Rta62u B

This book covers the following Sulzer diesel engines:
The Sulzer RTA52U-B engines with the following MCR rating:

– Power per cylinder 1600 kW 2175 bhp
– Speed 137 rpm
The Sulzer RTA62U-B engines with the following MCR rating:

– Speed 115 rpm
and
The Sulzer RTA72U-B engine with the following MCR rating:
– Speed 99 rpm
This issue of the Engine Selection and Project Manual (ESPM) is the first
edition for the above mentioned engine types.
Please note that the contents have been revised, which will have
consequences on new projects and could have an influence to your actual
projects. Particular attention is drawn to the major changes compared with
RTA52U, 62U and 72U engines:
a) Three percent more power at R1, reduced rating layout field,

the lowest number of cylinders is 5.
b) RTA62U-B and RTA72U-B are shorter than RTA62U and RTA72U.
c) All three engine types are fully compatible to IMO-2000 regulations.
d) The estimation of engine performance data (BSFC, BSEF and tEaT)
are given only for MCR rating. Derating and part load performance
figures can be obtained from the winGTD-program (CD-ROM included
inside the rear cover of this book).
e) The inclusion of information referring to IMO-2000 regulations.
f) The inclusion of information referring to winGTD (version 1.22,
mentioned under d) and EnSel (version 3.22), both on the CD-ROM
included inside the rear cover of this book.
25.28.07.40 – Issue XII.98 – Rev. 0 Wärtsilä NSD Switzerland Ltd

RTAĆU Engine Selection and Project Manual
List of contents
A Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–1
A1 Primary engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–2
B Considerations on engine selection . . . . . . . . . . . . . . . . . . . . . . B–1
B1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1
B2 Layout field . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1

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

B3.1 Propeller curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–3
B3.2 Sea trial power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–4
B3.3 Sea margin (SM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–4
B3.4 Light running margin (LR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–4
B3.5 Engine margin (EM) or operational margin (OM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–4
B3.5.1 Continuous service rating (CSR=NOR=NCR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–5
B3.5.2 Contract maximum continuous rating (CMCR = Rx) . . . . . . . . . . . . . . . . . . . . . . . . . . B–5
B3.5.3 Engine optimisation point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–5
B3.6 Load range limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–5
B3.7 Load range with main-engine driven generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–6
B3.8 Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–6
B3.9 Definition of light running margin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–7
B4 Ambient temperature consideration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–8

B4.1 Engine air inlet: operating temperatures from 45 °C to 5 °C . . . . . . . . . . . . . . . . . . . . . B–8
B4.2 Engine air inlet: arctic conditions at operating temperatures below 5 °C . . . . . . . . . . B–9
C RTA52U-B, RTA62U-B and RTA72U-B engine . . . . . . . . . . . . . . C–1
C1 RTA52U-B engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1

C1.1 Engine description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1
C1.2 Engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–3

C1.2.1 Reference conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–3
C1.2.2 Design conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–3
C1.2.3 Ancillary system design parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–3
C1.2.4 Estimation of engine performance data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–3
C1.2.4.1 Estimating brake specific fuel consumption (BSFC) . . . . . . . . . . . . . . . . . . . . . . . . . . . C–4
C1.2.4.2 Estimating brake specific exhaust gas flow (BSEF) . . . . . . . . . . . . . . . . . . . . . . . . . . . C–5
C1.2.4.3 Estimating temperature of exhaust gas after turbocharger (tEaT) . . . . . . . . . . . . . . . C–6
C1.2.5 Vibration aspects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–7
C1.2.5.1 Torsional vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–7
C1.2.5.2 Axial vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–7
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List of contents
C1.2.5.3 Hull vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–7

C1.2.5.4 Estimation of engine vibration data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–7
C1.2.5.5 Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–11
C1.2.5.6 Questionnaire about engine vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–12
C1.2.6 Turbocharger and scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–13
C1.2.6.1 Turbocharger and scavenge air cooler selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–14
C1.2.7 Auxiliary blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–17
C1.2.8 Turning gear requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–17
C1.2.9 Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–18
C1.3 Installation data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–19

C1.3.1 Dimensions, masses and dismantling heights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–19
C1.3.2 Engine outlines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–20
C1.3.2.1 Engine outline 5RTA52U-B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–20
C1.3.2.5 Engine seating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–24
C1.4 Auxiliary power generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–25

C1.4.1 General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–25
C1.4.1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–25
C1.4.1.2 System description and layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–26
C1.4.2 Waste heat recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–26
C1.4.3 Power take off (PTO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–26
C1.4.3.1 Arrangements of PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–26
C1.4.3.2 PTO options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–27
C1.4.3.3 Free-end PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–27
C1.4.3.4 PTO Tunnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–27
C1.4.3.5 Constant-speed gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–27
C1.4.4 Sulzer S20U diesel generator set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–28
C1.5 Ancillary systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–29

C1.5.1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–29
C1.5.1.2 Part-load data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–29
C1.5.1.3 Engine system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–29
C1.5.2 Piping systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–33
C1.5.2.1 Cooling and pre-heating water systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–33
C1.5.2.2 Lubricating oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–37
C1.5.2.3 Fuel oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–42
C1.5.2.4 Starting and control air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–47
C1.5.2.5 Leakage collection system and washing devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–49
C1.5.3 Tank capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–50
C1.5.4 Fire protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–51
C1.5.5 Exhaust gas system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–52
C1.5.6 Engine air supply / Engine room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–55
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C1.6 Engine noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–57

C1.6.1 Surface sound pressure level at 1 m distance under free field conditions . . . . . . . . C–57
C1.6.2 Sound pressure level in suction pipe at turbocharger air inlet . . . . . . . . . . . . . . . . . . C–57
C1.6.3 Sound pressure level in discharge pipe at turbocharger exhaust outlet . . . . . . . . . . C–58
C2 RTA62U-B engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–59

C2.2 Engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–61

C2.2.5.5 Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–69


C2.4.1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–83
C2.4.3.2 PTO options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–85
C2.4.3.3 Free-end PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–85
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C2.4.3.4 PTO Tunnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–85


C2.5.1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–87
C2.5.1.2 Part-load data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–87
C2.6 Engine noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–115

C3 RTA72U-B engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–117

C3.2 Engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–119

C3.2.5.5 Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–127
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C3.4.1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–141
C3.4.3.2 PTO options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–143
C3.4.3.3 Free-end PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–143
C3.4.3.4 PTO Tunnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–143

C3.5.1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–145
C3.5.1.2 Part-load data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–145
C3.6 Engine noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–173

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D Engine management systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1
D1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1
D2 DENIS family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–2

D2.1 DENIS specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–2
D2.2 Remote control systems suppliers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–4
D2.3 Speed control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–4
D2.3.1 Approved speed control (Governor) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–4
D2.3.2 Selection of speed control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–5
D2.3.3 Technical assistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–5
D2.4 Alarm sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–5
D3 MAPEX Family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–8

D3.1 SIPWA-TP: Trend processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–9
D3.2 MAPEX-PR: Piston-running reliability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–10
D3.3 MAPEX-SM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–11
E Engine emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1
E1 IMO-2000 regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1

E1.1 IMO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1
E1.2 Establishment of emission limits for ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1
E1.3 Regulation regarding NOx emissions of diesel engines . . . . . . . . . . . . . . . . . . . . . . . E–1
E1.4 Date of application of ANNEX VI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1
E1.5 Procedure for certification of engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
E2 Measures for compliance with the IMO regulation of the RTA52U-B, RTA62U-B and
RTA72U-B engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
E2.1 Standard measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
E2.2 Extended measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
F winGTD – General Technical Data . . . . . . . . . . . . . . . . . . . . . . . . F–1
F1 Installation of winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1

F1.1 System requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1
F1.2 Installing winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1
F1.3 Changes to previous versions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1
F2 Using winGTD (RTA52U-B, RTA62U-B and RTA72U-B) . . . . . . . . . . . . . . . . . . . . . . . F–2
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List of contents
F2.1 Main window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–2

F2.2 Two-stroke propulsion engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–2
F2.3 Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–2
F2.4 Lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–3
F2.5 Results of the computation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–3
F2.5.1 Service conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–4
F2.6 Saving a project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–4
G Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1
G1 Reference to other Wärtsilä NSD Switzerland documentation . . . . . . . . . . . . . . . . . . G–1
G2 Piping symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–2
G3 SI dimensions for internal combustion engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–5
G4 Approximate conversion factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–6
G5 Wärtsilä NSD Corporation worldwide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–7

G5.1 Headquarters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–7
G5.2 Marine business . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–7
G5.3 Navy business . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–7
G5.4 Product companies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–7
G5.5 Corporation network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–8
G5.6 Licensees . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–14
G6 Questionnaire order specification for RTA52, 62 and 72U-B engines . . . . . . . . . . . . G–19
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Fig. A1 Power/speed range of all IMO-2000 regulation compatible RTA engines . . . . . . . . . A–1
Fig. B1 Layout field applicable to the RTA engines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1

Fig. B2 Load range, with the load diagram of an engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–3
Fig. B3 Load range diagram for a specific engine showing the corresponding power
and speed margins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–4
Fig. B4 Load range diagram for an engine equipped with a main-engine driven generator,
whether it is a shaft generator or a PTO-driven generator . . . . . . . . . . . . . . . . . . . . . B–6
Fig. B5 Scavenge air system for arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–9
Fig. B6 Blow-off effect at arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–9
RTA52U-B engine figures

Fig. C1 Sulzer RTA52U-B cross section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1
Fig. C2 Estimation of BSFC for Rx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–4
Fig. C3 Estimation of BSEF for Rx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–5
Fig. C4 Estimation of tEaT for Rx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–6
Fig. C5 External couples and forces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–8
Fig. C6 Typical attachment points for lateral stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–9
Fig. C7 ‘H-type’ and ‘X-type’ modes of engine vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–10
Fig. C8 Turbocharger and scavenge air cooler selection (ABB VTR type tubochargers) . . C–14
Fig. C9 Turbocharger and scavenge air cooler selection (MHI MET type tubochargers) . . C–15
Fig. C10 Turbocharger and scavenge air cooler selection (MAN NA type tubochargers) . . . C–16
Fig. C11 Engine dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–19
Fig. C12 5RTA52U-B engine outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–20
Fig. C16 Engine foundation for RTA52U-B engine seating with epoxy resin chocks . . . . . . . C–24
Fig. C17 Heat recovery system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–25
Fig. C18 Free-end PTO gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–26
Fig. C19 Tunnel PTO gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–26
Fig. C20 Key to illustrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–26
Fig. C21 Sulzer S20U diesel generator set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–28
Fig. C22 Conventional sea-water cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–31
Fig. C23 Central fresh water cooling system, single-stage SAC . . . . . . . . . . . . . . . . . . . . . . . . C–32
Fig. C24 Conventional sea-water cooling system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–33
Fig. C25 Central fresh water cooling layout for single-stage scavenge air cooler . . . . . . . . . . C–34
Fig. C26 Cylinder cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–35
Fig. C27 Engine pre-heating power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–36
Fig. C28 Main lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–39
Fig. C29 Cylinder lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–40
Fig. C30 Fuel oil viscosity-temperature diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–43
Fig. C31 Heavy fuel oil treatment layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–45
Fig. C32 Pressurized fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–46
Fig. C33 Starting and control air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–47
Fig. C34 Correction of air receiver and air compressor capacities . . . . . . . . . . . . . . . . . . . . . . . C–48
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List of figures
Fig. C35 Leakage collection and washing layout.

Typical arrangement of wash water supply and drains collection . . . . . . . . . . . . . . . C–49
Fig. C36 Determination of exhaust pipe diameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–52
Fig. C37 Estimation of exhaust gas density . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–53
Fig. C38 Estimation of exhaust pipe diameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–53
Fig. C39 Air filter size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–56
Fig. C40 Sound pressure level at 1 m distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–57
Fig. C41 Sound pressure level at turbocharger air inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–57
Fig. C42 Sound pressure level at turbocharger exhaust outlet . . . . . . . . . . . . . . . . . . . . . . . . . . C–58

Fig. C50 Turbocharger and scavenge air cooler selection (ABB VTR type tubochargers) . . C–72
Fig. C52 Turbocharger and scavenge air selection (MAN NA type tubochargers) . . . . . . . . . C–74
Fig. C66 Conventional sea-water cooling system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–91
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List of figures


Fig. C92 Turbocharger and scavenge air cooler selection (ABB VTR type turbochargers) . . C–130
Fig. C94 Turbocharger and scavenge air cooler selection (MAN NA type tubochargers) . . . C–132
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List of figures

Fig. D1 Intelligent engine-management comprising DENIS and MAPEX modules . . . . . . . . D–1

Fig. D2 DENIS-6 remote control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–3
Fig. D3 SIPWA-TP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–9
Fig. D4 MAPEX-PR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–10
Fig. D5 MAPEX- communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–11
Fig. D6 The maintenance circle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–12
Fig. E1 Speed dependent maximum average NOx emissions by engines . . . . . . . . . . . . . . . E–1

Fig. E2 RTA52U-B compliance with the IMO regulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
Fig. F1 winGTD: Main window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–2

Fig. F2 winGTD: Two-stroke engine propulsion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–2
Fig. F3 winGTD: Lubricating oil system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–3
Fig. F4 winGTD: Show results of the computation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–3
Fig. F5 winGTD: Choose Service conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–4
Fig. F6 winGTD: Service conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–4
Fig. F7 winGTD: Save as... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–4
Fig. G1 Piping symbols 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–2

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List of tables
Table A1 Primary engine data of Sulzer RTA52U-B, RTA62U-B and RTA72U-B . . . . . . . . . . . A–2
RTA52U-B engine data tables

Table C1 Free couples of mass forces and torque variations . . . . . . . . . . . . . . . . . . . . . . . . . . . C–8
Table C2 Guide forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–10
Table C3 Countermeasures for dynamic effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–11
Table C4 Scavenge air cooler details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–13
Table C5 Turbocharger details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–13
Table C6 Auxiliary blower requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–17
Table C7 Approximative turning gear requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–17
Table C8 Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–18
Table C9 Dimensions and masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–19
Table C10 PTO feasibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–26
Table C11 PTO options for power and speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–27
Table C12 Engine data for Sulzer S20U . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–28
Table C13 R1 data for conventional sea-water cooling system for engines
with ABB VTR turbochargers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–31
Table C14 R1 data for central fresh water cooling system for engines with
ABB VTR turbochargers, single-stage SAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–32
Table C15 Lubricating oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–41
Table C16 Fuel oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–42
Table C17 Air receiver and air compressor capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–48
Table C18 Tank capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–50
Table C19 Recommended quantities of fire extinguishing medium . . . . . . . . . . . . . . . . . . . . . . . C–51
Table C20 Guidance for air filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–55

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List of tables
Table C38 Tank capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–108


Table C58 Tank capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–166
Table D1 DENIS specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–3

Table D2 Alarm and safety functions of RTA.2U-B marine diesel engines . . . . . . . . . . . . . . . . D–6
Table D3 Alarm and safety functions of RTA.2U-B marine diesel engines . . . . . . . . . . . . . . . . D–7
Table G1 SI dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–5

Table G2 Questionnaire 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–20
Table G11 Questionnaire 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–29
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Table G12 Questionnaire 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–30

25.28.07.40 – Issue XII.98 – Rev. 0 n Wärtsilä NSD Switzerland Ltd

RTA-U Engine Selection and Project Manual
Abbreviations
ABB ASEA Brown Boveri M1H External couple 1st order horizontal
ALM Alarm M1V External couple 1st order vertical
AMS Attended machinery space M2V External couple 2nd order vertical
BFO Bunker fuel oil MCR Maximum continuous rating (R1)
BN Base Number MDO Marine diesel oil
BSEF Brake specific exhaust gas flow mep Mean effective pressure
BSFC Brake specific fuel consumption MET Turbocharger (Mitsubishi manufacture)
CAC Charge air cooler (four stroke) MHI Mitsubishi
CCR Conradson carbon MIM Marine installation manual
CCW Cylinder cooling water N, n Speed of rotation
CMCR Contract maximum continuous rating (Rx) NCR Nominal continuous rating
cSt centi-Stoke (kinematic viscosity) NOR Nominal operation rating
CSR Continuous service rating (also OM Operational margin
designated NOR and NCR) P Power
DENIS Diesel engine control and optimizing PI Pressure indicator
specification PIG Proportional integral governor
e.g. Exampli gratia (for example, for ppm Parts per million
instance) PTO Power take off
EM Engine margin RCS Remote control system
EnSel R Engine selection program RW1 Redwood seconds No. 1 (kinematic
ESPM Engine selection and project manual viscosity)
FQS Fuel quality setting SAC Scavenge air cooler (two stroke)
FW Fresh water SAE Society of Automotive Engineers
GEA Scavenge / charge air cooler S/G Shaft generator
(GEA manufacture) SHD Shut down
GTD General technical data book SIPWA-TP Sulzer integrated piston ring wear
HFO Heavy fuel oil detecting arrangement with trend
HT High temperature processing
i.e. id est (that is to say) SLD Slow down
IMO International Maritime Organisation SM Sea margin
IND Indication SSU Saybolt second universal
IPDLC Integrated power-dependent liner SW Sea-water
cooling TBO Time between overhauls
ISO International Standard Organisation TC Turbocharger
kW Kilowatt tEat Temperature of exhaust gas after
kWe Kilowatt electrical turbine
kWh Kilowatt hour UMS Unattended machinery space
LCV Lower calorific value VEC Variable exhaust valve closing
LR Light running margin VI Viscosity index
LT Low temperature VIT Variable injection timing
M Torque VTR Turbocharger (ABB manufacture)
MAPEX Monitoring and maintenance performance WG Water gauge
enhancement with expert knowledge nM Torque variation
Wärtsilä NSD Switzerland Ltd o 25.28.07.40 – Issue XII.98 – Rev. 0

Engine Selection and Project Manual RTA-U
Abbreviations
25.28.07.40 – Issue XII.98 – Rev. 0 p Wärtsilä NSD Switzerland Ltd

A. Introduction
The Sulzer RTA52U-B, RTA62U-B and RTA72U-B low-speed diesel engines are a further development
of the RTA52-U, RTA62-U and RTA72-U engines. They are designed for today’s and future large and fast
general cargo ships, container ships, tanker and bulk carrier vessels and are available with any or all of
the following options:
1. Main-engine driven generator –
Power take off (PTO);
2. Conventional sea-water or central fresh water
cooling systems;
3. ABB, Mitsubishi or MAN turbochargers;
4. Engine monitoring and remote control.
The purpose of this manual is to provide our clients

with information enabling them to select the engine
and options to meet the needs of their vessels.
F10.3873
Fig. A1 Power/speed range of all IMO-2000 regulation

compatible RTA engines
This book is intended to provide the information required for the layout of marine propulsion
plants. 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.
Wärtsilä NSD Switzerland Ltd

PO Box 414
CH-8401 Winterthur, Switzerland
Telephone: +41 52 2624922
Telefax: +41 52 2124917
Telex: 896659 NSDL CH
Direct Fax: +41 52 2620707
Wärtsilä NSD Switzerland Ltd A–1 25.28.07.40 – Issue XII.98 – Rev. 0

A. Introduction
A1 Primary engine data
Engine RTA52U-B RTA62U-B RTA72U-B

Bore x stroke
520 x 1800 620 x 2150 720 x 2500
[mm]
Speed [rpm] 137 137 110 110 115 115 92 92 99 99 79 79
Engine power (MCR)
Cylin-
Power R1 R2 R3 R4 R1 R2 R3 R4 R1 R2 R3 R4
der
[kW] 8 000 5 600 6 425 5 600 11 425 8 000 9 150 8 000 15 400 10 775 12 300 10 775
5
[bhp] 10 875 7 625 8 750 7 625 15 550 10 875 12 450 10 875 20 950 14 650 16 725 14 650
[kW] 9 600 6 720 7 710 6 720 13 710 9 600 10 980 9 600 18 480 12 930 14 760 12 930
6
[bhp] 13 050 9 150 10 500 9 150 18 660 13 050 14 940 13 050 25 140 17 580 20 070 17 580
[kW] 11 200 7 840 8 995 7 840 15 995 11 200 12 810 11 200 21 560 15 085 17 220 15 085
7
[bhp] 15 225 10 675 12 250 10 675 21 770 15 225 17 430 15 225 29 330 20 510 23 415 20 510
[kW] 12 800 8 960 10 280 8 960 18 280 12 800 14 640 12 800 24 640 17 240 19 680 17 240
8
[bhp] 17 400 12 200 14 000 12 200 24 880 17 400 19 920 17 400 33 520 23 440 26 760 23 440
Brake specific fuel consumption (BSFC)
Load
[g/kWh] 171 168 171 169 170 167 170 168 168 165 168 166
85 %
[g/bhph] 126 124 126 124 125 123 125 123 124 121 124 122
[g/kWh] 174 168 174 170 173 167 173 169 171 165 171 167
100 %
[g/bhph] 128 124 128 125 127 123 127 124 126 121 126 123
mep [bar] 18.3 12.8 18.3 16.0 18.4 12.9 18.4 16.1 18.3 12.8 18.4 16.1
Lubricating oil consumption *1)
System oil approximately 6 kg/cyl per day approximately 7 kg/cyl per day approximately 9 kg/cyl per day
Cylinder oil *2) 0.9–1.3 g/kWh
Remark: *1) For fully run-in engines and under normal operating conditions.
*2) This data is for guidance only, it may have to be increased as the actual cylinder lubricating oil consumption in
service is dependent on a number of operational factors.
Table A1 Primary engine data of Sulzer RTA52U-B, RTA62U-B and RTA72U-B T10.3874
25.28.07.40 – Issue XII.98 – Rev. 0 A–2 Wärtsilä NSD Switzerland Ltd

B. Considerations on engine selection
B1 Introduction
Selection of a suitable main engine to meet the order to provide the most cost effective solution for
power demands of a given project involves proper the projected application. Please note that the
tuning in respect of load range and the influence of layout fields for some RTA engines have been
operating conditions which are likely to prevail reduced in the lower parts of the former layout
throughout the entire life of the ship. This chapter fields in order to allow the fulfilling of IMO-2000
explains the main principles in selecting a Sulzer emission regulations. This is of no disadvantage
RTA low-speed diesel engine. since engine ratings are normally selected near
the R1–R3 line
Every engine has a layout field within which the
power/speed ratio (= rating) can be selected. It is
limited by envelopes defining the area where 100
per cent firing pressure (i.e. nominal maximum
pressure) is available for the selection of the
contract maximum continuous rating (CMCR).
Contrary to the ‘layout 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, various parameters such as
propulsive power, propeller efficiency, operational
flexibility, power and speed margins, possibility of
a main-engine driven generator, and the ship’s
trading patterns need to be considered.
Selecting the most suitable engine is vital to

achieving an efficient cost/benefit response to a
specific transport requirement.
B2 Layout field
The layout field shown in figure B1 is the area of

power and engine speed within which the contract F10.3875
maximum continuous rating of an engine can be Fig. B1 Layout field applicable to the RTA engines.
positioned individually to give the desired The contracted maximum continuous rating (Rx)
may be freely positioned within the layout field for
combination of propulsive power and rotational that engine.
speed. Engines within this layout field will be tuned
for maximum firing pressure and best fuel The engine speed is given on the horizontal axis
efficiency. Experience over the last years has and the engine power on the vertical axis of the
shown that engines are ordered with CMCR points layout field, both are expressed as a
in the upper part of the layout field only. It was percentage (%) of the respective engine’s nominal
therefore decided for the future to define the layout R1 parameters.
fields for every new engine or engine range in
Wärtsilä NSD Switzerland Ltd B–1 25.28.07.40 – Issue XII.98 – Rev. 0

Percentage values are being used so that the Points such as Rx are power/speed ratios for the
same diagram can be applied to various engine selection of contracted maximum continuous
models. The scales are logarithmic so that ratings required for individual applications. Rating
exponential curves, such as propeller points Rx can be selected within the entire layout
characteristics (cubic power) and mean effective field for that particular engine.
pressure (mep) curves (first power), are straight
lines. B2.2 Influence of propeller revolutions
on the power requirement
The layout field serves to determine the specific
fuel oil consumption, exhaust gas flow and At constant ship speed and for a given propeller
temperature, fuel injection parameters, turbo- type, lower propeller revolutions combined with a
charger and scavenge air cooler specifications for larger propeller diameter increase the total
a given engine. propulsive efficiency. Less power is needed to
propel the vessel at a given speed.
Calculations for specific fuel consumption,
exhaust gas flows and temperature after turbine The relative change of required power in function
are explained in later chapters. of the propeller revolutions can be approximated
by the following relation:
B2.1 Rating points R1, R2, R3 and R4
a
Px 2ńPx 1 + ǒN 2ńN 1Ǔ
The rating points for the RTA engines R1, R2, R3
and R4 are the corner points of the engine layout Pxj = Propulsive power at propeller revolution Nj
Nj = Propeller speed corresponding with propulsive
field. power Pxj
α = 0.15 for tankers and general cargo ships up to
The points R1 represent the nominal maximum 10 000 dwt.
= 0.20 for tankers, bulkcarriers from 10 000 dwt to
continuous rating (MCR). It is the maximum 30 000 dwt.
power/speed combination which is available for a = 0.25 for tankers, bulkcarriers larger than 30 000
dwt.
particular engine. 10 per cent overload thereof is = 0.17 for reefers and container ships up to
permissible for one hour during sea trials in the 3000 TEU.
= 0.22 for container ships larger than 3000 TEU.
presence of authorized representatives of the
engine builder.
This relation is used in the engine selection
procedure to compare different engine alternatives
The points R2 define 100 per cent speed and 70
and to select optimum propeller revolutions within
per cent power.
the selected engine layout field.
The points R3 define 80 per cent speed and 80 per
Usually, the selected propeller revolution depends
cent power.
on the maximum permissible propeller diameter.
The maximum propeller diameter is often
The connection R1–R3 is the nominal 100 per cent
determined by operational requirements such as
line of constant mean effective pressure.
design draught and ballast draught limitations,
class recommendations concerning propeller –
The points R4 define 80 per cent speed and 70 per
hull clearance (pressure impulse induced by the
cent power.
propeller on the hull).
The connection line R2–R4 is the line of 70 per
cent power between 80 and 100 per cent speed.
25.28.07.40 – Issue XII.98 – Rev. 0 B–2 Wärtsilä NSD Switzerland Ltd

The selection of main engine in combination with B3 Load range

the optimum propeller (efficiency) is an iterative
procedure where also commercial considerations The load range diagram shown in figure B2 defines
(engine and propeller prices) play a great role. the power/speed limits for the operation of the
engine. For simplicity and general application to all
From the above follows that, when a power/speed engine models, the scales for power and speed are
combination is known to be required, for example logarithmic and given in percentage values of the
point Rx1 as shown in figure B1, a CMCR line for CMCR (Rx) point. In practice absolute figures
a given ship’s speed, following the above might be used for a specific installation project.
approximation, can be drawn through the point
Rx1. This is a straight line with a slope α, shown as B3.1 Propeller curves
a dashed line, i.e. through Rx2 in figure B1. Any
other point on this line represents a new In order to establish the proper location of propeller
power/speed combination, requiring a new curves, it is necessary to know the ship’s speed to
adaptation of the propeller. power response.
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 at hand 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

rotational speed for a fixed-pitch propeller can be
.
* See also under B3.2 approximated by the following cubic relationship:
F10.1863
P 2ńP 1 + ǒN 2ńN 1Ǔ
3
Fig. B2 Load range, with the load diagram of an engine

corresponding to a specific rating point Rx
in which
Pi = propeller power
Ni = propeller speed
Propeller curve without sea margin is often called

the light running curve. The nominal propeller
characteristic is a cubic curve through the CMCR
point. (For additional information, refer to the
‘Definition of light running margin’ B3.9).

B3.2 Sea trial power routes (for additional information, refer to the
‘Definition of light running margin’ B3.9).
The sea trial power must be specified. Figure B2
shows the sea trial power to be the power required
for point ‘B’ on the propeller curve. Often and
alternatively the power required for point ‘A’ on the
propeller curve is referred to as the sea trial power.
B3.3 Sea margin (SM)
The increase in required power to maintain a given

ship’s speed in calm weather (point ‘A’ in figure B2)
and under average service condition (point ‘D’), is
defined as the ‘sea margin’. This margin can vary
depending on owner’s and charterer’s
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
F10.3148
or 5 years. Therefore, it is still realistic to provide an
average sea margin of about 15 per cent of the sea Fig. B3 Load range diagram for a specific engine showing
the corresponding power and speed margins
trial power, refer to figure B2 , unless as mentioned
above, the actual ship type and service route
B3.5 Engine margin (EM) or operational
dictate otherwise.
margin (OM)
B3.4 Light running margin (LR)
Most owners specify the contractual ship’s loaded
service speed at 85 to 90 per cent of the contract
The sea trial performance (curve ‘a’) in figure B3
maximum continuous rating. The remaining 10 to
should allow for a 3 to 7 per cent light running of
15 per cent power can then be utilized to catch up
the propeller when compared to the nominal pro-
with delays in schedule or for the timing of
peller characteristic (the example in figure B3
drydocking intervals. This margin is usually
shows 5 per cent light running margin only). This
deducted from the CMCR. Therefore, the 100 per
is in order to provide a sufficient torque reserve
cent power line is found by dividing the power at
whenever full power must be attained under un-
point ‘D’ by 0.85 to 0.90. The graphic approach to
favourable conditions. Normally, the propeller is
find the level of CMCR is illustrated in figures B2,
hydrodynamically optimized for a point ‘B’. The
B3 and B4.
trial speed found for ‘A’ is equal to the service
speed at ‘D’ stipulated in the contract at 90 per
In the examples two current methods are shown.
cent of CMCR.
Figure B2 presents the method of fixing point ‘B’
and CMCR at 100 per cent speed thus obtaining
The recommended light running margin originates
automatically a light running margin B–D of
from past experience. It varies with specific ship
3.5 per cent. Figures B3 and B4 show the method
designs, speeds, drydocking intervals, and trade

of plotting the light running margin from point ‘B’ to Line 2 is the overload limit. It is a constant mep
point ‘D’ or ‘Di’ (in our example 5 per cent) and then line reaching from 100 per cent power and
along the nominal propeller characteristic to obtain 93.8 per cent speed to 110 per cent power
the CMCR point. In the examples point ‘B’ was and 103.2 per cent speed. The latter is the
chosen to be at 90 per cent engine power. point of intersection between the nominal
propeller characteristic and 110 per cent
B3.5.1 Continuous service rating power.
(CSR=NOR=NCR)
Line 3 is the 104 per cent speed limit. For speed
Point ‘A’ represents power and speed of a ship derated engines (NCMCR ≤ 0.98 NMCR) this
operating at contractual speed in calm seas with a limit can be extended to 106 per cent if tor-
new clean hull and propeller. On the other hand, sional vibration limitations are not ex-
the same ship at the same speed requires a ceeded.
power/speed combination according to point ‘D’,
Line 4 is the overspeed limit at 108 per cent
shown in figure B2, B3 and B4, under service
speed. The overspeed range between
condition with aged hull and average weather. ‘D’
104 and 108 per cent speed is only per-
is then the CSR point.
missible during sea trials if needed to
demonstrate the ship’s speed at CMCR
B3.5.2 Contract maximum continuous
power with a light running propeller in the
rating (CMCR = Rx)
presence of authorized representatives of
the engine builder.
By dividing CSR by 0.90 (in our example), an
operational margin of 10 per cent is provided, see Line 5 reaches from 95 per cent power and
figures B2 and B3. The found point Rx, also speed to 45 per cent power and 70 per
designated as CMCR, can be selected freely cent speed. This represents a curve de-
within the layout field defined by the four corner fined by the equation:
points R1, R2, R3 and R4 (see figure B1).
2.45
B3.5.3 Engine optimisation point When approaching line 5 , the engine will
increasingly suffer from lack of scavenge
The RTA52U-B, RTA62U-B and RTA72U-B
air and its consequences. The area
engines are optimized for the selected CMCR
formed by lines 1 , 3 and 5 represents
point. The built-in variable injection timing (VIT)
feature provides lowest fuel consumptions at part the range within which the engine should
load. Other optimisation points than at CMCR are be operated. More specifically, the area
not regarded to be of advantage for these engines. which is limited by the nominal propeller
characteristic, 100 per cent power and line
B3.6 Load range limits 3 is recommended for continuous opera-
tion. The area between the nominal pro-
Once an engine is optimized at CMCR (Rx), the peller characteristic (figures B2, B3 and
working range of the engine is limited by the B4) and line 5 should be reserved for ac-
following border lines, refer to figure B2: celeration, shallow water and normal op-
erational flexibility.
Line 1 is a constant mep line through CMCR from
100 per cent speed and power down to
95 per cent power and speed.

Line 6 is defined by the equation:
2.45
through 100 per cent power and 93.8 per

cent speed.
The area above line 1 is the overload
range. It is only allowed to operate en-
gines in that range for a maximum dura-
tion 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 should only be used for
transient conditions, i.e. during fast accel-
eration. This range is called ‘service
range with operational time limit’. As al-
ready stated above, the area between the
nominal propeller characteristic and line
5 is not an ideal zone for continuous op-
eration of the engine.
F10.3149
B3.7 Load range with main-engine
Fig. B4 Load range diagram for an engine equipped with
driven generator a main-engine driven generator, whether it is a
shaft generator or a PTO-driven generator
The load range diagram with main-engine driven
generator, whether it is a shaft generator (S/G) B3.8 Definitions
mounted on the intermediate shaft or driven
through a power take off gear (PTO), is very similar Engine layout field:
to that in figure B3. The difference is the additional
power for the PTO, shown by curve ‘c’ in figure B4. Power/speed field within which the CMCR of an
This curve is not parallel to the propeller engine may be freely positioned. The four corner
characteristic without main-engine driven points of the engine layout field are R1, R2, R3 and
generator because of the varying magnitude of a R4 (refer also to B2).
constant power in a logarithmic scale. In the
example of figure B4, the main-engine driven Engine load range:
generator is assumed to absorb 5 per cent of the
nominal engine power. Admissible power/speed area of operation based
on the CMCR point (see also B2).
Of course, the CMCR point thus found must also
lie within the layout field of the engine as shown in
figure B1.

B3.9 Definition of light running margin 4. 1% deterioration in engine efficiency such

as:
The recommended ‘light running’ of a propeller • Fouling of scavenge air coolers;
under new hull, loaded sea trial condition, is to • Fouling of turbochargers;
compensate for the expected future drop in • Condition of piston rings;
revolutions for constant-power operation. The • Fuel injection system (condition and/or
range is between 3–7% of CMCR engine speed. timing);
• Increase of back pressure due to fouling of
Example: Under the following assumptions a light the exhaust gas boiler, etc.
running margin of 5–6% is required as follow:
• Drydocking intervals of ship: 5 years;

• Time between main engine overhauls: 2 years
or more;
• The full service speed must be attainable
under less than favourable conditions and
without exceeding 100 per cent mep, without
surpassing the torque limit.
1. 1.5–2% 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 4–5 average
service condition. For vessels with a pro-
nounced wind sensitivity, i.e. containerships
with 5–6 tiers of boxes on deck, this value will
be exceeded.
2. 1.5–2% increase of ship’s 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.

B4 Ambient temperature consideration
B4.1 Engine air inlet: operating tem-

peratures from 45°C to 5°C
Due to the high compression ratio, RTA series die-

sel engines do not require any special measures,
such as pre-heating the air at low temperatures,
even when operating on heavy fuel oil at part load
or idling. The only condition which must be fulfilled
is that the water inlet temperature to the scavenge
air cooler must not be lower than 25°C.
This means that:
• When combustion air is drawn directly from the

engine room, no pre-heating of the combus-
tion air is necessary.
• When the combustion air is ducted from out-
side the engine room and the air temperature
before the turbocharger does not fall below
5°C, no measures have to be taken.
The sea-water or the central fresh water cooling

system permits the recovery of the engine’s dissi-
pated heat and maintains the required scavenge
air temperature after the scavenge air cooler by re-
circulating part of the warm water to the scavenge
air cooler.
The scavenge air cooling water inlet temperature

is to be maintained at a minimum of 25°C. This
means that the scavenge air cooling water will
have to be pre-heated in the case of low tempera-
ture operation. The required heat at low power is
obtained from the lubricating oil cooler and the en-
gine cylinder cooling.

B4.2 Engine air inlet: arctic conditions

at operating temperatures below
5°C
Under arctic conditions the ambient air tempera-

tures can meet levels below –50°C. If the combus-
tion air is drawn directly from outside, these en-
gines may operate over a wide range of ambient air
temperatures between arctic condition and tropical
(design) condition (45°C).
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 5°C, the air F10.1965
density increases to such an extent that the maxi- Fig. B6 Blow-off effect at arctic conditions
mum 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 B5.
F10.1964
Fig. B5 Scavenge air system for arctic conditions
There are up to three blow-off valves fitted on the

scavenge air receiver. In the event that the air inlet
temperature to the scavenge air cooler is below
5°C the first blow-off valve vents. For each actu-
ated blow-off valve, a higher suction air tempera-
ture is simulated by reducing the scavenge air
pressure and thus the air density. The second
blow-off valve vents automatically as required to
maintain the desired relationship between scav-
enge and firing pressures. Figure B6 shows the ef-
fect of the blow-off valves to the air flow, the ex-
haust gas temperature after turbine and the firing
pressure.


C1. RTA52U-B engine
C1 RTA52U-B engine
C1.1 Engine description
The Sulzer RTA52U-B type engine is a low-

speed, direct-reversible, single-acting, two-stroke
engine, comprising crosshead-guided running
gear, hydraulically operated poppet-type exhaust
valves, turbocharged uniflow scavenging system
and oil-cooled pistons.
The Sulzer RTA52U-B is designed for running on
a wide range of fuels from marine diesel oil (MDO)
to heavy fuel oils (HFO) of different qualities.
Main parameters:
Bore 520 mm
Stroke 1800 mm
Power (MCR) 1600 kW/cyl
Speed (MCR) 137 rpm
Mean effect. press. 18.3 bar
Mean piston speed 8.2 m/s
Number of cylinders 5 to 8
Remark: * The direction of rotation looking always
from the propeller towards the engine is
It is available with five to eight cylinders rated at clockwise as standard.
1600 kW/cyl to provide a maximum output for the Note: This illustration of the cross section is
considered as general information only
eight-cylinder engine of 12 800 kW. Overall sizes F10.4163
range from 6.7 m in length to 8.6 m in height for Fig. C1 Sulzer RTA52U-B cross section
the five-cylinder engine and 9.5 m in length to
8.6 m in height for the eight-cylinder engine. Dry 1. Welded bedplate with integrated thrust
weights range from 210 tonnes for the five-cylin- bearings and large surface main bearing
der to 300 tonnes for the eight-cylinder model. shells.
Refer to table A1 for primary engine data. 2. Sturdy engine structure with low stresses and
high stiffness comprising A-shaped fabricated
The further development of the RTA52U-B range double-wall columns and cylinder blocks
to provide an engine for ships concentrated attached to the bedplate by pre-tensioned
around providing power and reliability at the re- vertical tie rods.
quired service speeds. The well-proven bore- 3. Fully built-up camshaft driven by gear wheels
cooling principle for pistons, liners, cylinder covers housed in a double column located at the
and exhaust valve seats is incorporated with vari- driving end.
able injection timing (VIT) which maintains the 4. A combined injection pump and exhaust valve
nominal maximum firing pressure within the power actuator unit for two cylinders each. Camshaft
range 100 per cent to 85 per cent. driven fuel pump with double spill valves for
timing fuel delivery to uncooled injectors.
Refer to figure C1 and the following text for the Camshaft-driven actuator for hydraulic drive
characteristic design features: of poppet-type exhaust valve working against
an air spring.
Wärtsilä NSD Switzerland Ltd C–1 25.28.07.40 – Issue XII.98 – Rev. 0

C1. RTA52U-B engine
5. 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. Speed control system according
to chapter D2.3.
6. Rigid cast iron cylinder monoblock or iron
jacket moduls bolted together to form a rigid
cylinder block.
7. Special grey cast iron, bore-cooled cylinder
liners with load dependent cylinder
lubrication.
8. Solid forged or steel cast, bore-cooled
cylinder cover with bolted-on exhaust valve
cage containing Nimonic 80A exhaust valve.
9. Constant-pressure turbocharging system
comprising exhaust gas turbochargers and
auxiliary blowers for low-load operation.
10. Uniflow scavenging system comprising
scavenge air receiver with non-return flaps.
11. Oil-cooled piston with bore-cooled crowns
and short piston skirts.
12. Crosshead with crosshead pin and
single-piece white metal large surface
bearings. Elevated pressure hydrostatic
lubrication.
13. Main bearing cap jack bolts for easy assembly
and disassembly of white-metalled shell
bearings.
14. White-metalled type bottom-end bearings.
15. Semi-built crankshaft.
The following option is also available:
Power take off for main-engine driven generator
25.28.07.40 – Issue XII.98 – Rev. 0 C–2 Wärtsilä NSD Switzerland Ltd

C1. RTA52U-B engine
C1.2 Engine data

C1.2.1 Reference conditions C1.2.3 Ancillary system design
parameters
If the engine is operated in the ambient condition
range between reference conditions and design The layout of the ancillary systems of the engine
(tropical) conditions its performance is not af- bases on the performance of its specified rating
fected. point Rx (CMCR). The given design parameters
must be considered in the plant design to ensure
The engine performance data BSFC, BSEF and a proper function of engine and ancillary systems.
tEaT in figures C2, C3 and C4 are based on refer- • Cylinder water outlet temp. : 85°C
ence conditions as shown below. They are fol- • Oil temperature before engine : 45°C
lowing the ISO Standard 3046-1: • Exhaust gas back pressure
at rated power (Rx) : 300 mm WG
• Air temperature before blower : 25°C
• Engine room ambient air temp. : 25°C The engine power is independent from ambient
• Coolant temp. before SAC : 25°C for SW conditions. The cylinder water outlet temperature
• Coolant temp. before SAC : 29°C for FW and the oil temperature before engine are system-
• Barometric pressure : 1000 mbar internally controlled and have to remain at the spe-
cified level.
The reference value for the fuel lower calorific
value (LCV) follows an international marine con- C1.2.4 Estimation of engine
vention. The specified LCV of 42.7 MJ/kg differs performance data
from the ISO Standard.
To estimate the engine performance data BSFC,
C1.2.2 Design conditions BSEF and tEaT for any engine rating Rx in the de-
fined rating field, figures C2, C3 and C4 may be
The design data for the ancillary systems are used.
based on standard design (tropical) conditions
as shown below. They are following the IMO-2000 The estimation of the performance data for any en-
recommendations. gine power will be done with the help of a computer
• Air temperature before blower : 45°C program, the so-called winGTD, which is enclosed
• Engine ambient air temp. : 45°C in this book in the form of a CD-ROM.
• Coolant temp. before SAC : 32°C for SW
• Coolant temp. before SAC : 36°C for FW If needed we offer a computerized information ser-
• Barometric pressure : 1000 mbar vice to analyse the engine’s heat balance and de-
termine main system data for any rating point
The reference value for the fuel lower calorific within the engine layout field.
value (LCV) of 42.7 MJ/kg follows an international For details of this service please refer to chapters
marine convention. C1.5 and F.
The installation of the winGTD and the hardware
specification are explained in chapter F.

C1. RTA52U-B engine
C1.2.4.1 Estimating brake specific fuel

consumption (BSFC)
Example:
Estimation of BSFC for 7RTA52U-B CMCR (Rx)

specified and for reference condition:
Power (R1) = 11 200 kW
Speed (R1) = 137 rpm
Power (Rx) = 85.0% R1 = 9 520 kW
Speed (Rx) = 89.8% R1 = 123 rpm
BSFC (R1) = 174 g/kWh
BSFC at Rx-point:
DBSFC – 1.9 g/kWh (figure C2)
BSFC (Rx) = 174 – 1.9 = 172.1 g/kWh
For design (tropical) conditions add 3 g/kWh to

the calculated values.
Please note that any BSFC guarantee

must be subject to confirmation
by the engine manufacturer.
Derating and part load performance figures can be

obtained from the winGTD-program which is en-
closed in this book in the form of a CD-ROM.
F10.3877
Fig. C2 Estimation of BSFC for Rx

C1. RTA52U-B engine
C1.2.4.2 Estimating brake specific ex-

haust gas flow (BSEF)
Example:
Estimation of BSEF for 7RTA52U-B CMCR (Rx)

Power (R1) = 11 200 kW
Power (Rx) = 85.0% R1 = 9 520 kW
Speed (Rx) = 89.8% R1 = 123 rpm
BSEF (R1) = 8.2 kg/kWh
BSEF at Rx-point:
DBSEF + 0.17 kg/kWh (figure C3)
BSEF (Rx) = 8.2 + 0.17= 8.37 kg/kWh
For design (tropical) conditions subtract

0.4 kg/kWh from the calculated values.
The estimated brake specific exhaust gas

flows are within a tolerance of ± 5 per cent.
An increase of BSEF by 5 per cent corresponds
to a decrease of the tEaT by 15°C.
Please note that any BSEF figure

F10.3878
Fig. C3 Estimation of BSEF for Rx by the engine manufacturer.


C1. RTA52U-B engine
C1.2.4.3 Estimating temperature of

exhaust gas after turbocharger
(tEaT)
Example:
Estimation of tEaT for 7RTA52U-B CMCR (Rx)

Power (R1) = 11 200 kW
Power (Rx) = 85.0% R1 = 9 520 kW
Speed (Rx) = 89.8% R1 = 123 rpm
tEaT (R1) = 275°C
tEaT at Rx-point:
DtEaT –9°C (figure C4)
tEaT (Rx) = 275 – 9 = 266 °C
For design (tropical) conditions add 30°C to

calculated values.
The estimated temperatures after
turbocharger are within a tolerance of ± 15°C.
An increase of tEaT by 15°C corresponds to a
decrease in BSEF of 5 per cent.
Please note that any tEaT figure

F10.3879
Fig. C4 Estimation of tEaT for Rx


C1. RTA52U-B engine
C1.2.5 Vibration aspects C1.2.5.2 Axial vibration
As a leading designer and licensor we are con- The shafting system is also able to vibrate in the
cerned that satisfactory vibration levels are ob- axial direction. This vibration is due to the axial ex-
tained with our engine installations. The assess- citations coming from the engine and the propeller.
ment and reduction of vibration is subject for
continuous research and we have developed ex- In order to limit the influence of these excitations
tensive computer software, analytical procedures and limit the level of vibration, an integrated axial
and measuring techniques to deal with the subject. detuner/damper is fitted to the crankshaft of all Sul-
For successful design the vibration behaviour zer RTA engines. In rare cases (e.g. five-cylinder
needs to be calculated over the whole operating engines and very stiff intermediate and propeller
range of the engine and propulsion system. shafts) the influence of axial vibration may be ap-
parent at the engine top. This can be reduced by
C1.2.5.1 Torsional vibration longitudinal friction stays attached to the ship’s
structure.
This involves the whole shafting system compris-
ing crankshaft, propulsion shafting, propeller, en- C1.2.5.3 Hull vibration
gine running gear, flexible couplings and power
take off. It is caused by gas and inertia forces as The hull and accommodation are susceptible to
well as by the irregularities of the propeller torque. vibration caused by the propeller, machinery and
sea conditions. Controlling hull vibration is
It is vitally important to limit torsional vibration in achieved by a number of different means and may
order to avoid damage to the shafting. If the vibra- require fitting longitudinal and lateral stays to the
tion at a critical speed reaches dangerous stress main engine and installing second order balancers
levels, the corresponding speed range has to be on each end of the main engine. These balancers
passed through rapidly (barred-speed range). are available for our engines and involve counter-
However, barred-speed ranges can be reduced, weights rotating at twice the engine speed. There
shifted, and in some cases avoided by installing a are also electrically driven secondary balancers
heavy flywheel at the driving end and/or a tuning available for mounting at the aft end of the ship and
wheel at the free end or a torsional vibration which are tuned to the engine’s operating speed
damper at the free end of the crankshaft. and controlled in accordance with it.
Torsional vibration dampers of various designs are Eliminating hull vibration requires co-operation be-
available to reduce energy on different levels of tween the propeller manufacturer, naval architect,
vibration. shipyard and engine builder.
Lower energy vibrations are absorbed by viscous
dampers. C1.2.5.4 Estimation of engine vibration
Higher energy vibrations are absorbed by a spring data
loaded damper type. In this case the damper is
supplied with oil from the engine’s lubricating sys- The RTA52U-B engine has been designed to elim-
tem and the heat dissipated can range from 20 kW inate free forces and minimize unbalanced exter-
to 60 kW depending on the size of the damper. nal couples of first and second order.
However, different numbers of cylinders, rating

point and engine tuning affect the magnitude of
these couples and if unchecked, result in vibration.

C1. RTA52U-B engine
Figure C5 is a representation of the engine show-

ing the free couples of mass forces and the torque
variation about the centre lines of the engine and
crankshaft.
M1V is the first order couple having a vertical com-
ponent.
M1H is the first order couple having a horizontal
component.
M2V is the second order couple having a vertical
component.
∆M is the reaction to variations in the nominal
torque.
Reducing the first order couples is achieved by
counterweights installed at both ends of the crank-
shaft.
The second order couple is larger on 5 and 6 cylin-
der engines than it is on engines of 7 and 8 cylin-
ders, however it is reduced to acceptable levels by F10.1931
fitting second order balancers.
Fig. C5 External couples and forces
It is important to establish at the design stage what

the ship’s vibration form is likely to be. Table C1 will
assist in assessing the effects of fitting the chosen
RTA52U-B.
Free couples of mass forces Torque variation

R1 / R2 R3 / R4 R1 R2 R3 R4
ers
cy nder
1st order 2nd order 1st order 2nd order

peed
ed
peed
ed
ber of cylin
with with without with*) with with without with*)

ngine sp
ngine sp
standard non-standard standard non-standard

2nd-order 2nd-order
counter- counter- counter- counter-
balancer balancer
weights weights weights weights
umb
En
En
M1V M1H M1V M1H M2V M2V M1V M1H M1V M1H M2V M2V ∆M ∆M ∆M ∆M
Nu
[rpm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm] [rpm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm]
5 126 112 – – 1271 565 81 72 – – 819 364 710 717 698 695
6 137 0 0 – – 884 144 110 0 0 – – 570 93 500 556 500 512
7 76 65 – – 257 – 49 42 – – 166 – 391 451 391 411
8 260 216 – – 0 – 168 139 – – 0 – 275 350 275 305
Remarks: *) These data refer to engines equipped with ELBA (electrical balancer) at the free end together with a gear-driven
integrated balancer at the driving end.
Table C1 Free couples of mass forces and torque variations T10.3880

C1. RTA52U-B engine
As mentioned earlier the results of vibration analy-

sis may lead to fitting engine stays. The lateral
components of the forces acting on the cross-
heads may induce lateral rocking, depending on
the number of cylinders and the firing sequence.
These forces may be transmitted to the engine

seating structure, and induce local vibrations.
These vibrations are difficult to predict and strongly
depend on the engine foundation, frame stiffness
and pipe connections. For this reason, we recom-
mend consideration of lateral stays (please refer to
table C3 ‘Countermeasures for dynamic effects’),
either of the hydraulic or friction type early in the
design stage.
Figure C6 illustrates typical attachment points for

lateral stays. Friction stays are installed on the en-
gine exhaust side only.
F10.3588
Fig. C6 Typical attachment points for lateral stays

C1. RTA52U-B engine
R1: 137 rpm 1600 kW/cyl

R2: 137 rpm 1120 kW/cyl
Engine ratings
R3: 110 rpm 1285 kW/cyl
R4: 110 rpm 1120 kW/cyl
Lateral forces
and moments FL ML FL ML FL ML FL ML
No. of [kN] [kNm] [kN] [kNm] [kN] [kNm] [kN] [kNm]
Rating
cyl.
Harmonic orders 5 10 – –
R1 239 0 21 0 – – – –
5 R2 223 0 33 0 – – – –
R3 229 0 21 0 – – – –
R4 220 0 27 0 – – – –
Harmonic orders 3 4 6 –
R1 0 160 0 212 155 0 – –
6 R2 0 52 0 187 167 0 – –
R3 0 327 0 207 155 0 – –
R4 0 267 0 195 153 0 – –
R1 0 175 0 602 130 0 – –
7 R2 0 56 0 533 144 0 – –
R3 0 358 0 589 130 0 – –
R4 0 292 0 555 132 0 – –
Harmonic orders 3 4 5 8
R1 0 224 0 244 0 555 87 0
8 R2 0 72 0 216 0 518 105 0 F10.1935
R3 0 458 0 239 0 532 87 0
Fig. C7 ‘H-type’ and ‘X-type’
R4 0 374 0 226 0 511 93 0 modes of engine vibration
Table C2 Guide forces and moments T10.3882
The value of lateral forces

and moments of other
engine ratings and orders
are available on request.

C1. RTA52U-B engine
C1.2.5.5 Summary
The following table C3 indicates where special installations incorporate PTO arrangements
attention is to be given to dynamic effects and the further investigation is required and Wärtsilä NSD
countermeasures required to reduce them. Where Switzerland Ltd, Winterthur, should be contacted.
Number of cylin- External couples Torsional Axial Lateral Longitudinal

ders vibration vibration rocking rocking
2nd order balancer side-stays longitudinal-stays
5 B *1) *2) A B
6 B *1) *2) B C
7 C *1) *2) C C
8 C *1) *2) A C
Remarks: *1) Detailed calculations have to be carried out for every installation, countermeasures to be selected accordingly
(shaft diameter, critical or barred speed range, damper).
*2) An integrated axial detuner is fitted as standard.
A: The countermeasure indicated is needed.

B: The countermeasure indicated may be needed and provision for the corresponding countermeasure
is recommended.
C: The countermeasure indicated is not needed.
Table C3 Countermeasures for dynamic effects T10.3883

C1. RTA52U-B engine
C1.2.5.6 Questionnaire about engine vibration
To enable us to provide the most accurate information and advice on protecting the installation and vessel from the effects of
main engine/propeller induced vibration, please photocopy this questionnaire and send us the completed copy.
Client specification
Client name
Owner, yard, consultant, other:
Address:
Department, reference:
Country: Tel., telefax, telex:
Contact person:
Project
Type, size of vessel: Owners name (if available):
Wärtsilä NSD Switzerland Ltd representative:
Engine specification
Engine type: Sulzer RTA52U-B Engine speed [rpm]:
Engine power [kW]: Engine rotation: [clockwise] / [anticlockwise]
Barred speed range accepted: [Yes] / [No]
Power take off specification

PTO: [Yes] / [No] (If ‘Yes’ please continue, if ‘No’ continue with ‘Shafting’)
ConSpeed type:
Gear
Manufacturer: Drawing number:
(detailed drawings with the gearwheel inertias and gear ratios to be enclosed)
Clutches/elastic couplings
(detailed information of type/manufacturer of all clutches and/or elastic couplings used, to be enclosed)
PTO – Generator
Manufacturer: Type:
Generator speed [rpm]: Rated voltage [V]:
Rated apparent power [kVA]: Power factor [cos ϕ]:
Rotor inertia [kgm2]: Drawing number:
Shafting
(detailed drawings with the propulsion shafting used, to be enclosed)
Propeller
Pitch: [fixed] / [controllable]
Manufacturer: Number of blades:
Drawing number: Diameter [m]:
Mass [kg]: Expanded area blade ratio:
Mean pitch [m]:
Inertia without water [kgm2]: Inertia with water [kgm2]:
General
Order number: Deadline:

C1. RTA52U-B engine
C1.2.6 Turbocharger and scavenge air cooler

The selection of turbochargers covering the types The data can be calculated directly by the
ABB VTR, MHI MET and MAN NA is shown in winGTD-program (see chapter F). Some details of
figure C8 to C10. The selection of scavenge air the scavenge air coolers (SAC) and turbochargers
coolers follows the demand of the selected are shown in figure C4 and C5.
turbochargers.
Sea- and fresh water: Single-stage scavenge air cooler
Cooler Water flow Design air flow Pressure drop Water content Insert
[m3/h] [kg/h] Water [bar] *1) Air [mbar] *1) [dm3/cooler] Length [mm] Mass [tonnes]
SAC 15 157 90 000 0.7 30 420 2024 3.0
SAC 17 128 57 600 0.6 30 270 1654 2.3
Table C4 Scavenge air cooler details T10.3884
Type VTR454 VTR564 ––

ABB
Mass [tonnes] 3.4 6.7 ––
Type MET53SD MET66SD ––
MHI
Type NA40/S NA48/S NA57/T9
MAN
Mass [tonnes] 2.2 3.7 5.1
Table C5 Turbocharger details T10.3885

C1. RTA52U-B engine
C1.2.6.1 Turbocharger and scavenge air cooler selection

ABB VTR, Mitsubishi MET and MAN NA type The SAC and TC selection is given in the layout
turbochargers have been approved by Wärtsilä fields in figures C8 to C10 .
NSD Switzerland.
F10.3886
Fig. C8 Turbocharger and scavenge air cooler selection (ABB VTR type tubochargers)

C1. RTA52U-B engine
F10.3893
Fig. C9 Turbocharger and scavenge air cooler selection (MHI MET type tubochargers)

C1. RTA52U-B engine
F10.3902
Fig. C10 Turbocharger and scavenge air cooler selection (MAN NA type tubochargers)

C1. RTA52U-B engine
C1.2.7 Auxiliary blower

For manoeuvring and operating at low powers, Table C6 shows the number of blowers and the
electrically driven auxiliary blowers must be used power required (the indicated power applies only
to provide sufficient combustion air. for WNSD specified blowers).
Number of cylinders
5 6 7 8
Auxiliary air blowers required 2 2 2 2
Max. power consumption per blower 50 Hz 19 20 20 20

(shaft output) *1) [kW] 60 Hz 21 25 25 25
Remark: *1) The output of the installed electric motor should be at least 10% higher than the maximum power demand at the shaft of the
auxiliary blower.
Table C6 Auxiliary blower requirements T10.3888
C1.2.8 Turning gear requirements

Table C7 shows approximative power requirement of the turning gear.
Number of cylinders El. mot. power El. mot. speed Main supply
[kW] [rpm]
5
6 2.2 1800 440 V / 60Hz
7
8
5
6 1.8 1500 380 V / 50 Hz
7
8
Table C7 Approximative turning gear requirements T10.3889

C1. RTA52U-B engine
C1.2.9 Pressure and temperature ranges

Table C8 represents a summary of the required the pressure losses in the piping system, filters,
pressure and temperature ranges at continuous coolers, valves, etc., and the vertical level
service rating (CSR). The gauge pressures are pressure difference between pump suction and
measured about 4 m above the crankshaft centre pressure gauge to the values in the table below.
line. The pump delivery head is obtained by adding
Medium System Location of Gauge pres- Temperature

measurement sure [bar] [° C]
Min. Max. Min. Max. Diff.
Inlet 3.0 5.0 – – approx.
a rox.
Cylinder cooling
Outlet cylinder – – 80 90 15
Inlet TC 1.0 4.5 65 – approx
a rox
Turbine cooling
Fresh water Outlet TC – – – 90 10
ooling
Inlet 1.0 4.0 25 36

LT circuit
air coo
*3)
(single-stage SAC)
Outlet – – – –
ea
avenge
Inlet 1.0 4.0 25 32

Scav
Sea water
Sea-water Conventional cooling *3)
Outlet – – – 57
Lubricating oil Crosshead bearing Inlet 10.0 12.0 40 50 –

(high pressure) Free-end balancer Inlet 4.5 6.0 – – –
PTO Free-end gear coupling (Geislinger) Inlet 2.8 3.6 – – –
Main bearing Inlet 2.8 3.6 40 50 –
Inlet 2.8 3.6 40 50
Piston cooling max 30
max.
Lubricating oil
(low pressure)
ressure) Thrust bearing Outlet – – – 60 –
Torsional vibration damper
Supply 1.0 – – – –
(if steel spring damper is used)
Integrated axial vibration detuner Supply 2.8 3.6 – – –
Turbocharger bearing Housing – – – 120 –
Booster (injection pump) Inlet 7.0 *1) 10.0 *2) – 150 –
Fuel oil
After retaining valve (injection pump) Return 3.0 5.0 – – –
Intake from engine room (pressure drop) Air filter / Silencer 100 mmWG – – –
Intake from outside (pressure drop) Ducting and filter 200 mmWG – – –
Scavenge air
New SAC 300 mmWG – – –
Cooling (pressure drop)
Fouled SAC 500 mmWG – – –
Starting air Engine inlet – 25 or 30 – – –
Air Control air Engine inlet 6.5 9.0 – – –
Air spring of exhaust valve Main distributor 6.5 8.0 – – –
Deviation
After cylinder – – – 515
Receiver ±50
Exhaust gas TC inlet – – – 515 –
Design max. 300 mmWG – – –
Manifold after turbocharger
Fouled max. 500 mmWG – – –
Remark: *1) At 100 % engine power.

*2) At stand-by condition; during commissioning of the fuel oil system the fuel oil pressure is adjusted to 10.0 bar.
*3) The water flow has to be within the prescribed limits.
Table C8 Pressure and temperature ranges T10.3890

C1. RTA52U-B engine
C1.3 Installation data

C1.3.1 Dimensions, masses and dismantling heights
F10.3891
Fig. C11 Engine dimensions
Number of cylinders 5 6 7 8
A 5 653 6 573 7 493 8 413
Dimensions
Di i iin mm with
iha B 3 030
approx ± 10 mm
tolerance of approx.
C 1 150
D 7 476
E 3 950
F1 8 745
F2 8 219
F3 8 775
G 1 595
I 570
K 480
L 1 275
M 920
N 656
O 2 285
T 6 950
V(1) 3 365
V(2) 3 286
Net engine mass without oil / water [tonnes] 210 250 270 300
Minimum crane capacity [tonnes] 3.0
Remark: F1 min. crane hook height for vertical withdrawal

F2 min. height of ceiling for tilted piston removal when using a double jib crane
F3 min. height of ceiling for vertical withdrawal when using a double jib crane
V(1) dimension across turbocharger VTR564 with SAC15
Mass calculated according to nominal dimensions of drawings, including
turbochargers and SAC (specified for R1 and ABB turbochargers), pipings and platforms
Table C9 Dimensions and masses T10.3892

C1. RTA52U-B engine
C1.3.2 Engine outlines

The following engine outline illustrations are produced to a scale. They each represent R1-rated engine
arrangements with ABB VTR turbocharger.
C1.3.2.1 Engine outline 5RTA52U-B
F10.3894
Fig. C12 5RTA52U-B engine outline

C1. RTA52U-B engine
F10.3895

C1. RTA52U-B engine
F10.3896

C1. RTA52U-B engine
’ ’
F10.3897

C1. RTA52U-B engine
C1.3.2.5 Engine seating
Note:
This is a typical example, other foundation arrangements may be possible.
F10.3898
Fig. C16 Engine foundation for RTA52U-B engine seating with epoxy resin chocks

C1. RTA52U-B engine
C1.4 Auxiliary power generation

C1.4.1 General information
C1.4.1.1 Introduction
This chapter covers a number of auxiliary power Although the waste heat option is less attractive
arrangements for consideration. However, if your now, due to improved combustion and lower
requirements are not fulfilled, please contact our exhaust gas temperatures, it is still a practical
representative or consult Wärtsilä NSD proposition for engines employed on long
Switzerland Ltd, Winterthur, directly. Our aim is to voyages. The electrical power required when
provide flexibility in power management, reduce loading and discharging cannot be met with a
overall fuel consumption and maintain uni-fuel main-engine driven generator or with the waste
operation. heat recovery system, and for vessels employed
on comparatively short voyages the waste heat
The sea load demand for refrigeration system is not viable. Stand-by diesel generator
compressors, engine and deck ancillaries, sets (Wärtsilä or Sulzer GenSet), burning heavy
machinery space auxiliaries and hotel load can be fuel oil or marine diesel oil, available for use in port,
met using a main-engine driven generator, by a when manouevring or at anchor, provide the
steam-turbine driven generator utilising waste flexibility required when the main engine power
heat from the engine exhaust gas, or simply by cannot be utilised.
auxiliary generator sets. Refer to chapter C1.4.4 of this ESPM for details
of the Sulzer S20U GenSet.
F10.3899
Fig. C17 Heat recovery system layout

C1. RTA52U-B engine
C1.4.1.2 System description and layout

Although initial installation costs for a heat
recovery plant are relatively high, these are offset
by fuel savings if maximum use is made of the
steam output, i.e., electrical power, space heating,
tank heating, fuel and water heating, and
domestics.
C1.4.2 Waste heat recovery
Before any decisions can be made about installing F10.0476

a waste heat recovery system the steam and
Fig. C19 Tunnel PTO gear
electrical power available from the exhaust gas is
to be established.
The following is a key to the illustrations:
C1.4.3 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
generator is driven through a free-end or tunnel
PTO gear with frequency control provided by
thyristor inverters or constant-speed gears. F10.3514
Fig. C20 Key to illustrations

C1.4.3.1 Arrangements of PTO
We have defined two gear types with different
Figures C18 and C19 illustrate the PTO options. If categories of installations and compared them with
your particular requirements are not covered, various CMCR ratings for speed and number of
please do not hesitate to contact our cylinders. Table C10 is to assist your selection by
representative or Wärtsilä NSD Switzerland Ltd, advising which PTO arrangements are suitable
Winterthur, directly. when vibration behaviour is taken into
consideration; the designations F1 to F5 as well as
T1 to T5 from figures C18 and C19 are to be
compared with the ‘Engine arrangement’ column.
PTO
Category Engine arrangement
gear type
Free end F1 to F5 all engines
Tunnel T1 to T5 all engines
F10.0475
Fig. C18 Free-end PTO gear Table C10 PTO feasibility T10.0472

C1. RTA52U-B engine
C1.4.3.2 PTO options C1.4.3.4 PTO Tunnel
Table C11 presents the PTO options for power and The tunnel gear is similar to the free-end gear but
speed available for the RTA52U-B engine mounted at the intermediate propeller shaft.
depending on the gear type. Positioning the PTO gear in that area of the ship
depends upon the amount of space available.
Dimensions and masses as well as arrangement
PTO with without drawings are available on request.
gear type ConSpeed ConSpeed
Free end
C1.4.3.5 Constant-speed gear
Generator speed 1000, 1200, 1500, 1800
[rpm]
The constant-speed gear unit, available for free-
700 700 end and tunnel gear, is coupled to the main engine
Power 1200 1200 PTO to provide controlled constant speed of the
[kWe] 1800 1800 generator drive when the main engine speed is va-
*1) *1) ried over a range of 70–104 per cent. It uses the in-
Tunnel herent variable-ratio possibilities of epicyclic
1000, 1200, 1500, 1800 gears, combining the epicyclic gear itself with hy-
Generator speed
[rpm] draulic variable transmission. The generator sup-
ply frequency is maintained within extremely nar-
700
to suit
row limits by the fast response of the
Power 1200
the ship constant-speed gear to input speed variations. It
[kWe] 1800 requirement also allows for continuous parallel operation be-
*1)
tween PTO generator and auxiliary diesel
Remark: *1) Higher powers on request generator(s).
Table C11 PTO options for power and speed T10.2864
C1.4.3.3 Free-end PTO
The free-end gear requires no additional

foundation. The gear box is flange coupled directly
to the free end of the engine crankshaft and adds
approximately 1 meter to the overall length whilst
making allowances for ease of access.

C1. RTA52U-B engine
C1.4.4 Sulzer S20U diesel generator set

The Sulzer S20U packaged generator sets shown Its main features are:
below in figure C21 are ideally suited to provide • Real heavy fuel oil capability to ISO class
electrical power, in combination with a PTO driven RMH55 up to 730 cSt viscosity at 50°C;
generator or as independent units. Further gener- • Clean combustion;
ator set alternatives are available from Wärtsilä • Low fuel consumption down to 195 g/kWh at
NSD upon request. full power;
The Sulzer S20U is a four-stroke, medium-speed, • Designed for at least two years running be-
non-reversible, turbocharged diesel engine spe- tween major overhauls in HFO operation and
cifically designed for reliable, continuous operation up to four years running on MDO.
on both heavy fuel oil (HFO) or marine diesel oil
(MDO). It is mounted on a common base frame
with the generator and all auxiliaries. The complete Number 900 rpm 1000 rpm
of
unit is elastically supported from the ships floor. cylinders 60 Hz 50 Hz
4 640 kW 700 kW
The Sulzer S20U diesel generator set has the fol- 6 960 kW 1050 kW
lowing main particulars: 8 1280 kW 1400 kW
Bore = 200 mm 9 1440 kW 1575 kW
Stroke = 300 mm
Table C12 Engine data for Sulzer S20U T10.3180
Number of cylinders = 4, 6, 8, 9 in-line
Power (engine) = 640–1575 kW
Power (electrical) = 600–1490 kWe
Speed = 900 and 1000 rpm
F10.0007
Fig. C21 Sulzer S20U diesel generator set

C1. RTA52U-B engine
C1.5 Ancillary systems
Sizing engine ancillary systems, i.e. for fresh

water, lubricating oil, fuel oil, etc., depends on the
contract maximum engine power. If the expected
system design is outside the scope of this book
please contact our representative or Wärtsilä NSD
Switzerland Ltd, Winterthur, directly.
C1.5.1.2 Part-load data
The engine part-load data can be determined with

the help of the winGTD-program which is enclosed
in this manual in the form of a CD-ROM (see
chapter F).
C1.5.1.3 Engine system data
The data contained in the following tables com-

prises maximum values applicable to the full power
range (R1) of each five- to eight-cylinder engine at
design (tropical) conditions. They are suitable for
estimating the size of ancillary equipment.
A PC computer program on CD-ROM called-

winGTD enables the user to obtain all full load, de-
rating and part load engine data and capacities. It
is included in this document (see chapter F).
However, for convenience or final confirmation

when optimizing the plant, Wärtsilä NSD Switzer-
land Ltd provide a computerized calculation ser-
vice.
Please complete in full the questionnaire on the
next page to enable us to supply the necessary
data.

C1. RTA52U-B engine
C1.5.1.3.1 Questionnaire for engine data (winGTD, see chapter F)

In order to obtain computerized engine perform- please send completed copy of this questionn-
ance data and optimized ancillary system data, aire to:
Wärtsilä NSD Switzerland Ltd, PO Box 414,

Dept. 4043, CH-8401 Winterthur, Switzerland.
or fax:
Fax No. +41 52 262 07 07 Telex No. 896659NSDL CH
Company:
Name:
Address:
Department:
Country:
Telephone:
Telefax:
Telex:
Date of contact:
Project specification
Project number:
Shipowner, country:
Shipyard, country:
Project manager:
Wärtsilä NSD representative:
Number of cylinders: RTA52U-B
PTO: f Yes j No (continue to ‘Rating point’ below)
(see PTO options table C11 )
Max. PTO [kW] f 700 f 1200 f 1800 f
Constant-speed output: f Yes j No (continue to ‘Rating point’ below)
Speed [rpm]: f 1000 f 1200 f 1500 f 1800
Rating point (CMCR = Rx)

Power: kW
Speed: rpm
Cooling system specification

j Conventional sea-water cooling
j Central fresh water cooling with single-stage scavenge air cooler
Calculations are based on an operating mode according to propeller law and design (tropical) conditions.

C1. RTA52U-B engine
C1.5.1.3.2 Full power (R1) engine system data for conventional sea-water cooling system
Engine equipped with

ABB VTR turbochargers*
*for Mitsubishi or MAN turbochargers

use data from the winGTD program
(see chapter F).
F10.1906
Fig. C22 Conventional sea-water cooling system
Remark: *1) Excluding heat and oil flow for balancer, damper (see chapter C1.2.5) and PTO gear (see table C11).
*2) Available heat for boiler with gas outlet temperature 170°C and temperature drop 5°C from turbine to boiler.
*3) For 12 starts and refilling time 1 hour.
*4) Pressure difference across pump (final delivery head must be according to the actual piping layout).
Table C13 R1 data for conventional sea-water cooling system for engines with ABB VTR turbochargers. T10.3901

C1. RTA52U-B engine
C1.5.1.3.3 Full power (R1) engine system data for central fresh water cooling system
(single-stage)


(see chapter F).
F10.1907
Fig. C23 Central fresh water cooling system, single-stage SAC
Table C14 R1 data for central fresh water cooling system for engines with ABB VTR turbochargers, single-stage SAC T10.3903

C1. RTA52U-B engine
C1.5.2 Piping systems

C1.5.2.1 Cooling and pre-heating water systems
C1.5.2.1.1 Conventional sea-water cooling system

Figure C24 is a schematic layout of a conventional being placed in series and the scavenge air cooler
sea-water cooling system. Two pumps, one run- which is arranged in parallel to the former named
ning and one on stand-by, circulate sea-water from ones. A temperature regulating valve controls re-
the high or low sea chest suctions through the circulation and overboard discharge. The cooling
lubricating oil and cylinder cooling water coolers water inlet temperature must not be lower than
25°C.
F10.0509
Fig. C24 Conventional sea-water cooling system layout

C1. RTA52U-B engine
C1.5.2.1.2 Central fresh water cooling system

The central cooling system in figure C25 reduces Optimizing central cooling results in lower overall
the amount of sea-water pipework and its attend- running costs when compared with the conven-
ant problems and provides for improved cooling tional sea-water cooling system.
control.
*1)
F10.3603 *1) Setpoint for temperature control valve

Fig. C25 Central fresh water cooling layout for single-stage scavenge air cooler

C1. RTA52U-B engine
C1.5.2.1.3 Cylinder cooling water system

Cooling of the cylinder liners and heads is carried This system is used in combination with the con-
out by the cylinder cooling water (CCW) system ventional sea-water cooling system.
shown in figure C26.
F10.3188
Fig. C26 Cylinder cooling water system

C1. RTA52U-B engine
The cooling medium for the cylinder water cooler non-return valve between the CCW pumps and the
is either sea-water for the conventional system or heater (004) are to be installed. In addition, the
fresh water for the central cooling system. In case pumps are to be electrically interlocked to prevent
of the latter one, the cylinder water cooler 012 in both pumps running at the same time. The oper-
figure C26 may be omitted as shown in figure C25. ation of the heater is controlled by a separate tem-
perature sensor installed at the engine outlet and
The cylinder cooling water outlet from the engine the flow rate is set by a throttling disc. If the diesel
is thermostatically controlled by an automatic auxiliaries are to be used to provide warming-
valve (011). A static pressure head is provided, through directly, it is important at the design stage
thermal expansion allowed and water losses made to ensure that there is sufficient heat available and
up by the expansion tank (013), to be installed as that cross-connecting pipework and isolating non-
high as possible above the pump suction (002) to return valves are included.
prevent ingress of air into the cooling system
through the pump gland. The freshwater generator Before starting and operating the engine, a tem-
(010) is not to require more than 40 per cent of the perature of 60°C at the cylinder cooling water
heat dissipated from the cylinder cooling water at outlet of the main engine is recommended. If the
CMCR and is to be used at engine loads above 50 engine is to be started below the recommended
per cent only. In the event that more heat is re- temperature, engine power is not to exceed 80 per
quired (up to 85%), an additional temperature con- cent of CMCR until the water temperature has re-
trol system is to be installed ensuring adequate ached 60°C.
control of the cylinder cooling water outlet tem-
perature (information can be obtained from
WNSD).
Correct treatment of the fresh water is essential for

safe engine operation. Only totally demineralized
water or condensate must be used as water and it
must be treated with a suitable corrosion inhibitor
to prevent corrosive attack, sludge formation and
scale deposits in the system. No internally galvan-
ized 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.
C1.5.2.1.4 Pre-heating system

F10.3881
To prevent corrosive liner wear when not in service Fig. C27 Engine pre-heating power
during short stays in port, it is important that the
main engine is kept warm. Warming-through can To estimate the heater power capacity required to
be provided by a dedicated heater (004) as shown achieve 60°C, the heating-up time and the engine
in figure C26 ‘Cylinder cooling water system’, ambient temperature are the most important para-
using boiler raised steam, hot water from the diesel meters. They are plotted on the graph shown in fig-
auxiliaries, or by direct circulation from the diesel ure C27 to arrive at the required capacity per cyl-
auxiliaries. If the requirement is for a separate pre- inder; this figure is multiplied by the number of
heating pump (003), a small unit of five per cent of cylinders to give the total heater capacity required.
the main pump capacity (002) and an additional

C1. RTA52U-B engine
Example for 7RTA52U-B: For marine crosshead engines with oil-cooled pis-
For an estimated heating-up time of 6 hours to tons, an additive-type crankcase oil of the SAE 30
achieve 60°C and for an engine ambient tempera- viscosity grade must be used as system oil. It must
ture of 40°C the approximate amount of heat for have a minimum BN of 5, detergent properties and
engine pre-heating per cylinder is 9 kW (see fig- meet load carrying performance of the FZG gear
ure C27) is: machine method IP 334/90, load stage pass 9.
Heater capacity = 7 · 9 kW = 63 kW Good thermal stability, antifoam properties and
good demulsifying performance are further re-
quirements.
C1.5.2.2 Lubricating oil systems
The cylinders in the crosshead diesel engines are
C1.5.2.2.1 Lubricating oil systems for lubricated by a separate system working on the
engine once-through principle, i.e. fresh lubricating oil is
directly fed into the cylinders to provide lubrication
Lubrication of the main bearings, thrust bearings, for the liners, pistons and piston rings.
bottom-end bearings, camshaft bearings, cross-
head bearings, together with the piston cooling, is For normal operating conditions, a high-alkaline
carried out by the main lubricating oil system, see marine cylinder oil of the SAE 50 viscosity grade
figure C28 ‘Main lubricating oil system’. The elev- with a minimum kinematic viscosity of 18.5 cSt at
ated lub. oil pressure for the crosshead bearings is 100°C is recommended. The alkalinity of the oil is
obtained using separate pumps. The cylinder liner indicated by its Base Number (BN).
lubrication is carried out by a separate system as
shown in figure C29 ‘Cylinder lubricating oil sys- Note:
tem’. The system oil and cylinder lubricating oil The ‘Base Number’ or ‘BN’ was formerly known as
consumptions are indicated in table A1. ‘Total Base Number’ or ‘TBN’. Only the name has
changed, values remain identical.
The products listed in table C15 ‘Lubricating oils’
were selected in co-operation with the oil suppliers C1.5.2.2.2 Lubricating oil systems for
and are considered the appropriate lubricants in turbochargers
their respective product lines for the application
indicated. Wärtsilä NSD Switzerland Ltd does not The ABB VTR turbochargers with antifriction bear-
accept any liability for the quality of the supplied lu- ings have a fully integrated lub. oil system which is
bricating oil or its performance in actual service. independent of the engine’s lub. oil system.
The Mitsubishi MET and MAN NA turbochargers
In addition to the oils shown in the mentioned list, feature journal bearings which can be lubricated
there are other brands which might be suitable for from the engine’s lub. oil system. However, to ex-
the use in Sulzer diesel engines. Information con- tend the life time of these journal bearings, a separ-
cerning such brands may be obtained on request ate lub. oil system which only serves the turbo-
from Wärtsilä NSD Switzerland Ltd, Winterthur. chargers can be supplied. For more information
please contact WNSD.

C1. RTA52U-B engine
C1.5.2.2.3 Lubricating oil maintenance and

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

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

arator is determined by the contracted maximum
power (CMCR) of the engine as follows:
.
V separator(CMCR) 0.14 dm 3kWh
Example:
Estimation of minimum throughput
of the lubricating oil separator for
7RTA52U-B with CMCR = 11 200 kW
.
V separator(CMCR) 0.14 11 200 1568 dm 3h
The separator throughput related to its nominal ca-

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

C1. RTA52U-B engine
F10.3545
Fig. C28 Main lubricating oil system

C1. RTA52U-B engine
F10.3644
Fig. C29 Cylinder lubricating oil system

C1. RTA52U-B engine
Remark: All cylinder oils must be of SAE 50 viscosity grade with a minimum kinematic viscosity of 18.5 cSt at 100_C.
For running-in new cylinder liners and piston rings, refer to the appropriate sections in the instruction manual and Service
Bulletins.
Table C15 Lubricating oils T10.4186

C1. RTA52U-B engine
C1.5.2.3 Fuel oil systems

C1.5.2.3.1 Fuel oil requirements
In Table C16 ‘Fuel oil requirements’ some heavy The CCAI (Calculated Carbon Aromaticity Index,
fuel oil specifications are given. The values in the ISO 8217: 1996) is a function of viscosity and den-
column ‘Bunker limit’ (RMH55) indicate the mini- sity, and is an indication of the ignition quality for
mum quality of heavy fuel as bunkered. Good op- medium and high-speed diesel engines. In low-
erating results have been achieved with commer- speed engines ignition delay as given by the CCAI
cially available fuels within these limits. The is of less importance. There is no rigidly applicable
column ‘Recommended fuel quality’ is an example limit for this quantity, but good results have been
of a good quality fuel of the type commonly used in obtained with commercially available fuels which
Sulzer diesel engines. The use of this variety of fuel have CCAI values up to 870.
can be expected to have a positive influence on
overhaul periods, by improving combustion, wear The maximum admissible viscosity of the fuel that
and exhaust gas composition. can be used in an installation depends on the heat-
The fuel oil as bunkered must be processed before ing and fuel preparation facilities available. As a
it enters the engine. The difference between the guidance, the necessary pre-heating temperature
recommended fuel quality of bunker and at engine for a given nominal viscosity can be taken from the
inlet is an approximate indication of the improve- viscosity/temperature chart in figure C30.
ment that must be achieved by fuel oil treatment. The recommended viscosity range of fuel entering
If catalyst fines are present they must be removed. the engine is: 13–17 mm2/s (cSt).
The fuel oil should contain no foreign substances
or chemical waste which are hazardous to the
safety of the ship, harmful to the environment or
detrimental to the performance of machinery.
Parameter Unit Bunker limit Test method *3) Recommended fuel quality
ISO 8217:1996
Bunker Engine inlet
class F, RMH55
Density at 15 °C [kg/m3] max. 991.0 *1) ISO 3675: 1993 max. 991 max. 991
Kinematic viscosity [mm2/s(cSt)] – ISO 3104: 1994 – 13 – 17
• at 50 °C [mm2/s(cSt)] – ISO 3104: 1994 max. 730 –
• at 100 °C [mm2/s(cSt)] max. 55.0 ISO 3104: 1994 max. 55.0 –
Carbon residue [m/m (%)] max. 22 ISO 10370: 1993 max. 15 max. 15
Sulphur [m/m (%)] max. 5.0 ISO 8754: 1992 max. 3.5 max. 3.5
Ash [m/m (%)] max. 0.20 ISO 6245: 1993 max. 0.05 max. 0.05
Vanadium [mg/kg (ppm)] max. 600 ISO 14597 *2) max. 150 max. 150
Sodium [mg/kg (ppm)] – AAS max. 100 max. 30
Aluminium plus Silicon [mg/kg (ppm)] max. 80 ISO 10478: 1994 max. 80 max. 15
Total sediment, potential [m/m (%)] max. 0.10 ISO 10307: 1993 max. 0.05 max. 0.05
Water [v/v (%)] max. 1.0 ISO 3733: 1976 max. 1.0 max. 0.2
Flash point [°C] min. 60 ISO 2719: 1988 min. 60 min. 60
Pour point [°C] max. 30 ISO 3016: 1994 max. 30 max. 30
Remark: *1) Density of up to 1010 kg/m3 (ISO 8217:1996, class F, RMK55) can be accepted if the fuel treatment plant is suitably
equipped to remove water from high-density fuel.
*2) Until publication of this standard X-ray fluorescence or AAS are suggested.
*3) ISO standards can be obtained from the ISO Central Secretariat, PO Box 56, Geneva, Switzerland.
Table C16 Fuel oil requirements T10.3835

C1. RTA52U-B engine
F10.0265
Fig. C30 Fuel oil viscosity-temperature diagram

C1. RTA52U-B engine
C1.5.2.3.2 Fuel oil treatment

Figure C31 ‘Heavy fuel oil treatment layout’ is a To achieve a good separating effect, the through-
schematic diagram of a fuel oil treatment plant and put and the temperature of the fuel must be ad-
the following points should be considered before justed in relation to the viscosity. With high-viscos-
designing a system. ity fuels, the separating temperature must be
increased whereas the throughput must be de-
Gravitational settling of water and sediment in creased in relation to the nominal capacity of the
modern fuel oils is an extremely slow process due separator. For recommended operating data, refer
to the small density difference between the oil and also to the separator instruction manual.
the sediment. To achieve the best settling results,
the surface area of the settling tank should be as
large as possible, because the settling process is
a function of the fuel surface area of the tank, the
viscosity and the density difference. The purpose
of the settling tank is to separate the sludge and
water contained in the fuel oil, to act as a buffer
tank and to provide a suitable constant oil tempera-
ture of 60°C to 70°C.
It is advisable to use separators without gravity

disc to meet the requirements for heavy fuel separ-
ation up to 730 mm2/s at 50°C and make the con-
tinuous and unattended onboard operation easier.
As it is usual to install a stand-by separator as a
back-up, it is of advantage to use it to improve the
separation. For the arrangement of separators,
refer to the manufacturer’s instructions. The effec-
tive separator throughput is to be in accordance
with the maximum consumption of the diesel
engine plus a margin of 15–20 per cent, which
ensures that separated fuel oil flows back from the
daily tank to the settling tank. The separators are
to be in continuous operation from port to port.
Figure C31 ‘Heavy fuel oil treatment layout’ shows

individual positive displacement type pumps but it
is also acceptable to have these pumps integrated
in the separator. It is important that the pumps op-
erate at constant capacity in order to achieve equal
results over the whole operating time.
The separation temperature is to be controlled
within ± 2°C by a preheater.

C1. RTA52U-B engine
F10.3193
Fig. C31 Heavy fuel oil treatment layout

C1. RTA52U-B engine
C1.5.2.3.3 Pressurized fuel oil system

The system shown in figure C32 is recommended Circulation is maintained via pipework back to the
for use with engines burning heavy fuel oils. Fuel mixing tank which equalizes the fuel oil tempera-
oil from the heated daily tank (002, figure C31) ture between the hot oil returning from the engine
passes through the change-over valve (002), filter and the cooler oil from the daily tank. The pressure
(003) and is transferred to the mixing unit (006) by regulating valve (005) controls the delivery of the
the low-pressure feed pump (004). The high-pres- low-pressure pump and ensures that the dis-
sure booster pump (007) transfers the fuel through charge pressure is 1 bar above evaporation pres-
the heater (008), viscosimeter and the filter (009) sure to prevent entrained water from flashing off
into the engine manifold to supply the injection into steam.
pumps (011).
F10.3850
Fig. C32 Pressurized fuel oil system

C1. RTA52U-B engine
C1.5.2.4 Starting and control air system

Figure C33 is a typical layout for our engine in- However, it may be preferred to separate the con-
stallations. trol air supply and install a dedicated control air
compressor and air receiver.
F10.3303
Fig. C33 Starting and control air system

C1. RTA52U-B engine
Starting air Air receivers Air compressors

Number of starts requested by the classification so-
12 *1) 12 *1)
cieties for reversible engines
Max. air pressure Free air delivery at
Pressure range
25 [bar] 30 [bar] 25 [bar] 30 [bar]
No. of cylinders Number x volume [m3] Number x capacity [Nm3/h]
5 2 x 1.7 2 x 1.5 2 x 43 2 x 45
6 2 x 1.9 2 x 1.6 2 x 47 2 x 49
7 2 x 2.1 2 x 1.8 2 x 53 2 x 55
8 2 x 2.4 2 x 2.1 2 x 61 2 x 63
Remark: *1) 12 consecutive starts of the main engine, alternating between ahead and astern
Table C17 Air receiver and air compressor capacities T10.3926
Table C17 outlines the basic requirements for a

system similar to figure C33 ‘Starting and control
air system’ for maximum engine rating.
Figure C34 enables optimization of compressors

and air receivers for the contract maximum con-
tinuous rating (CMCR). The figure on the right
shows the factor for multiplying compressor and air
receiver capacities, e.g. for a 7RTA52U-B engine
with CMCR of 85 per cent power at approx. 90 per
cent speed the Rx point has a factor of 1.09.
Referring to table C17 the requirement is:
For 25 bar design
– 2 x 2.1 x 1.09 m3 for air receivers

– 2 x 53 x 1.09 Nm3/h for air compressors
For 30 bar design

Note: The above capacities are for the engine

only. If additional consumers for board F10.3900
purposes must be supplied with air, then
Fig. C34 Correction of air receiver and air compressor ca-
additional capacity must be provided. pacities

C1. RTA52U-B engine
C1.5.2.5 Leakage collection system and washing devices
Treatment and disposal of wastes must fulfill all laws for the protection of the environment of those
countries the ship will trade with.
F10.4226
Fig. C35 Leakage collection and washing layout. Typical arrangement of wash water supply and drains collection

C1. RTA52U-B engine
C1.5.3 Tank capacities
Number of cylinders
Units
5 6 7 8
Cylinder cooling water expansion tank
[m3] 0.5 0.5 0.5 0.5
Cyl. cooling water system (fig. C26, item 013)
Cylinder lubricating oil daily service tank *1)
[m3] 0.4 0.5 0.6 0.7
Cylinder lub. oil system (fig. C29, item 003)
Lubricating oil drain tank (initial filling)
[m3] 11 13 15 17
Main lub. oil system (fig. C28, item 002)
HFO daily tank *2)
[m3] (0.20 CMCR t1) / 1000
Heavy fuel oil treat. system (fig. C31, item 002)
MDO daily tank *3)
[m3] (0.20 CMCR t2) / 1000
Remark: *1) The capacity indicated is valid for R1 rating, it can be proportionally reduced to actual CMCR
*2) t1 = value in hours for required running time with HFO at CMCR [kW]. This figure can be reduced to 8 hours
depending on the operational requirements and efficiency of the fuel treatment plant.
*3) t2 = value in hours for required running time with MDO at CMCR [kW]. This figure depends on the operational
requirements.
Table C18 Tank capacities T10.3904

C1. RTA52U-B engine
C1.5.4 Fire protection
All the engine spaces (air receiver) in which fire can

develop are provided with screwed connections for
the injection of a fire-extinguishing medium if re-
quired.
Number of extinguishing bottles in the case of car-

bon dioxide are shown in table C19 below.
Extinguishing Piston underside at bottom Bottle Recommended total number of fire extinguishing
medium dead centre including common bottles
section of cylinder jacket
Number of cylinders
Volume Mass Size
5 6 7 8
[m3/cyl.] [kg/cyl.] [kg]
Carbon-
3.5 13 45 1 2 2 2
dioxide
Table C19 Recommended quantities of fire extinguishing medium T10.3906
Different extinguishing agents can be considered

for fire fighting purposes. Their selection is made
either by shipbuilder or shipowner in compliance
with the rules of the classification society involved.
As far as the fire protection of the main engine is

concerned, carbon dioxid (CO2, see table C19
above) or steam can be used.
Steam as an alternative fire-extinguishing medium

for the scavenge air spaces of the piston underside
may result in corrosion if adequate countermea-
sures are not taken immediately after use.

C1. RTA52U-B engine
C1.5.5 Exhaust gas system

The following calculation of exhaust gas system are based on figures C36, C37 and C38 and are given
as example only.
F10.4162
Fig. C36 Determination of exhaust pipe diameters
Example:
Estimation of exhaust pipe diameters for
7RTA52U-B CMCR (Rx) specified and for de-
sign (tropical) conditions: 1) Exhaust gas mass flow (acc. to figure C3 ):
Power (R1) = 11 200 kW
Speed (R1) = 137 rpm q m + (8.37 * 0.4) · 9 520 + 75 874 kgńh
Power (Rx) = 85.0% R1 = 9 520 kW
Speed (Rx) = 89.8% R1 = 123 rpm 2) Exhaust gas temperature (acc. to figure C4):
Recommended gas velocities: tEaT + 266 ) 30 + 296°C
Pipe A: wA = 40 m/s, 3) Exhaust gas density

Pipe B: wB = 25 m/s, (assumed back pressure on turbine outlet
Pipe C: wC = 35 m/s, Dp = 300 mm WG, figure C37):
ò EXH + P + 0.63 kgńm 3

RT
4) Number of turbochargers
(acc. to figures C8, C9 and C10 ):
n TC + 1

C1. RTA52U-B engine
F10.3907
Fig. C37 Estimation of exhaust gas density
F10.3908
Fig. C38 Estimation of exhaust pipe diameters

C1. RTA52U-B engine
5) Exhaust gas volume flow:
Pipe A:
qm 75 874
q VA + ò @ n TC + + 120 435 m 3ńh
EXH 0.63 @ 1
Pipes B and C:
qm
q VB + q VC + ò + 75 874 + 120 435 m 3ńh
EXH 0.63
6) Exhaust pipe diameters:
Pipe diameters are (approx. according to

figure C38):
dA = 1030 mm,
dB = 1300 mm,
dC = 1100 mm,
or calculated:
d pipe + 18.81 @ Ǹ wq V
pipe
[mm]
Check the back pressure drop of the whole ex-

haust gas system (not to exceed 300 mmWG).

C1. RTA52U-B engine
C1.5.6 Engine air supply / Engine room ventilation

The air supply to the engine room can be calcu- engine against dust. The necessity for the installa-
lated according to ISO 8861 ’Shipbuilding engine tion of a dust filter and the choice of filter type de-
room ventilation in diesel engined ships’. pends mainly on the concentration and composi-
By experience, the amount of air supplied to the tion of the dust in the suction air.
engine room by ventilators should be approxi-
mately twice the amount of air consumed by the Where the suction air is expected to have a dust
main engine at CMCR power in order to keep the content of 0.5 mg/m3 or more, the engine must be
engine room temperature within reasonable le- protected by filtering this air before entering the en-
vels. If auxiliary engines are in the same room, their gine, e.g. also on coastal vessels or vessels fre-
air consumption must be added to the air con- quenting ports having high atmospheric dust or
sumption of the main engine. A portion of the air sand content.
must be ducted to the vicinity of the turbocharger
air inlet filters. Marine installations have seldom had special air
filters installed until now. Stationary plants on the
Air filtration: other hand, very often have air filters fitted to pro-
tect the diesel engine. The installation of a filtration
In the event that the air supply to the machinery unit for the air supply to the diesel engines and gen-
spaces has a high dust content in excess of eral machinery spaces on vessels regularly trans-
0.5 mg/m3 which can be the case on ships trading porting dust-creating cargoes such as iron ore and
in coastal waters, desert areas or transporting dust bauxite, is highly recommended.
creating cargoes, there is a greater risk of in-
creased wear to the piston rings and cylinder Table C20 and figure C39 ‘Air filter size’ show how
liners. the various types of filter are to be applied.
The normal air filters fitted to the turbochargers are

intended mainly as silencers and not to protect the
Atmospheric dust concentration

Normal Normal shipboard requirement Alternatives necessary for
eriod < 5 % of
Short period very special circumstances
M t ffrequentt particle
Most ti l sizes
i running time, frequently to permanently permanently
< 0.5 mg/m3 ≥ 0.5 mg/m3 > 0.5 mg/m3
Standard Oil wetted Inertial separator
> 5 µm turbocharger filter or and
sufficient roller screen filter oil wetted filter
< 5 µm turbocharger filter or and
sufficient panel filter oil wetted filter
These may likely apply to only a very few extreme cases.
the vast majority
Valid for For example: ships carrying bauxite or similar dusty cargoes
of installations
or ships routinely trading along desert coasts.
Table C20 Guidance for air filtration T10.3202

C1. RTA52U-B engine
F10.3909
Fig. C39 Air filter size

C1. RTA52U-B engine
C1.6 Engine noise

It is very important to protect the ship’s crew / pass- Figures C40, C41 and C42 give the sound pres-
engers from the effects of machinery space noise sure level and frequency at the engine surface,
and reduce the sound pressure levels in the en- turbocharger air inlet pipe and turbocharger ex-
gine-room and around the funnel casing by apply- haust gas outlet pipe enabling insulation and noise
ing adequate sound insulation. abatement calculations to be made.
C1.6.1 Surface sound pressure level at 1 m distance under free field conditions
F10.3910
Fig. C40 Sound pressure level at 1 m distance
C1.6.2 Sound pressure level in suction pipe at turbocharger air inlet,

reference area = 1.0 m2
F10.3911
Fig. C41 Sound pressure level at turbocharger air inlet

C1. RTA52U-B engine
C1.6.3 Sound pressure level in discharge pipe at turbocharger exhaust outlet,

F10.3912
Fig. C42 Sound pressure level at turbocharger exhaust outlet

C2. RTA62U-B engine
C2 RTA62U-B engine

Main parameters:
Bore 620 mm
Stroke 2150 mm
Speed (MCR) 115 rpm
It is available with five to eight cylinders rated at from the propeller towards the engine is
clockwise as standard.
2285 kW/cyl to provide a maximum output for the
eight-cylinder engine of 18 280 kW. Overall sizes Note: This illustration of the cross section is
range from 7.5 m in length to 10.1 m in height for F10.4163
the five-cylinder engine and 10.8 m in length to Fig. C43 Sulzer RTA62U-B cross section
10.1 m in height for the eight-cylinder engine. Dry
weights range from 320 tonnes for the five-cylin- 1. Welded bedplate with integrated thrust
der to 480 tonnes for the eight-cylinder model. bearings and large surface main bearing
Refer to table A1 for primary engine data. shells.
2. Sturdy engine structure with low stresses and
The further development of the RTA62U-B range high stiffness comprising A-shaped fabricated
to provide an engine for ships concentrated double-wall columns and cylinder blocks
around providing power and reliability at the re- attached to the bedplate by pre-tensioned
quired service speeds. The well-proven bore- vertical tie rods.
cooling principle for pistons, liners, cylinder covers 3. Fully built-up camshaft driven by gear wheels
and exhaust valve seats is incorporated with vari- housed in a double column located at the
able injection timing (VIT) which maintains the driving end.
nominal maximum firing pressure within the power 4. A combined injection pump and exhaust valve
range 100 per cent to 85 per cent. actuator unit for two cylinders each. Camshaft
driven fuel pump with double spill valves for
Refer to figure C43 and the following text for the timing fuel delivery to uncooled injectors.
characteristic design features: Camshaft-driven actuator for hydraulic drive
of poppet-type exhaust valve working against
an air spring.

C2. RTA62U-B engine

to chapter D2.3.
cylinder block.
lubrication.
lubrication.
bearings.

C2. RTA62U-B engine
C2.2 Engine data

parameters
tEaT in figures C44, C45 and C46 are based on • Cylinder water outlet temp. : 85°C
reference conditions as shown below. They are • Oil temperature before engine : 45°C
following the ISO Standard 3046-1: • Exhaust gas back pressure
cified level.
fined rating field, figures C44, C45 and C46 may
The design data for the ancillary systems are be used.

C2. RTA62U-B engine

consumption (BSFC)
Example:

Power (R1) = 15 995 kW
Power (Rx) = 85.0% R1 = 13 596 kW
Speed (Rx) = 89.6% R1 = 103 rpm
BSFC at Rx-point:
DBSFC – 2.1 g/kWh (figure C44)
BSFC (Rx) = 173 – 1.9 = 171.1 g/kWh



F10.3927

C2. RTA62U-B engine

Example:

Power (R1) = 15 995 kW
Power (Rx) = 85.0% R1 = 13 596 kW
Speed (Rx) = 89.6% R1 = 103 rpm
BSEF at Rx-point:
DBSEF 0.17 kg/kWh (figure C45)
BSEF (Rx) = 8.2 + 0.17 = 8.37 kg/kWh


F10.3878


C2. RTA62U-B engine

(tEaT)
Example:

Power (R1) = 15 995 kW
Power (Rx) = 85.0% R1 = 13 596 kW
Speed (Rx) = 89.6% R1 = 103 rpm
tEaT (R1) = 275 °C
tEaT at Rx-point:
DtEaT –9 °C (figure C46)
tEaT (Rx) = 275 – 9 = 266 °C

calculated values.

F10.3879


C2. RTA62U-B engine
continuous research and we have developed ex- In order to limit the influence of these excitations,
structure.


C2. RTA62U-B engine

crankshaft.
ponent.
component.
component.
torque.
shaft.

the ship’s vibration form is likely to be. Table C21
will assist in assessing the effects of fitting the
chosen RTA62U-B.

R1 / R2 R3 / R4 R1 R2 R3 R4
ers
cy nder

peed
ed
peed
ed
ber of cylin

ngine sp
ngine sp

2nd-order 2nd-order
balancer balancer
umb
En
En
Nu
5 204 194 – – 2122 762 131 124 – – 1358 488 1206 1216 1183 1181
6 115 0 0 – – 1476 12 92 0 0 – – 945 8 849 944 847 870
7 124 113 – – 429 – 79 72 – – 275 – 665 765 662 698
8 414 379 – – 0 – 265 243 – – 0 – 468 594 464 517
Table C21Free couples of mass forces and torque variations T10.3930

C2. RTA62U-B engine


design stage.

F10.3588

C2. RTA62U-B engine
R1: 115 rpm 2285 kW/cyl

R2: 115 rpm 1600 kW/cyl
Engine ratings
R3: 92 rpm 1830 kW/cyl
Lateral forces
Rating
cyl.
R1 339 0 30 0 – – – –
5 R2 317 0 47 0 – – – –
R3 326 0 29 0 – – – –
R4 314 0 38 0 – – – –
R1 0 280 0 360 220 0 – –
6 R2 0 83 0 318 238 0 – –
R3 0 572 0 353 220 0 – –
R4 0 472 0 333 218 0 – –
R1 0 306 0 1022 184 0 – –
7 R2 0 91 0 905 205 0 – –
R3 0 626 0 1003 184 0 – –
R4 0 516 0 947 188 0 – –
R1 0 393 0 415 0 942 124 0
8 R2 0 116 0 368 0 879 150 0 F10.1935
R3 0 803 0 407 0 904 123 0
Table C22Guide forces and moments T10.3931


C2. RTA62U-B engine
C2.2.5.5 Summary

5 A *1) *2) A B
6 B *1) *2) B C
7 C *1) *2) C C
8 C *1) *2) A C

is recommended.

C2. RTA62U-B engine
Client name
Address:
Contact person:
Project

ConSpeed type:
Gear
PTO – Generator
Manufacturer: Type:
Shafting
Propeller
Mean pitch [m]:
General

C2. RTA62U-B engine

coolers follows the demand of the selected are shown in table C24 and C25.
turbochargers.
Sea- and fresh water: Single-stage scavenge air cooler (standard)
SAC 15 157 90 000 0.7 30 420 2024 3.0
SAC 17 128 57 600 0.6 30 270 1654 2.3
Type VTR454 VTR564 ––

ABB
Type MET53SD MET66SD ––
MHI
Type NA40/S NA48/S NA57/T9
MAN

C2. RTA62U-B engine

ABB VTR, Mitsubishi MET and MAN NA type The SAC and TC selection is given in the following
turbochargers have been approved by Wärtsilä figures C50 to C52.
NSD Switzerland.
F10.3935
Fig. C50 Turbocharger and scavenge air cooler selection (ABB VTR type tubochargers)

C2. RTA62U-B engine
F10.3941

C2. RTA62U-B engine
F10.3946
Fig. C52 Turbocharger and scavenge air selection (MAN NA type tubochargers)

C2. RTA62U-B engine

For manoeuvring and operating at low powers, shows the number of blowers and the power re-
electrically driven auxiliary blowers must be used quired (the indicated power applies only for WNSD
to provide sufficient combustion air. Table C26 specified blowers).
Number of cylinders
5 6 7 8

auxiliary blower.
Table C26Auxiliary blower requirements T10.3937

[kW] [rpm]
5
6 3.7 1800 440 V / 60Hz
7
8
5
6 3.1 1500 380 V / 50 Hz
7
8
Table C27Approximative turning gear requirements T10.3938

C2. RTA62U-B engine


a rox.
Cylinder cooling
a rox
Turbine cooling
ooling
Inlet 1.0 4.0 25 36

LT circuit
air coo
*3)
(single-stage SAC)
ea
avenge
Inlet 1.0 4.0 25 32

Scav
Sea water

Inlet 2.8 3.6 40 50
max.
Lubricating oil
(low pressure)
Supply 1.0 – – – –
Fuel oil
Scavenge air
Deviation
Receiver ±50


C2. RTA62U-B engine

F10.3891
A 6 479 7 579 8 679 9 779
Dimensions
Di i iin mm with
iha B 3 560
approx ± 10 mm
C 1 350
D 8 750
E 4 210
F1 10 300
F2 9 628
F3 10 302
G 1 880
I 593
K 383
L 1 267
M 1 100
N 770
O 2 720
T 8 220
V(1) 3 520
V(2) 3 470
Remark: F1 min. crane hook height for vertical withdrawal


C2. RTA62U-B engine

arrangements with ABB VTR turbocharger.
F10.3942

C2. RTA62U-B engine
F10.3943

C2. RTA62U-B engine
F10.3944

C2. RTA62U-B engine
’ ’
F10.3945

C2. RTA62U-B engine
Note:
F10.3549

C2. RTA62U-B engine

F10.3899

C2. RTA62U-B engine

domestics.

to be established.


Figures C60 and C61 illustrate the PTO options. If categories of installations and compared them with
your particular requirements are not covered, various CMCR ratings for speed and number of
PTO
gear type
F10.0475

C2. RTA62U-B engine
Free end
Generator speed 1000, 1200, 1500, 1800
[rpm]
Generator speed
700
to suit
Power 1200
*1)


C2. RTA62U-B engine

of
4 640 kW 700 kW
Bore = 200 mm 9 1440 kW 1575 kW
Stroke = 300 mm
F10.0007

C2. RTA62U-B engine


chapter F).

range (R1) of each five to eight cylinder engine at
A PC computer program on CD-ROM called


vice.
data.

C2. RTA62U-B engine


or fax:
Company:
Name:
Address:
Department:
Country:
Telephone:
Telefax:
Telex:
Date of contact:
Project number:
Shipowner, country:
Shipyard, country:
Project manager:
(see PTO options table C31)
Max. PTO [kW] f 700 f 1200 f 1800 f
Speed [rpm]: f 1000 f 1200 f 1500 f 1800

Power: kW
Speed: rpm


C2. RTA62U-B engine


(see chapter F).
F10.1906

C2. RTA62U-B engine
(single-stage)


(see chapter F).
F10.1907

C2. RTA62U-B engine


Figure C66 is a schematic layout of a conventional being placed in series and the scavenge air cooler
sea-water cooling system. Two pumps, one run- which is arranged in parallel to the former named
ning and one on stand-by, circulate sea-water from ones. A temperature regulating valve controls re-
the high or low sea chest suctions through the circulation and overboard discharge. The cooling
25°C.
F10.0509
Fig. C66 Conventional sea-water cooling system layout

C2. RTA62U-B engine

control.
*1)


C2. RTA62U-B engine

F10.3188

C2. RTA62U-B engine
The cooling medium for the cylinder water cooler non-return valve between the CCW pumps and the
is either sea-water for the conventional system or heater (004) are to be installed. In addition, the
fresh water for the central cooling system. In case pumps are to be electrically interlocked to prevent
of the latter one, the cylinder water cooler 012 in both pumps running at the same time. The oper-
figure C68 may be omitted as shown in figure C67. ation of the heater is controlled by a separate tem-
perature sensor installed at the engine outlet and
The cylinder cooling water outlet from the engine the flow rate is set by a throttling disc. If the diesel
is thermostatically controlled by an automatic auxiliaries are to be used to provide warming-
valve (011). A static pressure head is provided, through directly, it is important at the design stage
thermal expansion allowed and water losses made to ensure that there is sufficient heat available and
up by the expansion tank (013), to be installed as that cross-connecting pipework and isolating non-
high as possible above the pump suction (002) to return valves are included.
prevent ingress of air into the cooling system
through the pump gland. The freshwater generator Before starting and operating the engine, a tem-
(010) is not to require more than 40 per cent of the perature of 60°C at the cylinder cooling water
heat dissipated from the cylinder cooling water at outlet of the main engine is recommended. If the
CMCR and is to be used at engine loads above 50 engine is to be started below the recommended
per cent only. In the event that more heat is re- temperature, engine power is not to exceed 80 per
quired (up to 85%), an additional temperature con- cent of CMCR until the water temperature has re-
trol system is to be installed ensuring adequate ached 60°C.
control of the cylinder cooling water outlet tem-
perature (information can be obtained from
WNSD).


F10.3950
To prevent corrosive liner wear when not in service Fig. C69 Engine pre-heating power
main engine is kept warm. Warming-through can To estimate the heater power capacity required to
be provided by a dedicated heater (004) as shown achieve 60°C, the heating-up time and the engine
in figure C68 ‘Cylinder cooling water system’, ambient temperature are the most important para-
using boiler raised steam, hot water from the diesel meters. They are plotted on the graph shown in fig-
auxiliaries, or by direct circulation from the diesel ure C69 to arrive at the required capacity per cyl-
auxiliaries. If the requirement is for a separate pre- inder; this figure is multiplied by the number of
heating pump (003), a small unit of five per cent of cylinders to give the total heater capacity required.
the main pump capacity (002) and an additional

C2. RTA62U-B engine
Example for 7RTA62U-B: For marine crosshead engines with oil-cooled pis-
For an estimated heating-up time of 6 hours to tons, an additive-type crankcase oil of the SAE 30
achieve 60°C and for an engine ambient tempera- viscosity grade must be used as system oil. It must
ture of 40°C the approximate amount of heat for have a minimum BN of 5, detergent properties and
engine pre-heating per cylinder is 9 kW (see fig- meet load carrying performance of the FZG gear
ure C69) is: machine method IP 334/90, load stage pass 9.
Heater capacity = 7 · 12 kW = 84 kW. Good thermal stability, antifoam properties and
quirements.
C2.5.2.2 Lubricating oil systems
The cylinders in the crosshead diesel engines are
C2.5.2.2.1 Lubricating oil systems for lubricated by a separate system working on the
engine once-through principle, i.e. fresh lubricating oil is
directly fed into the cylinders to provide lubrication
Lubrication of the main bearings, thrust bearings, for the liners, pistons and piston rings.
bottom-end bearings, camshaft bearings, cross-
head bearings, together with the piston cooling, is For normal operating conditions, a high-alkaline
carried out by the main lubricating oil system, see marine cylinder oil of the SAE 50 viscosity grade
figure C70 ‘Main lubricating oil system’. The elev- with a minimum kinematic viscosity of 18.5 cSt at
ated lub. oil pressure for the crosshead bearings is 100°C is recommended. The alkalinity of the oil is
obtained using separate pumps. The cylinder liner indicated by its Base Number (BN).
shown in figure C71 ‘Cylinder lubricating oil sys- Note:
tem’. The system oil and cylinder lubricating oil The ‘Base Number’ or ‘BN’ was formerly known as
consumptions are indicated in table A1. ‘Total Base Number’ or ‘TBN’. Only the name has
changed, values remain identical.
The products listed in table C35 ‘Lubricating oils’
were selected in co-operation with the oil suppliers C2.5.2.2.2 Lubricating oil systems for
and are considered the appropriate lubricants in turbochargers
their respective product lines for the application
indicated. Wärtsilä NSD Switzerland Ltd does not The ABB VTR turbochargers with antifriction bear-
accept any liability for the quality of the supplied lu- ings have a fully integrated lub. oil system which is
bricating oil or its performance in actual service. independent of the engine’s lub. oil system.
In addition to the oils shown in the mentioned list, feature journal bearings which can be lubricated
there are other brands which might be suitable for from the engine’s lub. oil system. However, to ex-
the use in Sulzer diesel engines. Information con- tend the life time of these journal bearings, a separ-
cerning such brands may be obtained on request ate lub. oil system which only serves the turbo-
from Wärtsilä NSD Switzerland Ltd, Winterthur. chargers can be supplied. For more information
please contact WNSD.

C2. RTA62U-B engine

treatment
ation process.

.
Example:
.


C2. RTA62U-B engine
F10.3545

C2. RTA62U-B engine
F10.3546

C2. RTA62U-B engine
Bulletins.

C2. RTA62U-B engine

ISO 8217:1996
Bunker Engine inlet
class F, RMH55

C2. RTA62U-B engine
F10.0265

C2. RTA62U-B engine


Figure C73 ‘Heavy fuel oil treatment layout’ shows

individual positive displacement type pumps but it
is also acceptable to have these pumps integrated
in the separator. It is important that the pumps op-
erate at constant capacity in order to achieve equal
results over the whole operating time.

C2. RTA62U-B engine
F10.3193

C2. RTA62U-B engine

pumps (011).
F10.3850

C2. RTA62U-B engine

F10.3303

C2. RTA62U-B engine

12 *1) 12 *1)
Pressure range
25 [bar] 30 [bar] 25 [bar] 30 [bar]
5 2 x 2.7 2 x 2.4 2 x 68 2 x 70
6 2 x 3.0 2 x 2.6 2 x 76 2 x 79
7 2 x 3.4 2 x 3.0 2 x 86 2 x 89
8 2 x 3.9 2 x 3.4 2 x 98 2 x 100


For 25 bar design

For 30 bar design



Fig. C76 Correction of air receiver and air compressor ca-
additional capacity must be provided. pacities

C2. RTA62U-B engine
F10.4098

C2. RTA62U-B engine
Number of cylinders
Units
5 6 7 8
[m3] 0.5 0.5 0.5 0.75
[m3] 0.6 0.7 0.8 0.9
[m3] 15 18 21 24
HFO daily tank *2)
[m3] (0.20 CMCR t1) / 1000
MDO daily tank *3)
[m3] (0.20 CMCR t2) / 1000
requirements.

C2. RTA62U-B engine

quired.

Number of cylinders
Volume Mass Size
5 6 7 8
Carbon-
6 22 45 2 3 3 4
dioxide




C2. RTA62U-B engine

as example only.
F10.4162
Example:
sign (tropical) conditions: 1) Exhaust gas mass flow (acc. to figure C45):
Power (R1) = 15 995 kW
Power (Rx) = 85.0% R1 = 13 596 kW

Pipe C: wC = 35 m/s, Dp = 300 mmWG, figure C79):
ò EXH + P + 0.63 kgńm 3

RT
(acc. to figures C50, C51 and C52)
n TC + 2

C2. RTA62U-B engine
F10.3907
F10.3957

C2. RTA62U-B engine
Pipe A:
qm 108 360
q VA + ò @ n TC + + 86 000 m 3ńh
EXH 0.63 @ 2
Pipes B and C:
qm
q VB + q VC + ò + 108 360 + 172 000 m 3ńh
EXH 0.63

figure C80):
dA = 870 mm,
dB = 1560 mm,
dC = 1320 mm,
or calculated:
d pipe + 18.81 @ Ǹ wq V
pipe
[mm]


C2. RTA62U-B engine

creased wear to the piston rings and cylinder Table C40 and figure C81 ‘Air filter size’ show how
liners. the various types of filter are to be applied.


eriod < 5 % of
Most ti l sizes
< 0.5 mg/m3 ≥ 0.5 mg/m3 > 0.5 mg/m3
the vast majority
of installations

C2. RTA62U-B engine
F10.3958

C2. RTA62U-B engine
C2.6 Engine noise

It is very important to protect the ship’s crew / pass- Figures C82, C83 and C84 give the sound pres-
engers from the effects of machinery space noise sure level and frequency at the engine surface,
and reduce the sound pressure levels in the en- turbocharger air inlet pipe and turbocharger ex-
gine-room and around the funnel casing by apply- haust gas outlet pipe enabling insulation and noise
ing adequate sound insulation. abatement calculations to be made.
F10.3959

F10.3960

C2. RTA62U-B engine

F10.3961

C3. RTA72U-B engine
C3 RTA72U-B engine

Main parameters:
Bore 720 mm
Stroke 2500 mm
Speed (MCR) 99 rpm
from the propeller towards the engine is
It is available with five to eight cylinders rated at clockwise as standard.
3080 kW/cyl to provide a maximum output for the Note: This illustration of the cross section is
eight-cylinder engine of 24 640 kW. Overall sizes F10.4163
range from 8.7 m in length to 11.7 m in height for Fig. C85 Sulzer RTA72U-B cross section
the five-cylinder engine and 12.6 m in length to
11.7 m in height for the eight-cylinder engine. Dry 1. Welded bedplate with integrated thrust
weights range from 485 tonnes for the five-cylin- bearings and large surface main bearing
der to 715 tonnes for the eight-cylinder model. shells.
Refer to table A1 for primary engine data. 2. Sturdy engine structure with low stresses and
high stiffness comprising A-shaped fabricated
The further development of the RTA72U-B range double-wall columns and cylinder blocks
to provide an engine for ships concentrated attached to the bedplate by pre-tensioned
around providing power and reliability at the re- vertical tie rods.
quired service speeds. The well-proven bore- 3. Fully built-up camshaft driven by gear wheels
cooling principle for pistons, liners, cylinder covers housed in a double column located at the
and exhaust valve seats is incorporated with vari- driving end.
able injection timing (VIT) which maintains the 4. A combined injection pump and exhaust valve
nominal maximum firing pressure within the power actuator unit for two cylinders each. Camshaft
range 100 per cent to 85 per cent. driven fuel pump with double spill valves for
timing fuel delivery to uncooled injectors.
Refer to figure C85 and the following text for the Camshaft-driven actuator for hydraulic drive
characteristic design features: of poppet-type exhaust valve working against
an air spring.

C3. RTA72U-B engine

to chapter D2.3.
cylinder block.
lubrication.
lubrication.
bearings.

C3. RTA72U-B engine
C3.2 Engine data

parameters
tEaT in figures C86, C87 and C88 are based on • Cylinder water outlet temp. : 85°C
reference conditions as shown below. They are • Oil temperature before engine : 45°C
following the ISO Standard 3046-1: • Exhaust gas back pressure
cified level.
fined rating field, figures C86, C87 and C88 may
The design data for the ancillary systems are be used.

C3. RTA72U-B engine

consumption (BSFC)
Example:

Power (R1) = 21 560 kW
Speed (R1) = 99 rpm
Power (Rx) = 85.0% R1 = 18 326 kW
Speed (Rx) = 89.9% R1 = 89 rpm
BSFC at Rx-point:
DBSFC –1.9 g/kWh (figure C86)
BSFC (Rx) = 171 – 1.9 = 169.1 g/kWh



F10.3962

C3. RTA72U-B engine

Example:

Power (R1) = 21 560 kW
Speed (R1) = 99 rpm
Power (Rx) = 85.0% R1 = 18 326 kW
Speed (Rx) = 89.9% R1 = 89 rpm
BSEF at Rx-point:
DBSEF 0.17 kg/kWh (figure C87)
BSEF (Rx) = 8.2 + 0.17 = 8.37 kg/kWh



F10.3878


C3. RTA72U-B engine

(tEaT)
Example:

Power (R1) = 21 560 kW
Speed (R1) = 99 rpm
Power (Rx) = 85.0% R1 = 18 326 kW
Speed (Rx) = 89.9% R1 = 89 rpm
tEaT (R1) = 275 °C
tEaT at Rx-point:
DtEaT –9 °C (figure C88)
tEaT (Rx) = 275 – 9 = 266 °C

calculated values.

F10.3879


C3. RTA72U-B engine
continuous research and we have developed ex- In order to limit the influence of these excitations,
structure.


C3. RTA72U-B engine

crankshaft.
ponent.
component.
component.
torque.
shaft.

the ship’s vibration form is likely to be. Table C41
will assist in assessing the effects of fitting the
chosen RTA72U-B.

R1 / R2 R3 / R4 R1 R2 R3 R4
ers
cy nder

peed
ed
peed
ed
ber of cylin

ngine sp
ngine sp

2nd-order 2nd-order
balancer balancer
umb
En
En
Nu
5 349 266 – – 3277 1260 222 169 – – 2087 803 1888 1905 1856 1850
6 99 0 0 – – 2280 111 79 0 0 – – 1452 71 1332 1480 1332 1365
7 207 159 – – 662 – 132 101 – – 422 – 1042 1200 1042 1095
8 696 531 – – 0 – 443 338 – – 0 – 733 931 733 810
Table C41 Free couples of mass forces and torque variations T10.3965

C3. RTA72U-B engine


design stage.

F10.3588

C3. RTA72U-B engine

Engine ratings
Lateral forces
Rating
cyl.
R1 456 0 40 0 – – – –
5 R2 425 0 64 0 – – – –
R3 438 0 40 0 – – – –
R4 422 0 51 0 – – – –
R1 0 468 0 568 296 0 – –
6 R2 0 127 0 502 320 0 – –
R3 0 929 0 556 296 0 – –
R4 0 777 0 526 294 0 – –
R1 0 512 0 1614 249 0 – –
7 R2 0 139 0 1428 276 0 – –
R3 0 1016 0 1581 249 0 – –
R4 0 850 0 1495 254 0 – –
R1 0 656 0 656 0 1484 167 0
8 R2 0 178 0 580 0 1385 202 0 F10.1935
R3 0 1302 0 642 0 1424 167 0
Table C42 Guide forces and moments T10.3966


C3. RTA72U-B engine
C3.2.5.5 Summary

5 A *1) *2) A B
6 B *1) *2) B C
7 C *1) *2) C C
8 C *1) *2) A C

is recommended.

C3. RTA72U-B engine
Client name
Address:
Contact person:
Project

ConSpeed type:
Gear
PTO – Generator
Manufacturer: Type:
Shafting
Propeller
Mean pitch [m]:
General

C3. RTA72U-B engine

coolers follows the demand of the selected are shown in table C44 and C45.
turbochargers.
Sea- and fresh water: Single-stage scavenge air cooler (standard)
SAC 15 157 90 000 0.7 30 420 2024 3.0
SAC 17 128 57 600 0.6 30 270 1654 2.3
SAC 23 254 140 400 0.6 30 506 2774 4.1
Type VTR454 VTR564 VTR714

ABB
Mass [tonnes] 3.4 6.7 12.5
Type MET53SD MET66SD MET83SD
MHI
Mass [tonnes] 2.8 5.2 10.5
Type NA48/S NA57/T9 NA70/T9
MAN

C3. RTA72U-B engine

ABB VTR, Mitsubishi MET and MAN NA type The SAC and TC selection is given in the following
turbochargers have been approved by Wärtsilä figures C92 to C94 .
NSD Switzerland.
F10.3970
Fig. C92 Turbocharger and scavenge air cooler selection (ABB VTR type turbochargers)

C3. RTA72U-B engine
F10.3826

C3. RTA72U-B engine
F10.3827
Fig. C94 Turbocharger and scavenge air cooler selection (MAN NA type tubochargers)

C3. RTA72U-B engine

For manoeuvring and operating at low powers, shows the number of blowers and the power re-
electrically driven auxiliary blowers must be used quired (the indicated power applies only for WNSD
to provide sufficient combustion air. Table C46 specified blowers).
Number of cylinders
5 6 7 8

auxiliary blower.
Table C46 Auxiliary blower requirements T10.3972

[kW] [rpm]
5 3.7
6 5.5 1800 440 V / 60Hz
7 5.5
8 5.5
5 3.1
6 4.3 1500 380 V / 50 Hz
7 4.3
8 4.3
Table C47 Approximative turning gear requirements T10.3975

C3. RTA72U-B engine


a rox.
Cylinder cooling
a rox
Turbine cooling
ooling
Inlet 1.0 4.0 25 36

LT circuit
air coo
*3)
(single-stage SAC)
ea
avenge
Inlet 1.0 4.0 25 32

Scav
Sea water

Inlet 2.8 3.6 40 50
max.
Lubricating oil
(low pressure)
Supply 1.0 – – – –
Fuel oil
Scavenge air
Deviation
Receiver ±50
Location of
Medium System
measurement


C3. RTA72U-B engine

F10.3891
A 7 529 8 819 10 109 11 399
Dimensions
Di i iin mm with
iha B 4 070
approx ± 10 mm
C 1 570
D 10 105
E(1) 4 900
E(2) 4 400
F1 11 875
F2 11 121
F3 11 888
G 2 155
I 653
K 451
L 1 474
M 1 290
N 895
O 3 170
T 9 525
V(1) 4 022
V(2) 3 960
V(3) 3 787
Remark: E(1) dimension aacross platform for engines with turbocharger VTR714
E(2) dimension aacross platform for engines with turbocharger VTR564 or VTR454
F1 min. crane hook height for vertical withdrawal

C3. RTA72U-B engine

arrangements (exception 6RTA72U-B) with ABB VTR turbocharger.
F10.3979

C3. RTA72U-B engine
F10.3980

C3. RTA72U-B engine
F10.3981

C3. RTA72U-B engine
F10.3982

C3. RTA72U-B engine
Note:
F10.3983

C3. RTA72U-B engine

F10.3899

C3. RTA72U-B engine

domestics.

to be established.


Figures C102 and C103 illustrate the PTO options. categories of installations and compared them with
If your particular requirements are not covered, various CMCR ratings for speed and number of
PTO
gear type
F10.0475

C3. RTA72U-B engine
Free end
Generator speed 1000, 1200, 1500, 1800
[rpm]
Generator speed
700
to suit
Power 1200
*1)


C3. RTA72U-B engine

of
4 640 kW 700 kW
Bore = 200 mm 9 1440 kW 1575 kW
Stroke = 300 mm
F10.0007

C3. RTA72U-B engine


chapter F).

range (R1) of each five to eight cylinder engine at
A PC computer program on CD-ROM called


vice.
data.

C3. RTA72U-B engine


or fax:
Company:
Name:
Address:
Department:
Country:
Telephone:
Telefax:
Telex:
Date of contact:
Project number:
Shipowner, country:
Shipyard, country:
Project manager:
(see PTO options table C51)
Max. PTO [kW] f 700 f 1200 f 1800 f
Speed [rpm]: f 1000 f 1200 f 1500 f 1800

Power: kW
Speed: rpm


C3. RTA72U-B engine


(see chapter F).
F10.1906

C3. RTA72U-B engine
(single-stage)


(see chapter F).
F10.1907

C3. RTA72U-B engine


Figure C108 is a schematic layout of a conven- being placed in series and the scavenge air cooler
tional sea-water cooling system. Two pumps, one which is arranged in parallel to the former named
running and one on stand-by, circulate sea-water ones. A temperature regulating valve controls re-
from the high or low sea chest suctions through the circulation and overboard discharge. The cooling
25°C.
F10.0509

C3. RTA72U-B engine

control.
*1)


C3. RTA72U-B engine

F10.3188

C3. RTA72U-B engine
The cooling medium for the cylinder water cooler using boiler raised steam, hot water from the diesel
is either sea-water for the conventional system or auxiliaries, or by direct circulation from the diesel
fresh water for the central cooling system. In case auxiliaries. If the requirement is for a separate pre-
of the latter one, the cylinder water cooler 012 in heating pump (003), a small unit of five per cent of
figure C110 may be omitted as shown in figure the main pump capacity (002) and an additional
C109. non-return valve between the CCW pumps and the
heater (004) are to be installed. In addition, the
The cylinder cooling water outlet from the engine pumps are to be electrically interlocked to prevent
is thermostatically controlled by an automatic both pumps running at the same time. The oper-
valve (011). A static pressure head is provided, ation of the heater is controlled by a separate tem-
thermal expansion allowed and water losses made perature sensor installed at the engine outlet and
up by the expansion tank (013), to be installed as the flow rate is set by a throttling disc. If the diesel
high as possible above the pump suction (002) to auxiliaries are to be used to provide warming-
prevent ingress of air into the cooling system through directly, it is important at the design stage
through the pump gland. The freshwater generator to ensure that there is sufficient heat available and
(010) is not to require more than 40 per cent of the that cross-connecting pipework and isolating non-
heat dissipated from the cylinder cooling water at return valves are included.
CMCR and is to be used at engine loads above 50
per cent only. In the event that more heat is re- Before starting and operating the engine, a tem-
quired (up to 85%), an additional temperature con- perature of 60°C at the cylinder cooling water
trol system is to be installed ensuring adequate outlet of the main engine is recommended. If the
control of the cylinder cooling water outlet tem- engine is to be started below the recommended
perature (information can be obtained from temperature, engine power is not to exceed 80 per
WNSD). cent of CMCR until the water temperature has re-
ached 60°C.
To prevent corrosive liner wear when not in service

main engine is kept warm. Warming-through can
be provided by a dedicated heater (004) as shown F10.3987
in figure C110 ‘Cylinder cooling water system’, Fig. C111 Engine pre-heating power

C3. RTA72U-B engine
To estimate the heater power capacity required to For marine crosshead engines with oil-cooled pis-
achieve 60°C, the heating-up time and the engine tons, an additive-type crankcase oil of the SAE 30
ambient temperature are the most important para- viscosity grade must be used as system oil. It must
meters. They are plotted on the graph shown in fig- have a minimum BN of 5, detergent properties and
ure C111 to arrive at the required capacity per cyl- meet load carrying performance of the FZG gear
inder; this figure is multiplied by the number of machine method IP 334/90, load stage pass 9.
cylinders to give the total heater capacity required. Good thermal stability, antifoam properties and
Example for 7RTA52U-B: quirements.
For an estimated heating-up time of 6 hours to
achieve 60°C and for an engine ambient tempera- The cylinders in the crosshead diesel engines are
ture of 40°C the approximate amount of heat for lubricated by a separate system working on the
engine pre-heating per cylinder is 18 kW (see fig- once-through principle, i.e. fresh lubricating oil is
ure C111) is: directly fed into the cylinders to provide lubrication
Heater capacity = 7 · 18 kW = 126 kW for the liners, pistons and piston rings.
For normal operating conditions, a high-alkaline

C3.5.2.2 Lubricating oil systems marine cylinder oil of the SAE 50 viscosity grade
with a minimum kinematic viscosity of 18.5 cSt at
C3.5.2.2.1 Lubricating oil systems for 100°C is recommended. The alkalinity of the oil is
engine indicated by its Base Number (BN).
Lubrication of the main bearings, thrust bearings, Note:

bottom-end bearings, camshaft bearings, cross- The ‘Base Number’ or ‘BN’ was formerly known as
head bearings, together with the piston cooling, is ‘Total Base Number’ or ‘TBN’. Only the name has
carried out by the main lubricating oil system, see changed, values remain identical.
figure C112 ‘Main lubricating oil system’. The elev-
ated lub. oil pressure for the crosshead bearings is C3.5.2.2.2 Lubricating oil systems for
obtained using separate pumps. The cylinder liner turbochargers
shown in figure C113 ‘Cylinder lubricating oil sys- The ABB VTR turbochargers with antifriction bear-
tem’. The system oil and cylinder lubricating oil ings have a fully integrated lub. oil system which is
consumptions are indicated in table A1. independent of the engine’s lub. oil system.
The products listed in table C55 ‘Lubricating oils’ feature journal bearings which can be lubricated
were selected in co-operation with the oil suppliers from the engine’s lub. oil system. However, to ex-
and are considered the appropriate lubricants in tend the life time of these journal bearings, a separ-
their respective product lines for the application ate lub. oil system which only serves the turbo-
indicated. Wärtsilä NSD Switzerland Ltd does not chargers can be supplied. For more information
accept any liability for the quality of the supplied lu- please contact WNSD.
bricating oil or its performance 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 Sulzer diesel engines. Information con-
cerning such brands may be obtained on request
from Wärtsilä NSD Switzerland Ltd, Winterthur.

C3. RTA72U-B engine

treatment
ation process.

.
Example:
.


C3. RTA72U-B engine
F10.3545

C3. RTA72U-B engine
F10.3547

C3. RTA72U-B engine
Bulletins.

C3. RTA72U-B engine

ISO 8217:1996
Bunker Engine inlet
class F, RMH55

C3. RTA72U-B engine
F10.0265

C3. RTA72U-B engine


Figure C115 ‘Heavy fuel oil treatment layout’

shows individual positive displacement type
pumps but it is also acceptable to have these
pumps integrated in the separator. It is important
that the pumps operate at constant capacity in
order to achieve equal results over the whole oper-
ating time.

C3. RTA72U-B engine
F10.3193

C3. RTA72U-B engine

pumps (011).
F10.3850

C3. RTA72U-B engine

F10.3303

C3. RTA72U-B engine

12 *1) 12 *1)
Pressure range
25 [bar] 30 [bar] 25 [bar] 30 [bar]
5 2 x 4.3 2 x 3.8 2 x 110 2 x 110
6 2 x 5.0 2 x 4.4 2 x 125 2 x 130
7 2 x 5.7 2 x 5.0 2 x 140 2 x 150
8 2 x 6.5 2 x 5.7 2 x 160 2 x 170


For 25 bar design

For 30 bar design


Fig. C118 Correction of air receiver and air compressor
additional capacity must be provided. capacities

C3. RTA72U-B engine
F10.4098

C3. RTA72U-B engine
Number of cylinders
Units
5 6 7 8
[m3] 0.5 0.75 0.75 0.75
[m3] 0.8 1.0 1.1 1.3
[m3] 20 24 28 33
HFO daily tank *2)
[m3] (0.20 CMCR t1) / 1000
MDO daily tank *3)
[m3] (0.20 CMCR t2) / 1000
requirements.

C3. RTA72U-B engine

quired.

Number of cylinders
Volume Mass Size
5 6 7 8
Carbon-
6 22 45 4 4 5 6
dioxide




C3. RTA72U-B engine

as example only.
F10.4162
Example:
sign (tropical) conditions: 1) Exhaust gas mass flow (acc. to figure C87):
Power (R1) = 21 560 kW
Power (Rx) = 85.0% R1 = 18 326 kW

Pipe C: wC = 35 m/s, Dp = 300 mmWG, figure C121):
ò EXH + P + 0.63 kgńm 3

RT
(acc. to figure C92, C93 and C94):
n TC + 2

C3. RTA72U-B engine
F10.3907
F10.3917

C3. RTA72U-B engine
Pipe A:
qm 146 058
q VA + ò @ n TC + + 115 919 m 3ńh
EXH 0.63 @ 2
Pipes B and C:
qm
q VB + q VC + ò + 146 058 + 231 838 m 3ńh
EXH 0.63

figure C122):
dA = 1010 mm,
dB = 1830 mm,
dC = 1530 mm,
or calculated:
d pipe + 18.81 @ Ǹ wq V
pipe
[mm]


C3. RTA72U-B engine

creased wear to the piston rings and cylinder Table C60 and figure C123 ‘Air filter size’ show
liners. how the various types of filter are to be applied.


eriod < 5 % of
Most ti l sizes
< 0.5 mg/m3 ≥ 0.5 mg/m3 > 0.5 mg/m3
the vast majority
of installations

C3. RTA72U-B engine
F10.3991

C3. RTA72U-B engine
C3.6 Engine noise

It is very important to protect the ship’s crew / pass- Figures C124, C125 and C126 give the sound
engers from the effects of machinery space noise pressure level and frequency at the engine sur-
and reduce the sound pressure levels in the en- face, turbocharger air inlet pipe and turbocharger
gine-room and around the funnel casing by apply- exhaust gas outlet pipe enabling insulation and
ing adequate sound insulation. noise abatement calculations to be made.
F10.3992

F10.3993

C3. RTA72U-B engine

F10.3994

D. Engine management systems
D1 Introduction
Developments in engine management systems at to introduce a new engine control philosophy: that
Wärtsilä NSD Switzerland Ltd are bringing the ‘in- of the intelligent engine-management system.
telligent engine’ nearer. The introduction of a stan-
dard electrical interface, designated DENIS (Die- Much has been written in recent literature about
sel Engine CoNtrol and optImizing Specification), the ‘intelligent engine’ an engine which monitors its
facilitates connection with approved remote con- own condition, and adjusts its parameters for opti-
trol systems, while new computer-based tools mum performance in all situations. Intelligent en-
under the designation of the MAPEX family (Moni- gine-management takes this important idea a step
toring and mAintenance Performance Enhance- further by incorporating not only engine optimizing
ment with eXpert knowledge) enable shipowners functions but also management features, such as
and operators to improve the operating economy maintenance planning and spare parts control, into
of their diesel engines. a complete management system for the ‘intelligent
engine-management’.
Market research with leading shipowners and
shipbuilders has led Wärtsilä NSD Switzerland Ltd
40
F10.1745
Fig. D1 Intelligent engine-management comprising DENIS

and MAPEX modules
Wärtsilä NSD Switzerland Ltd D–1 25.28.07.40 – Issue XII.98 – Rev. 0

D2 DENIS family
An important step towards an intelligent engine- control diagram of the engine, the signal list
management system has been to create a basis and a minimum of fuctional requirements.
for the integration of diverse control systems and
automation levels into a unified ship management – DENIS remote control specification:
system. This is achieved by providing the engine This file contains the detailed functional spec-
with a clearly defined, all-electrical interface be- ification of the remote control system, includ-
tween the engine and its remote control system. ing also optimizing functions particular to the
RTA52U-B, RTA62U-B and RTA72U-B engi-
This electrical interface, which is designated nes namely variable injection timing (VIT), fuel
DENIS, is defined by Wärtsilä NSD Switzerland quality setting (FQS), and the load dependent
Ltd, while the manufacture and supply of the re- cylinder lubricating system (CLU-3).
mote control system itself is the responsibility of
the approved specialist manufacturers. Co-oper- The intellectual property of these specifications re-
ation agreements have been reached with estab- mains with Wärtsilä NSD Switzerland Ltd. There-
lished remote control suppliers, who operate fore this file is licensed to Wärtsilä NSD Switzer-
world-wide, in order to offer engine customers the land Ltd’s remote control partners only. These
solutions they need. Wärtsilä NSD Switzerland Ltd companies offer systems built completely accord-
accepts application of approved remote control ing the engine designer’s specifications, tested
systems only. and approved by Wärtsilä NSD Switzerland Ltd.
The DENIS family contains specifications for the Due to the co-operation between Wärtsilä NSD
engine management systems of all Sulzer diesel Switzerland Ltd and leading remote control
engines. The diesel engine interface specification suppliers additional optimizing functions can be
applicable for the RTA52U-B, RTA62U-B and integrated into the remote control system, thereby
RTA72U-B engines is DENIS-6. making these systems even more attractive and
In installations with Sulzer main engines and S20U avoiding the need for many interfaces between dif-
generating sets, the unified control concept facili- ferent electronic systems.
tates the application of automation. DENIS is thus
a comprehensive control concept for complete Many advantages arise from the use of DENIS:
ship propulsion plants.
– Systems approved by the engine designer;
D2.1 DENIS specification – Easy adaptation of a remote control system;
– Integrated optimizing function;
The DENIS specification does not represent any – Simpler troubleshooting;
hardware. It is the description of the signals ex- – Clear separation of responsibilities;
changed between engine, remote control, safety – Single supplier possible for all shipboard au-
and alarm system, and defines the control and tomation;
safety functions required by the engine. – Greater flexibility in integrating engine control
The DENIS specification is presented in two vol- within a ship management system.
umes:
– 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
25.28.07.40 – Issue XII.98 – Rev. 0 D–2 Wärtsilä NSD Switzerland Ltd

Table D1 identifies the correct DENIS specification and approved remote control suppliers for each engine
type.
Engine type DENIS Approved RCS suppliers

ABB,
Siemens,
RTA52, 62, 72, RTA84M
Kongsberg Norcontrol,
RTA52U, 62U, 72U, DENIS-1
STN Atlas Marine Electronics, (Lyngsø Marine SA),
RTA84C
NABCO
HCP
ABB,
Siemens,
RTA84T-B DENIS-5 Kongsberg Norcontrol,
NABCO
ABB,
RTA48T, 58T Siemens,
RTA48T-B, 58T-B, 68T-B Kongsberg Norcontrol,
DENIS-6
RTA52U-B, 62U–B, 72U-B, STN Atlas Marine Electronics, (Lyngsø Marine SA),
RTA96C NABCO
HCP
ABB,
Siemens,
S20U DENIS-20 Kongsberg Norcontrol,
NABCO
ABB,
ZA40S DENIS-40 STN Atlas Marine Electronics, (Lyngsø Marine SA),
Kongsberg Norcontrol
ABB,
ZA50S DENIS-50 STN Atlas Marine Electronics, (Lyngsø Marine SA),
Kongsberg Norcontrol
Table D1 DENIS specification T10.0284
F10.3913
Fig. D2 DENIS-6 remote control

D2.2 Remote control systems suppliers D2.3 Speed control
Wärtsilä NSD Switzerland Ltd has an agreement D2.3.1 Approved speed control
concerning the development, production, sales (Governor)
and servicing of remote control and safety systems
for their RTA engines with each of the following Wärtsilä NSD Switzerland Ltd accepts the applica-
companies: tion of approved speed controls only. The ap-
proved speed controls for RTA52U-B, RTA62U-B,
ABB Systemen BV
RTA72U-B comprise standard electronic systems
P.O. Box 433
using electric actuators only.
3000 AK Rotterdam Tel +31-10 407 88 67
No drive for mechanical-hydraulic speed control is
The Netherlands Fax +31-10 407 84 45
available.
Remote control system ‘FAHM III‘
Siemens AG Abt. Schiffbau List of approved speed controls for RTA52U-B,
Lindenplatz 2 RTA62U-B and RTA72U-B engines:
Postfach 105609
D-20038 Hamburg Tel +49-40 28 89 0 • ABB ‘DEGO-II’ system with actuator
Germany Fax +49-40 28 89 20 02 ‘ASAC200’
Remote control system ‘SIMOS RCS 33‘ • Norcontrol digital speed control system
Kongsberg Norcontrol AS ‘DGS8800e’
P.O. Box 1009 • NABCO ‘MG-800’ speed control system
N-3191 Horten Tel +47-330 41 436 • STN Atlas Electronics EA2000 System
Norway Fax +47-330 45 250 • Lyngsø Marine EGS2000 System
Remote control system ‘AutoChiefR-4‘
STN Atlas Marine Electronics
(Lyngsø Marine SA) *1)
Behringstrasse 120
D-22763 Hamburg Tel +49-40 88 25 0
Germany Fax +49-40 88 25 4116
Remote control system ‘Geamot 40 M‘ (STN)
Remote control system ‘DMS2000‘ (LM)
Nabco Ltd
Control Systems Division
Sannomiya Grand Bldg 8F
2–2–21, Isogami dori Chuo-ku
Kobe Tel +81-78 251 8109
Japan Fax +81-78 251 8090
Remote control system ‘M800–II‘
H. Cegielski-Poznan SA
Ul.Czerwca 1956 Nr. 223/229
60-965 Poznan Tel +48-61 831 1350
Poland Fax +48-61 832 1541
Remote control system ‘SANO 97‘
*1) Lyngsø Marine SA is a 100% subsidiary company of

STN Atlas Electronics

D2.3.2 Selection of speed control D2.4 Alarm sensors
Application of an electronic speed control is The classification societies require different alarm
Wärtsilä NSD Switzerland Ltd’s exclusive and safety functions, depending on the class of the
standard for the RTA52U-B, RTA62U-B and vessel and its degree of automation.
RTA72U-B engines.
Only electronic speed controls include all functions These requirements are listed together with a set
necessary for extensive engine protection, i.e. a of sensors defined by Wärtsilä NSD Switzerland
combination of charge air pressure fuel limiter and Ltd in tables D2 and D3 ‘Alarm and safety functions
torque limiter. Their application is therefore of marine diesel engines’.
generally recommended by WNSCH for all RTA
type engines. The time delays for the slow-down and shut-down
Wärtsilä NSD Switzerland Ltd strongly functions given in tables D2 and D3 are maximum
recommends to select the same supplier for values. They may be reduced at any time accord-
the electronic speed control and the remote ing to operational requirements.
control system. In this way the effort for
commissioning both on testbed and at the yard can When decreasing the values for the slow-down
be considerably reduced. delay times, the delay times for the respective
Therefore one of Wärtsilä NSD Switzerland Ltd’s shut-down functions are to be adjusted accord-
requirements for its remote control partners is their ingly.
ability to supply their own electronic speed control.
The remote control partners which do not have an The delay values are not to be increased without
approved electronic speed control at present, are written consent of Wärtsilä NSD Switzerland Ltd.
either in the process of development and will apply
for approval by Wärtsilä NSD Switzerland Ltd in the Included in the standard scope of supply are the
near future or use a product of an already minimum of safety sensors as required by WNSCH
approved supplier. for attended machinery space (AMS). If the option
of unattended machinery space (UMS) has been
D2.3.3 Technical assistance selected the respective sensors according to
Wärtsilä NSD Switzerland Ltd’s requirement have
Wärtsilä NSD Switzerland offers assistance in to be added.
stability and plant simulation studies for speed
control selection and dynamic performance The exact extent of delivery of alarm and safety
calculations of the controlled system with respect sensors has to cover the requirements of the re-
to its response to power and speed variations. spective classification society, Wärtsilä NSD
Switzerland Ltd, the shipyard and the owner.
The sensors delivered with the engine are con-

nected to terminal boxes mounted on the engine.
Signal processing has to be performed in a separ-
ate alarm and monitoring system usually provided
by the shipyard.

RTA52U-B, RTA62U-B and RTA72U-B marine diesel engines
Table D2 Alarm and safety functions of RTA.2U-B marine diesel engines (continued table D3) T10.3914

Table D3 Alarm and safety functions of RTA.2U-B marine diesel engines T10.3915

D3 MAPEX Family
An intelligent engine-management system also – Management support for spare parts and for
needs to include functions such as the monitoring maintenance;
of specific engine parameters, analysing data, and – Access on board ship to the knowledge of ex-
managing maintenance and spare parts purchas- perts;
ing activities. Many of these functions involve spe- – Full support of data storage and transmission
cific and complex engine knowledge and are most by floppy diskette and by satellite communica-
appropriately handled directly by the engine de- tion;
signer. – Reduced costs and improved efficiency.
Wärtsilä NSD Switzerland Ltd provides a full range
of equipment for carrying out these functions, The MAPEX family currently comprises seven sys-
called the MAPEX family. MAPEX, or ‘Monitoring tems: MAPEX-PR, SIPWA-TP, MAPEX-SM,
and mAintenance Performance Enhancement MAPEX-TV, MAPEX-AV, MAPEX-CR and
with eXpert knowledge’, encompasses the follow- MAPEX-FC.
ing principles:
Further members of the MAPEX family are also en-
– Improved engine performance through re- visaged.
duced down time;
– Monitoring of critical engine data, and intelli- In each case special emphasis has been placed on
gent analysis of that data; user friendliness and ease of installation.
– Advanced planning of maintenance work;

D3.1 SIPWA-TP: Trend processing SIPWA-TP provides graphic colour displays of the
following parameters:
The ‘Sulzer Integrated Piston-ring Wear-detecting
Arrangement with Trend Processing’ is a powerful – Average ring wear, up to a maximum of
tool for monitoring the piston ring wear and rotation 3.5 mm radially;
on Sulzer large-bore two-stroke engines. SIPWA- – Wear of specific ring segments;
TP gives the ship operator an exact status report – Circumferential ring wear pattern for each cyl-
on the condition of the piston rings, enabling him to inder;
optimize safely lubricating oil consumption and to – Ring rotation with respect to running hours;
undertake piston overhauls only when they are – Engine running speed over a given period, in-
needed. The system allows the ship operator to cluding engine stops;
take countermeasures quickly in the event of ab- – Specific ring wear for each cylinder;
normal running conditions. – Specific ring wear alarm.
F10.3614
Fig. D3 SIPWA-TP

D3.2 MAPEX-PR: Piston-running By monitoring this information, it is possible to de-

reliability tect and identify situations such as piston ring
breakage, piston ring scuffing, faulty fuel injection
MAPEX-PR, for piston-running reliability, is a sys- or cylinder cooling water flow restrictions. MAPEX-
tem for continuously monitoring cylinder running PR automatically records, displays and interprets
conditions on large-bore Sulzer two-stroke en- the data, providing a diagnosis of the probable
gines. It provides the ship’s operator with graphic cause of any anomalies. In situations of a critical
colour displays of the following data: nature, an alarm is activated.
– Liner wall temperature; MAPEX-PR is thus an ideal supplementary mod-

– Cylinder cooling water inlet and outlet tem- ule to SIPWA-TP. Its short-term reporting and
peratures; alarm capabilities complement the long-term trend
– Scavenge air temperature after each cooler; analysis features of SIPWA-TP. Except for the pro-
– Engine speed; cessing board itself, MAPEX-PR is implemented in
– Engine load indicator position. the same hardware and utilises the same display
screen and printer as SIPWA-TP.
F10.3615
Fig. D4 MAPEX-PR

D3.3 MAPEX-SM By installing MAPEX-SM at the head office as well

as on board ship, the owner can centralize requisi-
MAPEX-SM is an advanced management tool for tioning and purchasing operations for the entire
the administration and planning of Spare parts and fleet on a single system. This also allows planning
Maintenance. It comes complete with the original of major maintenance work and recording of main-
Wärtsilä NSD Switzerland Ltd data for the ship- tenance histories for each vessel. Statistical fea-
owner’s specific engines. The system is user tures provide an overview of fleet maintenance
friendly and operates on IBM or IBM-compatible and purchasing, and assist in corporate strategic
personal computers. Features include purchasing planning. MAPEX-SM is modular, so that it can be
of engine spare parts, inventory control, statistical installed in phases if desired, beginning with the
reporting, issuing of work orders, maintenance his- head office and later expanding to include vessels
tory recording, and much more. as the shipowner’s budget permits.
F10.3242
Fig. D5 MAPEX- communication

Partnership agreement closes maintenance A) According to the design of the engine and its
circle components, different maintenance tasks are
required.
Whether installed on a single ship or throughout B) These maintenance requirements are
the fleet, or in a power plant, MAPEX-SM is sup- implemented in a maintenance program such
plied by Wärtsilä NSD Switzerland Ltd as part of a as MAPEX-SM.
complete service package, the ‘MAPEX-SM C) Crew members report the maintenance which
Partnership Agreement’. has been completed directly into the
MAPEX-SM database so that the operator is
The objective of optimizing maintenance with re- continually informed of the maintenance
spect to safety, environment, availability and fuel progress and the spare parts consumption.
consumption is only achieved if the maintenance Reporting of completed work forms the basis
work, its cost, the spare parts consumption and the for optimizing the maintenance process.
engine performance data are reported and ana- D) The results of the analysis of completed
lysed. maintenance and the spare parts
consumption allow Wärtsilä NSD Switzerland
Ltd to give the operator recommendations to
optimize his maintenance programme.
It also gives the engine designer the possibility
to identify the needs for design modifications
to comply with changing requirements for
better safety, availability and maintenance
costs.
Wärtsilä NSD Switzerland Ltd provides the follow-

ing technical services as part of this MAPEX-SM
Partnership Agreement:
• Review and comparison of engine perform-

ance parameters with expected results based
upon the company’s experience with engines
of similar type and rating.
• Analysis of performance data with respect to
developing trends. Comparison with previous
data collected during the life of the MAPEX-
SM Partnership Agreement.
• Recommendations made on possible im-
provements to operating and maintenance
F10.3610 procedures to minimize downtime, increase
Fig. D6 The maintenance circle overall efficiency and reduce costs.

Your complete service package
The ‘MAPEX-SM Partnership Agreement’ is a

complete service package which includes the fol-
lowing:
• MAPEX-SM software.
• Data for the particular engine or engines cov-
ered by the contract, such as complete de-
scriptions of all components, with their spare
parts and maintenance work orders (a de-
scription of the work itself, as well as the
necessary tools and spare parts).
• Installation and starting.
• Training for administrative and technical per-
sonnel in the use of the system.
• Regular updates of data, including prices,
availability for parts supplied by Wärtsilä NSD
Switzerland Ltd.
• Reduced prices on spare parts for engines
covered by the contract.
• System hardware (PC or multiple PCs and
communication hardware) if required.


E. Engine emissions
E1 IMO-2000 regulations
E1.1 IMO
The International Maritime Organisation (IMO) is
the specialized agency of the United Nations (UN)
dealing with technical aspects of shipping. The
IMO has 151 member states and two associate
members.
E1.2 Establishment of emission limits

for ships
In 1973 an agreement on the International Con-

vention for the Prevention of Pollution from ships
was reached. It was modified in 1978 and is now
known as MARPOL 73/78. Starting from 1991 a
new ANNEX VI to this convention has been pre-
pared. In this new annex regulations have been in-
troduced to reduce or prohibit certain types of
emissions from ships. One of these regulations
prescribes the maximum allowable emissions of
nitrogen oxides (NOx) by engines installed on
ships. This regulation is the only one being of direct
concern for propulsion engine design. F10.3278
Fig. E1 Speed dependent maximum average NOx

E1.3 Regulation regarding NOx emissions by engines
emissions of diesel engines
E1.4 Date of application of ANNEX VI
The following speed-dependent curve shows the
maximum allowed average emissions when run- During the Conference of Parties to MARPOL
ning with marine diesel oil (MDO) (figure E1) . 73/78 in September 1997 the final draft to ANNEX
The emission value for an engine is calculated ac- VI has been adopted. To come into force, the proto-
cording to the Technical Code which is part of col of the conference has to be ratified by 15
ANNEX VI and is almost identical with ISO 8178. member states, of which the combined merchant
As this is an average value it does not imply that the fleet constitutes at least 50 per cent of the gross
engine emits nitrogen oxides (NOx) below the tonnage of the world’s merchant shipping. When
given limit over the whole load range. coming into force, the new regulations on NOx
emissions will be applicable (with exceptions
stated in the regulations) to all engines with a
power output of more than 130 kW which are in-
stalled on ships constructed on or after 1st January
2000. The date of construction is the date of keel
laying of the ship. Engines in older ships do not
need to be certified unless they are subjected to
major modifications which would significantly alter
their NOx emission characteristics.
Wärtsilä NSD Switzerland Ltd E–1 25.28.07.40 – Issue XII.98 – Rev. 0

E. Engine emissions
E1.5 Procedure for certification of engines

When the new regulation comes into force it has to
be proved that every delivered engine complies
with the IMO regulation. The standard procedure
will involve testing the emissions during the trials
on the test bed. If it can be proved that the engine
is exactly to the same design as an already certi-
fied engine, a so-called parent engine, no testing
is required. The certification will be surveyed by the
administrations or delegated organisation.
E2 Measures for compliance with the

IMO regulation of the RTA52U-B,
RTA62U-B and RTA72U-B engines F10.3916
Fig. E2 RTA52U-B compliance with the IMO regulation

The rating fields of the two engines are divided into
two areas as shown in figure E2, E3 and E4 and
comprise the following measures:
E2.1 Standard measures
In the upper part of the rating field the IMO regula-

tion is fulfilled by specific adaptation of the engine
tuning and fuel injection parameters. These
measures have all been tested and chosen with
the least disadvantage on engine costs and fuel
consumption maintaining todays high engine reali-
bility.
F10.3995
E2.2 Extended measures Fig. E3 RTA62U-B compliance with the IMO regulation
In the lower part of the rating field the IMO regula-

tion is fulfilled by extended measures like fuel-
water emulsion operation. Such systems have
also been tested on our test beds and are being de-
veloped for ship board installation. Should you
need detail information please do not hesitate to
contact one of our offices.
Note:
Further engine developments and field experience will aim at
reducing the area of extended measures.
F10.3996
Fig. E4 RTA72U-B compliance with the IMO regulation
25.28.07.40 – Issue XII.98 – Rev. 0 E–2 Wärtsilä NSD Switzerland Ltd

F. winGTD – General Technical Data
F1 Installation of winGTD
F1.1 System requirements
winGTD will run on 386, 486 or Pentium pro-

cessor-based PCs that incorporate the following
minimum software and hardware require-
ments:
– Microsoft Windows version 3.1, and later ver-
sions running in 386 enhanced mode, or Win-
dows 95;
– 4 MB memory;
– 10 MB of free hard disc space;
– CD-ROM drive (1.44 MB floppy disks available
on request).
A serial or parallel port is required if you wish to use

a printer.
F1.2 Installing winGTD
Use the following procedure to install the winGTD.
1. Insert the winGTD CD into your CD-ROM

drive.
2. To start the installation program, run the file
‘d:\wingtd\setup.exe’ (where d is the drive
letter of your CD-ROM).
3. Follow the on-screen instructions. When in-
stallation is complete, a message appears
indicating that the installation was successful.
F1.3 Changes to previous versions
The amendments and how this version differs from

previous versions are explained in file
README.TXT, which is located in the winGTD di-
rectory on the CD-ROM. To view this file open Win-
dows File Manager, locate the file and double-click
on it.
Wärtsilä NSD Switzerland Ltd F–1 25.28.07.40 – Issue XII.98 – Rev. 0

F2 Using winGTD (RTA52U-B, F2.2 Two-stroke propulsion engines

RTA62U-B and RTA72U-B)
After you have clicked on the selected RTA engine
F2.1 Main window type (RTA52U-B), the ‘Two-stroke engine propul-
sion’ shows up.
When you double-click on the winGTD icon, it
opens to the Main window.
F10.3918
Fig. F2 winGTD: Two-stroke engine propulsion

F10.3860
Fig. F1 winGTD: Main window Select the engine according to cylinder configur-
ation (e.g. 7RTA52U-B). After that you can enter
The winGTD Main window contains four pull-down your desired engine rating (power and speed). The
menus, the Work area and the Status bar. rating point must be within the rating field. The
shaft power can be expressed in units of kW or
By opening the ‘Propeller’ menu and clicking on bhp.
submenu ‘Two stroke’ you then select the engine
type and the program will start. F2.3 Cooling system
The installed CD-ROM contains the RTA52U-B,
RTA62U-B and RTA72U-B engines only. In the ‘Two-stroke engine-propulsion’ mask you
This command can be executed without activating have to select the type of cooling system. Each en-
the menu, simply by pressing the function key F5 gine type is connected with a number of predeter-
(two-stroke propulsion engines). mined and standardized cooling system types. Af-
ter the selection of the cooling system type you can
either click the ‘compute-button’ and calculate the
data of the selected engine or you can choose
‘Temperatures’ or ‘Properties’ from the ‘Cooling
system’ menu.
25.28.07.40 – Issue XII.98 – Rev. 0 F–2 Wärtsilä NSD Switzerland Ltd

F2.4 Lubricating oil system F2.5 Results of the computation
The option ‘Lubricating oil system’ contains these To show the results of the computation for the
items: Lubricating oil system, Treatment and Sys- selcted rating click ‘Show results’. The previously
tem layout. The ‘System layout’ shows the princi- selected input data are considered and expressed
pal system with all functional elements. The main into the shown results like ‘Engine performance
parameters may be changed directly or in the data, Heat dissipation, Scavenge air system, Cool-
items mentioned below. ant temperatures, Starting air system, Pumps,
Power take off, Dynamic characteristics, Main di-
mensions, Lubricating oil system, Cooling system’.
F10.3919
Fig. F3 winGTD: Lubricating oil system layout

F10.3920
Fig. F4 winGTD: Show results of the computation
Wärtsilä NSD Switzerland Ltd F–3 25.28.07.40 – Issue XII.98 – Rev. 0

F2.5.1 Service conditions F2.6 Saving a project
Choose ‘Service conditions’ from the ‘Propeller’ To save all the data belonging to your project,
menu to enter any ambient condition deviating choose ‘Save as...’ from the File menu. The follow-
from the design condition. ing dialog box appears.
F10.3921
F10.3345
Fig. F5 winGTD: Choose Service conditions Fig. F7 winGTD: Save as...
Type a project name (winGTD proposes a three-

character suffix based on the program you have
selected) and choose a directory location for the
project.
Once you have specified a project name and se-
lected the desired drive and directory, click ‘Save’
to save your project data.
F10.3922
Fig. F6 winGTD: Service conditions
25.28.07.40 – Issue XII.98 – Rev. 0 F–4 Wärtsilä NSD Switzerland Ltd

G. Appendix
G1 Reference to other Wärtsilä NSD Switzerland documentation
Arrangement of fresh water generator in the cylin- – System Engineering – Concept Guidance
der (jacket) water cooling system – Valid for all 6 pp, issue 4043/J. C. Thomson/05.09.97
Sulzer marine engines (except RTA84T)
Uni-fuel ship installation: – System Engineering – Concept Guidance
Fuel oil systems for S20, AT25H, and A20H marine 20 pp, issue 7056/Lüthi/28.01.94,
auxiliary engines Order No. 29.06.07.40
Fire prevention in exhaust gas systems – System Engineering – Concept Guidance
5 pp, issue 4043/J. C. Thomson/05.09.97
Engine Selection and Project Manual S20U – Detail project and installation information for
Sulzer S20U Generating sets, issue X.1996
Order No. 23.91.07.40
WinGTD – Computerized engine and system data, please
refer to chapter C1.5.1.3.1, C2.5.1.3.1 and
C3.5.1.3.1
EnSel R
– Engine selection program for IBM-XT/AT or
compatible computers, for further information
please contact Wärtsilä NSD Switzerland Ltd,
Winterthur, Dept. 4043.
Wärtsilä NSD Switzerland Ltd G–1 25.28.07.40 – Issue XII.98 – Rev. 0

G. Appendix
G2 Piping symbols
F10.1910
Fig. G1 Piping symbols 1
25.28.07.40 – Issue XII.98 – Rev. 0 G–2 Wärtsilä NSD Switzerland Ltd

G. Appendix
F10.1911

G. Appendix
F10.1905

G. Appendix
G3 SI dimensions for internal combustion engines
Symbol Definition SI–Units Other units

I,L Length m, mm, µm
A Area m2, mm2, cm2
V Volume m3, dm3, I, cm3
m Mass kg, t, g
ρ Density kg/m3, g/cm3, kg/dm3
Z, W Section modulus m3
Ia, Ip Second moment of area m4
I, J Moment of inertia (radius) kgm2
α, β, γ, δ, ϕ Angle rad, °
t Time s, d, h, min
f, v Frequency Hz, 1/s
v, c, w, u Velocity m/s, km/h Kn
N, n Rotational frequency 1/s, 1/min rpm
a Acceleration m/s2
ω Angular velocity rad/s
α Angular acceleration rad/s2
qm Mass flow rate kg/s
qv Volume flow rate m3/s
p Momentum Nm
L Angular momentum Nsm
F Force N, MN, kN
p Pressure N/m2, bar, mbar
σ, τ Stress N/m2, N/mm2
E Modulus of elasticity N/m2, N/mm2
W, E, A, Q Energy, work, quantity of heat J, MJ, kJ, kWh
P Power W, kW, MW
M, T Torque moment of force Nm
η Dynamic viscosity Ns/m2
ν Kinematic viscosity m2/s cSt, RW1
γ, σ Surface tension N/m
T, Θ, t, θ Temperature K, °C
nT, nΘ, ... Temperature interval K, °C
α Linear expansion coefficient 1/K
C, S Heat capacity, entropy J/K
c Specific heat capacity J/(kgK)
λ Thermal conductivity W/(mK)
K Coefficient of heat transfer W/(m2K)
e Net calorific value J/kg, J/m3
L(LIN)TOT Total LIN noise pressure level dB
L(A)TOT Total A noise pressure level dB
Average spatial noise level over octave
LOKT dB
band
U Voltage V
I Current A
BSFC Brake specific fuel consumption kg/J, kg/(kWh), g/(kWh)
Table G1 SI dimensions T10.0080

G. Appendix
G4 Approximate conversion factors
Length Force
1 in = 25.4 mm 1 lbf (pound force) = 4.45 N

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

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

1 kcal = 4.186 kJ
1 in3 = 16.4 cm3
1 ft3 = 0.0283 m3 Power
1 yd3 = 0.7645 m3
1 bhp (metric) = 0.735 kW
Volume (fluids) 1 bhp (Imp.) = 0.7457 kW
1 kcal/h = 0.0012 kW
1 Imp. pint = 0.568 l
1 US. pint = 0.473 l
1 Imp. quart = 1.136 l
1 US. quart = 0.946 l
1 Imp. gal = 4.546 l
1 US. gal = 3.785 l
1 Imp. barrel = 36 Imp. gal = 163.66 l
1 barrel petroleum = 42 US. gal = 158.98 l

G. Appendix
G5 Wärtsilä NSD Corporation worldwide

G5.1 Headquarters
Wärtsilä NSD Corporation Tel. +41 1 305 7100

World Trade Center Fax +41 1 305 7199
Leutschenbachstrasse 95
CH-8050 Zürich
Switzerland
G5.2 Marine business
Wärtsilä NSD Corporation Tel. +358 6 3270

Kauppapuistikko 15, 5th Floor Fax +358 6 327 2422
FIN-65 100 Vaasa
Finland
G5.3 Navy business
Wärtsilä NSD Corporation, Tel. +39 40 319 5531

Navy Business Fax +39 40 319 5301
c/o Grandi Motori Trieste S.p.A.
Bagnoli della Rosanda 334
I-34 018 Dorligo della Valle, Trieste
Finland
Italy
G5.4 Product companies
Finland Wärtsilä NSD Finland Oy Tel. +358 6 3270

Järvikatu 2-4 Fax +358 6 317 1906
PO Box 244
FIN-65 101 Vaasa
Finland
Finland Wärtsilä NSD Finland Oy Tel. +358 6 3270

Marine Fax +358 6 356 7188
Tarhaajantie 2
PO Box 252
FIN-65 101 Vaasa
Finland
Finland Wärtsilä NSD Finland Oy Tel. +358 2 264 3111

Stålarminkatu 45 Fax +358 2 264 3169
PO Box 50
FIN-20 810 Turku
Finland
France Wärtsilä NSD France S.A. Tel. +33 1 34 78 88 00

28, Boulevard Roger-Salengro Fax +33 1 34 78 88 03
F-78 200 Mantes-la-Ville
F-78 202 Mantes-la-Jolie Cedex BP 1224
France

G. Appendix
France Cummins Wärtsilä Tel. +33 389 666 868

1, rue de la Fonderie Fax +33 389 666 830
B.P. 1210
F-68 054 Mulhouse Cedex
France
France Cummins Wärtsilä Tel. +33 546 30 31 50

Usine de la Combe Fax +33 546 30 31 59
B.P. 115
F-17 700 Surgères
France
Italy Grandi Motori Trieste S.p.A. Tel. +39 40 319 3111

Bagnoli della Rosandra 334 Fax +39 40 827 371
I-34 018 Trieste
Italy
Norway Wärtsilä NSD Norway A/S Tel. +47 53 42 25 00

N-5420 Rubbestadneset Fax +47 53 42 25 01
Norway
The Netherlands Wärtsilä NSD Nederland B.V. Tel. +31 38 4253 253
Hanzelaan 95 Fax +31 38 4253 352
NL-8017 JE Zwolle
PO Box 10 608
NL-8000 GB Zwolle
The Netherlands
Switzerland Wärtsilä NSD Switzerland Ltd Tel. +41 52 262 49 22

Zürcherstrasse 12 Fax +41 52 212 49 17
PO Box 414
CH-8401 Winterthur
Switzerland
Sweden Wärtsilä NSD Sweden AB Tel. +46 520 4226 00

Åkerssjövägen Fax +46 520 4228 50
S-46165 Trollhättan
PO Box 920
S-46129 Trollhättan
Sweden
G5.5 Corporation network
Australia Wärtsilä NSD Australia Pty Ltd Tel. +61 29 6728 200
48 Huntingwood Drive Fax +61 29 6728 585
Huntingwood 2148
New South Wales
Australia
Brazil Wärtsilä NSD do Brasil Ltda Tel. +55 21 2240 251

Av. Rio Branco, 116-12° andar +55 21 5094 386
20 040-001 Rio de Janeiro/RJ Fax +55 21 5092 358
Brazil

G. Appendix
Canada Wärtsilä NSD Canada Inc. Tel. +1 902 4681 264

50 Akerley Boulevard, Fax +1 902 4681 265
Burnside Industrial Park
Dartmouth (Halifax)
Nova Scotia B3B 1R8
Canada
Chile Wärtsilä NSD Chile Ltda Tel. +56 2 2325 031

Nueva de Lyon 96, +56 2 2325 469
Oficina 305 +56 2 2325 608
Providencia Santiago Fax +56 2 2328 754
Chile
Chile Wärtsilä NSD Chile Ltda Tel. +56 41 592 077

Avenida Colón 3284 Fax +56 41 592 075
Talcahuano
Chile
China Wärtsilä NSD (China) Ltd Tel. +852 2528 6605

Room 4201 Hopewell Centre Fax +852 2529 6672
188 Queen’s Road East
Wanchai
Hong Kong
P.R. China
China Wärtsilä NSD Shanghai Repr. Office Tel. +86 21 6415 5218
Unit A, 13 A/F Jiu Shi Fu Xin Mansion Fax +86 21 6415 5868
918 Huai Hai Road (M)
Shanghai 200 020
P.R. China
China Wärtsilä NSD Beijing Repr. Office Tel. +86 10 659 31842
Room 2505, CITIC Building +86 10 650 02255
No. 19 Jianguomenwai Dajie Fax +86 10 659 31843
Beijing 100 004
P.R. China
China Wärtsilä NSD Wuhan Tel. +86 27 57 83 530

Representative Office Fax +86 27 57 83 033
Room 1501-02, Deng Yue Building
314 Xin Hua Road, Wuhan
Hubei 430 022
P.R. China
China Wärtsilä NSD Taiwan Ltd Tel. +886 22 515 2229

3F-2, No. 111 Sung Chiang Road Fax +886 22 517 1916
(Boss Tower Building),
Taipei
Taiwan R.O.C.
Colombia Wärtsilä NSD Colombia S.A. Tel. +57 1 621 5705

Avenida 15 No. 101-09 Oficina 408 +57 1 621 5813
Edificio Vanguardia A.A. 91 710 +57 1 621 6246
Bogotá D.C. Fax +57 1 616 8466
Colombia

G. Appendix
Cyprus Wärtsilä NSD Cyprus Ltd Tel. +357 5 367 353

PO Box 3037 Fax +357 5 367 910
3313 Limassol
Cyprus
Cyprus Wärtsilä NSD Mediterranean Ltd Tel. +357 4 633 906

Iras & Kontogliou Str. Fax +357 4 632 316
Larnaca 6057
Cyprus
Denmark Wärtsilä NSD Danmark A/S Tel. +45 99 569 956

Jens Munksvej 1 Fax +45 98 944 016
PO Box 67
DK-9850 Hirtshals
Denmark
Denmark Wärtsilä NSD Danmark A/S Tel. +45 99 569 956

Akseltorv 8, 1st floor Fax +45 98 944 016
DK-1609 Copenhagen V
Denmark
France Wärtsilä NSD France S.A. Tel. +33 4 42 32 57 94

Etablissement de la Méditerranée Fax +33 4 42 32 57 98
R.N. 8-Les Baux
F-13 420 Gémenos
France
Germany Wärtsilä NSD Deutschland GmbH Tel. +49 40 751 900

Schlenzigstrasse 6 Fax +49 40 751 90 190
D-21 107 Hamburg
Germany
Great Britain Wärtsilä NSD UK Ltd Tel. +44 1732 744 400
Tubs Hill House Fax +44 1732 744 420
London Road
Sevenoaks
Kent TN13 1BL
Great Britain
Great Britain Wärtsilä NSD UK Ltd Tel. +44 1224 871 166
Girdieness Trading Estate Fax +44 1224 871 188
Wellington Road
Aberdeen AB11 8DG
Great Britain
Greece Wärtsilä Diesel Hellas S.A. Tel. +30 1 413 54 50

4, Loudovikou Square +30 1 413 55 82
GR-185 31 Piraeus Fax +30 1 411 79 02
PO Box 860 12
GR-185 03 Piraeus
Greece
Iceland Velar og Skip enf Tel. +354 56 200 955

Fiskislóö 137 A Fax +354 56 210 095
101 Reykjavik
Iceland

G. Appendix
India Wärtsilä NSD India Ltd Tel. +91 22 617 0905

Hemu Plaza,1st floor +91 22 618 0905
Dashratlai Joshi Marg Fax +91 22 619 1068
Vile Parle (West)
Mumbai 400 056
India
Indonesia P. T. Stowindo Power Tel. +62 21 766 2950

Menara Citibank 3rd floor Fax +62 21 766 2946/47
JL Metro Pondok Indahkav. II BA
Jakarta 12 310
Indonesia
Iran Kalajoo Co Tel. +98 21 2045 888

Apt. 302, Sayeh Bldg. +98 21 2043 528
No. 1409 Vali Asr Ave. Fax +98 21 2044 532
PO Box 19 945-583
Tehran 19 677
Iran
Ireland Wärtsilä NSD Ireland Ltd Tel. +353 1 459 5668

Dublin Executive Office Centre Fax +353 1 459 5672
Red Cow, Naas Road
Dublin 22
Ireland
Italy Wärtsilä Navim Diesel s.r.l. Tel. +39 10 373 0779

Via Carrara 24-26 Fax +39 10 373 0757
I-16 147 Genova
Italy
Ivory Coast Wärtsilä NSD ACO Tel. +225 351 876

PO Box 4432 – Zone A4 +225 350 351
17, rue Pierre et Marie Curie Fax +225 351 506
Abidjan 01
Ivory Coast
Japan Wärtsilä Diesel Japan Co. Ltd Tel. +81 78 392 5333
Kobe Yusen Bldg. Fax +81 78 392 8688
1-1-1, Kaigan-dori
Chuo-ku
Kobe 650
Japan
Japan NSD Japan Ltd Tel. +81 78 321 1501–5

San Ei Building 10th floor Fax +81 78 332 27 23
2-3, Kaigan-dori, 2-chome
Chuo-ku
Kobe 650
Japan

G. Appendix
Japan Wärtsilä Diesel Japan Co. Ltd Tel. +81 3 34 86 4531

Binary Kita-Aoyama Bldg. 8F Fax +81 3 34 86 4153
3-6-19, Kita-Aoyama, Minato-ku
Tokyo 107
Japan
Korea (Rep. of) Wärtsilä NSD Korea Ltd Tel. +82 2 3272 8032-5
Noksan Bldg. 6th floor Fax +82 2 3272 8036
50-11, Yonggang-dong,
Mapo-Gu
Seoul 121-071
Korea (Rep. of)
Korea (Rep. of) Wärtsilä NSD Korea Ltd Tel. +82 51 465 2191-2
Pusan Marine Centre, 1002-A Fax +82 51 465 5222
79-1, Chungangdong, 4-Ga
Chung-Gu
Pusan 600-014
Korea (Rep. of)
Mexico Wärtsilä NSD de Mexico S.A. Tel. +525 570 92 00

Guillermo González Fax +525 570 92 01
Camarena # 1100, 5th floor
Col. Centro Ciudad de Santa Fé
México, DF 01 210
Mexico
Morocco Salva Tel. +212 2 304 038

93, Boulevard de la Résistance Fax +212 2 305 717
Casablanca 21 700
Morocco
Norway Wärtsilä NSD Norway A/S Tel. +47 64 93 7650

Hestehagen 5 Fax +47 64 93 7660
Holter Industrieområde
N-1440 Drøbak
Norway
Pakistan Wärtsilä NSD Pakistan (Pvt.) Ltd Tel. +92 42 541 8846
16-Kilometer, Ralwind Road Fax +92 42 541 9053
PO Box 10 104
Lahore
Pakistan
Peru Wärtsilä NSD del Perú S.A. Tel. +51 1 241 7030
J. Arias Aragües 210 Fax +51 1 444 6867
San Antonio – Miraflores
Lima 18
Peru
Philippines Wärtsilä NSD Philippines Inc. Tel. +63 49 543 0382

No 6, Diode Street Fax +63 49 543 0381
Light Industry and Science Park
BO, Diezmo, Cabuyo, Laguna
Philippines

G. Appendix
Poland Wärtsilä NSD Polska, Sp zo o Tel. +48 22 640 0790

Ul. Wynalazek 6 Fax +48 22 640 0794
02-677 Warszawa
Poland
Poland Wärtsilä NSD Polska, Sp zo o Tel. +48 58 345 23 44

Ul. Grunwaldzka 139 Fax +48 58 341 67 44
90-264 Gdansk
Poland
Portugal Wärtsilä Diesel Motores (Portugal) Lda Tel. +351 2 944 0101
Zona Industrial Da Maia I Fax +351 2 944 0106
Sector X - Lote 362
No. 43, Apartado 415
P-4470 Maia Codex
Portugal
Puerto Rico Wärtsilä NSD Carribbean Inc. Tel. +1 787 792 8080
Metro Office Park, Suite 101, 2 Calle 1 Fax +1 787 792 2600
Guaynabo 00968
Puerto Rico
Russia Wärtsilä NSD Corporation Tel. +7 095 200 1255

Glazovsky per., 7, Suite 16 Fax +7 095 203 2705
RU-121 002 Moscow +7 095 956 3696
Russia
Russia Wärtsilä NSD Corporation Tel. +7 812 325 2127

10 Krasnoarmeiskaya Ul. 15 +7 812 325 2128
RU-198 103 St. Petersburg +7 812 325 2129
Russia Fax +7 812 325 2298
Saudi Arabia Wärtsilä NSD Saudi Arabia Ltd Tel. +966 2 637 6470
Industrial City, Phase 4 +966 2 637 6884
PO Box 2132 Fax +966 2 637 6482
Jeddah 21 451
Saudi Arabia
Singapore (Rep. of) Wärtsilä NSD Singapore Pte Ltd Tel. +65 265 9122
14, Benoi Crescent Fax +65 264 0802
Singapore 629 977
Teban Garden, PO Box 619
Singapore 916 001
Singapore (Rep. of)
South Africa Wärtsilä NSD South Africa Pty Ltd Tel. +27 21 511 1230
36 Neptune Street Fax +27 21 511 1412
Parden Eiland 7405
Cape Town
PO Box 356
Cape Town 7420
South Africa

G. Appendix
Spain Wärtsilä NSD Ibérica S.A. Tel. +349 4 6170 100

Poligono Industrial Landabaso, s/n, Fax +349 4 6170 113
Apartado 137
E-48 370 Bermeo (Vizcaya)
Spain
Turkey Enpa Dis Ticaret A.S. Tel. +90 212 258 55 16

Spor Cad. No. 92 Besiktas Plaza Fax +90 212 258 99 98
A Blok Zemin Kat Besiktas
Istanbul
Turkey
Ukraine Wärtsilä NSD Corporation Tel. +380 512 500 057

5, Buzrik Str. Fax +380 512 500 057
Nicolaev 327 029
Ukraine
United Arab Emirates Wärtsilä NSD Gulf FZE Tel. +971 4 838 979
PO Box 61 494 Fax +971 4 838 704
Jebel Ali
Dubai
United Arab Emirates
USA Wärtsilä NSD Inc. Tel. +1 410 573 2100

201 Defense Highway, Suite 100 Fax +1 410 573 2200
Annapolis, MD 21 401
USA
USA Wärtsilä NSD Inc. Tel. +1 713 840 0020

Summit Town Fax +1 713 840 0009
11 Greenway Plaza, Suite 2920
Houston, Texas 77 046
USA
Vietnam Wärtsilä NSD Vietnam Tel. +84 8 8244 534

IBC Building +84 8 8244 535
1A Me Linh Square, Dist 1 Fax +84 8 8294 891
Ho Chi Minh City
Vietnam
G5.6 Licensees
China China State Shipbuilding Corporation Tel. +861 068 588 833
5 Yuetan Beijie Fax +861 068 583 380
PO Box 2123
Beijing 100 861
China
Croatia “3. Maj” Engines & Cranes Tel. +385 51 262 666
Liburnijska 3 +385 51 262 700
PO Box 197 Fax +385 51 26 11 27
51 000 Rijeka
Croatia

G. Appendix
France Wärtsilä NSD France SA Tel. +33 1 34 78 88 00

28, Boulevard Roger Salengro Fax +33 1 34 78 88 03
F-78 200 Mantes-la-Ville
BP 1224
F-78 202 Mantes-la-Jolie Cedex
France
Germany Dieselmotorenwerk Rostock GmbH Tel. +49 381 123 2130

Werftallee 13 Fax +49 381 123 2132
D-18 119 Rostock
Germany
Italy Grandi Motori Trieste Spa Tel. +39 40 319 31 11

Bagnoli della Rosandra, 344 Fax +39 40 82 73 71
I-34 018 San Dorligo della Valle
Trieste
Italy
Italy Isotta Fraschini Motori SpA Tel. +39 80 534 50 00

Factory and Head Office Fax +39 80 531 10 09
Via F. de Blasio - Zone Industriale
I-7012 Bari
Italy
Japan Diesel United Ltd Tel. +81 3 3257 8222

(Head Office) Fax +81 3 3257 8220
8th floor, Prime Kanda Building
8, 2-chome, Kanda Suda-cho
Chiyoda-ku
Tokyo 101
Japan
Japan Hitachi Zosen Corporation Tel. +81 6 466 7555

(Head Office) Fax +81 6 466 7524
Ninety Building 3-28
Nishikujo 5-chome
Konohana-ku
Osaka 554
Japan
Japan Mitsubishi Heavy Industries Ltd Tel. +81 3 3212 9080

(Head Office) Fax +81 3 3212 9779
5-1 Marunouchi, 2-chome
Chiyoda-ku
Tokyo 100
Japan
Japan NKK Corporation Tel. +81 3 3217 3320

1-2, Marunouchi, 1-chome Fax +81 3 3214 8421
Chiyoda-ku
Tokyo 100
Japan

G. Appendix
Korea Hyundai Heavy Industries Co Ltd Tel. +82 522 30 7281

Engine and Machinery Division +82 522 30 7282
1, Cheonha-dong, Dong-ku Fax +82 522 30 7424
Ulsan City, +82 522 30 7427
PO Box 70
Ulsan City 682-792
Korea
Korea Korea Heavy Industries & Tel. +82 551 78 7490

Construction Co Ltd +82 551 78 7482
Engine Business Division Fax +82 551 78 8463
555, Guygok-dong +82 551 78 8567
Changwon, Kyungnam
PO Box 77
Changwon City 641-600
Korea
Korea Samsung Heavy Industries Co Ltd Tel. +82 551 60 6641

Engine Business Division +82 551 60 6642
69, Sinchon-Dong Fax +82 551 61 9477
Changwon, Kyungnam, 641-370 +82 551 60 6040
Korea
Korea Ssangyong Heavy Industries Co Ltd Tel. +82 2 3460 3638

Ssangyong Kang Nam B/D Fax +82 2 3462 9797
4th floor, 448-2, Dogok-2 dong
Kagnam-Gu
Seoul 135-272
Korea
Poland H. Cegielski-Poznan SA Tel. +48 61 831 13 50

UI. 28 Czerwca 1956 Nr. 223/229 +48 61 831 23 50
60-965 Poznan Fax +48 61 832 15 41
Poland +48 61 833 09 78
+48 61 833 14 41
Poland Zaklady Urzadzen Tel. +48 32 45 72 01

Technicznych “Zgoda” SA +48 32 45 72 70
UI. Wojska Polskiego 66/68 Fax +48 32 45 72 71
41-603 Swietochlowice +48 32 45 72 15
Poland
Spain Manises Diesel Engine Company SA Tel. +349 6 154 64 00

Quart de Poblet Fax +349 6 154 64 15
PO Box 1
E-46 930 Valencia
Spain
Turkey Türkiye Gemi Sanayii AS Tel. +90 212 249 83 17

(Turkish Shipbuilding Industrie Inc) +90 212 245 81 87
Meclisi Medusan Caddesi 66 Fax +90 212 251 32 51
80 040 Salizpazari Istanbul
Turkey

G. Appendix
USA Waukesha Engine Division Tel. +1 414 547 33 11

Dresser Industries Inc Fax +1 414 549 27 95
1000 W. St. Paul Avenue
Waukesha, WI 53 188
USA

G. Appendix

G. Appendix
G6 Questionnaire order specification for RTA52, 62 and 72U-B engines
T10.3616

G. Appendix
Questionnaire order specification for RTA52U-B, RTA62U-B and RTA72U-B engines
Table G2 Questionnaire 1 T10.3617

G. Appendix

G. Appendix

G. Appendix

G. Appendix

G. Appendix

G. Appendix

G. Appendix

G. Appendix

G. Appendix

G. Appendix

G. Appendix

G. Appendix

G. Appendix

G. Appendix

Index
A E
Air filter size RTA52U-B, C–55 Electrically driven auxiliary blowers, C–17, C–75, C–133
Air filter size RTA62U-B, C–113 Electrically driven secondary balancer, C–7, C–65, C–123
Air filter size RTA72U-B, C–171 Engine air supply and room vent. , C–55, C–113, C–171
Air receiver and air compressor capacities RTA52U-B, C–48 Engine data RTA52U-B, C–3
Air receiver and air compressor capacities RTA62U-B, Engine data RTA62U-B, C–61
C–106 Engine data RTA72U-B, C–119
Air receiver and air compressor capacities RTA72U-B, Engine description RTA52U-B , C–1
C–164
Engine description RTA62U-B , C–59
Alarm sensors, D–5
Engine description RTA72U-B, C–117
Ancillary systems RTA52U-B, C–29
Engine emissions, E–1
Engine management systems, D–1
Engine noise RTA52U-B, C–57
Auxiliary blower requirements, C–17, C–75, C–133
Auxiliary power generation, C–25, C–83, C–141
Axial detuner/damper, C–7, C–65, C–123
Engine options, C–2, C–60, C–118
Engine outlines RTA52U-B, C–20
B
BSEF RTA52U-B, C–5
Engine performance data RTA52U-B, C–3
BSFC RTA52U-B, C–4
Engine RTA52U-B , C–1
Engine RTA62U-B, C–59
Engine RTA72U-B, C–117
C
Engine seating RTA52U-B, C–24
Characteristic design features, C–1
Engine Selection and Project Manual S20U, G–1
Constant speed gear, C–27, C–85, C–143
Engine system data RTA52U-B , C–29
Conversion factors, G–6
Engine system data RTA62U-B , C–87
Cooling and pre-heating water systems RTA52U-B, C–33
Engine system data RTA72U-B, C–145
EnSel, G–1
Cross section RTA52U-B, C–1
F
Fire prevention in exhaust gas system, G–1
Fire protection RTA52U-B, C–51
D
DENIS, D–1
Freshwater generator, C–36, C–94, C–152
DENIS family, D–2
Fuel oil systems, C–42, C–100, C–158
Dimensions, masses and dism. heights RTA52U-B, C–19
Fuel oil viscosity–temperature diagram, C–43, C–101,
Dimensions, masses and dism. heights RTA62U-B, C–77 C–159
Dimensions, masses and dism. heights RTA72U-B, C–135
Wärtsilä NSD Switzerland Ltd Index–1 25.28.07.40 – Issue XII.98 – Rev. 0

Index
I Q
Installation data RTA52U-B, C–19 Questionnaire about engine vibration RTA52U-B, C–12
Installation of winGTD, F–1 Questionnaire winGTD, C–30, C–88, C–146
Intelligent engine-management, D–1
ISO Standard 3046-1, C–3, C–61, C–119 R
Reference to other documentation, G–1
L Remote control system, D–2
Lateral stays, C–7, C–65, C–123 Remote control systems suppliers, D–4
Leakage coll. syst. and wash. devices RTA52U-B, C–49
Leakage coll. syst. and wash. devices RTA62U-B, C–107 S
Leakage coll. syst. and wash. devices RTA72U-B, C–165 Scavenge air and exhaust gas system RTA52U-B, C–52
Longitudinal stays, C–7, C–65, C–123 Scavenge air and exhaust gas system RTA62U-B, C–110
Lubricating oil system RTA52U-B, C–37 Scavenge air and exhaust gas system RTA72U-B, C–168
Lubricating oil system RTA62U-B, C–95 Scavenge air cooler details RTA52U-B, C–13
Lubricating oil system RTA72U-B, C–153 Scavenge air cooler details RTA62U-B, C–71
Lubricating oils, C–41, C–99, C–157 Scavenge air cooler details RTA72U-B, C–129
Service package, D–13
M SI dimensions, G–5
Main parameters RTA52U-B, C–1 SIPWA-TP, D–9
Main parameters RTA62U-B, C–59 Starting and control air system RTA52U-B, C–47
Main parameters RTA72U-B, C–117 Starting and control air system RTA62U-B, C–105
MAPEX Family, D–8 Starting and control air system RTA72U-B, C–163
MAPEX-PR, D–10 Sulzer S20 diesel generator set, C–28, C–86, C–144
MAPEX-SM, D–11
T
N Tank capacities RTA52U-B, C–50
NOx emissions, E–1 Tank capacities RTA62U-B, C–108
Tank capacities RTA72U-B, C–166
O TC and SAC selection, C–14, C–72, C–130
Order specification, G–19 tEaT RTA52U-B, C–6
tEaT RTA62U-B, C–64
P tEaT RTA72U-B, C–122
Part load data diagram, C–29, C–87, C–145 Tubocharger and scavenge air cooler, C–13
Piping symbols, G–2 Turbocharger and scavenge air cooler, C–71, C–129
Piping systems RTA52U-B, C–33 Turbocharger details RTA52U-B, C–13
Pre–heating system RTA52U-B, C–36 Turning gear requirements, C–17, C–75, C–133
Pr-eheating system RTA62U-B, C–94 Typical attachment points for lateral stays, C–9, C–67,
Pre-heating system RTA72U-B, C–152 C–125
Pressure and temperature ranges, C–18, C–76, C–134

PTO arrangements, C–26, C–84, C–142 U
Using winGTD, F–2
25.28.07.40 – Issue XII.98 – Rev. 0 Index–2 Wärtsilä NSD Switzerland Ltd

Index
V W
Vibration aspects RTA52U-B, C–7 Waste heat recovery, C–26, C–84, C–142
Vibration aspects RTA62U-B, C–65 winGTD, F–1, G–1
Vibration aspects RTA72U-B, C–123 WNSD Corporation network, G–8
WNSD Corporation worldwide, G–7
WNSD Licensees, G–14
WNSD Marine business, G–7
WNSD Navy business, G–7
WNSD Product companies, G–7
Wärtsilä NSD Switzerland Ltd Index–3 25.28.07.40 – Issue XII.98 – Rev. 0

Rta62u B

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This book covers the following Sulzer diesel engines:

The Sulzer RTA52U-B engines with the following MCR rating:

The Sulzer RTA62U-B engines with the following MCR rating:

a) Three percent more power at R1, reduced rating layout field,

25.28.07.40 – Issue XII.98 – Rev. 0 Wärtsilä NSD Switzerland Ltd

A1 Primary engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–2

B Considerations on engine selection . . . . . . . . . . . . . . . . . . . . . . B–1

B2 Layout field . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1

B3 Load range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–3

B4 Ambient temperature consideration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–8

C RTA52U-B, RTA62U-B and RTA72U-B engine . . . . . . . . . . . . . . C–1

C1 RTA52U-B engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1

C1.2 Engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–3

Wärtsilä NSD Switzerland Ltd a 25.28.07.40 – Issue XII.98 – Rev. 0

C1.2.5.3 Hull vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–7

C1.3 Installation data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–19

C1.4 Auxiliary power generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–25

C1.5 Ancillary systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–29

25.28.07.40 – Issue XII.98 – Rev. 0 b Wärtsilä NSD Switzerland Ltd

C1.6 Engine noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–57

C2 RTA62U-B engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–59

C2.2 Engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–61

C2.3 Installation data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–77

C2.4 Auxiliary power generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–83

Wärtsilä NSD Switzerland Ltd c 25.28.07.40 – Issue XII.98 – Rev. 0

C2.4.3.4 PTO Tunnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–85

C2.5 Ancillary systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–87

C2.6 Engine noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–115

C3 RTA72U-B engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–117

C3.2 Engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–119

25.28.07.40 – Issue XII.98 – Rev. 0 d Wärtsilä NSD Switzerland Ltd

C3.2.9 Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–134

C3.3 Installation data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–135

C3.4 Auxiliary power generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–141

C3.5 Ancillary systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–145

C3.6 Engine noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–173

Wärtsilä NSD Switzerland Ltd e 25.28.07.40 – Issue XII.98 – Rev. 0

D Engine management systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1

D2 DENIS family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–2

D3 MAPEX Family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–8

E Engine emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1

E1 IMO-2000 regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1

F winGTD – General Technical Data . . . . . . . . . . . . . . . . . . . . . . . . F–1

F1 Installation of winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1

F2 Using winGTD (RTA52U-B, RTA62U-B and RTA72U-B) . . . . . . . . . . . . . . . . . . . . . . . F–2

25.28.07.40 – Issue XII.98 – Rev. 0 f Wärtsilä NSD Switzerland Ltd

F2.1 Main window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–2

G1 Reference to other Wärtsilä NSD Switzerland documentation . . . . . . . . . . . . . . . . . . G–1

G2 Piping symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–2

G3 SI dimensions for internal combustion engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–5

G4 Approximate conversion factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–6

G5 Wärtsilä NSD Corporation worldwide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–7

G6 Questionnaire order specification for RTA52, 62 and 72U-B engines . . . . . . . . . . . . G–19

Wärtsilä NSD Switzerland Ltd g 25.28.07.40 – Issue XII.98 – Rev. 0

Fig. B1 Layout field applicable to the RTA engines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1

RTA52U-B engine figures

25.28.07.40 – Issue XII.98 – Rev. 0 h Wärtsilä NSD Switzerland Ltd

Fig. C35 Leakage collection and washing layout.

RTA62U-B engine figures

Wärtsilä NSD Switzerland Ltd i 25.28.07.40 – Issue XII.98 – Rev. 0

Fig. C77 Leakage collection and washing layout.

RTA72U-B engine figures