Wartsila o e RTA84t D Mim PDF

��
Marine Installation
Manual
Issue August 2006
Wärtsilä Switzerland Ltd Tel. +41 52 262 49 22

PO Box 414 Fax +41 52 212 49 17
CH-8401 Winterthur http://www.wartsila.com
Switzerland
� 2006 Wärtsilä Switzerland Ltd, Printed in Switzerland

This issue of this Marine Installation Manual (MIM) is the third edition covering the
Wärtsilä 5–9RTA84T-D two-stroke marine diesel engines.
This manual covers the Wärtsilä RTA84T-D engines with the following MCR:
– Power per cylinder 4200 kW 5715 bhp
– Speed 76 rpm
– Mean effective pressure at R1 19.0 bar
Attention is drawn to the following:
a) All data are related to engines tuned for compliance with the
IMO-2000 regulations.
b) The engine performance data (BSFC, BSEF and tEaT) and other data
can be obtained from the winGTD-program.
c) The inclusion of information referring to IMO-2000 regulations.
d) The inclusion of information referring to winGTD (version 2.9).
e) A CD-ROM containing the winGTD and the complete manual (MIM)
is available on request.
This Marine Installation Manual is complete within itself, an additional Engine

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

Revised pages to MIM RTA-84T-D, Issue August 2006
(25.85.07.40 – IV.08)
Page Topic Date
G-3 – G-5 Tables “Alarm and Safety Functions” added. 28. Nov. 2008
Chapter G Chapter completely revised. 26. May. 2009
G-11 – G-13 Tables “Alarm and safety functions” updated. 30. July 2009
Above listed pages are denoted with Rev. 1 (footer).
3rd August 2009

Peter Schilling, 10200
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Revisions_to_MIM_RTA84T-D_August2006.doc
�� Marine Installation Manual
List of contents
A Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–1
A1 Primary engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–2
B Engine description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1
B1 Engine description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1
B2 Engine numbering and designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–3
C General engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1
C1 Engine layout field and load range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1

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

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

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

C7.1 Installation of winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–10
C7.1.1 System requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–10
C7.1.2 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–10
C7.1.3 Changes to previous versions of winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–10
C7.2 Using winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–10
C7.2.1 Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–10
C7.2.2 Data input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–10
C7.2.3 Output results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–11
C7.2.4 Service conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–11
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List of contents
C7.2.5 Saving a project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–11
D Engine dynamics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1
D1 Vibration aspects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1

D1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1
D1.2 External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1
D1.2.1 Balancing free first order moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–2
D1.2.2 Balancing free second order moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–2
D1.2.3 Power related unbalance (PRU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–3
D1.3 Lateral engine vibration (rocking) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–4
D1.3.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–4
D1.3.2 Reduction of lateral vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–5
D1.3.2.1 Engine stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–5
D1.3.2.2 Electrically driven compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–5
D1.4 Longitudinal engine vibration (pitching) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–6
D1.5 Torsional vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–6
D1.5.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–6
D1.5.2 Reduction of torsional vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–7
D1.6 Axial vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–8
D1.6.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–8
D1.6.2 Reduction of axial vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–8
D1.7 Hull vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–9
D1.8 External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–10
D1.9 Summary of countermeasures for dynamic effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–11
D2 System dynamics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–12
D3 Order forms for vibration calculations and simulation . . . . . . . . . . . . . . . . . . . . . . . . . D–12

D3.1 Marine installation Torsional Vibration Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–13
D3.2 Testbed installation Torsional Vibration Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . D–14
D3.3 Marine installation Coupled Axial Vibration Calculation . . . . . . . . . . . . . . . . . . . . . . . . D–15
D3.4 Marine installation Bending Vibration & Alignment Calculation . . . . . . . . . . . . . . . . . D–16
E Auxiliary power generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1
E1 General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1

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

E3.1 Arrangements of PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
E3.2 PTO power and speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
F Ancillary systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1
F1 General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1

F1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1
F1.2 Part-load data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1
F1.3 Engine system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1
F1.3.1 Questionnaire for engine data (winGTD, see section C7.2) . . . . . . . . . . . . . . . . . . . . F–2
F1.3.2 Engine system data for conventional sea-water cooling system
at nominal maximum continuous rating (R1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–3
F1.3.3 Engine system data for central fresh water cooling system (single-stage)
F1.3.4 Engine system data for central fresh water cooling system (two-stage)
F2 Piping systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–6

F2.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–6
F2.2 Cooling water and pre-heating systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–6
F2.2.1 Conventional sea-water cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–6
F2.2.1.1 Conventional sea-water
cooling system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–9
F2.2.2 Central fresh water cooling
system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–9
F2.2.2.1 Central fresh water cooling system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–14
F2.2.3 Cylinder cooling water system (HT circuit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–16
F2.2.3.1 Cylinder cooling water system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–19
F2.2.4 General recommendations for design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–22
F2.2.4.1 Cooling water treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–22
F2.2.5 Fresh water generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–23
F2.2.6 Pre-heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–25
F2.3 Lubricating oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–26
F2.3.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–26
F2.3.2 Lubricating oil systems for turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–26
F2.3.3 Main lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–26
F2.3.4 Main lubricating oil system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–33
F2.3.5 Cylinder lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–34
F2.3.6 Lubricating oil maintenance and treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–34
F2.3.6.1 Lubricating oil separator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–34
F2.3.7 Lubricating oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–34
F2.3.8 Lubricating oil drain tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–38
F2.3.9 Flushing the external lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–46
F2.3.9.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–46
F2.3.9.2 Preparation before flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–47
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F2.3.9.3 Flushing external lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–47

F2.3.9.4 Flushing within the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–48
F2.3.9.5 Commissioning of lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–48
F2.3.9.6 Lubricating oil cleanliness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–48
F2.3.9.7 Cylinder oil supply system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–49
F2.4 Fuel oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–50
F2.4.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–50
F2.4.2 Fuel oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–50
F2.4.3 Fuel oil treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–54
F2.4.3.1 Settling tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–56
F2.4.3.2 Daily tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–56
F2.4.3.3 Centrifugal separators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–56
F2.4.4 Pressurized fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–57
F2.4.5 Fuel oil system on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–59
F2.4.6 Heavy fuel oil system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–61
F2.4.7 Flushing the external fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–66
F2.4.7.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–66
F2.4.7.2 Preparation before flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–67
F2.4.7.3 Flushing procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–67
F2.5 Starting and control air systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–68
F2.5.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–68
F2.5.2 System layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–68
F2.5.3 Capacities of air compressor and receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–68
F2.5.4 Starting and control air system specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–70
F2.5.4.1 Control air system supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–70
F2.5.5 General service and working air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–70
F2.6 Leakage collection system and washing devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–71
F2.6.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–71
F2.7 Exhaust gas system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–75
F2.8 Air vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–77
F2.9 Engine-room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–78
F3 Ambient temperature consideration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–79

F3.1 Engine air inlet – Operating temperatures from 45°C to 5°C . . . . . . . . . . . . . . . . . . . F–79
F3.1.1 Scavenge air system – arctic conditions at operating temperatures below 5°C . . . F–79
F3.2 Air filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–81
F4 Pipe size and flow details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–83

F4.1 Pipe velocities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–83
F4.2 Piping symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–84
F5 Engine pipe connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–87
25.85.07.40 – Issue VIII.06 – Rev. 0 d Wärtsilä Switzerland Ltd

List of contents
G Automation and controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1
G1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1
G1.1 DENIS family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1
G1.2 MAPEX family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1
G2 DENIS-5 diesel engine interface specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1

G2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1
G2.2 Engine control functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–4
G2.2.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–4
G2.2.2 Standard engine control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–5
G2.2.3 Shut-down functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–5
G2.3 Speed control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–6
G2.3.1 Approved propulsion control systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–6
G2.3.2 Remote control system functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–7
G2.3.3 Remote control system indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–7
G2.3.4 Recommended manoeuvring characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–9
G2.4 Alarm sensors and safety functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–10
G2.5 Cabling notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–14
G3 MAPEX Engine Fitness Family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–15

G3.1 Mapex-PR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–15
H General installation aspects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–1
H1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–1
H2 Dimensions and masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–2

H2.1 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–2
H2.2 Thermal expansion at the turbocharger expansion joint . . . . . . . . . . . . . . . . . . . . . . . H–5
H2.3 Contents of fluid in the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–6
H2.4 Space requirements and dismantling heights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–6
H2.4.1 Crane requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–6
H2.4.2 Piston dismantling heights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–6
H2.4.3 Dismantling of scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–10
H3 Outlines of Wärtsilä RTA84T-D engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–11
H4 Platform arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–20
H5 Engine seating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–27

H5.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–27
H5.2 Engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–27
H5.2.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–27
H5.2.2 Thrust sleeve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–27
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H5.2.2.1 Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–27

H5.2.2.2 Drilling of the holes in the tank top plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–27
H5.2.2.3 Chock thickness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–27
H5.2.3 Fitted stud . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–28
H5.2.3.1 Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–28
H5.2.3.2 Drilling of the holes in the tank top plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–28
H5.2.3.3 Chock thickness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–28
H5.2.4 Pouring of the epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–28
H5.2.4.1 Conditions before pouring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–28
H5.2.4.2 Pouring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–28
H5.2.5 Tightening the holding-down studs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–29
H5.2.6 Engine foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–29
H5.2.7 Engine holding-down studs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–31
H5.2.8 Engine seating side stoppers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–35
H5.2.9 Chocking and drilling plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–41
H5.3 Engine alignment tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–49
H5.3.1 Position of engine alignment tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–50
H6 Engine coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–55

H6.1 Fitting coupling bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–55
H7 Engine earthing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–59

H7.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–59
H7.2 Preventive action . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–59
H7.3 Earthing slip-rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–60
H7.3.1 Main shaft earthing system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–60
H8 Engine stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–62

H8.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–62
H8.2 Stays arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–62
H8.2.1 Installation of lateral stays – hydraulic and friction types . . . . . . . . . . . . . . . . . . . . . . . H–62
H9 Fire protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–65

H9.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–65
H9.2 Extinguishing agents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–65
I Engine emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1
I1 Exhaust gas emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1

I1.1 IMO-2000 regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1
I1.1.1 IMO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1
I1.1.2 Establishment of emission limits for ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1
I1.1.3 Regulation regarding NOx emissions of diesel engines . . . . . . . . . . . . . . . . . . . . . . . I–1
I1.1.4 Date of application of Annex VI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1
I1.1.5 Procedure for certification of engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–2
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I1.2 Measures for compliance with the IMO regulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–2

I1.2.1 Low NOx Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–2
I1.2.2 Extended measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–2
I2 Engine noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–3

I2.1 Engine surface sound pressure level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–3
I2.2 Engine exhaust sound pressure level at funnel top . . . . . . . . . . . . . . . . . . . . . . . . . . . I–4
I2.3 Engine structure borne noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–5
J Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
J1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
J2 Standard tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–2
J3 Recommended special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–37
J4 Special tools, on loan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–41
J5 Storage proposal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–43

J5.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–43
J5.2 Tool panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–44
K Spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–1
K1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–1
K2 Engine spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–2
K3 Turbocharger spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–31
K4 Mounting and storage proposals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–32
L Engine dispatch and installation . . . . . . . . . . . . . . . . . . . . . . . . . L–1
L1 Dismantling pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–1

L1.1 Treatment against corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–1
L1.2 Engine dismantling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–2
L1.3 Engine dispatch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–3
L1.4 Engine installation and alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–4
L1.4.1 Removing rust preventing oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–4
L1.4.2 Shafting alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–4
L1.4.2.1 Shafting alignment calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–4
L1.4.2.2 Recommendation for the alignment layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–5
L1.4.2.3 Service related influences on alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–5
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L1.4.2.4 Propeller thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–6

L1.4.3 Installation and assembly of sub-assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–6
L1.4.4 Installing a complete engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–7
L1.4.5 Installing an engine from assembled sub-assemblies . . . . . . . . . . . . . . . . . . . . . . . . . L–7
L1.4.6 Engine installation with ship on slipway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–7
L1.4.7 Final engine alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–8
L1.4.7.1 Prerequisites . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–8
L1.4.7.2 Engine alignment towards propulsion shaft line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–8
L1.4.7.3 Engine alignment towards foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–8
L1.4.7.4 Alignment check in uncoupled condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–9
L1.4.7.5 Alignment check in coupled condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–9
L1.4.7.6 Jack-up test for main bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–10
L2 Official shop trial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–12

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

and RT-flex engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–1
Fig. B1 Wärtsilä RTA84T-D cross section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1
Fig. B2 Engine numbering and designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–3
Fig. C1 Layout field of the Wärtsilä RTA84T-D engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1
Fig. C2 Load range limits, with the load diagram of an engine corresponding
to a specific rating point Rx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–3
Fig. C3 Load range diagram for an engine equipped with a main-engine driven generator,
whether it is a shaft generator or a PTO-driven generator . . . . . . . . . . . . . . . . . . . . . C–3
Fig. C4 Scavenge air cooler details (rated at R1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–5
Fig. C5 Turbocharger and scavenge air cooler selection (ABB TPL type turbochargers) . . C–6
Fig. C6 Turbocharger and scavenge air cooler selection (MHI MET type turbochargers) . . C–7
Fig. C7 winGTD: Selection of engine window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–10
Fig. C8 winGTD: Main window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–10
Fig. C9 winGTD: General technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–11
Fig. C10 winGTD: Service conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–11
Fig. D1 External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1
Fig. D2 Locating electrically driven compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–2
Fig. D3 Free external mass moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–3
Fig. D4 External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–4
Fig. D5 General arrangement of lateral stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–5
Fig. D6 General arrangement of friction stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–5
Fig. D7 Vibration damper (Viscous type) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–7
Fig. D8 Vibration damper (Geislinger type) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–7
Fig. D9 Axial damper (detuner) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–8
Fig. E1 Heat recovery, typical system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1
Fig. E2 Tunnel PTO gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
Fig. F1 Conventional sea-water cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–7
Fig. F2 Central fresh water cooling system: layout for single-stage scavenge air cooler . . F–10
Fig. F3 Central fresh water cooling system: layout for two-stage scavenge air cooler . . . . F–12
Fig. F4 Central cooling water system expansion tank (LT circuit) . . . . . . . . . . . . . . . . . . . . . . F–15
Fig. F5 Cylinder cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–17
Fig. F6 Buffer unit for cylinder cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–21
Fig. F7 Fresh water generator installation alternative ‘A’ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–23
Fig. F8 Fresh water generator installation alternative ‘B’ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–24
Fig. F9 Pre-heating power requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–26
Fig. F10 Lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–27
Fig. F11 Lubricating oil system for 1 x ABB-TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . F–29
Fig. F12 Lubricating oil system for 2 x ABB-TPL80-B/85-B turbochargers . . . . . . . . . . . . . . . F–30
Fig. F13 Lubricating oil system on the engine (drawing 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–31
Fig. F14 Lubricating oil system on the engine (drawing 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–32
Fig. F15 Lubricating oil treatment and transfer system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–35
Fig. F16 Arrangement of vertical lubricating oil drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–38
Fig. F17 Vertical drain connection details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–40
Fig. F18 Layout of vertical oil drains for 5RTA84T-D and 6RTA84T-D . . . . . . . . . . . . . . . . . . . F–41
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List of figures
Fig. F19 Layout of vertical oil drains for 7RTA84T-D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–42

Fig. F22 Lubricating oil drain tank, vertical oil drains. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–45
Fig. F23 Flushing the lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–46
Fig. F24 Typical viscosity / temperature diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–53
Fig. F25 Heavy fuel oil treatment and tank system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–54
Fig. F26 Pressurized fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–58
Fig. F27 Fuel oil system on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–60
Fig. F28 Fuel oil system mixing unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–63
Fig. F29 Filter arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–64
Fig. F30 Fuel oil system flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–66
Fig. F31 Starting and control air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–69
Fig. F32 Leakage collection and washing system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–72
Fig. F33 Sludge oil trap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–73
Fig. F34 Arrangement of automatic water drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–74
Fig. F35 Determination of exhaust pipe diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–75
Fig. F36 Estimation of exhaust gas density . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–76
Fig. F37 Estimation of exhaust pipe diameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–76
Fig. F38 Direct suction of combustion air – main and auxiliary engine . . . . . . . . . . . . . . . . . . . F–78
Fig. F39 Scavenge air system for arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–79
Fig. F40 Blow-off effect under arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–80
Fig. F41 Air filter size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–82
Fig. F42 Piping symbols 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–84
Fig. F45 Pipe connection plan (driving end) for 7RTA84T-D engine with 2 x ABB TPL80-B
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–87
Fig. F46 Pipe connection plan (exhaust side) for 7RTA84T-D engine with 2 x ABB TPL80-B
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–88
Fig. F47 Pipe connection details (1–24) for 5–7RTA84T-D engines with ABB TPL80-B
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–89
Fig. F48 Pipe connection details (25–44) for 5–7RTA84T-D engines with ABB TPL80-B
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–90
Fig. G1 DENIS-5 system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–3
Fig. G2 Arrangement of local / emergency control stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–4
Fig. G3 DENIS-5 remote control system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–8
Fig. G4 Recommended manoeuvring characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–9
Fig. G5 MAPEX-PR – System overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–17
Fig. G6 MAPEX-MD – Visualization software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–17
Fig. H1 Engine dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–2
Fig. H2 Thermal expansion, dimensions X, Y, Z . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–5
Fig. H3 Space requirements and dismantling heights for vertical piston lifting . . . . . . . . . . . H–7
Fig. H4 Space requirements and dismantling heights for vertical piston lifting with double-jib/special
crane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–8
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Fig. H5 Space requirements and dismantling heights for tilted piston lifting with
double-jib/special crane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–9
Fig. H6 Dismantling of SAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–10
Fig. H7 Outline drawings of Wärtsilä 5RTA84T-D engines with 1 x ABB TPL85-B
turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–11
Fig. H8 Side elevation and top view of Wärtsilä 6RTA84T-D engines with 2 x ABB TPL80-B
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–12
Fig. H9 End elevation of Wärtsilä RTA84T-D engines with 2 x ABB TPL80-B
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–13
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–14
Fig. H11 End elevation of Wärtsilä RTA84T-D engines with 2 x ABB TPL85-B
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–15
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–16
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–17
Fig. H14 End elevation of Wärtsilä RTA84T-D engines with 2 x MHI ME83SE
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–18
Fig. H15 Side elevation and top view of Wärtsilä 7RTA84T-D engines with 2 x MHI ME83SE
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–19
Fig. H16 Platform arrangement for RTA84T-D with ABB TPL80-B turbochargers . . . . . . . . . . H–20
Fig. H17 Cylinder cover platform and upper platform for 7RTA84T-D with 2 x ABB TPL80
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–21
Fig. H18 Middle platform and Service platform for 7RTA84T-D with 2 x ABB TPL80
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–22
Fig. H19 Platform arrangement for RTA84T-D with ABB TPL85-B turbochargers . . . . . . . . . . H–23
Fig. H20 Lower platform and upper platform for 8RTA84T-D with 2 x MHI MET83SE
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–24
Fig. H21 Cylinder cover platform and upper platform for 8RTA84T-D with 2 x MHI MET83SE
turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–25
Fig. H22 Middle platform and Service platform for 8RTA84T-D with 2 x MHI MET83SE turbochargers
H–26
Fig. H23 Engine seating and foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–29
Fig. H24 Engine seating (foundation) with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . H–30
Fig. H25 Cross section of thrust sleeve with holding-down stud and epoxy resin chocks . . . H–31
Fig. H26 Cross section of fitted holding-down stud with epoxy resin chocks . . . . . . . . . . . . . . H–31
Fig. H27 Cross section of normal holding-down stud with epoxy resin chocks . . . . . . . . . . . . H–32
Fig. H28 Engine holding-down studs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–33
Fig. H29 Details of sleeve, sockets, and round nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–34
Fig. H30 Engine seating side stoppers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–35
Fig. H31 5RTA84T-D engine side stopper arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–36
Wärtsilä Switzerland Ltd k 25.85.07.40 – Issue VIII.06 – Rev. 0

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Fig. H36 5RTA84T-D chocking and drilling plan for engine seating with
epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–41
Fig. H43 Drilling plan details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–48
Fig. H44 Alignment with hydraulic jack and wedge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–49
Fig. H45 Arrangement with jacking screw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–49
Fig. H46 Position of engine alignment tools for 5RTA84T-D . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–50
Fig. H51 Engine coupling fitted bolt arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–56
Fig. H52 Detail of coupling bolt and nut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–57
Fig. H53 Engine coupling and flywheel casing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–58
Fig. H54 Shaft earthing arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–60
Fig. H55 Shaft earthing slip-ring arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–60
Fig. H56 Shaft earthing with condition monitoring facility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–61
Fig. H57 Lateral stay details – hydraulic type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–63
Fig. H58 Lateral stay details – friction type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–64
Fig. I1 Speed dependent maximum average NOx emissions by engines . . . . . . . . . . . . . . . I–1
Fig. I2 Wärtsilä RTA84T-D: compliance with IMO regulations . . . . . . . . . . . . . . . . . . . . . . . . . I–2
Fig. I3 Engine sound pressure level at 1 m distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–3
Fig. I4 Engine exhaust gas sound pressure level at funnel top . . . . . . . . . . . . . . . . . . . . . . . I–4
Fig. I5 Structure borne noise level at engine feet vertical . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–5
Fig. J1 Tool panel storage arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–43
Fig. J2 Tool panel location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–44
Fig. J3 Tool panel 1: General tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–45
Fig. J4 Tool panel 2: for valve seat grinding / control tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–46
Fig. J5 Tool panel 3: for nozzle dismantling / overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–47
Fig. J6 Tool panel 4: for cylinder liner / head dismantling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–48
Fig. J7 Tool panel 5: for piston dismantling / overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–49
Fig. J8 Tool panel 7: for piston / various tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–50
Fig. J9 Tool panel 8: Crankcase tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–51
25.85.07.40 – Issue VIII.06 – Rev. 0 l Wärtsilä Switzerland Ltd

List of figures
Fig. J10 Tool panel 9: for gear drive dismantling / control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–52
Fig. K1 Main bearing shell and cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–2
Fig. K2 Jack bolt complete to main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–3
Fig. K3 Thrust bearing pads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–4
Fig. K4 Cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–5
Fig. K5 Lubrication quill with accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–6
Fig. K6 Cylinder cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–7
Fig. K7 Elastic studs and nuts for cylinder cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–8
Fig. K8 Fuel injection valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–9
Fig. K9 Starting air valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–10
Fig. K10 Exhaust valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–11
Fig. K11 Relief valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–12
Fig. K12 Indicator valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–13
Fig. K13 Connecting rod bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–14
Fig. K14 Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–15
Fig. K15 Piston cooling and crosshead lubricating linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–16
Fig. K16 Gland box for piston rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–17
Fig. K17 Camshaft components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–18
Fig. K18 Speed control spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–19
Fig. K19 Safety cut-out device for injection pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–20
Fig. K20 Fuel Injection and hydraulic actuator pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–21
Fig. K21 Fuel Injection and hydraulic actuator pump (continued) . . . . . . . . . . . . . . . . . . . . . . . K–22
Fig. K22 Scavenge air receiver flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–23
Fig. K23 Cylinder lubricating pump and drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–24
Fig. K24 Hydraulic piping for exhaust valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–25
Fig. K25 Injection piping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–26
Fig. K26 Injection piping (continuation 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–27
Fig. K29 Exhaust system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–30
Fig. K30 Securing spare piston and rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–33
Fig. K31 Securing spare exhaust valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–33
Fig. K32 Securing spare exhaust valve cages without . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–34
Fig. K33 Securing spare cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–34
Fig. L1 Lifting device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–3
Fig. L2 Parallelism of driving end (DE) to free end (FE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–8
Fig. L3 Top and bottom clearance at main bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–9
Fig. L4 Crankshaft: vertical and horizontal deflections at alignment . . . . . . . . . . . . . . . . . . . . L–11
Fig. L5 Performance curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–15
Fig. L6 Inspection bedplate alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–23
Fig. L7 Cylinder pressure diagram (Cylinder 1, 2, 3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–24
Wärtsilä Switzerland Ltd m 25.85.07.40 – Issue VIII.06 – Rev. 0

List of tables
Table A1 Primary engine data of Wärtsilä RTA84T-D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–2

Table C1 Scavenge air cooler parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–5
Table C2 Turbocharger weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–5
Table C3 Number of auxiliary blowers per engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–8
Table C4 Electrical power consumers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–8
Table C5 Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–9
Table D1 External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–10
Table D2 Countermeasures for external mass moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–11
Table D3 Countermeasures for lateral and longitudinal rocking . . . . . . . . . . . . . . . . . . . . . . . . . D–11
Table D4 Countermeasures for torsional & axial vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–11
Table D5 Vibration calculation form (ad-t1-tvc-marine-order-form) . . . . . . . . . . . . . . . . . . . . . . . D–13
Table D6 Vibration calculation form (ad-t1-tvc-testbed-order-form) . . . . . . . . . . . . . . . . . . . . . . D–14
Table D7 Vibration calculation form (ad-t1-avc-marine-order-form) . . . . . . . . . . . . . . . . . . . . . . D–15
Table D8 Vibration calculation form (ad-t1-bending&alignment-order-form) . . . . . . . . . . . . . . . D–16
Table E1 PTO power and speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
Table F1 R1 data for conventional sea-water cooling system with single-stage SAC
and separate HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–3
Table F2 R1 data for central fresh water cooling system with single-stage SAC
Table F3 R1 data for central fresh water cooling system with two-stage SAC
Table F4 Conventional sea-water cooling system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–8
Table F5 Central fresh water cooling system: data to layout for single-stage
scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–11
Table F6 Central fresh water cooling system: data to layout for two-stage
scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–13
Table F7 Cylinder cooling water system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–18
Table F8 Lubricating oil system: referring legend, remarks and data . . . . . . . . . . . . . . . . . . . . . F–28
Table F9 Lubricating oil treatment and transfer system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–36
Table F10 Lubricating oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–37
Table F11 Number of vertical lubricating oil drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–38
Table F12 Minimum inclination angles at which the engine is to remain fully operational . . . . F–39
Table F13 NAS 1638 cleanliness classes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–49
Table F14 Fuel oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–50
Table F15 Heavy fuel oil treatment and tank system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–55
Table F16 Pressurized fuel oil system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–59
Table F17 Fuel oil system mixing unit: nominal pipe diameters for connections A, B, C . . . . . F–63
Table F18 Air receiver and air compressor capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–68
Table F19 Control air capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–70
Table F20 Leakage collection and washing system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–71
Table F21 Guidance for air filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–81
Table F22 Recommended fluid velocities and flow rates for pipework . . . . . . . . . . . . . . . . . . . . . F–83
Table G1 Suppliers of remote control systems and electronic speed control systrems . . . . . . G–6
Table G1 Alarm and safety functions of Wärtsilä RTA84T-D marine diesel engines . . . . . . . . G–11
25.85.07.40 – Issue VIII.06 – Rev. 0 n Wärtsilä Switzerland Ltd

List of tables
Table H1 Engine dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–2
Table H2 Engine weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–3
Table H3 Dimensions and masses of main components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–4
Table H4 Expected thermal expansion figures at turbocharger gas outlet . . . . . . . . . . . . . . . . H–5
Table H5 Fluid quantities in the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–6
Table H6 Tightening pressures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–29
Table H7 Parts list for engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . H–32
Table H8 Details and dimensions of epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–48
Table H9 Number and diameter of holes drilled into top plate . . . . . . . . . . . . . . . . . . . . . . . . . . . H–48
Table H10 Parts list for wedge, hydraulic jack and jacking screw . . . . . . . . . . . . . . . . . . . . . . . . . H–49
Table H11 Quantity of engine coupling fitted bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–56
Table H12 Recommended quantities of fire extinguishing medium . . . . . . . . . . . . . . . . . . . . . . . H–65
Table K13 Engine control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–31
Table K14 Indicating instruments, fitted on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–31
Table K15 Turbocharger spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–31
Table L1 Lifting details for complete RTA84T-D engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–4
Table L2 Influence of ship draught on static main bearing loads . . . . . . . . . . . . . . . . . . . . . . . . L–5
Table L3 Recommended static main bearing loads for alignment calculation . . . . . . . . . . . . . L–5
Table L4 Calculated pre-sag offsets for reference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–9
Table L5 Jack correction factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–10
Table L6 Crank web deflection limits for alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–11
Table L7 Trial report (Specification) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–13
Table L8 Trial report (Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–14
Table L9 Setting table (Sheet A) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–16
Table L10 Setting table (Sheet A continued) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–17
Table L11 Setting table (sheet B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–18
Table L12 Check dimensions (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–19
Table L15 Inspection sheet (Cylinder liner) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–22
Table L16 Inspection sheet (Bedplate alignment) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–23
Wärtsilä Switzerland Ltd o 25.85.07.40 – Issue VIII.06 – Rev. 0

Index
A Cylinder cooling water pump, F–19

Address Wärtsilä Switzerland, A–1 Cylinder cooling water system, F–16
Air filtration, F–81 Cylinder cover, B–2
Air flow requirements, F–78 Cylinder liners, B–2
Air vent pipe, F–20 Cylinder lubricating oil system, F–34
Air vents, F–77 Cylinder lubrication, B–2
Alarm sensors and safety functions, G–10 Cylinder water cooler for conventional sea-water cooling,
F–20
Aluminium, F–52
Ambient temperature consideration, F–79
D
Approved propulsion control systems, G–6
Daily tanks, F–56
Arctic conditions, F–79
DENIS, G–1
Ash, F–51
DENIS-5, B–2
Automatic back-flushing lubricating oil filter, F–33
DENIS description, G–2
Automatic back-flushing fuel oil filter, F–64
DENIS engine specification, G–2
Automatic temperature control valve, F–20
DENIS remote control specification, G–2
Auxiliary blower, C–8
Design conditions, C–4
Axial vibration, D–8
Dimensions and masses, H–2
Dismantling of scavenge air cooler, H–10
B
Duplex filter in the feed system, F–65
Back-flushing filter after the feed pumps, F–65
Dynamic behaviour, D–12
Barred-speed range, D–6
Bedplate, B–1
E
Bottom-end bearing, B–2
Earthing slip-rings, H–60
Buffer unit, cylinder cooling, F–19
Electrical power consumers, C–8
Electrically driven auxiliary blowers, C–8
C
Electrically driven compensator, D–5
Camshaft, B–2
Engine air inlet, F–79
Carbon residue, F–51
Engine alignment tools, H–49
CD-ROM, C–10
Engine control, B–2
Central cooler, F–14
Engine coupling, H–55
Central fresh water cooling system components, F–14
Engine data, C–4
Centrifugal separators, F–56
Engine description, B–1
Change-over duplex filter, F–33
Engine dismantling, L–2
Characteristic design features, B–1
Engine dispatch, L–3
Chocking and drilling plan, H–41
Engine earthing, H–59
CMCR, C–2
Engine holding down studs, H–31
Compensator, D–2
Engine installation and alignment, L–4
Contents of fluid in the engine, H–6
Engine installation with ship on slipway, L–7
Continuous service rating, C–2
Engine layoutfield, C–1
Control air system supply, F–70
Engine noise, I–3
Conventional sea-water cooling, F–6
Engine numbering and description, B–3
Conventional sea-water cooling system components, F–9
Engine performance data, C–4
Conversion factors, M–3
Engine pre-heating, F–25
Crankshaft, B–2
Engine safety system, G–1
Crosshead, B–2
Engine seating, H–27, H–30
25.85.07.40 – Issue VIII.06 – Rev. 0 p Wärtsilä Switzerland Ltd

Index
Engine shutdown system, G–1 Injection valve, B–2

Engine spare parts, K–2 Installation and assembly of sub-assemblies, L–6
Engine stays, D–5, H–62 Installation of winGTD, C–10
Engine structure, B–1 Installing a complete engine, L–7
Engine system data, F–1 Installing an engine from assembled sub-units, L–7
Engine-room control, G–1 ISO Standard 15550, C–4
Engine-room ventilation, F–78 ISO Standard 3046-1, C–4
Epoxy resin chocks, H–27
Exhaust gas emissions, I–1 L
Exhaust gas system, F–75 Lateral engine vibration (rocking), D–4
Exhaust valve, B–2 Layout field, C–1
External forces and moments, D–1 Leakage collection system, F–71
Extinguishing agents, H–65 Load range with main-engine driven generator, C–3
Load range limits, C–2
F Longitudinal engine vibration, D–6
Final engine alignment, L–8 Low NOx Tuning, I–2
Fire protection, H–65 Low-temperature circuit, F–14
Fitted stud, H–28 Lubricating oil cooler, F–33
Fitting coupling bolts, H–55 Lubricating oil drain tank, F–38
Flash point, F–52 Lubricating oil full flow filters, F–33
Flushing the fuel oil system, F–66 Lubricating oil high-pressure pump, F–33
Flushing the lubricating oil system, F–46 Lubricating oil low-pressure pump, F–33
Free first order moments, D–2 Lubricating oil maintenance and treatment, F–34
Free second order moments, D–2 Lubricating oil requirements, F–34
Fresh water generator, F–23 Lubricating oil separator, F–34
Fresh water pump, F–14 Lubricating oil system, F–26
Fuel oil endheater, F–62 Lubricating oil system for turbocharger, F–26
Fuel oil feed pump, F–61
Fuel oil requirements, F–50 M
Fuel oil system, F–50 Main bearing, B–2
Fuel oil system mixing unit, F–62 Main bearing oil, F–26
Fuel oil system on the engine, F–59 Main lubricating oil system, F–26
Fuel oil treatment, F–54 Main lubricating oil system components, F–33
Main shaft earthing system, H–60
G MAPEX Engine Fitness Family, G–15
General service and working air, F–70 Mounting and storage proposals, K–32
H N
Heavy fuel oil system components, F–61 Noise, I–3
High-temperature circuit, F–14 NOx emissions, I–1
High-pressure booster pump, F–62
Hull vibration, D–6, D–9 O
Order forms for vibration calculations and simulation, D–12
I Outline drawings of RTA84T–D engines, H–11
Ignition quality, F–52 Overload limit, C–2
Wärtsilä Switzerland Ltd q 25.85.07.40 – Issue VIII.06 – Rev. 0

Index
Overspeed limit, C–2 Settling tanks, F–56

Shafting alignment, L–4
P Shafting system, D–8
Part-load data diagram, F–1 Shop trial, L–12
Pipe connections, F–6 Silicon, F–52
Pipe size and flow details, F–83 Space requirements and dismantling heights, H–6
Pipe velocities, F–83 Special tools, available on loan, J–1
Piping symbols, F–84 Spraycoating with rust preventing oil, L–1
Piping systems, F–6 Standard engine control, G–5
Piston, B–2 Standard tools, J–1
Piston dismantling heights, H–6 Starting air compressors, F–70
Pitching (longitudinal engine vibration), D–6 Starting air receivers, F–70
Platform arrangements, H–20 Starting and control air system specification, F–70
Pour point, F–52 Starting and control air systems, F–68
Power related unbalance (PRU), D–3 Storage proposal, J–1
Power take off (PTO), D–6 Sulphur, F–51
Pressure and temperature ranges, C–8 Supply pump, F–20
Pressure regulating valve, F–61 System dynamics, D–12
Pressurized fuel oil system, F–57
Primary engine data, A–2 T
Propeller characteristics, C–1 TC and SAC selection, C–6
PTO arrangements, E–2 Temperature control, F–9, F–14
Thermal expansion at TC expansion joint, H–5
Q Thrust sleeve, H–27
Questionnaire for engine data, F–2 Tools, J–1
Torsional vibration, D–6
R Trace metals, F–51
Rating points, C–1 Treatment against corrosion, L–1
Recommended special tools, J–1 Turbocharger and scavenge air coolers, C–5
Reduction of axial vibration, D–8 Turbocharger spare parts, K–31
Reduction of lateral vibration, D–5 Turbocharger weights, C–5
Reduction of torsional vibration, D–7 Turbocharging system, B–2
Reference conditions, C–4
Remote control system, G–1 U
Removing rust preventing oils, L–4 Using winGTD, C–10
Rocking (lateral engine vibration), D–4
V
S Vertical drains, F–39
Scavenge air cooler, F–9, F–14 Vibration aspects, D–1
Scavenge air cooler parameters, C–5 Viscosity, F–51
Scavenge air system, B–2, F–79
Sea-water pump, F–9, F–14 W
Sea-water strainer, F–9, F–14 Waste heat recovery, E–2
Sediment, F–51 Water content of the fuel oil, F–52
Separator arrangement, F–56 Working air, F–70
25.85.07.40 – Issue VIII.06 – Rev. 0 r Wärtsilä Switzerland Ltd

Abbreviations
ABB ASEA Brown Boveri M1H External moment 1st order horizontal
ALM Alarm M1V External moment 1st order vertical
AMS Attended machinery space M2V External moment 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)
CCR Conradson carbon MHI Mitsubishi Heavy Industries
CCW Cylinder cooling water MIM Marine installation manual
CMCR Contract maximum continuous rating (Rx) MMI Man–machine interface
CPP Controllable pitch propeller N, n Speed of rotation
CSR Continuous service rating (also NAS National Aerospace Standard
designated NOR and NCR) NCR Nominal continuous rating
cSt centi-Stoke (kinematic viscosity) NOR Nominal operation rating
DAH Differential pressure alarm, high OM Operational margin
DENIS Diesel engine control and optimizing OPI Operator interface
specification PAL Pressure alarm, low
EM Engine margin P Power
EMA Engine Management & Automation PI Pressure indicator
ESPM Engine selection and project manual ppm Parts per million
FCM Flex control module PRU Power related unbalance
FPP Fixed pitch propeller PTO Power take off
FQS Fuel quality setting RCS Remote control system
FW Fresh water RW1 Redwood seconds No. 1 (kinematic
GEA Scavenge air cooler (GEA manufacture) viscosity)
HFO Heavy fuel oil SAC Scavenge air cooler
HT High temperature SAE Society of Automotive Engineers
IMO International Maritime Organisation S/G Shaft generator
IND Indication SHD Shut down
IPDLC Integrated power-dependent liner cooling SIB Shipyard interface box
ISO International Standard Organisation SLD Slow down
kW Kilowatt SM Sea margin
kWe Kilowatt electrical SSU Saybolt second universal
kWh Kilowatt hour SW Sea-water
LAH Level alarm, high TBO Time between overhauls
LAL Level alarm, low TC Turbocharger
LCV Lower calorific value TI Temperature indicator
LI Level indicator TPL Turbocharger (ABB manufacture)
LR Light running margin tEaT Temperature of exhaust gas after turbine
LSL Level switch, low UMS Unattended machinery space
LT Low temperature VI Viscosity index
M Torque WCH Wärtsilä Switzerland
MAPEX Monitoring and maintenance performance WECS Wärtsilä Engine Control System
enhancement with expert knowledge winGTD General Technical Data program
�M Torque variation
Wärtsilä Switzerland Ltd s 25.85.07.40 – Issue VIII.06 – Rev. 0

Abbreviations
25.85.07.40 – Issue VIII.06 – Rev. 0 t Wärtsilä Switzerland Ltd

A. Introduction
Engine power
[kW] Engine power
[bhp]
100 000
120 000
80 000
100 000
RTA84T-D all other RTA
60 000 80 000
and RT-flex engines
50 000
The Marine Installation Manual (MIM) is for use by 60 000
40 000
project and design personnel. Each chapter con
tains detailed information required by design en 30 000 40 000
gineers and naval architects enabling them to op

20 000
timize plant items and machinery space, and to
20 000
carry out installation design work.
This book is only distributed to persons dealing
10 000
with this engine. 8000
10 000
6000 8000
6000
4000
50 60 70 80 90 100 120 140 160 180 200
Engine speed [bhp]
F10.5328
Fig. A1 Power/speed range of all IMO-2000 regulation

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

PO Box 414
CH-8401 Winterthur, Switzerland
Telephone: +41 52 2624922
Telefax: +41 52 2124917
http://www.wartsila.com
Wärtsilä Switzerland Ltd A–1 25.85.07.40 – Issue VIII.06 – Rev. 0

A. Introduction
A1 Primary engine data
Engine Wärtsilä RTA84T-D

Bore x stroke [mm] 840 x 3150
Speed [rpm] 76 76 61 61
Engine power (MCR)
Cylinder Power R1 R2 R3 R4
[kW] 21 000 14 700 16 850 14 700
5
[bhp] 28 575 20 000 22 900 20 000
[kW] 25 200 17 640 20 220 17 640
6
[bhp] 34 290 24 000 27 480 24 000
[kW] 29 400 20 580 23 590 20 580
7
[bhp] 40 005 28 000 32 060 28 000
[kW] 33 600 23 520 26 960 23 520
8
[bhp] 45 720 32 000 36 640 32 000
[kW] 37 800 26 460 30 330 26 460
9
[bhp] 51 435 36 000 41 220 36 000
Brake specific fuel consumption (BSFC)

Load
[g/kWh] 167 160 167 164
100 %
[g/bhph] 123 118 123 121
mep [bar] 19.0 13.3 19.0 16.6
Lubricating oil consumption (for fully run-in engines under normal operating conditions)
System oil approximately 9 kg/cyl per day
Cylinder oil *1) 0.9 – 1.3 g/kWh
Remark: *1) This data is for guidance only, it may have to be increased as the actual
cylinder lubricating oil consumption in service is dependent on operational factors.
Table A1 Primary engine data of Wärtsilä RTA84T-D
All brake specific fuel consumptions (BSFC) are To determine the power and BSFC figures accu
quoted for fuel of lower calorific value 42.7 MJ/kg rately in bhp and g/bhph respectively, the standard
(10200 kcal/kg). All other reference conditions kW-based figures have to be converted by
refer to ISO standard (ISO 3046-1). The figures for factor 1.36.
BSFC are given with a tolerance of +5 %.
The values of power in kilowatt (kW) and fuel con

sumption in g/kWh are the standard figures, and
discrepancies occur between these and the corre
sponding brake horsepower (bhp) values owing to
the rounding of numbers.
25.85.07.40 – Issue VIII.06 – Rev. 0 A–2 Wärtsilä Switzerland Ltd

B. Engine description
B1 Engine description
The Wärtsilä RTA84T-D engine is a low-speed, di Refer to figure B1 and the following text for the
rect-reversible, single-acting two-stroke engine,
characteristic design features:
comprising crosshead-guided running gear, hy
draulically operated poppet type exhaust valves,
8
turbocharged uniflow scavenging system and oil
7
cooled pistons.
10
9
The Wärtsilä RTA84T-D is designed for running on
a wide range of fuels from marine diesel oil (MDO)
to heavy fuel oils (HFO) of different qualities.
Main features:
Bore 840 mm
6
Stroke 3150 mm
5
Number of cylinders 5 to 9
3
Main parameters (R1):
Power (MCR) 4200 kW/cyl
Speed (MCR) 76 rpm 11
4
Mean effect. press. 19 bar 12
Mean piston speed 8.0 m/s 13
The Wärtsilä RTA84T-D is available with 5 to 9 cyl

2 14
inders rated at 4200 kW/cyl to provide a maximum
output of 37 800 kW for the 9-cylinder engine (pri
mary engine data on table A1).
1
Overall sizes of engines 5 cyl. 9 cyl.
15
Length [m] 10.4 17.4
Height [m] 13.73 13.73

* Direction of rotation: clockwise as standard
Dry weight [t] 740 1260 (viewed from the propeller towards the engine).
This cross section is considered as a general
information only. F10.3153
The development of the RTA84T-D range was to Fig. B1 Wärtsilä RTA84T-D cross section
offer engines for ships providing power and relia
bility at economic service speeds. The well-proven
bore-cooling principle for pistons, liners, cylinder 1. Welded bedplate with integrated thrust bear
covers and exhaust valve seats is incorporated ings and large surface main bearing shells.
with variable injection timing (VIT) which main
tains the nominal maximum combustion pressure 2. Sturdy engine structure with low stresses and
within the power range compliant with the IMO re high stiffness comprising A-shaped fabricated
gulation. double-wall columns and cylinder blocks at
tached to the bedplate by pre-tensioned verti
cal tie rods.
Wärtsilä Switzerland Ltd B–1 25.85.07.40 – Issue VIII.06 – Rev. 0

3. Fully built camshaft driven by gear wheels 12. Crosshead with crosshead pin and single-
housed in a double column located at the piece white metal large surface bearings. El
driving end, or in the centre of the engine evated pressure hydrostatic lubrication.
depending on numbers of cylinders.
13. Main bearing cap jack bolts for easier
4. A combined injection and exhaust valve actua assembly and disassembly of white-metalled
tor unit for two cylinders each. Camshaft shell bearings.
driven fuel pump with double spill valves for
timing fuel delivery to uncooled injectors. 14. White-metalled type bottom-end bearings.
Camshaft-driven actuator for hydraulic drive of
poppet-type exhaust valve working against an 15. Semi-built crankshaft.
air spring.
5. Standard pneumatic control – fully equipped

local control stand. Diesel Engine CoNtrol and
optImizing Specification (DENIS-5), standard
set of sensors and actuators for control, safety
and alarms.
6. Single cast-iron jackets bolted together to form

a rigid cylinder block.
7. Special grey cast-iron, bore-cooled cylinder

liners with load dependent cylinder lubrication
and cooling.
8. Solid forged or steel cast, bore-cooled cylinder

cover with bolted-on exhaust valve cage con
taining Nimonic 80A exhaust valve.
9. Constant-pressure turbocharging system

comprising exhaust gas turbochargers and
auxiliary blowers for low-load operation.
Turbochargers: ABB TPL or Mitsubishi MET.
10. Oil-cooled pistons with bore-cooled crowns

and short piston skirts.
11. Uniflow scavenging system comprising scav

enge air receiver and non-return flaps.
25.85.07.40 – Issue VIII.06 – Rev. 0 B–2 Wärtsilä Switzerland Ltd

B2 Engine numbering and designation
The engine components are numbered from the driving end to the free end as shown in the figure below.
Numbering of turbochargers
Scavenge
air coolers
1 2
1 2
Driving end Free end

1 2 3 4 5 6
Numbering
1 2 3 4 5 6 7 8
of cylinders
Thrust bearing Numbering of main bearings
Fuel side Exhaust side
Clockwise rotation
Anti-clockwise rotation
F10.5279
Fig. B2 Engine numbering and designation
Wärtsilä Switzerland Ltd B–3 25.85.07.40 – Issue VIII.06 – Rev. 0

25.85.07.40 – Issue VIII.06 – Rev. 0 B–4 Wärtsilä Switzerland Ltd

C. General engine data
C1 Engine layout field and load range
C1.1 Layout field Percentage values are being used so that the
same diagram can be applied to various engine
The layout field shown in figure C1 is the area of models. The scales are logarithmic so that expo
power and engine speed. In this area the contract nential curves, such as propeller characteristics
maximum continuous rating (CMCR) of an (cubic power) and mean effective pressure (mep)
RTA84T-D engine can be positioned individually to curves (first power), are straight lines.
give the desired combination of propulsive power
and rotational speed. Engines within this layout
field are tuned for maximum firing pressure and C1.2 Rating points R1, R2, R3 and R4
best efficiency.
The rating points (R1, R2, R3 and R4) for the
Sulzer RTA engines are the corner points of the
engine layout field (figure C1).
The point R1 represents the nominal maximum

continuous rating (MCR). It is the maximum
power/speed combination which is available for a
particular engine.
The point R2 defines 100 per cent speed, and 70

percent power of R1.
The point R3 defines 80 per cent speed and 80 per

cent power of R1.
The connection R1–R3 is the nominal 100 per cent

line of constant mean effective pressure of R1.
The point R4 defines 80 per cent speed and 70 per

cent power of R1.
The contract maximum continuous rating (Rx)

may be freely positioned within the layout field The connection line R2–R4 is the line of 70 per
for that engine. F10.4989 cent power between 80 and 100 per cent speed
Fig. C1 Layout field of the Wärtsilä RTA84T-D engine. of R1.
The engine speed is given on the horizontal axis Rating points Rx can be selected within the entire
and the engine power on the vertical axis of the lay layout field to meet the requirements of each par
out field. Both are expressed as a percentage (%) ticular project. Such rating points require specific
of the respective engine’s nominal R1 parameters. engine adaptations.
Wärtsilä Switzerland Ltd C–1 25.85.07.40 – Issue VIII.06 – Rev. 0

C1.2.1 Continuous service rating Line 3 is the 104 per cent speed limit where an
(CSR=NOR=NCR) engine can run continuously. For Rx with
reduced speed (NCMCR ≤�0.98�NMCR) this
Point ‘A’ represents power and speed of a ship limit can be extended to 106 per cent, how
operating at contractual speed in calm seas with a ever, the specified torsional vibration limits
new clean hull and propeller. On the other hand, must not be exceeded.
the same ship at the same speed requires a
power/speed combination according to point ‘D’, Line 4 is the overspeed limit. The overspeed
shown in figure C2, under service condition with range between 104 (106) and 108 per cent
aged hull and average weather. ‘D’ is then the speed is only permissible during sea trials
CSR-point. if needed to demonstrate the ship’s speed
at CMCR power with a light running pro
More information is available on request at WCH. peller in the presence of authorized repre
sentatives of the engine builder. However,
C1.2.2 Contract maximum continuous the specified torsional vibration limits must
rating (CMCR = Rx) not be exceeded.
Line 5 represents the admissible torque limit and

By dividing, in our example, the CSR (point D) by
reaches from 95 per cent power and
0.90, the 100 per cent power level is obtained and
speed to 45 per cent power and 70 per
an operational margin of 10 per cent is provided
cent speed. This represents a curve de
(see figure C2). The found point Rx, also desig
fined by the equation:
nated as CMCR, can be selected freely within the
2.45
layout field defined by the four corner points R1, P 2�P 1 � �N 2�N 1�
R2, R3 and R4 (see figure C1).
When approaching line 5 , the engine will
increasingly suffer from lack of scavenge
C1.3 Load range limits air and its consequences. The area
formed by lines 1 , 3 and 5 repre
Once an engine is optimized at CMCR (Rx), the sents the range within which the en
working range of the engine is limited by the follow gine should be operated. The area li
ing border lines, refer to figure C2: mited by the nominal propeller
characteristic, 100 per cent power and
Line 1 is a constant mep or torque line through line 3 is recommended for continuous
CMCR from 100 per cent speed and operation. The area between the nominal
power down to 95 per cent power and propeller characteristic and line 5 has to
speed. be reserved for acceleration, shallow
Line 2 is the overload limit. It is a constant mep water and normal operational flexibility.
line reaching from 100 per cent power and
93.8 per cent speed to 110 per cent power
and 103.2 per cent speed. The latter one
is the point of intersection between the
nominal propeller characteristic and 110
per cent power.
25.85.07.40 – Issue VIII.06 – Rev. 0 C–2 Wärtsilä Switzerland Ltd

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

2.45
driven generator
P 2�P 1 � �N 2�N 1�
through 100 per cent power and 93.8 per The load range diagram with main-engine driven
cent speed and is the maximum torque generator, whether it is a shaft generator (S/G)
limit in transient conditions. mounted on the intermediate shaft or driven
through a power take off gear (PTO), is shown by
The area above line 1 is the overload
curve ‘c’ in figure C3. This curve is not parallel to
range. It is only allowed to operate en
the propeller characteristic without main-engine
gines in that range for a maximum dur
driven generator due to the addition of a constant
ation of one hour during sea trials in the
generator power over most of the engine load. In
presence of authorized representatives of
the example of figure C3, the main-engine driven
the engine builder.
generator is assumed to absorb 5 per cent of the
The area between lines 5 and 6 and
nominal engine power.
constant torque line (dark area of fig. C2)
should only be used for transient condi The CMCR-point is, of course, selected by taking
tions, i.e. during fast acceleration. This into account the max. power of the generator.
range is called ‘service range with oper
ational time limit’. Engine power CMCR (Rx)
[%Rx]
Engine power 100

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

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

C2 Engine data
C2.1 Reference conditions C2.3 Ancillary system design
parameters
The engine can be operated in the ambient condi
tion range between reference conditions and The layout of the ancillary systems of the engine
design (tropical) conditions. bases on the performance of its specified rating
point Rx (CMCR). The given design parameters
The engine performance data, like BSFC, BSEF must be considered in the plant design to ensure
and tEaT and others are based on reference a proper function of the engine and its ancillary
conditions. They are specified in ISO Standard systems.
15550 (core standard) and for marine application
in ISO Standard 3046 (satellite standard) as • Cylinder water outlet temp. 90 °C
follows: • Oil temperature before engine 45 °C
• Air temperature before blower 25 °C • Exhaust gas back pressure
• Engine room ambient air temp. 25 °C at rated power (Rx) 30 mbar
• Coolant temp. before SAC 25 °C for SW
• Coolant temp. before SAC 29 °C for FW The engine power is independent from ambient
• Barometric pressure 1000 mbar conditions. The cylinder water outlet temperature
• Relative air humidity 30 % and the oil temperature before engine are system-
internally controlled and have to remain at the
The reference for the engine room air inlet tem specified level.
perature is specified in ISO Standard 8861 with
35 °C, taken from outboard. C2.4 Engine performance data
Note: The calculation of the performance data BSFC,

The lower calorific value (LCV) of the fuel refers to BSEF and tEaT for any engine power will be done
an international marine convention. The specified with the help of the winGTD program on CD-ROM,
LCV of 42.7 MJ/kg differs from the ISO Standard which is enclosed in this manual.
which is specified at 42.0 MJ/kg.
If needed we offer a computerized information ser
C2.2 Design conditions vice to analyze the engine’s heat balance and
determine main system data for any rating point
The capacities of ancillaries are specified accord within the engine layout field.
ing to ISO Standard 3046-1 (clause 11.4) following For details of this service please refer to section
the International Association of Classification F1.3.1, ‘Questionnaire for engine data’.
Societies (IACS) and are defined as design The installation of the winGTD and the hardware
conditions: specification are explained in section C7.1.
• Air temperature before blower 45 °C
• Engine ambient air temp. 45 °C
• Coolant temp. before SAC 32 °C for SW
• Coolant temp. before SAC 36 °C for FW
• Barometric pressure 1000 mbar.
• Relative air humidity 60 %

C3 Turbocharger and scavenge air cooler
The selections of turbochargers covering the types The data can be calculated directly by the winGTD
ABB TPL, MHI MET are shown in figures C5 and program (see section C7.2). Parameters and de
C6. The selection of scavenge air coolers follows tails of the scavenge air coolers (SAC) are shown
the demand of the selected turbochargers. in table C1 and figure C4, weights of turbochargers
in table C2.
Scavenge air cooler parameters

Design Design air flow Pressure drop
Cooler Water content Insert
water flow (at design flow)
Mass
[m3/h] [kg/h] Water [bar] Air [mbar] [litres] Length [mm]
[tonnes]
Sea-water: Single-stage scavenge air cooler
SAC41S 330 154 000 0.6 20 560 � 2410 3.4
SAC43S 175 97 000 0.7 20 450 � 1940 2.1
SAC47S 650 195 000 0.3 20 680 � 2790 4.5
Fresh water: Single-stage scavenge air cooler
SAC41F 330 154 000 0.6 20 560 � 2430/2690 3.4
SAC43F 175 97 000 0.7 20 450 � 1960/2130 2.1
SAC47F 650 195 000 0.6 20 680 � 2810/3070 4.5
Fresh water: Single-stage scavenge air cooler
SAC42F LT/HT 2 x 220 154 000 0.3 30 2 x 340 � 2430/2690 2 x 1.7
SAC44F LT/HT 2 x 125 97 000 0.6 30 2 x 270 � 1960/2130 2 x 1.1
1 x 250
SAC48F LT/HT 195 000 0.6 30 2 x 400 � 2810/3070 2 x 2.3
1 x 330
Remarks: *1) At design flow
Table C1 Scavenge air cooler parameters
Single-stage cooler Two-stage cooler

*1)
*2) water outlet (HT)
Remarks:
*1) SAC equipped with two on waterside inter

connected cooler tube units (”pre-stage”). water inlet (LT)
water inlet
Air flow The smaller unit being placed upstream of Air flow
air flow, facilitates cleaning procedure.
water outlet water outlet (LT)
*2) For two-stage cooling application
please contact Wärtsilä Switzerland Ltd.
— All data refer to cooler specification.
water inlet (HT)
F10.5242
connecting tubes ”pre-stage”
Fig. C4 Scavenge air cooler details (rated at R1)
Type – TPL80-B11 TPL80-B12 TPL85-B14 TPL85-B15

ABB
Mass [tonnes] – 6.1 10.4
Type MET66SE ME66SEII MET71SE MET71SEII MET83SE MET83SEII
MHI (Mitsubishi)
Mass [tonnes] 5.2 6.7 10.5
Table C2 Turbocharger weights

C3.1 Turbocharger and scavenge air cooler selection
The SAC and TC selection for the engines RTA84T-D is given in the layout fields in figures C5 to C6.
Engine power Engine power
[% R1] R1 [% R1]
R1
100 100
95
5RTA84T-D 1 x TPL85-B15 95
6RTA84T-D
1 x SAC47/48
2 x TPL80-B11
90
90
2 x SAC41/42
85
85
R3 R3 1 x TPL85-B15
80 80 1 x SAC47/48
or
1 x TPL85-B14 2 x TPL77-B12
75 1 x SAC47/48 75 2 x SAC43/44
70 70
R4 R2 R4 R2
65 R1: 21000 kW / 76 rpm 65 R1: 25200 kW / 76 rpm

Engine speed Engine speed
[% R1] [% R1]
70 75 80 85 90 95 100 70 75 80 85 90 95 100

[% R1] R1 [% R1] R1
100 100
95
7RTA84T-D 95
8RTA84T-D 2 x TPL85-B14
2 x SAC47/48
90
2 x TPL80-B12 90
2 x SAC41/42
85
85
R3 R3
80 80
75 2 x TPL80-B11 75 2 x TPL80-B12
2 x SAC41/42 2 x SAC41/42
70 70
R4 R2 R4 R2
65 R1: 29400 kW / 76 rpm 65 R1: 33600 kW / 114 rpm

[% R1] [% R1]
70 75 80 85 90 95 100 70 75 80 85 90 95 100
Engine power
[% R1] R1
100
95 9RTA84T-D
90
2 x TPL85-B14
85
2 x SAC47/48
R3
80
2 x TPL80-B12
75 2 x SAC41/42
70
R4 R2
65 R1: 37800 kW / 76 rpm

Engine speed
[% R1]
70 75 80 85 90 95 100
F10.5311
Fig. C5 Turbocharger and scavenge air cooler selection (ABB TPL type turbochargers)


[% R1] R1 [% R1] R1
100 100
95 5RTA84T-D 95
6RTA84T-D 2 x MET66SEII
2 x SAC41/42
90
1 x MET83SEII 90
1 x SAC47/48
85
85
R3 R3
80
80
1 x MET83SE 2 x MET66SE
75
1 x SAC47/48 75
2 x SAC43/44
70
70
R4 R2 R4 R2
65
R1: 21000 kW / 76 rpm 65 R1: 25200 kW / 76 rpm
[% R1] [% R1]
70 75 80 85 90 95 100 70 75 80 85 90 95 100

[% R1] R1 [% R1] R1
100 100
2 x MET71SEII
95 7RTA84T-D 95
95
8RTA84T-D
2 x SAC41/42
2 x MET83SE
90
90
90
2 x SAC47/48
85
85
85
R3 R3
80
80
80
75
2 x MET71SE 75
75
2 x MET71SEII
2 x SAC41/42 2 x SAC41/42
70
70
70
R4 R2 R4 R2
65
R1: 29400 kW / 76 rpm 65 R1: 33600 kW / 76 rpm
[% R1] [% R1]
70 75 80 85 90 95 100 70 75 80 85 90 95 100
Engine power
[% R1] R1
100
95 9RTA84T-D
90
85
R3
80
2 x MET83SE
75 2 x SAC47/48
70
R4 R2
65 R1: 37800 kW / 76 rpm

Engine speed
[% R1]
70 75 80 85 90 95 100
F10.5312
Fig. C6 Turbocharger and scavenge air cooler selection (MHI MET type turbochargers)

C4 Auxiliary blower
For manoeuvring and operating at low powers,
electrically driven auxiliary blowers must be used
to provide sufficient combustion air.
Table C3 shows the number of blowers required.
Number of cylinders 5 6 7 8 9
Number of auxiliary air blowers required 2 2 2 2 2
Table C3 Number of auxiliary blowers per engine
C5 Electrical power requirement of the engine
Electrical power Power requirement [kW] referring to numbers of cylinders

Supply voltage
consumers 5 6 7 8 9
Auxiliary blowers *1)
440 V / 60 Hz 2 x 57 2 x 75 2 x 90 2 x 90 2 x 90
(estimated values)
380 V / 50 Hz / 1000 rpm 9.2 12.5
Turning gear
440 V / 60 Hz / 1200 rpm 11 15
Cylinder lubrication CLU-3 *2) 380/440 V / 50/60 Hz 1.5
Propulsion control system 24 V DC UPS acc. to maker specifications
Additional monitoring devices acc. to
acc. to maker specifications
(e.g. oil mist detector etc.) maker specifications
Remark: *1) The actual electric power requirement depends on the size, type and voltage/frequency of the installed electric motor.
Direct starting or Star-Delta starting to be specified when ordering.
*2) Two redundant power supplies from different feeder panels required; indicated power for each power supply.
Table C4 Electrical power consumers
C6 Pressure and temperature ranges
Table C5 (on the next page) represents a summary obtained by adding the pressure losses in the pip-
of the required pressure and temperature ranges ing system, filters, coolers, valves, etc., and the
at continuous service rating (CSR). The gauge vertical level pressure difference between pump
pressures are measured about 7.5 m above the suction and pressure gauge to the values in the
crankshaft centre line. The pump delivery head is table on the next page.

Gauge pressure Temperature

Location of limit values [bar] limit values [°C]
Medium System measurement
Min Max Min Max Diff
Inlet 4.5 5.5 – –
Fresh water Cylinder cooling max 15
Outlet each cylinder – – 85 95
LT circuit Inlet cooler 2.0 4.0 25 36

* 1)
(single-stage SAC) Outlet cooler – – – –
Fresh water LT circuit Inlet cooler 2.0 4.0 25 36

* 1)
(Scavenge air cooling) (two-stage SAC) Outlet cooler – – – –
HT circuit Inlet cooler 3.0 5.0 70 80

–
(two-stage SAC) Outlet cooler – – – 120
Sea water Inlet cooler 1.0 4.0 25 32

Conventional cooling –
(Scavenge air cooling) Outlet cooler – – – 57
Lubricating oil
Crosshead bearing oil Inlet 10.0 12.0 40 50 *1)
(high pressure)
Supply 2.7 4.5 40 50 –
Main bearing oil
Outlet – – – – –
Inlet 2.7 4.5 40 50
Piston cooling oil max 30
Outlet – – – –
Thrust bearing Outlet – – – 60 –
Torsional
Torsional vibration damper Supply – – – – –
(if steel spring damper is used) Inlet casing 1.0 – – – –
Lubricating oil Supply 2.7 4.5 – – –
(low pressure) Integrated axial vibration damper (detuner)
Damp. chamber 1.7 – – – –
Turbocharger
Turbocharger bearing oil Inlet 1.0 – – – –
(ABB TPL on engine lub. oil system) Outlet – – – 110 –
Turbocharger
Turbocharger bearing oil Inlet 1.3 – – – –
(ABB TPL with separate lub. oil system) Outlet – – – 120 –
Inlet 0.7 – – – –
Turbocharger bearing oil (MHI MET)
Outlet – – – 85 –
Booster (supply unit) Inlet 7.0 *2) 10.0 *3) – 150 –
Fuel oil
After retaining valve (supply unit) Return 3.0 5.0 – – –
Intake from engine room (pressure drop, max) Air filter / Silencer max 10 mbar – – –
Intake from outside (pressure drop, max) Ducting and filter max 20 mbar – – –
Scavenge air
New SAC max 30 mbar – – –
Cooling (pressure drop)
Fouled SAC max 50 mbar – – –
Starting air Engine inlet – 25 or 30 – – –
6.0 7.5
Control air Engine inlet – – –
Air normal 6.5
6.0 7.5 – – –
Air spring air for exhaust valve Main distributor
normal 6.5 – – –
Devi
After each cylinder – – – 515 ation
Exhaust gas �50
Exhaust gas Before each TC – – – 515 –
Design maximum 30 mbar – – –
Manifold after turbocharger
Fouled maximum 50 mbar – – –
Remark: *1) The water flow has to be within the prescribed limits.
*2) At 100 % engine power.
*3) At stand-by condition; during commissioning of the fuel oils ystem
the fuel oil pressure is adjusted to 10 bar.
Table C5 Pressure and temperature ranges

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

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

The installed CD-ROM contains only the engine
types presented in this MIM.
1. Insert CD-ROM.
Double-click on selected engine type or click the
2. Follow the on-screen instructions. When the

‘Select’ button to access the main window (fig. C8)
installation is complete, a message confirms

and select the particular engine according to the
that the installation was successful.

number of cylinders (eg. Wärtsilä 8RTA84T-D).
C7.1.3 Changes to previous versions of

C7.2.2 Data input
winGTD
In the main window (fig. C8) enter the desired
The amendments and how this version differs from
power and speed to specify the engine rating. The
previous versions are explained in the file
rating point must be within the rating field.
‘Readme.txt’ located in the winGTD directory on
the CD-ROM.
C7.2 Using winGTD
C7.2.1 Start
After starting winGTD by double-clicking winGTD

icon, click on ‘Start new Project’ button on ‘Wel
come’ screen and specify desired engine type in
appearing window (fig. C7):
Fig. C8 winGTD: Main window

Further input parameters can be entered in sub-

panels to be accessed by clicking on tabs ‘Engine
Spec.’ (eg. for turbocharger selection), ‘Cooling’,
‘Lub. Oil’, ‘Fuel Oil’, ‘Starting Air’ or ‘Exhaust Gas’
relating to the relevant ancillary systems.
C7.2.3 Output results
Clicking the ‘Start Calculation’ button (fig. C8) initi

ates the calculation with the chosen data to deter
mine the temperatures, flows of lubricating oil and
cooling water quantities.
Firstly the ‘Engine performance data’ window (fig.
C9) is displayed on the screen. Fig. C10 winGTD: Service conditions
To see further results, click the appropriate button

in the tool bar or click the ‘Show results’ menu op The calculation is carried out with all the relevant
tion in the menu bar. design parameters (pump sizes etc.) of the ancil
laries set at design conditions.
To print the results click the
button for export to a ASCII file, both in the C7.2.5 Saving a project
button or click the tool
bar.
To save all data belonging to your project choose
‘Save as...’ from the ‘File’ menu. A windows ’Save
as...’ dialogue box appears.
Type a project name (winGTD proposes a three-

character suffix based on the program you have
selected) and choose a directory location for the
project.
Once you have specified a project name and se
lected the desired drive and directory, click the
‘Save’ button to save your project data.
Fig. C9 winGTD: General technical data
C7.2.4 Service conditions
Click the button ‘Service Conditions’ in the main

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


D. Engine dynamics
D1 Vibration aspects
D1.1 Introduction
As a leading designer and licensor we are con Figure D1 shows the external forces and moments
cerned that satisfactory vibration levels are ob acting on the engine.
tained with our engine installations. The assess
ment and reduction of vibration is subject to External forces and moments due to the recipro
continuing research. Therefore, we have devel cating and rotating masses (see table D1):
oped extensive computer software, analytical pro
cedures and measuring techniques to deal with F1V: resulting first order vertical force.
this subject. F1H: resulting first order horizontal force.
F2V: resulting second order vertical force.
For successful design, the vibration behaviour F4V: resulting fourth order vertical force.
needs to be calculated over the whole operating M1V: first order vertical mass moment.
range of the engine and propulsion system. The M1H: first order horizontal mass moment.
following vibration types and their causes are to be M2V: second order vertical mass moment.
considered: M4V: fourth order vertical mass moment.
– External mass forces and moments. All Wärtsilä RTA84T-D engines have no free mass
– Lateral engine vibration. forces.
– Longitudinal engine vibration.
– Torsional vibration of the shafting.
– Axial vibration of the shafting.
F1V, F2V, F4V

D1.2 External forces and moments
In the design of the Wärtsilä RTA84T-D engine free

mass forces are eliminated and unbalanced exter F1H
nal moments of first, second and fourth order are

minimized. However, five- and six-cylinder en M1V, M2V, M4V
gines generate second order unbalanced vertical

moments of a magnitude greater than those en + M1H
+
countered with higher numbers of cylinders.
–
Depending on the ship’s design, the moments of
fourth order have to be considered too.
Under unfavourable conditions, depending on hull

structure, type, distribution of cargo and location of
the main engine, the unbalanced moments of first, Forces and moments due to reciprocating
second and fourth order may cause unacceptable and rotating masses
F10.5173
vibrations throughout the ship and thus call for Fig. D1 External forces and moments
countermeasures.
Wärtsilä Switzerland Ltd D–1 25.85.07.40 – Issue VIII.06 – Rev. 0

D. Engine dynamics
D1.2.1 Balancing free first order

moments
Standard counterweights fitted to the ends of the Electrically driven

2nd order compensator
crankshaft reduce the first order mass moments to
acceptable limits. However, in special cases non F2V
standard counterweights can be used to reduce
either M1V or M1H, if needed.
D1.2.2 Balancing free second order M2V

moments
The second order vertical moment (M2V) is higher

on five- and six-cylinder engines compared with L
7–9-cylinder engines; the second order vertical
moment being negligible for the 7–9-cylinder en M2V = F2V � L
gines. Since no engine-fitted 2nd order balancer is F10.5218
available, Wärtsilä Switzerland Ltd. recommends Fig. D2 Locating electrically driven compensator
for five- and six-cylinder engines to install an elec
trically driven compensator on the ship’s structure
(figure D2) to reduce the effects of the second
order moments to acceptable values. Suppliers of electrically driven compensators
Gertsen & Olufsen AS

If no experience is available from a sister ship, it is Savsvinget 4
advisable to establish at the design stage, what DK-2970 Hørsholm Tel. +45 45 76 36 00
form the ship’s vibration will be. Table D1 assists in Denmark Fax +45 45 76 17 79
www.gertsen-olufsen.dk
determining the effect of installing the Wärtsilä
5RTA84T-D and 6RTA84T-D engines. Nishishiba Electric Co., Ltd
Shin Osaka Iida Bldg. 5th Floor
However, when the ship’s vibration pattern is not 1-5-33, Nishimiyahara, Yodogawa-ku
Osaka Tel. +81 6 6397 3461
known at the early stage, an external electrically
532-0004 Japan Tel. +81 6 6397 3475
compensator can be installed later, should disturb www.nishishiba.co.jp
ing vibrations occur; provision should be made for
this countermeasure.
Such a compensator is usually installed in the
steering compartment, as shown in figure D2. It is
tuned to the engine operating speed and con
trolled accordingly.
25.85.07.40 – Issue VIII.06 – Rev. 0 D–2 Wärtsilä Switzerland Ltd

D. Engine dynamics
D1.2.3 Power related unbalance (PRU)
The so-called Power Related Unbalance (PRU) values can be used to evaluate if there is a risk that free
external mass moments of 1st and 2nd order may cause unacceptable hull vibrations, see figure D3.
250
Free external mass moments
Power Related Unbalance (PRU) at R1 rating
200 M1V external moment [Nm]

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

150 M2v is needed, an external compensator has to be applied.
100
B
50
C
0
5RTA84T-D 6RTA84T-D 7RTA84T-D 8RTA84T-D 9RTA84T-D
A-range: balancing countermeasure is likely needed.

B-range: balancing countermeasure is unlikely needed.
F10.5245 C-range: balancing countermeasure is not relevant.
Fig. D3 Free external mass moments
The external moments M1 and M2 given in table D1 are related to R1 speed. For other engine speeds, the
corresponding external moments are calculated with the following formula:
MRx = MR1 � (nRx/nR1)2

D. Engine dynamics
D1.3 Lateral engine vibration (rocking)
D1.3.1 Introduction
The lateral components of the forces acting on the The ‘X-type’ lateral vibrations are caused by the
crosshead induce lateral rocking depending on the resulting lateral guide force moment MLX. The driv
number of cylinders and firing order. These forces ing- and free-end side of the engine top vibrate in
may be transmitted to the engine-room bottom counterphase.
structure. From there hull resonance or local vibra
tions in the engine room may be excited. Table D1 gives the values of resulting lateral guide
forces and moments of the relevant orders.
There are two different modes of lateral engine
vibration, the so-called ‘H-type’ and ‘X-type’, The amplitudes of the vibrations transmitted to the
please refer to figure D4. hull depend on the design of the engine seating,
frame stiffness and exhaust pipe connections. As
The ‘H-type’ lateral vibrations are characterized by the amplitude of the vibrations cannot be predicted
a deformation where the driving and free end side with absolute accuracy, the support to the ship’s
of the engine top vibrate in phase as a result of the structure and space for installation of lateral stays
lateral guide force FL and the lateral H-type should be considered in the early design stages of
moment. The torque variation (ΔM) is the reaction the engine-room structure. Please refer to tables
moment to MLH. D2 to D4, countermeasures for dynamic effects.
FL resulting guide force MLX resulting lateral X-type moment

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

D. Engine dynamics
D1.3.2 Reduction of lateral vibration
D1.3.2.1 Engine stays
Free end
longitudinal
Fitting of lateral stays between the upper platform
level and the hull reduces transmitted vibration and
lateral rocking (see figures D5 and D6). Two stay lateral
types can be considered:

– Hydraulic stays: installed on the exhaust and
on the fuel side of the engine (lateral).
– Friction stays:
installed on the engine exhaust side (lateral),
installed at the free end (longitudinal).
Hydraulic stays
fuel side exhaust Driving end

side
F10.5278/2
Fig. D6 General arrangement of friction stays
D1.3.2.2 Electrically driven

compensator
Friction stays If for some reason it is not possible to install lateral

stays, an electrically driven compensator can be
installed which is able to reduce the lateral engine
vibrations and their effect on the ship’s superstruc
ture. It is important to note that only one harmonic
excitation can be compensated at a time and in the
case of an ‘X-type’ vibration mode, two compensa
tors, one fitted at each end of the engine top are
necessary.
F10.5278/1
Fig. D5 General arrangement of lateral stays
Table D3 shows where countermeasures for lat

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

D. Engine dynamics
D1.4 Longitudinal engine vibration (pitching)
In some cases with five-cylinder Wärtsilä RTA en as a result of this to vibrations in the ship’s super
gines, specially those coupled to very stiff inter structure (refer to section D1.6 ‘Axial vibration’). In
mediate and propeller shafts, the engine founda order to prevent this vibration, stiffness of the
tion can be excited at a frequency close to the full double-bottom structure should be as high as
load speed range resonance, leading to increased possible.
axial (longitudinal) vibration at the engine top and
D1.5 Torsional vibration
D1.5.1 Introduction
Torsional vibrations are generated by gas and iner The amplitudes and frequencies of torsional vibra
tia forces as well as by the irregularity of the pro tion must be calculated at the design stage for
peller torque. It does not cause hull vibration (ex every engine installation. The calculation normally
cept in very rare cases) and is not perceptible in requires approval from the relevant classification
service, but causes additional dynamic stresses in society and may require verification by measure
the shafting. ment on board ship during sea trials. All data re
quired for torsional vibration calculations should be
The shafting system comprising crankshaft, pro made available to the engine supplier at an early
pulsion shafting, propeller, engine running gear, design stage (see section D3 ‘Order forms for
flexible couplings and power take off (PTO), as vibration calculations’).
any system capable of vibrating, has resonant fre
quencies.
If any source generates excitation at the resonant

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

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

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

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

and reduce the level of vibration, all RTA84T-D en
gines are equipped as standard with an integrated
axial damper mounted at the forward end of the
crankshaft, please refer to figure D9.
The axial damper sufficiently reduces the axial

vibrations in the crankshaft to acceptable values. Crankshaft flange
298.908c
No excessive axial vibrations should occur on
either the crankshaft nor the upper part of the Fig. D9 Axial damper (detuner)
engine.

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

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

D. Engine dynamics
D1.8 External forces and moments
Engine: Wärtsilä RTA84T-D Number of cylinders 5 6 7 8 9

Rating R1: 4200 kW/cyl. at 76 rpm Engine power kW 21 000 25 200 29 400 33 600 37 800
Massmoments / Forces
Free forces
F1V [�kN] 0 0 0 0 0
F1H [�kN] 0 0 0 0 0
F2V [�kN] 0 0 0 0 0
F4V [�kN] 0 0 0 0 0
External moments *1)
M1V [�kNm] 353 0 209 131 359
M1H [�kNm] 495 0 296 200 547
M2V [�kNm] 4771 3319 963 0 1667
M4V [�kNm] 27 208 591 240 335
Lateral H-moments MLH *2) *3)
Order 1 [�kNm] 0 0 0 0 0
Order 2 [�kNm] 0 0 0 0 0
Order 3 [�kNm] 0 0 0 0 0
Order 4 [�kNm] 0 0 0 0 0
Order 5 [�kNm] 2848 0 0 0 0
Order 6 [�kNm] 0 2034 0 0 0
Order 7 [�kNm] 0 0 1475 0 0
Order 8 [�kNm] 0 0 0 852 0
Order 9 [�kNm] 0 0 0 0 442
Order 10 [�kNm] 79 0 0 0 0
Order 11 [�kNm] 0 0 0 0 0
Order 12 [�kNm] 0 100 0 0 0
Lateral X-moments MLX *3)
Order 1 [�kNm] 354 0 211 138 378
Order 2 [�kNm] 296 206 60 0 103
Order 3 [�kNm] 515 931 1018 1485 1791
Order 4 [�kNm] 119 922 2620 1065 1484
Order 5 [�kNm] 0 0 184 2625 1019
Order 6 [�kNm] 44 0 26 0 1704
Order 7 [�kNm] 322 0 0 11 113
Order 8 [�kNm] 143 100 8 0 14
Order 9 [�kNm] 6 122 14 2 0
Order 10 [�kNm] 0 15 43 0 2
Order 11 [�kNm] 2 0 42 62 7
Order 12 [�kNm] 27 0 6 22 95
Torque variation (Synthesis value) [�kNm] 2905 2054 1484 863 444
Remarks: *1) The external moments M1 and M2 are related to R1 speed. For other engine speeds the corresponding external moments
are calculated with the relation: MRx = MR1 � (nRx/nR1)2.
No engine-fitted 2nd order balancer available. If reduction on M2v is needed, an external compensator has to be applied.
*2) The resulting lateral guide force can be calculated as follows: FL = MLH � 0.204 [kN].
*3) The values for other engine ratings are available on request.
— Crankshaft type: forged.

Table D1 External forces and moments

D. Engine dynamics
D1.9 Summary of countermeasures for dynamic effects
The following tables indicate where special attention is to be given to dynamic effects and the counter
measures required to reduce them.
External mass moments
Number of cylinders 2nd order compensator *2)

5–6 balancing countermeasure is likely needed *1) A
7–9 balancing countermeasure is not relevant C
Remarks: *1) No engine-fitted 2nd order balancer available.
If reduction on M2v is needed, an external compensator has to be applied.
*2) Refer also to figure D3
Table D2 Countermeasures for external mass moments
Lateral and longitudinal rocking
Number of cylinders Lateral stays Longitudinal stays

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

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

An integrated axial damper is fitted
Detailed calculations have to be
as standard to reduce the axial
carried out for every installation,
vibration in the crankshaft.
countermeasures to be selected ac
5–9 However, the effect of the coupled
cordingly (shaft diameter, critical or
axial vibration to the propulsion
barred speed range, flywheel,
shafting components should be
tuning wheel, damper).
checked by calculation.
Table D4 Countermeasures for torsional & axial vibration

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

the dynamic behaviour of a system subject to large
perturbations or transient conditions. Mathemat
ical models of several system components such as
clutches and couplings have been determined and
programmed as library blocks to be used with a si
mulation program. With this program it is possible
to check, for example, if an elastic coupling will be
overloaded during engine start, or to optimize a
clutch coupling characteristic (engine speed be
fore clutching, slipping time, etc.), or to adjust the
speed control parameters.
D3 Order forms for vibration calculations and simulation
For system dynamics and vibration analysis, Minimum required data needed for provisional
please send or fax a copy of the completed rel calculation are highlighted in the forms (tables D5
evant forms to the following address: to D8) as follows:

Dept. 10189
‘Engine and System Dynamics’
PO Box 414
CH-8401 Winterthur
Switzerland
Fax: +41-52-262 07 25

D. Engine dynamics
D3.1 Marine installation Torsional Vibration Calculation
Client Information Name: Phone:
Order Date: Order deadline:
Project Project name:
Shipyard: Hull No.:
Classification society:
Engine Engine type:
Engine power: kW Engine speed: rpm
Rotation: clockwise � anti-clockwise � Engine tuning (RT-flex): Standard � DeltaTuning �
Barred speed range accepted: Y � N � if yes, in which speed range: rpm
Shafting
Intermediate shaft diameter: mm Propeller shaft diameter: mm
Intermediate shaft length: mm Propeller shaft length: mm
Intermediate shaft UTS: N/mm2 Propeller shaft UTS: N/mm2
If possible, a drawing or sketch of the propulsion shafting should be enclosed. In case the
installation consists of a CP-Propeller, a detailed drawing of the oil-distribution shaft is needed.
Propeller
Type: FP � CP � Number of blades: 4 � 5 � 6 �
Diameter: m Mass: kg
Mean pitch: m Expanded area blade ratio:
Inertia in air: kgm2 Inertia with entr. water*: kgm2
*In case of a CP-Propeller, the inertia in water for full pitch has to be given and if possible,
the inertia of the entrained water depending on the pitch to be enclosed.
PTO Type: Free end gear (RTA) � Tunnel gear � Camshaft gear (RTA) � Shaft generator �
PTO-Gear Manufacturer:
Detailed drawings with the gearwheel inertias and gear ratios to be enclosed.
PTO-Clutches/Elastic couplings
The arrangement and the type of couplings to be enclosed.
PTO-Generator Manufacturer: Service speed range: rpm
Generator speed: rpm Rated voltage: V
Rated apparent power: kVA Grid frequency: Hz
Rotor inertia: kgm2 Power factor cos ϕ:
Frequency control system: No � Thyristor � Constant speed gear �
If possible, drawing of generator shaft to be enclosed
Minimum required data needed for provisional calculation.
Table D5 Vibration calculation form (ad-t1-tvc-marine-order-form)

D. Engine dynamics
D3.2 Testbed installation Torsional Vibration Calculation
Shipyard: Hull No.:
Engine Engine type:
Flywheel inertia: kgm2 Front disc inertia: kgm2
TV damper type / designation: TV damper manufacturer:
Details of the dynamic characteristics of TV damper to be enclosed if already known.
Shafting
Intermediate shaft diameter: mm Intermediate shaft length: mm
A drawing or sketch of the propulsion shafting should be enclosed.
Water brake
Type: Manufacturer:
Inertia of rotor with entr. water: kgm2 Drw.No.:
Elasticity of brake shaft: rad/Nm (between flange and rotor)
PTO Type: Free end gear � Camshaft gear �
PT-Generator Manufacturer: Service speed range: rpm
Generator speed: rpm
Rotor inertia: kgm2 Rotor mass: kg
Minimum required data needed for provisional calculation.
Table D6 Vibration calculation form (ad-t1-tvc-testbed-order-form)

D. Engine dynamics
D3.3 Marine installation Coupled Axial Vibration Calculation
Shipyard: Hull No.:
Engine Engine type:
Flywheel inertia: kgm2 Flywheel mass: kg
Front disc inertia: kgm2 Front disc mass: kg
Shafting
If possible, a drawing or sketch of the propulsion shafting should be enclosed. In case the
installation consists of a CP-Propeller, a detailed drawing of the oil-distribution shaft is needed
Propeller
Type: FP � CP � Number of blades: 4 � 5 � 6 �
Diameter: m
Inertia in air: kgm2 Mass in air: kg
Inertia with entr. water*: kgm2 Mass with entrained water: kg
*In case of a CP-Propeller, the inertia in water for full pitch has to be given and if possible,
the inertia of the entrained water depending on the pitch to be enclosed.
Rotor inertia: kgm2 Rotor mass: kg
Table D7 Vibration calculation form (ad-t1-avc-marine-order-form)

D. Engine dynamics
D3.4 Marine installation Bending Vibration & Alignment Calculation
Shipyard: Hull No.:
Engine Engine type:
Flywheel inertia: kgm2 Flywheel mass: kg
Front disc inertia: kgm2 Front disc mass: kg
Shafting
A drawing or sketch of the propulsion shafting should be enclosed. In case the installation
consists of a CP-Propeller, a detailed drawing of the oil-distribution shaft is needed
Propeller Type: FP � CP � Number of blades: 4 � 5 � 6 �
Diameter: m
Inertia in air: kgm2 Mass in air: kg
Inertia with entr. water*: kgm2 Mass with entrained water: kg
Detailed drawings with the gearwheel inertias, masses and gear ratios to be enclosed.
Rotor inertia: kgm2 Rotor mass: Kg
Shaft bearings Type:
Stiffness horizontal: N/m Stiffness vertical: N/m
Sterntube stiffn. horiz.: N/m Sterntube stiffn. vertical: N/m
Table D8 Vibration calculation form (ad-t1-bending&alignment-order-form)

E. Auxiliary power generation
E1 General information
E1.1 Introduction
This chapter covers a number of auxiliary power The waste heat option is a practical proposition for
arrangements for consideration. However, if your high powered engines employed on long voyages.
requirements are not fulfilled, please contact our The electrical power required when loading and
representative or consult Wärtsilä Switzerland Ltd, discharging cannot be met with a main-engine
Winterthur, directly. Our aim is to provide flexibility driven generator or with the waste heat recovery
in power management, reduce overall fuel con system, and for vessels employed on compara
sumption and maintain uni-fuel operation. tively short voyages the waste heat system is not
viable. Stand-by diesel generator sets (Wärtsilä
The sea load demand for refrigeration com GenSets), burning heavy fuel oil or marine diesel
pressors, engine and deck ancillaries, machinery oil, available for use in port, when manoeuvring or
space auxiliaries and hotel load can be met by at anchor, provide the flexibility required when the
using a main-engine driven generator, by a steam- main engine power cannot be utilised.
turbine driven generator utilising waste heat from
the engine exhaust gas, or simply by auxiliary gen
erator sets.
Ship service steam

Exhaust gas
econimiser
Steam turbine
Ship service power
Power turbine
G Aux. engine
G Aux. engine
M/G Main engine G Aux. engine
G Aux. engine
F10.5321
Fig. E1 Heat recovery, typical system layout
Wärtsilä Switzerland Ltd E–1 25.85.07.40 – Issue VIII.06 – Rev. 0

E. Auxiliary power generation
E1.2 System description and layout E3.2 PTO power and speed
Although initial installation costs for a heat recov PTO tunnel gear with generator
PTO
ery plant are relatively high, these are recovered
Generator speed
by fuel savings if maximum use is made of the 1000, 1200, 1500, 1800
[rpm]
steam output, i.e., electrical power and domestics, 700
space heating, heating of tank, fuel and water. 1200
Power [kWe]
1800
E2 Waste heat recovery *1)
Remark: *1) Higher powers on request
Before any decision can be made about installing

Table E1 PTO power and speed
a waste heat recovery system (see figure E1) the

steam and electrical power available from the ex
haust gas is to be established. Another alternative is a shaft generator.
For more information see chapter J ‘winGTD – the

General Technical Data’.
E3 Power take off (PTO)
Main-engine driven generators are an attractive

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

propeller shaft. Positioning the PTO gear in that
area of the ship depends upon the amount of
space available.
E3.1 Arrangements of PTO
Figure E2 illustrates various arrangements for

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

T Thyristor bridge
Generator
F10.5231
Fig. E2 Tunnel PTO gear
25.85.07.40 – Issue VIII.06 – Rev. 0 E–2 Wärtsilä Switzerland Ltd

F. Ancillary systems
F1 General information
F1.1 Introduction
Sizing engine ancillary systems, i.e. fresh water

cooling, lubricating oil, fuel oil, etc., depends on the
contract maximum engine power. If the expected
system design is out of the scope of this manual
please contact our representative or Wärtsilä
Switzerland Ltd, Winterthur, directly.
F1.2 Part-load data
The engine part-load data can be determined with

the help of the winGTD-program which is available
on request.
F1.3 Engine system data
The data contained in tables F1 to F3 are appli

cable to the nominal maximum continuous rating
(R1) of each five- to nine-cylinder engine.
These data refer to engines with the following
conditions/features:
– At design (tropical) conditions.
– ABB TPL turbochargers.
– Turbochargers lubricated from the engine’s
lubricating system.
This data is suitable for estimating the size of ancil
lary equipment.
Derating and part-load performance data can be

obtained on request.
The winGTD-program enables all engine and sys
tem data at any Rx rating within the engine rating
field to be obtained.
However, for convenience or final confirmation

when optimizing the plant, Wärtsilä Switzerland
Ltd provide a computerized calculation service.
Please complete in full the “questionnaire for en
gine data” on the next page to enable us to supply
the necessary data.
Wärtsilä Switzerland Ltd F–1 25.85.07.40 – Issue VIII.06 – Rev. 0

F1.3.1 Questionnaire for engine data (winGTD, see section C7.2)
In order to obtain computerized engine performance data and optimized ancillary system data, please
send completed copy of this questionnaire to:
Wärtsilä Switzerland Ltd, PO Box 414,
Dept. 7073, CH-8401 Winterthur, Switzerland.
or fax:
Fax No. +41 52 212 49 17
Client specification
Company:
Name:
Address:
Department:
Country:
Telephone:
Telefax:
Telex:
E-mail:
Date of contact:
Project specification
Project number:
Shipowner, country:
Shipyard, country:
Project manager:
Wärtsilä representative:
Engine specification
Number of cylinders: RTA84T-D
PTO: � Yes � No (continue to ‘Rating point’ below)
(see PTO options in table E1)
Max. PTO [kW] � 700 � 1200 � 1800 �

Constant-speed output: � Yes � No (continue to ‘Rating point’ below)
Speed [rpm]: � 1000 � 1200 � 1500 � 1800
Rating point (CMCR = Rx)
Power: kW
Speed: rpm
Cooling system specification

� Conventional sea-water cooling with single-stage scavenge air cooler and separate HT circuit
� Central fresh water cooling with single-stage scavenge air cooler and separate HT circuit
� Central fresh water cooling with two-stage scavenge air cooler and separate HT circuit
Calculations are based on an operating mode according to propeller law and design (tropical) conditions.
25.85.07.40 – Issue VIII.06 – Rev. 0 F–2 Wärtsilä Switzerland Ltd

F1.3.2 Engine system data for conventional sea-water cooling system

at nominal maximum continuous rating (R1)
Cooling with separate HT circuit HT circuit

LT Lubricating Cylinder water
oil cooler cooler
Engines equipped with
ABB TPL turbochargers Scavenge air
cooler (LT)
for Mitsubishi MET turbochargers
use data from the winGTD program
Recirculation
(see section C7.2).
Inlet Outlet
F10.5314
General data Number of cylinders – 5 6 7 8 9

Speed 76 rpm Engine power kW 21 000 25 200 29 400 33 600 37 800
Number and type of turbochargers – 1 x TPL85-B15 2 x TPL80-B11 2 x TPL80-B12 2 x TPL85-B14 2 x TPL85-B14
Cylinder water cooler (HT) heat dissipation kW 3145 3573 4328 4798 5549
Fresh water flow (HT) m3/h 139 158 191 212 245
Fresh water temperature cooler in/out °C 90.0/70.0 90.0/70.0 90.0/70.0 90.0/70.0 90.0/70.0
Sea-water flow m3/h 234 271 323 364 416
Sea-water temperature cooler in/out °C 40.2/52.0 40.4/52.0 40.2/52.0 40.4/52.0 40.3/52.0
Mean log. temperature difference °C 33.7 33.6 33.7 33.6 33.7
Cylinder cooling (HT) heat dissipation kW 3145 3573 4328 4798 5549
Fresh water temperature engine in/out °C 73.0/90.0 73.0/90.0 73.0/90.0 73.0/90.0 73.0/90.0
Scavenge air cooler (LT) heat dissipation kW 7168 8768 10107 11671 13016
Sea-water flow (LT) m3/h 660 660 660 1320 1320
Scavenge air mass flow kg/h 159768 191722 223675 255629 287582
Lubricating oil cooler heat dissipation *1) kW 2173 2589 3022 3487 3917
Oil flow *1) m3/h 306 355 400 450 495
Oil temperature cooler in/out °C 59.5/45.0 59.8/45.0 60.4/45.0 60.8/45.0 61.1/45.0
Sea-water flow m3/h 234 271 323 364 416
Sea-water cooling heat dissipation kW 12487 14930 17456 19956 22482

Sea-water flow m3/h 894 931 983 1684 1736
Sea-water temperature in/out °C 32.0/44.3 32.0/46.1 32.0/47.6 32.0/42.4 32.0/43.4
Exhaust gas heat dissipation *2) kW 6000 7200 8400 9600 10800
Mass flow kg/h 160942 193130 225318 257506 289695
Temperature after turbine °C 301 301 301 301 301
Engine radiation kW 183 214 244 275 305
Starting air *3) at design pressure bar 25 30 25 30 25 30 25 30 25 30

Bottle (2 units) capacity each m3 12.1 10.5 13.9 12.0 15.8 13.7 18.0 15.7 20.2 17.6
Air compressor (2 units) capacity each m3/h 300 320 350 360 390 410 450 470 510 530
Pump capacities / delivery head *4) m3/h bar m3/h bar m3/h bar m3/h bar m3/h bar
Lubricating oil 306 5.6 355 5.6 400 5.6 450 5.6 495 5.6
Crosshead lubricating oil 50 8.4 60 8.4 70 8.4 80 8.4 90 8.4
High temperature circuit 163 3.0 185 3.0 225 3.0 249 3.0 288 3.0
Fuel oil booster 9.5 7.0 11.3 7.0 13.2 7.0 15.1 7.0 17.0 7.0
Fuel oil feed 5.3 5.0 6.3 5.0 7.4 5.0 8.4 5.0 9.5 5.0
Sea-water 894 2.2 931 2.2 983 2.2 1684 2.2 1736 2.2
Remark: *1) Excluding heat and oil flow for balancer, damper and PTO gear.
*2) Available heat for boiler with gas outlet temperature 170�C and temperature drop 5�C from turbine to boiler.
*3) For 12 starts and refilling time 1 hour, when Jrel = 2.0 (see section F2.5).
*4) Pressure difference across pump (final delivery head must be according to the actual piping layout).
Table F1 R1 data for conventional sea-water cooling system with single-stage SAC and separate HT circuit

F1.3.3 Engine system data for central fresh water cooling system (single-stage)
Cooling with separate HT circuit
HT circuit
LT Lubricating Cylinder water
oil cooler cooler
Engine equipped with
cooler (LT)
for Mitsubishi turbochargers
use data from the winGTD program Recirculation
(see chapter C). Central
cooler
F10.1907 Inlet Outlet

Number and type of turbochargers 1 x TPL85-B15 2 x TPL80-B11 2 x TPL80-B12 2 x TPL85-B14 2 x TPL85-B14
Fresh water flow (LT) m3/h 188 225 262 303 339
Fresh water temperature (LT) cooler in/out °C 46.0/60.5 46.0/59.8 46.0/60.3 46.0/59.8 46.0/60.2
Fresh water flow m3/h 162 186 224 250 288
Oil flow *1) m3/h 306 355 400 450 495
Central cooler heat dissipation kW 12487 14930 17457 19956 22482

Sea-water flow m3/h 548 655 766 876 987
Mass flow kg/h 160942 193130 225318 257506 289695

Pump capacities / delivery head *4) m3h bar m3h bar m3h bar m3h bar m3h bar
Lubricating oil 306 5.6 355 5.6 400 5.6 450 5.6 495 5.6
High temperature circuit (cylinder cooling) 162 3.0 186 3.0 224 3.0 250 3.0 288 3.0
Low temperature circuit 408 2.2 665 2.2 702 2.2 743 2.2 779 2.2
Fuel oil booster 9.5 7.0 11.3 7.0 13.2 7.0 15.1 7.0 17.0 7.0
Fuel oil feed 5.3 5.0 6.3 5.0 7.4 5.0 8.4 5.0 9.5 5.0
Sea-water 548 2.2 655 2.2 766 2.2 876 2.2 987 2.2
Remark: *1) Excluding heat and oil flow for balancer, damper and PTO gear.
*2) Available heat for boiler with gas outlet temperature 170�C and temperature drop 5�C from turbine to boiler.
*3) For 12 starts and refilling time 1 hour, when Jrel = 2.0 (see section F2.5).
*4) Pressure difference across pump (final delivery head must be according to the actual piping layout).
Table F2 R1 data for central fresh water cooling system with single-stage SAC and separate HT circuit

F1.3.4 Engine system data for central fresh water cooling system (two-stage)
Cooling with separate HT circuit
HT circuit
LT Lubricating Cyl. water cooler
oil cooler and SAC (HT)
Engine equipped with
cooler (LT)
for Mitsubishi turbochargers
use data from the winGTD program Recirculation
(see chapter C). Central
cooler
F10.1907 Inlet Outlet

Number and type of turbochargers 1 x TPL85-B15 2 x TPL80-B11 2 x TPL80-B12 2 x TPL85-B14 2 x TPL85-B14
Fresh water temperature (LT) cooler in/out °C 46.0/79.5 46.0/80.2 46.0/79.3 46.0/80.6 46.0/80.1
Scavenge air cooler (HT) heat dissipation kW 4081 5236 5691 7191 7719
Oil flow *1) m3/h 306 355 400 450 495
Central cooler heat dissipation kW 12487 14930 17457 19956 22483

Sea-water flow m3/h 548 655 766 876 987
Mass flow kg/h 160942 193130 225318 257506 289695

Pump capacities / delivery head *4) m3h bar m3h bar m3h bar m3h bar m3h bar
Lubricating oil 306 5.6 355 5.6 400 5.6 450 5.6 495 5.6
High temperature circuit (cylinder cooling) 270 3.0 403 3.0 442 3.0 465 3.0 503 3.0
Low temperature circuit 406 2.2 422 2.2 459 2.2 739 2.2 775 2.2
Fuel oil booster 9.5 7.0 11.3 7.0 13.2 7.0 15.1 7.0 17.0 7.0
Fuel oil feed 5.3 5.0 6.3 5.0 7.4 5.0 8.4 5.0 9.5 5.0
Sea-water 548 2.2 655 2.2 766 2.2 876 2.2 987 2.2
Remark: *1) – *4): see remarks of table F2
Table F3 R1 data for central fresh water cooling system with two-stage SAC and separate HT circuit

F2 Piping systems
F2.1 Introduction F2.2.1 Conventional sea-water cooling

system
All pipework systems and fittings are to conform to
the requirements laid down by the legislative coun Figure F1 is a schematic layout of a conventional
cil of the vessel’s country of registration and the sea-water cooling system. Two pumps, one run
classification society selected by the owners. They ning and one on stand-by, circulate sea-water from
are to be designed and installed to accommodate the high or low sea chest suctions through the lubri
the quantities, velocities, flow rates and contents cating oil and cylinder cooling water coolers being
identified in this manual, set to work in accordance placed in series, and the scavenge air cooler which
with the build specification as approved by the is arranged in parallel to the former named ones.
classification society and protected at all times A temperature regulating valve controls recircula
from ingress of foreign bodies. All pipework sys tion and overboard discharge. Table F1 comprises
tems are to be flushed and proved clean prior to the sea-water cooling system data.
commissioning.
Note:
The pipe connections on the engine are sup
plied with blind mating flanges, except for the
turbocharger exhaust gas outlet. Screw con
nections are supplied complete.
F2.2 Cooling water and pre-heating

systems
The cooling system of the RTA84T-D engine runs

on either one of the following standard layouts:
– Conventional sea-water cooling system with
single-stage scavenge air cooler and separate
HT circuit, see fig. F1.
– Central fresh water cooling system with
single-stage scavenge air cooler and separate
HT circuit, see fig. F2.
– Central fresh water cooling system with two-
stage scavenge air cooler and separate HT cir
cuit, see fig. F3.

Remarks:
Note: ��
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345.936b
Fig. F1 Conventional sea-water cooling system

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345.936b ��
power kW 21 000 25 200 29 400 33 600 37 800
Main engine RT
RTA84T-D
A84T-D (R1)
speed rpm 76
Nominal pipe diameter A DN 400 400 400 500 500
All pipe diameters are valid for R1-rated en- B DN 400 400 400 500 500
gines and laid out for flows given in section
F1.3 ‘Engine system data’.
C DN 200 200 250 250 250
capacities
For pipe diameters if Rx-rated pump capacities
D DN 300 300 300 450 450
are used, please refer to section F4 ‘Pipe size
and flow details’ E DN according to plant’s requirement
Table F4 Conventional sea-water cooling system data

F2.2.1.1 Conventional sea-water F2.2.2 Central fresh water cooling

cooling system components system
– Sea-water strainer The central cooling system comprises a high

Simplex or duplex to be fitted at each sea chest temperature fresh water circuit for the cylinder
and arranged to enable manual cleaning with cooler, a low temperature fresh water circuit for the
out interrupting flow. The strainer perforations scavenge air cooler, lubricating oil cooler and a sea
are to be sized (not more than 6 mm) to pre water line for the central cooler(s) as shown in
vent passage of large particles and debris figure F2. It reduces the amount of sea-water
damaging the pumps and impairing heat pipework and its attendant problems and provides
transfer across the coolers. for improved cooling control. Optimizing central
fresh water cooling results in lower overall running
– Sea-water pump costs when compared with the conventional
• Pump type: centrifugal sea-water cooling system.
• Pump capacity: refer to table F1, the given As the cylinder cooling water system of the
sea-water flow capacity covers the need RTA84T-D engine is pressurized, both high- and
of the engine only and is to be within a tol low-temperature circuits must be totally separated.
erance of 0 to +10%. This means that the high temperature circuit has its
• Delivery head: the final delivery head is own cooler: the cylinder cooler. The cooling
determined by the layout of the system medium for this cooler is, however, fresh water
and is to ensure that the inlet pressure to from the low temperature circuit.
the scavenge air coolers is within the Compared with central fresh water cooling system
range of the summarized data in table C5. with single-stage scavenge air cooler, central
fresh water cooling system with two-stage scav
– Scavenge air cooler enge air cooler (see figure F3) is applied for further
• Cooler type: tubular waste recovery. In this arrangement the high tem
• Cooling medium: sea-water perature stack of the scavenge air cooler is ar
• Cooled medium: scavenge air ranged in parallel to the cylinder cooling system.
• Heat dissipation: refer to table F1 For more information please contact Wärtsilä
• Sea-water flow: refer to table F1 and C1 Switzerland Ltd, Winterthur.
• Temperatures: refer to table F1
– Temperature control
The sea-water system is to be capable of
maintaining the inlet temperature to the scav
enge air cooler at 25°C minimum to 32°C
maximum and for all sea-water temperatures
below 25°C by recirculation and the use of an
automatic temperature control valve.
The whole sea-water flow delivered by the sea

water pumps must be re-collected at one point be
fore the automatic temperature control valve. No
large consumers must have their sea-water outlet
discharged directly overboard.

Remarks:
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345.881a
Fig. F2 Central fresh water cooling system: layout for single-stage scavenge air cooler

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345.881a
power kW 21 000 25 200 29 400 33 600 37 800
Main engine RTA84T-D (R1)
speed rpm 76
Pressure drop across the engine Δp bar 1.3
Buffer unit for HT circuit cap. m3 0.8 0.8 1.2 1.2 1.2
Cylinder cooling water feed tank (singly) min. cap. m3 1.5 1.5 1.5 1.5 1.5
CCW feed and drain tank (combined) min. cap. m3 5 5 7 7 7
Cooling water expansion tank (LT) cap. m3 depending on ancillary plants
B DN 250 300 350 350 350
C DN 200 250 250 250 250
All pipe diameters are valid for R1-rated engines
and laid out for flows given in section F1.3 D DN 200 200 200 200 250
‘Engine system data’. E DN 150 200 200 200 200
For pipe diameters if Rx-rated pump capacities F DN 150 150 200 200 200
are used, please refer to section F4 ‘Pipe size G DN 65 80 80 80 100
and flow details’
H DN 25 25 25 25 25
I DN 65 65 65 80 80
Table F5 Central fresh water cooling system: data to layout for single-stage scavenge air cooler

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Fig. F3 Central fresh water cooling system: layout for two-stage scavenge air cooler

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power kW 21 000 25 200 29 400 33 600 37 800
speed rpm 76
Cooling water expansion tank (LT) cap. m3 depending on ancillary plants
B DN 250 250 250 350 350
C DN 200 200 200 250 250
D DN 200 200 200 200 250
All pipe diameters are valid for R1-rated engines and laid out E DN 200 250 250 250 300
for flows given in section F1.3
‘Engine system data’. F DN 200 250 250 250 250
For pipe diameters if Rx-rated pump capacities are used, G DN 65 80 80 80 100

please refer to section F4 ‘Pipe size
H DN 25 25 25 25 25
and flow details’
I DN 65 65 65 80 80
J DN 125 200 200 200 200
K DN 150 150 200 200 200
Table F6 Central fresh water cooling system: data to layout for two-stage scavenge air cooler

F2.2.2.1 Central fresh water cooling – Central cooler (pos. 007)

system components • Cooler type: plate or tubular
• Cooling medium: sea-water
The following description of the components refers • Cooled medium: fresh water
to figure F2 (central fresh water cooling system • Heat dissipation: refer to table F2
with single-stage scavenge air cooler). • Margin for fouling: 10 to 15% to be added
• Fresh water flow: refer to table F2
Low-temperature circuit: • Sea-water flow: refer to table F2
• Temperatures: refer to table F2
– Sea-water strainer (pos. 004)
Simplex or duplex to be fitted at each sea chest – Fresh water pumps for LT circuit (pos. 010)
and arranged to enable manual cleaning with • Pump type: centrifugal
out interrupting flow. The strainer perforations • Pump capacity: refer to table F2
are to be sized (not more than 6 mm) to pre • The given capacity of fresh water flow
vent passage of large particles and debris covers the need of the engine only and is
damaging the pumps and impairing heat to be within a tolerance of 0% to +10%.
transfer across the coolers. • Delivery head: the final delivery head is
determined by the layout of the system
– Sea-water pump (pos. 006) and is to ensure that the inlet pressure to
• Pump type: centrifugal the scavenge air coolers is within the
• Pump capacity: refer to table F2, the given range of the summarized data .
sea-water flow capacity covers the need
of the engine only and is to be within a tol – Scavenge air cooler
erance of 0 to +10%. • Cooler type: tubular
• Delivery head: the final delivery head is • Cooling medium: fresh water
determined by the layout of the system • Cooled medium: scavenge air
and is to ensure that the inlet pressure to • Heat dissipation: refer to table F2
the scavenge air coolers is within the • fresh water design flow: refer to table C1.
range of the summarized data in table C5. • Temperatures: refer to table F2
– Temperature control (pos. 008)

The central fresh water cooling system is to be High-temperature circuit:
capable of maintaining the inlet temperature to
the scavenge air cooler at 25°C minimum to For the layout of the high-temperature circuit refer
36°C maximum and for all sea-water tempera to section F2.2.3 “Cylinder cooling water system”.
tures to a maximum of 32°C by recirculation
and the use of an automatic temperature
control valve.

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Fig. F4 Central cooling water system expansion tank (LT circuit)

F2.2.3 Cylinder cooling water system (HT circuit)
Integrated power-dependent liner cooling (IPDLC) As usual, a constant preset water temperature at
is provided to avoid liner corrosion over the engine the engine outlet is maintained by means of an au
operating load range. At the engine inlet, the cool tomatic temperature controlled three-way valve
ing water flow is divided into a primary flow for liner (004).
cooling and a secondary flow which bypasses the The cooling medium of the cylinder water cooler is
liner and is then recombined with the primary flow either sea-water, or fresh water if a central cooling
for cooling the cylinder head. The water flow dis system is applied.
tribution in each circuit is dependent upon the en Table F7 comprises the cylinder cooling water sys
gine power. In addition, a small quantity of water is tem data.
continuously supplied from the cooling water
pumps directly to the engine liner inlet, bypassing
the fresh water generator and the water cooler.
This uncooled water flow amounts to about 15 per
cent of the capacity of the main jacket water pump.
An integrated power-dependent liner cooling is an

integral part of the engine delivery.
The cylinder cooling system as shown in figure F5

is pressurized to avoid vapour formation as the cy
linder cooling water has higher maximum tempera
tures in the liner than with conventional engine
cooling systems.
A buffer unit (012) under constant and controlled

pressure maintains a static water pressure at the
inlet to the cylinder cooling water pumps (002). In
this way, the required pressure at the engine inlet
(1a) is obtained without the need for cooling water
pumps with larger delivery head than with conven
tional cooling systems. With this arrangement, a
header tank, placed above the engine, is no longer
necessary. The buffer unit (012) can be placed just
above the cooling water pumps.
A supply pump (014), automatically controlled by

the minimum water level in the buffer unit (012), re
places the leakage water losses.
Downstream of the main cooling water pumps
(002) and the heater (006), a part of cooling water
is branched off to the engine liner inlet (1b), by
passing the fresh water generator (010) and the
water cooler (005).

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Fig. F5 Cylinder cooling water system

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power kW 21 000 25 200 29 400 33 600 37 800
Main engine RT
RTA84T
A84T-D
-D (R1)
speed rpm 76
All pipe diameters are valid for R1-rated engines and B DN 150 150 200 200 200
laid out for flows given in section F1.3 ‘Engine system
data’. C DN 65 80 80 80 100
For pipe diameters if Rx-rated pump capacities are D DN 25 25 25 25 25
used, please refer to section F4 ‘Pipe size and flow
details’. E DN 65 65 65 80 80
Table F7 Cylinder cooling water system data

F2.2.3.1 Cylinder cooling water system components
– Cylinder cooling water pump system remains pressurized thus avoiding va
The values for the delivery head and capacity pour formation in the system.
required for selection of the centrifugal pumps The initial filling of the buffer unit should be just
for the cylinder cooling water system (one on above the low level alarm, i.e. at approx. 30%
stand-by) are given in tables F1 to F3. of its total capacity. The large air cushion,
The delivery head has to be determined available in the buffer unit can so partly com
according to the total pressure losses pensate the expansion or contraction of the
(resistance) of the actual arrangement of the water volume without bringing the control air
piping installation, as for a non-pressurized pressure unit into operation. In this way, con
system. tinuous operation of this unit is avoided. Fig
The system pressure (pei) at the engine inlet ure F6 shows, as example only, a possible de
will be: sign for the buffer unit. The final design must
h [bar] meet the requirements of the concerned clas
pei � p p � p st – d p –
10.2
sification societies. The working pressure indi
where :
cated on this figure can vary, depending on the
– pp : pump delivery head [bar] location of the main water pumps with regard
– pst: static pressure at pump inlet [bar] to the engine cooling water inlet. The recom
– dp: pressure losses [bar] between pump mended buffer unit capacities for the
outlet and engine inlet RTA84T-D are indicated in figure F6. The
– h : height difference [m] between pump buffer unit contains the following main equip
outlet and engine inlet. ment:
The pressure (pei), related to liner top, has to • A control air pressure unit (DN15, pres
be: sure range adjustable 3–5 bar), which re
Minimum = 4.5 bar
duces the supply air pressure (7 bar, fil
Maximum = 5.5 bar
tered air) to the required static pressure
and automatically maintains it constant.
A centrifugal pump with a steep head/capacity
• A solenoid valve, fitted upstream of the
curve is to be given preference. As opposed to a
control air pressure unit, interlocks the air
flat head/capacity curve, a steep head/capacity
inlet with the min. water level in the buffer
curve results in smaller variation in flow capacity
unit.
when the head varies. The differential pressure at
• A relief valve DN25, adjusted to approx.
the pump varies markedly with the flow capacity, so
5.5 bar.
that the reading of the pump pressure gauges give
relatively accurate indication of the actual flow. • High and low level switch to control the
supply pump. The low level switch is set at
– Buffer unit (012) approx. 35% of the total content of the
The required static water pressure at the pump buffer unit. The difference between the
inlet is obtained by the use of a buffer unit high and low level should correspond to a
shown in in figure F6 which an air cushion with volume of approx. 150 l.
constant and controlled pressure is main • Low and high level alarm. The low level is
tained. The buffer unit acts as volume-com set at approx. 30% of the total capacity of
pensating device, the water volume can ex the buffer unit.
pand or contract without altering the system
pressure. In case the cooling water pumps
should stop due to power failure, the cooling

The compensation pipe should be led by the – Automatic temperature control valve
shortest route close to the pump suction. With Electric or electro/pneumatic actuated three-
the buffer unit close to the cooling water way type (butterfly valves are not adequate)
pumps, a module including all main compo having a linear characteristic.
nents of the cooling system can easily be real • Design pressure: 10 bar
ized. • Test pressure: refer to the specification
The pipe sizes and tank capacities are given in laid down by the classification society.
table F7. • Pressure drop across valve: max. 0.5 bar
• Controller: proportional plus integral (PI);
– Cylinder water cooler (005) also known as proportional plus reset for
• Cooler type: tubular or plate steady state error of max. ±2°C and
• Heat dissipation: refer to tables F1 to F3. transient condition error of max. ±4°C.
• Margin for fouling: 10% to 15% to be • Temperature sensor:
added according to the control valve manufac
• Flow rates: refer to tables F1 to F3. turers specification fitted in the engine
• Temperature ranges: refer to tables outlet pipe.
F1 to F3.
The cylinder cooler should be selected to re – Air vent pipe
move the total heat transferred from the en Releases air gas mixtures from the cylinder
gine to the cooling water, whatever the capac cooling water through the automatic float vent
ity of the freshwater generator may be. To valve into the cylinder cooling water feed and
determine the cooler capacity, please refer to drain tank.
heat dissipation in tables F1 to F3.
– Supply pump (014)

A positive displacement supply pump (014)
with a capacity of 0.5 m3/h, 7 bar, is provided
to replace the leakage water losses in the cyl
inder cooling water system. This pump is auto
matically controlled by the water level in the
buffer unit (012) as described under paragraph
headed ‘Buffer unit’. It would be also advisable
to monitor the running period of the supply
pump. A monitoring of the pump running pe
riod will warn when the running period exceeds
a preset value, indicating unusual water losses
in the system. Spare parts for the supply pump
must be available according to classification
societies’ requirements.

245.626a
Fig. F6 Buffer unit for cylinder cooling water system

F2.2.4 General recommendations for design
The number of valves in the system is to be kept to F2.2.4.1 Cooling water treatment
a minimum in order to reduce the risk of incorrect
setting. Correct treatment of the cooling fresh water is es
sential for safe engine operation. Only totally de
Valves are to be locked in the set position and la mineralized water or condensate must be used. In
belled to eliminate incorrect handling. the event of an emergency tap water may be used
for a limited period but afterwards the entire cylin
The possibility of manual interference of the cool der cooling water system is to be drained off,
ing water flow in the various branches of the cylin flushed, and recharged with demineralized water.
der cooling water system is to be avoided by instal
ling and setting throttling discs at the commis Recommended parameters for raw water
sioning stage and not by adjusting the valves.
• pH 8 to 10
• Hardness 3–10°gH (5.4–17.9°fH) *1)
Under normal operation of the cylinder cooling
• Total chlorides and sulphates max 100 mg/l
water system the pump delivery head and the total
flow rate are to remain constant even when the *1) In case of higher values the water is to be
fresh water generator is started up or shut down. softened.
The cylinder cooling water system is to be totally In addition, the water used must be treated with a
separated from steam systems. Under no circum suitable corrosion inhibitor to prevent corrosive at
stances are there to be any possibilities of steam tack, sludge formation and scale deposits, refer to
entering the cylinder cooling water system, e.g. via the chemical supply companies for details. Moni
a fresh water generator. toring the level of the corrosion inhibitor and water
softness is very important to prevent down-times
The installation of equipment affecting the con due to component failures resulting from corrosion
trolled temperature of the cylinder cooling water is or impaired heat transfer. No internally galvanized
to be examined carefully before being added. Un steel pipes should be used in connection with
controlled increases or decreases in cylinder cool treated fresh water, since most corrosion inhibitors
ing water temperature may lead to thermal shock have a nitrite base. Nitrites attack the zinc lining of
of the engine components and scuffing of the pis galvanized piping and create sludge.
tons. Thermal shock is to be avoided and the tem
perature gradient of the cooling water when start
ing and shutting down additional equipment is not
to exceed two degrees per minute at the engine
inlet.
The design pressure and temperature of all the

component pipes, valves, expansion tank, fittings,
etc., are to meet the requirements of the classifica
tion society.

F2.2.5 Fresh water generator
A freshwater generator, utilizing heat from the cyl It is important that the bypass with valve (08) has
inder cooling system to distil sea-water, can be the same pressure drop as the freshwater gener
used to meet the demand for washing and potable ator.
water. The capacity of the freshwater generator is This must be open when the freshwater generator
limited by the amount of heat available which in is not in operation and closed when the freshwater
turn is dependant on the service power rating of the generator is operating. To avoid wrong manipula
engine. It is important at the design stage to ensure tion we recommend to interlock valves 07 and 08.
there are sufficient safeguards to protect the main Figures F7 and F8 ‘Freshwater generator installa
engine from thermal shock when the freshwater tion alternative’ provide two systems designed to
generator is started. To reduce such risk, the use utilize in ‘A’ up to 50 per cent of available heat and
of valves, e.g., butterfly valves at the freshwater ‘B’ up to 85 per cent of available heat.
generator inlet and in the bypass line, which are
linked and actuated with a large reduction ratio, will Alternative A
be of advantage. The following installations are Freshwater generators with an evaporator heat re
given as examples and we recommend that the quirement not in excess of 50 per cent of the heat
freshwater generator valves (07 and 08) be oper available to be dissipated from the cylinder cooling
ated by progressive servomotors and a warning water at full load (CMCR) and only for use at en
sign be displayed on the freshwater generator to gine loads above 50 per cent, can be connected in
remind engine-room personnel of the possibilities series as shown in figure F7. The throttling disc
of thermal shocking if automatic start up is over (06) serves to correct the water flow rate if the pres
ridden. sure drop in the cooling circuit is less than that in
the freshwater generator circuit. It is to be adjusted
WARNING!
so that the cylinder cooling water pressure at the
Avoid thermal shock to your main engine.
engine inlet is maintained within the pressure
The fresh water generator inlet and outlet
range of the summarized data in table C5 when the
valves to be opened and closed slowly and
freshwater generator is started up and shut down.
progressively.
01 Main engine
02 Cylinder cooling water pump
03 Cylinder cooling water cooler
04 Automatic temperature control valve
05 Freshwater generator
06 Throttling disc
07 Freshwater valves
08 Freshwater generator by-pass valve
F10.2051
Fig. F7 Fresh water generator installation alternative ‘A’

Alternative B
A freshwater generator with an evaporator heat re When the freshwater generator cannot dissipate
quirement not in excess of 85 per cent of the heat all the heat in the cylinder cooling water, the valve
available to be dissipated from the cylinder cooling (04A) is fully opened across connections 1 and 2
water at full load (CMCR), can be connected in and a valve travel limit switch changes the regula
series as shown in figure F8 . This arrangement re tion of the cylinder cooling water temperature to
quires the provision of an additional automatic temperature control valve (04B). This in turn
temperature control valve (04A) connected in cas passes water to the cylinder cooling water cooler
cade control with the cylinder cooling water cooler (03) to maintain the engine cylinder water outlet at
temperature control valve (04B), and controlled by the required temperature. If in this condition the en
the step controller (09) sensing the outlet cylinder gine cylinder cooling water temperature falls below
cooling water temperature from the engine. If the the set point and the cooler (03) is fully bypassed,
engine cylinder cooling water outlet temperature is the valve (04B) is fully opened across connections
falling below the set point, the valve (04A) reduces 1 and 3 and a valve travel limit switch transfers re
the flow of cylinder cooling water to the freshwater gulation of the cylinder cooling water temperature
generator to compensate. A part of the cylinder back to temperature control valve (04A).
cooling water is then routed directly to the engine As an alternative to a single step controller (09) two
inlet connection until the normal temperature is at controllers can be installed, one for each valve,
tained. This means that the freshwater generator making sure that there is a 3°C difference in the set
can be kept in continuous operation, although the point between (04A) and (04B) to avoid both con
generated fresh water volume decreases due to trollers acting at the same time.
the reduced flow of hot water to the evaporator
01 Main engine
02 Cylinder cooling water pump
03 Cylinder cooling water cooler
04 Automatic temperature control valve
05 Freshwater generator
06 Throttling disc
07 Freshwater valves
08 Freshwater generator by-pass valve
09 Controller
F10.2050
Fig. F8 Fresh water generator installation alternative ‘B’

The quantity of fresh water (FW) produced by a F2.2.6 Pre-heating

single-effect vacuum (flash) evaporator can be
estimated for guidance purposes as follows: To prevent corrosive liner wear when not in service
or during short stays in port, it is important that the
FW produced in t�day � 32 � 10 �3 � Q FW main engine is kept warm. Warming-through can
where QFW is the available heat in kW from the cyl be provided by a dedicated heater as shown in fig
inder cooling water, estimated from the derating ure F2 ‘Central fresh water cooling system’, using
table in section F1.3. boiler raised steam or hot water from the diesel
auxiliaries, or by direct circulation from the diesel
Example for alternative ‘A’ auxiliaries.
7RTA84T-D – R1 specification of 29 400 kW at If the main cylinder water pump is to be used to

76 rpm fitted with central cooling system and circulate water through the engine during warming
single-stage scavenge air cooler. The available up, the heater is to be arranged parallel with the
heat (from table F2) is 4325 kW. Alternative ‘A’ cylinder water system and on / off control provided
utilizes up to 50 per cent of the available heat by a dedicated temperature sensor on the cylinder
therefore there is 2162 kW of heat available. Sub water outlet from the engine. The flow through the
stitute this value in the equation: heater is set by throttling discs, and not by valves,
to assure flow through the heater.
FW produced in t/day = constant � available heat
If the requirement is for a separate pre-heating
FW produced in t�day � 32 � 10�3 � 2162 pump, a small unit of 5 % or 10 % of the main pump
capacity and an additional non-return valve be
FW produced in t/day = 69 tween the cylinder cooling water pump and the
heater are to be installed (please compare the va
Example for alternative ‘B’ lues of pos 015 in tables F5 and F6). In addition, the
pumps are to be electrically interlocked to prevent
7RTA84T-D – R1 specification of 29 400 kW at two pumps running at the same time.
76 rpm fitted with central cooling system and
single-stage scavenge air cooler. The available Before starting and operating the engine, a tem
heat (from table F2) is 4270 kW. Alternative ‘B’ perature of 60°C at the cylinder cooling water
utilizes up to 85 per cent of the available heat outlet of the main engine is recommended. If the
therefore there is 3629 kW of heat available. Sub engine is to be started below the recommended
stitute this value in the equation: temperature, engine power is not to exceed 80 per
cent of CMCR until the water temperature has re
FW produced in t/day = constant � available heat ached 60°C.
FW produced in t�day � 32 � 10�3 � 3629 To estimate the heater power capacity required to
FW produced in t/day = 116 achieve 60°C, the heating-up time and the engine
ambient temperature are the most important para
Note: meters. They are plotted on the graph shown in fig
The indicated values for evaporator heat require ure F9 to arrive at the required capacity per cylin
ment and load in alternative A and B (i.e. 50 % and der; this figure is multiplied by the number of
85 % respectively) are only applicable if there are cylinders to give the total heater capacity required.
no additional heat consumers installed (e.g.
feed water pre-heater for waste heat recovery,
etc.).

F2.3 Lubricating oil systems
F2.3.1 Introduction
Engine lubrication is achieved using two separate

systems, the main lubricating system, including
turbochargers, and the cylinder lubricating system.
F2.3.2 Lubricating oil systems for

turbochargers
The ABB TPL and Mitsubishi MET turbochargers

feature journal bearings which are lubricated from
the engine’s lubricating system.
As an option, a separate lubricating system (fig.
F11 and F12) which only serves the turbochargers
can be supplied. For more information please con
F10.3719
tact WCH.
Fig. F9 Pre-heating power requirement For lubricating oil of turbochargers equipped with
separate lub. oil systems, the recommendations
Example for 7RTA84T-D given by the supplier must be observed.
– Estimated heating-up time: 6 h.
– Engine ambient temperature: 40 °C. F2.3.3 Main lubricating oil system
– Required engine temperature: 60 °C.
From the graph in figure F9: The main lubricating system for the engine lubrica
• the approximate amount of heat per cylin tion, as shown in figure F10, comprises a com
der is 19 kW. bined low- and high-pressure system supplied
• heater capacity required is
from the lubricating oil drain tank. The low-pres
7 � 19 kW = 133 kW.
sure circuit supplies the main bearings, including
turbochargers. The high-pressure circuit supplies
If the requirement for warming up is from the cool the crosshead bearings and the connecting rod
ing water system of the diesel auxiliaries, it is es bottom-end bearings
sential that the amount of heat available at normal
load is sufficient to warm the main engine. If the The main bearing oil is also used to cool the piston
main and auxiliary engines have a cooling water crown, to lubricate and cool the torsional damper
system which can be cross-connected, it is import and the axial damper (detuner), and to feed the
ant to ensure that any pressure drop across the high-pressure circuit.
main engine, when the cross-connection is made,
does not affect the cooling water pressure required A schematic arrangement of the lubricating oil sys
by the auxiliaries. If the cooling water systems are tem on the engine is shown in figure F13.
separate then a dedicated heat exchanger is re
quired to transfer the heat to the main cylinder
water system.

Note:
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Fig. F10 Lubricating oil system

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246.748a
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power kW 21 000 25 200 29 400 33 600 37 800
Main engine RT
RTA84T-D
A84T-D (R1)
speed rpm 76
Lub. oil drain tank *1) m3 For capacities see figure F22
Cylinder lub. oil storage tank cap. m3 based on a consumption of approx. 0.9 – 1.3 g/kWh
Cylinder lub. oil daily service tank cap. m3 0.8 1.0 1.3 1.4 1.5
B DN 250 300 300 300 350
C DN 150 150 150 150 200
All pipe diameters are valid for R1-rated engines
and laid out for flows given in section F1.3 D DN 250 250 250 300 300
‘Engine system data’. E DN 125 125 125 150 150
For pipe diameters if Rx-rated pump capacities F DN 40 40 40 40 40

are used, please refer to section F4 ‘Pipe size G DN 40 50 50 50 50
and flow details’.
H DN 32 40 40 40 40
J DN 50 65 65 80 80
Remarks: *1) The capacity can be proportionally reduced to actual CMCR.
– All capacities and given diameters are valid for the engines excl. oil flow for damper and PTO-gear.
– The pipe diameters for the lub. oil separator are sized acc. to the effective throughput capacity of the separator
and acc. to the manufacturers recommendations for the separator.
Table F8 Lubricating oil system: referring legend, remarks and data

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Fig. F11 Lubricating oil system for 1 x ABB-TPL85-B turbochargers

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Fig. F12 Lubricating oil system for 2 x ABB-TPL80-B/85-B turbochargers

F.

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Ancillary systems
F–31
Free end Driving end
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Fig. F13 Lubricating oil system on the engine (drawing 1)
25.85.07.40 – Issue VIII.06 – Rev. 0

Marine Installation Manual
25.85.07.40 – Issue VIII.06 – Rev. 0
F–32
F.
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Fig. F14 Lubricating oil system on the engine (drawing 2)

Ancillary systems

F2.3.4 Main lubricating oil system – Lubricating oil full flow filters
components • Type: change-over duplex filter designed
for in-service cleaning, with differential-
– Low-pressure pump (main lub. oil) pressure gauge and high differential-pres
• Positive displacement screw pumps hav sure alarm contacts. Alternatively:
ing built-in overpressure relief valves or • Type: automatic back-flushing filter with
centrifugal pumps. differential pressure gauge and high dif
• Pump capacity for positive displacement ferential-pressure alarm contacts. De
pump: refer to table F1, the given flow rate signed to clean itself automatically using
is to be within a tolerance of 0% to +10% reverse flow or compressed air tech
plus the back-flushing flow of the auto niques. The drain from the filter is to be
matic filter, if any. sized and fitted to allow free flow into the
• Pump capacity for centrifugal pump: refer residue oil tank. The output required by
to table F1, the given flow rate is to be the main lubricating oil pump to ‘back
within a tolerance of –10% to +10% plus flushing’ the filter without interrupting the
the back-flushing flow of the automatic flow is to be taken into account when esti
filter, if any. mating the pump capacity.
• Delivery head: see table F1. The final de • Test pressure: specified by classification
livery head to be determined is subject to society
the actual piping layout. • Working pressure: 6 bar
• Working temperature: 60°C • Working viscosity: 95 cSt, at working tem
• Oil type: SAE30, 50 cSt at working tem perature
perature, maximum viscosity to be al • Oil flow: refer to table F1, main lubricating
lowed for when sizing the pump motor is oil capacity
400 cSt. • Diff. pressure, clean filter: 0.2 bar max
• Diff. pressure, dirty filter: 0.6 bar max
– Lubricating oil cooler • Diff. pressure, alarm: 0.8 bar max
• Oil flow: refer to table F1 • Bursting pressure of filter inserts: min.
• Type: plate or tubular 8 bar (= differential pressure across the
• Cooling medium: fresh water or sea-water filter inserts)
• Heat dissipation: refer to table F1 • Filter material: stainless steel mesh
• Margin for fouling: 10% to 15% to be • Mesh size: sphere passing max. 0.05 mm
added
• Oil viscosity at cooler inlet: 50 cSt at 60°C – High-pressure pump (crosshead lub. oil)
• Oil temperature at inlet: approx. 60°C • Pump type: positive displacement screw
• Oil temperature at outlet: 45°C or gear types having built-in overpressure
• Working pressure oil side: 6 bar relief valves.
• Working pressure water side: approx. • Pump capacity: refer to table F1, the given
3 bar flow rate is to be within a tolerance of 0%
• Cooling water flow: refer to table F1. to +10%.
• Cooling water temperature:
• Delivery head: see table F1
Fresh water 36°C.
• Working temperature: approx. 45°C
• Oil type: SAE 30, 95 cSt
(at working temperature, maximum viscosity
to be allowed for when sizing the pump motor
is 400 cSt).

F2.3.5 Cylinder lubricating oil system F2.3.7 Lubricating oil requirements

Cylinder liner lubrication is carried out by a separ The products listed in table F10 ‘Lubricating oils’
ate system included in figure F10 ‘Lubricating oil were selected in co-operation with the oil suppliers
system’, working on the once-through principle and are considered the appropriate lubricants in
using a high-alkaline oil of SAE 50 grade fed to the their respective product lines for the application
surface of the liner through hydraulically actuated indicated. Wärtsilä Switzerland Ltd does not ac
quills. The oil supply rate is adjustable and cept any liability for the quality of the supplied lubri
metered to suit the age and running condition of cating oil or its performance in actual service.
the piston rings and liners. The arrangement of
daily service tank (012) and storage tank (011) (fig In addition to the oils shown in the mentioned list,
ure F10) can be changed by locating the storage there are other brands which might be suitable for
tank in place of the daily tank. If this arrangement the use in Wärtsilä two-stroke diesel engines. In
is preferred, the storage tank is to be located at the formation concerning such brands may be ob
same height as a daily tank to provide the necess tained on request from Wärtsilä Switzerland Ltd,
ary head and be of similar design ensuring a slop Winterthur.
ing tank floor. Refer to table A1 ‘Primary engine
data’ for the cylinder lubricating oil consumption. For the Wärtsilä RTA84T-D engines which are de
signed with oil-cooled pistons, the crankcase oils
F2.3.6 Lubricating oil maintenance and typically used as system oil have the following
treatment properties (see also table F10, ‘Lubricating oils’):
It is very important to keep the engine lubricating • SAE 30.
oil as clean as possible. Water and solid contamin • Minimum BN of 5 detergent properties.
ants held in suspension are to be removed using • Load carrying performance of the FZG gear
centrifugal separators operating in by-pass to the machine method IP 334/90: FZG load stage
engine lubricating system as shown in figure F15 pass 9 (fail 10).
‘Lubricating oil treatment and transfer’. Great care • Good thermal stability.
and attention has to be paid to the separators and • Antifoam properties.
filters to ensure that they work correctly. The separ • Good demulsifying performance.
ators are to be set up as purifiers and to be com
pletely isolated from the fuel oil treatment systems, The cylinders in the engines are lubricated by a
there is to be no possibility of cross-contamination. separate system, working on the once-through
principle, i.e. fresh lubricating oil is directly fed into
F2.3.6.1 Lubricating oil separator the cylinders to provide lubrication for the liners,
pistons and piston rings.
– Separator type: self-cleaning purifier
– Minimum throughput capacity
For normal operating conditions, a high-alkaline
0.140 � CMCR [litres/hour], CMCR in kW
marine cylinder oil of the SAE 50 viscosity grade
– Example:
with a minimum kinematic viscosity of 18.5 cSt at
7RTA84T-D with CMCR at R1: 29 400 kW
100°C is recommended. The alkalinity of the oil is
Minimum throughput capacity
indicated by its Base Number (BN).
0.140 � 29 400 = 4116 litres/hour
– Rated separator capacity: the rated or nominal
Note: The ‘Base Number’ or ‘BN’ was formerly
capacity of the separator is to be according to
known as ‘Total Base Number’ or ‘TBN’. Only the
the recommendations of the separator manu
name has changed, values remain identical.
facturer.
– Separation temperature: 90–95°C
Please refer to manufacturer’s instructions.

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Fig. F15 Lubricating oil treatment and transfer system

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246.749a
power kW 21 000 25 200 29 400 33 600 37 800
Main engine RT
RTA84T
A84T-D
-D (R1)
speed rpm 76
Dirty lubricating oil tank *2) cap. m3 39 45 51 58 64
Clean lubricating oil tank *2) cap. m3 39 45 51 58 64
Residue oil tank cap. m3 depending on ship’s requirement
Remarks: *2) Capacities are valid for R1-rated engines and serve as an example.
The capacities can be proportionally reduced to actual CMCR.
Table F9 Lubricating oil treatment and transfer system data

Cylinder oil *1) Cylinder oil *2)

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

Cyltech 80 AW
Castrol CDX 30 Cyltech 70 Cyltech 40 SX
Chevron (FAMM, Veritas 800 Marine 30 Taro Special HT 70 Taro Special HT LS 40

Texaco, Caltex)
Mobilgard 300 Mobilgard 570

ExxonMobil Mobilgard L 540
EXXMAR XA EXXMAR X 70
Melina S Oil 30
Shell Alexia Oil 50 Alexia LS
Melina Oil 30
Total Atlanta Marine D 3005 Talusia HR 70 Talusia LS 40
Remarks: *1) Between 1.5% and 2.0% sulphur in fuel, also BN 40 can be used without problems.
*2) Between 1.0% and 1.5% sulphur in fuel, also BN 70 can be used, but only for a short period with a low feed rate.
Table F10 Lubricating oils
Note
The application must be in compliance with the
Wärtsilä general lubricating oil requirements and
recommendations. The supplying oil company un
dertakes all responsibility for the performance of
the oil in service to the exclusion of any liability of
Wärtsilä Switzerland Ltd.

F2.3.8 Lubricating oil drain tank
The engine is designed to operate with a dry sump, vertically as shown in figures F16 and F22. There
the oil returns from the bearings, flows to the bot is to maintain adequate drainage under sea condi
tom of the crankcase and through strainers into the tions resulting in pitching and rolling.
lubricating oil drain tank. The drain connections Table F12 gives the minimum angles of inclination
from the crankcase to the drain tank are arranged at which the engine is to remain fully operational.
L
C
260 mm
� �
200 mm X
F10.5009
Cylinder 1 Cylinder n
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Remarks:
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Fig. F16 Arrangement of vertical lubricating oil drains
Vertical lubricating oil drains to drain tank

Necessary drains 2 3 3 3 4
Note: The arrangement of lubricating oil drains is to comply with the relevant classification society rules.
Table F11 Number of vertical lubricating oil drains
Figures F18 to F22 show the double-bottom ar- Arrangements with horizontal drains are available
rangements for the drain tank when vertical drains on request.
are fitted and the position of the air vents and exter
nal pipe connections.

Lloyd’s American Maritime Polski

German Det Norske Bureau Register of Nippon
Classification Register of Bureau of Rejestr RINA
Lloyd Veritas Veritas Shipping Kaiji Kyokai
societies Shipping Shipping Statkow
(Russia)
1995 1992 1991 1990 1994 1990 1990 1992 1994
Main and aux. engines
Abbreviations 5/1/3.6 2/1.1/C.1 4/1/3/B 100 111/17–14.3 4/1.13 VII-1.6 VII-1.6 C/2.1.5 D/1.3
Heel to each side 15° 15° 15° 15° 15° 15° 15° 15° 15°
Rolling to each side ±22.5° ±22.5° ±22.5° ±22.5° ±22.5° ±22.5° ±22.5° ±22.5° ±22.5°
>10
Ship length [m] ≤100 – – – – – – – –
0
Trim by the head 5° < 5° 5° 5° 5° 5° 5° 5° 5° 5°
Trim by the stern 5° < 5° 5° 5° 5° 5° 5° 5° 5° 5°
Pitching ±7.5° ±7.5° ±7.5° ±7.5° ±7.5° ±7.5° ±7.5° ±7.5° ±7.5°
Emergency sets
Abbreviation 5/1/3.6 2/1.1/C.1 4/1/3/B 100 111/17–14.3 4/1.13 VII–1.6 VII-1.6 C/2.1.5 D/1.3
Heel to each side 22.5° 22.5° 22.5° 22.5° 22.5° 22.5° 22.5° 22.5° 22.5°
Trim 10° 10° 10° 10° 10° 10° 10° 10° 10°
Pitching ±10° ±10° ±10° ±10° ±10° ±10° ±10° ±10° ±10°
Electrical installation (1992) (1985)

Abbreviation 6/2/1.9 2/1.1/C.1 4/4/2/A 101 111/18–011.72 4/1.13 XI-2.1.2.2 XI-2.1.2.2 D/1.5.4 H/1.1.7
Heel to each side 15° 22.5° 15° 15° 22.5° 15° 15° 15° 15°
Trim 5° 10° 5° 10° 10° 5° 5° 5° 5°
Pitching ±7.5° ±10° ±10° – ±10° ±10° ±10° ±7.5° ±7.5°
Heel and trim have to be assumed as occurring together
Heel (static)
Trim (static) and pitching (dynamic)
Rolling (dynamic)
Table F12 Minimum inclination angles at which the engine is to remain fully operational
Figure F17 gives the pipe connection details for This is a requirement of class and strict attention is
vertical drains. to be paid to this specification.
The drain tank is to be located beneath the engine The amount of lubricating oil required for an initial
and equipped with the following: charge of the drain tank is indicated in figure F22.
The total tank size is normally 5–10 per cent
– Depth sounding pipe greater than the amount of lubricating oil required
– Pipe connections for lubricating oil purifiers for an initial filling
– Heating coil adjacent to pump suction
– Air vents with flame protection
All the drain pipes from the crankcase to the drain

tank are to be taken as low as possible below the
free surface of the oil to prevent aeration and foam
ing and remain below the oil surface at all times.

001 Welding flange 006 Hexagon head screw

002 Ring 007 Stud
003 Cover 008 Hexagon nut
004 Oil strainer 009 Locking plate
005 Rubber gasket
Remark: *1) To be aligned after engine is in final position.

*2) Pos. 001, 002, 005 and 006 to be pre-assembled prior to alignment.
After alignment the pos. 001 (flange) can be welded in place.
*3) Driven in oil tight with jointing compound.
246.696
Fig. F17 Vertical drain connection details

5RTA84T-D B–B
Driving
end Free end
340.320
6RTA84T-D
B–B
340.321
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Fig. F18 Layout of vertical oil drains for 5RTA84T-D and 6RTA84T-D

7RTA84T-D
B–B
25.85.07.40 – Issue VIII.06 – Rev. 0

F–42
340.323
F.
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Fig. F19 Layout of vertical oil drains for 7RTA84T-D

Ancillary systems

F.
8RTA84T-D
B–B

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Ancillary systems
F–43
340.324
Free end
Driving end
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25.85.07.40 – Issue VIII.06 – Rev. 0

9RTA84T-D
B–B
25.85.07.40 – Issue VIII.06 – Rev. 0

F–44
340.325

F.
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Ancillary systems

A
Remarks: (Driving end)
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Fig. F22 Lubricating oil drain tank, vertical oil drains.

F2.3.9 Flushing the external lubricating oil system
F2.3.9.1 Introduction
This instruction describes the flushing procedure The pipes of the entire lubricating oil system
for the external lubricating oil system (on the plant). on the plant side are to be flushed separately.
The flushing of the internal lubricating oil system
(on the engine) is under the responsibility of the en It is absolutely essential to ensure that the lubricat
gine builder and should be already done. If flushing ing oil systems are clear of all foreign matter before
of the internal lubricating oil system is required, circulating oil through the engine. A systematic ap
please consult the “Instruction for Flushing of Lub. proach is to be adopted prior to commissioning
Oil and Fuel Oil System” provided by the engine when the engine, pipework, filters, heat ex
builder. changers, pumps, valves and other components
are flushed. They have to be proved absolutely
A correct manufacturing of the pipes avoids the clear of any dirt by observation and physical in
presence of scales, slag and spelter. It is a fact that spection. The engine crankcase and lubricating oil
the expense for special welding methods, e.g. inert drain tank are to be inspected and cleaned by hand
gas welding, is worthwhile when considering the to remove all residual build-debris. Special atten
costs of an extensive flushing procedure or the tion is to be given to very small loose particles of
grinding and cleaning work if using normal electric welding matter such as spelter and slag.
arc welding or welding with electrodes. However,
a thorough cleaning of the pipes before mounting
is a must.
Low-pressure
lubricating oil inlet Temporary flushing filters
High-pressure
lubricating oil inlet
external
lubricating oil system
(on the plant)
By-pass
Lub. oil drain tank

F10.5291
Fig. F23 Flushing the lubricating oil system

F2.3.9.2 Preparation before flushing • Disconnect and blank off all oil supply
pipes to the camshaft, intermediate gears
1. Lead the lubricating oil connections immedi and reversing gear.
ately before the engine straight back into the
lubricating oil drain tank by means of hoses or F2.3.9.3 Flushing external lubricating
pipes, see fig. F23. oil system
2. Immediately before the engine, in the dis
1. Fill the lubricating oil drain tank with sufficient
charge pipes from the low-pressure and high-
oil to cover the pump suction and heat it up to
pressure lubricating oil pumps (figure F23), in
approximately 60 �C using temporary immer
stall temporary filters with a mesh size (sphere
sion heaters or the heating coil of the drain
passing) of max. 0.030 mm (30 µm) and
tank.
equipped with magnetic elements.
Instead of filter inserts of stainless steel mesh, 2. Circulate the oil in the drain tank using the lu
disposable cartridges with a nominal grade of bricating oil separator(s) and their pre
filtration of 0.020 mm (20 µm) can also be heater(s) to maintain the flushing temperature
used. to improve oil cleanliness. Operate the separ
The surface loading of the temporary filters ator(s) until all the flushing procedures are
should be 1–2 I/cm2h. Alternatively, the plant completed.
lubricating oil filters can be used under the 3. Fully open all system valves.
condition that the filter inserts are of mesh size
of max. 0.030 mm (30 µm) and magnetic el 4. Remove the crankcase round covers at the ex
ements are used during flushing. After flush haust side and open the crankcase on the fuel
ing, the filter inserts are to be replaced by the side: good ventilation is to be provided to avoid
original ones and the filter housing is to be condensation.
cleaned. 5. Flush the system by starting the low- and high-
In the final step of flushing, it is advisable to fit pressure lubricating oil pumps, the main and
filter bag made of cotton or synthetic fabric of stand-by pumps are to be alternatively oper
mesh size 0.040 to 0.050 mm (40 to 50 µm) to ated. Before starting the pumps, the oil
the end of the hoses or pipes, in order to facili cooler(s) might be by-passed at the beginning
tate checking the cleanliness of the system. of the flushing procedure.
3. If the engine is supplied to the ship in sub Circulate the oil through the pumps and hose
assemblies proceed as follows: connections back to the drain tank. Observe
the suction and discharge pressures carefully.
• Blank off each of the main bearing lubricat
Do not let the pumps run hot. Observe also the
ing oil supply pipes at the main bearings in
pressure drop through the filters.
such a way that absolutely no oil can enter
the bearing but oil can escape between 6. During the flushing procedure, the pipes are to
pipe and blank piece. be periodically tapped to help loosen any
• Blank off each of the crosshead lubrication foreign matter that may be present. If avail
linkage in that way, that absolutely no oil able, vibrators are to be used.
can enter the bearing but oil can escape All pipes used during the engine operation
between linkage and blank piece. must be flushed, including by-pass lines and
the oil cooler(s).
• Blank off the oil supply of the axial damper
Drain the dirt of all equipment’s (oil cooler(s),
in that way that absolutely no oil can enter
suction filters, etc.) where dirt can accumulate.
the damper but oil can escape between
pipe and blank piece.

7. Inspect and clean the filters in the lubricating • Make sure that all screwed connections
oil system periodically. are tight and secured.
Flushing is to be continued until filter bags • Inspect the bottom of the crankcase and
remain clean and no residues can be found clean it if necessary.
in the filters; no metallic particles adhere to
the magnetic filter inserts and no residues are Any pipe-connecting piece, which was not flu
detected in the bottom of the filter housing. shed before, must be cleaned separately.
One method to judge the oil cleanliness is de
scribed under section the F2.3.9.6. F2.3.9.5 Commissioning of lubricating
When the system proves clean, remove any oil system
filter bags and connect the low- and high-pres
sure oil supply pipes to the engine. 1. Remove the inspection cover of the thrust
bearing in main bearing girder #2.
F2.3.9.4 Flushing within the engine 2. Circulate the low- and high-pressure system
for approximately two hours under normal op
Flushing the engine at the shipyard (after flushing erating pressure and temperature.
the external lub. oil system) is a safety measure
3. Observe the oil flow on all bearings, spray
and is recommended because even if the external
nozzles and any other engine components
lub. oil system appears clean, there could be
(e.g. dampers) for proper oil flow.
pockets with contamination. If the engine is sup
plied to the ship in sub-assemblies, the re-as 4. The turning gear is to be engaged to turn the
sembled engine has to be flushed. If there is no engine from time to time.
need of flushing the engine, follow directly the
5. Check and clean the filters periodically.
steps described under section F2.3.9.5.
6. To flush the by-pass line between the low- and
1. Start up the low- and high- pressure lubricating
high-pressure system on the engine, the regu
oil pumps and flush through the engine for at
lating valve for adjusting the oil pressure to the
least another 8 hours.
main bearings must be throttled temporarily.
2. Inspect and clean the filter in the lubricating oil During flushing the by-pass, the high-pressure
system periodically. lubricating oil pump is to be stopped.
Flushing is to be continued until the filters
7. Carry out an inspection of the crankcase be
are absolutely clean:
fore refitting all the crankcase doors.
• No metallic particles adhere to the mag
netic inserts and no residues are detected F2.3.9.6 Lubricating oil cleanliness
in the bottom of the filter housing.
• When the lubricating oil system proves There are several criteria to judge if the lubrication
clean, remove all blank pieces and tem oil is sufficiently clean. One of those criteria is de
porary flushing filters. fined by the NAS method. The NAS method counts
• To judge the oil cleanliness, refer to the particles of different sizes and gives an upper limit
section F2.3.9.6. of particles of each size. For further information,
please refer to the “Annual Book of ASTM Stan
3. Re-assembly of the lub. oil system
dards”.
• Drain the oil from the distribution pipe to
the main bearings. NAS 1638 cleanliness classes are explained in
• Inspect the inside of the pipes for eventual table F13.
deposits. If clean, re-fit all oil pipes.

NAS 1638 classes Contamination (particles per 100 ml)
Particle size in micron 5–15 15–25 25–50 50–100 >100

14 4096000 729600 129600 23040 4096
13 2048000 364800 64800 11520 2048
12 1024000 182400 32400 5760 1024
11 512000 91200 16200 2880 512
10 256000 45600 8100 1440 256
9 128000 22800 4050 720 128
8 64000 11400 2025 360 64
Classes
7 32000 5700 1012 180 32

6 16000 2850 506 90 16
5 8000 1425 253 45 8
4 4000 712 126 22 4
3 2000 356 63 11 2
2 1000 178 32 6 1
1 500 89 16 3 1
0 250 44 8 2 0
00 125 22 4 1 0
Table F13 NAS 1638 cleanliness classes
Recommended limits in NAS 1638 classes

The lubricating oil can be considered as clean, if
the oil contamination is within the following NAS
classes:
Particle size in micron 5–15 15–25 25–50 50–100 >100
Class 13 11 10 8 3
Example:
Class 10 means that the number of particles be
tween 25 and 50 µm should be not higher than F2.3.9.7 Cylinder oil supply system
8100 per 100 ml oil.
It is absolutely essential to ensure that the cylinder
Sampling position: oil system is clear of all foreign matter before con
The oil sample should be taken in the main oil sup necting to the engine in order to safeguard the en
ply lines (low- and high-pressure lines) before the gine and assure proper operation.
temporary flushing filters. The storage and daily service tank are to be in
spected and cleaned by hand to remove all resid
ual build-debris, special attention is to be given to
very small loose particles of welding matter such
as spelter and slag.
The complete piping, from the storage tank to the
engine connection, has to be inspected and
cleaned accordingly.

F2.4 Fuel oil systems
F2.4.1 Introduction tion valves are more stringent in order to assure

efficient combustion, minimum wear and clean ex
A number of systems external to the engine are re haust gas. Therefore, a fuel oil treatment plant will
quired to maintain heavy fuel oil and marine diesel be necessary to process the fuel oil before it is ad
oil in the quality required for efficient and reliable mitted to the engine. Aluminium and silicon in the
combustion. fuel are an indication of cat-fines. These are the
cause of piston ring and cylinder liner wear and
must be removed with the separators as much as
F2.4.2 Fuel oil requirements possible to a rest content of less than 15 ppm.
The fuel oil should contain no foreign substances,
Table F14 ‘Fuel oil requirements’ gives the fuel used lubricating or chemical waste, hazardous to
quality limits for bunkers and recommendations at the safety of the ship or detrimental to the engine’s
the engine inlet. The fuel quality needs at the injec performance.
Parameter Unit Bunker limit Test method Recommended fuel quality

ISO 8217:1996 *1)
Bunker Engine inlet
class F, RMK55
Density at 15°C [kg/m3] max. 1010 *2) ISO 3675: 1993 max. 1010 max. 1010
Kinematic viscosity • at 50°C – max. 730
[mm2/s(cSt)] ISO 3104: 1994 13–17
• at 100°C max. 55.0 max. 55.0
Carbon residue [m/m (%)] max. 22 ISO 10370: 1993 max. 15 max. 15
Sulphur [m/m (%)] max. 5.0 ISO 8754: 1992 max. 3.5 max. 3.5
Ash [m/m (%)] max. 0.20 ISO 6245: 1993 max. 0.05 max. 0.05
Vanadium [mg/kg (ppm)] max. 600 ISO 14597: 1997 max. 100 max. 100
Sodium [mg/kg (ppm)] – AAS max. 50 max. 30
Aluminium plus Silicon [mg/kg (ppm)] max. 80 ISO 10478: 1994 max. 30 max. 15
Total sediment, potential [m/m (%)] max. 0.10 ISO 10307: 1993 max. 0.10 max. 0.10
Water [v/v (%)] max. 1.0 ISO 3733: 1976 max. 1.0 max. 0.3
Flash point [°C] min. 60 ISO 2719: 1988 min. 60 min. 60
Pour point [°C] max. 30 ISO 3016: 1994 max. 30 max. 30
Remark: *1) ISO standards can be obtained from the ISO Central Secretariat, Geneva, Switzerland (www.iso.ch).
*2) Limited to max. 991 kg/m3 (ISO-F-RMH55), if the fuel treatment plant cannot remove water from high density fuel oil.
Table F14 Fuel oil requirements

Viscosity Sulphur
The maximum admissible viscosity of the fuel that The alkalinity of the cylinder lubricating oil, i.e. the
can be used in an installation depends on the heat base number (BN, TBN), should be selected with
ing and fuel preparation facilities available. As a regard to the sulphur level of the fuel oil.
guidance, the necessary pre-heating temperature
for a given nominal viscosity can be taken from the Ash and trace metals
viscosity/temperature chart in figure F24.
The recommended viscosity range of fuel entering Fuel oils with low contents of ash, vanadium and
the engine is: sodium are preferable. These components are
detrimental since they tend to promote mechanical
13–17 mm2/s (cSt) or 60–75 sec Redwood. wear, high-temperature corrosion and the forma
tion of deposits in the turbocharger and on the ex
Carbon residue, asphaltenes sediment haust valve.
High levels of carbon residue and asphaltenes im Since sodium compounds (oxides, sulphates) de
pair the combustion quality of the fuel oil and pro press the melting point of vanadium, which is very
mote increased wear and fouling of engine compo corrosive in the liquid phase, the sodium content
nents. Asphaltenes also have a bearing on the should be as low as possible. With certain ratios of
stability of blended fuels and can cause problems the vanadium to sodium, the compounds form a
of sludge formation in centrifugal separators, filters eutectic with a minimum melting point; this should
and on the tank bottom. To minimize compatibility be avoided. The maximum sodium content must
risks, care should be taken to avoid mixing bunkers not exceed 100 ppm (mg/kg) to avoid fouling of
from different suppliers and sources in storage turbocharger components.
tanks on board. Care must also be taken when
heavy fuel is blended onboard to reduce the vis The effect of high-temperature corrosion and the
cosity. Paraffin distillates, when added to a heavy formation of deposits can be counteracted by ap
fuel of low stability reserve, can cause the asphal plication of suitable fuel treatments, known as so-
tenes to settle out, resulting in heavy sludge forma called ash modifiers.
tion. As a stability criterion, the test ‘Sediment by
Hot Filtration’ (SHF) can be used. A sediment
value of 0.10 per cent should not be exceeded.

Aluminium, silicon Flash point
Aluminium and silicon found in appreciable con This is a legal requirement with regard to the fire
centrations in the fuel oil are regarded as an indica hazards of petroleum based fuels.
tion of the presence of so-called catalytic fines (cat
fines). These are particles of hard oxides which Pour point
cause high abrasive wear to piston rings and cylin
der liners. This material is used as a catalyst in cer The lowest operating temperature of the fuel
tain processes in petroleum refining and can find should be kept about 5–10°C above the pour
its way into marine fuels. Practical experience has point to secure easy pumping.
shown that with proper treatment in the fuel separ
ator a sum of aluminium and silicon of Ignition quality
80 ppm (mg/kg) can be reduced to less than
15 ppm (mg/kg) which may be considered as just The CCAI (Calculated Carbon Aromaticity Index –
tolerable. Proper treatment means reduced ISO8217:1996) is a function of viscosity and den
throughput in the separator and a fuel temperature sity, and is an indication of the ignition quality for
as close as possible to 98°C. medium and high speed diesel engines. In low
speed engines ignition delay as given by the CCAI
Water is of less importance. There is no rigidly applicable
limit for this quantity, but good results have been
The water content of the fuel oil must be further re obtained with commercially available fuels which
duced by careful purification. This is accomplished have CCAI values up to 870.
most effectively by centrifuging and by use of
proper draining arrangements on the settling and
service tanks. The fuel is often contaminated by
sea-water containing sodium. A thorough removal
of the water is therefore strongly recommended. A
practical guiding value to aim for is 0.2 per cent
water content after the separator.
To achieve a good separating effect, the through

put and the temperature of the fuel must be ad
justed in relation to the viscosity. With high-viscos
ity fuels, the separating temperature must be
increased whereas the throughput must be de
creased in relation to the nominal capacity of the
separator. For recommended operating data, refer
also to the separator instruction manual.

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Fig. F24 Typical viscosity / temperature diagram

F2.4.3 Fuel oil treatment
Figure F25 ‘Heavy fuel oil treatment and tank layout’ is a sche
matic diagram of a fuel oil treatment plant and the following para
graphs are for consideration before designing a system.
Note:
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Fig. F25 Heavy fuel oil treatment and tank system layout

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246.791a
power kW 21 000 25 200 29 400 33 600 37 800
speed rpm 76
Mixing unit cap. litre acc. to figure F28
Heavy fuel oil settling tank cap. m3 (0.2 CMCR x t1 )/1000
Heavy fuel oil daily tank cap. m3 (0.2 CMCR x t1 )/1000
Marine diesel oil daily tank cap. m3 (0.2 CMCR x t2 )/1000
Sludge tank Capacity depends upon contamination of fuel oil and
cap. m3
approx. 10% from daily tank ship owner requirements.
A DN 65 65 80 80 80
Nominal pipe diameter
B DN 50 50 50 65 65
Remarks: t1 Value in hours for required running time with HFO at CMCR (kW). This figure can be reduced to 8 h,
depending on the operational requirements and efficiency of the fuel oil treatment plant.
t2 Value in hours for required running time with MDO at CMCR (kW). This figure depends
on the operational requirements.
Table F15 Heavy fuel oil treatment and tank system data

F2.4.3.1 Settling tanks F2.4.3.3 Centrifugal separators
Gravitational settling of water and sediment from • Separator type – self-cleaning:

modern heavy fuel oils is an extremely slow pro It is advisable to use fuel oil separators without
cess due to the small difference in densities. The gravity discs to meet the process requirements of
settling process is a function of the fuel surface the marine diesel oil and 730 cSt heavy fuel oils.
area of the tank to the viscosity, temperature and These separators are self-adjusting and do not re
density difference, heated large surface area tanks quire gravity discs to be changed for different fuel
enable better separation than heated small sur densities. The manufacturers claim extended
face area tanks. periods between overhaul and greatly improved
reliability, enabling unattended onboard operation.
F2.4.3.2 Daily tanks The minimum effective throughput capacity of the
separators required is determined by the following
Most of the daily tank design features are similar to example. The nominal separator capacity and the
the settling tank, having a self-closing sludge cock, installation are to comply with the recommenda
level monitoring device and remote closing dis tions of the separator manufacturer.
charge valves to the separator(s) and engine sys
tems. The daily tank is to be equipped with a drain • Throughput capacity
valve arrangement at its lowest point, an overflow = 1.2 � CMCR � BSFC / 1000 [litres / hour]
to the overflow tank and recirculating pipework to CMCR in kW
the settling tank. The recirculation pipe reaches to • Example:
the lower part of the daily tank to guide water which 7RTA84T-D with – CMCR: 29 400 kW
may be present in the fuel after the separators (eg – BSFC: 167 g/kWh
due to condensation or coil leakage) into the set Throughput = 1.2 � 29 400 � 167 / 1000
tling tank. A pipe to the separators should be pro Throughput = 5892 litres/hour
vided to re-clean the fuel in case of dirty water con
tamination. This line should be connected just – Separator arrangement
above the drain valve at the daily tank bottom.
• Separator without gravity disc:
The fuel is cleaned either from the settling tank to One of the main features of these self-adjust
the daily tank or recirculating the daily tank. Ideally ing separators is that only a single unit is re
when the main engine is operating at CMCR, the quired. This unit operates as a combined pu
fuel oil separator(s) should be able to maintain a rifier/clarifier. However, as it is usual to install
flow from the settling tank to the daily tank with a a stand-by separator as a back-up, it is of ad
continual overflow back to the settling tank. The vantage to use this separator to improve the
sludge cock is to be operated at regular intervals separation result. For the arrangement of the
to observe the presence of water, an important in separators, parallel or in series, please refer to
dication to the condition of the separator(s) and the manufacturer’s instructions.
heating coils.
Diesel oil daily tanks are similar to the heavy oil

daily tanks with the exception possibly of tank heat
ing, although this may be incorporated for vessels
constantly trading in cold climates.

• Separator with gravity disc: F2.4.4 Pressurized fuel oil system

These types are running in series with the fuel
being purified in one and clarified in the other, Referring to figure F26 and table F16, the fuel from
two separators are required. The clarifier im the heated heavy fuel oil daily tank or the unheated
proves the separation result and acts as a diesel oil daily tank passes through the three-way
safety device in case that the purifier is not valve (002), filter (003), and is transferred to the
properly adjusted. It is important when proces mixing unit (006) by the low-pressure feed pump
sing heavy fuel oils that strict adherence is (004). The high pressure booster pump (007)
made to the separator manufacturer’s recom transfers the fuel through the endheater (008), vis
mendations. If using these separators it will be cosimeter (009) and filter (010) to the fuel supply
advantageous to install an extra separator for unit (012). Circulation is maintained via pipework
marine diesel oil only in order to avoid the back to the mixing unit which equalizes the tem
changing of gravity discs when switching from perature between hotter oil returning from the en
HFO to MDO separation. gine and the cooler oil from the daily tank. The
pressure regulating valve (005) controls the deliv
The marine diesel oil (MDO) separator capacity ery of the low-pressure feed pump and ensures
can be estimated using the same formula. that the discharge pressure is 1 bar above the
evaporation pressure in order to prevent entrained
water from flashing off into steam. When the en
gine is running on marine diesel oil the steam
heaters and viscosimeter are only required prior to
changing over to heavy oil or immediately after
changing from heavy to diesel when there is still
heavy oil in the system.

Remarks:
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Fig. F26 Pressurized fuel oil system

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246.791a
power kW 21 000 25 200 29 400 33 600 37 800
speed rpm 76
Mixing unit cap. litre acc. to figure F28
A DN 65 65 80 80 80
B DN 50 50 50 65 65
Nominal pipe diameter C DN 50 65 65 65 65
D DN 80 100 100 100 100
E DN 65 80 80 80 80
Table F16 Pressurized fuel oil system data
F2.4.5 Fuel oil system on the engine
Figure F27 is a schematic arrangement of the fuel When commissioning the fuel system with the en
oil system mounted on the engine. The quantity of gine at stand-by, the fuel pressure at the inlet of the
fuel oil delivered to the supply pumps (supply unit) supply unit is to be set at 10 bar, to result in a pres
by the booster pump installed in the plant is greater sure of minimum 7 bar when the engine is running
than the amount actually required, with the excess at 100 per cent load.
fuel being recirculated via the mixing unit, please
refer to section F2.4.4 ‘Pressurized fuel oil
system’.

Fig. F27 Fuel oil system on the engine

283.636

F2.4.6 Heavy fuel oil system components

Fuel oil feed pump • Required system temperature:
approx. 145°C
• Pump type: positive displacement screw type • Water vapour gauge pressure at 145°C
with built-in overpressure relief valve. pv = 3.2 bar
• Pump capacity: refer to tables F1–F3 • Pressure losses between feed pump and mix
the given capacity is to be within a tolerance of ing unit: Δ p1 = 0.5 bar
0 to +20%. • Pressure change difference across the pres
• Fuel type: marine diesel oil and heavy fuel oil, sure regulating valve: Δ p2 = 0.6 bar
up to 730 cSt at 50°C. • Substituting these values in the formula:
• Working temperature: ambient to 90°C. • Delivery pressure = 3.2 + 1 + 0.5 + 0.6
• Delivery pressure: the delivery pressure is to = 5.3 bar
take into account the system pressure drop
and prevent entrained water from flashing off Electric motor
into steam by ensuring the pressure in the mix
ing unit is at least 1 bar above the water vapour • The electric motor driving the fuel oil feed
pressure and not lower than 3 bar. The water pumps shall be sized large enough for the
vapour pressure is a result of the system tem power absorbed by the pump at maximum
perature and pressure for a given fuel type. pressure head (difference between inlet and
Heavier oils need more heat and higher tem outlet pressure), maximum fuel oil viscosity
peratures to maintain them at the correct vis (600 cSt) and the required flow.
cosity than lighter oils, refer to the formula and
example below: Pressure regulating valve
Delivery gauge pressure
= pv + 1 + Δ p1 + Δ p2 [bar]
• The pressure regulating valve maintains the
inlet pressure to the booster system practically
where:
constant irrespective of the actual amount of
pv = water vapour gauge pressure at the re fuel consumed by the main engine and auxili
quired system temperature [bar] (see vis aries. It should have a flat steady state char
cosity/temperature diagram fig. F24). acteristic across the fuel oil recirculation flow
Δ p1 = maximum pressure losses between the range.
feed pumps and the mixing unit [bar]. • Valve type: self- or pilot-operated which
Δ p2 = maximum pressure change difference senses the upstream pressure to be main
across the pressure regulating valve of tained through an external line. It is to be pneu
the feed system between minimum and matically or direct hydraulically actuated with
maximum flow. an additional manual control for emergency
Refer to ‘Pressure regulating valve’ next. operation. When using a pneumatic type, use
a combined spring type to close the valve in
case of air supply failure.
Example • Fuel oil viscosity: 100 cSt, at working temp.
(HFO 730 cSt at 50°C).
HFO of 730 cSt at 50°C • Maximum capacity: refer to feed pump
capacity in tables F1–F3.

• Minimum capacity: approximately 20% of that Fuel oil endheater

of the feed pump.
• Service pressure: max. 10 bar • Heater type: steam, electric or thermal oil,
• Pressure setting range: 2–6 bar tubular or plate type heat exchanger suitable
• Inlet pressure change: ≤ 0.8 bar, for heavy oils to 730 cSt at 50°C.
between 20% and 100% flow (upstream pres • Working pressure: max. 12 bar,
sure build-up over the valve capacity; between pulsating on fuel oil side.
the minimum and maximum flow capacity). • Working temperature: ambient up to 150°C,
• Working temperature: ambient to 90°C outlet temperature on fuel oil side.
• Heating capacity [kW]:
Mixing unit = 0.75 � 10–6 � CMCR � BSFC � (T1 – T2)
• Due to the small amount of fuel consumed • Consumption of saturated steam at 7 bar
there is only need of a small mixing unit. It is gauge pressure [kg/h]:
recommended that the tank contains no more = 1.32 � 10–6� CMCR � BSFC � (T1 – T2)
than approx. 100 litres. This is to avoid the
• where:
change over from HFO to MDO or visa versa
taking too long. BSFC is the brake specific fuel consumption at
• The mixing unit equalizes the temperature be the contract maximum continuous rating
tween the hotter fuel oil returning from the en (CMCR).
gine and the cooler fuel oil from the day tank, T1 is the temperature of the fuel oil at the vis
particularly when changing over from heavy cosimeter.
fuel oil to marine diesel oil and vice versa. T2 is the temperature of the fuel oil from the
• Type: cylindrical steel fabricated pressure daily tank.
vessel as shown in figure F28. • Example: 7RTA84T-D with CMCR at R1:
• Capacity: see figure F28. 29 400 kW at 76 rpm,
• Dimensions: see figure F28. BSFC of 167 g/kWh,
• Service pressure: 10 bar using 730 cSt fuel,
• Test pressure: according to the classification at a system temperature of 145°C (T1),
society. assuming the heavy fuel oil daily tank is kept
• Working temperature: ambient up to 150°C. at a steady temperature of 65°C (T2).
Heater capacity required:
High-pressure booster pump = 0.75 � 10–6 � 29 400 � 167 � (145 – 65)
• Pump type: positive displacement screw type = 295 kW
with built-in overpressure relief valve. Consumption of saturated steam at 7 bar
• Pump capacity: refer to table F1 to F3, gauge pressure:
the given flow rate is to be within an allowable = 1.32 � 10–6 � 29 400 � 167 � (145 – 65)
tolerance of 0 to +20%. = 518 kg/h
• Inlet pressure up to 6 bar
• Delivery head: see table F1, final delivery The viscosimeter monitors the fuel viscosity prior
pressure according to the actual piping layout. to the supply unit and transmits signals to the
• Working temperature: ambient up to 150°C heater controls to maintain this viscosity by regu
lating the fuel temperature after the endheater.
Electric motor (booster pump)
Refer to the remarks for electric motor for the feed
pumps (anterior page).

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Fig. F28 Fuel oil system mixing unit
A DN 80 100 100 100 100
Nominal pipe diameter B DN 50 65 65 65 65
C DN 65 80 80 80 80
Table F17 Fuel oil system mixing unit: nominal pipe diameters for connections A, B, C

Fuel oil filter
A mesh size of maximum 34 microns (sphere pas Further specifications/properties of the filters:
sing mesh) is the absolute minimum requirement
• Working viscosity: 13–17 cSt.
for the fuel oil filter. This specified filtration grade
• Flow rate: booster pump capacity, refer to
conforms to a high reliability and optimal cleaning
tables F1–F3. The given capacities cover the
efficiency of the centrifugal separators (see the
needs of the engine only.
note on the next page).
If an automatic back-flushing filter type is in
stalled, the feed and booster pump capacities
Arrangement before the injection pumps
must be increased by the quantity needed for
Figure F29 A: High temperature (booster circuit). the back-flushing of the filter.
This filter is extremely important to protect the in • Service pressure: max. 12 bar at filter inlet.
jection pumps and is to be installed as close as • Test pressure: specified by classification
possible to the inlet of the injection pumps. The ab society.
solute minimum requirements are met by using • Permitted differential pressure at 17 cSt: clean
either one of the following filters: duplex filter or au filter: max. 0.2 bar, dirty filter: 0.6 bar, alarm
tomatic back-flushing filter. setting: max. 0.8 bar.
• Minimum bursting pressure of filter insert:
Filter type:
max. 8 bar differential across filter.

Change-over duplex (full flow)
• Working temperature: ambient up to 150°C.
Heatable designed for in-service cleaning, • Mesh size: max. 0.034 mm, sphere passing
fitted with differential pressure gauge and high mesh.
differential pressure alarm contacts. • Filter insert material: stainless steel mesh
or (CrNiMo).
Automatic back-flushing filter

Heated, with differential pressure gauge and
differential pressure alarm contacts. Designed
for automatic in-service cleaning, continuous
or discontinuous back-flushing, using filtered
fuel oil or compressed air techniques.
A) Arrangement before the injection pumps B) Arrangement in the feed system
Automatic back-flushing filter

245.346 or duplex filter Duplex filter Automatic back-flushing filter
Fig. F29 Filter arrangements

Arrangement in the feed system Note:

Cat fines may, for various reasons, be present in
Figure F29 B: If the requirement is for an automatic
the fuel when entering the engine. Excessive pis
back-flushing filter, it is best to fit it on the low-tem
ton ring and cylinder liner wear on all cylinders is
perature side in the discharge from the feed
often caused by cat fines in the fuel oil. It is obvious
pumps. Locating the filter at this point reduces the
that other exposed parts e.g. fuel pumps, fuel in
risk of clogging due to asphaltene coagulation.
jection valves, piston rod and piston rod stuffing
Back-flushing filter boxes will be also damaged if a high content of cat
• Working viscosity: 100 cSt, for HFO of 730 cSt fines is present in the fuel oil.
at 50°C. The use of an automatic self-cleaning filter with a
• Flow rate: feed pump capacity, refer to tables mesh size of 10 microns installed on the low-tem
F1–F3. The given capacities cover the needs perature side of the pressurized fuel oil system will
of the engine only. additionally protect the engine from serious dam
The feed pump capacity must be increased by ages by removing cat fines which may have
the quantity needed for the back-flushing of passed through the separator(s). This filter will
the filter. also indicate changes in the separator efficiency
• Service pressure at filter inlet, after feed and/or in the fuel quality.
pumps: 10 bar Such an additional investment should especially
• Test pressure: specified by classification be considered where, due to the ship’s trading
society. route, the risk of bunkering fuel with a high cat fines
• Permitted differential pressure at 100 cSt: content is prevalent.
clean filter: max. 0.2 bar,
dirty filter: 0.6 bar,
alarm setting: max. 0.8 bar.
• Minimum bursting pressure of filter insert:
max. 8 bar differential across filter.
• Working temperature: ambient up to 90°C.
• Mesh size: max. 0.034 mm (34 µm), sphere
passing mesh.
• Filter insert material: stainless steel mesh
(CrNiMo).
Duplex filter
• The installation of the automatic back-flushing
filter in the low-temperature side does not re
place the need for a duplex filter fitted immedi
ately before the injection pumps.
• The same technical data are applied as speci
fied for the arrangement before the injection
pumps.
The filter mesh size (sphere passing) in this
case is max. 0.06 mm

F2.4.7 Flushing the external fuel oil system
F2.4.7.1 Introduction
This instruction describes the flushing procedure It is absolutely essential to ensure that the fuel oil
for the external fuel oil system (on the plant). The systems are clear of all foreign matter before circu
flushing of the internal fuel oil system (on the en lating fuel oil through to the engine. A systematic
gine) is under the responsibility of the engine approach is to be adopted prior to commissioning
builder and should be already done. If flushing of when the tanks, pipework, filters, endheaters,
the internal fuel oil system is required, please con pumps, valves and other components are flushed
sult the “Instruction for Flushing of Lub. Oil and and proved clear by observation and physical in
Fuel Oil System” provided by the engine builder. spection. All fuel oil tanks are to be inspected and
cleaned by hand to remove all residuals build-de
A correct manufacturing of the pipes avoids the bris; special attention is to be paid to very small
presence of scales, slag and spelter. It is a fact that loose particles of welding matter such as spelter
the expense for special welding methods, e.g. inert and slag.
gas welding, is worthwhile when considering the
costs of an extensive flushing procedure or the The pipes of the entire fuel oil system on the
grinding and cleaning work if using normal electric plant side are to be flushed separately.
arc welding or welding with electrodes. A thorough
cleaning of the pipes before mounting is a must.
from daily tank

to daily tank
By-pass bend
external By-pass bend

32
fuel oil system
(on the plant)
31
By-pass with temporary

flushing filter
F10.5302
Fig. F30 Fuel oil system flushing

F2.4.7.2 Preparation before flushing pumps hot. Observe the pressure drop
through the filters too.
1. Close the valves in the supply and return pipes 4. During the flushing procedure, the pipes are to
at the engine fuel pumps. be periodically tapped to help loosen any
Disconnect fuel oil supply and return pipes at foreign matter that may be present. If avail
the engine pump covers and fit temporary pipe able, vibrators are to be used.
bends as shown in figure F30 by removing the All pipes used during the engine operation
blank flanges at the ends of the fuel oil mani must be flushed, including by-pass lines.
fold. Inspect and clean all filters in the fuel oil sys
2. Install in the by-pass line a temporary filter with tem periodically.
a mesh size (sphere passing mesh) of max. Drain the dirt of all equipments (mixing unit,
0.03 mm (30 µm) and equipped with magnetic endheater, etc.) where dirt can accumulate.
elements.
Alternatively, the plant fuel oil duplex filter, if Flushing is to be continued until absolutely no
available, can be used under the condition that residues can be found in the filters:
the filter inserts are of mesh size (sphere pas No metallic particles adhere to the magnetic in
sing mesh) of max. 0.03 mm (30 µm). After serts and no residues are detected in the bottom of
flushing the filter, inserts are to be replaced by the filter housing.
the original ones and the filter housing to be
cleaned. When the fuel oil system proves clean, the tempor
ary flushing equipment can be removed and the
engine connected to the fuel oil system.
F2.4.7.3 Flushing procedure
1. Fill the daily tank with sufficient marine diesel

oil (MDO).
2. Circulate the MDO in the daily tank using the
separator(s) and pre-heater(s) to maintain the
cleanliness and the MDO temperature at ap
proximately 30�C. Operate the separator(s)
until the flushing procedure is completed.
3. Circulate the MDO through the whole fuel oil
system back to the daily tank by running the
feed and booster pump.
Both pumps (feed and booster pump) must be
in operation to ensure a correct fuel oil circula
tion through the whole fuel oil system. As the
capacity of the booster pump(s) is higher than
the one of the feed pump(s), part of the fuel re
turns, via the mixing tank, directly to the
booster pump.
The fuel must circulate freely in the return pipe
to the daily tank and from the feed pump to the
mixing unit.
The main and stand-by pumps are to be alter
natively operated. Observe the suction and
discharge pressure carefully; do not let run the

F2.5 Starting and control air systems
F2.5.1 Introduction • Total inertia = engine inertia + shafting and pro

peller inertia => (JTot) = (JEng) + (JS+P).
Compressed air is required for engine starting, en • Propeller inertia includes the part of entrained
gine control, exhaust valve air springs, washing water.
plant for the scavenge air coolers and general • Engine inertia (JEng) see table F18.
services. • Relative inertia JRel = JTot / JEng.
F2.5.2 System layout The air receiver and compressor capacities of

table F18 refer to a relative inertia, (JRel = 2.0).
The starting and control air system shown in fig For other values than 2.0, the air receiver and com
ure F31 is valid for five- to nine-cylinder engines pressor capacities have to be calculated with the
and comprises two air compressors, two air re winGTD program. It provides the capacity of the air
ceivers and systems of pipework and valves con compressor and receiver for relative inertia values
nected to the engine starting air manifold. (JRel).
Table F18 outlines the basic requirements for a
F2.5.3 Capacities of air compressor system similar to figure F31 ‘Starting and control
and receiver air system’ for maximum engine rating.
A CD-ROM (available on request) with the winGTD
The capacity of the air compressor and receiver program enables to optimise the capacities of the
depends on the total inertia (JTot) of the rotating compressors and air receivers for the contract
parts of the propulsion system too. maximum continuous rating (CMCR).
Starting air Air receivers Air compressors JEng *2)

Number of starts requested by the classi
12 *1) 12 *1)
fication societies for reversible engines
Max. air pressure Free air delivery at
Pressure range
25 [bar] 30 [bar] 25 [bar] 30 [bar]
No. of cylinders Number x volume [m3] Number x capacity [Nm3/h] [kgm2]
5 2 x 12.1 2 x 10.5 2 x 300 2 x 320 245 300
6 2 x 13.9 2 x 12.0 2 x 350 2 x 360 281 800
7 2 x 15.8 2 x 13.7 2 x 390 2 x 410 327 000
8 2 x 18.0 2 x 15.7 2 x 450 2 x 470 391 900
9 2 x 20.2 2 x 17.6 2 x 510 2 x 530 439 500
Remark: *1) 12 consecutive starts of the main engine, alternating between ahead and astern.
*2) Data given for engines without damper and front disc on crankshaft but included smallest flywheel.
Table F18 Air receiver and air compressor capacities

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Fig. F31 Starting and control air system

F2.5.4 Starting and control air system

specification
Starting air compressors

• Type: water cooled two stage with intercooler
and oil / water separator. The discharge air
temperature is not to exceed 90°C and the air
supply to the compressors is to be as clean as
possible without oil vapour.
• Capacity: refer to table F18.
• Delivery gauge pressure: 30 or 25 bar.
Starting air receivers

• Type: fabricated steel pressure vessels having
domed ends and integral pipe fittings for isolat
ing valves, automatic drain valves, pressure
reading instruments and pressure relief
valves.
• Capacity: refer to table F18.
• Working gauge pressure: 30 or 25 bar.
F2.5.4.1 Control air system supply

The control air can be supplied from the combined
system as shown in figure F31 or from a separate
instrument air supply providing clean and dry air at
7–8 bar pressure.
Number of cylinders
(Capacity Nm3/h)
5 6 7 8 9
Control system up to 21.0 21.0 21.0 21.0 21.0
Exhaust valve air spring 12.0 14.4 16.8 19.2 21.6
Total 33.0 35.4 37.8 40.2 42.6
Table F19 Control air capacities
F2.5.5 General service and working air
General service and working air for driving air pow

ered tools and assisting in the cleaning of scav
enge air coolers is provided by the reducing valve
(item 005, figure F31). The valve is to reduce 25 or
30 bar to 7–8 bar. Consumers other than engine
starting and control are to be taken into account
when final selection of compressor capacity and
pipe dimensions is to be made.

F2.6 Leakage collection system and washing devices
F2.6.1 Introduction
Figure F32 ‘Leakage collection and washing sys sludge oil trap is shown in figure F33. The dirty oil
tem layout’ is suitable for the whole engine series, from the piston rod stuffing box, which consists of
with the same pipe sizes independent of the waste system oil, cylinder oil, metallic particles and
number of cylinders. Dirty oil collected from the pis small amounts of combustion products, is led di
ton underside is led under pressure of approxi rectly to the sludge tank. Condensate from scav
mately 2.8 bar to the sludge oil trap (002) and then enge air is formed when the vessel is operating in
to the sludge oil tank (004). The purpose of the a humid climate and is to be continually drained
sludge oil trap is to retain the large amount of solid from the scavenge air receiver to avoid excessive
parts which may be contained in the dirty oil and to piston ring and liner wear. As a guide, the largest
reduce the pressure by means of an orifice or throt amount of this condensate which is to be dealt with
tling disc (003) fitted at its outlet so that the sludge under extremely humid conditions is indicated on
oil tank (004) is under atmospheric pressure. The the system layout data (table F20).
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Table F20 Leakage collection and washing system

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Fig. F33 Sludge oil trap

Engine exhaust uptakes can be drained automatically using a system as shown in figure F34.
F10.1959
Fig. F34 Arrangement of automatic water drain

F2.7 Exhaust gas system
To optimize the exhaust gas systems, please refer pipe diameter’, figure F36 ‘Estimation of exhaust
to the following calculations. The calculations gas density’ and figure F37 ‘Estimation of exhaust
based on figure F35 ‘Determination of exhaust pipe diameter’ are given as an example only:
F10.4061
Fig. F35 Determination of exhaust pipe diameter
Example:
Estimation of exhaust gas pipe diameters for 2) Exhaust gas temperature: 296 °C
Wärtsilä 7RTA84T-D, CMCR (R1) specified and (according to tables F1 to F3)
for design (tropical) conditions:
Power (R1) = 29 400 kW 3) Exhaust gas density
Speed (R1) = 76 rpm (assumed back pressure on turbine outlet
�p = 30 mbar (figure F36):
Recommended gas velocities:
Pipe A: WA = 40 m/s � EXH � P � 0.629 kg�m 3
RT
Pipe B: WB = 25 m/s
Pipe C: WC = 35 m/s 4) Number of turbochargers (according to
figure C5):
1) Exhaust gas mass flow: 220 105 kg/h nTC = 2
(according to tables F1 to F3)

pEXH [kg/m3]
0.740
0.720
0.700
0.680
0.660
0.640
0.620
0.600
0.580 Δ p
[mbar]
30
0.560 20
10
0
0.540 tEaT [�C]
F10.4682 220 230 240 250 260 270 280 290 300 310 320 330 340 350 360
Fig. F36 Estimation of exhaust gas density
qV
[m3/h]
50 40 30 20
600 000
500 000
450 000 10
400 000
350 000 w
300 000 [m/sec]
250 000
200 000
180 000
160 000
140 000
120 000
100 000
90 000
80 000
70 000
dpipe
60 000
500 600 700 800 900 1000 1200 1400 2000 2500 3000 4000 [mm]
F10.4683 dA dC dB
Fig. F37 Estimation of exhaust pipe diameters

5) Exhaust gas volume flow: F2.8 Air vents
Pipe A: The air vent pipes of the ancillary systems must be

fully functional at all inclination angles of the ship
qm 220 105
q VA � � � n TC � � 174 964 m 3�h at which the engine must be operational. This is
EXH 0.629 � 2
normally achieved if the vent pipes have a continu
ous, uninterrupted inclination of 5 per cent mini
Pipes B and C:
mum. Such an arrangement enables the vapour to
separate into its air and fluid components, dis
qm
q VB � q VC � � � 220 105
� 349 928 m 3�h charging the air to atmosphere and returning the
EXH 0.629
fluid to its source.
6) Exhaust pipe diameters:
Pipe diameters are (approx. according to

figure F37):
dA = 1240 mm
dB = 2260 mm
dC = 1900 mm
or calculated:
d pipe � 18.81 � � wq V
pipe
[mm]
7) Select the calculated or the next larger

diameter available, for example:
dA = 1300 mm
dB = 2300 mm
dC = 1900 mm
Check the back pressure drop of the whole ex

haust gas system (not to exceed 30 mbar).
R = gas constant = 268.4 J/kg�K
T = absolute temperature [�K]
P = barometer pressure [N/m2]

F2.9 Engine-room ventilation
The engine-room ventilation is to conform to the re- in diesel engined ships; Design requirements and
quirements specified by the legislative council of basis of calculations’.
the vessel’s country of registration and the classi- Based on ISO 8861, the radiated heat, required air
fication society selected by the ship owners. Cal- flow and power for the layout of the engine-room
culation methods for the air flow required for com- ventilation can be obtained from the winGTD pro
bustion and air flow required to keep the machinery gram, see section C7.
spaces cool are given in the international standard The final layout of the engine-room ventilation is,
ISO 8861 ‘Shipbuilding – Engine-room ventilation however, at the discretion of the shipyard.
Figure F38 is a typical arrangement for direct suction of combustion air.
F10.3677
Fig. F38 Direct suction of combustion air – main and auxiliary engine

F3 Ambient temperature consideration
F3.1 Engine air inlet – Operating tem To avoid the need of a more expensive combustion
peratures from 45°C to 5°C air preheater, a system has been developed that
enables the engine to operate directly with cold air
Due to the high compression ratio, the diesel from outside.
engine RTA84T-D does not require any special
measures, such as pre-heating the air at low tem If the air inlet temperature drops below 5°C, the air
peratures, even when operating on heavy fuel oil density in the cylinders increases to such an extent
at part load, idling and starting up. The only condi that the maximum permissible cylinder pressure is
tion which must be fulfilled is that the water inlet exceeded. This can be compensated by blowing
temperature to the scavenge air cooler must not be off a certain mass of the scavenge air through a
lower than 25°C. blow-off device as shown in figure F39.
This means that: Engine
Turbocharger
• When combustion air is drawn directly Air intake casing
Scavenge
from the engine room, no pre-heating of air cooler Blow-off
Air filter valves
the combustion air is necessary.
• When the combustion air is ducted in from
outside the engine room and the air suc F10.1964
tion temperature does not fall below 5°C, Fig. F39 Scavenge air system for arctic conditions
no measures have to be taken.
There are up to three blow-off valves fitted on the
The central fresh water cooling system permits the scavenge air receiver. In the event that the air inlet
recovery of the engine’s dissipated heat and main temperature to the turbocharger is below +5°C the
tains the required scavenge air temperature after first blow-off valve vents. For each actuated blow-
the scavenge air cooler by recirculating part of the off valve, a higher suction air temperature is simu
warm water through the low-temperature system. lated by reducing the scavenge air pressure and
thus the air density. The second blow-off valve
F3.1.1 Scavenge air system – arctic vents automatically as required to maintain the de
conditions at operating tem sired relationship between scavenge and firing
peratures below �5°C pressures. Figure F40 shows the effect of the blow-
off valves to the air flow, the exhaust gas tempera
Under arctic conditions the ambient air tempera ture after turbine and the firing pressure.
tures can meet levels below –50°C. If the combus
tion air is drawn directly from outside, these en
gines may operate over a wide range of ambient air
temperatures between arctic condition and tropical
(design) condition (45°C).

Two blow-off One blow-off Blow-off valves closed

valves open valve open normal operation
�m [kg/kwh]
0.6
0.4
0.2
Specific air consumption

�t [°C] Exhaust gas temp.
0
–20
–40
–60
�p [bar]
10
Firing pressure
5
–50 –40 –30 –20 –10 0 10 20 30 40 [°C]

Suction air temperature
F10.1965
Fig. F40 Blow-off effect under arctic conditions
Control of the blow-off valves is effected by means

of a signal generated by the temperature sensors
in the inlet piping. Care is to be taken that no
foreign particles in the form of ice gain access to
the turbocharger compressor in any way, because
they could lead to its destruction. Reduction of the
pipe’s cross sectional area by snow is also to be
prevented.
The scavenge air cooling water inlet tempera

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

F3.2 Air filtration
In the event that the air supply to the machinery Marine installations have seldom had special air
spaces has a high dust content in excess of filters installed until now. Stationary plants on the
0.5 mg/m3 which can be the case on ships trading other hand, very often have air filters fitted to pro
in coastal waters, desert areas or transporting tect the diesel engine.
dust-creating cargoes, there is a higher risk of in
creased wear to the piston rings and cylinder The installation of a filtration unit for the air supply
liners. to the diesel engines and general machinery
spaces on vessels regularly transporting dust-
The normal air filters fitted to the turbochargers are creating cargoes such as iron ore and bauxite, is
intended mainly as silencers and not to protect the highly recommended.
engine against dust.
The following table F21 and figure F41 show how
The necessity for the installation of a dust filter and the various types of filter are to be applied.
the choice of filter type depends mainly on the con
centration and composition of the dust in the suc
tion air.
Where the suction air is expected to have a dust

content of 0.5 mg/m3 or more, the engine must be
protected by filtering this air before entering the en
gine, e.g., on coastal vessels or vessels frequent
ing ports having high atmospheric dust or sand
content.
Atmospheric dust concentration

Normal Alternatives necessary for
Normal shipboard requirement
very special circumstances
Short period < 5 % of
Most frequent particle sizes running time, frequently to permanently permanently
< 0.5 mg/m3 ≥ 0.5 mg/m3 > 0.5 mg/m3
Standard Oil wetted Inertial separator
> 5 µm turbocharger filter or and
sufficient roller screen filter oil wetted filter
Standard Oil wetted Inertial separator
< 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 F21 Guidance for air filtration

Filter surface Oil wetted and panel filters in series

[m2]
140
Panel filter
120
Oil wetted filter
100
90
Required filteration area for pressure drop < 20 mbar
80
70 Roller screen filter
60
50
40
30
20 Inertial separator
16
12
10
10 12 16 20 25 30 40 50 60 70 80 90 100 Installed
7RTA84T-D: PR1 = 29.4 MW engine power
F10.5296
[MW]
Fig. F41 Air filter size

F4 Pipe size and flow details
F4.1 Pipe velocities

The velocities given in table F22 are for guidance figures to those stated may be acceptable when
only. They have been selected with due regard to short piping runs, water properties and ambient
friction losses and corrosion. Increased velocity temperature, are taken into consideration.
Medium Sea-water Fresh water Lubricating oil Marine diesel oil Heavy fuel oil
Nominal Pipe ma steel galvanized mild steel mild steel mild steel mild steel
pipe di-
di terial
ameter pump-
suction
side suction delivery suction delivery suction delivery delivery suction delivery
[m/sec] 1.0 1.4 1.5 1.5 0.6 1.0 0.9 1.1 0.5 0.6
32
[m3/h] 2.9 4.1 4.3 4.3 1.7 2.9 2.6 3.2 1.4 1.7
[m/sec] 1.2 1.6 1.7 1.7 0.7 1.2 1.0 1.2 0.5 0.7
40
[m3/h] 5.4 7.2 7.7 7.7 3.2 5.4 4.5 5.4 2.3 3.2
[m/sec] 1.3 1.8 1.9 1.9 0.8 1.4 1.1 1.3 0.5 0.8
50
[m3/h] 9.2 12.5 13.5 13.5 5.7 10 7.8 9.2 3.5 5.7
[m/sec] 1.5 2.0 2.1 2.1 0.8 1.5 1.2 1.4 0.6 0.9
65
[m3/h] 18 24 25 25 9.6 18 14.5 16.5 7.2 11
[m/sec] 1.6 2.1 2.2 2.2 0.9 1.6 1.3 1.5 0.6 1.0
80
[m3/h] 29 38 40 40 16.5 29 23.5 27 11 18
[m/sec] 1.8 2.2 2.3 2.3 0.9 1.6 1.4 1.6 0.7 1.2
100
[m3/h] 51 62 65 65 26 45 40 45 20 34
[m/sec] 2.0 2.3 2.4 2.5 1.1 1.7 1.5 1.7 0.8 1.4
125
[m3/h] 88 102 106 110 49 75 66 75 35 62
[m/sec] 2.2 2.4 2.5 2.6 1.3 1.8 1.5 1.8 0.9 1.6
150
[m3/h] 140 153 159 165 83 115 95 115 57 108
[m/sec] 2.3 2.5 2.6 2.7 1.3 1.8
200
[m3/h] 260 283 294 305 147 204
–– –– –– ––
Aluminium [m/sec] 2.6
brass [m3/h] 294
[m/sec] 2.5 2.6 2.7 2.7 1.3 1.9
250
[m3/h] 442 460 477 477 230 336
–– –– –– ––
brass [m3/h] 477
[m/sec] 2.6 2.6 2.7 2.7 1.3 1.9
300
[m3/h] 662 662 687 687 331 484
–– –– –– ––
brass [m3/h] 713
[m/sec] 2.6 2.6 2.7 2.7 1.4 2
350
[m3/h] 900 900 935 935 485 693
–– –– –– ––
brass [m3/h] 970
[m/sec] 2.6 2.6 2.7 2.7 1.4 2
400
[m3/h] 1176 1222 1222 1222 633 905
–– –– –– ––
brass [m3/h] 1267
[m/sec] 2.6 2.7 2.7 2.7 1.4 2
450
[m3/h] 1489 1546 1546 1546 802 1145
–– –– –– ––
brass [m3/h] 1660
[m/sec] 2.6 2.7 2.7 2.7 1.5 2.1
500
[m3/h] 1838 1909 1909 1909 1060 1484
–– –– –– ––
brass [m3/h] 2050
Note: The velocities given in the above table are guidance figures only. National standards can also be applied.
Table F22 Recommended fluid velocities and flow rates for pipework

F4.2 Piping symbols
F10.1910
Fig. F42 Piping symbols 1

F10.1911

F10.1905

F5 Engine pipe connections
The following selection of the pipe connection The drawings of other combinations (number of
plans doesn’t cover all available executions of the cylinders, number and type of turbochargers) are
RTA84T-D engines. available on request.
� ��
��
�
359.069a ��
Fig. F45 Pipe connection plan (driving end) for 7RTA84T-D engine with 2 x ABB TPL80-B turbochargers

�
�
��
� ��
��
359.069a
Fig. F46 Pipe connection plan (exhaust side) for 7RTA84T-D engine with 2 x ABB TPL80-B turbochargers

F.

��
Ancillary systems
F–89
�
� ��
359.068
Fig. F47 Pipe connection details (1–24) for 5–7RTA84T-D engines with ABB TPL80-B turbochargers
25.85.07.40 – Issue VIII.06 – Rev. 0

25.85.07.40 – Issue VIII.06 – Rev. 0
��
��
��
F–90
F.
��
359.068
��
Fig. F48 Pipe connection details (25–44) for 5–7RTA84T-D engines with ABB TPL80-B turbochargers
Ancillary systems

G. Automation and controls
G1 Introduction G2 DENIS-5 diesel engine interface

specification
Wärtsilä Switzerland Ltd has introduced a stan
dard electrical interface designated DENIS (Diesel G2.1 General
Engine CoNtrol and optImizing Specification). It fa
cilitates integration with approved remote control The traditional approach to engine control included
systems, while new computer-based tools under the following functions in the engine builder’s
the designation of the MAPEX family (Monitoring scope of supply:
and mAintenance Performance Enhancement
• Engine-room control of the engine
with eXpert knowledge) enable shipowners and
• Engine safety and shut-down system.
operators to improve the operating economy of
their diesel engines.
They allow safe and convenient control of the en
gine from the control room. For automatic control
G1.1 DENIS family
from the wheelhouse, a bridge control system
could be connected to the engine control system.
The DENIS family contains specifications for the
engine management systems of all modern types
The trend in modern shipbuilding is for automatic
of Wärtsilä diesel engines. The diesel engine inter
control from the bridge as standard. Different ar
face specification DENIS-5 is applicable for the
rangements utilizing conventional engine-room
RTA84T-D engines.
control close to the engine, to modern designs with
control effected entirely from the bridge are be
G1.2 MAPEX family
coming more common.
The products of the MAPEX family are designed to
To meet the requirements of increased flexibility,
improve the engine’s efficiency through better
Wärtsilä Switzerland Ltd has worked out a new
management and planning and save money by
concept with the following objectives:
making available the knowledge of our engine
management specialists. • Clear definition of the signal interface between
For the further description of the MAPEX family engine and its remote control system
please refer to chapter G3. • Interface close to the engine
• Engine control reduced to local control
• Interface to the Remote Control System (RCS)
to be purely electrical
• Manufacturing and supply of the remote con
trol system itself by approved specialist com
panies.
Wärtsilä Switzerland Ltd G–1 25.85.07.40 – Issue VIII.06 – Rev. 1

Advantages for shipowners and engine The DENIS specification is presented in two
builders: sets of documents:
• Clear interface between engine and its • DENIS engine specification

remote control system This file contains the specification of the signal
The well defined and documented interface al interface on the engine and is made access
lows the easy adaptation of a remote control ible to all licensees. It consists basically of the
system to the Wärtsilä RTA engine. A clear sig control diagram of the engine, the signal list
nal exchange simplifies troubleshooting, and and a minimum of functional requirements.
the well defined scope of supply gives a clear
• DENIS remote control specification
separation of responsibilities.
This file contains the detailed functional spec
• Lower costs on the engine ification of the remote control system. The in
The reduced engine control equipment and tellectual property on these specifications re
the concentration of all control tasks in the re mains with Wärtsilä Switzerland Ltd.
mote control system gives an overall cost sav Therefore this file is licensed to Wärtsilä
ing for the shipbuilder. Switzerland Ltd’s remote control partners only.
These companies offer systems built com
• Approved remote control systems
pletely according to the engine designer’s
Remote control systems of partner companies
specifications, tested and approved by
comply with the specifications and are ap
Wärtsilä Switzerland Ltd.
proved by Wärtsilä Switzerland Ltd. Co-oper
ation ensures that adequate information is
Remote control system:
available on the approved system.
The remote control system delivered by any re
• Easy integration in ship management
mote control partner of Wärtsilä Switzerland Ltd is
system
divided in to the following sub-systems:
With systems from the same suppliers, the
necessary data can be obtained from the re • Remote control functions
mote control system through a bus link. • Safety system
• Automation from one supplier • Wrong-way alarm
A remote control system supplier approved by • Telegraph system
Wärtsilä Switzerland Ltd can handle all au
• Electronic speed control system.
tomation tasks on board ship. This allows for
easier engineering, standardization, easier
Safety system, wrong-way alarm and telegraph
operation, less training, fewer spare parts, etc.
systems work independently and are fully operat
ive even with the remote control functions out of
Interface description:
order.
DENIS is the signal interface between the engine
control system supplied with the engine and the re
mote control system supplied by the purchaser
and does not include any hardware. It summarizes
all the signal data exchanged and defines the con
trol functions required by the engine.
25.85.07.40 – Issue VIII.06 – Rev. 0 G–2 Wärtsilä Switzerland Ltd

Propulsion Control System Alarm and Monitoring

System
DENIS-5
Remote Control Specification
Alarm signals
and Indications
Independent sub-systems: PCS Alarms
Slow-downs
safety system
speed control
Wrong-way
Electronic
functions
Telegrap
system
Control
system
Engine
alarm
Signals for speed control system
Signals for alam and slow-down

Signals for alarm and indication
Signals for wron-way system
Signals for telegraph system

Signals for control system
Signals for safety system
Control terminal boxes Servo unit Alarm terminal boxes
DENIS–5 Engine Specification
RTA84T-D diesel engine

Local control stand
F20.0099 Local indications on the gauge board
Fig. G1 DENIS-5 system layout

G2.2 Engine control functions

G2.2.1 Introduction Engine control is basically pneumatic, with stan
dard air supply pressure of 7–8 bar provided by a
The engine is delivered with a standard local/ separate control air system or directly via reducing
emergency engine control system, comprising: valves from the starting air system.
• Control elements fitted to the engine
All connections between the engine and the re
• Operating and indicating elements at the local mote control system are electrical. The arrange
manoeuvring stand allowing convenient man ment of the local / emergency control stand is
ual and emergency control. shown in figure G2.
3100.279
Fig. G2 Arrangement of local / emergency control stand

G2.2.2 Standard engine control
• Start, stop, direction selection • Cylinder cooling system type CCO-3

Operation by the manoeuvring / stop levers on The load-dependent cylinder cooling system
the local control stand. The stop order is ex provides optimal liner temperature over the
ecuted via fuel zero order to the speed control. entire operating range. The respective valve is
Reversing by hydraulic servomotors, acti automatically controlled by RCS.
vated via pneumatic direction selection valves.
Basic interlocks (turning gear engaged, re
• Cylinder lubricating system
versing servo position, wrong direction of en
gine rotation) are part of the engine control (CLU-3 opton)
system. The lubricating oil pumps on the engine are
driven by an electromotor. The speed of this
• Speed setting motor is controlled by the remote control sys
The set point to the speed control can be ad tem for load dependent lubrication.
justed locally on the engine. The actual ar
rangement depends on the make of the speed • Cylinder lubricating system
control. (PLS variant)
The Pulse Lubricating System (PLS) functions
• Control transfer
Control transfer from the remote control sys autonomously from the remote control sys
tem to the local manoeuvring stand takes tem, it only uses a load indication signal for
place by moving one of the three local levers input.
(manoeuvring, stop, emergency control).
• Auxiliary blower control
• Variable injection timing (VIT) The blowers with independent electric control
The injection timing is automatically adjusted are automatically switched on / off depending
depending on the engine load by an electroni on scavenge air pressure.
cally controlled pneumatic cylinder. The con
trol logic is integrated in the remote control • Slow turning
system. Allows ‘slow turning’ of the engine from a re
mote location using starting air. The control
• Variable exhaust valve closing (VEC) logic is integrated in the remote control
The exhaust valve timing is also automatically system.
adjusted depending on the engine load by an
electronically controlled pneumatic cylinder. G2.2.3 Shut-down functions
The control logic is integrated in the remote
control system. The engine is fitted with a pneumatic tripping de
vice on each fuel pump, activated by the safety
• Fuel quality setting (FQS) system to stop the engine under one of the follow
This feature is to maintain the maximum cylin ing conditions:
der pressure irrespective of the type of fuel • Engine overspeed
used. The adjustment of the FQS value is done
in the remote control system. • Low main bearing oil pressure
• Low cylinder cooling water pressure
• Low piston cooling oil flow
• Low air spring pressure
• Emergency stop push buttons / switches.

G2.3 Speed control
G2.3.1 Approved propulsion control systems
Wärtsilä Switzerland Ltd has an agreement con- gines with each of the following leading marine au
cerning the development, production, sales and tomation suppliers. All approved propulsion
servicing of remote control, electronic speed con- control systems listed below contain the same
trol and safety systems for their Wärtsilä RTA en- functionality specified by Wärtsilä.
Electronic
Supplier / Company Remote Control System
Speed Control System
Kongsberg Marine
Kongsberg Maritime AS
P.O. Box 1009 AutoChief C20 DGS C20
N-3194 Horten Tel. +47-815 73 700
Norway Fax +47-850 28 028
NABTESCO Corporation
NABTESCO corp., Marine Control Systems Company
1617-1, Fukuyoshi-dai 1-chome M-800-III MG-800
Nishi-ku Kobe, 651-22413 Tel. +81 78 967 5361
Japan Fax +81 78 967 5362
SAM Electronics GmbH / Lyngsø Marine

SAM Electronics GmbH
Behringstrasse 120
D-22763 Hamburg Tel. +49-40 88 25 0000
Germany Fax +49-40 88 25 4116 DMS2100i EGS2000
Lyngsø Marine AS
2, Lyngsø Allé
DK-2970 Hørsholm Tel. +45 45 16 62 00
Denmark Fax +45 45 16 62 62
Table G1 Suppliers of remote control systems and electronic speed control systrems
Modern remote control systems consist of electron In the case of the recent versions of the Kongsberg
ic modules and operator panels for display and or solution (AutoChief C20 and DGS C20 electronic
der input for engine control room and bridge. The modules are located in several cabinets directly on
different items normally communicate via serial bus the engine.
connections. The engine signals described in the
DENIS-5 specification are usually connected via
the terminal boxes on the engine to the electronic
modules placed in the engine control room.
These electronic modules are in most cases built
to be located either inside the ECR console or in a
separate cabinet to be located in the ECR. The op
erator panels are to be inserted in the ECR con
sole’s surface.

G2.3.2 Remote control system G2.3.3 Remote control system

functions indications
Approved remote control systems comprise the The remote control system is delivered with control
following independent sub-systems: panels for local, control room and bridge control,
including all the necessary order input elements
Control systems with functions: and indications (push buttons/switches and indica
tion lamps).
• Start, stop, reversing
• Automatic slow turning
The following instruments for remote indication in
• Control transfer the control room are specified:
• Speed setting
• Starting air pressure
• Automatic speed programme
• Engine speed
• Electronically controlled VIT, VEC and FQS
• Revolution counter
• Load dependent cylinder lubrication CLU-3.
• Load indicator
• Control air pressure
Safety system built according to engine de
signer’s specification including: • Turbocharger speed
• Scavenge air pressure in air receiver.
• Emergency stop function
• Overspeed protection
The following instruments for remote indication on
• Automatic shut-down functions the bridge are specified:
• Automatic slow-down functions.
• Starting air pressure
• Engine speed.
Telegraph system:
• Order communication between different con
trol locations.
Options:
• Bridge wing control
• Order recorder.

Central
control unit
to
Ship alarm
systen
Speed Terminal
control boxes
Local
control panel
Local
manoeuvring
stand
DENIS-5 interface
F20.0100
Fig. G3 DENIS-5 remote control system layout

G2.3.4 Recommended manoeuvring characteristics
Recommended values for the

manoeuvring positions are given
in figure G4.
F10.1972
Fig. G4 Recommended manoeuvring characteristics

G2.4 Alarm sensors and safety functions
The classification societies require different alarm The exact extent of delivery of alarm and safety
and safety functions, depending on the class of the sensors has to cover the requirements of the re
vessel and its degree of automation. spective classification society, Wärtsilä Switzer
These requirements are listed together with a set land Ltd, the shipyard and the owner.
of sensors defined by Wärtsilä Switzerland Ltd in
tables G1 to G3 “Alarm and safety functions of The sensors delivered with the engine are basi
Wärtsilä RTA84T-D marine diesel engines”. cally connected to terminal boxes mounted on the
engine. Signal processing has to be performed in
The time delays for the slow-down and shut-down a separate alarm and monitoring system usually
functions given in tables G1 to G3 are maximum provided by the shipyard.
values. They may be reduced at any time accord
ing to operational requirements.
When decreasing the values for the slow-down
delay times, the delay times for the respective
shut-down functions are to be adjusted
accordingly.
The delay values are not to be increased without
written consent of Wärtsilä Switzerland Ltd.
Included in the standard scope of supply are the

minimum of safety sensors as required by WCH for
attended machinery space (AMS). If the option of
unattended machinery space (UMS) has been se
lected the respective sensors have to be added ac
cording to the requirements issued by Wärtsilä
Switzerland Ltd.

min. WCH
Alarm and safety functions for RTA84T-D engines Values requirements Request of classification societies for UMS
= Additional request to UMS for AMS
add. to AMS for UMS

time delay [sec.]
= Request for AMS only
Function
Setting
Level
Physical unit
max. allowable
Medium Location Signal No.
IACS
ABS
BV
GL
LR
MRS
CCS
DNV
KR
NK
PRS
RINA
for AMS
Cylinder cooling water Pressure Engine inlet PT1101A ALM L 4.5 bar 0
PS1101S SLD L 4.0 bar 60
SHD L 4.0 bar 90
Temp. Engine inlet TE1111A ALM L 65 °C 0
Outlet each TE1121–29A ALM H 95 °C 0
cylinder
TE1121–29S SLD H 97 °C 60
Scavenge air cooling water Pressure Inlet cooler PT1361A ALM L 1.0 bar 0
sea-water Temp. Inlet cooler TE1371A ALM L 25 °C 0
*1) Outlet cooler TE1381–82A ALM H 70 °C 0
Scavenge air cooling water Pressure Inlet cooler PT1361A ALM L 2.0 bar 0
fresh water, single-stage Temp. Inlet cooler TE1371A ALM L 25 °C 0
*1) Outlet cooler TE1381–82A ALM H 57 °C 0
Scavenge air cooling water Pressure Inlet cooler PS1301A ALM L 3.0 bar 0
fresh water, two-stage PS1301S SLD L 2.5 bar 60
HT circuit Temp. Outlet cooler TE1331–32A ALM H 120 °C 0
*1) SLD H 125 °C 60
Pressure Inlet cooler PT1361A ALM L 2.0 bar 0
LT circuit Temp. Inlet cooler TE1371A ALM L 25 °C 0
Outlet cooler TE1381–82A ALM H 70 °C 0
Main bearing oil Pressure Supply PT2001A ALM L 2.7 bar 0
SHD L 2.5 bar 90
PS2002S SHD LL 2.0 bar 10
Temp. Supply TE2011A ALM H 50 °C 0
TE2011S SLD H 55 °C 60
Crosshead bearing oil Pressure Supply PT2021A ALM L 10 bar *2) 0
PS2021S SLD L 9 bar *2) 60
Main bearing oil Temp. Outlet TE2102–12A ALM H 65 °C 0 A A A A A A A A A A A
SLD H 70 °C 60 A
Thrust bearing oil Temp. Outlet TE2101A ALM H 65 °C 0 A A A A A A A A A A A
SLD H 70 °C 60 A
TE2121A ALM H 65 °C 0
SLD H 70 °C 60
TE2121S SHD H 85 °C 60
Crank bearing oil Temp. Outlet TE2201–09A ALM H 65 °C 0 A A A A A A A A A A A
SLD H 70 °C 60 A
Crosshead bearing oil Temp. Outlet TE2301–09A ALM H 65 °C 0 A A A A A A A A A A A
SLD H 70 °C 60 A
Oil mist concentration Concen Crankcase AS2401A ALM H – 0 B B B B B B B B B B B
tration
AS2401S SLD H – 60 B B B B B B B B B B B
Failure Detection unit XS2411A ALM F – 0
Table G1 Alarm and safety functions of Wärtsilä RTA84T-D marine diesel engines

min. WCH
add. to AMS for UMS

time delay [sec.]
Function
Setting
Level
Physical unit
max. allowable
IACS
ABS
BV
GL
LR
MRS
CCS
DNV
KR
NK
PRS
RINA
for AMS
Piston cooling oil Temp. Outlet each TE2501–09A ALM H 80 °C 0
cylinder
TE2501–09S SLD H 85 °C 60
Flow Inlet each FS2521–29S SHD L no flow 15
cylinder
Diff.press. PS2541–49S SHD H 0.3 bar 15
Turbocharger bearing oil Pressure Inlet each TC PT2611–12A ALM L 1.0 bar 0
*6) SLD L 0.8 bar 60
*5)
ABB TPL Inlet each TC PS2611–12S SHD L 0.6 bar 5
Temp. Outlet TC TE2601–02A ALM H 110 °C 0
*5) TE2601–02S SLD H 120 °C 60
Pressure Inlet each TC PT2611–12A ALM L 0.7 bar 0
SLD L 0.6 bar 60
MHI MET Inlet each TC PS2611–12S SHD L 0.4 bar 5
Temp. Outlet TC TE2601–02A ALM H 85 °C 0
TE2601–02S SLD H 95 °C 60
additional requirement Temp. Inlet TC TE2621A ALM H 80 °C 0
when separate oil supply ABB TPL
TE2621S SLD H 85 °C 60
Inlet TC TE2621A ALM H 60 °C 0
MHI MET
TE2621S SLD H 65 °C 60
Geislinger damper oil Pressure Casing inlet PT2711A ALM L 1.0 bar 0
Axial damper (detuner) oil Pressure aft side PT2721A ALM L 1.7 bar 60
Damp. chamber
fore side PT2722A ALM L 1.7 bar 60
Cylinder lubricating oil Flow Cylinder inlet FS3101–09A ALM L no flow 30
FS3101–09S SLD L no flow 60
Level �� LS3125A ALM L min. –
Fuel oil Viscosity before injec ALM H 17 cST 0 D D D D D D D D D D D D
tion pumps
ALM L 13 cST 0
Temp. before injec TE3411A ALM H 50–160°C 0 C
tion pumps *7)
ALM L 20–130°C 0 C C C C C C C C C C C C
Pressure PT3401A ALM L 7 bar 0
Leakage Level LS3441A ALM H max. 0
Exhaust gas Temp. after each TT3701–09A ALM H 515 °C 0 E E
cylinder � 50 °C
ALM D 0 F F
SLD H 530 °C 60 G G
SLD D � 70 °C 60 H G
before each TT3721–22A ALM H 515 °C 0
turbocharger
SLD H 530 °C 60 H
Temp. after each TT3731–32A ALM H 480 °C 0
turbocharger
SLD H 500 °C 60

min. WCH
add. to AMS for UMS

time delay [sec.]
Function
Setting
Level
Physical unit
max. allowable
IACS
ABS
BV
GL
LR
MRS
CCS
DNV
KR
NK
PRS
RINA
for AMS
Scavenge air Temp. after each TE4031–32A ALM L 25 °C 0 I I I
cooler *4)
ALM H 60 °C 0 I
SLD H 70 °C 60 I
Temp. each piston TE4081–89A ALM H 80 °C 0 K
underside
TE4081–89S SLD H 120 °C 60 K
Condensation Level in air receiver LS4071–72A ALM H max. 0 K K K
water
*3) bef. water sep. LS4075–76A ALM H max. 0 K K K
Starting air Pressure Engine inlet PS4301A ALM L 12.0 bar 0
Air spring air Pressure Distributor PT4321A ALM H 6.5 bar 0
PS4342S SHD L 4.5 bar 0
Leakage oil Level Exh.valve air LS4351A ALM H max. 0
Control air normal supply Pressure Engine inlet PT4401A ALM L 6.0 bar 0
safety supply Pressure Engine inlet PS4421S ALM L 5.0 bar 0
Electronic speed control Minor fail. Control unit XS5041/43A ALM F – 0
Major fail. Control unit XS5042/44A ALM F – 0
Actuator overload Load Actuator XS5045A ALM H –– 5
Engine TC overspeed Speed TC casing ST5201–02A ALM H *8) 0
performance
TC vibration Vibration TC casing YE5211–12A ALM L low vibr. 30
SLD H high vibr. 60
Classification societies: *1) Only one of these cooling systems is applicable at a time for an engine.
IACS International Association *2) ALM & SLD are suppressed below part-load.
of Classification Societies *3) Alternatively, low temperature alarm or condensation water high level alarm.
ABS American Bureau of Shipping
*4) For water separators made from plastic material the sensor must be placed right after
BV Bureau Veritas
the separator.
CCS Chinese Classification Society
DNV Det Norske Veritas *5) The indicated setting values are valid for TC lubrication by main bearing oil system.
GL Germanischer Lloyd For TC lubrication by separate lubrication system the following values apply:
KR Korean Register Pressure: ALM: 1.3 bar, SLD: 1.1 bar, SHD: 0.9 bar.
LR Lloyd’s Register Temperature: ALM: 120 °C, SLD 130 °C.
MRS Maritime Register of Shipping *6) The indicated alarm and slow-down values and the values indicated in *5) are mini
(Russia) mum settings allowed by the TC maker. In order to achieve an earlier warning, the
NK Nippon Kaiji Kyokai ALM and SLD values may be increased up to 0.4 bar below the minimum effective
PRS Polski Rejestr Statkow pressure measured within the entire engine operation range. The final ALM/SLD set
RINA Registro Italiano Navale ting shall be determined during commissioning / sea trial of the vessel.
Signals for two-stage scavenge air *7) ALM value depending on fuel viscosity.
cooling, Geislinger damper, PTO *8) ALM value depending on turbocharger type.
coupling, electric speed control and
turbocharger vibration apply only if
respective equipment is used.
Function: Level: Request of classification societies: A or B are requested alternatively
ALM: alarm D: deviation Request for UMS C or D are requested alternatively
SLD: slow-down F: failure Recommendation for UMS E or F are requested alternatively
SHD: shut-down H: high Additional request to UMS for AMS G or H are requested alternatively
HH: very high Request for AMS only I or K are requested alternatively
L: low UMS Unattended machinery space
LL: very low AMS Attended machinery space
094.495ik

G2.5 Cabling notes
The Remote Control System (PCS) and Alarm & Wiring principles
Monitoring System (AMS) supplier is to provide a
• Switches:
detailed wiring diagram for a specific plant showing
Generally 2 cores per switch are required but
the actual cabling, cable routing and intermediate
in some cases a common supply may be used.
terminals.
• PT 100 Sensors:
Screened cables are to be used where indicated The engine wiring should be done as 3 core
in the cable lists and wiring diagrams. cabling. The shipyard wiring can be done as 3
or 4 connection. The use of at least 3 core cab
Wärtsilä Switzerland Ltd recommends that cables ling is recommended.
carrying different current levels are routed separ • Thermocouples:
ately through two cable ducts being at least 0.5 m Thermocouples are connected to the engine
apart and identified as follows: mounted terminal boxes by 2 core compensat
• High level signals ing cables, where they are connected to a con
(denoted as H in wiring diagrams): verter that supplies a 4–20 mA signal. For the
Signals with considerable current level, e.g. shipyard connections, compensating cables
solenoid valves and power supplies. or reference temperature measurement in the
terminal box are to be applied. It is madatory
• Low level signals
that screened cables are used in all cases be
(denoted as L in wiring diagrams):
tween engine mounted terminal boxes and the
Signals with minimal current level, e.g.
AMS.
switches, analogue signals, temperature
signals.

G3 MAPEX Engine Fitness Family G3.1 Mapex-PR
An intelligent engine management system also MAPEX-PR (Piston-running Reliability) continu

needs to include functions such as the monitoring ously monitors the piston-running behaviour on
of specific engine parameters, analysing data, and large-bore Wärtsilä two-stroke diesel engines with
managing maintenance and spare parts purchas an alarm if adverse conditions should appear.
ing activities. Many of these functions involve spe For example, an alarm is signalled if, among other
cific and complex engine knowledge and are most criteria, the local temperature on the liner is abnor
appropriately handled directly by the engine de mally high due to piston-ring scuffing or inad
signer. equate ring sealing.
Wärtsilä Switzerland Ltd provides a full range of The measured data are stored in an electronic unit
equipment for carrying out these functions, called and can be viewed on a personal computer. Pre
the MAPEX Engine Fitness Family. MAPEX, or ferably an industrial-PC installed in an ideally
‘Monitoring and mAintenance Performance En suited control box. All data and charts can be
hancement with eXpert knowledge’, encompasses printed and copied to other storage media.
the following principles:
The following data are monitored over fixed
• Improved engine performance through re
periods of 1, 4.5, 24, 400 or variable engine run
duced down time
ning hours and displayed graphically:
• Monitoring of critical engine data, and intelli
gent analysis of that data • Liner wall temperature (two sensor per
cylinder)
• Advanced planning of maintenance work
• Cylinder cooling water temperature inlet and
• Management support for spare parts and for
outlet
maintenance
• Scavenge air temperature after each cooler
• Access on board ship to the knowledge of
experts • Engine speed
• Reduced costs and improved efficiency. • Engine load indicator position
• Alarms.
The MAPEX Engine Fitness Family currently com
prises one system: MAPEX-PR. The following alarms can be connected to the
ship’s alarm system to inform the engineers about
Further members of the MAPEX Engine Fitness any unexpected situation:
Family are also envisaged.
• High friction on one or both side of the cylinder
liner
In each case special emphasis has been placed on
• Deviation of temperature on one or both sides
user friendliness and ease of installation.
of the cylinder
For further information regarding products of the • Average temperature of the engine
MAPEX Engine Fitness Family contact your WCH • Cooling water fluctuation
sales representative. • Scavenge air temperature
• System alarm for: System failure.

Together with the ”normal” Manual, Wärtsilä

Switzerland Ltd delivers also a digital version,
which will be installed together with the software
MAPEX-MD.
Customers benefit of MAPEX-PR

Thanks to the MAPEX-PR alarming system you
are able to detect an abnormal behaviour of the
piston-running without opening the engine. So you
can save your engine from major damage and
therefore increase the availability of your vessel’s
main propulsion system.
MAPEX-PR is the tool to check the piston-running
behaviour.
MAPEX-PR
• Alarms if the liner wall temperature shows high
piston-ring friction
• Checks the hot spots of the diesel engine
• Is an on-line display for piston-ring and nozzle
performance
• Is capable to detect malfunctions such as blow
by and adhesive wear
• Informs if thermal overload should occur on
the cylinder liner
• Is your round-the-clock watchful eye.

ENGINE CONTROL ROOM ENGINE ROOM
MAPEX-PR
Control box
PC in Engine control room
MAPEX-PR
Box 300
Remote control Ships

system Alarm system
Amplifier
Electronics Sensors & Amplifiers
Fig. G5 MAPEX-PR – System overview
Fig. G6 MAPEX-MD – Visualization software


H. General installation aspects
H1 Introduction
The purpose of this chapter is to provide informa

tion to assist planning and installation of the
engine. It is for guidance only and does not
supersede current instructions. If there are de
tails of engine installation not covered by this
manual please contact Wärtsilä Switzerland Ltd,
Winterthur, directly or our representative.
Wärtsilä Switzerland Ltd H–1 25.85.07.40 – Issue VIII.06 – Rev. 0

H2 Dimensions and masses
H2.1 Engine
Deck beam X = depending on crane height
X
E
F2
F3
F1
D
T
C
G
M M1 N
K L I
A B
A’ F10.5297
Fig. H1 Engine dimensions
Dimensions in mm with a A 8890 10 390 11 890 14 390 15 890
tolerance of approx. ±10 mm A’ 10 455 11 955 13 455 15 955 17 455
B 5000
C 1800
D 11 933
E 5700
F1 14500
F2 14475
F3 13590
G 2700
I 760
K 805
L 1815
M 1500
M1 2500
N 1075
O 6670
Remarks: F1: Min. height to crane hook for vertical removal.
F2: Min. height to deck beam for vertical removal using a double-jib (special) crane.
F3: Min. height to deck beam for tilted piston removal using a double-jib (special) crane.
E: when engine fitted with ABB TPL80.
M Cylinder distance.
M1 Cylinder distance for engines with middle drive (8 and 9 cylinders).
Table H1 Engine dimensions
25.85.07.40 – Issue VIII.06 – Rev. 0 H–2 Wärtsilä Switzerland Ltd

The following table gives the net engine and com water. The masses are specified for engines with
ponent masses calculated according to nominal di rating R1 according to figure C5 ‘Turbocharger and
mensions including turbochargers and scavenge scavenge air cooler selection’.
air coolers, piping and platforms but without oil and
ABB-TPL Mass [t] ABB-TPL Mass [t] ABB-TPL Mass [t] ABB-TPL Mass [t] ABB-TPL Mass [t]
Turbocharger types
– – 2x 80-B 870 2 x 80-B 990 2 x 80-B 1130 2 x 80-B 1250
and numbers
1 x 85-B 740 1 x 85-B 870 – – 2 x 85-B 1140 2 x 85-B 1260
Remark: Net engine weight (without oil/water).

Calculated according to nominal dimensions of drawings, including turbocharger and SAC, piping and platforms.
There may be differences in weights, depending type of turbochargers.
Table H2 Engine weights

DE 8.11 DE 8.11
length [m] 9.05 10.93 12.43
FE 6.83 FE 8.33
Bedplate including bearing girders
DE 70.6 DE 70.6
mass [t] 88.28 94.6 105.1
FE 55.9 FE 66.4
DE 8.37 DE 8.37
length [m] 10.07 11.57 13.07
FE 7.20 FE 8.70
Crankshaft
DE 133.4 DE 133.4
mass [t] 140.2 163.9 187.7
FE 119.3 FE 146.9
max. mass [t] 25.2 25.2 25.2 25.2 25.2
Flywheel
min. mass [t] 6.23 4.5 5.29 4.94 5.6
DE 6.68 DE 6.68
length [m] 8.80 10.30 11.80
FE 6.66 FE 8.16
Engine frame, complete (mono block)
DE 60.60 DE 60.60
mass [t] 81.34 93.56 105.18
FE 60.50 FE 73.05
length [m] 10.6 10.6 10.6 10.6 10.6
Tie rod
mass [t] 1.88 1.88 1.88 1.88 1.88
height [m] 5.12 5.12 5.12 5.12 5.12
Cylinder block, complete with studs
mass [t] 89.8 106.7 123.6 151.9 168.8
height [m] 3.64 3.64 3.64 3.64 3.64
Cylinder liner
mass [t] 7.1 7.1 7.1 7.1 7.1
Cylinder cover, complete incl. starting and height [m] 2.46 2.46 2.46 2.46 2.46
fuel valve and incl. upper ring of water guide
jacket mass [t] 7.5 7.5 7.5 7.5 7.5
length [m] 4.53 4.53 4.53 4.53 4.53
Connecting rod, complete
mass [t] 5.92 5.92 5.92 5.92 5.92
length [m] 1.2 1.2 1.2 1.2 1.2
Crosshead, complete with guide shoes
mass [t] 4.55 4.55 4.55 4.55 4.55
length [m] 4.65 4.65 4.65 4.65 4.65
Piston, complete with rod
mass [t] 4.18 4.18 4.18 4.18 4.18
DE 6.01 DE 6.01
length [m] –– –– ––
Scavenge air receiver, complete FE 7.02 FE 8.52
with valves and covers DE –– DE ––
max. mass [t] –– –– ––
FE –– FE ––
height [m] 2.1 2.1 2.1 2.1 2.1
Exhaust valve, complete
mass [t] 1.93 1.93 1.93 1.93 1.93
Note: DE: refers to section on driving end
FE: refers to section on free end
Remark: For engine dimensions and masses see tables H1 and H2.
For turbocharger and scavenge air cooler masses see tables C1 and C2.
Table H3 Dimensions and masses of main components

H2.2 Thermal expansion at the turbocharger expansion joint
Before expansion pieces, enabling connections X

between the engine and external engine services, a)
a)
are to be made it is important to take into account
the thermal expansion of the engine. The expan
sions are defined as follows (see also fig. H2):
• Transverse expansion (X) Y

Distance from crankshaft centerline to the
centre of gas outlet flange
• Vertical expansion (Y)
Distance from bottom edge of the bedplate to
the centre of gas outlet flange
• Longitudinal expansion (Z)
Z
Distance from engine bedplate aft edge to the a) Gas outlet flange
centre of gas outlet flange F10.5273
Fig. H2 Thermal expansion, dimensions X, Y, Z

Table H4 shows the figures of the expected ther
mal expansion from ambient temperature
(T = 20 °C) to service temperature.
Cylinder No. 5 6 7 8 9
Turbocharger type 1� TPL85-B15 2� TPL80-B11 2� TPL80-B12 2� TPL85-B14 2� TPL85-B14
Turbocharger location (TC No 1) (TC No 2) (TC No 2) (TC No 2) (TC No 2)
Distance X [mm] 3787 3787 4136 4136
on request
Thermal expansion Δ x [mm] 1.5 1.5 1.7 1.7
Distance Y [mm] 11688 11688 12026 12026
on request
Thermal expansion Δ y [mm] 4.7 4.7 4.8 4.8
Distance Z [mm] 8315 8315 10435 11935
on request
Thermal exansion Δ z [mm] 3.3 3.3 4.2 4.8
Remark: For details of engine pipe connections refer to section F5.
Table H4 Expected thermal expansion figures at turbocharger gas outlet

H2.3 Contents of fluid in the engine
Number of cylinders
Systemfluid
fluid
5 6 7 8 9
Cylinder cooling water [kg] 2220 2670 3110 3550 4000
Lubricating oil [kg] 2900 3400 4000 4600 5100
Sea-water in scavenge [kg] 680 1120 1120 1360 1360

air cooler(s) *1)
Total of water and oil in
[kg] 5800 7190 8230 9510 14460
engine *2)
Remark: *1) The given water content is approximate.

*2) These quantities include engine piping except piping of scavenge air cooling.
Table H5 Fluid quantities in the engine
H2.4 Space requirements and dismantling heights
H2.4.1 Crane requirements H2.4.2 Piston dismantling heights
• An overhead travelling crane, of 9.5 metric Figure H3 shows the dismantling height for vertical
tonnes minimum, is to be provided for normal piston lifting. Figures H4 and H5 show the possibil
engine maintenance. ity of reducing the standard piston dismantling
• The crane is to conform to the requirements of height using special tools and/or to tilt the piston.
the classification society. These dimensions are for guidance only and may
vary depending on the crane dimension, handling
As a general guide Wärtsilä Switzerland Ltd rec tools and dismantling tolerances.
ommend a two-speed hoist with pendent control, This dimensions are absolutely not binding.
being able to select high or low speed, i.e., high However, please contact Wärtsilä Switzerland Ltd
6.0 m/minute, and low 0.6–1.5 m/minute. Winterthur or any of its representatives if these va
lues cannot be maintained, or more detailed in
formation is required.

H.
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General installation aspects
H–7
282.355/348.334
Fig. H3 Space requirements and dismantling heights for vertical piston lifting
25.85.07.40 – Issue VIII.06 – Rev. 0

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25.85.07.40 – Issue VIII.06 – Rev. 0

H–8
H.
� ��
282.356/348.334
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Fig. H4 Space requirements and dismantling heights for vertical piston lifting with double-jib/special crane

H.
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H–9
� ��
282.357/348.334
Fig. H5 Space requirements and dismantling heights for tilted piston lifting with double-jib/special crane
25.85.07.40 – Issue VIII.06 – Rev. 0

H2.4.3 Dismantling of scavenge air cooler
xx
Beam
xx
xx
In order to facilitate the dismantling of the scavenge

min. xx
air coolers, an adequate lifting facility may be fore

(xxxx)
seen as shown in figure H6.

xxx
xx
The adequate drawing is still not available.
Beam
min. x
F10.xxxx
Fig. H6 Dismantling of SAC

H3 Outlines of Wärtsilä RTA84T-D engines
The following engine outline illustrations are pro- This selection doesn’t cover all variations of the
duced to scale. They represent engine arrange- RTA84T-D engines. The drawings of other com
ments with ABB TPL and MHI MET turbo- binations (number of cylinders, number and type
chargers. of turbochargers) are available on request.
Drawings available on request
Fig. H7 Outline drawings of Wärtsilä 5RTA84T-D engines with 1 x ABB TPL85-B turbocharger

Fig. H8 Side elevation and top view of Wärtsilä 6RTA84T-D engines with 2 x ABB TPL80-B turbochargers

��
��
357.024
Fig. H9 End elevation of Wärtsilä RTA84T-D engines with 2 x ABB TPL80-B turbochargers

��
��
357.024

Fig. H11 End elevation of Wärtsilä RTA84T-D engines with 2 x ABB TPL85-B turbochargers



��
��
358.870
Fig. H14 End elevation of Wärtsilä RTA84T-D engines with 2 x MHI ME83SE turbochargers

��
��
358.870
Fig. H15 Side elevation and top view of Wärtsilä 7RTA84T-D engines with 2 x MHI ME83SE turbochargers

H4 Platform arrangements
The following platform outline illustrations repre The drawings of other combinations (number of
sent engine arrangements with ABB TPL and cylinders, number and type of turbochargers) and
MHI MET turbochargers. This selection of outlines drawings of platform details are available on
doesn’t cover all variations of the RTA84T-D en request.
gines.
1) 2)
4)
3)
5)
1) Cylinder cover platform

2) Upper platform
3) Manoeuvring stand platform
4) Middle platform
5) Service platform
357.555
Fig. H16 Platform arrangement for RTA84T-D with ABB TPL80-B turbochargers

Cylinder cover platform
Upper platform
357.555
Fig. H17 Cylinder cover platform and upper platform for 7RTA84T-D with 2 x ABB TPL80 turbochargers

Middle platform
Service platform
Manoeuvring stand platform
357.555
Fig. H18 Middle platform and Service platform for 7RTA84T-D with 2 x ABB TPL80 turbochargers

Fig. H19 Platform arrangement for RTA84T-D with ABB TPL85-B turbochargers

Fuel side Exhaust side
1)
2)
3)
4)
5)
1) Cylinder cover platform

2) Upper platform
3) Manoeuvring stand platform
4) Middle platform
5) Service platform
358.954
Fig. H20 Lower platform and upper platform for 8RTA84T-D with 2 x MHI MET83SE turbochargers

Cylinder cover platform
Upper platform
358.954
Fig. H21 Cylinder cover platform and upper platform for 8RTA84T-D with 2 x MHI MET83SE turbochargers

Middle platform
Service platform
Manoeuvring stand platform
358.954
Fig. H22 Middle platform and Service platform for 8RTA84T-D with 2 x MHI MET83SE turbochargers

H5 Engine seating
H5.1 Introduction
The engine seating is integral with the double-bot material as used for the chocks. The engine
tom structure and is to be of sufficient strength to holding-down stud is inserted in the sleeve
support the weight of the engine, transmit the pro and tightened in the same way as the normal
peller thrust, withstand external couples and studs. This hydraulically tightened holding-
stresses related to propeller and engine down stud is of the same design, except for
resonance. the length, as the normal holding-down stud
The longitudinal beams situated under the engine used to fasten the engine to the tank top. Dril
are to extend forward of the engine-room bulkhead ling and reaming of the holes in the engine
by at least half the length of the engine and aft as bedplate is carried out by the engine manu
far as possible. facturer. The thrust sleeves with the final tol
erance and the holding-down studs are sup
The maximum allowable rake for these engines is
plied by the shipyard.
3° to the horizontal.
Before any engine seating work can be performed H5.2.2.2 Drilling of the holes in the tank
make sure that the engine is aligned with the top plate
intermediate propeller shaft as described in
section L1.4. The holes for the thrust sleeves must be drilled or
flame-cut in the tank top plate before setting the
H5.2 Engine seating with epoxy resin engine in position. These holes are prepared
chocks while observing the dimensions given on the draw
ing ‘Chocking and drilling plan for engine seat
H5.2.1 Introduction ing with epoxy resin chocks’. The holes for the
normal holding-down studs can be drilled or flame-
Apart from the normal, conventional engine hold-
cut either before or after setting the engine in
ing-down studs used to fasten the engine to the
position.
tank top plate, a different design is to be applied
for the propeller thrust transmission. The pro
H5.2.2.3 Chock thickness
peller thrust is transmitted from the engine thrust
bearing to the bedplate and to the tank top plate
Since the chock thickness cannot be precisely de
which is part of the ship’s structure by means of
termined before engine alignment is finalized, the
the a) thrust sleeves or b) fitted studs located
standard design of the holding-down stud, thrust
adjacent to the engine thrust bearing.
sleeve and conical washer allows for the applica
tion of chock thicknesses from 30 up to 50 mm. To
H5.2.2 Thrust sleeve avoid additional machining of the sleeve to adjust
its length, the conical washer is provided with a
H5.2.2.1 Fitting larger bore compared to the sleeve’s external di
ameter. The sleeve can protrude beyond the top
The thrust sleeve is fitted in the bottom plate of the
plate more or less, the space in the washer allows
engine bedplate and cast in the tank top plate. The
for this variable. At the project stage, if chock thick
diameter of the flame-cut or drilled hole for the
nesses are foreseen to be more than 50 mm or
thrust sleeve in the tank top is larger than the dia
less than 30 mm, the length of the thrust sleeve
meter of the sleeve to allow engine alignment with
and its corresponding holding-down stud as well
out remachining of the hole. The sleeve in the tank
as the length of the normal holding-down stud must
top plate hole is then fixed with epoxy resin
be adapted accordingly. Please note: In any case,

if the minimum thickness is less than 30 mm, the H5.2.4 Pouring of the epoxy resin
epoxy resin supplier must be consulted. chocks
H5.2.3 Fitted stud H5.2.4.1 Conditions before pouring
H5.2.3.1 Fitting • Engine fully aligned.

• All side stoppers welded in place, wedges not
The fitted stud is fitted in the bottom plate of the en fitted.
gine bedplate, the epoxy resin chock and the tank • When using thrust sleeves (see figure H25):
top plate. The holes in the bedplate and the top Thrust sleeves and their accompanying hold-
plate are reamed together when the engine is com ing-down studs inserted into the correspon
pletely aligned. The fitted stud is then inserted and ding holes with the nuts slightly tightened by
the chocks are poured. The engine bedplate is de hand. The conical washers and the sponge
livered with pre-drilled holes. The fitted studs with rubber sealings fixed correctly under the tank
the final tolerance and the holding-down studs are top plate. Contact surface washer/top plate
supplied by the shipyard. smeared with gasket sealant.
• When using fitted studs (see figure H26):
H5.2.3.2 Drilling of the holes in the tank Fitted studs inserted in the corresponding
top plate holes and slightly tightened by hand. The coni
cal washers fixed correctly under the tank top
The holes in the tank top plate for the fitted studs plate.
are to be pre-drilled when the engine is placed in • For normal holding-down studs (see figure
position. Then drill out and ream the pre-drilled H27): Sponge rubber plugs or similar inserted
holes in the bedplate together with the holes in the into bedplate where normal studs are applied.
tank top plate to the foreseen final diameter. The
holes for the normal studs are drilled with the same H5.2.4.2 Pouring
diameter as those in the bedplate.
Pouring of the epoxy resin chocks together with its
preparatory work must be carried out either by ex
H5.2.3.3 Chock thickness
perts of the epoxy resin manufacturers or by their
representatives. Their instructions must be strictly
Since the chock thickness cannot be precisely de
observed. In particular, no yard work on the engine
termined before the engine alignment is finalised,
foundation may proceed before completion of the
the standard design of the fitted stud allows for the
curing period of the epoxy resin chocks.
application of chock thicknesses from 30 up to
50 mm. At the project stage, if chock thicknesses
The filler material for the thrust sleeve holes is
are foreseen to be more than 50 mm or less than
identical to that used for the chocks. The following
30 mm, the length of the fitted stud and also of the
epoxy resin materials have been approved by
normal holding-down stud must be adapted ac
Wärtsilä for the chocking of Wärtsilä two-stroke
cordingly. Please note: In any case, if the mini
marine diesel engines:
mum thickness is less than 30 mm, the epoxy resin
supplier must be consulted.
• Epocast 36, HA Springer
• Chockfast Resin Type PR610TCF
(Chockfast Orange)
• EPY, Marine Service, Szczecin

H5.2.5 Tightening the holding-down studs

The instructions of the epoxy resin manufacturers All engine holding-down studs are tightened by
or their representatives concerning the curing means of a hydraulic pre-tensioning jack. The
period must be strictly observed before any work tightening procedure begins at the driving end and
on the engine foundation may proceed. continues alternating from side to side in the direc
On completion of the curing period the supporting tion of the engine free end.
devices, i.e. jacking screws, jacking wedges, etc., After tightening all engine holding-down studs, fit
must be removed before the holding-down studs the side stopper wedges.
are tightened.
Pre-tension force per stud Hydraulic tightening pressure Code number of hydraulic pre
Fv [kN] *1) p [bar] tensioning jack *2)
650 1000 94145
Remark: *1) Including an efficiency loss during tightening process.

*2) The hydraulic pre-tensioning jack is part of the engine builder’s tool kit (refer to section J2).
Table H6 Tightening pressures
H5.2.6 Engine foundation
Notes:
For section A-A refer to Fig. H24.
For section B-B refer to Fig. H36 up to Fig. H42.
246.705 For view on C-C and D-D refer to Fig. H25 and Fig. H27.
Fig. H23 Engine seating and foundation

A–A
Remarks:
��
��
��
� ��
� ��
246.707
Fig. H24 Engine seating (foundation) with epoxy resin chocks

H5.2.7 Engine holding-down studs
��
Note:
��
246.706
Fig. H25 Cross section of thrust sleeve with holding-down stud and epoxy resin chocks
��
Note:
��
246.793
Fig. H26 Cross section of fitted holding-down stud with epoxy resin chocks

��
Note:
��
246.793
Fig. H27 Cross section of normal holding-down stud with epoxy resin chocks
Number of cylinders 5 6 7 8 9 5 6 7 8 9
Position Description Execution with thrust sleeves Execution with fitted studs Remarks
001 Round nut M64 48 56 64 76 84 48 56 64 76 84
002 Sleeve 10 12 14 16 18 – – – – –
003 Elastic bolt M64 x 935 10 12 14 16 18 – – – – –
004 Fitted stud M64 x 885 – – – – – 10 12 14 16 18 These parts cover a stan
dardized chock thickness
005 Elastic bolt M64 x 885 38 44 50 60 66 38 44 50 60 66 of 30 mm up to 50 mm.
006 Conical socket 10 12 14 16 18 – – – – –
007 Conical socket 38 44 50 60 66 48 56 64 76 84
008 Spherical round nut M64 48 56 64 76 84 48 56 64 76 84
009 Damming plate for chock geometry see figures H36 to H42
010 Sponge rubber sealing 10 12 14 16 18 – – – – – Material and design
determined by shipyard.
011 Sponge rubber plug 38 44 50 60 66 38 44 50 60 66
Table H7 Parts list for engine seating with epoxy resin chocks

003 Elastic bolt M64 x 935

005 Elastic bolt M64 x 885
246.254d
004 Fitted stud M64x885
Note:
��
246.415b
Fig. H28 Engine holding-down studs

001 Round nut M64 008 Spherical round nut M64
Sharp edges removed 0.2 x 45° Sharp edges removed 0.2 x 45°
002 Sleeve
Sharp edges removed 0.2 x 45°
006 Conical socket 007 Conical socket
Sharp edges removed 0.2 x 45° Sharp edges removed 0.2 x 45°
Material for all parts: 34CrMo4
Note:
��
318.178
Fig. H29 Details of sleeve, sockets, and round nuts

H5.2.8 Engine seating side stoppers
Design 1
Design 1: Welded from
sheet metal parts
Design 2: Laser or flame
cut from a thick plate
Fitting of the side stoppers

*1). Weld the stoppers in
place when the engine is aligned.
*2). Fit the wedges when the

engine holding down bolts are
tightened.
Number of Number of
cylinders side stoppers
246.212a
5 6
Design 2 6 8
7 8
8 10
9 12
Note:
For the arrangement and number
of side stoppers refer to figures
H31 through H35.
246.213a
Fig. H30 Engine seating side stoppers

Welded type side stoppers
246.801
Flame-cut type side stoppers
246.802
Fig. H31 5RTA84T-D engine side stopper arrangement

246.801
246.802

246.801
246.802

246.687a
246.688a

246.687a
246.688a

H5.2.9 Chocking and drilling plan
5RTA84T-D
for thrust sleeves
246.708a
for fitted studs
246.803a
Remark: Note:
*4) Tolerance, does not apply for fitted studs Plan view B–B, refer to Fig. H23.
For dertais of holes X and Y and chocks refer
to figure H43 and tables H8 and H9.
Fig. H36 5RTA84T-D chocking and drilling plan for engine seating with epoxy resin chocks

6RTA84T-D
for thrust sleeves
246.708a
for fitted studs
246.803a
Remark: Note:

7RTA84T-D
for thrust sleeves
246.708a
for fitted studs
246.803a
Remark: Note:

8RTA84T-D
for thrust sleeves
25.85.07.40 – Issue VIII.06 – Rev. 0

H–44
H.
246.709b
Note:
Plan view B–B, refer to Fig. H23.
��

H.
8RTA84T-D

for fitted studs
��
H–45
246.692c
Remark: Note:
25.85.07.40 – Issue VIII.06 – Rev. 0

9RTA84T-D
for thrust sleeves
25.85.07.40 – Issue VIII.06 – Rev. 0

H–46
H.
246.709b
Note:
Plan view B–B, refer to Fig. H23.
��

H.
9RTA84T-D
for fitted studs

��
H–47
246.692c
Remark: Note:
25.85.07.40 – Issue VIII.06 – Rev. 0

Dimensions of epoxy resin chocks *1)

Max. permanent
Required quantity
Number of mean surface pressure Total Required Total
of epoxy resin material
cylinders of chock chock length chock depth net chocking area
(related to chock thickness)
*2)
at 30 mm at 50 mm
(N/mm2) (mm) (mm) (cm2)
(dm3)
Execution with thrust sleeves

5 2 x 7415 715 103 236 312 518
6 2 x 8765 715 122 053 369 613
7 4.5 2 x 10 115 715 140 871 426 707
8 2 x 12 315 670 160 579 485 807
9 2 x 13 665 670 178 182 539 895
Execution with fitted studs

5 2 x 7415 715 103 979 314 522
6 2 x 8765 715 122 945 371 617
7 4.5 2 x 10 115 715 141 912 429 713
8 2 x 12 315 670 161 768 489 813
9 2 x 13 665 670 179 520 543 902
Remark: *1) For the layout is taken into consideration:

– A max. permissible static load of 0.7 N/mm2.
– Engine mass (incl. net engine mass, vibration damper, flywheel, water, and oil).
– Engine holding down studs fully tightened according to fitting instructions.
*2) The max. permissible mean surface pressure of the epoxy resin chocks has to be determined by
the shipyard in accordance with the classification society/rules.
Table H8 Details and dimensions of epoxy resin chocks
Number of Total number of Execution with thrust sleeves (see Fig. H43) Execution with fitted studs (see Fig. H43)
cylinders holes No. �A (mm) No. �B (mm) No. �A (mm) No. �B (mm)
+3 pre-drilled for
5 48 10 114 38 74�2 10 62 38 74�2
–0 ��65H7
+3 pre-drilled for
6 56 12 114 44 74�2 12 62 44 74�2
–0 ��65H7
+3 pre-drilled for
7 64 14 114 50 74�2 14 62 50 74�2
–0 ��65H7
+3 pre-drilled for
8 76 16 114 60 74�2 16 62 60 74�2
–0 ��65H7
+3 pre-drilled for
9 84 18 114 66 74�2 18 62 66 74�2
–0 ��65H7
Table H9 Number and diameter of holes drilled into top plate
246.708a/246.709b 246.803a/246.692c 246.708a/246.803a
��

��
Fig. H43 Drilling plan details

H5.3 Engine alignment tools
Section A–A Section B–B
Arrangement for pre-align Arrangement for final

ment with hydraulic jack alignment with wedge
246.685a
Fig. H44 Alignment with hydraulic jack and wedge
Position Description 5 cylinders 6 cylinders 7 cylinders 8 cylinders 9 cylinders

001 Hydraulic jack 6 8 8 12 12
002 Supporting wedge 14 16 18 22 24
003 Jacking screw M70x2 34 40 46 56 62
004 Sponge rubber ring 34 40 46 56 62
Table H10 Parts list for wedge, hydraulic jack and jacking screw
Execution with
jacking screw M70x2
Note: Provide thread protection (Pos. 004) to jacking

screws to allow easy removal after pouring of chocks,
Fig. H46 to Fig. H50.
246.686a
Fig. H45 Arrangement with jacking screw

H5.3.1 Position of engine alignment tools
Alignment using wedge and hydraulic jacks
246.214
Note: for cross section A–A and B–B see Fig. H44 Hydraulic jack
Alignment using jacking screws
246.220
Note: for cross section C–C see Fig. H45
Fig. H46 Position of engine alignment tools for 5RTA84T-D

246.214
246.220

246.214
246.220

246.685a
246.686a

246.685a
246.686a Note: for cross section C–C see Fig. H45

H6 Engine coupling
Figure H51 gives a dimensioned cross-section of To tighten the coupling bolts it is important to work
the engine coupling showing the arrangement of methodically, taking up the threads on opposite
the fitted bolts, details of the nuts, and table H11 bolts to hand tight followed by sequential torque
gives the quantity. tightening. Mark each bolt head in turn, 1, 2, 3, etc.,
and tighten opposite nuts in turn to an angle of 55°
H6.1 Fitting coupling bolts making sure the bolt head is securely held and un
able to rotate with the nut. Castellated nuts are to
Drilling and reaming of the engine and shaft coup be locked according to the requirements of class
lings is to be carried out using a computer numeri with either locking wire or split pins. Use feeler
cally controlled drilling machine or accurately gauges during the tightening process to ensure the
centred jig and great care is to be taken in matching coupling faces are properly mated with no
and machining mating flanges together. Fitted bolt clearance.
hole tolerances are to be H7 and fitted bolts are to
be available for inserting in the holes on comple
tion of reaming. Each fitted bolt is to be stamped
with its position in the coupling with the same mark
stamped adjacent to the hole.
In the event of pitch circle error leading to misalign

ment of bolt holes it is important to remedy the situ
ation by joint cylindrical reaming an oversize hole
and fitting an individually machined fitted bolt.
Fitted bolts are to locate with a slight interference
fit but not requiring heavy hammer blows. If there
is any doubt that a fitted bolt is too slack or too tight
refer to the classification society surveyor and a
representative of the engine builder.

Coupling bolts have to be

mounted from the aft side.
Intermediate shaft
Intermediate shaft Engine flange
270.801c
Dimension A = flange thickness of intermediate shaft
Fig. H51 Engine coupling fitted bolt arrangement
Number of cylinders 5
6
7
8
9
Number of fitted bolts 16

18
18
18
22
Note: The number of fitted bolts shown above is the minimum number recommended by Wärtsilä Switzerland Ltd.
Table H11 Quantity of engine coupling fitted bolts

Recommended design of bolts and nuts for crankshaft coupling
��
270.801c
Fig. H52 Detail of coupling bolt and nut

246.273a
Fig. H53 Engine coupling and flywheel casing.

H7 Engine earthing
H7.1 Introduction
Electric current flows when a potential difference On vessels with star-wound alternators the neutral
exists between two materials. The creation of a po is considered to be earth and electrical devices are
tential difference is associated with ‘thermoelec protected by automatic fuses. Ensure instrument
tric’ by the application of heat, ‘tribo-electric’ be wiring meets the building and classification society
tween interactive surfaces, ‘electrochemical’ when specifications and is shielded and isolated to pre
an electrolytic solution exists and ‘electromagnetic vent induced signal errors and short circuits. In cer
induction’ when a conducting material passes tain cases large items of machinery are isolated
through a magnetic field. Tracking or leakage cur from their foundations and couplings are isolated
rents are created in machinery by any of the above to prevent current flow, e.g., when electric motors
means and if they are not adequately directed to are connected to a common gear box.
earth, can result in component failures, in some
case fires and interference with control and moni Retrospective fitting of earthing devices is not un
toring instrumentation. common but due consideration is to be given at the
design stage to adequate shielding of control
H7.2 Preventive action equipment and earthing protection where tracking
and leakage currents are expected. Magnetic in
Earthing brushes in contact with slip-rings and the duction and polarisation are to be avoided and de
chassis bonded by braided copper wire are com gaussing equipment incorporated if there is likely
mon forms of protecting electric machines. Where to be a problem.
operating loads and voltages are comparatively
low then the supply is isolated from the machine by
an ‘isolating transformer’, often the case with hand
held power tools. The build specification dictates
the earthing procedure to be followed and the
classification society is to approve the final
installation.

H7.3 Earthing slip-rings
H7.3.1 Main shaft earthing system

Figures H54 and H55 show a typical shaft earthing Wärtsilä recommend installing a shaft earthing de
system. The slip-ring (1) is supplied as matched vice on the intermediate shafting as illustrated in
halves to suit the shaft and secured by two tension figure H55.
bands (2) using clamps (12). The slip-ring mating
faces are finished flush and butt jointed with solder.
The brushes (4) are housed in the twin holder (3)
clamped to a stainless steel spindle (6) and there
is a monitoring brush (11) in a single holder (10)
clamped to an insulated spindle (9). Both spindles
are attached to the mounting bracket (8). The elec
tric cables are connected as shown in figure H56
with the optional voltmeter. This instrument is at
the discretion of the owner but it is useful to ob
serve that the potential to earth does not rise above
100 mV.
Differing combinations of conducting material are

available for the construction of the slip-rings how
ever, alloys with a high silver content are found to
be efficient and hard wearing.
F10.4354
Fig. H54 Shaft earthing arrangement
F10.4355
Fig. H55 Shaft earthing slip-ring arrangement

F10.4356
Fig. H56 Shaft earthing with condition monitoring facility

H8 Engine stays
H8.1 Introduction H8.2 Stays arrangement
Ship vibrations and engine rocking caused by the H8.2.1 Installation of lateral stays – hy
engine behaviour (as described in chapter D ‘En draulic and friction types
gine dynamics’) are reduced by fitting longitudinal
and lateral stays. The five-cylinder engines are li Lateral stays are either of the hydraulic or friction
able to strong crankshaft axial vibrations through type. Hydraulic lateral stays are installed, two by
out the full load speed range, leading to excessive two, on the engine exhaust and fuel pump side.
axial and longitudinal vibration at the engine top. When using lateral friction stays, two stays are in
Lateral components of forces acting on the cross stalled on the engine exhaust side.
heads result in pulsating lateral forces and side to
side or lateral rocking of the engine. This lateral Table D3 ‘Countermeasures for lateral and longi
rocking may be transmitted through the engine- tudinal rocking’ indicates in which cases the in
room bottom structure to excite localized vibration stallation of lateral stays are to be considered.
or hull resonance.
Fitting stays between the engine and the hull re

duces the engine vibrations and the vibration
transmission to the ship’s structure.

Free end
Driving end
�� Notes:

��
��
��
��
with external
bladder accumulator
with integrated
bladder accumulator
Engine side Ship side
361.123
Fig. H57 Lateral stay details – hydraulic type

Drawing available on request.
Fig. H58 Lateral stay details – friction type

H9 Fire protection
H9.1 Introduction Steam as an alternative fire extinguishing medium
is permissible for the scavenge air spaces of the
In areas such as under-piston spaces and crank piston underside but may cause corrosion if
case, fire may develop. The engine is fitted with a countermeasures are not taken immediately after
piping system which leads the fire extinguishing its use.
agent into the mentioned areas. In section F5 “En
gine pipe connections” the relevant connection These countermeasures comprise:
(35) is indicated.
• Opening scavenge spaces and removing oil
The final arrangement of the fire extinguishing sys and carbon deposits.
tem is to be submitted for approval to the relevant • Drying all unpainted surfaces and applying
classification society, where such protection is re rust protection (i.e. lubricating oil).
quired.
Note:
H9.2 Extinguishing agents
Steam is not suitable for crankcase fire extin
Various extinguishing agents can be considered guishing as it may result in damage to vital
for fire fighting purposes. Their selection is made parts such as the crankshaft. If steam is used
either by shipbuilder or shipowner in compliance for the scavenge spaces at piston underside, a
with the rules of the classification society involved. water trap is recommended to be installed at
Table H12 gives the recommended quantity of each entry to the engine and assurance ob
45 kg bottles of CO2 for each engine. tained that steam shut-off valves are tight
when not in use.
Extinguishing Piston underside at bottom Bottle Recommended total number of

medium dead centre including common fire extinguishing bottles
section of cylinder jacket
Number of cylinders
Volume Mass Size

5 6 7 8 9
[m3/cyl.] [kg/cyl.] [kg]
Carbon-
11 40 45 3 4 5 5 6
dioxide
Table H12 Recommended quantities of fire extinguishing medium


I. Engine emissions
I1 Exhaust gas emissions bsNO x

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

for ships
In 1973 an agreement on the International Con 5

vention for the Prevention of Pollution from ships
was reached. It was modified in 1978 and is now
known as MARPOL 73/78. Annex VI to Marpol 0
73/78 contains regulations limiting the allowed air 0 100 200 300 400 500 600 700 800 900 1000
Engine speed [rpm]
pollution produced by ships. In this annex, regula F10.3278
tions have been introduced to reduce or prohibit Fig. I1 Speed dependent maximum average NOx
certain types of emissions from ships. One of these emissions by engines
regulations prescribes the maximum allowable
emissions of nitrogen oxides (NOx) by engines in I1.1.4 Date of application of Annex VI
stalled on ships. This regulation is the only one
being of direct concern for propulsion engine During the Conference of Parties to MARPOL
design. 73/78 in September 1997 the Annex VI was
adopted and its ratification criteria have been met
I1.1.3 Regulation regarding NOx by May 18, 2004; thus defining its entry into force
emissions of diesel engines date as May 19, 2005.
Irrespective of this actual date of entry into force,
The following speed-dependent curve in figure I1 the regulations on NOx emissions are applicable
shows the maximum allowable average emissions (with exceptions stated in the regulations) to all en
when running with marine diesel oil (MDO). gines with a power output of more than 130 kW
The emission value for an engine is calculated ac which are installed on ships constructed on or after
cording to the Technical Code which is part of An 1st January 2000. The date of construction is the
nex VI and is almost identical with ISO 8178. As date of keel laying of the ship. Engines in older
this is an average value it does not imply that the ships do not need to be certified unless they are
engine emits nitrogen oxides (NOx) below the subjected to major modifications which would sig
given limit over the whole load range. nificantly alter their NOx emission characteristics.
Wärtsilä Switzerland Ltd I–1 25.85.07.40 – Issue VIII.06 – Rev. 0

I. Engine emissions
I1.1.5 Procedure for certification

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

95 RTA84T-D Low NOx
limit usually has to be proven by emission tuning
measurements during the shop trial. If it can be 90
shown that the subject engine has exactly the
same design as an already certified engine, a so- 85
called parent engine, no testing is required. The
R3
certification will be surveyed by the administrations 80
Extended
or delegated organisation. measures
75
I1.2 Measures for compliance with the
IMO regulation 70
R4 R2
The rating field of the Wärtsilä RTA84T-D is di Engine speed

65
vided into two areas as shown in figure I2 and com [% R1]
70 75 80 85 90 95 100
prises the following measures:
Fig. I2 Wärtsilä RTA84T-D: compliance with IMO
I1.2.1 Low NOx Tuning regulations
In the upper part of the rating field the IMO regula

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

NOx regulation requires the application of ex
tended measures. For further information please
do not hesitate to contact one of our offices.
Note:
Further engine developments and field experience will aim at
reducing the area of extended measures.
25.85.07.40 – Issue VIII.06 – Rev. 0 I–2 Wärtsilä Switzerland Ltd

I. Engine emissions
I2 Engine noise
It is very important to protect the ship’s crew/pass and gas inlet of turbocharger) should be equipped
engers from the effects of machinery space noise. with the standard insulation, and the turbocharger
Therefore the scavenge air ducts and the exhaust with the standard intake silencer.
duct system (both expansion joints of gas outlet
I2.1 Engine surface sound pressure level
Figure I3 shows the average air borne noise level, measured noise level will normally be about 3–5
measured at 1m distance and at nominal MCR. dB(A) higher than the average noise level of the
Near to the turbocharger (air intake) the maximum engine.
Overall average
Lp [dB] LpA in dB(A)
130
130
120
120
110
110
9RTA84T-D
100
100 5RTA84T-D
90
9RTA84T-D
80
5RTA84T-D
80
70
70
60
20 30 40 50 NR60
50
31.5 63 125 250 500 1k 2k 4k 8k
Octave band centre frequency in [Hz]
Average values Lp in dB in comparison with ISO’s NR-curves and

F10.5280 overall average values LpA in dB(A), at nominal MCR under free field conditions.
Fig. I3 Engine sound pressure level at 1 m distance

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

The sound pressure level from the engine exhaust Depending on the actual noise level allowed on the
gas system without boiler and silencer – given in bridge wing – which is normally maximum 60–70
figure I4 – is related to: dB(A) – a simple flow silencer of the absorption
• a distance of of one metre from the edge of the type may be necessary and placed after the ex-
exhaust gas pipe opening (uptake) haust gas boiler.
• an angle of 30° to the gas flow direction The silencer is dimensioned for a gas velocity of
• nominal MCR approximately 35 m/s with a pressure loss of ap
prox. 2 mbar at specified MCR.
Each doubling of the distances reduces the noise
level for about 6dB.
Overall average
Lp [dB] LpA in dB(A)
140
130
130
120
120
9RTA84T-D
5RTA84T-D
110
110
100
100
90
9RTA84T-D
80
5RTA84T-D
80
70
70
60
20 30 40 50 NR60
50
31.5 63 125 250 500 1k 2k 4k 8k
Average values Lp in dB in comparison with ISO’s NR-curves and overall average values LpA
in dB(A), at nominal MCR; at 1m distance from the edge of the exhaust gas pipe opening at an
angle of 30° to the gas flow. Exhaust gas system without boiler and silencer.
Fig. I4 Engine exhaust gas sound pressure level at funnel top

I. Engine emissions
I2.3 Engine structure borne noise

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

100
90
80
70
60
50
9RTA84T-D
5RTA84T-D
40
30
31.5 63 125 250 500 1k 2k 4k 8k

16k
Structure borne noise level Lv in dB at nominal MCR.
Fig. I5 Structure borne noise level at engine feet vertical

I. Engine emissions

J. Tools
J1 Introduction Chapter J is organised as follows:
This chapter illustrates tools available for the run – Standard tools (J2)
ning and maintenance of the main engine. It ident Tools and devices required for routine main
ifies their individual masses and dimensions to as tenance operations on the engine.
sist in the design and layout of the engine-room
workshop and tool storage facilities. – Recommended special tools (J3)
Additional tools recommended by Wärtsilä
The tools may not be part of the engine supply but Switzerland Ltd, which will allow certain main
they may be purchased separately and certain tenance operations to be carried out more effi
items may be removed or added depending on the ciently than with the use of standard tools.
requirements of the shipyard or operator. There
fore, we recommend a check is made of the extent – Special tools, available on loan (J4)
of delivery before starting the detail design of work Initially loaned for transportation and erection
shop and storage spaces. of the engine. They are returned to the engine
manufacturer after completion of engine erec
Please also note that the tools may differ from the tion.
illustrations in this book depending on the source
of supply. – Storage proposal (J5)
Examples of tool panel arrangements and
convenient locations for mounting the panels
adjacent to the engine.
Wärtsilä Switzerland Ltd J–1 25.85.07.40 – Issue VIII.06 – Rev. 0

J. Tools
J2 Standard tools
12 x Open-end ring spanners
Code No.: – Mass: –

Location: 1
Purpose: –
Size: 2 of each across flats (AF): 36, 41, 46, 50,

93.7461
55, 60
7x Open-end spanners

Location: 1
Purpose: –
93.7462
Size: each across flats (AF): 65, 70, 75, 80,
85, 95, 110
2x Open-end impact spanners

Location: 1
Purpose: –
Size: AF 145, 195

93.7463
18 x Impact ring spanners

Location: 1
Purpose: –
93.7464
Size: AF 27, 30, 32, 36, 41, 46, 50, 55, 60, 65,
70, 75, 80, 85, 95, 110, 145, 155
5x Allen wrenches

Location: –
Purpose: –
93.7465
Size: AF 17, 19, 22, 24, 27
25.85.07.40 – Issue VIII.06 – Rev. 0 J–2 Wärtsilä Switzerland Ltd

J. Tools
3x Right angle screwdrivers

Location: –
Purpose: –
Size: 1 of each size: b = 10 mm
b = 12 mm
b = 25 mm
b 93.7466
12 x Rods
Location: 1
Purpose: for pre-tensioning jacks
Size: 3 of each diameter Ø 8 mm
Ø 10 mm
Ø 14.5 mm
000.379/93
Ø 20 mm
6x Eye bolts
Location: 1
Purpose: –
Size: M16 x 145
000.378/93
11 x Hexagon plug spanners

Location: –
Purpose: –
Size: AF 11, 12, 14, 17, 19, 27, 32, 36, 41, 50, 60
000.377/93

J. Tools
3x Snap ring tongs

Location: 1
Purpose: –
Size: 1 of each type C8
C19
000.376/93
C40
3x Snap ring tongs

Location: 1
Purpose: –
Size: 1 of each type A10
A19
A40 000.375/93
62 x Eye bolts
Location: –
Purpose: –
Size: 8 of each size: M10, M12, M16, M20, M24,
M30, M36
4 of each size: M48
2 of each size: M56 000.374/93
4x Eye nuts
Code No.: – Mass: 13.3 kg
Location: –
Purpose: –
Size: M42
10 x Grip screws
Location: 1
Purpose: – 000.372/93
Size: 2 of each size: M4x150, M5x150, M6x150,

M8x150, M10x150

J. Tools
8x Pullers
Location: 1
Purpose: for taper and cylindrical dowels and pins
Size: 1 of each size: M4, M5, M6, M8, M10,
M12, M16, M20
000.371/93
1x High pressure grease gun

Location: –
Purpose: for lubricating grease nipples on fuel injection pump
regulating linkage
Size: –
000.370/93
2x Torque wrenches 3/8”, 1/2”

93.7477
Location: –
with extension piece and
socket spanner 3/8” AF10
96.7614
1x Tool box
Location: –
(with an universal set of hex head drivers)
supplied upon costumer’s specific order

000.368/93
Size: 1/ ”
1x Universal set of hexagon head drivers 1/2”

Location: –
Size: each across flats (AF): 4, 5, 6, 8, 10, 12, 14, 17, 19

000.367/93

J. Tools
b d c f g
1x Testing device
Location: –
Purpose: for pneumatic elements
Parts: a) Air pump
b) Pressure gauge 0–4 bar
c) Pressure gauge 0–6 bar
d) Pressure gauge 0–16 bar
e) HP hose
f) Setting tool
g) Measuring connection M12x1
h) Measuring connection M14x1
h a e 002.552/98
2x Torque wrenches
with open end spanner inserts AF 36, 50, 60
Ranges of adjustments: 140–620 Nm 005.657/99
500–1300 Nm
1x Inside micrometer
Code No.: 94101 Mass: –
Location: A
000.366/93
Purpose: (with case)
Size: Measuring range 50–1010 mm
3x Extension
Code No.: 94101a Mass: –
Location: A
000.365/93
Purpose: –
Size: Length 480 mm
1x Assembly template
004.768/00
Location: –
Purpose: for positioning dowel pins in main bearing shells X
Size: X = 260 mm

J. Tools
1 x Lifting tool
008.541/01
Location: –
Purpose: for removal and fitting of main bearing shells
Size: X = 260 mm
X
2 x Roller supports
Location: –
Purpose: for removal of the main bearing
Size: X = 114 mm
screws M30x45 011.113/03

X
1 x Turning out device

Location: –
Purpose: for removal and fitting of main bearing shells
Size: X = 320 mm
011.114/03
1 x Lifting yoke
Location: 8
Purpose: for removal and fitting of the
main bearing shell
Size: X = 320 mm
005.934/00

J. Tools
12 x Wire ropes (with shackle)

Code No.: 94120... Mass: –
Location: 8
main bearing cover and shell
2 x 94120b X = 300 mm (∅ 9 mm)
1 x 94120c X = 1200 mm (∅ 9 mm)
1 x 94120d X = 1500 mm
1 x 94120e X = 1800 mm
1 x 94120f X = 2000 mm 005.932/00
1 x 94120g X = 2300 mm
1 x 94120h X = 2500 mm
1 x 94120i X = 2800 mm
1 x 94120k X = 3000 mm
1 x 94120l X = 3500 mm
1 x 94120m X = 4000 mm
1x Wire rope (with shackle)

Code No.: 94120q Mass: –
008.551/01
Location: 8
Purpose: for removal and fitting of the X
main bearing cover and shell
Size: X = 1000 mm, (∅ 9 mm)
1 x Feeler gauge
Location: A
Purpose: –
000.361/93
Size: –
1x Special feeler gauge

Location: A
Purpose: for main bearing 000.395/93
Size: X = 625 mm
X
1x Depth gauge
Location: –
Purpose: – 002.668/98
Size: measuring range 250 mm

J. Tools
1 x Depth gauge
Location: –
000.394/93
Purpose: –
Size: measuring range 700 mm
1 x Support
Code No.: 94141 Mass: 264 kg
Location: Floor
Purpose: for the removal of the main bearing shells
Size: X = 1300 mm
008.133/96
2x Working platforms
Location: –
Purpose: (consisting of three grids each)
Size: X = 1030 mm
000.392/93
3x Working supports
Location: –
Purpose: –
X
Size: X = 920–1170 mm
009.323/01

J. Tools
1x Pre-tensioning jack
Code No.: 94145 Mass: 13.7 kg
Location: B
Purpose: for foundation bolts
including a metal box
Size: X = 170 mm
008.132/96
1x Turning-out device
Location: 8
Purpose: for the removal of thrust bearing pads
for engines with 5–7 cylinders
and with 1-part gear wheel)
Size: X = 268 mm
96.7521
Code No.: 94155a Mass: 15.8 kg
Location: 8
and with 2-part gear wheel) 96.7676
Size: X = 268 mm
Code No.: 94155b Mass: –
Location: 8
Size: X = 331 mm
001.581/97

J. Tools
2x Pre-tensioning jacks
Location: B
Purpose: for tie rods, (including metal box)
Size: X = 440 mm
010.400/02
1x Device
Code No.: 94201 Mass: appr. 203 kg
Location: –
Purpose: for fitting and transporting a cylinder liner
Consisting of:
1x Lifting gear
X
Code No.: 94202
Size: X = 350 mm 012.699/05
Distance plates 94202d

2x
Code No.: 94202d 94202
with 8 screws M12x50 and nuts 94206
2x Suspension straps
Code No.: 94206 X
with 2 scrwes each

Size: X = 225 mm 003.972/96
94207
2 x Special screws M42
Code No.: 94207
for scrwing the straps 94206 to the cylinder liner
Location: –

antipolishing ring
Size: x = 101 mm
005.928/00

J. Tools
1x Lifting hook
Location: – X
antipolishing ring
Size: x = 1000 mm
012.242/04
1x Hydraulic tensioning device b

Location: B
Purpose: for tensioning the cylinder cover studs
Size: –
a pre-tensioning jacks
b high-pressure hoses, 900 mm long
c suspension device
d piston reset devices
a 001.431/97
1x Cylinder pressure measuring tool (indicator)

X
Location: –
Size: X = 165 mm
including a wooden box
012.243/04

J. Tools
1 x Ladder
Location: –
Purpose: to be used when measuring cylinder bore
(access to the cylinder)
Size: X = 3600 mm
000.420/93
1x Measuring gauge
X
Location: –
Purpose: for measuring cylinder liner bore
(accessory for inside micrometer,
000.419/93
tool No 94101)
Size: X = 3636 mm
1x Feeler gauge
Location: A 000.418/93
Purpose: for checking bearing clearances
Size: 10 leafs, each 600 mm in length
Code No.: 94252 Mass: approx. 100 kg
Location: B
Purpose: for exhaust valve cage
Size: X = 325 mm
009.339/02

J. Tools
1x Thrust pin
Location: –
Purpose: for exhaust valve
Size: X = 579 mm
93.7501
1x Valve seat fitting and extracting device

Location: –
Purpose: –
Size: X = 745 mm
X
000.415/93
1x Valve protector
Location: W
Purpose: (only to be applied for transporting a
complete exhaust valve)
Size: X = 710 mm
X
000.414/93
2x Jack screws
Location: 2
Purpose: to guide bush for exhaust valve
000.413/93
Size: M16x180 mm

J. Tools
1x Suspension device
Location: W+4
Purpose: for cylinder cover and exhaust valve cage
Size: X = 980 mm
a X = 356 mm (2 special eye nuts)
b X = 100 mm (3 protection caps)
b
X
a a
003.971/96
1x Device
Location: 4
X
Purpose: for overhauling the injection valve seat

in the cylinder cover
Size: X = 484 mm
003.294/00
1x Protection cap
Location: –
X
Purpose: for injection valve

(1 piece each nozzle)
Size: X = 110 mm
001.092/97

J. Tools
1x Test bench
Location: W
Purpose: for setting and testing of:
– injection valves
– relief valves of cylinder covers
– relief valves of injection pumps
Size: X = 2030 mm
001.406/96
1x Valve seat grinding machine, complete

Location: W
Purpose: for the reconditioning of the exhaust valve seats
(with pneumatic drive)
004.010/96

J. Tools
1x Milling cutter
Code No.: 94278c Mass: –
Location: –
Purpose: for cleaning pilot receiving cone in the
valve guide bush
Size:
000.491/93
1x Gauge
Location: 2
X
Purpose: for checking wear and burn scar on the
exhaust valve seat
Size: X 210 mm
002.563/98
1x Rotation device
Code No.: 94290 Mass: approx. 781 kg
Location: W
Purpose: for valve cage (to be used on fitting, dismantling
and grinding operations)
Size: X = 1950 mm
001.091/97
X

J. Tools
1x Gauge
Location: 2
Purpose: for checking wear on disc of the
exhaust valve spindle
Size: X = 262 mm
004.772/98
1x Crank web deflection checking set

Location: A
000.412/93
Purpose: –
Size: X = 364 mm (wooden box)

X
X
Location: B
Purpose: for tensioning connecting rod studs
to bottom end bearing
Size: X = 270 mm
Location: B
Purpose: for tensioning studs to connecting rod
top end bearing
Size: X = 230 mm 010.400/02
4x Retaining pins
X
Location: 9
Purpose: to prop up crosshead guide shoes when
removing or fitting a connecting rod or a crosshead
000.409/93
Size: X = 125 mm

J. Tools
1x Cover and lifting plate

Location: –
Purpose: to the crosshead
Size: X = 485 mm
000.408/93
1x Lifting device
Location: –
Purpose: to the piston for the removal of the
top end bearing cover
Consisting of:
X
X
Size: X = 240 mm
2xx Wire rro

opes wwiith h
ho
ooks
Code NoNo.: 94333b Mass: –
Size: X = 1856 mm
2x Eyebolts M30
002.703/98

J. Tools
1x Piston ring expander

Location: 5
Purpose: –
Size: X = 324 mm
003.522/00
1x Suspension device
Location: W
Purpose: for piston
Size: X = 467 mm
000.406/93
1x Insertion funnel
Code No.: 94342a Mass: 81 kg
Location: 4
Purpose: for fitting the pistons
(for cylinder liner with antipolishing ring)
Size: X = 945 mm
2 Holders
2 screws M16x35
2 screws M42x60
X 001.866/99
2x Distance holders
Location: 4
X
Purpose: for removal and fitting of piston rod gland and piston
Size: X = 600 mm
001.407/96

J. Tools
1x Clamp ring
X
Location: 5
Size: X = 75 mm
000.402/93
1x Gauge
X
Location: 5
Purpose: for fitting scraper rings
Size: X = 386 mm
012.158/04
1x Cover plate X
Code No.: 94345d Mass: 72.4 kg
Location: –
Purpose: for covering bore of piston rod gland in cyl. block
(when piston and gland are removed)
Size: X = 762 mm 000.400/93
2x Assembly tools
Code No.: 94345e Mass: –
X
Location: –
Purpose: for tensioning springs to piston rod gland
Size: X = 160 mm
004.284/98
X
4x Distance pieces
Code No.: 94345f Mass: –
Location: –
Purpose: for fitting rings to upper gland group
005.655/99
Size: X = 405 mm
2 pieces each 11 mm and 19 mm

J. Tools
1x Propping device
Location: 7
Purpose: for changing the compression shims
Size: X = 540 mm
consisting of 2 segments
93.7518
1x Threading tap M24

Location: 5
Purpose: for cleaning carbon deposits in threaded holes
of the piston crown
000.398/93
1x Device
Location: UP
Purpose: for supporting piston and removal of
piston rod gland
Size: X = 1210 mm
001.090/97

J. Tools
2x Jacking screws
Location: 5
Purpose: for separating piston crown from piston skirt
7056–03/F101198
Size: X = M20 X
2x Jacking screws
Location: 5
Purpose: for separating piston skirt from piston rod
Size: X = M24 7056–03/F101198
X
1x Template
Location: 5
Purpose: for shape of top of piston crown
Size: X = 892 mm
001.423/97
1x Template
X
Location: 5
Purpose: for shape of top of piston crown
(for use with piston in situ)

001.422/97
Size: X = 986 mm
2x Adjusting devices
Location: 5
X
Purpose: for alignment of intermediate wheel

to camshaft drive
Size: X = 250 mm
000.453/93

J. Tools
1x Tightening device
Location: –
Purpose: for 2-part gear wheel on crankshaft 94412a
(supplied only for engine equipped with
2-part gear wheel on crankshaft)
Size: X = 140 mm
Consisting of:
1x Clamping fork
Code No.: 94412a
94412d 94412e
2x Impact ring spanners (AF 75)
Code No.: 94412b
1x Forked piece 94412c 94412b
Code No.: 94412c
1x Hydraulic ram 44.8 kN (Enerpac RC-57)
Code No.: 94412d
1x Holding wrench (AF 75)
003.987/96
Code No.: 94412e
1x Clamping screw
Location: 6
Purpose: for reversing servo motor
X
Size: X = 80 mm
93.7531
1x Removing device X
Location: –
Purpose: for gear wheel on camshaft
(for 5–7 cylinder engines)
Size: X = 1280 mm
001.089/97
2x Washers
Code No.: 94421a
Purpose: for alignment of gear wheel on camshaft
Size: X = 60 mm 001.088/97
2x Side guides
Code No.: 94421b
Purpose: for removal of gear wheel on camshaft
Size: X = 700 mm
001.088/97

J. Tools
1x Rod
Code No.: 94421c
Size: X = 314 mm
with two locking features 001.089/97
1 x Side guide
Code No.: 94421d
Purpose: for removal of gear wheel on camshaft
(8–9 cylinder engines)

005.975/00
Size: X = 1280 mm
X
1 x Removing device
Code No.: 94421e
Purpose: for gear wheel on camshaft
Size: X = 2320 mm
009.346/02
2x Holding straps
X
Location: –
Purpose: for locking camshaft section
Size: X = 830 mm
000.442/93
2x Supports
Location: –
Purpose: for fitting and removing a camshaft section
Size: X = 980 mm
(including 2 special nuts)
000.441/93

J. Tools
1x Hydraulic jacking tool

Location: –
Purpose: for mounting all hydr. locking elements on the camshaft
Size: X = 546 mm
including metal box and
6 screws M20x180
4 screws M24x180
8 screws M30x180
10 washers 000.438/93
1x Intermediate ring
Location: –
Purpose: to the hydr jacking tool 94424
Size: X = 488 mm
000.437/93
1x Connecting branch
Location: –
Purpose: for removing and fitting of actuator cam

G�”
Size: X = 108 mm
M16x1.5
006.359/00
X
Location: –
Purpose: for removing and fitting of fuel cam and flange coupling
Size: X = 210 mm
M16x1.5 G�”
006.358/00

J. Tools
X
Location: –
Purpose: for setting fuel & accumulator cams,
for tensioning and loosening of jack bolts
on main bearing
001.080/97
Size: X = 198 mm
M22x1.5 G�”
1x Connecting disc
Location: –
X
Purpose: for positioning the hydr. jacking tool 94424 on the
camshaft when mounting a flange coupling
Size: X = 310 mm
93.7541
1x Device
Location: 6
Purpose: to drive out an actuator pump
Size: X = 224 mm 000.455/93
1x Suspension strap
Location: 6
Purpose: for actuator cam and fuel cam
Size: X = 60 mm
93.7543

J. Tools
1x Cam setting template

X
Location: 6
Purpose: for setting the cams
Size: X = 520 mm
000.432/93
Location: –
Purpose: for tensioning studs of bearing housing of
camshaft driving wheel
Size: X = 160 mm
including metal box
001.079/97
3x Special spanners
Location: – 93.7462
Purpose: for setting suction and spill valves
in the injection pump X
Size: X = 250 mm, AF = 27 mm
1x Special spanner
Location: –
Purpose: to the relief valve
in the injection pump
Size: X = 350 mm, AF = 80 mm X 93.7617
2x Special spanners
Location: –
Purpose: for setting suction and spill valves 93.7462
in the injection pump X
Size: X = 205 mm, AF = 22 mm

J. Tools
1x Device
Location: A
Purpose: for measuring the plunger stroke
Size: X = 594 mm
X
2x Device
Location: A
X
Purpose: for measuring the valve stroke
Size: X = 356 mm
96.7540
3x Spacers
X
Location: A
Purpose: to the push rod of suction valve in the injection pump
(fuel charge reduction)

93.7610
Size: X = 28 mm
X
1x Blocking device
Location: 6
Purpose: for mounting and transport of
eccentric shafts
(1 unit each per injection pump block)
Size: X = 605 mm
003.957/96
1x Withdrawing device
Location: – 96.7542
Purpose: for spill, suction and delivery valve seats
Size: X = 234 mm
X

J. Tools
1x Lapping pin
Location: W
Purpose: for lapping seal surface on injection pump block
Size: X = Ø 70 mm
1x Lapping pin
Location: W X
Purpose: for lapping seal surface on valve covers
of injection pump block 96.7694
X
Size: X = Ø 70 mm
1x Socket wrench insert

Location: –
X
Purpose: for tightening and loosening the pressure bush
of the injection pump
Size: X = 108 mm, AF 108 mm
98.7699
1x Blocking device
Location: –
Purpose: to VEC shaft for fitting and transport
3–5 units, depending on number of cylinders
Size: X = 80 mm 000.971/94
1x Blocking device
Location: –
Purpose: to VEC shaft for fitting and transport
Size: X = 100 mm
000.430/93

J. Tools
1x dismantling and assembling tool

Location: 6
Purpose: to spherical bearing of regulating linkage 000.429/93
Size: X = 112 mm
X
1x Carrier X
Purpose: for removal of auxiliary blower
(8-cylinder engines)
Size: X = 3665 mm
1x Carrier X
Purpose: for removal of auxiliary blower 011.187/03
(8–9-cylinder engines) 011.188/03
Size: X = 1451 mm
1x Trolley
X
1x Carrier
Purpose: for removal of auxiliary blower 011.189/03
(8–9-cylinder engines)
Size: X = 1420 mm 94651b
2x Centring studs
Location: –
Purpose: for removing and fitting flange motor on X
the auxiliary blower
000.427/93
Size: X = 465 mm
Covers for turbochargers

in case of turbocharger breakdown
2x Covers
Purpose: to gas inlet housing and exhaust manifold
Size: X = 810 mm (TPL85)
X = 840 mm (MET83)
1x Cover
Purpose: to air connection
Size: X = 750 mm (TPL85) 000.487/93
X = 735 mm (MET83)
X

J. Tools
1x Lifting device
Location: – 008.363/01
Purpose: for removal and lifting of scavenge air cooler
X
Size: X = 1670
1 x Roller plate
Code No.: 94662
Purpose: for removal and fitting of water separator
Size: X = 1825 mm
including: 4 screws M20x180
4 screws M16x110
4 screws M20x110
008.364/01
1x Distance holder
Location: –
Size: X = 355 mm
008.365/01
1x Carrier rail
Location: –
Purpose: for removal and fitting of cooler pre-stage 008.366/01
Size: X = 400 mm X
1x Carrier rail
Purpose: for removal and fitting of cooler
Size: X = 520 mm
including: 4 screws M20x45 008.367/01
X
1x Carrier rail
008.368/01
Size: X = 460 mm X

J. Tools
1x Roller support
Location: –
X
Purpose: for dismantling and assembling water separator,
cooler pre-stage, scavenge air cooler
Size: X = 1288 mm
008.369/01
1x Flange
Location: –
Purpose: for fitting of cooler pre-stage
Size: X = 160 mm
008.370/01
1x Flange
Location: –
Purpose: for removal of scavenge air cooler
Size: X = 550 mm 008.371/01
X
1x Flange
Location: –
Purpose: for removal of water separator
Size: X = 364 mm
008.372/01

J. Tools
8x Shackles
Location: –
Purpose: for removal and fitting of water separator,
cooler pre-stage and scavenge air cooler
1x Shackle
Purpose: for removal and fitting of scavenge air cooler 008.374/01
1x Lifting device
Location: –
008.375/01
Size: X = 2100 mm X
including 4 screws M16x35 and washers
1x Pulley rope
Location: –
008.376/01
Purpose: for removal and fitting of water separator,
cooler pre-stage and scavenge air cooler X
Size: X = 685 mm
2x Lifting lugs
Location: –
Purpose: for removal and fitting expansion piece
to the exhaust valve cage
Size: X = 445 mm
000.471/93

J. Tools
1x Blank flange
Location: 7
Purpose: for blanking off the starting air pipe
during emergency operation
Size: X = 280 mm
004.017/96
1x SERTO connecting set

Location: –
Purpose: for plugging staring valve control pipe
during emergency operation
Size: X = 12 mm
96.7700
1x Milling/grinding device
Location: –
Purpose: for sealing surfaces on hydraulic pipe of
the exhaust valve drive
Size: X = ca. 250 mm
93.7607
1x Re-grinding device
Location: –
Purpose: for fuel pressure piping
for radius of 25 mm
1x Re-grinding device
Location: –
Purpose: for fuel pressure piping
for radius of 35 mm
93.7569

J. Tools
2x Special spanners
AF
Location: –
Purpose: for fitting the claw on the fuel pressure pipes
size: AF 27, AF 32
98.7000
Jacks and pumps for removal and fitting

94936
Code No.: Mass: –
Location: B 94935a
1 x HP oil pump
working pressure max. 2500 bar
1 x Pressure gauge
Code No.: 94932
94932a
∅ �100 mm, connecting branch G1/2” 94934a
working pressure 2500 bar
1 x Pressure gauge
Code No.: 94932a
∅ �100 mm, connecting branch G1/2”
working pressure 1600 bar
001.547/97
1 x Hydraulic distributor
Code No.: 94934a 94942 94935
3x HP hoses
Code No.: 94935
length about 1800 mm
2x HP hoses
Code No.: 94935a
length about 1800 mm
1x Hydraulic jack (500 kN)

Code No.: 94936 Mass: 23 kg 001.547/97
1x Hydraulic unit 94931 94932

J. Tools
J3 Recommended special tools
X
2x Supporting beams
Location: –
Purpose: for removing a cylinder liner
Size: X = 600 mm
001.083/97
1x Valve grinding device complete

Location: W
Purpose: –
Size: –
003.989/96

J. Tools
1x Grinding device
X
Location: W
Purpose: for removing a possibly built-up
wear ridge at top of cylinder liner running surface
Size: X = approx. 600 mm
000.463/93
1x Tool cabinet
Location: W
X
Purpose: –
Size: X = 1120 mm
000.500/93
1x Connecting flange
Location: –
X
Purpose: for pre-lubrication of crosshead and

bottom end bearing
Size: X = 155mm
000.462/93

J. Tools
1x Dismantling device
Location: –
Purpose: for removal of the piston rod gland
downwards
Size: X = 1180 mm
003.988/96
1x Pressure testing device
X
Location: –
Purpose: for piston
Size: X = 340 mm
004.134/98
1x Spur-geared chain block

Location: –
Purpose: for removing and fitting the electric motor to the
auxiliary blower
Size: carrying capacity 1000 kg
000.460/93

J. Tools
1x Cover for turbochargers

Purpose: in case of turbocharger breakdown
to air outlet casingf
Size: X = 750 mm (TPL85)
X = 705 mm (MET83)
000.487/93
1x Hand oil pump

SKF 226 400

J. Tools
J4 Special tools, on loan
1x Measuring apparatus
Code No.: 94105 Mass: appr. 172 kg
X
Location: –
Purpose: for the bedplate
consisting of:
4 supports, 4 weights with wire
1 measuring underlay
Size: X = 1680 mm
4x Thread protectors
M36
Location: –
X
Purpose: to upper threads of tie rods, when fitting
a cylinder jacket
004.063/96
Size: X = 185 mm
X
1x Thread protector
Location: –
Purpose: to lower thread of tie rod
Size: X = 173 mm 000.458/93
1x Fitting device
X
Location: –
Purpose: for insulation tubes
001.608/97

J. Tools
1x Extractor
X
Location: –
Purpose: for insulation tubes
001.608/97

J. Tools
J5 Storage proposal
J5.1 Introduction
The following proposals are a guide and intended

to assist the shipyard in deciding where and how
to locate the main-engine tools. The quantity and
actual layout of the tool panels may have to be
agreed between the shipyard and the ship owner
and their location depends on the design and lay
out of the engine room, however tool panels should
be easily accessible, located in clean, well venti
lated and dry areas with the tools protected against
rust. It is advisable to create tool inventories to en
able engine-room staff to keep a proper check of
the condition and location of the tools.
The extent of the supplies and services is deter

mined exclusively by the relevant supply contract.
The figure shown on the right is an artists impres

sion of a convenient solution to storing tool panels.
F10.5093
Fig. J1 Tool panel storage arrangement

J. Tools
J5.2 Tool panels
Tool 1 2 3 Hydraulic
cabinet Valve rotating device store
Nozzle test
A room B
Workshop space (W)
Upper platform (UP) 4
Lower
platform (LP) 5 6 7
Floor (F) 8 9
Panel 1 General tools

Panel 2 Valve seat grinding / control tools
Panel 3 Nozzle dismantling / overhaul
Panel 4 Cylinder liner / head dismantling
Panel 5 Piston dismantling / overhaul
Panel 6 Fuel pump / camshaft dismantling
Panel 7 Piston / various tools
Panel 8 Crankcase tools
Panel 9 Gear drive dismantling / control
A Tool cabinet
B Hydraulic tools and fittings
F10.5288
Fig. J2 Tool panel location

J. Tools
Panel 1
(typical)
Design number and arrangement of panels
for general tools in the workshop according to
shipbuilders / owners practice.
(Not available from Wärtsilä Switzerland Ltd)
F10.3389
Fig. J3 Tool panel 1: General tools

J. Tools
Panel 2
94259 94263
Outline
drawings
and code
numbers
of tools.
94279 94292
X
Y
X = 900 mm
Y = 450 mm
Z = 140 mm
F10.5095
Fig. J4 Tool panel 2: for valve seat grinding / control tools

J. Tools
Panel 3
94276 Spanners
Outline
drawings
and code
94274
numbers
of tools.
94274
X
Y
X = 900 mm
Y = 450 mm
Z = 240 mm
F10.5096
Fig. J5 Tool panel 3: for nozzle dismantling / overhaul

J. Tools
Panel 4
94345
Outline
drawings
and code
numbers
of tools.
94265
94342
94265
94811
94270
Z
X
Y
X = 1400 mm
Y = 1400 mm
Z = 400 mm
F10.5097
Fig. J6 Tool panel 4: for cylinder liner / head dismantling

J. Tools
Panel 5
94338 94363
94348
Outline
drawings
94364 and code
numbers
of tools.
94366 94410
94345a 94345b
94345c
94366a
Z
X
Y
X = 1000 mm
Y = 1000 mm
Z = 220 mm
F10.5108
Fig. J7 Tool panel 5: for piston dismantling / overhaul

J. Tools
Panel 7
94831 Outline
drawings
and code
numbers
of tools.
94347
Z
X
Y
X = 900 mm
Y = 900 mm
Z = 170 mm
F10.5100
Fig. J8 Tool panel 7: for piston / various tools

J. Tools
Panel 8
94155 94155a
Outline
drawings
and code
94118 numbers
94120 of tools.
94119
X Y
X = 900 mm
Y = 450 mm
Z = 200 mm
F10.5101
Fig. J9 Tool panel 8: Crankcase tools

J. Tools
Panel 9
94323
Outline
drawings
and code
numbers
of tools.
94325
X Y
X = 900 mm
Y = 450 mm
Z = 320 mm
F10.5102
Fig. J10 Tool panel 9: for gear drive dismantling / control

K. Spare parts
K1 Introduction
This chapter illustrates spare parts required for

running and maintenance of the main engine and
turbocharger. This enables the designer to calcu
late the total additional mass to be carried and the
illustrations are an aid to designing the storage
facilities. For details of the spare parts required for
the auxiliary and ancillary equipment refer to
manufacturer’s literature.
The spare parts may not be part of the engine sup

ply but they may be ordered separately and certain
items may be deleted or added depending on the
requirements of the shipyard or operator. There
fore we recommend that the extent of delivery is
determined before designing the storage facilities.
The spare parts are taken from the list of spare

parts. The recommendation by Wärtsilä Switzer
land is based on 20 000 hours of operation.
Wärtsilä Switzerland Ltd K–1 25.85.07.40 – Issue VIII.06 – Rev. 0

K. Spare parts
K2 Engine spare parts
Parts needed to comply with the classification societies requirement of class and enable routine mainten
ance and repair work to be carried out by the engine-room staff.
B 11365 B 11370
B 11340 B 11340
7056–03/F100714
Min. required by IACS

add. recommended by Mass Size
Code No. Description
WCH, indicated in [ ] [kg] [mm]
N = number of cylinders
B 11340 Main bearing shell lower half 1 297 1110 x 385
B 11365 Main bearing cover 1 760 805 x 1110 x 360
B 11370 Main bearing cover, at driving end only 1 768 805 x 1360 x 360
B 11320 Elastic stud for main bearing cover (B 11370) 2 –– ––
B 11321 Round nut for stud (B 11320) 2 –– ––
Fig. K1 Main bearing shell and cover
25.85.07.40 – Issue VIII.06 – Rev. 0 K–2 Wärtsilä Switzerland Ltd

K. Spare parts
B 11380

B 11380 Jack bolt complete, for main bearing (B 11365) 2 142 ––
Fig. K2 Jack bolt complete to main bearing

K. Spare parts
x = 356.5 mm
B 12241
and/or
B 12242
or
B 12243
and/or
B 12244
F10.4968

Thrust pads (set of 7) each pad
B 12241 1 set 156
for clockwise rotating engine 356.5 x 491 x 145
or
B 12242 Thrust pads (set of 7) each pad
1 set 156
for counter-clockwise rotating engine 356.5 x 491 x 145
Fig. K3 Thrust bearing pads

K. Spare parts
B 21242
010.677/03

Code No. add. recommended by Mass Size
Description
Cylinder liner, standard
B 21242 1 7093 ∅ 1290 x 3640
(without joint ring and O-rings)
B 21270 Joint ring and O-rings (set for 1 cylinder) 1 [1/3�N] set –– ––
B 21290 Insulation bandage, complete 1 –– ––
B 21300 Water guide jacket [1, for 30’000 hrs] 503 ∅ 1458 x 277
Fig. K4 Cylinder liner

K. Spare parts
B 21450 B 21451
or
b 21455
B 21360
B 21368
B 21390
F10.4972
B 21392

Code No. add. recommended by Mass Size
Description
B 21360 Lubricating quill with accumulator 16 6.65 each 129 x 281 x 100
B 21368 Diaphragm for accumulator 16 [16] –– ––
B 21390 Gasket for lubricating quill (2 per lubr. quill) 32 [32] –– ––
B 21392 O-ring 32 –– ––
B 21450
or Progressive block distributor [2] –– ––
B 21450
B 21451 Piston distributor for exhaust valve shaft [1] –– ––
Fig. K5 Lubrication quill with accumulator

K. Spare parts
B 27102
B 27155
F10.4974

B 27102 Cylinder cover, complete (without valves) 1 –– ––
∅ 1220 x 9
B 27155 2 O-rings [2�N] sets ––
∅ 1090 x 9
Fig. K6 Cylinder cover

K. Spare parts
B 21007 B 21008
F10.4976

B 21007 Elastic stud for cylinder cover 4 126 ––
B 21008 Nut for elastic stud 4 10.5 ––
Fig. K7 Elastic studs and nuts for cylinder cover

K. Spare parts
B 27242
B 27202
B 27205
F10.5111
Mass Size
[kg] [mm]
Fuel injection valve, complete, adjustable with
B 27205 24.4 535 x 176 x 124
a collar nut (3 per cyl.)
B 27202 Dowel pin for nozzle holder –– ––
B 27242 Nozzle body with needle (1 per valve) 0.8 ––
B 27244 Nozzle tip (atomizer) –– ––
Small parts
B 27250 –– ––
(1 compression ring, 1 tappet, 1 O-ring)
Fig. K8 Fuel injection valve

K. Spare parts
B 27280
F10.4980

B 27280 Starting air valve, complete 2 81 559 x 270 x 190
Small parts
B 27350 1 [2] sets –– ––
(4 piston rings, 8 O-rings, 1 joint ring)
Fig. K9 Starting air valve

K. Spare parts
B 27500
or
B 27650
B 27600
X = 1644 mm B 27516
F10.4982

Exhaust valve, complete (with valve drive)
B 27500 2 1750 ––
(Applies for GL)
or
Exhaust valve, complete (without valve drive)
B 27650 3 –– ––
(Does not apply for GL)
B 27516 Valve seat [1, for 30’000 hrs] –– ∅ 450 x 48
B 27600 Valve spindle with rotation wing [1, for 30’000 hrs] 181 ∅ 400 x 1644
Small parts to valve drive
B 27660 1 [2] sets –– ––
(joint rings, piston rings, tap washers, O-rings)
Small parts to exhaust valve
B 27670 (O-rings, joint ring, piston ring,washers, [1] set –– ––
distance ring, rod joint ring)
Fig. K10 Exhaust valve

K. Spare parts
B 27435
F10.4985

B 27435 Relief valve, complete 2 3 157 x 100 x 60
Small parts
B 27470 1 [1] set –– ––
(1 distance ring, 1 compression ring)
Small parts
B 27475 1 [1/2�N] sets –– ––
(1 O-ring, 1 joint ring)
Fig. K11 Relief valve

K. Spare parts
B 27450
B 27454
B 27451
F10.5044

B 27450 Indicator valve, complete 2 2.42 175 x 114 x 105
B 27451 Indicator valve (cock) [1/2�N] 0.71 127 x 106 x 80
B 27454 Joint ring [1/2�N] –– 27 x 21 x 1
Fig. K12 Indicator valve

K. Spare parts
B 33120
B 33005
B 33150
B 33001
B 33100 B 33003
B 33006
B 33090
7056–03/F101803
Mass Size
[kg] [mm]
B 33003 Elastic stud for top-end bearing 25.5 ∅ 78.5 x 875
B 33006 Nut for elastic stud 3.1 M76 x 6
B 33001 Elastic stud for bottom-end bearing 60 ∅ 100 x 1102
Round nut for elastic stud to
B 33005 5.8 M100 x 6
bottom-end bearing
Lower bearing half for bottom-end bearing,
B 33090 653 1350 x 705 x 240
white metal lined
B 33100 Shell for bottom-end bearing, upper half 82 346 x 1020 x 263
Bearing cover for top-end bearing, white metal
B 33120 624 1030 x 530 x 780
lined
B 33150 Bearing shell, lower half, for top-end bearing 130 826 x 775 x 206
Fig. K13 Connecting rod bearings

K. Spare parts
B 34000
B 34060
B 34425
B 34426
B 34090
X = ∅ 320 mm
F10.4996
Mass Size
[kg] [mm]
Piston, complete with head, skirt, piston rod,
B 34000 4142 ∅ 840 x 4645
studs and nuts (without piston rings)
B 34060 Piston head 1056 ∅ 840 x 420
B 34090 Piston skirt 199 ∅ 840 x 240
B 34260 O-rings, locking plates, tap washers –– ––
B 34425 Piston rings –– ––
and
B 34426 Piston rings –– ––
Fig. K14 Piston

K. Spare parts
B 36145
F10.4993

Articulated levers with bush and pin (complete)
B 36145 1 set 196 ––
without support and connection piece
Fig. K15 Piston cooling and crosshead lubricating linkage

K. Spare parts
BF 2310
F10.5112 X = ∅ 320 mm

B 23100
Piston-rod gland box, complete
or 1 322 ∅ 760 x 441
incl. casing in 2 parts (refer to code book)
B 23150
Scraper rings, O-rings and locking plates etc
–– [N] sets –– ––
(refer to code book)
Fig. K16 Gland box for piston rod

K. Spare parts
B 42120
B 42100
B 42100
B 42120 B 42110
F10.4998 B 42100

B 42100 Cam for injection pump [1] 171 730 x 640 x 142
Cam and bush for hydraulic actuator
B 42110 [1] 187 625 x 530 x 142
(pump on right hand side)
Cam and bush for hydraulic actuator
B 42120 [1] 187 625 x 530 x 142
(pump on left hand side)
Fig. K17 Camshaft components

K. Spare parts
F10.5000

B 51000 Spare parts for ABB DEGO-III according to manufacturer –– ––
B 51010 Spare parts for Kongsberg Marine DGS8800e according to manufacturer –– ––
B 51020 Spare parts for LM EGS2000 according to manufacturer –– ––
B 51025 Spare parts for SAM ESG40M according to manufacturer –– ––
B 51030 Spare parts for NABTESCO MG-800 according to manufacturer –– ––
Fig. K18 Speed control spare parts

K. Spare parts
B 53235
B 53235
F10.5047

Small parts (2 joint rings, 9 O-rings,
B 53235 [1] set –– ––
1 piston seal ring, 1 rod seal ring
Fig. K19 Safety cut-out device for injection pump

K. Spare parts
B 55803 B 55837
B 55808
B 55836
B 55801
B 55807
B 55824
B 55260
B 55329
F10.5113

B 55260 Plunger with bush and spring carrier, complete 1 37.3 ∅ 156 x ∅ 190 x 398
B 55329 Compression spring for plunger 1 2.6 13.5 x 111.5 x 166 x 4.75
B 55801 Spill valve with seat, complete 1 0.16 ∅ 31 x 90
B 55803 Delivery valve with seat, complete 1 –– ––
B 55807 Suction valve with seat, complete 1 –– ––
B 55808 Relief valve, complete 1 –– ––
B 55824 Push rod with guide bush and spring, complete 2 0.63 ∅ 41.6 x 170
B 55836 Compression spring for suction and spill valves 2 0.04 2.6 x 15.6 x 75.5 x 15
B 55837 Compression spring for delivery valves 1 0.07 4 x 16.5 x 81.5 x 12
Fig. K20 Fuel Injection and hydraulic actuator pump

K. Spare parts
B 55315
B 55327
B 55328
F10.5006

B 55315 Regulating push rod, complete [2] 0.45 ∅ 60 x ∅ 22 x 180
Compression spring for roller guide,
B 55328 [2] –– ––
injection pump
Compression spring for roller guide,
B 55327 [2] 6.4 19 x 142 x 221 x 4.5
actuator pump
Fig. K21 Fuel Injection and hydraulic actuator pump (continued)

K. Spare parts
B 64213
F10.5012

B 64213 Flap 4 [4] 2 554 x 156 x 2
Fig. K22 Scavenge air receiver flap

K. Spare parts
B 96350
F10.5002

Spare parts for cylinder lubrication pump
B 96350 1 set [acc. to manufacturer] –– ––
(incl. driving electro motor and gear)
Fig. K23 Cylinder lubricating pump and drive

K. Spare parts
B 84601
B 84601 B 84629
B 84629
B 84602
B 84602
B 84629
F10.5056

B 84601 Hydraulic pipe, top section, complete 1 for GL only [1] –– ––
B 84602 Hydraulic pipe, lower section 1 for GL only [1] –– ––
B 84629 Set of 6 O-rings 1 for GL only [1/4�N] set –– ––
Fig. K24 Hydraulic piping for exhaust valve

K. Spare parts
B 87162
B 87130
B 87142 B 87141 B 87163

B 87130 Fuel cock, complete [1] –– ––
B 87141 O-ring [N] –– ––
B 87142 O-ring [N] –– ––
B 87162 O-ring [N] –– ––
B 87163 O-ring [N] –– ––
Fig. K25 Injection piping

K. Spare parts
B 87300 B 87301
B 87317 B 87315
F10.5050

High pressure fuel pipe after injection pump to
B 87300 1 –– ––
distributor
High pressure fuel pipe after injection pump to
B 87301 1 –– ––
distributor
B 87317 Coupling nut 4 –– ––
B 87315 Claw 4 –– ––
B 87324 10 gaskets 1 set –– ––
Fig. K26 Injection piping (continuation 1)

K. Spare parts
B 87375
B 87374
B 87348 B 87350
B 87349
F10.5052

High pressure fuel pipe,
B 87348 1 –– ––
from distributor to injector
High pressure fuel pipe,
B 87349 1 –– ––
High pressure fuel pipe
B 87350 1 –– ––
B 87374 Claw 6 –– ––
B 87375 Coupling nut on injector 3 –– ––
B 87376 Coupling nut on distributor 2 –– ––
B 87377 Coupling nut on distributor 1 –– ––

K. Spare parts
B 87366
B 87380
96.7876

B 87366 Fuel distributor [1] –– ––
B 87380 Priming valve, complete [2] –– ––

K. Spare parts
B 81390
B 65250
F10.5014

B 81390 Expansion piece after exhaust valve 1 for GL only 107 ∅ 630 x 495
Expansion piece before TC ABB TPL80-B 1 for GL only 88 ∅ 670 x 340

B 65250
Expansion piece before TC ABB TPL85-B 1 for GL only 92 ∅ 810 x 400
Fig. K29 Exhaust system

K. Spare parts

Spare parts for engine control system
B 96315 to DENIS-5 [1] set –– ––
(pressure switches, valves, O-rings etc.)
Spare parts fo alarm system to DENIS-5
B 96335 [1] set –– ––
(pressure switches, valves, O-rings etc.)
B 49300 Pick-up for turbocharger speed, NORIS [1] –– ––
B 49310 Pick-up for turbocharger speed, JAQUET [1] –– ––
Table K13 Engine control system

B 96345 Thermometers, pressure gauges etc. [1] of each type –– ––
Table K14 Indicating instruments, fitted on the engine
K3 Turbocharger spare parts

Turbocharger spare parts are to be suitably pro ment. Bearing assemblies must only be removed
tected against corrosion and contained within their from metal containers when they are actually re
own spare parts box. quired.
Bearing assemblies are supplied packed in sealed All turbocharger spare parts used, are to be re
metal containers to protect them from the environ- placed, to ensure the spares kit is complete.

Set of spare parts (according to turbocharger
–– 1 set –– ––
maunfacturer)
Locking device (incl. in turbocharger
–– 1 –– ––
supply/tool)
Blanking device (incl. in WCH standard tool
–– 1 –– ––
set)
Table K15Turbocharger spare parts

K. Spare parts
K4 Mounting and storage proposals
Examples of ways to secure and protect spare All components are to be protected against cor
parts safely and allow ease of access by the en- rosion as follows:
gine-room staff are given below with illustrated
examples in figures K30 to K33. • Large components should be treated with ‘Val
voline’ Tectyl 506 or a suitable equivalent.
• The size and weight of each component is to • Smaller components, with the exception of
be noted prior to storage, to ensure that the electronic equipment, can be wrapped in a cor
safest and most space-efficient method is rosive-protective paper i.e., Vapour Phase
adopted. Inhibitor.
• All components are to be mounted within easy � Note:
access of the engine, ensuring machinery When using corrosive-protective paper, care
space walkways are kept clear. must be taken not to tear the paper as the pro
• Large components are to be mounted below tective qualities of the paper will be lost.
suitable overhead lifting gear. • White metal and bearing surfaces should be
• The weights of large components are to be protected with ‘Emballit’ alum or a suitable
painted on, or, adjacent to the component. equivalent.
• Suitable lifting eyes and shackles are to be • Electronic components should be vacuum
provided. packed in ‘Alfo’ sheets using 1000 g of a suit
• All components must be firmly secured to pre able drying agent for each cubic metre con
vent any movement. tent.
• Metal to metal contact is to be avoided during
storage of any component.
• All open ports, adapters, pipes, etc., are to be
sealed to prevent the ingress of foreign par
ticles.
• Any provisions for mounting spare parts on the
engine should be fully utilised.

K. Spare parts
F10.2800 F10.2801
Fig. K30 Securing spare piston and rod Fig. K31 Securing spare exhaust valves

K. Spare parts
F10.2802 F10.2803
Fig. K32 Securing spare exhaust valve cages without Fig. K33 Securing spare cylinder liner
hydraulic actuator

L. Engine dispatch and installation
L1 Dismantling pattern
Engines are transported as complete or part as After that, the crossheads and main bearings are
semblies and protected against corrosion by rust to be lubricated, please refer to the maintenance
preventing oils, vapour phase inhibitor papers manual, group 3 �Connecting rod and connecting
(VPI) and wooden crates lined with jute reinforced rod bearing’.
bituminous paper.
Spraycoating with rust preventing oil
Internal parts not sufficiently covered by the rust
L1.1 Treatment against corrosion preventing oil during circulation are to be spray
coated. These include the fuel pump pushrods,
Engine interior
springs, plungers, rollers and cams, piston rods
For engines to be transported as complete assem above, inside and below the stuffing box, scavenge
blies we recommend for internal surfaces the use valves and dry parts of the cylinder liners. The
of rust preventing oils as listed below. It is not liners can be accessed and sprayed through the
necessary to remove them before the engine goes scavenge ports.
into operation.
Pipework
• Valvoline Tectyl 873
• Shell Ensis Engine Oil SAE 40/30 All open ended pipework is to be sealed by plugs
• Exxon Rust-Ban 623 or blank flanges to eliminate ingress of foreign
• Mobil Mobilarma 524 bodies and circulation of air.
• Caltex / Chevron Preservative Oil SAE 30.
Turbocharger in place
For the transport of complete engines, dehumi
Drain the turbine and compressor end oil and
difiers are to be enclosed in the scavenge space
spraycoat the bearings while turning the rotor by
and the crankcase.
hand. Fit blank flanges to the air inlet and gas outlet
sides.
Engine exterior
One coat of Valvoline Tectyl 506 or similar product Cylinder cooling water system
to be applied to all machined parts not protected by
During engine shop trials, usually a cooling water
paint. It is to guarantee protection for at least six
treated with corrosion inhibitors is used. Cor
months from the effects of weather and remain in
rosion-protective inhibitors are only effective as
tact until shortly before the engine goes into
long as the correctly treated water is in contact with
operation.
the metal surface to be protected. Once the cooling
water has been drained off, further treatment
Bearing and cylinder lubricating oil systems
against corrosive attack is absolutely essential.
On completion of the engine shop trial the main Therefore a suitable corrosion protection has to be
and cylinder lubricating oil systems are to be carried out by applying rust preventing oil as men
drained completely and refilled with Valvoline Tec tioned in section L1.1 under ‘Engine interior’
tyl 873 or similar product and circulated for at least
an hour with the engine being slowly rotated by the
turning gear. At the same time, the cylinder lubrica
tors must be rotated as well.
Wärtsilä Switzerland Ltd L–1 25.85.07.40 – Issue VIII.06 – Rev. 0

An alternative may be the admixture of a so-called L1.2 Engine dismantling

‘soluble oil’ to the cooling water to protect the en
gine cooling water system. The concentration Engines transported as part assemblies are to be
must be maintained at levels between 0.5 to 0.8 systematically disassembled and cleaned using
per cent by volume. On completion of the trials and dry cloths. Each item is to be clearly identified with
prior to shipping, the circulating cooling water ‘paint ball’ pen, similar indelible marker ink, or fig
through the engine cooling water system is to be ure and letter stamps and protected from damage
maintained at a pH value between 7 and 9 and the by careful crating and corrosion protected by rust
soluble oil inhibitor level increased to 1 per cent by preventing oils or paper. Refer to section L1.
volume. The cylinder temperature is not to exceed
90°C and circulation is to continue for at least three It is very important that bearings and running gear
hours allowing time for the soluble oil inhibitor to are clearly marked cylinder by cylinder to ensure
coat the internal surfaces. correct reassembly and eliminate the possibility of
parts from one cylinder unit being fitted to another
We recommend using the following soluble oil inhi by mistake. Refer to section B2 of this manual for
bitors: details of the engine numbering.
• BP Fedaro
• Castrol Solvex WT3 Use a paint brush to apply highly viscous rust pre
• Chevron Soluble Oil T1 venting oil to the piston and connecting rods,
• Exxon / Esso Kutwell 40 crosshead guides, gear wheels, camshaft and
• Mobil Mobilmet 120 rollers. Air powered spray guns to be used only if
• Shell Dromus BX the air is absolutely free of water.
• Texaco Soluble Oil C, CX.
Crankshaft and crosshead pins are to be protected
For long time conservation of engines please ask with an anti-corrosive coating of Tectyl 506 or simi
for the specification from the engine manufacturer lar product.
or Wärtsilä Switzerland Ltd.
25.85.07.40 – Issue VIII.06 – Rev. 0 L–2 Wärtsilä Switzerland Ltd

L1.3 Engine dispatch

Engines transported as complete assemblies are lifted using special eye-nuts attached to the tie rods.
Figure L1 below shows the lifting configuration and details of the lifting nut.
Table L1 for complete RTA84T-D engines

shows the total weights and which tie rods
F10.2853/F10.5211
are to be used.
Fig. L1 Lifting device

Lifting points
1, 5 1, 2, 5, 6 1, 2, 5, 6 2, 3, 6, 7 2, 3, 4, 6, 7, 8
at cylinder numbers
Number of tie rods
8 12 12 12 16
required for lifting *1)
Engine weight in tonnes [t] 740 870 990 1140 1260
Remark: *1) Based on equal load (max. 100 t) on each nut with fully tightened tie rods.
Table L1 Lifting details for complete RTA84T-D engines
L1.4 Engine installation and alignment

The alignment and chocking of the engine should L1.4.2 Shafting alignment
be carried out in accordance with our recommen
dations and is subject to test and inspection by the L1.4.2.1 Shafting alignment calculation
relevant classification society. Each stage of the
engine mounting is to be checked by qualified per Before proceeding with the engine alignment (sec
sonnel and measurements cross-checked with the tion L1.4.7), the shaftline has to be finally aligned
design figures. The responsible parties (e. g. ship according to the values given by the shafting align
yard) are to advise the representative of the engine ment calculation.
builder or Wärtsilä Switzerland Ltd directly in the
event of any discrepancies. This provides the required values for the propul
Engines may be installed as complete units or as sion shaft and engine alignment in the ship:
sembled from sub-assemblies in the vessel, which
– Vertical bearing offsets
may be afloat, in dry dock, or on the slipway.
– Gap and sag values
The engine alignment can be done with either jack
– Static bearing loads.
ing screws or wedges.
Calculation model
L1.4.1 Removing rust preventing oils Besides the data of the shaftline, the applied cal
culation model should include the following fea
Rust preventing oils applied to the internal parts of tures to calculate the bearing loads of the engine:
an assembled engine do not contain thickening ag – Full crankshaft model with own mass, includ
ents of wax or bitumen. These oils have similar ing masses of running gear and gearwheel
properties as the engine lubricating oils, will wash – Stiffness of the main bearings
off easily and mix without causing harm to the en – Flywheel mass: The actual flywheel mass has
gine or its systems. to be added at aftermost node of crankshaft
Rust preventing oils of the wax-type applied to ex model.
posed surfaces of the engine components do con
tain thickening agents of wax or bitumen forming The engine data, as well as a computer program,
an anti-corrosion coating when applied, which has are available from the engine builder or Wärtsilä
to be washed off using a proprietary ‘Cold Switzerland Ltd.
Cleaner’. It is not sufficient to use gas oil, kerosene
or white spirit on its own as solvents; they are to be
mixed with 2 to 3 parts of a ‘Cold Cleaner’ such as
‘Magnusol’, ‘Agitol’ or ‘Emultan’.

Alignment calculation conditions To ensure that the main bearing loads are within
the limits in service conditions, it is left to the re
The general boundary conditions during final en
sponsible parties (e.g. ship yard) to decide:
gine alignment are:
– Either to apply the static main bearing loads
– Ship at light draught (partial propeller submer
recommended in Table L3,
sion) or in dock (no propeller submersion)
– or to adapt the static main bearing loads at
– Propeller, intermediate shaft(s) and engine
alignment according to their experience.
coupled
– No propeller thrust
For instance special cases (e.g. VLCCs) may re
– Engine cold
quire higher loads on main bearing #2 leading to
– No temporary supports engaged.
lower load on main bearing #1 at alignment. In
such cases please contact Wärtsilä Switzerland
As above mentioned, the final alignment is usually
Ltd.
done at very light draught or in dry-dock.
The ship draught influence on the bearing load as

shown in table L2 needs to be considered in the
alignment calculation to get an alignment which is
within the limits of table L3.
main bearing #1 (aftmost) main bearing #2 main bearing #3

Change from LIGHT to FULL draught Increase Decrease Decrease
Table L2 Influence of ship draught on static main bearing loads
main bearing #1 (aftmost) main bearing #2 main bearing #3

Recommended static main bearing loads [kN] min. 10 230 to 470 min. 30
Table L3 Recommended static main bearing loads for alignment calculation
L1.4.2.2 Recommendation for the align Draught related ship hull bending
ment layout Experience show that the draught related ship hull
bending is the most important factor influencing
With large distance between propulsion shaft the static main engine bearing loads.
bearings the bearing static load is increased and
the load variation is reduced. We recommend to Increase of ship draught leads to ship hull bending
aim for large bearing distances in ship hull and pro below the shaft line up to engine free end. This re
pulsion shaft design. sults generally to an increased downward load on
crankshaft aft end flange and shifts the static load
L1.4.2.3 Service related influences on from main bearing #2 to aftermost main
alignment bearing #1.
The calculation at service conditions is required by The change of vertical offsets for the shaft and
some classification societies. It helps estimating main bearings depends on ship draught and de
the service related changes of static bearing loads sign. No general rule to estimate this change is
in service. available.

Engine service temperature L1.4.2.4 Propeller thrust

The vertical thermal expansion of engine due to
the temperature difference between the alignment The propeller thrust transmitted to the engine
and service conditions results to a shift of the static thrust bearing induces a reaction force which is ec
load from main bearing #2 to the aftermost main centric to the crankshaft centre line and thus creat
bearing #1. ing a moment proportional to the propeller thrust.
The eccentricity value belongs to the data deliv
The increase of the engine main bearing height ered by the engine builder.
due to the temperature difference compared with
the shaftline bearings can be estimated as follows: Calculations with maximum propeller thrust result
in low or zero load for the aftermost main bearing
#1 at alignment condition (i.e. ship hull deformation
11.5 � (tes – tref)
Δ hmb = hfound � C � [mm] not considered). The thermal rise of engine main
106
bearings is not sufficient to avoid this substantial
where: load reduction at main bearing #1. However, this is
Δ hmb [mm] Increase of engine main-bearing acceptable because the draught related ship hull
height from alignment to service bending which is involved until the full propeller
condition thrust is available would have shifted the static load
from main bearing #2 to main bearing #1.
hfound [mm] Main bearing foundation height
hfound 1800 mm
C [–] Correction factor 0.3 to 0.5 L1.4.3 Installation and assembly of
(according to shipyard’s ex sub-assemblies
perience)
When the engine seating has been approved, the
tes [°C] engine service temperature bedplate is lowered onto blocks placed between
tes [°C] 55 °C the chocking points. The thickness of the blocks
depends on the final alignment of the engine.
tref [°C] Reference temperature for founda
Engine bedplates comprise fabricated sections
tion and ship hull around the engine
with drilled holes to allow the passing of the hold-
at alignment condition
ing-down bolts and tapped holes for the jacking
screws for engine alignment.
Example for Wärtsilä 5–9RTA84T-D engines:
tref = 20°C Proceed with preliminary alignment of bedplate
using one of the method mentioned in section L1.4
11.5 � (55 – 20) to position the engine coupling flange to the inter
Δ hmb = 1800 � 0.4 �
106 mediate shaft coupling flange. Ensure that the gap
Δ hmb = 0.29 mm between both flanges is close to the calculated fig
ures and that both flanges are exactly parallel on
the horizontal plane (max. deviation 0.05 mm). In
the vertical plane, the engine coupling flange is to
be set 0.4 to 0.6 mm higher than the calculated
figures.
Place bearing caps in position, install turning
gear and check that crankshaft deflections are
as recorded on the ‘Check dimensions’ sheet
(see tables L12 to L14).

To check bedplate level in longitudinal and diag The engine is to be lowered onto blocks placed be
onal direction a taut-wire measuring device will be tween the chocking points. The alignment tools are
provided by the engine builder. Compare the read to be clean and ready for use. Set the blocks so that
ings with those recorded at the works. Optical de the engine is slightly higher than the final position,
vices or lasers can also be used. because less effort is required to lower the engine
than to raise it for alignment.
All final dimensions are to be witnessed by the For movements in the horizontal plane, both in lat
representatives of the engine builder and the eral or longitudinal directions, the shipyard is to
classification society and are to be recorded on ap construct appropriate anchor points for the use of
propriate log sheets. Crankshaft deflections at this hydraulic jacks. Such movements have to be car
stage are to correspond with the values recorded ried out with great care to avoid stresses and dis
at works. Secure temporarily the bedplate against tortions to the bedplate. Regular crankshaft deflec
unexpected movement. tion readings have to be taken to observe the
Continue engine assembly by mounting the col effects and any noticed deviations have to be recti
umns, cylinder blocks, running gear and scavenge fied immediately (see section L1.4.7 for the final
air receiver but ensure that the bearing caps are engine alignment).
loose before tensioning the tie rods.
Make periodic checks of the crankshaft deflections
to observe and correct any possible engine distor L1.4.5 Installing an engine from as
tions. Careful adjustments of the wedges or of the sembled sub-assemblies
jacking screws is necessary to re-establish the
preliminary alignment setting. Once the engine as Sub-assemblies of the engine may be assembled
sembly is completed, the final alignment and ashore prior to installation in the ship. One such as
chocking are carried out with the vessel afloat. sembly may comprise bedplate, main and thrust
(Refer to section L1.4.7). bearings, crankshaft, turning gear, and flywheel.
The placing on blocks and alignment to shafting is
analogue to the description in section L1.4.3.
L1.4.4 Installing a complete engine
In the event that the engine is shipped in part deliv L1.4.6 Engine installation with ship on
eries and assembled at the shipyard prior to in slipway
stallation in the vessel, the shipyard is to undertake
the assembly work in accordance with the require Installing complete or partially assembled engines
ments of a representative of the engine builder and into ships under construction on an inclined slip-
the classification society. The engine mounting is way is possible when careful attention is paid to the
to be carried out systematically and measurement following:
readings taken and recorded on appropriate log
1. Suspending large components to take ac
sheets, and to be compared for correctness with
count of the incline.
the data of the ‘Check Dimensions’ sheet (see
2. Tie rods to be centred and exactly perpendicu
tables L12 to L14) completed after test run in the
lar to the bedplate before tightening
works of manufacturer. Strict attention is to be paid
3. Fit temporary side, fore and aft arresters to
to the removal of anti-corrosion coatings and the
prevent the engine moving during launching.
subsequent application of rust preventing oil
4. Attach additional temporary stays at the upper
where required.
platform level to steady the engine during
launching.
For lifting details of the engine refer to L1.3.

L1.4.7 Final engine alignment L1.4.7.2 Engine alignment towards

propulsion shaft line
L1.4.7.1 Prerequisites
The crankshaft drive end flange is aligned in rela
The final goals of engine alignment are: tion to foremost intermediate shaft flange by gap &
sag, according to engine and shaft alignment cal
– Optimised crankshaft deflections
culation.
– Static loads of the main bearings within the re
quired limits for service. – Gap tolerance: ±0.10 mm
– Sag tolerance: +0.15/–0.05 mm (+0.05 mm
Before proceeding with the final engine alignment, for subsequent epoxy resin shrinkage in
the following conditions are provided: cluded).
– Engine erection is completed
– Major ship hull manufacture is completed
L1.4.7.3 Engine alignment towards
– Propulsion shaft line is finally aligned (see sec
foundation
tion L1.4.2).
Engine alignment towards engine foundation is
verified by measurements of:
The following influences affecting the alignment
should be considered: – crank web deflections (see table L6)
– bedplate top surface.
– Actual ship draught
– Heavy load shifts (e.g. ballasting, bunkering)
Longitudinal twist
are to be avoided during alignment
– Uneven temperature distribution (e.g. direct The engine driving end has to be parallel to free
sunshine) influences alignment measure end. The relevant measurements refer to the outer
ments. corners of machined bedplate top surface (fig. L2).
The tolerance for parallelism Δ hBPc(max.) is 0.3 mm

and includes a measuring tolerance of 0.1 mm.
Δ h BPc (max.)
FE Δ h BPc (max.)
twisted engine
DE straight engine
F10..5289
Fig. L2 Parallelism of driving end (DE) to free end (FE)

Sideways bend Up / downward bend (hog / sag)

The sideways bend (around a vertical axis) is veri Short engines (5–9 cylinders), as the RTA84T-D,
fied by measuring the horizontal crank web deflec should be aligned straight or just slightly pre-
tion. sagged (see table L4), therefore a pre-sag of 0.0
The tolerances for horizontal crank web deflec mm (tolerance to –0.2 mm) is recommended.
tions are given in table L6.
The sag curve is verified by the shape of bedplate
top surface by measuring the heights of bedplate
along port and starboard side. The measurement
of the actual sag curve can be done either by op
tical tools or by piano wire.
Calculated pre-sag offsets for reference

Absolute values related to straight base line
Pre-sag vertical offsets in [mm] at main bearing

RTA84T
RTA84T-D
-D
(tol.: �0.10)
0.10) mb #2 mb #3 mb #4 mb #5 mb #6 mb #7 mb #8 mb #9 mb #10 mb #11 mb #12
5 cyl –0.10 0 –0.06 –0.10 –0.10 –0.06 0
6 cyl –0.10 0 –0.06 –0.09 –0.10 –0.09 –0.06 0
7 cyl –0.10 0 –0.05 –0.08 –0.10 –0.10 –0.08 –0.05 0
8 cyl –0.10 0 –0.04 –0.07 –0.09 –0.10 –0.10 –0.09 –0.07 –0.04 0
9 cyl –0.30 0 –0.11 –0.20 –0.26 –0.29 –0.30 –0.29 –0.26 –0.20 –0.11 0
Table L4 Calculated pre-sag offsets for reference
L1.4.7.4 Alignment check in uncoupled L1.4.7.5 Alignment check in coupled

condition condition
The following has to be checked and recorded:

– Gap & sag towards forward intermediate shaft
flange
– All crank web deflections (for reference)
– Bedplate top surface (optional, can be
measured in coupled condition too). top clearance
If the recorded values are found to be in excess of no bottom clearance
the given tolerance limits and cannot be improved,

F10.2165
forward actual data records to the engine builder or
Wärtsilä Switzerland Ltd. directly for assistance. Fig. L3 Top and bottom clearance at main bearings
If the recorded values are within the given toler

ance limits, proceed with coupling the engine to
propulsion shaft line and subsequent steps.

Pre-requisites: L1.4.7.6 Jack-up test for main bearings

– Propulsion shaft line coupled to the engine
– All temporary supports removed. The jack-up tests for engine main bearings are per
The following items have to be checked and formed in accordance with those for propulsion
recorded: shaft line bearings.
– No bottom clearance in engine main bear
ings (check by feeler gauge at least the A hydraulic jack (approx. 1000 kN capacity) is
aftermost bearings; see figure L3). placed next to the bearing which load is to be deter
– Record all crank web deflections. mined:
– Perform jack-up tests of all accessible propul – Below the flywheel to jack-up for aftmost main
sion shaft line bearings and the 3 aftermost en bearing #1
gine main bearings. This jack-up test can be – Below adjacent cranks to main bearing #2 and
omitted in case: main bearing #3 respectively to jack those.
– The shipyard has accumulated sufficient
experience on the relevant ship type A dial gauge is placed on top of the shaft or crank
– Jack-up test of the 3 aftermost engine to measure the vertical lift of crank shaft in relation
main bearings is specified during sea trial. to bearing housing.
If the experience of the responsible party deviates The jack-up test should be performed in steps of
from the above mentioned or in case that the re 15–25bar (20–30kN).
corded values are found to be in excess of the
given limits and cannot be improved, please con The jack load is determined by plotting the curve
tact engine builder or Wärtsilä Switzerland Ltd for composed of jack-pressures (or loads) and related
assistance and include actual data records. vertical lifts.
The longitudinal offset between main bearing

centre and jack/dial gauge position is compen
sated by a jack correction factor provided by align
ment calculation:
Main bearing load = jack load � jack correction
factor
Fmb = Fjack � jcf
If not available the following jack correction factors

can be used as shown in table L5.
main bearing #1 main bearing #2 to #n

at adjacent crank
Jack and dial gauge position at flywheel
(close to relevant main bearing)
Jack correction factor 1.3 1.0

Calculation Fmb#1 = Fjack(flywheel) � 1.3 Fmb(#2–#3) = Fjack(crank) � 1.0
Table L5 Jack correction factor

horizontal
vertical �amax.(vert.)
�amax.(hor.)
(+) (–) inner cylinders aftmost cylinder foremost cylinder (n) all cylinders
2 to 8 1 no external load external load *1) 1 to 9
+0.20 +0.20
�0.20 �0.20 �0.08
–0.26 –0.40
Remark: *1) External load attached to crankshaft fwd end flange can be:
– torsional vibration damper
– tuning disk
– free end PTO
Table L6 Crank web deflection limits for alignment
The crank web deflections are measured according to figure L4.
Vertical alignment
�a = aTDC – aBDC
a BDC
D
D/2
a TDC
Horizontal alignment
�a = a 90� before TDC – a 90� after TD
F10.3486 a 90� before TDC a 90� after TDC

Fig. L4 Crankshaft: vertical and horizontal deflections at alignment

L2 Official shop trial L2.1 Wärtsilä trial report
The official shop trial, carried out at the engine The Wärtsilä trial report consist of the follow
builder’s factory, enables the purchaser and classi ing items:
fication society to witness engine performance
• Trial report – Specifications
over full load range when driving a dynamometer.
• Trial report
Technical data relating to the engine performance
• Power diagram
together with mechanical settings, running clear
(will be supplied by the engine builder)
ances and alignment dimensions are recorded and
• Performance curves
used as basis for all future re-assembly work, for
• Settling table – Sheet A (2 sheets)
check measurements during later engine inspec
• Settling table – Sheet B
tions and may facilitate the prompt and correct
• Check dimensions (3 sheets)
identification of engine disturbances.
• Inspection sheet – Cylinder liner diameters
(calibration)
The technical data is recorded on official log sheets
• Inspection sheet – Bedplate alignment (wire
and endorsed by each of the parties. For your con
readings)
venience, you will find a copy of the trial report
• Cylinder pressure diagrams (3 sheets)
sheets on the following pages.

Trial Report
Specifications:
Engine type: RTA84T-D Nominal power: . . . . . . . . . kW at . . . . . . . . . rpm; mep: . . . . . . . . . . . bar
Left / right hand engine running: anticlockwise Cyl. bore: 840 mm; Piston stroke: 3150 mm
Engine No.: . . . . . . . . . . . . . ; Order No.: . . . . . . . . . . . . . Installation: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine builder: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Purchaser: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Brake type: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..................................
Power calculation: Ps [kW] = . . . . . . . . . . . F( ) � N [rpm] ..................................
Turbocharger: Type ................. . . . . . . . . . . . . . nmax = . . . . . . . . . . . . . . . . . . . . . . . . rpm;
Serial No.
Specification: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tmax = .............................. °C
Fuel oil: Grade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . low. cal. val.: . . . . . . . . . . . . . . . . . kJ/kg
°C . . . . . . . . . . . . . . . Viscosity at 40°C: . . . . . . . . . . . . . . mm2/S

Density at 15 g/ml
Viscosity at 20°C: . . . . . . . . . . . . . . mm2/S
Lubrication: Bearing oil: Cylinder oil: Turbine oil: Governor oil:
Grade: ........... ........... .......... ..................
Density at 15°C: ........... ........... .......... . . . . . . . . . . . . . . . . . . g/ml
Density at 40°C: ........... ........... .......... . . . . . . . . . . . . . . . . . . mm2/S
Special tests:
Speed drop: power dropped from 100% to 0%: load indicator position dropped from . . . . to . . . . . . . .
engine speed increased from . . . . rpm to . . . . rpm; �n = . . . . . . rpm = . . . . . . %
Overspeed: safety device stops the engine at . . . . . . . rpm = . . . . . % of nominal speed
Press. safety device: (Governor speed setting pressure for slow down = 3 bar)
Main bear Crosshead Cylinder cool Piston

Set points for: Valve air spring
ing oil bearing oil ing water coolant
Pressure [bar]
Slow down delayed [sec]
Fuel cut off delayed [sec]
Minimum speed: governor speed setting pressure: . . . . . . . bar load indicator position: . . . . . . . . .
engine running with . . . . . . rpm = . . . . . % of nominal speed
Starting tests: ahead-astern, starting air pressure drops during . . . . . . consecutive starts from
. . . . bar to . . . . . bar air bottle capacity: . . . . . . . . m 3
Continuation sheets: For the classification society(ies): Place and date of trial:
No . . . . . . . . . . . . . . .................................... ..............................
No . . . . . . . . . . . . . . .................................... ..............................
No . . . . . . . . . . . . . . For the purchaser Start . . . . . . . . . . . . . . . . . . . . . . . . . .
No . . . . . . . . . . . . . .
No . . . . . . . . . . . . . .
No . . . . . . . . . . . . . . .................................... End . . . . . . . . . . . . . . . . . . . . . . . . . .
No . . . . . . . . . . . . . . For Wärtsilä Switzerland Ltd:
No . . . . . . . . . . . . . . Sheet No.:
No . . . . . . . . . . . . . .
No . . . . . . . . . . . . . . .................................... ..............................
Table L7 Trial report (Specification)

Table L8 Trial report (Engine)

F10.2166
Fig. L5 Performance curves

Table L9 Setting table (Sheet A)

T10–3664
Table L10 Setting table (Sheet A continued)

Table L11 Setting table (sheet B) T10.3665

F10.2169
Table L12 Check dimensions (1)

F10.2170

F10.2849

Table L15 Inspection sheet (Cylinder liner) F10.2850

Inspection sheet
Bedplate alignment
Engine type:................................................. Order No:.................................................
Code:........................................................... Engine No:.................................................
Piano wire dia. 0.3 mm
Weight 7kp Weight 7kp
171.205
Fig. L6 Inspection bedplate alignment
Measuring position on
A1 A2 A3 A4 A5 A6 A7 A8 A9 A10
exhaust side
Bedplate with crankshaft
Engine completed
Measuring position on
B1 B2 B3 B4 B5 B6 B7 B8 B9 B10
fuel pump side
Engine completed
Measuring position
D1 D2 D3 D4 D5 D6 D7 D8 D9 D10
diagonal
Measuring position
E1 E2 E3 E4 E5 E6 E7 E8 E9 E10
diagonal
Table L16 Inspection sheet (Bedplate alignment)

F10.2174
Fig. L7 Cylinder pressure diagram (Cylinder 1, 2, 3)

F10.2175

F10.2852

M. Appendix
M1 Reference to other Wärtsilä Ltd publications
For further publications please visit our homepage http:/www.wartsila.com

or contact your local Wärtsilä representative
or contact
PO Box 414
CH-8401 Winterthur, Switzerland
Telephone: +41 52 262 4922
Telefax: +41 52 212 4917
Wärtsilä Switzerland Ltd M–1 25.85.07.40 – Issue VIII.06 – Rev. 0

M. Appendix
M2 SI dimensions for internal combustion engines
Symbol Definition SI-Units Other units

I,L Length m, mm, µm
A Area m2, mm2, cm2
V Volume m3, dm3, I, cm3
m Mass kg, t, g
ρ Density kg/m3, g/cm3, kg/dm3
Z, W Section modulus m3
Ia, Ip Second moment of area m4
I, J Moment of inertia (radius) kgm2
α , β , γ , δ, ϕ Angle rad, °
t Time s, d, h, min
f, v Frequency Hz, 1/s
v, c, w, u Velocity m/s, km/h Kn
N, n Rotational frequency 1/s, 1/min rpm
a Acceleration m/s2
ω Angular velocity rad/s
α Angular acceleration rad/s2
qm Mass flow rate kg/s
qv Volume flow rate m3/s
p Momentum Nm
L Angular momentum Nsm
F Force N, MN, kN
p Pressure N/m2, bar, mbar, kPa 1 bar = 100 kPa, 100 mmWG = 1 kPa
σ, τ Stress N/m2, N/mm2
E Modulus of elasticity N/m2, N/mm2
W, E, A, Q Energy, work, quantity of heat J, MJ, kJ, kWh
P Power W, kW, MW
M, T Torque moment of force Nm
η Dynamic viscosity Ns/m2
ν Kinematic viscosity m2/s cSt, RW1
γ, σ Surface tension N/m
T, Θ, t, θ Temperature K, °C
�T, �Θ, ... Temperature interval K, °C
α Linear expansion coefficient 1/K
C, S Heat capacity, entropy J/K
c Specific heat capacity J/(kgK)
λ Thermal conductivity W/(mK)
K Coefficient of heat transfer W/(m2K)
e Net calorific value J/kg, J/m3
L(LIN)TOT Total LIN noise pressure level dB
L(A)TOT Total A noise pressure level dB
LOKT Average spatial noise level over octave band dB
U Voltage V
I Current A
BSFC Brake specific fuel consumption kg/J, kg/(kWh), g/(kWh)
T10.3544
25.85.07.40 – Issue VIII.06 – Rev. 0 M–2 Wärtsilä Switzerland Ltd

M. Appendix
M3 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 psi (lb/sq in) = 6.899 kPa
1 nautical mile = 6080 feet = 1853 m (0.0689 bar)
Mass
1 oz = 0.0283 kg Velocity
1 lb = 16 oz = 0.4536 kg 1 mph = 1.609 km/h
1 long ton = 1016.1 kg 1 knot = 1.853 km/h
1 short ton = 907.2 kg
1 tonne = 1000 kg Acceleration
1 mphps = 0.447 m/s2
Area
1 in2 = 6.45 cm2 Temperature
1 ft2 = 929 cm2 1 °C = 0.55 � (°F -32)
1 yd2 = 0.836 m2
1 acre = 4047 m2 Energy
1 sq mile (of land) 640 acres = 2.59 km2 1 BTU = 1.06 kJ
1 kcal = 4.186 kJ
Volume
1 in3 = 16.4 cm3
1 ft3 = 0.0283 m3 Power
1 yd3 = 0.7645 m3 1 kW = 1.36 bhp
1 kW = 860 kcal/h
Volume (fluids)
1 Imp. pint = 0.568 l
1 U.S. pint = 0.473 l
1 Imp. quart = 1.136 l
1 U.S. quart = 0.946 l
1 Imp. gal = 4.546 l
1 U.S. gal = 3.785 l
1 Imp. barrel = 36 Imp. gal = 163.66 l
1 barrel petroleum = 42 US. gal = 158.98 l
Wärtsilä Switzerland Ltd M–3 25.85.07.40 – Issue VIII.06 – Rev. 0

M. Appendix
25.85.07.40 – Issue VIII.06 – Rev. 0 M–4 Wärtsilä Switzerland Ltd

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Wärtsilä Switzerland Ltd Tel. +41 52 262 49 22

� 2006 Wärtsilä Switzerland Ltd, Printed in Switzerland

Attention is drawn to the following:

This Marine Installation Manual is complete within itself, an additional Engine

25.85.07.40 – Issue VIII.06 – Rev. 0 Wärtsilä Switzerland Ltd

Page Topic Date

Above listed pages are denoted with Rev. 1 (footer).

3rd August 2009

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

B Engine description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1

B1 Engine description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1

B2 Engine numbering and designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–3

C General engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1

C1 Engine layout field and load range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1

C2 Engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–4

C3 Turbocharger and scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–5

C4 Auxiliary blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–8

C5 Electrical power requirement of the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–8

C6 Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–8

C7 Available CD-ROM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–10

Wärtsilä Switzerland Ltd a 25.85.07.40 – Issue VIII.06 – Rev. 0

C7.2.5 Saving a project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–11

D Engine dynamics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1

D1 Vibration aspects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1

D2 System dynamics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–12

D3 Order forms for vibration calculations and simulation . . . . . . . . . . . . . . . . . . . . . . . . . D–12

E Auxiliary power generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1

E1 General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1

E2 Waste heat recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2

25.85.07.40 – Issue VIII.06 – Rev. 0 b Wärtsilä Switzerland Ltd

E3 Power take off (PTO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2

F Ancillary systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1

F1 General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1

F2 Piping systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–6

Wärtsilä Switzerland Ltd c 25.85.07.40 – Issue VIII.06 – Rev. 0

F2.3.9.3 Flushing external lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–47

F3 Ambient temperature consideration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–79

F4 Pipe size and flow details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–83

F5 Engine pipe connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–87

25.85.07.40 – Issue VIII.06 – Rev. 0 d Wärtsilä Switzerland Ltd

G Automation and controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1

G2 DENIS-5 diesel engine interface specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1

G3 MAPEX Engine Fitness Family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–15

H General installation aspects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–1

H2 Dimensions and masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–2

H3 Outlines of Wärtsilä RTA84T-D engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–11

H4 Platform arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–20

H5 Engine seating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–27

Wärtsilä Switzerland Ltd e 25.85.07.40 – Issue VIII.06 – Rev. 0

H5.2.2.1 Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–27

H6 Engine coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–55

H7 Engine earthing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–59

H8 Engine stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–62

H9 Fire protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–65

I Engine emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1

I1 Exhaust gas emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1

25.85.07.40 – Issue VIII.06 – Rev. 0 f Wärtsilä Switzerland Ltd

I1.2 Measures for compliance with the IMO regulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–2

I2 Engine noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–3

J2 Standard tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–2

J3 Recommended special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–37

J4 Special tools, on loan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–41

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gineers and naval architects enabling them to op

The values of power in kilowatt (kW) and fuel con

The Wärtsilä RTA84T-D is available with 5 to 9 cyl

11. Uniflow scavenging system comprising scav

The point R3 defines 80 per cent speed and 80 per