)] [mg/kg (ppm)] [mg/kg (ppm)] [m/m (%)] [v/v (%)] [C] [C]
max. 1010 *2) 700 max. 22 max. 4.5 max. 0.15 max. 600 max. 80 max. 0.10 max. 0.5 min. 60 max. 30
ISO 3675/12185 ISO 3104 ISO 10370 ISO 8754/14596 ISO 6245 ISO 14597/IP501/470 AAS ISO 10478/IP501/470 ISO 10307-2 ISO 3733 ISO 2719 ISO 3016
*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-RMH700), if the fuel treatment plant (Alcap centrifuge) cannot remove water from high density fuel oil (excludes RMK grades). The fuel shall be free from used lube oil, a homogeneous blend with no added substance or chemical waste (ISO8217:200551).
Table F12 Fuel oil requirements
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Viscosity The recommended viscosity range at engine inlet is: 1317 cSt (mm2/s). The preheating tem perature to reach 15 cSt is usually reported in bunker reports, but can also be estimated from the approximate viscositytemperature chart in the en gine instruction manual. Standard 380 cSt fuel (at 50C) must be preheated t o about 130C. The maximum viscosity of the bunkered fuel that can be used in an installation depends on the heat ing and fuel preparation facilities available (see viscosity/temperature chart in figure F23). The throughput and the temperature of the fuel going through the centrifuges must be adjusted in rela tion to the viscosity to achieve a good separation. Heating the fuel above 150C to reach the recom mended viscosity at engine inlet is not recom mended because the fuel may start to decompose and deposit. Carbon residue, asphaltenes sediment The content of asphaltenes and related aromatic heavy fuel components is indicated by the carbon residue. These substances have high energy con tent, but high levels can however impair the com bustion quality of the fuel oil, promoting increased wear and fouling of engine components. At least up to 14% asphaltenes should be no problem. The sediment potential is an indication for fuel sta bility. Asphaltenes must be kept solubilised to pre vent problems of sludge formation in centrifugal separators, filters and on the tank bottom. Es pecially the addition of paraffinic distillates could cause the asphaltenes to settle out. To minimise compatibility risks, care must be taken to avoid mixing bunkers from different suppliers and sources in storage tanks on board, onboard test kits are available to assess this risk. Sulphur The alkalinity of the cylinder lubricating oil, i.e. the base number (BN), should be selected with regard to the sulphur level of the fuel oil. When using a heavy fuel oil containing less than 1% sulphur a low BN cylinder lubricant has to be used.
Ash and trace metals Fuel oils with low contents of ash are preferable. Especially vanadium and sodium tend to promote mechanical wear, high temperature corrosion and the formation of deposits in the turbocharger and on the exhaust valve. Sodium compounds depress the melting point of vanadium oxide and sulphate salts, especially when the vanadium to sodium ratio is 3:1. High sodium levels (as well as lithium and potassium) at engine inlet can cause fouling of turbocharger components. The effect of high tem perature corrosion and the formation of deposits can be counteracted by the application of ash modifiers. Aluminium, silicon Aluminium and silicon in the fuel oil are regarded as an indication of the presence of catalytic fines (cat fines), porcelainlike round particles used in petroleum refining. They cause high abrasive wear to piston rings and cylinder liners, over a prolonged time period when embedded in the ring and liner surface. The most dangerous are cat fines with a diameter 10 to 20 microns, which corresponds to common clearances and oil film thickness. Cat fines tend to be attracted to water droplets and are very difficult to remove from the fuel oil, even more so when used lube oil is present. Practical ex perience has shown that with proper treatment in the fuel oil separator the aluminium and silicon content of 80 mg/kg can be reduced to 15 mg/kg, which is considered as just tolerable. For efficient separation, a fuel temperature as close as possible to 98C is recommended. With more than 40 ppm cat fines in the bunkered fuel, reduced throughput in the separator is recommended. Cat fines can accumulate in the sediment of the fuel tank from previous bunkers, and be mixed into the fuel when the sediment is churned up in bad weather. For this reason all fuels should be as sumed to contain cat fines, even if this is not appar ent from the fuel oil analysis, making continuous and efficient centrifugation of paramount importance.
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Water The water content of the fuel oil must be reduced by centrifuging and by the use of proper draining arrangements on the settling and service tanks. A thorough removal of water is strongly recom mended, to ensure homogenous injection and to reduce the content of hydrophilic cat fines and so dium in the fuel oil. Sodium is not a natural oil com ponent but marine fuel oil is often contaminated with sea water containing sodium. 1.0% sea water in the fuel oil corresponds to 100ppm sodium. Flash point This is a legal requirement with regard to the fire hazards of petroleum based fuels. Pour point The lowest operating temperature of the fuel should be kept about 510C above the pour point to secure easy pumping.
Ignition quality Contaminants, unstable fuels and incorrect injec tion (temperature, timing, nozzle wear) are the main reasons for incomplete or improper combus tion. Some fuels cause more combustion problems by nature. These can possibly be detected by look ing at the unnatural ratio between viscosity and density (CCAI), and with combustion analyzing equipment like FIA tests.
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Example:
F10.4779
Fig. F23 Typical viscosity / temperature diagram
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F2.3.2
Fuel oil treatment

Figure F24 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.
Note:
246.302b
For legend and additional information to this layout refer to table F13.
Fig. F24 Heavy fuel oil treatment and tank system layout
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001 002 003 004 005 006 007 008 009 010 011 012 013 014
HFO settling tank, heated and insulated HFO service tank, heated and insulated MDO service tank Suction filter HFO separator supply pump, with safety valve *1) HFO/MDO separator supply pump, safety valve *1) HFO pre-heater Self-cleaning HFO separator *2) Self-cleaning HFO/MDO separator *2) Three-way valve, diaphragm operated Sludge tank Fuel oil overflow tank Air vent collector Air vent manifold
Remarks: *1) Pump may be omitted if integrated in separator. *2) Separator capacity related to viscosity in accordance with instructions of separator manufacturer. *3) Vent chamber in funnel. *4) Connection pipe optional. Air vent and drain pipes must be fully functional at all in clination angles of the ship at which the engine must be operational.
HFO pipes, heated and insulated MDO pipes Air vent pipes Drain & overflow pipes
246.302b
Number of cylinders
5 7 275
6 8 730 127
7 10 185
8 11 640
power speed cap. cap. cap. cap. cap. A B
kW rpm litre m3 m3 m3 m3 DN DN
Mixing unit Heavy fuel oil settling tank Heavy fuel oil service tank Marine diesel oil service tank Sludge tank, approx. 10% from service tank
Nominal pipe diameter
Remarks: t1 t2
acc. to figure F27 (0.2 CMCR x t1)/1000 (0.2 CMCR x t1)/1000 (0.2 CMCR x t2)/1000 4 40 32 4 40 32 5 50 32 5 50 40
Value in hours for required running time with HFO at CMCR (kW). This figure can be reduced to 8 h, depending on the operational requirements and efficiency of the fuel oil treatment plant. Value in hours for required running time with MDO at CMCR (kW). This figure depends on the operational requirements.
Table F13 Heavy fuel oil treatment and tank system data
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F2.3.2.1
Settling tanks
F2.3.2.3
Centrifugal separators
Gravitational settling of water and sediment from modern heavy fuel oils is an extremely slow pro cess due to the small difference in densities. The settling process is a function of the fuel surface area of the tank to the viscosity, temperature and density difference, heated large surface area tanks enable better separation than heated small sur face area tanks.
Separator type self-cleaning: It is advisable to use fuel oil separators without gravity discs to meet the process requirements of the marine diesel oil and 730 cSt heavy fuel oils. These separators are self-adjusting and do not re quire gravity discs to be changed for different fuel densities. The manufacturers claim extended periods between overhaul and greatly improved reliability, enabling unattended onboard operation. The minimum effective throughput capacity of the separators required is determined by the following example. The nominal separator capacity and the installation are to comply with the recommenda tions of the separator manufacturer. Throughput capacity = 1.2 CMCR BSFC / 1000 [litres / hour] CMCR in kW Example: 7RTA48T-D with CMCR: 10 185 kW BSFC: 173 g/kWh Throughput = 1.2 10 185 173 / 1000 Throughput = 2114 litres/hour
F2.3.2.2
Service tanks
Most of the service tank design features are similar to the settling tank, having a self-closing sludge cock, level monitoring device and remote closing discharge valves to the separator(s) and engine systems. The service tank is to be equipped with a drain valve arrangement at its lowest point, an overflow to the overflow tank and recirculating pipework to the settling tank. The recirculation pipe reaches to the lower part of the service tank to guide water which may be present in the fuel after the separators (eg due to condensation or coil leakage) into the settling tank. A pipe to the separ ators should be provided to re-clean the fuel in case of dirty water contamination. This line should be connected just above the drain valve at the ser vice tank bottom. The fuel is cleaned either from the settling tank to the service tank or recirculating the service tank. Ideally when the main engine is operating at CMCR, the fuel oil separator(s) should be able to maintain a flow from the settling tank to the service tank with a continual overflow back to the settling tank. The sludge cock is to be operated at regular intervals to observe the presence of water, an im portant indication to the condition of the separ ator(s) and heating coils. Diesel oil service tanks are similar to the heavy oil service tanks with the exception possibly of tank heating, although this may be incorporated for vessels constantly trading in cold climates.
Separator arrangement Separator without gravity disc: One of the main features of these self-adjusting separators is that only a single unit is required. This unit operates as a combined purifier/clarifier. How ever, as it is usual to install a stand-by separator as a back-up, it is of advantage to use this separator to improve the separation result. For the arrange ment of the separators, parallel or in series, please refer to the manufacturers instructions. Separator with gravity disc: These types are running in series with the fuel being purified in one and clarified in the other, two separators are required. The clarifier improves the separation result and acts as a safety device in case that the purifier is not properly adjusted. It is important when processing heavy fuel oils that strict adherence is made to the separator manu
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facturers recommendations. If using these separ ators it will be advantageous to install an extra sep arator for marine diesel oil only in order to avoid the changing of gravity discs when switching from HFO to MDO separation. The marine diesel oil (MDO) separator capacity can be estimated using the same formula. Separation efficiency The term Certified Flow Rate (CFR) has been in troduced to express the performance of separators according to a common standard. CFR is defined as the flow rate in l/h. 30 minutes after sludge dis charge, at which the separation efficiency of the separator is 85 %, when using defined test oils and test particles. CFR is defined for equivalent fuel oil viscosities of 380 cSt and 700 cSt at 50 C. More information can be found in the CEN (European Committee for Standardisation) document CWA 15375:2005 (E). The separation efficiency is measure of the separ ators capability to remove specified test particles. The separation efficiency is defined as follows:
n 100 1
F2.3.3
Pressurized fuel oil system
Referring to figure F25 and table F14, the fuel from the heated heavy fuel oil service tank or the un heated diesel oil service tank passes through the three-way valve (002), filter (003), and is trans ferred to the mixing unit (006) by the low-pressure feed pump (004). The high pressure booster pump (007) transfers the fuel through the endheater (008), viscosimeter (009) and filter (010) into the engine manifold to supply the injection pumps. Cir culation is maintained via pipework back to the mixing unit which equalizes the temperature be tween hotter oil returning from the engine and the cooler oil from the service tank. The pressure regu lating valve (005) controls the delivery of the lowpressure feed pump and ensures that the dis charge 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 diesel oil the steam heaters and viscosi meter 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.
C out C in
where:
n separation efficiency [%]
Cout number of test particles in cleaned test oil
Cin number of test particles in test oil before separator
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HFO pipes, heated and insulated MDO pipes

Heating pipes Air vent pipes Drain & overflow pipes Pipes on engine / pipe connections
Remarks: *1) The return pipe may also be led to the HFO service tank. Feed pumps (item 004) must be installed below MDO and service 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 the ship at which the engine must be operational. Note:
246.302b
For additional information to this layout refer to table F14.
Fig. F25 Pressurized fuel oil system
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246.302b
Number of cylinders
5 7 275
6 8 730 127
7 10 185
8 11 640
power speed cap. A B C D E
kW rpm litre DN DN DN DN DN
Mixing unit
acc. to figure F27 40 32 32 50 40 40 32 40 65 50 50 32 40 65 50 50 40 40 65 50
Table F14 Pressurized fuel oil system data
F2.3.4
Fuel oil system on the engine

When commissioning the fuel system with the en gine at stand-by, the fuel pressure at the inlet of the injection pumps is to be set at 10 bar, to result in a pressure of minimum 7 bar when the engine is run ning at 100 % load.
Figure F26 is a schematic arrangement of the fuel oil system mounted on the engine. The quantity of fuel oil delivered to the injection pumps by the booster pump installed in the plant is greater than the amount actually required, with the excess fuel being recirculated via the mixing unit, please refer to chapter F2.3.3 Pressurized fuel oil system. The fuel pressure at the injection pump inlet is adjusted by the pressure-retaining valve.
F51
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F52
Fig. F26 Fuel oil system on the engine
224.017c
F.
Ancillary systems
F2.3.5
Heavy fuel oil system components

Required system temperature: approx. 145C Water vapour gauge pressure at 145C pv = 3.2 bar Pressure losses between feed pump and mix ing unit: p1 = 0.5 bar Pressure change difference across the pres sure regulating valve: p2 = 0.6 bar Substituting these values in the formula: Delivery pressure = 3.2 + 1 + 0.5 + 0.6 = 5.3 bar
Fuel oil feed pump Pump type: positive displacement screw type with built-in overpressure relief valve. Pump capacity: refer to tables F1F2, the given capacity is to be within a tolerance of 0 to +20%. Fuel type: marine diesel oil and heavy fuel oil, up to 730 cSt at 50C. Working temperature: ambient to 90C. Delivery pressure: the delivery pressure is to take into account the system pressure drop and prevent entrained water from flashing off into steam by ensuring the pressure in the mix ing unit is at least 1 bar above the water vapour pressure and not lower than 3 bar. The water vapour pressure is a result of the system tem perature and pressure for a given fuel type. Heavier oils need more heat and higher tem peratures to maintain them at the correct vis cosity than lighter oils, refer to the formula and example below: Delivery gauge pressure
= pv + 1 + p1 + p2 [bar]

Electric motor The electric motor driving the fuel oil feed pumps shall be sized large enough for the power absorbed by the pump at maximum pressure head (difference between inlet and outlet pressure), maximum fuel oil viscosity (600 cSt) and the required flow.
Pressure regulating valve The pressure regulating valve maintains the inlet pressure to the booster system practically constant irrespective of the actual amount of fuel consumed by the main engine and auxili aries. It should have a flat steady state char acteristic across the fuel oil recirculation flow range. Valve type: self- or pilot-operated which senses the upstream pressure to be main tained through an external line. It is to be pneu matically or direct hydraulically actuated with an additional manual control for emergency operation. When using a pneumatic type, use a combined spring type to close the valve in case of air supply failure. Fuel oil viscosity: 100 cSt, at working temp. (HFO 730 cSt at 50C). Maximum capacity: refer to feed pump capac ity in tables F1F2.
where: pv = water vapour gauge pressure at the re quired system temperature [bar] (see vis cosity/temperature diagram fig. F23). = maximum pressure losses between the feed pumps and the mixing unit [bar]. = maximum pressure change difference across the pressure regulating valve of the feed system between minimum and maximum flow. Refer to Pressure regulating valve next.
p 1 p2
Example HFO of 730 cSt at 50C
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Minimum capacity: approximately 20% of that of the feed pump. Service pressure: max. 10 bar Pressure setting range: 26 bar Inlet pressure change: 0.8 bar, between 20% and 100% flow (upstream pres sure build-up over the valve capacity; between the minimum and maximum flow capacity). Working temperature: ambient to 90C
Fuel oil endheater Heater type: steam, electric or thermal oil, tubular or plate type heat exchanger suitable for heavy oils to 730 cSt at 50C. Working pressure: max. 12 bar, pulsating on fuel oil side. Working temperature: ambient up to 150C, outlet temperature on fuel oil side. Heating capacity [kW]: = 0.75 106 CMCR BSFC (T1 T2) Consumption of saturated steam at 7 bar gauge pressure [kg/h]: = 1.32 106 CMCR BSFC (T1 T2) where: BSFC is the brake specific fuel consumption at the contract maximum continuous rating (CMCR). T1 is the temperature of the fuel oil at the vis cosimeter. T2 is the temperature of the fuel oil from the ser vice tank. Example: 7RTA48T-D with CMCR at R1: 10 185 kW at 127 rpm, BSFC of 173 g/kWh, using 730 cSt fuel, at a system temperature of 145C (T1), assuming the heavy fuel oil service tank is kept at a steady temperature of 65C (T2). Heater capacity required: = 0.75 106 10 185 173 (145 80)
= 85 kW
Consumption of saturated steam at 7 bar
gauge pressure:
= 1.32 106 10 185 173 (145 80)
= 151 kg/h
Mixing unit Due to the small amount of fuel consumed there is only need of a small mixing unit. It is recommended that the tank contains no more than approx. 100 litres. This is to avoid the change over from HFO to MDO or visa versa taking too long. The mixing unit equalizes the temperature be tween the hotter fuel oil returning from the en gine and the cooler fuel oil from the day tank, particularly when changing over from heavy fuel oil to marine diesel oil and vice versa. Type: cylindrical steel fabricated pressure vessel as shown in figure F27. Capacity: see figure F27. Dimensions: see figure F27. Service pressure: 10 bar Test pressure: according to the classification society. Working temperature: ambient up to 150C. High-pressure booster pump Pump type: positive displacement screw type with built-in overpressure relief valve. Pump capacity: refer to tables F1F2, the given flow rate is to be within an allowable tolerance of 0 to +20%. Inlet pressure up to 6 bar Delivery head: see tables F1F2, final delivery pressure according to the actual piping layout. Working temperature: ambient up to 150C Electric motor (booster pump)
Refer to the remarks for electric motor for the feed
pumps (anterior page).

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The viscosimeter monitors the fuel viscosity prior to the injection pumps and transmits signals to the heater controls to maintain this viscosity by regu lating the fuel temperature after the endheater.
F54
F.
Ancillary systems
Capacity Design pressure Service temperature : 65 l : 10 bar : 150 C 001 002 003 004 005 006 007 008 Outlet
Inlet, return pipe
Inlet, from feed pump Vent Drain Heating coil
Insulation
Mounting brackets *1)
Remarks: *1) Mounting brackets for fixation on floor plate. The mixing unit must not be fitted unsupported! Configuration and dimension of the mixing unit have to comply with the relevant classification societies/rules.
395.543
Fig. F27 Fuel oil system mixing unit
Number of cylinders A
5 50 32 40
6 65 40 50
7 65 40 50
8 65 40 50
DN DN DN
B C
Table F15 Fuel oil system mixing unit: nominal pipe diameters for connections A, B, C
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F2.3.5.1
Fuel oil filter
Further specifications/properties of the filters: Working viscosity: 1317 cSt. Flow rate: booster pump capacity, refer to tables F1 to F2. The given capacities cover the needs of the engine only. If an automatic back-flushing filter type is in stalled, the feed and booster pump capacities must be increased by the quantity needed for the back-flushing of the filter. Service pressure: max. 12 bar at filter inlet. Test pressure: specified by classification society. Permitted differential pressure at 17 cSt: 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. Working temperature: ambient up to 150C. Mesh size: max. 0.034 mm, sphere passing mesh. Filter insert material: stainless steel mesh (CrNiMo).
A mesh size of maximum 34 microns (sphere pas sing mesh) is the minimum requirement for the fuel oil filter. This specified filtration grade conforms to a high reliability and optimal cleaning efficiency of the centrifugal separators (see the note on the next page). Arrangement before the injection pumps Figure F28 A: High temperature (booster circuit). This filter is extremely important to protect the in jection pumps and is to be installed as close as possible to the inlet of the injection pumps. The minimum requirements are met by using either one of the following filters: duplex filter or automatic back-flushing filter. Filter type:
Change-over duplex (full flow)
Heatable designed for in-service cleaning, fitted with differential pressure gauge and high differential pressure alarm contacts. or 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 injection pumps
B) Arrangement in the feed system
F20.0011
Automatic back-flushing filter or duplex filter
Duplex filter
Automatic back-flushing filter
Fig. F28 Filter arrangements
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F.
Ancillary systems
Arrangement in the feed system Figure F28 B: If the requirement is for an automatic back-flushing filter, it is best to fit it on the low-tem perature side in the discharge from the feed pumps. Locating the filter at this point reduces the risk of clogging due to asphaltene coagulation. Back-flushing filter Working viscosity: 100 cSt, for HFO of 730 cSt at 50C. Flow rate: feed pump capacity, refer to tables F1F2. The given capacities cover the needs of the engine only. The feed pump capacity must be increased by the quantity needed for the back-flushing of the filter. Service pressure at filter inlet, after feed pumps: 10 bar Test pressure: specified by classification society. Permitted differential pressure at 100 cSt: 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. Working temperature: ambient up to 90C. Mesh size: max. 0.034 mm (34 m), 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 injection pumps. The same technical data as specified for the arrangement before the injection pumps are applied. The filter mesh size (sphere passing) in this case is max. 0.06 mm
Note: Cat fines may, for various reasons, be present in the fuel when entering the engine. Excessive pis ton ring and cylinder liner wear on all cylinders is often caused by cat fines in the fuel oil. It is obvious that other exposed parts e.g. fuel pumps, fuel in jection valves, piston rod and piston rod stuffing boxes will be also damaged if a high content of cat fines is present in the fuel oil. The use of an automatic self-cleaning filter with a mesh size of 10 microns installed on the low-tem perature side of the pressurized fuel oil system will additionally protect the engine from serious dam ages by removing cat fines which may have passed through the separator(s). This filter will also indicate changes in the separator efficiency and/or in the fuel quality. Such an additional investment should especially be considered where, due to the ships trading route, the risk of bunkering fuel with a high cat fines content is prevalent.
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F.
Ancillary systems
F2.3.6
Flushing the external fuel oil system

It is absolutely essential to ensure that the fuel oil systems are clear of all foreign matter before circu lating fuel oil through to the engine. A systematic approach is to be adopted prior to commissioning when the tanks, pipework, filters, end-heaters, pumps, valves and other components are flushed and proved clear by observation and physical in spection. All fuel oil tanks are to be inspected and cleaned by hand to remove all residuals build-de bris; special attention is to be paid to very small loose particles of welding matter such as spelter and slag. The pipes of the entire fuel oil system on the plant side are to be flushed separately.
This instruction describes the flushing procedure for the external fuel oil system (on the plant). The flushing of the internal fuel oil system (on the en gine) is under the responsibility of the engine builder and should be already done. If flushing of the internal fuel oil system is indicated, please con sult the Instruction for Flushing of Lubricating Oil and Fuel Oil System and provided by the engine bulder. A correct manufacturing of the pipes avoids the presence of scales, slag and spelter. It is a fact that the expense for special welding methods, e.g. inert gas welding, is worthwhile when considering the costs of an extensive flushing procedure or the 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 service tank to service tank
By-pass bend By-pass bend

32
external fuel oil systen (on the plant)

31
By-pass with temporary flushing filter

F10.5302
Fig. F29 Fuel oil system flushing
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F.
Ancillary systems
F2.3.6.1
Preparation before flushing
1. Close the valves in the supply and return pipes at the engine fuel pumps. Disconnect fuel oil supply and return pipes at the engine pump covers and fit temporary pipe bends as shown in figure F29 by removing the blank flanges at the ends of the fuel oil man ifold. 2. Install in the by-pass line a temporary filter with a mesh size (sphere passing mesh) of max. 0.03 mm (30 m) and equipped with magnetic elements. Alternatively, the plant fuel oil duplex filter, if available, can be used under the condition that the filter inserts are of mesh size (sphere pas sing mesh) of max. 0.03 mm (30 m). After flushing the filter, inserts are to be replaced by the original ones and the filter housing to be cleaned.
pumps hot. Observe the pressure drop through the filters too. 4. During the flushing procedure, the pipes are to be periodically tapped to help loosen any foreign matter that may be present. If avail able, vibrators are to be used. All pipes used during the engine operation must be flushed, including by-pass lines. Inspect and clean all filters in the fuel oil sys tem periodically. Drain the dirt of all equipments (mixing unit, endheater, etc.) where dirt can accumulate. Flushing is to be continued until absolutely no residues can be found in the filters: No metallic particles adhere to the magnetic in serts and no residues are detected in the bottom of the filter housing. When the fuel oil system proves clean, the tempor ary flushing equipment can be removed and the engine connected to the fuel oil system.
F2.3.6.2
Flushing procedure
1. Fill the service tank with sufficient marine die sel oil (MDO). 2. Circulate the MDO in the service 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 service 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 service 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
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F2.4
Starting and control air systems

Total inertia = engine inertia + shafting and pro peller inertia => (JTot) = (JEng) + (JS+P). Propeller inertia includes the part of entrained water. Engine inertia (JEng) see table F16. Relative inertia JRel = JTot / JEng.
Compressed air is required for engine starting, en gine control, exhaust valve air springs, washing plant for the scavenge air coolers and general services.
F2.4.1
System layout
The starting and control air system shown in fig ure F30 is valid for five- to eight-cylinder engines and comprises two air compressors, two air re ceivers and systems of pipework and valves con nected to the engine starting air manifold.
F2.4.2
Capacities of air compressor and receiver
The capacity of the air compressor and receiver depends on the total inertia (JTot) of the rotating parts of the propulsion system too.
The air receiver and compressor capacities of table F16 refer to a relative inertia, (JRel = 2.0). For other values than 2.0, the air receiver and com pressor capacities have to be calculated with the winGTD program. It provides the capacity of the air compressor and receiver for relative inertia values (JRel). Table F16 outlines the basic requirements for a system similar to figure F30 Starting and control air system for maximum engine rating. A CD-ROM (available on request) with the winGTD program enables to optimise the capacities of the compressors and air receivers for the contract maximum continuous rating (CMCR).
Starting air
Number of starts requested by the classi fication societies for reversible engines
Pressure range
Air receivers
12 *1) Max. air pressure 30 [bar] Number x volume [m3] 2 x 1.6 2 x 1.6 2 x 1.7 2 x 1.9
Air compressors
12 *1) Free air delivery at 30 [bar] Number x capacity [Nm3/h] 2 x 50 2 x 50 2 x 55 2 x 60
JEng *2)
No. of cylinders 5 6 7 8 Remark:
[kgm2] 21 100 24 400 28 100 32 800
*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 F16 Air receiver and air compressor capacities
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F.
Ancillary systems
Remarks: *1) Pressure reducing and filtering unit may be omitted where instrumentair supply is available. *2) Dimensions depending on consumption of auxiliary engines and board purposes. Drain plugs and drain cocks where necessary.
41 42 43 001 Main engine RTA48T-D 002 Starting air compressor, 25/30 bar 003 Starting air receiver, 25/30 bar 004 Distribution pipe with automatic starting air shut-off valve 005 Pressure reducing valve, from 25/30 to 8 bar *1) 006 Pressure reducing valve, from 25/30 to 8 bar
246.300a
Starting air inlet Starting air inlet for control system and air spring Control air inlet (for control system and air spring)
Starting air feed pipes Control air pipes Ancillary equipment pipes Drain pipes Pipes on engine / pipe connections
Fig. F30 Starting and control air system
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F2.4.3
Starting and control air system specification
F2.4.4
General service and working air
Starting air compressors Type: water cooled two stage with intercooler and oil / water separator. The discharge air temperature is not to exceed 90C and the air supply to the compressors is to be as clean as possible without oil vapour. Capacity: refer to table F16. 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 F16. Working gauge pressure: 30 or 25 bar.
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 F30). The valve is to reduce 25 or 30 bar to 8 bar. Consumers other than engine start ing and control are to be taken into account when final selection of compressor capacity and pipe di mensions is to be made.
F2.4.3.1
The control air is supplied from the board instru ment air supply system (see figure F30) providing air at 8 bar gauge pressure. The air quality should comply with the compressed air purity class: 2-4-2 according to ISO 8573-1 (2007-02-01).
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Control air system supply
(Capacity Nm3/h)
Number of cylinders 5 up to 21.0 12.0 33.0 6 21.0 14.4 35.4 7 21.0 16.8 37.8 8 21.0 19.2 40.2
Control system
Exhaust valve air spring Total
Table F17 Control air capacities
F62
F.
Ancillary systems
F2.5
Leakage collection system and washing devices

sludge oil trap is shown in figure F32. The dirty oil from the piston rod stuffing box, which consists of waste system oil, cylinder oil, metallic particles and small amounts of combustion products, is led di rectly to the sludge tank. Condensate from scav enge air is formed when the vessel is operating in a humid climate and is to be continually drained from the scavenge air receiver to avoid excessive piston ring and liner wear. As a guide, the largest amount of this condensate which is to be dealt with under extremely humid conditions is indicated on the system layout data (table F18).
Figure F31 Leakage collection and washing sys tem layout is suitable for the whole engine series, with the same pipe sizes independent of the number of cylinders. Dirty oil collected from the pis ton underside is led under pressure of approxi mately 2.8 bar to the sludge oil trap (002) and then to the sludge oil tank (004). The purpose of the sludge oil trap is to retain the large amount of solid parts which may be contained in the dirty oil and to reduce the pressure by means of an orifice or throt tling disc (003) fitted at its outlet so that the sludge oil tank (004) is under atmospheric pressure. The
001 Main engine RTA48T-D 002 Sludge oil trap (for details, see figure F32) 003 Throttling disc 004 Sludge or appropriate tank, available capacity approx. 2m3 005 Throttling disc 006 Air vent manifold 007 Scavenge air cooler washing plant *1) 008 Turbocharger compressor washing plant *1) 009 Turbocharger turbine washing plant *1) 010 Turbocharger turbine dry cleaning plant (optional) *1) 11 12 14 19 20 21 23 25 28 30 40 45 Oily water drain from charge air receiver Cooler cooling water drain pipe Water/air pipe cleaning plant (water connection) Condensate water from water separator and SAC *2) Washing water outlet from SAC Collector main oilwater water separator
Common dirty oil drain from engine Leakage oil from piston underside (on fuel side) Dirty oil from piston rod stuffing box (on fuel side) Venting pipe TC outlet *1)
Water/air pipe cleaning plant (air connection)
Venting pipe crankcase
Washing water pipes
Dirty oil drain pipes Compressed air pipes Air vent pipes
Water drain pipes Pipes on engine / pipe connections Remarks: *1) One unit per turbocharger *2) Depending on the relative air humidity and temperature before and after the scavenge air cooler condensate may be knocked out. Under extreme ambient conditions a maximum condensate quantity of up to 0.16 kg/kW/h may be produced. Please note: For Mitsubishi MET turbochargers only DRY CLEANING method applies.
246.286d
Table F18 Leakage collection and washing system
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246.286d
Note: Refer to table F18 for additional information and legend to this layout.
Fig. F31 Leakage collection and washing system
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F.
Ancillary systems
DN 65
DN 65
245.946f
Working temperature : 80 C Working pressure : 4 bar Capacity : approx. 53 l
Remarks:
*1) The orifice has to be designed as shown.
*2) Location of pipes with regard to each other has to be observed.
Fig. F32 Sludge oil trap
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Ancillary systems
Engine exhaust uptakes can be drained automatically using a system as shown in figure F33.
F10.1959
Fig. F33 Arrangement of automatic water drain
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Ancillary systems
F2.6
Exhaust gas system

pipe diameter, figure F35 Estimation of exhaust gas density and figure F36 Estimation of exhaust pipe diameter are given as an example only:
To optimize the exhaust gas systems, please refer to the following calculations. The calculations based on figure F34 Determination of exhaust
F10.5192
Fig. F34 Determination of exhaust pipe diameter
Example: Estimation of exhaust gas pipe diameters for Wrtsil 7RTA48T-D, CMCR (R1) specified and for design (tropical) conditions: Power (R1) = 10 185 kW Speed (R1) = 127 rpm Recommended gas velocity: Pipe A: WA = 40 m/s 1) Exhaust gas mass flow: 76 914 kg/h (according to tables F1F2) 2) Exhaust gas temperature: 293 C (according to tables F1F2) 3) Exhaust gas density (assumed back pressure on turbine outlet p = 30 mbar (figure F35):
EXH P 0.634 kgm 3 RT
4) Number of turbochargers (according to figure C7): nTC = 1
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Ancillary systems
pEXH [kg/m3]
0.740
0.720
0.700
0.680
0.660
0.640 0.620
0.600
0.580
p [mbar]
30 20 10 0 220 230 240 250 260 270 280 290 300 310 320 330 340 350 360
0.560
0.540
F10.4682
tEaT [C]
Fig. F35 Estimation of exhaust gas density
qV [m3/h]
600 000 500 000 450 000 400 000 350 000 300 000 250 000 200 000 180 000 160 000 140 000 120 000 100 000 90 000 80 000 70 000 60 000 500
F10.4683
50
40
30
20
10
w [m/sec]
600
700 800 900 1000 dA
1200 1400
2000
2500
3000
4000
dpipe [mm]
Fig. F36 Estimation of exhaust pipe diameters
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Ancillary systems
5) Exhaust pipe diameter: Pipe A:

q VA qm n TC 76 914 0.634 121 315 m 3h
EXH
6) Exhaust pipe diameter: Pipe diameters are (approx. according to figure F36): dA = 1040 mm or calculated:
d pipe 18.81
wq
[mm]
pipe
7) Select the calculated or the next larger diameter available, for example: dA = 1050 mm Check the back pressure drop of the whole ex haust gas system (not to exceed 30 mbar). R = gas constant = 268.4 J/kgK
T = absolute temperature [K]
P = barometer pressure [N/m2]
F2.7
Air vents
The air vent pipes of the ancillary systems must be fully functional at all inclination angles of the ship at which the engine must be operational. This is normally achieved if the vent pipes have a continu ous, uninterrupted inclination of 5 % minimum. Such an arrangement enables the vapour to sep arate into its air and fluid components, discharging the air to atmosphere and returning the fluid to its source.
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F2.8
Engine-room ventilation
in diesel engined ships; Design requirements and
basis of calculations.
Based on ISO 8861, the radiated heat, required air
flow and power for the layout of the engine-room
ventilation can be obtained from the winGTD pro gram, see section C7.
The final layout of the engine-room ventilation is,
however, at the discretion of the shipyard.
The engine-room ventilation is to conform to the requirements specified by the legislative council of the vessels country of registration and the classification society selected by the ship owners. Calculation methods for the air flow required for combustion and air flow required to keep the machinery spaces cool are given in the international standard ISO 8861 Shipbuilding Engine-room ventilation
Figure F37 is a typical arrangement for direct suction of combustion air.
F10.3677
Fig. F37 Direct suction of combustion air main and auxiliary engine
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F3 F3.1
Ambient temperature consideration Engine air inlet Operating tem peratures from 45C to 5C
To avoid the need of a more expensive combustion air preheater, a system has been developed that enables the engine to operate directly with cold air from outside. If the air inlet temperature drops below 5C, the air density in the cylinders increases to such an extent that the maximum permissible cylinder pressure is exceeded. This can be compensated by blowing off a certain mass of the scavenge air through a blow-off device as shown in figure F38.
Engine
Turbocharger Air intake casing
Scavenge air cooler
Due to the high compression ratio, the diesel engine RTA48T-D does not require any special measures, such as pre-heating the air at low tem peratures, even when operating on heavy fuel oil at part load, idling and starting up. The only condi tion which must be fulfilled is that the water inlet temperature to the scavenge air cooler must not be lower than 25C. This means that: When combustion air is drawn directly from the engine room, no pre-heating of the combustion air is necessary. When the combustion air is ducted in from outside the engine room and the air suc tion temperature does not fall below 5C, no measures have to be taken.
Air filter
Blow-off valves
The central fresh water cooling system permits the recovery of the engines dissipated heat and main tains the required scavenge air temperature after the scavenge air cooler by recirculating part of the warm water through the low-temperature system.
F3.1.1
Under arctic conditions the ambient air tempera tures can meet levels below 50C. 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 (45C).
F10.1964
Fig. F38 Scavenge air system for arctic conditions
Scavenge air system arctic conditions at operating tem peratures below 5C
There are up to three blow-off valves fitted on the scavenge air receiver. In the event that the air inlet temperature to the turbocharger is below +5C the first blow-off valve vents. For each actuated blowoff valve, a higher suction air temperature is simu lated by reducing the scavenge air pressure and thus the air density. The second blow-off valve vents automatically as required to maintain the de sired relationship between scavenge and firing pressures. Figure F39 shows the effect of the blowoff valves to the air flow, the exhaust gas tempera ture after turbine and the firing pressure.
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Two blow-off One blow-off Blow-off valves closed normal operation valves open valve open
m [kg/kwh] 0.6 0.4 0.2

0
Specific air consumption t [C] 0
20
40
60
p [bar] 10
5
0
Exhaust gas temp.
Firing pressure
50 40 30 20 10 0 10 20 30 40 [C] Suction air temperature

F10.1965
Fig. F39 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 pipes 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 25C. 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.
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Ancillary systems
F3.2
Air filtration
Marine installations have seldom had special air filters installed until now. Stationary plants on the other hand, very often have air filters fitted to pro tect the diesel engine. The installation of a filtration unit for the air supply to the diesel engines and general machinery spaces on vessels regularly transporting dustcreating cargoes such as iron ore and bauxite, is highly recommended. The following table F19 and figure F40 show how the various types of filter are to be applied.
In the event that the air supply to the machinery spaces has a high dust content in excess of 0.5 mg/m3 which can be the case on ships trading in coastal waters, desert areas or transporting dust-creating cargoes, there is a higher risk of in creased wear to the piston rings and cylinder liners. The normal air filters fitted to the turbochargers are intended mainly as silencers and not to protect the engine against dust. The necessity for the installation of a dust filter and the choice of filter type depends mainly on the con centration and composition 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 en gine, e.g., on coastal vessels or vessels frequent ing ports having high atmospheric dust or sand content.
Atmospheric dust concentration

Normal Most frequent particle sizes Normal shipboard requirement Short period < 5 % of running time, < 0.5 mg/m3
Alternatives necessary for very special circumstances frequently to permanently 0.5 mg/m3 Oil wetted or roller screen filter Oil wetted or panel filter permanently > 0.5 mg/m3 Inertial separator and oil wetted filter Inertial separator and oil wetted filter
> 5 m
Standard turbocharger filter sufficient Standard turbocharger filter sufficient the vast majority of installations
< 5 m
Valid for
These may likely apply to only a very few extreme cases. For example: ships carrying bauxite or similar dusty cargoes or ships routinely trading along desert coasts.
Table F19 Guidance for air filtration
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Ancillary systems
Filter surface [m2]

70
Oil wetted and panel filters in series
Panel filter 60
Oil wetted filter 50
Required filteration area for pressure drop < 20 mbar
40
Roller screen filter 30
20
16
12
10
Inertial separator
6
Installed engine power [MW]
6
F20.0049
10
12
16
20
25
30
40
50
7RTA48T-D: PR1 = 10.185 MW
Fig. F40 Air filter size
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F74
F.
Ancillary systems
F4 F4.1
Pipe size and flow details Pipe velocities

figures to those stated may be acceptable when short piping runs, water properties and ambient temperature, are taken into consideration.
Lubricating oil mild steel Marine diesel oil mild steel
suction 0.9 2.6 1.0 4.5 1.1 7.8 1.2 14.5 1.3 23.5 1.4 40 1.5 66 1.5 95
The velocities given in table F20 are for guidance only. They have been selected with due regard to friction losses and corrosion. Increased velocity
Medium
Nominal pipe didi ameter
Pipe ma terial
Sea-water steel galvanized
Fresh water mild steel
Heavy fuel oil

mild steel
pumpside
[m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h]
suction 1.0 2.9 1.2 5.4 1.3 9.2 1.5 18 1.6 29 1.8 51 2.0 88 2.2 140 2.3 260 2.6 294 2.5 442 2.7 477 2.6 662 2.8 713 2.6 900 2.8 970 2.6 1176 2.8 1267 2.6 1489 2.9 1660 2.6 1838 2.9 2050
delivery 1.4 4.1 1.6 7.2 1.8 12.5 2.0 24 2.1 38 2.2 62 2.3 102 2.4 153 2.5 283
suction 1.5 4.3 1.7 7.7 1.9 13.5 2.1 25 2.2 40 2.3 65 2.4 106 2.5 159 2.6 294
delivery 1.5 4.3 1.7 7.7 1.9 13.5 2.1 25 2.2 40 2.3 65 2.5 110 2.6 165 2.7 305
suction 0.6 1.7 0.7 3.2 0.8 5.7 0.8 9.6 0.9 16.5 0.9 26 1.1 49 1.3 83 1.3 147
delivery 1.0 2.9 1.2 5.4 1.4 10 1.5 18 1.6 29 1.6 45 1.7 75 1.8 115 1.8 204
delivery 1.1 3.2 1.2 5.4 1.3 9.2 1.4 16.5 1.5 27 1.6 45 1.7 75 1.8 115
suction 0.5 1.4 0.5 2.3 0.5 3.5 0.6 7.2 0.6 11 0.7 20 0.8 35 0.9 57
delivery 0.6 1.7 0.7 3.2 0.8 5.7 0.9 11 1.0 18 1.2 34 1.4 62 1.6 108
32 40 50 65 80 100 125 150 200 Aluminium brass 250 Aluminium brass 300 Aluminium brass 350 Aluminium brass 400 Aluminium brass 450 Aluminium brass 500 Aluminium brass
2.6 460
2.7 477
2.7 477
1.3 230
1.9 336
2.6 662
2.7 687
2.7 687
1.3 331
1.9 484
2.6 900
2.7 935
2.7 935
1.4 485
2 693
2.6 1222
2.7 1222
2.7 1222
1.4 633
2 905
2.7 1546
2.7 1546
2.7 1546
1.4 802
2 1145
2.7 1909
2.7 1909
2.7 1909
1.5 1060
2.1 1484
Note: The velocities given in the above table are guidance figures only. National standards can also be applied. Table F20 Recommended fluid velocities and flow rates for pipework
F75
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Ancillary systems
F4.2
Piping symbols
F10.1910
Fig. F41 Piping symbols 1
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F76
F.
Ancillary systems
F10.1911
F77
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Ancillary systems
F10.1905
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F78
F.
Ancillary systems
F5
Engine pipe connections

The drawings of other combinations (number of cylinders, number and type of turbochargers) are available on request.
The following selection of the pipe connection plans doesnt cover all available executions of the RTA48T-D engines.
view to free end
view to driving end
362.440d ISO drawng
* **
Optional execution Standard execution
Fig. F44 Pipe connection plan for 6RTA48T-D engines equipped with ABB TPL73-B turbochargers
F79
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Ancillary systems
view to exhaust side
* **
362.440d ISO drawng
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F80
F.
Ancillary systems
F81
* ** Optional execution Standard execution
362.680d ISO drawing
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Fig. F46 Pipe connection details for 6RTA48T-D engines equipped with ABB TPL73-B turbochargers
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F82
see figure F44 see figure F44
* **
F.
362.680d ISO drawing
Ancillary systems
F.
Ancillary systems
view to free end
view to driving end
* **
367.357c ISO drawing
F83
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Ancillary systems
367.357c ISO drawing
* **
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F84
F.
Ancillary systems
F85
367.358b ISO drawing
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F86
see
figure F48
see
figure F48
* **
F.
367.358b ISO drawing
Ancillary systems
F.
Ancillary systems
view to free end
view to driving end
400.577a JIS drawing
* **
Optional execution
Standard execution
F87
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* **
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F88
F.
Ancillary systems
F89
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F90
see figure F52 see figure F52
* **
F.
Ancillary systems
G.
Automation and controls
G1
Introduction
G2
DENIS-6 diesel engine interface specification General
Wrtsil Switzerland Ltd has introduced a stan dard electrical interface designated DENIS (Diesel Engine CoNtrol and optImizing Specification). It fa cilitates integration with approved remote control systems, while new computer-based tools under the designation of the MAPEX family (Monitoring and mAintenance Performance Enhancement with eXpert knowledge) enable shipowners and operators to improve the operating economy of their diesel engines.
G2.1
The traditional approach to engine control included the following functions in the engine builders scope of supply: Engine-room control of the engine Engine safety and shut-down system.
G1.1
DENIS family
The DENIS family contains specifications for the engine management systems of all modern types of Wrtsil diesel engines. The diesel engine inter face specification DENIS-6 is applicable for the RTA48T-D engines.
They allow safe and convenient control of the en gine from the control room. For automatic control from the wheelhouse, a bridge control system could be connected to the engine control system. The trend in modern shipbuilding is for automatic control from the bridge as standard. Different ar rangements utilizing conventional engine-room control close to the engine, to modern designs with control effected entirely from the bridge are be coming more common. To meet the requirements of increased flexibility, Wrtsil Switzerland Ltd has worked out a new concept with the following objectives: Clear definition of the signal interface between engine and its remote control system 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.
G1.2
MAPEX family
The products of the MAPEX family are designed to improve the engines efficiency through better management and planning and save money by making available the knowledge of our engine management specialists. For the further description of the MAPEX family please refer to chapter G3.
G1
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Marine Installation Manual G.
Advantages for shipowners and engine builders: Clear interface between engine and its remote control system The well defined and documented interface al lows the easy adaptation of a remote control system to the Wrtsil RTA engine. A clear sig nal exchange simplifies troubleshooting, and the well defined scope of supply gives a clear separation of responsibilities. Lower costs on the engine The reduced engine control equipment and the concentration of all control tasks in the re mote control system gives an overall cost sav ing for the shipbuilder. Approved remote control systems Remote control systems of partner companies comply with the specifications and are ap proved by Wrtsil Switzerland Ltd. Co-oper ation ensures that adequate information is available on the approved system. Easy integration in ship management system With systems from the same suppliers, the necessary data can be obtained from the re mote control system through a bus link. Automation from one supplier A remote control system supplier approved by Wrtsil Switzerland Ltd can handle all au tomation tasks on board ship. This allows for easier engineering, standardization, easier operation, less training, fewer spare parts, etc.
The DENIS specification is presented in two sets of documents: DENIS engine specification This file contains the specification of the signal interface on the engine and is made access ible to all licensees. It consists basically of the control diagram of the engine, the signal list and a minimum of functional requirements. DENIS remote control specification This file contains the detailed functional spec ification of the remote control system. The in tellectual property on these specifications re mains with Wrtsil Switzerland Ltd. Therefore this file is licensed to Wrtsil Switzerland Ltds remote control partners only. These companies offer systems built com pletely according to the engine designers specifications, tested and approved by Wrtsil Switzerland Ltd.
Remote control system: The remote control system delivered by any re mote control partner of Wrtsil Switzerland Ltd is divided in to the following sub-systems: Remote control functions Safety system Wrong-way alarm Telegraph system Electronic speed control system.
Interface description: DENIS is the signal interface between the engine control system supplied with the engine and the re mote control system supplied by the purchaser and does not include any hardware. It summarizes all the signal data exchanged and defines the con trol functions required by the engine.
Safety system, wrong-way alarm and telegraph systems work independently and are fully operat ive even with the remote control functions out of order.
26.08.07.40 Issue VI.10 Rev. 0
G2
G.
Propulsion Control System

DENIS-6 Remote Control Specification
Alarm and Monitoring System
Alarm signals and Indications
Independent sub-systems:
PCS Alarms
Slow-downs
Engine safety system
Signals for speed control system
Electronic speed control system
Wrong-way alarm
Control functions
Telegrap system
Control terminal boxes
Servo unit
Alarm terminal boxes
DENIS6
Engine
Specification
RTA48T-D diesel engine

Local control stand
F20.0099
Local indications on the gauge board

DENIS-6 system layout
Fig. G1
G3
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Signals for alam and slow-down
Signals for alarm and indication
Signals for wron-way system
Signals for telegraph system
Signals for control system
Signals for safety system
G2.2 G2.2.1
Engine control functions Introduction

Engine control is basically pneumatic, with stan dard air supply pressure of 78 bar provided by a separate control air system or directly via reducing valves from the starting air system. All connections between the engine and the re mote control system are electrical. The arrange ment of the local / emergency control stand is shown in figure G2.
The engine is delivered with a standard local/ emergency engine control system, comprising: Control elements fitted to the engine Operating and indicating elements at the local manoeuvring stand allowing convenient man ual and emergency control.
422.190
Fig. G2
Arrangement of control units
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G4
G.
G2.2.2

Standard engine control

Cylinder lubricating system (PLS, not available for RTA48T-D) The Pulse Lubricating System (PLS) functions autonomously from the remote control sys tem, it only uses a load indication signal for input. Auxiliary blower control The blowers with independent electric control are automatically switched on / off depending on scavenge air pressure. Slow turning Allows slow turning of the engine from a re mote location using starting air. The control logic is integrated in the remote control system.
Start, stop, direction selection Operation by the manoeuvring / stop levers on the local control stand. The stop order is ex ecuted via fuel zero order to the speed control. Reversing by hydraulic servomotors, acti vated via pneumatic direction selection valves. Basic interlocks (turning gear engaged, re versing servo position, wrong direction of en gine rotation) are part of the engine control system. Speed setting The set point to the speed control can be ad justed locally on the engine. The actual ar rangement depends on the make of the speed control. Control transfer Control transfer from the remote control sys tem to the local manoeuvring stand takes place by moving one of the three local levers (manoeuvring, stop, emergency control). Variable injection timing (VIT) The injection timing is automatically adjusted depending on the engine load by an electroni cally controlled pneumatic cylinder. The con trol logic is integrated in the remote control system. Fuel quality setting (FQS) This feature is to maintain the maximum cylin der pressure irrespective of the type of fuel used. The adjustment of the FQS value is done in the remote control system. Cylinder lubricating system (CLU-3, standard for RTA48T-D) 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.
G2.2.3
Shut-down functions
The engine is fitted with a pneumatic tripping de vice on each fuel pump, activated by the safety system to stop the engine under one of the follow ing conditions: Engine overspeed Low main bearing oil pressure Low cylinder cooling water pressure Low piston cooling oil flow Low air spring pressure Emergency stop push buttons / switches.
G5
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G2.3 G2.3.1
Speed control Approved propulsion control systems

gines with each of the following leading marine au tomation suppliers. All approved propulsion control systems listed below contain the same functionality specified by Wrtsil.
Remote Control System Electronic Speed Control System
Wrtsil Switzerland Ltd has an agreement concerning the development, production, sales and servicing of remote control, electronic speed control and safety systems for their Wrtsil RTA enSupplier / Company
Kongsberg Marine Kongsberg Maritime AS P.O. Box 1009 N-3194 Horten Norway NABTESCO Corporation NABTESCO corp., Marine Control Systems Company 1617-1, Fukuyoshi-dai 1-chome Nishi-ku Kobe, 651-22413 Tel. +81 78 967 5361 Japan Fax +81 78 967 5362 SAM Electronics GmbH / Lyngs Marine SAM Electronics GmbH Behringstrasse 120 D-22763 Hamburg Germany Lyngs Marine AS 2, Lyngs All DK-2970 Hrsholm Denmark
AutoChief C20
Tel. +47-815 73 700 Fax +47-850 28 028
DGS C20
M-800-III
MG-800
Tel. +49-40 88 25 0000 Fax +49-40 88 25 4116
DMS2100i
EGS2000
Tel. +45 45 16 62 00 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 ic modules and operator panels for display and or der input for engine control room and bridge. The different items normally communicate via serial bus connections. The engine signals described in the DENIS-6 specification are usually connected via the terminal boxes on the engine to the electronic modules placed in the engine control room. These electronic modules are in most cases built to be located either inside the ECR console or in a separate cabinet to be located in the ECR. The op erator panels are to be inserted in the ECR con soles surface.
In the case of the recent versions of the Kongsberg solution (AutoChief C20 and DGS C20 electronic modules are located in several cabinets directly on the engine.
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G6
G.
G2.3.2 Remote control system functions

Approved remote control systems comprise the following independent sub-systems: Control systems with functions: Start, stop, reversing Automatic slow turning Control transfer Speed setting Automatic speed programme Electronically controlled VIT and FQS Load dependent cylinder lubrication CLU-3.
G2.3.3 Remote control system indications

The remote control system is delivered with control panels for local, control room and bridge control, including all the necessary order input elements and indications (push buttons/switches and indica tion lamps). The following instruments for remote indication in the control room are specified: Starting air pressure Engine speed Revolution counter Load indicator Control air pressure Turbocharger speed Scavenge air pressure in air receiver.
Safety system built according to engine de signers specification including: Emergency stop function Overspeed protection Automatic shut-down functions Automatic slow-down functions.
The following instruments for remote indication on the bridge are specified: Starting air pressure Engine speed.
Telegraph system: Order communication between different con trol locations.
Options: Bridge wing control Order recorder.
G7
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G.
Central control unit
to Ship alarm systen Speed control Terminal boxes
Local control panel Local manoeuvring stand
DENIS-6 interface
F20.0100
Fig. G3
DENIS-6 remote control system layout
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G8
G.
G2.3.4
Recommended manoeuvring characteristics
Recommended values for the manoeuvring positions are given in figure G4.
F10.1972
Fig. G4
Recommended manoeuvring characteristics
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G2.4
Alarm sensors and safety functions

The exact extent of delivery of alarm and safety sensors has to cover the requirements of the re spective classification society, Wrtsil Switzer land Ltd, the shipyard and the owner. The sensors delivered with the engine are basi cally connected to terminal boxes mounted on the engine. Signal processing has to be performed in a separate alarm and monitoring system usually provided by the shipyard.
The classification societies require different alarm and safety functions, depending on the class of the vessel and its degree of automation. These requirements are listed together with a set of sensors defined by Wrtsil Switzerland Ltd in tables G2 to G4 Alarm and safety functions of Wrtsil RTA48T-D marine diesel engines. The time delays for the slow-down and shut-down functions given in tables G2 to G4 are maximum 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 Wrtsil 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 have to be added ac cording to the requirements issued by Wrtsil Switzerland Ltd.
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G10
G.
Alarm and safety functions for RTA48T-D engines

Function Medium Physical unit Location Signal No. Level
Values
max. allowable time delay [sec.]
min. WCH requirements add. to AMS for UMS
Setting
Request of classification societies for UMS = Additional request to UMS for AMS = Request for AMS only IACS ABS MRS BV GL KR LR PRS
A A A A B B
Cylinder cooling water
Pressure Engine inlet
PT1101A
ALM SLD
L L L L H H L L H L L L H H H H L L H H H H H H H H H H H H F H H L H
3.0 bar 2.5 bar 2.5 bar 65 C 90 C 95 C 2.0 bar 25 C 80 C 3.6 bar 3.4 bar 2.9 bar 50 C 55 C 65 C 70 C 10 bar *1) 9 bar *1) 60 C 65 C 60 C 65 C 85 C 65 C 70 C 65 C 70 C 80 C 85 C no flow 0.4 bar
0 60 60 0 0 60 0 0 0 0 60 10 0 60 0 60 0 60 0 60 0 60 60 0 60 0 60 0 60 0 0 0 60 15 15 B B B B B B B B A A A A A A A A A A A A B B B B B B B B B B B B B A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A
PS1101S Temp. Engine inlet Outlet each cylinder Scavenge air cooling water fresh water, single-stage Pressure Inlet cooler Temp. Inlet cooler Outlet cooler Main bearing oil Pressure Supply TE1111A
SHD ALM
TE112128A ALM SLD PT1361A TE1371A TE1381A PT2001A ALM ALM ALM ALM SLD PS2002S SHD ALM SLD
Temp.
Supply
TE2011A
Outlet bearings Crosshead bearing oil Pressure Supply
TE210210A ALM SLD PT2021A ALM SLD
Thrust bearing oil
Temp.
Outlet bearing Outlet
TE2101A
ALM SLD
TE2121A
ALM SLD
TE2121S Crank bearing oil Temp. Outlet bearings Outlet
SHD
TE220108A ALM SLD TE230108A ALM SLD
Crosshead bearing oil
Temp.
Oil mist concentration
Concen tration
Crankcase
AS2401A AS2401S
ALM SLD SHD
Failure Piston cooling oil Temp.
Detection unit Outlet each cylinder Inlet each cylinder
XS2411A
ALM
TE250108A ALM SLD FS252128S SHD PS254148S SHD
Flow Diff.press.
Table G2 Alarm and safety functions of Wrtsil RT48T-D marine diesel engines
G11
for AMS
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RINA
CCS
DNV
NK

Values
Setting
Request of classification societies for UMS = Additional request to UMS for AMS = Request for AMS only IACS ABS MRS BV GL KR LR PRS
D C
Turbocharger bearing oil
Pressure Inlet each TC PT2611A *4) *5) Inlet each TC PS2611S Temp. *4) Pressure Inlet each TC PT2611A Outlet TC TE2601A
ALM SLD SHD ALM SLD ALM SLD
L L L H H L L L H H H H H H L L L L L L H L H L L H H D H D H H H H
1.0 bar 0.8 bar 0.6 bar 110 C 120 C 0.7 bar 0.6 bar 0.4 bar 85 C 95 C 80 C 85 C 60 C 65 C 1.0 bar 1.7 bar 1.7 bar no flow no flow min. 17 cST 13 cST 50160C 20130C 7 bar max. 515 C 50 C 530 C 70 C 515 C 530 C 480 C 500 C
0 60 5 0 60 0 60 5 0 60 0 60 0 60 0 60 60 30 60 0 0 0 0 0 0 0 0 60 60 0 60 0 60 H E F E F G H G G C C C C C C C C C C C C D D D D D D D D D D D
ABB TPL
MHI MET Temp.
Inlet each TC PS2611S Outlet TC TE2601A
SHD ALM SLD
additional requirement Temp. when separate oil supply
Inlet TC ABB TPL Inlet TC MHI MET
TE2621A
ALM SLD
TE2621A
ALM SLD
Geislinger damper oil Axial damper (detuner) oil
Pressure Casing inlet Pressure
PT2711A
ALM ALM ALM
aft side PT2721A Damp. chamber fore side PT2722A
Cylinder lubricating oil
Flow
Cylinder inlet
FE310108A ALM SLD
Level Fuel oil
LS3125A
ALM ALM ALM
Viscosity before injec tion pumps Temp. before injec tion pumps TE3411A *6) PT3401A LS3441A after each cylinder
ALM ALM ALM ALM
Pressure Leakage Level Exhaust gas Temp.
TT370108A ALM ALM SLD SLD
before each turbocharger Temp. after each turbocharger
TT3721A
ALM SLD
TT3731A
ALM SLD
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G12
for AMS
RINA
CCS
DNV
NK
G.

Values
Setting
Request of classification societies for UMS = Additional request to UMS for AMS = Request for AMS only IACS ABS MRS BV GL KR LR PRS RINA
I K K
CCS
DNV
Scavenge air
Temp.
after each cooler
TE4031A *3)
ALM ALM SLD
L H H H H H H L L H L L L H L L F F H H H
25 C 60 C 70 C 80 C 120 C max. max. 12.0 bar 6.5 bar 8.5 bar 5.5 bar 5.0 bar 4.5 bar max. 6.5 bar 5.0 bar 110 % *7)
0 0 60 0 60 0 0 0 0 0 0 60 0 0 0 0 0 0 0 0 0
for AMS
I I I K K K K
Temp.
each piston underside
TE408188A ALM SLD ALM ALM ALM ALM ALM ALM SLD PS4341S SHD ALM ALM ALM ALM ALM SHD ALM ALM
Condensation Level water *2) Starting air Air spring air
in air receiver LS4071A bef. water sep. LS4075A PT4301C PT4321A PT4341A
Pressure Engine inlet Pressure Supply Air spring
Leakage oil Level Control air normal supply safety supply Electronic speed control
Exh.valve air
LS4351A PT4401A PT4421A XS9031A XS9032A ST511112S ST5201A YE5211A
Pressure Engine inlet Pressure Engine inlet Minor fail. Actuator Major fail. Actuator
Overspeed Speed
Crankshaft
Engine TC overspeed Speed TC casing performance TC vibration Vibration TC casing
Classification societies: IACS International Association of Classification Societies ABS American Bureau of Shipping BV Bureau Veritas CCS Chinese Classification Society DNV Det Norske Veritas GL Germanischer Lloyd KR Korean Register LR Lloyds Register MRS Maritime Register of Shipping (Russia) NK Nippon Kaiji Kyokai PRS Polski Rejestr Statkow RINA Registro Italiano Navale Signals for two-stage scavenge air cooling, Geislinger damper, PTO coupling, electric speed control and turbocharger vibration apply only if respective equipment is used. Function: ALM: alarm SLD: slow down SHD: shut down Level: D: deviation F: failure H: high HH: very high L: low LL: very low
*1) ALM & SLD are suppressed below part-load. *2) Alternatively, low temperature alarm or condensation water high level alarm. *3) For water separators made from plastic material the sensor must be placed right after the separator. *4) The indicated setting values are valid for TC lubrication by main bearing oil system. For TC lubrication by separate lubrication system the following values apply: Pressure: ALM: 1.3 bar, SLD: 1.1 bar, SHD: 0.9 bar. Temperature: ALM: 120 C, SLD 130 C. *5) The indicated alarm and slow-down values and the values indicated in *4) are mini mum 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 within the entire engine operation range. The final ALM/SLD set ting shall be determined during commissioning / sea trial of the vessel. *6) ALM value depending on fuel viscosity. *7) ALM value depending on turbocharger type.
412.805e
Request of classification societies: Request for UMS Recommendation for UMS Additional request to UMS for AMS Request for AMS only UMS Unattended machinery space AMS Attended machinery space
A or B C or D E or F G or H I or K
are requested alternatively are requested alternatively are requested alternatively are requested alternatively are requested alternatively
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NK
G2.5
Cabling notes
Wiring principles Switches: Generally 2 cores per switch are required but in some cases a common supply may be used. PT 100 Sensors: The engine wiring should be done as 3 core cabling. The shipyard wiring can be done as 3 or 4 connection. The use of at least 3 core cab ling is recommended. Thermocouples: Thermocouples are connected to the engine mounted terminal boxes by 2 core compensat ing cables, where they are connected to a con verter that supplies a 420 mA signal. For the shipyard connections, compensating cables or reference temperature measurement in the terminal box are to be applied. It is madatory that screened cables are used in all cases be tween engine mounted terminal boxes and the AMS.
The Remote Control System (PCS) and Alarm & Monitoring System (AMS) supplier is to provide a detailed wiring diagram for a specific plant showing the actual cabling, cable routing and intermediate terminals. Screened cables are to be used where indicated in the cable lists and wiring diagrams. Wrtsil Switzerland Ltd recommends that cables carrying different current levels are routed separ ately through two cable ducts being at least 0.5 m apart and identified as follows: High level signals (denoted as H in wiring diagrams): Signals with considerable current level, e.g. solenoid valves and power supplies. Low level signals (denoted as L in wiring diagrams): Signals with minimal current level, e.g. switches, analogue signals, temperature signals.
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G.
G3
MAPEX Engine Fitness Family
G3.1
Mapex-PR
An intelligent engine management system also needs to include functions such as the monitoring of specific engine parameters, analysing data, and managing maintenance and spare parts purchas ing activities. Many of these functions involve spe cific and complex engine knowledge and are most appropriately handled directly by the engine de signer. Wrtsil Switzerland Ltd provides a full range of equipment for carrying out these functions, called the MAPEX Engine Fitness Family. MAPEX, or Monitoring and mAintenance Performance En 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 Reduced costs and improved efficiency.
MAPEX-PR (Piston-running Reliability) continu ously monitors the piston-running behaviour on large-bore Wrtsil two-stroke diesel engines with an alarm if adverse conditions should appear. For example, an alarm is signalled if, among other criteria, the local temperature on the liner is abnor mally high due to piston-ring scuffing or inad equate ring sealing. The measured data are stored in an electronic unit and can be viewed on a personal computer. Pre ferably an industrial-PC installed in an ideally suited control box. All data and charts can be printed and copied to other storage media. The following data are monitored over fixed periods of 1, 4.5, 24, 400 or variable engine run ning hours and displayed graphically: Liner wall temperature (two sensor per cylinder) Cylinder cooling water temperature inlet and outlet Scavenge air temperature after each cooler Engine speed Engine load indicator position Alarms.
The MAPEX Engine Fitness Family currently com prises one system: MAPEX-PR. Further members of the MAPEX Engine Fitness Family are also envisaged. In each case special emphasis has been placed on user friendliness and ease of installation. For further information regarding products of the MAPEX Engine Fitness Family contact your WCH sales representative.
The following alarms can be connected to the ships alarm system to inform the engineers about any unexpected situation: High friction on one or both side of the cylinder liner Deviation of temperature on one or both sides of the cylinder Average temperature of the engine Cooling water fluctuation Scavenge air temperature System alarm for: System failure.
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Together with the normal Manual, Wrtsil Switzerland Ltd delivers also a digital version, which will be installed together with the software MAPEX-MD. Customers benefit of MAPEX-PR Thanks to the MAPEX-PR alarming system you are able to detect an abnormal behaviour of the piston-running without opening the engine. So you can save your engine from major damage and therefore increase the availability of your vessels main propulsion system. MAPEX-PR is the tool to check the piston-running behaviour. MAPEX-PR Alarms if the liner wall temperature shows high piston-ring friction Checks the hot spots of the diesel engine Is an on-line display for piston-ring and nozzle performance Is capable to detect malfunctions such as blow by and adhesive wear Informs if thermal overload should occur on the cylinder liner Is your round-the-clock watchful eye.
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G16
G.
ENGINE CONTROL ROOM
ENGINE ROOM
MAPEX-PR Control box
PC in Engine control room MAPEX-PR Box 300
Remote control system
Ships Alarm system
Amplifier
Electronics
Sensors & Amplifiers
Fig. G5
MAPEX-PR System overview
Fig. G6
MAPEX-MD Visualization software
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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 Wrtsil Switzerland Ltd, Winterthur, directly or our representative.
H1
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Marine Installation Manual H.
H2 H2.1
Dimensions and masses Engine

Deck beam X = depending on crane height X E
F D T O
F1 F2
M K L A
F20.0050
N I B A
Fig. H1
Engine dimensions
Number of cylinders
Dimensions[mm] [mm] with a tolerance of approx. 10 mm
5
A A B C D E F F1 F2 G I K L M N O T [tonnes] [tonnes] 4966 5917
6
5800 6751 3170 1085 7297 3850 9030 9040 8790 1700 603 348 1024 834 606 4050 6832
7
6634 7585
8
7468 8419
Net engine mass (without oil/water) Minimum crane capacity Remarks: F: F1: F2: E: M:
171
205 2.5
225
250
Min. height to crane hook for vertical removal (see figure H3). Min. height to deck beam for vertical removal, using a double-jib (special) crane (see figure H4). Min. height to deck beam for tilted piston removal, using a double-jib (special) crane (see figure H5). In any case, vertical piston removal should be preferred. Distance for engines fitted with ABB T TPL73-B or PL77-B. Cylinder distance.
Table H1 Engine dimensions and masses
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H2
H.
H2.2
Dimensions and masses of main components
Table H2 contains the net component masses and dimension of the engine, calculated according to nominal dimensions.
Number of cylinders length
Bedplate including bearing girders
5 [m] [t] [m] [t] [t] [t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] [t] 4.93 22 5.60 32.4 9.54 1.50 4.95 16.6 6.01 0.333 4.38 19.21 2.31 1.65 0.86 1.46 2.61 1.10 0.82 1.02 2.95 0.97 4.27 3.58 1.75 1.68 1.67 0.765 1.26 0.47 4.37
6 5.77 24.9 6.43 37.9 9.54 1.26 5.79 18.9 6.01 0.333 5.21 22.7 2.31 1.65 0.86 1.46 2.61 1.10 0.82 1.02 2.95 0.97 5.10 3.99 1.75 1.68 1.67 0.765 1.26 0.47 4.47
7 6.60 27.7 7.26 43.5 9.54 1.35 6.55 21.3 6.01 0.333 6.05 26.24 2.31 1.65 0.86 1.46 2.61 1.10 0.82 1.02 2.95 0.97 5.93 4.36 1.75 1.68 1.67 0.765 1.26 0.47 4.88
8 7.43 30.5 8.10 51.2 9.54 1.61 7.38 24.8 6.01 0.333 6.90 29.75 2.31 1.65 0.86 1.46 2.61 1.10 0.82 1.02 2.95 0.97 6.77 4.76 1.75 1.68 1.67 0.765 1.26 0.47 5.22
mass length
Crankshaft Flywheel max. min. Engine frame, complete (mono block)
mass mass mass length mass length
Tie rod with guide bush Cylinder block, complete with studs and water guide ring Cylinder liner Cylinder cover, complete incl. starting and fuel valve and incl. upper ring of water guide jacket Connecting rod, complete
mass height mass height mass height mass length mass length
Crosshead, complete with guide shoes
mass length
Piston, complete with rod Scavenge air receiver, complete with valves and covers max Fuel injection pump without camshaft (unit for two cylinders) Camshaft per fuel injection pump incl. cams and one SKF clutch (unit for two cylinders) Exhaust valve, complete
mass length mass height mass length mass height mass mass
Platforms Remark:
For turbocharger and scavenge air cooler masses see section C3.
Table H2 Dimensions and masses of main components
H3
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H2.3
Thermal expansion at the turbocharger expansion joint

X a) a)
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
Table H3 shows the figures of the expected ther mal expansion from ambient temperature (T = 20 C) to service temperature.
Cylinder No. Turbocharger type Distance X [mm] Thermal expansion x [mm] Distance Y [mm] Thermal expansion y [mm] Distance Z [mm] Thermal exansion z [mm]
Remark:
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Z
F10.5266
a) Gas outlet flange position 30
Fig. H2
Thermal expansion, dimensions X, Y, Z
5 1 TPL73-B 2671 1.1 6024 2.4 on request
6 1 TPL73-B 2671 1.1 6024 2.4 2626 1.1
7 1 TPL77-B 2658 1.1 6134 2.5 2564 1.0
8 1 TPL77-B 2658 1.1 6134 2.5 on request
For details of engine pipe connections refer to section F5.
Table H3 Expected thermal expansion figures at turbocharger gas outlet
H4
H.
H2.4
Contents of fluid in the engine
Number of cylinders
Systemfluid fluid
5
[kg] [kg] [kg] [kg]
6
850 770 460 2080
7
940 970 460 2370
8
1030 1095 460 2585
Cylinder cooling water Lubricating oil Water in scavenge air cooler(s) *1) Total of water and oil in engine *2)
650 660 300 1610
Remark: *1) The given water content is approximate. *2) The above quantities include engine piping except piping of scavenge air cooling.
Table H4 Fluid quantities in the engine
H2.5 H2.5.1

Space requirements and dismantling heights Crane requirements H2.5.2 Piston dismantling heights
An overhead travelling crane, of 2.5 metric tonnes minimum, is to be provided for normal engine maintenance. The crane is to conform to the requirements of the classification society.
As a general guide Wrtsil 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 0.61.5 m/minute.
Figure H3 shows the dismantling height for vertical piston lifting. For the possibility of reducing the standard piston dismantling height, please contact WCH. In any case, vertical piston lifting should be preferred. Figures H4 and H5 show piston removal applying special tools and/or tilted piston position. These dimensions are for guidance only and may vary depending on the crane dimension, handling tools and dismantling tolerances. This dimensions are absolutely not binding. However, please contact Wrtsil Switzerland Ltd Winterthur or any of its representatives if these va lues cannot be maintained, or more detailed in formation is required.
H5
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970 kg Piston with rod complete and gland box
1725 kg Cylinder liner
1460 kg Cylinder cover with exhaust valve complete and water guide jacket
474 kg Exhaust valve complete
H6 H.
The given dismantling dimensions are minimum dimensions.

If possible, larger dimensions should be striven for.
223.065b
Fig. H3
Space requirements and dismantling heights for vertical piston lifting
H.
Wrtsil Switzerland Ltd 1725 kg Cylinder liner 1460 kg Cylinder cover with exhaust valve complete and water guide jacket 474 kg Exhaust valve complete
H7

Requirements for this method of removal:

1) Special tools
2) Special crane (double jib)
319.278
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Fig. H4
Space requirements and dismantling heights for piston lifting with tilted position
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1725 kg Cylinder liner
1460 kg Cylinder cover with exhaust valve complete and water guide jacket
474 kg Exhaust valve complete
H8 H.

Requirements for this method of removal:

1) Two-piece elastic studs for cylinder cover on fuel pump side
2) Special tools
3) Special crane (double jib)
319.279
Fig. H5
Space requirements and dismantling heights for piston lifting with tilted position
H.
H2.5.3
Dismantling of scavenge air cooler
Beam
In order to facilitate the dismantling of the scavenge air coolers, an adequate lifting facility may be fore seen as proposed in this illustration.
Beam
F20.0044
Fig. H6
Dismantling of scavenge air cooler
H9
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H3
Outlines of Wrtsil RTA48T-D engines

This selection does not cover all variations of the RTA48T-D engines. The drawings of other com binations (number of cylinders, number and type of turbochargers) are available on request.
The following engine outline illustrations are produced to scale. They represent engine arrangements with ABB TPL and MHI MET turbochargers.
357.298a
Fig. H7
End elevation of Wrtsil 5&6RTA48T-D engine with 1 x ABB TPL73-B turbocharger
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H10
H.
Drawing available on request
Fig. H8
Exhaust side elevation of 5RTA48T-D engine with 1 x ABB TPL73-B turbocharger
H11
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Fig. H9
Plan view of 5RTA48T-D engine with 1 x ABB TPL73-B turbocharger
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H12
H.
357.298a
Fig. H10 Exhaust side elevation of 6RTA48T-D engine with 1 x ABB TPL73-B turbocharger
H13
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357.298a
Fig. H11 Plan view of 6RTA48T-D engine with 1 x ABB TPL73-B turbocharger
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H14
H.
368.506
Fig. H12 End elevation of Wrtsil 7&8RTA48T-D engine with 1 x ABB TPL77-B turbocharger
H15
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368.506
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H16
H.
368.506
H17
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H18
H.
H19
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H4
Platform arrangements
The drawings of other combinations (number of cylinders, number and type of turbochargers) and drawings of platform details are available on request.
The following platform outline illustrations repre sent engine arrangements with ABB TPL and MHI MET turbochargrers. This selection of plat form arrangements does not cover all variations of the RTA48T-D engines.
View to driving end
Cylinder cover platform Upper platform
Lower platform
365.086a
Fig. H17 Platform arrangement for 5&6RTA48T-D engine with 1 x ABB TPL73-B turbocharger
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H20
H.
Fig. H18 Upper platform and Cylinder cover platform for 5RTA48T-D engine with 1 x ABB TPL73-B turbocharger
H21
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Fig. H19 Lower platform for 5RTA48T-D engine with 1 x ABB TPL73-B turbocharger
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H22
H.
Cylinder cover platform
Upper platform
365.086a
H23
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Lower platform
365.086a
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H24
H.
View to driving end
Cylinder cover platform Upper platform
Lower platform
369.129
Fig. H22 Platform arrangement for 7&8RTA48T-D engine with 1 x ABB TPL77-B turbocharger
H25
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Cylinder cover platform
Upper platform
369.129
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H26
H.
Lower platform
369.129
H27
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H28
H.
H29
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H5
Engine seating with epoxy resin chocks

by the engine manufacturer. The thrust sleeves with the final tolerance and the holding-down studs are supplied by the shipyard.
The engine seating is integral with the double-bot tom structure and is to be of sufficient strength to support the weight of the engine, transmit the pro peller thrust, withstand external moments and stresses related to propeller and engine resonance. The longitudinal beams situated under the engine are to extend forward of the engine-room bulkhead by at least half the length of the engine and aft as far as possible. The maximum allowable rake for these engines is 3 to the horizontal. Before any engine seating work can be performed make sure that the engine is aligned with the intermediate propeller shaft as described in section L3. Apart from the normal, conventional engine holding-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 bearing to the bedplate and to the tank top plate which is part of the ships structure by means of the thrust sleeves located adjacent to the engine thrust bearing.
H5.2
Drilling of the holes in the tank top plate
The holes for the thrust sleeves must be drilled or flame-cut in the tank top plate before setting the engine in position. These holes are prepared while observing the dimensions given on the draw ing Chocking and drilling plan for engine seat ing with epoxy resin chocks. The holes for the normal holding-down studs can be drilled or flamecut either before or after setting the engine in position.
H5.3
Chock thickness
H5.1
Fitting
The thrust sleeve is fitted in the bottom plate of the engine bedplate and cast in the tank top plate. The diameter of the flame-cut or drilled hole for the thrust sleeve in the tank top is larger than the dia meter of the sleeve to allow engine alignment with out remachining of the hole. The sleeve in the tank top plate hole is then fixed with epoxy resin ma terial as used for the chocks. The engine holdingdown stud is inserted in the sleeve and tightened in the same way as the normal studs. This hydrauli cally tightened holding-down stud is of the same design as the normal holding-down stud used to fasten the engine to the tank top. Drilling and ream ing of the holes in the engine bedplate is carried out
Since the chock thickness cannot be precisely de termined before engine alignment is finalized, the standard design of the holding-down stud, thrust sleeve and conical washer allows for the applica tion of chock thicknesses from 25 up to 60 mm. To avoid additional machining of the sleeve to adjust its length, the conical washer is provided with a larger bore compared to the sleeves external di ameter. The sleeve can protrude beyond the top plate more or less, the space in the washer allows for this variable. At the project stage, if chock thick nesses are foreseen to be more than 60 mm or less than 25 mm, the length of the thrust sleeve and its corresponding holding-down stud as well as the length of the normal holding-down stud must be adapted accordingly. Please note: In any case, if the minimum thickness is less than 25 mm, the epoxy resin supplier must be consulted.
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H30
H.
H5.4 H5.4.1

Pouring of the epoxy resin chocks Conditions before pouring

Pouring of the epoxy resin chocks together with its preparatory work must be carried out either by ex perts of the epoxy resin manufacturers or by their representatives. Their instructions must be strictly observed. In particular, no yard work on the engine foundation may proceed before completion of the curing period of the epoxy resin chocks.
Engine fully aligned. All side stoppers welded in place, wedges not fitted. Studs with thrust sleeves (see figure H28): Thrust sleeves and their accompanying holding-down studs inserted into the correspon ding holes with the nuts slightly tightened by hand. All bushes and sponge rubber sealings fixed correctly under the tank top plate. Con tact surface washer to top plate smeared with gasket sealant. Fitted studs instead of Studs with thrust sleeves on request. Normal holding-down studs (see figure H28): Sponge rubber plugs or similar inserted into bedplate where normal studs are applied.
H5.4.3
Tightening the holding-down studs
H5.4.2
Pouring
Epoxy resin material for the thrust sleeve holes is identical to that used for the chocks. The epoxy resin material applied for the chocking of the en gine has to fulfill the following requirements: Approved by the major classification societies The following material properties are met:
Standard
ASTM D-695 ASTM D-695 ASTM D-695
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 direc tion of the engine free end. After tightening all engine holding-down studs, fit the side stopper wedges.
Pre-tension force per stud Fv [kN] *1) Hydraulic tightening pressure p [bar] Code number of hydraulic pre-tensioning jack *2)
Remark:
330 1000 94145
Properties
Ultimate compression strength Compression yield point Compressive modulus of elasticity Deformation under load Load 550 N / 70 C Load 1100 N / 70 C Curing shrinkage Coefficient of thermal expansion (060 K) Coefficient of friction
Values
min. 130 MPa min. 100 MPa min. 3100 MPa
*1) Including an efficiency loss during tightening process. For guidance only. *2) The hydraulic pre-tensioning jack is part of the engine builders standard tool kit (see section J2).
Table H6 Tightening pressure
ASTM D-621 ASTM D-2566 ASTM D-696 normal
max. 0.10 % max. 0.15 % max. 0.15 % max. 50 106 1/K min. 0.3
Table H5 Required properties of epoxy resin material
H31
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H5.5
Engine foundation
Notes: For section B-B refer to Fig. H34 up to fig. H37.

For view on C-C and D-D refer to fig. H28.
With thrust sleeves: 420.687a 420.688a 420.689a 420.691a On request with fitted studs: 422.462a
422.463a 422.464a
422.465a
Remarks: *1) Final height h to be determined by shipyard.

For a guide-line see figure F21 Dimensioning guide-lines and filling pro-
cess of the lubricating oil drain tank.
*2) Chock thickness to be determined by the shipyard.
This is a typical example, other foundation arrangements may be possible.
Fig. H27 Engine seating and foundation
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H32
H.
H5.6
Engine holding-down studs

Arrangement after pouring the epoxy resin chocks
Stud with thrust sleeve

Arrangement before pouring the epoxy resin chocks
Holding-down stud
Arrangement before pouring the epoxy resin chocks
Arrangement after pouring the epoxy resin chocks
420.687a 420.688a 420.689a

420.691a
Note: For parts list see table H7.

For section CC and DD refer to figure H27.
Fig. H28 Cross section of engine foundation studs and epoxy resin chocks
H33
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Number of cylinders Item 003 004 005 006 007 008 009 010 011 012 Description Round nut M48 Sleeve Elastic bolt M48 x 680 Elastic bolt M48 x 640 Conical socket Conical socket Spherical round nut M48 Damming plate Sponge rubber plug Sponge rubber sealing
8 Remarks 40 10 10 30 10 30 40
These parts cover a stan standardized chock thickness of 25 mm up to 60 mm.
Execution with thrust sleeves 28 10 10 18 10 18 28 32 10 10 22 10 22 32 36 10 10 26 10 26 36
for chock geometry see figures H34 to H37 18 10 22 10 26 10 30 10

Shipyards supply
Table H7 Parts list for engine seating with epoxy resin chocks
003 Round nut
Material: 34CrMo4
010 Damming plate
367.119 246.021b
004 Sleeve
Material: 34CrMo4
422.172
Note: For all item numbers refer to Fig. H28 and part list on Table H7.
Fig. H29 Round nut, sleeve, damming plate
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H34
H.
005 Elsatic bolt Length 719 mm

006 Elsatic bolt Length 661 mm
Material: 34CrMo4, SCM 435 L (719/661 mm)
422.170/422.171
007 Conical socket

Material: 34CrMo4, SCM 435
008 Conical socket

422.174 422.173
011 Sponge rubber plug 009 Spherical round nut

423.297
246.051
Fig. H30 Elastic bolt, conical round nut, bush and conical socket
H35
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H5.6.1
Engine seating side stoppers
Design 1: Welded from sheet metal parts
376.678
No of cylinders 5 Design 2: Laser or flame cut from a thick plate 6 7 8
No of side stoppers 6 6 8 8
422.180
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 studs are tightened.
Fig. H31 Side stoppers
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H36
H.
Driving end
420.687a
Free end
Fig. H32 Arrangement for engine seating side stoppers for 5&6RTA48T-D
Driving end
420.688a
H37
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Free end
Driving end
420.689a
420.691a
Fig. H33 Arrangement for engine seating side stoppers for 7&8RTA48T-D
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H38
Free end
H.
H5.6.2
Chocking and drilling plan
Plan view BB, refer to Fig. H27
Driving end
420.687a
Note: For view XX, details Y see Fig. H38
Fig. H34 5RTA48T-D chocking and drilling plan for engine seating with epoxy resin chocks
H39
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Free end
Driving end
420.688a
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H40
Free end
H.
Driving end
420.689a
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Free end
H41
Driving end
Free end
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H42
H.
420.6921a
H.
Dimensions of epoxy resin chocks *1)

Number of cylinders Max. permanent mean surface pressure of chock *2)
(N/mm2)
Total chock length per side
Total net chocking area
Required quantity of epoxy resin material (related to chock thickness) at 25 mm (dm3) at 60 mm
(mm)
(cm2)
Execution with thrust sleeves

5 6 7 8
4.5
3860 4540 5220 5900
26 948 30 444 32 489 36 213
68 77 82 91
162 183 195 218
Remark:
*1) For the layout is taken into consideration: A max. permissible static load of 0.7 N/mm2. Engine mass (incl. net engine mass, vibration damper, flywheel, water, and oil). Engine foundation 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.
Table H8 Details and dimensions of epoxy resin chocks
Number of cylinders
Total number of holes
Execution with thrust sleeves (see Fig. H38) No. 10 10 10 10 A (mm) 95 95 95 95 +3 0 +3 0 +3 0 +3 0 No. 18 22 26 30 B (mm) 56 2 56 2 56 2 56 2
5 6 7 8
28 32 36 40
Table H9 Number and diameter of holes drilled into top plate
420.687a
Fig. H38 Drilling plan details
H43
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H5.7
Engine alignment tools

Section BB
Arrangement for final alignment with wedge Arrangement for pre-align ment with hydraulic jack
Section AA
Note:
Refer to Figures H41 to H44
246.053d
246.053d
Fig. H39 Alignment with hydraulic jack and wedge
Position 01 02 03
Description Supporting wedge Hydraulic jack Jacking screw M48x2
5 cylinders 14 4 14
6 cylinders 16 4 16
7 cylinders 18 6 18
8 cylinders 20 6 20
Table H10 Parts list for wedge and hydraulic jack and jacking screw
Section AA
Sharp edges removed 0.2 x 45
246.048a
246.054c
Note:
Refer to Figures H41 to H44
Fig. H40 Arrangement with jacking screw (optional).
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H44
H.
H5.7.1
Position of engine alignment tools
Alignment using wedge and hydraulic jack
Driving end
246.053d
Alignment using jacking screw
Driving end
246.054c
Position of optional jacking screw M48x2
Fig. H41 Position of engine alignment tools for 5RTA48T-D.
H45
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Free end
Free end
Driving end
246.053d
Driving end
246.054c
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H46
Free end
Free end
H.
Driving end
246.053d
Driving end
246.054c
H47
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Free end
Free end
Driving end
246.053d
Driving end
246.054c
Fig. H44 Position of engine alignment tools for 8RTA48T-D
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H48
Free end
Free end
H.
H6
Engine coupling
To tighten the coupling bolts it is important to work methodically, taking up the threads on opposite bolts to hand tight followed by sequential torque tightening. Mark each bolt head in turn, 1, 2, 3, etc., and tighten opposite nuts in turn to an angle of 40 making sure the bolt head is securely held and un able to rotate with the nut. Castellated nuts are to be locked according to the requirements of class with either locking wire or split pins. Use feeler gauges during the tightening process to ensure the coupling faces are properly mated with no clearance.
Figures H45 and H46 give a dimensioned crosssection of the engine coupling showing the ar rangement of the fitted bolts, details and the number of bolts and nuts to be supplied by the shipyard.
H6.1
Fitting coupling bolts
Drilling and reaming of the engine and shaft coup lings is to be carried out using a computer numeri cally controlled drilling machine or accurately centred jig and great care is to be taken in matching and machining mating flanges together. Fitted bolt 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.
H49
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Dimension A = flange thickness of intermediate shaft see aslo bolt in figure H46.
Coupling bolts have to be mounted from the aft side.
For tightening:
see separate
instruction.
Required number of bolts to be fitted on each engine, supplied by shipyard: 5cyl. 10 bolts 6 cyl. 10 bolts 7 cyl. 10 bolts 8 cyl. 12 bolts
Intermediate shaft
Intermediate shaft
Engine flange
All untoleranced coordinate dimensions for the bores have to be 0.4
221.589b
Fig. H45 Engine coupling fitted bolt arrangement
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H50
H.
A
Material 34 Cr Mo 4 Heat treated Rm = 800950 N/mm 2
A = Flange of intermediate shaft
Material Ck 45
Normalised Rm 590...720 N/mm
AA
Recommended design of bolts and nuts

for crankshaft coupling shipyard supply
221.589b
Fig. H46 Detail of coupling bolt and nut
H51
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Remarks: If flywheel casing shall be mounted onto the engine body, use preferably column wall or engine bedplate as attachment surface. Do not drill threads or holes into the engine body. Use welded-on steel plates for bolting as shown in detail X. The clearance between flywheel casing and any rotating part must be not less than 20 mm.
246.052a
Fig. H47 Engine coupling and flywheel with casing
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H52
H.
H7
Engine earthing
On vessels with star-wound alternators the neutral is considered to be earth and electrical devices are protected by automatic fuses. Ensure instrument wiring meets the building and classification society specifications and is shielded and isolated to pre vent induced signal errors and short circuits. In cer tain cases large items of machinery are isolated from their foundations and couplings are isolated to prevent current flow, e.g., when electric motors are connected to a common gear box. Retrospective fitting of earthing devices is not un common but due consideration is to be given at the design stage to adequate shielding of control equipment and earthing protection where tracking and leakage currents are expected. Magnetic in duction and polarisation are to be avoided and de gaussing equipment incorporated if there is likely to be a problem.
Electric current flows when a potential difference exists between two materials. The creation of a po tential difference is associated with thermoelec tric by the application of heat, tribo-electric be tween interactive surfaces, electrochemical when an electrolytic solution exists and electromagnetic induction when a conducting material passes through a magnetic field. Tracking or leakage cur rents are created in machinery by any of the above means and if they are not adequately directed to earth, can result in component failures, in some case fires and interference with control and moni toring instrumentation.
H7.1
Preventive action
Earthing brushes in contact with slip-rings and the chassis bonded by braided copper wire are com mon forms of protecting electric machines. Where 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.
H53
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H7.2 H7.2.1
Earthing slip-rings Main shaft earthing system

Wrtsil recommend installing a shaft earthing de vice on the intermediate shafting as illustrated in figure H49.
Figures H48 and H49 show a typical shaft earthing system. The slip-ring (1) is supplied as matched halves to suit the shaft and secured by two tension 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 H50 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. H48 Shaft earthing arrangement
F10.4355
Fig. H49 Shaft earthing slip-ring arrangement
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H54
H.
F10.4356
Fig. H50 Shaft earthing with condition monitoring facility
H55
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H8
Engine stays
Ship vibrations and engine rocking caused by the engine behaviour (as described in chapter D En gine dynamics) are reduced by fitting longitudinal and lateral stays. The five-cylinder engines are li able to strong crankshaft axial vibrations through out the full load speed range, leading to excessive axial and longitudinal vibration at the engine top. Lateral components of forces acting on the cross heads result in pulsating lateral forces and side to side or lateral rocking of the engine. This lateral rocking may be transmitted through the engineroom bottom structure to excite localized vibration or hull resonance. 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 ships structure. Fitting stays between the engine and the hull re duces the engine vibrations and the vibration transmission to the ships structure.
H8.1
Stays arrangement
Table D3 Countermeasures for lateral and longi tudinal rocking indicates in which cases the in stallation of lateral stays are to be considered.
H8.1.1
Installation of lateral stays
Lateral stays are either of the hydraulic or friction type. Hydraulic stays: two by two installed on the ex haust and on the fuel side of the engine, Friction stays: installed on the engine exhaust side.
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H56
H.
Notes:
246.307c
Fig. H51 Lateral stay details hydraulic type
H57
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Notes:
Detail drawings including the fitting instructions are provided by the engine builder (installation set). X = Clear width between engine and ship side, Xmin. = 1385 mm, Xmax. = 4100 mm. (actual X value to be determined by the shipyard.)
246.030e
Fig. H52 Lateral stay details friction type
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H58
H.
H9
Fire protection
Steam as an alternative fire extinguishing medium is permissible for the scavenge air spaces of the piston underside but may cause corrosion if countermeasures are not taken immediately after its use. These countermeasures comprise: Opening scavenge spaces and removing oil and carbon deposits. Drying all unpainted surfaces and applying rust protection (i.e. lubricating oil).
In areas such as under-piston spaces and scav enge air receiver, fire may develop. The engine is fitted with a piping system which leads the fire ex tinguishing agent into the mentioned areas. In the drawings of section F5 Engine pipe connec tions the relevant connection is indicated. The final arrangement of the fire extinguishing sys tem is to be submitted for approval to the relevant classification society, where such protection is re quired.
H9.1
Extinguishing agents
Various 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. Table H11 gives the recommended quantity of 45 kg bottles of CO2 for each engine.
Note: Steam is not suitable for crankcase fire extin guishing as it may result in damage to vital parts such as the crankshaft. If steam is used for the scavenge spaces at piston underside, a water trap is recommended to be installed at each entry to the engine and assurance ob tained that steam shut-off valves are tight when not in use.
Extinguishing medium
Piston underside at bottom dead centre including common section of cylinder jacket Volume [m3/cyl.] Mass [kg/cyl.] 13
Bottle
Recommended total number of fire extinguishing bottles Number of cylinders
Size [kg] 45
5 1
6 2
7 2
8 2
Carbondioxide
3.5
Table H11 Recommended quantities of fire extinguishing medium
H59
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H60
I.
Engine emissions
I1
Exhaust gas emissions
I1.1
IMO-2000 regulations
The International Maritime Organisation (IMO) is the specialized agency of the United Nations (UN) dealing with technical aspects of shipping. For more information see http://www.imo.org.
pollution. Following the entry into force of the annex, a review process was started, which re sulted in an amended Annex IV, which was adopted by the IMO in October 2008 and will enter into force in July 2010. This amended Annex IV in cludes provisions for the further development of the emissions regulations up to 2020.
I1.1.2
Regulation regarding NOx emissions of diesel engines
I1.1.1
Establishment of emission limits for ships
In 1973, agreement on the establishment of an In ternational Convention for the Prevention of Pollu tion from ships was reached. It was modified in 1978 and is now known as MARPOL 73/78. The Annex VI to MARPOL 73/78, which entered into force in 2005, contains regulations limiting or prohibiting certain types of emissions from ships, including limitations with respect to the allowed air
20 18 16
Regulation 13 of Annex IV specifies a limit for the nitrogen oxide (NOx) emissions of engines in stalled on ships, which has a direct implication on propulsion engine design. Depending on the rated speed of the engine and the date of keel laying of the vessel, the weighted average NOx emission of that engine must not exceed the maximum allow able value as indicated by the respective curves in the following diagram.
NOx emission [g/kWh]
14 12 10 8 6 4 2 0 0 200
A B
400
600
800
1000
1200
1400
1600
F20.0086
A Tier I: 1st January.2000, global

B Tier II: 1st January.2011, global. After 2016, outside emission control areas
C Tier III: 2016, in emission control areas
Speed dependent maximum average NOx emissions by engines
Engine speed [rpm]
Fig. I1
The rules and procedures for demonstrating and verifying compliance with this regulation are laid down in the NOx Technical code which is part of
Annex VI and is largely based on the latest revision of ISO 8178.
I1
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Marine Installation Manual I.
Engine emissions
I1.2
Measures for compliance with the IMO regulation
The rating field of the Wrtsil RTA48T-D is di vided into two areas as shown in figure I2 and com prises the following measures:
I1.2.1
Low NOx Tuning
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 while maintain ing the high reliability levels of pre-IMO tuned engines.
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.
Engine power [% R1] 100 95 90 85 80 75 R3 Low NOx Tuning
R1
RTA48T-D engines
Extended measures R4 R2 Engine speed [% R1]
70
65 70
F20.0105
75
80
85
90
95
100
Fig. I2
Wrtsil RTA48T-D: compliance with IMO regulations
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I2
I.
Engine emissions
I2
Engine noise
and gas inlet of turbocharger) should be equipped with the standard insulation, and the turbocharger with the standard intake silencer.
It is very important to protect the ships crew/pass engers from the effects of machinery space noise. Therefore the scavenge air ducts and the exhaust duct system (both expansion joints of gas outlet
I2.1
Engine surface sound pressure level

measured noise level will normally be about 35 dB(A) higher than the average noise level of the engine.
Overall average LpA in dB(A)
130
Figure I3 shows the average air borne noise level, measured at 1 m distance and at nominal MCR. Near to the turbocharger (air intake) the maximum
Lp [dB] 130
120
120
110
110
100
100
8RTA48T-D 5RTA48T-D 8RTA48T-D

5RTA48T-D
90
80
80
70
70
60
20 30 40 50 NR60
50
31.5
63
125 250 500 1k 2k Octave band centre frequency in [Hz]
4k
8k
F20.0051
Average values Lp in dB in comparison with ISOs NR-curves and overall average values LpA in dB(A), at nominal MCR under free field conditions.
Engine sound pressure level at 1 m distance
Fig. I3
I3
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Engine emissions
I2.2
Engine exhaust sound pressure level at funnel top

Depending on the actual noise level allowed on the bridge wing which is normally maximum 6070 dB(A) a simple flow silencer of the absorption type may be necessary and placed after the exhaust gas boiler. The silencer is dimensioned for a gas velocity of approximately 35 m/s with a pressure loss of ap prox. 2 mbar at specified MCR.
The sound pressure level from the engine exhaust gas system without boiler and silencer given in figure I4 is related to: a distance of of one metre from the edge of the exhaust gas pipe opening (uptake) an angle of 30 to the gas flow direction nominal MCR Each doubling of the distances reduces the noise level for about 6 dB.
Lp [dB] 140
F20.0052
Fig. I4
26.08.07.40 Issue VI.10 Rev. 0
Overall average LpA in dB(A)
130
130
120
120
110
8RTA48T-D
110
5RTA48T-D
100
100
90
90
80
8RTA48T-D
70
70
5RTA48T-D
60
20 30 40 50 NR60
50
31.5
63
125 250 500 1k 2k 4k Octave band centre frequency in [Hz]
8k
Average values Lp in dB in comparison with ISOs NR-curves and overall average values LpA in dB(A), at nominal MCR; at 1m distance from the edge of the exhaust gas pipe opening at an angle of 30 to the gas flow. Exhaust gas system without boiler and silencer.
Engine exhaust gas sound pressure level at funnel top
I4
I.
Engine emissions
I2.3
Engine structure borne noise

The sound pressure levels in the accommodations can be estimated with the aid of standard empirical formulas and the vibration velocity levels given in figure I5.
The vibrational energy is propagated via engine structure, bedplate flanges and engine foundation to the ships structure which starts to vibrate, and thus emits noise.
Lv, re 5E-8 m/s [d/B] 100
90
80
70
60
8RTA48T-D 5RTA48T-D
50
40
30
31.5
63
125
250
500
1k
2k
4k
8k
16k
Octave band centre frequency in [Hz]

F20.0053
Structure borne noise level Lv in dB at nominal MCR.

Structure borne noise level at engine feet vertical
Fig. I5
I5
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Engine emissions
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I6
J.
Tools
J1
Introduction
Chapter J is organised as follows: Standard tools (J2) Tools and devices required for routine main tenance operations on the engine. Recommended special tools (J3) Additional tools recommended by Wrtsil Switzerland Ltd, which will allow certain main tenance operations to be carried out more effi ciently than with the use of standard tools. Special tools, available on loan (J4) Initially loaned for transportation and erection of the engine. They are returned to the engine manufacturer after completion of engine erec tion. Storage proposal (J5) Examples of tool panel arrangements and convenient locations for mounting the panels adjacent to the engine.
This chapter illustrates tools available for the run ning and maintenance of the main engine. It ident ifies their individual masses and dimensions to as sist in the design and layout of the engine-room workshop and tool storage facilities. The tools may not be part of the engine supply but they may be purchased separately and certain items may be removed or added depending on the requirements of the shipyard or operator. There fore, we recommend a check is made of the extent of delivery before starting the detail design of work shop and storage spaces. Please also note that the tools may differ from the illustrations in this book depending on the source of supply. For tools with a mass of more than 25 kg, the mass normally is indicated.
J1
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J.
Tools
J2
Standard tools
This section is being prpared andcwill be added as soon as possible.
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J2
J.
Tools
J3
Recommended special tools
J3
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J.
Tools
J4
Special tools, available on loan
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J4
J.
Tools
J5 J5.1
Storage proposal 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
J5
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J.
Tools
J5.2
Tool panels
F10.5210
Fig. J2
Tool panel location
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J6
J.
Tools
Panel 1 (typical)
Design number and arrangement of panels

for general tools in the workshop according to
shipbuilders or owners practice.
(Not available from Wrtsil Switzerland Ltd)
F10.3389
Fig. J3
Tool panel 1: General tools
J7
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J.
Tools
Panel 2
X = 900 mm
Y = 450 mm
Z = 140 mm
Dimensions and arrangement of tools in this panel are to be determined

according to shipbuilders or owners practice.
This panel is considered as a propsal only! There is no liability for completeness.
Tool panel 2: for valve seat grinding / control tools
F10.5095
Fig. J4
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J8
J.
Tools
Panel 3
Spanners 94276 94277 94274 Outline drawings and code numbers of tools.
Z X
X: approx. 900 mm Y: approx. 450 mm Z: approx. 240 mm
F10.5096
Dimensions and arrangement of tools in this panel are to be determined according to shipbuilders or owners practice. This panel is considered as a propsal only! There is no liability for completeness.
Tool panel 3: for nozzle dismantling / overhaul
Fig. J5
J9
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J.
Tools
Panel 4
94345 Outline drawings and code numbers of tools. 94265 94342
94265 94811
94270
F10.5097
Dimensions and arrangement of tools in this panel are to be determined according to shipbuilders or owners practice. This panel is considered as a propsal only! There is no liability for completeness.
Tool panel 4: for cylinder liner / head dismantling
Fig. J6
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J10
Y
J.
Tools
Panel 5
94338 94363 94348 94364 Outline drawings and code numbers of tools.
94410
94345b
94345c

Tool panel 5: for piston dismantling / overhaul
F10.5108
Fig. J7
J11
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J.
Tools
Panel 6

X = 900 mm Y = 900 mm Z = 160 mm

F10.5109
Fig. J8
Tool panel 6: for fuel pump / camshaft dismantling
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J12
J.
Tools
Panel 7
94831
Outline
drawings
and code
numbers of tools.
F10.5100

Tool panel 7: for piston / various tools
Fig. J9
J13
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J.
Tools
Panel 8
94155
94155a Outline drawings and code numbers of tools. 94119
94118 94120
Z X
F10.5101

ccording to shipbuilders or owners practice.
Fig. J10 Tool panel 8: Crankcase tools
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J14
Y
J.
Tools
Panel 9
94323 Outline drawings and code numbers of tools. 94325
Z X

F10.5102
Fig. J11
Tool panel 9: for gear drive dismantling
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J.
Tools
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J16
K.
Spare parts
K1
Introduction
K2
List of spare parts
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 manufacturers documentation. The items identified in the List of spare parts in section K2 comprise the minimum spare parts recommended by the International As sociation of Classification Societies (IACS). 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. Illustrations are provided for some spare parts (in section K3) giving an aid for designing the storage facilities. The mass and size of spare parts assist the de signer to calculate the total additional mass to be carried. Section K4 describes the storage of spare parts and the protection against corrosion.
This list is intended for single engined installation. In multi-engined installation the required spare parts are only necessary for one engine. Column IACS: Minimum spare parts recommended by the In ternational Association of Classification Societies (IACS Rec. No. 26, 1990). Columns Additional parts: Spare parts recommended by WCH (Wrtsil Switzerland Ltd) for 10000 to 30000 hrs of opera tion which can be supplied at an extra price. These spare parts are recommended in addition to the IACS. Each column is to be considered for itself, e.g. Column 20000 hrs already contains the
parts listed in Column 10000 hrs.
For the following Classification Societies, IACS
spare parts are considered as a requirement:
CCS, GL, KR, NK, RS
and the following ones as a recommendation:
ABS, BV, DNV, LR, PRS, RINA.
The statement made in brackets, for e.g. (2 per
main bearing), is an information giving the number
of parts per bearing or per cylinder, or per valve,
etc., actually fitted in the engine. It is not necessar ily the number of spare parts supplied.
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Marine Installation Manual K.
Spare parts
Item
Spare parts
Code No.
Supply per ship IACS
Additional parts to IACS Recommended by WCH for Zero to 10000 hrs Zero to 20000 hrs Zero to 30000 hrs
N = number of cylinders Main Bearing Main bearing shell, upper half Main bearing shell, lower half Elastic stud for main bearing,
(4 per main bearing)
Q 11340 Q 11341 Q 11161 Q 11162 Q 12241 or Q 12242
1 1 4 4 1 set 1 set
Round nut to Q 11161 Thrust Bearing Thrust pad for one side of thrust bearing
(set of 7 pads per thrust bearing)
Depending on direction of rotation Please refer to Code Book for combina tions Cylinder Liner Cylinder liner, complete, without joint ring and Orings (for TRIBOPACK)
Q 21241 or Q 12243 or Q 21235 Q 21270 or Q 21271 Q 21290 or Q 21272 Q 21300 Q 21360 or Q 21355
Cylinder liner, complete, without joint ring and O-rings Joint ring and 4 O-rings (set for 1 cyl. liner) Joint ring and 4 O-rings (set for 1 cyl. liner) Insulation bandage, complete
1 1 set 1 set 1 1 1 12 6
1/ N 3 1/ N 3
sets 1/2N sets sets 1/2N sets
Water guide jacket (1 per cyl. liner) Lubricating Quill with Accumulator Lubricating quill, complete, with accumulator (12 per cyl. liner)
12 12 24 24/12 12 24 2 1 1 4 4 N sets 2N sets 12 24 2 1
6 12 24 2 1
Diaphragm for accumulator

(1 per accumulator)
Q 21368 Q 21390 Q 21392 Q 21450 Q 21451 Q 27100 Q 21109 Q 21110 Q 27155
Gasket for lubricating quill (2 per lubr. quill) O-Ring (2/1 per lubr. quill) Progressive block distributor (2 per cyl. liner) Piston distributor for exhaust valve shaft
(1 per cyl. liner)
Cylinder Cover
Cylinder cover, complete, without valves Elastic stud for cyl. cover (8 per cyl. cover) Nut for Q 21109 O-rings (set for one cyl. cover)
2N sets
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K2
K.
Spare parts
Item
Spare parts
Code No.
N = number of cylinders Valves for Cylinder Cover Injection Valve Injection valve, complete (2 per cyl.) Nozzle body with needle (1 per valve) Atomizer (1 per valve) Small parts (1 compression spring, 1 tappet, 1 tappet carrier 1 O-ring)
(set for 1 valve)
Q 27200 Q 27242 Q 27244 Q 27250
2N+2 N N N sets 3N 3N sets 6N 6N sets 9N 9N sets
Dowel pin for nozzle holder (1 per valve) Starting Air Valve Starting air valve, complete (1 per cyl. cover) Small parts (4 piston rings, 8 O-rings, 1 joint rings) (set for 1 valve) Valves for Cylinder Cover Exhaust Valve Exhaust valve, complete, without valve drive (Does not apply for GL) Exhaust valve, complete with valve drive (Applies for GL only) Valve seat (1 per valve) Valve spindle with rotation wing,
(1 per valve)
Q 27202 Q 27280 Q 27350 Q 27650 Q 27500 Q 27516 Q 27600 Q 27660 Q 27670 Q 27400 Q 27470 Q 27475 Q 27450 Q 27455 Q 27454 Q 33120 Q 33150 Q 33100 Q 33101 Q 33065 Q 33066 Q 33002 Q 33012
N 2 1 set 3 2 1 1 1 set 2 sets 1 set 2 1 set 1 2 N N 1 1 1 1 2 2 4 4 N N N N N sets 1 set N sets 1 set N sets 2 sets 1 set N sets N sets 2 sets 3 sets
Small parts (set for 1 valve drive) Please refer to Code Book Small parts (set for 1 cage) Please refer to Code Book Relief Valve Relief valve, complete (1 per cyl. cover) Small parts (1 distance ring, 1 compression spring) (set for 1 relief valve) Small parts (1 O-ring, 1 joint ring)
(set for 1 relief valve)
Indicator Valve
Indicator valve, complete (1 per cyl. cover) Indicator valve cock (1 per cyl. cover) Joint ring (1 per indicator valve)
Connecting Rod Bearing cover for top end bearing, white metal lined Bearings Bearing shell, lower half, for top end bearing Bearing shell, upper half, for bottom end bearing Bearing shell, lower half, for bottom end bearing Elastic stud to botton end bearing (2 per bearing) Nut for Q 33065 Elastic stud to top end bearing
(4 per bearing)
Nut for Q 33002
K3
26.08.07.40 Issue VI.10 Rev. 0
Spare parts
Item
Spare parts
Code No.
N = number of cylinders Piston Piston, complete, with piston head, skirt, piston rod, screws, etc., (without piston rings) Piston rings (with TRIBOPACK) and (without TRIBOPACK) Please refer to Code Book Piston head Piston skirt 3 O-rings, 20 locking plates, 9 tap washers (set for 1 Piston) Piston Cooling and Crosshead Lubrication Gland Box for Piston Rod Articulated levers with bush and pin, com plete, without support and connection piece (set for 1 cylinder) Gland box for piston rod, complete, incl. casing in 2-parts 19 extension springs (set for 1 gland) 11 oil scraper rings in 3-parts, 1 scraper ring in 3-parts, 1 scraper ring in 4-parts, 4 joint rings in 3-parts (set for 1 gland) O-rings, locking plates (set for 1 gland) Please refer to Code Book Camshaft Cam for injection pump Cam with bush for hydr. actuator pump: on right hand side on left hand side Speed Control Electronic ABB DEGO III with actuator ASAC 200 Electronic NORCONTROL DGS 8800e with actuator Electronic LYNGSOE EGS 2000 with actuator Electronic NABCO MG 800 with actuator Electronic STN ESG 40M with actuator Safety Cut-Out Injection Pump Scavenge Air Receiver Cylinder Lubrication Small parts (2 joint rings, 9 O-rings, 1 piston seal ring, 1 rod seal ring)
(set for 1 cut-out device)
Q 34000
Q 34420 Q 34421 or Q 34421 Q 34060 Q 34095 Q 34260 Q 36145
2 6 8
2N 6N 8N
4N 12N 16N 1 1 N sets
1 set 1 set
Q 23100 Q 23120 Q 23140
1 N sets N sets N sets 2N sets
Q 23145 Q 42100 Q 42110 Q 42120 Q 51000 Q 51010 Q 51020 Q 51030 Q 51025 Q 53235 1 1 1
N sets 1 1 1
2N sets 1 1 1
Spares according to governor manufacturer Spares according to governor manufacturer Spares according to governor manufacturer Spares according to governor manufacturer Spares according to governor manufacturer 1 set 1 set N sets
Flap Cylinder lubricating pump elements inclusi ve driving electro motor and gear
Q 64210 Q 96350
2 1 set
according to manufacturer
26.08.07.40 Issue VI.10 Rev. 0
K4
K.
Spare parts
Item
Spare parts
Code No.
N = number of cylinders Hydraulic Piping Hydraulic pipe, top section, complete for Exhaust Valve Hydraulic pipe, lower section 6 O-rings (set for one hydr. pipe) Injection and Actuator Pump Plunger, complete, with bush and spring carrier Compression spring for plunger
(1 per plunger)
Q 84601 Q 84602 Q 84629 Q 55260 Q 55336
(1)
for GL only
1 1
1 1 N sets
1 1 N sets
(1)
for GL only
(1)
for GL only
1 1
Spill valve with seat (2 per inj. pump block) Delivery valve with seat
(2 per inj. pump block)
Q 55801 Q 55803 Q 55807 Q 55808 Q 55824 Q 55836 Q 55852 Q 55800
1 1 1 1 2 2 1
N N N N
Suction valve with seat

Relief valve, complete

Push rod with guide bush and spring

Compression spring for suction and spill valves (1 per valve) Compression spring for delivery valve
(1 per valve)
2N N 1
Injection pump block, complete for 2 cylinders with valves, push rods, plungers and springs Roller guide for injection pump, complete (2 per inj. pump block) Roller guide for actuator pump, complete
(1 per actuator pump)
Q 55350 Q 56060 Q 55315 Q 55328 Q 55327 2 2 2 2 2 2
1 1 2 2 2
Push rod, complete, for injection pump

Compression spring for roller guide to injection pump (2 per inj. pump block) Compression spring for roller guide to actuator pump (1 per actuator pump)
K5
26.08.07.40 Issue VI.10 Rev. 0
Spare parts
Item
Spare parts
Code No.
N = number of cylinders Injection Pipe ) High pressure fuel pipe to distributor behind injection pump (one of each shape) ) Coupling nut Claw High pressure fuel pipe from distributor to injectors (one of each length and shape) Claw Coupling nut on injector Coupling nut on distributor Fuel shut-off cock, complete, for suction and spill piping (2 per cyl.) O-ring to Q 87130 (1 per fuel shut-off cock) O-ring to Q 87130 (1 per fuel shut-off cock) Fuel distributor Priming valve, complete, on fuel distributor
(1 per distributor)
Q 87335 Q 87336 Q 87329 Q 87330 Q 87359 Q 87410 Q 87365 Q 87405 Q 87366 Q 87130 Q 87141 Q 87142 Q 87413 Q 87380
1 1 4 4 1 1 6 3 3 1 4 4 1 1 1 set 1 1 1 N N 1 2 1 2N 2N 1 N
Turbocharger
1 set of spare parts

(according to turbocharger supplier)
Locking device (incl. in turbocharger supply) Blanking device (incl. in WCH standard tool set) Exhaust Pipe Expansion piece after exhaust valve Expansion piece before turbocharger: for TPL73-B Expansion piece before turbocharger: for TPL77-B Tools Engine Control System Standard tools as listed in section J2 Spare parts for engine control system to DENIS-6 (pressure switches, solenoid valves, valves, O-rings, etc.) These parts are fitted on the engine Pick-up for turbocharger speed: pick-up, complete, maker NORIS pick-up, complete, maker JAQUET Spare parts for alarm system to DENIS-6 (switches, transmitters, sensors, etc.).
These parts are fitted on the engine.
Q 81390
(1)
for GL only
Q 81400 or Q 81450
(1)
for GL only
1 1
(1)
for GL only
1 set Q 96310 1 set 1 set 1 set
Q 49300 Q 49310 Q 96330
1 1 1 set
1 1 1 set
1 1 1 set
Indicating Instruments
Thermometers, pressure gauges. These

instruments are fitted on the engine.
Q 96340
1 of each type
1 of each type
1 of each type
Table K1 List of spare parts
26.08.07.40 Issue VI.10 Rev. 0
K6
K.
Spare parts
Examples: Fuel injection valve, spares for 20000 hours op eration for a 7RTA48T-D
IACS 20000 hrs
Fuel injection valve complete Nozzle body with needle Nozzle tip Small parts Dowel pin
Q 27200 2 N+3 Q 27242 1 N Q 27244 1 N
= (2 7)+3 = 17 pcs = 1 7 = 7 pcs = 1 7 = 7 pcs
6N = 6 7 = 42 pcs
Q 27250 1 N sets = 1 7 = 7 sets Q 27202 1 N

= 1 7 = 7 pcs
6 N sets = 6 7 = 42 sets
K7
26.08.07.40 Issue VI.10 Rev. 0
Spare parts
K3
Illustrations of 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.
Q 11161
Q 11162
Q 11340
Q 11341
Code No Q 11340 Q 11341 Q 11161 Q 11162

F20.0046
Mass approx. 43 kg approx. 43 kg 3.4 kg 0.7 kg
Size 620 x 200 mm

620 x 620 mm
M42x4.5 x 480
64 x 45
Fig. K1
Main bearing shells
26.08.07.40 Issue VI.10 Rev. 0
K8
K.
Spare parts
Q 12241
or
Q 12242
F20.0047
Code No Q 12241 Q 12242
Mass 23 kg per pad (total 161 kg) 23 kg per pad (total 161 kg)
Size 215 x 309 x 55 mm

215 x 309 x 55 mm215 x 309 x 55 mm
Fig. K2
Thrust bearing pads
K9
26.08.07.40 Issue VI.10 Rev. 0
Spare parts
Q 21241
Code No Q 21241
Mass 1650 kg
Size
630 x 2310 mm
F20.0048
Fig. K3
Cylinder liner
26.08.07.40 Issue VI.10 Rev. 0
K10
K.
Spare parts
Q 21360
Code No Q 21360
Mass 4 kg
Size approx. 130 x 200 x 100 mm
Fig. K4
Lubricating quill (conventional lub. oil system CLU-3)
K11
26.08.07.40 Issue VI.10 Rev. 0
Spare parts
Q 27100
Code No Q 27100
Mass approx. 1250 kg
Size approx. 936 mm
Fig. K5
Cylinder cover
Q 21109
Q 21110
Code No Q 21109 Q 21110 Mass 26.2 kg 2 kg Size
Fig. K6
Elastic bolts and nuts for cylinder cover
26.08.07.40 Issue VI.10 Rev. 0
K12
K.
Spare parts
Q 27200
Q 27242
Q 27244
Q 27202
Code No Q 27200 Mass 8 kg Size 355 x 134 x 90 mm
Fig. K7
Fuel injection valve
K13
26.08.07.40 Issue VI.10 Rev. 0
Spare parts
Q 27280
Q 27350
Code No Q 27280
Mass approx. 25 kg
Size 393 x 170 x 134 mm
Fig. K8
Starting air valve
26.08.07.40 Issue VI.10 Rev. 0
K14
K.
Spare parts
Q 27450
Q 27455 Q 27454
Code No Q 27450
Mass approx. 2.4 kg
Size Height approx 175 mm
Fig. K9
Indicator valve
K15
26.08.07.40 Issue VI.10 Rev. 0
Spare parts
Q 27500
Code No Q 27500
Mass approx. 470 kg
Size
Fig. K10 Exhaust valve
26.08.07.40 Issue VI.10 Rev. 0
K16
K.
Spare parts
Q 27400
Code No Q 27400
Mass approx. 3.5 kg
Size 277 x 100 x 70 mm
Fig. K11 Relief valve
K17
26.08.07.40 Issue VI.10 Rev. 0
Spare parts
Q 33012 Q 33002
Q 33120 Q 33066
Q 33065
Q 33150
Q 33100 Q 33101
Code No Q 33120 Q 33150 Q 33100 Q 33101 Q 33065 Q 33066 Q 33002 Q 33012

F10.4987
Mass 115 kg 97 kg 32 kg 32 kg 15 kg 15 kg
Size 440 x 656 x 323 mm 436 x 505 x 252 mm 597 x 188 mm 597 x 188 mm 55 x 625 mm 82 x 42 mm 45 x 438 mm 64 x 34 mm
Fig. K12 Connecting rod bearings
26.08.07.40 Issue VI.10 Rev. 0
K18
K.
Spare parts
Q 23100
Code No Q 23100
Mass approx. 110 kg
Size
400 x 348
Fig. K13 Piston rod gland
K19
26.08.07.40 Issue VI.10 Rev. 0
Spare parts
Q 34000
Q 34060
Q 34095
Code No Q 34000
Mass approx. 970 kg
Size
480 x 2943 mm
Fig. K14 Piston complete
26.08.07.40 Issue VI.10 Rev. 0
K20
K.
Spare parts
Q 36145
Code No Q 36145
F10.4993
Mass approx. 72 kg
Size
Fig. K15 Piston cooling and crosshead lubricating linkage
K21
26.08.07.40 Issue VI.10 Rev. 0
Spare parts
K4 K4.1
Storage on board Protection against corrosion

The weights of large components are to be painted on, or, adjacent to the component. Suitable lifting eyes and shackles are to be provided. All components must be firmly secured to pre vent any movement. 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 particles. Any provisions for mounting spare parts on the engine should be fully utilised.
It is essential that spare parts are previously pre served against corrosion by the manufacturer or provider to be protected during shipping. Before storage on board, the spare parts have to be checked for adequate preservation. To achieve a long-term protection, spare parts and components with an insufficient preservation have to be treated as follows: Large components should be treated with Val voline Tectyl 506 or a suitable equivalent. Smaller components, with the exception of electronic equipment, can be wrapped in a cor rosive-protective paper i.e., Vapour Phase Inhibitor. Note: When using corrosive-protective paper, care must be taken not to tear the paper as the protective qualities of the paper will be lost. White metal and bearing surfaces should be protected with Emballit alum or a suitable equivalent. Electronic components should be vacuum packed in Alfo sheets using 1000 g of a suit able drying agent for each cubic metre content.
K4.2.1
Turbocharger spare parts are to be suitably pro tected against corrosion and contained within their own spare parts box. Bearing assemblies are supplied packed in sealed metal containers to protect them from the environ ment. Bearing assemblies must only be removed from metal containers when they are actually re quired. All turbocharger spare parts used, are to be re placed, to ensure the spares kit is complete.
Turbocharger spare parts
K4.2
Storage and security
Examples of ways to secure and protect spare parts safely and allow ease of access by the engine-room staff are given below (see also fig ures K16 to K19). The size and weight of each component is to be noted prior to storage, to ensure that the safest and most space-efficient method is adopted. All components are to be mounted within easy access of the engine, ensuring machinery space walkways are kept clear. Large components are to be mounted below suitable overhead lifting gear.
26.08.07.40 Issue VI.10 Rev. 0
K22
K.
Spare parts
K4.2.2
Secured spare parts
F10.2801
F10.2800
Fig. K17 Securing spare exhaust valves
Fig. K16 Securing spare piston and rod
K23
26.08.07.40 Issue VI.10 Rev. 0
Spare parts
F10.2802
F10.2803
Fig. K18 Securing spare exhaust valve cages without hydraulic actuator
Fig. K19 Securing spare cylinder liner
26.08.07.40 Issue VI.10 Rev. 0
K24
L.
Engine dispatch and installation
L1
Dismantling pattern
After that, the crossheads and main bearings are to be lubricated, please refer to the maintenance manual, group 3 Connecting rod and connecting rod bearing. Spraycoating with rust preventing oil
Engines are transported as complete or sub-as semblies and protected against corrosion by rust preventing oils, vapour phase inhibitor papers (VPI) and wooden crates lined with jute reinforced bituminous paper.
L1.1
Treatment against corrosion
Engine interior For engines to be transported as complete assem blies we recommend for internal surfaces the use of rust preventing oils as listed below. It is not necessary to remove them before the engine goes into operation. Valvoline Tectyl 873 Shell Ensis Engine Oil SAE 40/30 Exxon Rust-Ban 623 Mobil Mobilarma 524 Caltex / Chevron Preservative Oil SAE 30.
Internal parts not sufficiently covered by the rust preventing oil during circulation are to be spray coated. These include the fuel pump pushrods, springs, plungers, rollers and cams, piston rods above, inside and below the stuffing box, scavenge valves and dry parts of the cylinder liners. The liners can be accessed and sprayed through the scavenge ports. Pipework All open ended pipework is to be sealed by plugs or blank flanges to eliminate ingress of foreign bodies and circulation of air. Turbocharger in place
For the transport of complete engines, dehumi difiers are to be enclosed in the scavenge space and the crankcase. Engine exterior One coat of Valvoline Tectyl 506 or similar product to be applied to all machined parts not protected by paint. It is to guarantee protection for at least six months from the effects of weather and remain in tact until shortly before the engine goes into operation. Bearing and cylinder lubricating oil systems On completion of the engine shop trial the main 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.
Drain the turbine and compressor end oil and spraycoat the bearings while turning the rotor by hand. Fit blank flanges to the air inlet and gas outlet sides. Cylinder cooling water system During engine shop trials, usually a cooling water treated with corrosion inhibitors is used. Cor rosion-protective inhibitors are only effective as long as the correctly treated water is in contact with the metal surface to be protected. Once the cooling water has been drained off, further treatment against corrosive attack is absolutely essential. Therefore a suitable corrosion protection has to be carried out by applying rust preventing oil as men tioned in section L1.1 under Engine interior
L1
26.08.07.40 Issue VI.10 Rev. 0
Marine Installation Manual L.
An alternative may be the admixture of a so-called soluble oil to the cooling water to protect the en gine cooling water system. The concentration must be maintained at levels between 0.5 to 0.8 per cent by volume. On completion of the trials and prior to shipping, the circulating cooling water through the engine cooling water system is to be maintained at a pH value between 7 and 9 and the soluble oil inhibitor level increased to 1 per cent by volume. The cylinder temperature is not to exceed 90C and circulation is to continue for at least three hours allowing time for the soluble oil inhibitor to coat the internal surfaces. We recommend using the following soluble oil inhi bitors: BP Castrol Chevron Exxon / Esso Mobil Shell Texaco Fedaro Solvex WT3 Soluble Oil T1 Kutwell 40 Mobilmet 120 Dromus BX Soluble Oil C, CX.
L1.2
Engine dismantling
Engines transported as sub-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. It is very important that bearings and running gear are clearly marked cylinder by cylinder to ensure correct reassembly and eliminate the possibility of parts from one cylinder unit being fitted to another by mistake. Refer to section B2 of this manual for details of the engine numbering. Use a paint brush to apply highly viscous rust pre venting oil to the piston and connecting rods, crosshead guides, gear wheels, camshaft and rollers. Air powered spray guns to be used only if the air is absolutely free of water. Crankshaft and crosshead pins are to be protected with an anti-corrosive coating of Tectyl 506 or simi lar product.
For long time conservation of engines please ask for the specification from the engine manufacturer or Wrtsil Switzerland Ltd.
26.08.07.40 Issue VI.10 Rev. 0
L2
L.
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.
360
210
120
Max. 35 t
M90x6 160
Table L1 for complete RTA48T-D engines shows the total weights and which tie rods are to be used.
705603/F110100a
Fig. L1
Lifting device
L3
26.08.07.40 Issue VI.10 Rev. 0
Number of cylinders Lifting points at cylinder numbers Number of tie rods required for lifting *1) Engine weight in tonnes [t]
Remark:
5 1, 5 8 171
6 1, 6 8 205
7 1, 7 8 225
8 1, 8 8 250
*1) Based on equal load (max. 35 t) on each nut with fully tightened tie rods.
The indicated numbers are the minimum requirements.
Table L1
Lifting details for complete RTA48T-D engines
L1.3.1
Engine sub-assemblies
364.355
Fig. L2
Engine sub-assemblies 5 cyl 78.9 31.8 48.32 15.01 6 cyl 87.55 36.4 56.64 20.35 7 cyl 96.4 41.04 65.51 20.75 8 cyl 105.15 45.86 73.67 20.77
Sub-assemblies A B C D (Bedplate, crankshaft, flywheel etc.) (Column, crosshead, connecting rod etc.) (Cylinder block, liner, injection/actuator pump etc.) (Receiver, SAC, Turbocharger, aux. blowers etc.) Approximate weights of sub-assemblies
Table L2
26.08.07.40 Issue VI.10 Rev. 0
L4
L.
L2
Engine installation on board

Engine bedplates comprise fabricated sections with drilled holes to allow the passing of the holding-down bolts and tapped holes for the jacking screws for engine alignment. Proceed with preliminary alignment of bedplate to position the engine coupling flange to the inter mediate shaft coupling flange. Ensure that the gap 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 fig ures, because less effort is required to lower the engine than to raise it for alignment. Place bearing caps in position, install turning gear and check that crankshaft deflections are as recorded on the Engine Assembly Records. To check bedplate level in longitudinal and diag onal direction a taut-wire measuring device is available on request. Compare the readings with those recorded at the works. Optical devices, lasers or water pots can also be used. All final dimensions are to be witnessed by the representatives of the engine builder and the classification society. They are to be recorded on appropriate log sheets. Crankshaft deflections at this stage are to correspond with the values re corded at works. Secure temporarily the bedplate against unexpected movement. Continue engine assembly by mounting the col umns, cylinder blocks, running gears and scav enge air receiver but ensure that the bearing caps are loose before tensioning the tie rods. Make periodic checks of the crankshaft deflections to observe and correct any possible engine distor tions. Careful adjustments of the wedges or of the jacking screws are necessary to re-establish the preliminary alignment setting. Once the engine as sembly is completed, the final alignment is carried out with the vessel afloat, according to section L3.
The alignment and chocking of the engine should be carried out in accordance with our recommen dations and is subject to test and inspection by the relevant classification society. Each stage of the engine mounting is to be checked by qualified per sonnel and measurements cross-checked with the design figures. The responsible parties (e. g. ship yard) are to advise the representative of the engine builder or Wrtsil Switzerland Ltd directly in case of any discrepancies. Engines may be installed as complete units or as sembled from sub-assemblies in the vessel, which may be afloat, in dry dock, or on the slipway. After the engine re-assembly is completed, the en gine alignment can be done with either jacking screws or wedges.
L2.1
Removing rust preventing oils
Rust preventing oils applied to the internal parts of an assembled engine do not contain thickening ag ents of wax or bitumen. These oils have similar properties as the engine lubricating oils, will wash off easily and mix without causing harm to the en gine or its systems. Rust preventing oils of the wax-type applied to ex posed surfaces of the engine components do con tain thickening agents of wax or bitumen forming an anti-corrosion coating when applied, which has to be washed off using a proprietary Cold 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.
L2.2
Installation and assembly of sub assemblies
When the engine seating has been approved, the bedplate is lowered onto blocks placed between the chocking points. The thickness of the blocks depends on the final alignment of the engine.
L5
26.08.07.40 Issue VI.10 Rev. 0
L2.3
Installing a complete engine
L2.5
Engine installation with ship on slipway
In the event that the engine is shipped in part deliv eries and assembled at the shipyard prior to in stallation in the vessel, the shipyard is to undertake the assembly work in accordance with the require ments of a representative of the engine builder and the classification society. The engine mounting is to be carried out systematically and measurement readings taken and recorded on appropriate log sheets, and to be compared for correctness with the data of the Engine Assembly Records, com pleted after test run in the works of manufacturer. Strict attention is to be paid to the removal of anti corrosion coatings and the subsequent application of rust preventing oil where required. For lifting details of the engine refer to section. L1.3. The engine is to be lowered onto blocks placed be tween the chocking points. The alignment tools are to be clean and ready for use. Set the blocks so that the engine is slightly higher than the final position, because less effort is required to lower the engine than to raise it for alignment. For movements in the horizontal plane, both in lat eral or longitudinal directions, the shipyard is to construct appropriate anchor points for the use of hydraulic jacks. Such movements have to be car ried out with great care to avoid stresses and dis tortions to the bedplate. Regular crankshaft deflec tion readings have to be taken to observe the effects and any noticed deviations have to be recti fied immediately.
Installing complete or partially assembled engines into ships under construction on an inclined slipway is possible when careful attention is paid to the following: 1. Consider the ships inclination when lifting and lowering the engine or large engine parts into the ship. 2. Tie rods to be centred and exactly perpendicu lar to the bedplate before tightening. 3. Fit temporary side, fore and aft stoppers to pre vent the engine moving during launching. 4. Attach additional temporary stays at the upper platform level to steady the engine during launching.
L2.4
Installing an engine from as sembled sub-assemblies
Sub-assemblies of the engine may be assembled ashore prior to installation in the ship. One such as sembly may comprise bedplate, main and thrust bearings, crankshaft, turning gear, and flywheel. The placing on blocks and alignment to shafting is analogue to the description in section L2.2.
26.08.07.40 Issue VI.10 Rev. 0
L6
L.
L3
Shafting alignment
L7
26.08.07.40 Issue VI.10 Rev. 0
L4
Official shop trial
The official shop trial, carried out at the engine builders factory, enables the purchaser and classi fication society to witness engine performance over full load range when driving a dynamometer. Technical data relating to the engine performance together with mechanical settings, running clear ances and alignment dimensions are recorded and used as basis for all future re-assembly work, for check measurements during later engine inspec tions and may facilitate the prompt and correct identification of engine disturbances. The technical data is to be recorded on Engine As sembly Records (Record sheets) and sent by the licensee to WCH.
26.08.07.40 Issue VI.10 Rev. 0
L8
M.
Appendix
M1
SI dimensions for internal combustion engines

Definition Length Area Volume Mass Density Section modulus Second moment of area Moment of inertia (radius) Angle Time Frequency Velocity Rotational frequency Acceleration Angular velocity Angular acceleration Mass flow rate Volume flow rate Momentum Angular momentum Force Pressure Stress Modulus of elasticity Energy, work, quantity of heat Power Torque moment of force Dynamic viscosity Kinematic viscosity Surface tension Temperature Temperature interval Linear expansion coefficient Heat capacity, entropy Specific heat capacity Thermal conductivity Coefficient of heat transfer Net calorific value Total LIN noise pressure level Total A noise pressure level Average spatial noise level over octave band Voltage Current Brake specific fuel consumption SI-Units m, mm, m m2, mm2, cm2 m3, dm3, I, cm3 kg, t, g kg/m3, g/cm3, kg/dm3 m3 m4 kgm2
rad,
Symbol
I,L A V m
Other units
Z, W Ia, Ip I, J
, , , ,
t f, v v, c, w, u N, n a

s, d, h, min Hz, 1/s m/s, km/h 1/s, 1/min m/s2 rad/s rad/s2 kg/s m3/s Nm Nsm N, MN, kN N/m2, bar, mbar, kPa N/m2, N/mm2 N/m2, N/mm2 J, MJ, kJ, kWh W, kW, MW Nm Ns/m2 m2/s N/m K, C K, C 1/K J/K J/(kgK) W/(mK) W/(m2K) J/kg, J/m3 dB dB dB V A kg/J, kg/(kWh), g/(kWh)
T10.3544
Kn rpm
qm qv p L F p
,
1 bar = 100 kPa, 100 mmWG = 1 kPa
E W, E, A, Q P M, T
, T, , t,
cSt, RW1
T, , ... C, S c
K e L(LIN)TOT L(A)TOT LOKT U I BSFC
M1
26.08.07.40 Issue VI.10 Rev. 0
Marine Installation Manual M.
Appendix
M2
Approximate conversion factors

= = = = = 25.4 mm 304.8 mm 914.4 mm 1609.3 m 1853 m Force 1 lbf (pound force) Pressure 1 psi (lb/sq in) = 4.45 N
Length 1 in 1 ft 1 yd 1 statute mile 1 nautical mile Mass 1 oz 1 lb 1 long ton 1 short ton 1 tonne
= 12 in = 3 feet = 1760 yds = 6080 feet
6.899 kPa (0.0689 bar)
= 16 oz
= = = = =
0.0283 kg 0.4536 kg 1016.1 kg 907.2 kg 1000 kg
Velocity 1 mph 1 knot Acceleration 1 mphps Temperature 1 C Energy 1 BTU 1 kcal
= =
1.609 km/h 1.853 km/h
0.447 m/s2
Area 1 in2 1 ft2 1 yd2 1 acre 1 sq mile (of land) 640 acres Volume 1 in3 1 ft3 1 yd3 Volume (fluids) 1 Imp. pint 1 U.S. pint 1 Imp. quart 1 U.S. quart 1 Imp. gal 1 U.S. gal 1 Imp. barrel = 36 Imp. gal 1 barrel petroleum = 42 US. gal
= = = = =
6.45 cm2 929 cm2 0.836 m2 4047 m2 2.59 km2
0.55 (F -32)
= =
1.06 kJ 4.186 kJ
= = =
16.4 cm3 0.0283 m3 0.7645 m3
Power
1 kW 1 kW = = 1.36 bhp 860 kcal/h
= = = = = = = =
0.568 l 0.473 l 1.136 l 0.946 l 4.546 l 3.785 l 163.66 l 158.98 l
26.08.07.40 Issue VI.10 Rev. 0
M2
M.
Appendix
M3
Reference to other Wrtsil Ltd publications
For further publications please visit our homepage http:/www.wartsila.com or contact your local Wrtsil representative or contact Wrtsil Switzerland Ltd PO Box 414 CH-8401 Winterthur, Switzerland Telephone: +41 52 262 4922 Telefax: +41 52 212 4917
M3
26.08.07.40 Issue VI.10 Rev. 0
Marine Installation Manual M.
Appendix
26.08.07.40 Issue VI.10 Rev. 0
M4

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Marine Installation Manual

Issue June 2010

Wrtsil Switzerland Ltd PO Box 414 CH-8401 Winterthur Switzerland

26.08.40 Issue VI.10 Rev. 0

Wrtsil Switzerland Ltd