Sulzer Rta96c.part 1

��
Marine Installation
Manual
Issue May 2004
Wärtsilä Switzerland Ltd Tel. +41 52 262 49 22

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

This manual covers the following Sulzer diesel engines:
The Sulzer RTA96C engines with the following MCR rating:
– Power per cylinder 5720 kW 7780 bhp

– Speed 102 rpm
This issue of the Marine Installation Manual (MIM) is the second edition covering
the Sulzer 6–12RTA engines with this rating.
It is made according to the approved concept for these manuals. Due to

continuous development and giving priority to engines preferred by the market,
complete information for all cylinder arrangements is not yet included. On
relevant spaces the following remark is printed:
Data available on request.
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 2.7) and EnSel
(version 4.2), both on the CD-ROM included in this manual.
This CD-ROM also contains the complete manual (MIM).
This Marine Installation Manual is complete within itself, an additional

Engine Selection and Project Manual (ESPM ) is not required but should you still
need an ESPM, please do not hesitate to contact one of the addresses listed in
the appendix, chapter M of this manual.
Revision:
Rev. 1 performed, 23rd June 2004
silp
25.72.07.40 – Issue V.04 – Rev. 1 Wärtsilä Switzerland Ltd

�� Marine Installation Manual
List of contents
A Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–1
B Engine description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1
B1 Engine description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1
B2 Primary engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–3
B3 Engine numbering and designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–4
C General engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1
C1 Engine layout field and load range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1

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

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

C3.1 Turbocharger and scavenge air cooler selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–6
C4 Auxiliary blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–9
C5 Turning gear requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–9
C6 Pressure and temperature ranges at continuous service rating . . . . . . . . . . . . . . . . . . . C–10
C7 Included CD-ROM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–11

C7.1 Installation of winGTD and EnSel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–11
C7.1.1 System requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–11
C7.1.2 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–11
C7.1.3 Changes to previous versions of winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–11
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List of contents
C7.2 Using winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–11

C7.2.1 Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–11
C7.2.2 Data input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–11
C7.2.3 Output results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–12
C7.2.4 Service conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–12
C7.2.5 Saving a project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–12
C7.3 EnSel program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–12
D Engine dynamics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1
D1 Vibration aspects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1

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

D3.1 Marine installation forced torsional vibration calculations . . . . . . . . . . . . . . . . . . . . . . . . D–13
D3.2 Marine installation forced axial vibration calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–14
D3.3 ‘Simulink’ computer application: Input data sheet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–15
25.72.07.40 – Issue V.04 – Rev. 0 b Wärtsilä Switzerland Ltd

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

E1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1
E1.2 System description and layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
E1.3 Waste heat recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
E2 Power take off (PTO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2

E2.1 Arrangements of PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
E2.2 PTO power and speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
E2.3 Constant-speed gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
F Ancillary systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1
F1 General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1

F1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1
F1.2 Part-load data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1
F1.3 Engine system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1
F1.3.1 Questionnaire for engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–2
F1.3.2 Engine system data for central fresh water cooling system (single-stage)
at nominal maximum continuous rating (R1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–3
F2 Piping systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–5

F2.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–5
F2.2 Central fresh water cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–5
F2.2.1 Central fresh water cooling system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–10
F2.2.2 Cylinder cooling water system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–11
F2.2.3 Freshwater generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–14
F2.2.4 Pre-heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–16
F2.3 Lubricating oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–17
F2.3.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–17
F2.3.2 ILubricating oil systems for turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–17
F2.3.3 Main lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–17
F2.3.4 Main lubricating oil system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–24
F2.3.5 Cylinder lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–25
F2.3.6 Lubricating oil maintenance and treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–25
F2.3.6.1 Lubricating oil separator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–25
F2.3.7 Lubricating oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–25
F2.3.8 Lubricating oil drain tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–29
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F2.3.9 Flushing the lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–37

F2.3.9.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–37
F2.3.9.2 Preparation before flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–38
F2.3.9.3 Flushing external lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–38
F2.3.9.4 Flushing within the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–39
F2.3.9.5 Circulation of lubricating oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–39
F2.3.9.6 Cylinder oil supply system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–39
F2.4 Fuel oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–40
F2.4.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–40
F2.4.2 Fuel oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–40
F2.4.3 Fuel oil treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–44
F2.4.3.1 Settling tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–46
F2.4.3.2 Daily tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–46
F2.4.3.3 Centrifugal separators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–46
F2.4.4 Pressurized fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–47
F2.4.5 Fuel oil system on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–50
F2.4.6 Heavy fuel oil system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–51
F2.4.7 Flushing the fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–55
F2.4.7.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–55
F2.4.7.2 Preparation before flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–55
F2.4.7.3 Flushing procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–56
F2.5 Starting and control air systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–57
F2.5.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–57
F2.5.2 System layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–57
F2.5.3 Capacities of air compressor and receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–57
F2.5.4 Starting and control air system specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–59
F2.5.4.1 Control air system supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–59
F2.5.5 General service and working air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–59
F2.6 Leakage collection system and washing devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–60
F2.6.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–60
F2.7 Exhaust gas system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–64
F2.8 Air vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–66
F2.9 Engine-room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–67
F3 Ambient temperature consideration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–68

F3.1 Engine air inlet – Operating temperatures from 45 °C to 5 °C . . . . . . . . . . . . . . . . . . . . F–68
F3.1.1 Scavenge air system – arctic conditions at operating temperatures below 5 °C . . . . . F–68
F3.2 Air filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–70
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F4 Pipe size and flow details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–72

F4.1 Pipe velocities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–72
F4.2 Piping symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–73
F5 Engine pipe connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–76

F5.1 Engine pipe connections for 2 x TPL85 turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . F–76
F5.2 Engine pipe connections for 3 x TPL85 turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . F–82
G Engine management systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1
G1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1
G1.1 DENIS family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1
G1.2 MAPEX family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1
G2 DENIS-6 diesel engine interface specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1

G2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1
G2.2 Engine control functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–4
G2.2.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–4
G2.2.2 Standard engine control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–5
G2.2.3 Instrumentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–5
G2.2.4 Shut down functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–5
G2.3 Speed control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–7
G2.3.1 Approved speed control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–7
G2.3.2 Technical assistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–7
G2.4 Approved remote control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–7
G2.4.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–7
G2.4.2 Remote control systems suppliers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–9
G2.4.3 Remote control system functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–10
G2.4.4 Remote control system indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–10
G2.4.5 Recommended manoeuvring characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–11
G2.5 Alarm sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–12
G2.6 Installation information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–15
G2.6.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–15
G2.6.2 Signal flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–15
G2.6.3 Signal numbering system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–17
G2.6.4 Signal list . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–19
G2.6.5 Location of terminal boxes and sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–24
G2.6.6 Cabling notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–26
G3 MAPEX family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–27

G3.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–27
G3.2 MAPEX installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–27
Wärtsilä Switzerland Ltd e 25.72.07.40 – Issue V.04 – Rev. 0

List of contents
H General installation aspects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–1
H1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–1
H2 Dimensions and masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–2

H2.1 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–2
H2.2 Thermal expansion at the turbocharger expansion joint . . . . . . . . . . . . . . . . . . . . . . . . . . H–5
H2.3 Contents of fluid in the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–6
H2.4 Space requirements and dismantling heights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–6
H2.4.1 Reduced piston dismantling height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–7
H2.4.2 Dismantling of scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–11
H3 Outlines of engines of Sulzer RTA96C engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–12

H3.1 Outlines of engines fitted with 2 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . H–12
H3.1.1 6RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–13
H3.1.2 7RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–14
H3.1.3 8RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–15
H3.2 Outlines of engines fitted with 3 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . H–16
H3.2.1 9RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–17
H3.2.2 10RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–19
H3.2.3 11RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–21
H3.2.4 12RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–23
H4 Platform and gallery arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–25

H4.1 End elevation for engines fitted with TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . H–25
H4.1.1 6RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–26
H4.1.2 7RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–30
H4.1.3 8RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–34
H4.1.4 9RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–38
H4.1.5 10RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–42
H4.1.6 11RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–46
H4.1.7 12RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–50
H5 Engine seating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–54

H5.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–54
H5.2 Engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–54
H5.2.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–54
H5.2.2 Thrust sleeve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–54
H5.2.2.1 Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–54
H5.2.2.2 Drilling of the holes in the tank top plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–54
H5.2.2.3 Chock thickness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–54
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List of contents
H5.2.3 Fitted stud . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–55

H5.2.3.1 Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–55
H5.2.3.2 Drilling of the holes in the tank top plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–55
H5.2.3.3 Chock thickness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–55
H5.2.4 Pouring of the epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–55
H5.2.4.1 Conditions before pouring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–55
H5.2.4.2 Pouring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–55
H5.2.5 Tightening the holding down studs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–56
H5.2.6 Engine foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–56
H5.2.7 Engine holding down studs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–58
H5.2.8 Engine seating side stoppers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–62
H5.2.9 Chocking and drilling plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–70
H5.2.9.1 6RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–70
H5.2.9.2 7RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–71
H5.2.9.3 8RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–72
H5.2.9.4 9RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–73
H5.2.9.5 10RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–74
H5.2.9.6 11RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–75
H5.2.9.7 12RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–76
H5.3 Engine alignment tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–78
H5.3.1 Position of engine alignment tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–79
H6 Engine coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–86

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

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

H8.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–93
H8.2 Stays arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–93
H8.2.1 Installation of lateral and longitudinal stays – hydraulic and friction . . . . . . . . . . . . . . . H–93
H8.2.2 Hydraulic stays details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–94
H8.2.3 Friction stay details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–96
H9 Fire protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–98

H9.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–98
H9.2 Extinguishing agents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–98
Wärtsilä Switzerland Ltd g 25.72.07.40 – Issue V.04 – Rev. 0

List of contents
I Engine emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1
I1 Exhaust gas emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1

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

I2.1 Engine surface sound pressure level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–3
I2.2 Engine exhaust sound pressure level at funnel top . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–4
I2.3 Engine structure borne noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–5
J Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
J1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
J2 Standard tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–2
J3 Optional tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–40
J4 Turbocharger tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–45
J5 Storage proposal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–46

J5.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–46
J5.2 Tool panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–47
K Spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–1
K1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–1
K2 Summarized spares data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–2
K3 Engine spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–4
K4 Turbocharger spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–32
K5 Mounting and storage proposals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–33
25.72.07.40 – Issue V.04 – Rev. 0 h Wärtsilä Switzerland Ltd

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

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

L2.1 Wärtsilä trial report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–12
M Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M–1
M1 Reference to other Wärtsilä Ltd publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M–1
M2 SI dimensions for internal combustion engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M–2
M3 Approximate conversion factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M–3
M4 Wärtsilä Corporation Worldwide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M–4

M4.1 Haedquarters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M–4
M4.2 Production companies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M–4
M4.3 Corporation network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M–5
M4.4 L;icensees . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M–9
Wärtsilä Switzerland Ltd i 25.72.07.40 – Issue V.04 – Rev. 0

List of Figures
Fig. A1 Power/speed range of all IMO-2000 regulation compatible RTA engines . . . . . . . . . . . . A–1
Fig. B1 Sulzer RTA96C cross section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1
Fig. B2 Engine numbering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–4
Fig. C1 Layout field of the Sulzer RTA96C engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1
Fig. C2 Load range limits, with the load diagram of an engine
corresponding to a specific rating point Rx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–3
Fig. C3 Load range diagram for an engine equipped with a main-engine driven generator,
whether it is a shaft generator or a PTO-driven generator . . . . . . . . . . . . . . . . . . . . . . . . C–3
Fig. C4 Scavenge air cooler details (rated at R1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–5
Fig. C5 Turbocharger and scavenge air cooler selection (ABB TPL type turbochargers) . . . . . C–6
Fig. C6 Turbocharger and scavenge air cooler selection (MHI MET type turbochargers) . . . . . C–7
Fig. C7 Turbocharger and scavenge air cooler selection (MAN NA type turbochargers) . . . . . C–8
Fig. C8 winGTD: Selection of engine window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–11
Fig. C9 winGTD: Main window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–11
Fig. C10 winGTD: General technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–12
Fig. C11 winGTD: Two-stroke engine propulsion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–12
Fig. D1 External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1
Fig. D2 Engine-fitted second order balancer gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–2
Fig. D3 Locating balancer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–3
Fig. D4 Locating electrically driven balancer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–3
Fig. D5 Free external mass moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–4
Fig. D6 External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–5
Fig. D7 General arrangement of lateral stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–6
Fig. D8 General arrangement of friction stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–6
Fig. D9 Vibration damper (Viscous type) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–8
Fig. D10 Vibration damper (Geislinger type) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–8
Fig. D11 Axial damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–9
Fig. E1 Heat recovery system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1
Fig. E2 Tunnel PTO gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
Fig. F1 Central fresh-water cooling system, single-stage SAC . . . . . . . . . . . . . . . . . . . . . . . . . . . F–3
Fig. F2 Central fresh water cooling system for single-stage scavenge air cooler . . . . . . . . . . . . F–6
Fig. F3 Central fresh water cooling system for two-stage scavenge air cooler . . . . . . . . . . . . . . F–8
Fig. F4 Central cooling water system expansion tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–13
Fig. F5 Freshwater generator installation alternative ‘A’ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–14
Fig. F6 Freshwater generator installation alternative ‘B’ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–15
Fig. F7 Pre-heating power requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–17
Fig. F8 Lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–18
Fig. F9 Lubricating oil system for 2 x TPL 85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . F–20
Fig. F10 Lubricating oil system for 3 x TPL 85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . F–21
Fig. F11 Lubricating oil system on the engine (low-pressure circuit) . . . . . . . . . . . . . . . . . . . . . . . F–22
Fig. F12 Lubricating oil system on the engine (high-pressure circuit) . . . . . . . . . . . . . . . . . . . . . . F–23
Fig. F13 Lubricating oil treatment and transfer system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–26
Fig. F14 Arrangement of vertical lubricating oil drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–29
Fig. F15 Vertical drain connection details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–31
Fig. F16 Layout of vertical oil drains for 6RTA96C and 7RTA96C engines . . . . . . . . . . . . . . . . . F–32
25.72.07.40 – Issue V.04 – Rev. 0 j Wärtsilä Switzerland Ltd

List of Figures
Fig. F17 Layout of vertical oil drains for 8RTA96C and 9RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . F–33
Fig. F18 Layout of vertical oil drains for 10RTA96C and 11RTA96C . . . . . . . . . . . . . . . . . . . . . . . F–34
Fig. F19 Layout of vertical oil drains for 12RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–35
Fig. F20 Lubricating oil drain tank, vertical oil drains. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–36
Fig. F21 Flushing the lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–37
Fig. F22 Typical viscosity / temperature diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–43
Fig. F23 Heavy fuel oil treatment and tank system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–44
Fig. F24 Pressurized fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–48
Fig. F25 Fuel oil system on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–50
Fig. F26 Fuel oil system mixing unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–53
Fig. F27 Fuel oil system flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–55
Fig. F28 Starting and control air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–58
Fig. F29 Leakage collection and washing system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–61
Fig. F30 Sludge oil trap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–62
Fig. F31 Arrangement of automatic water drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–63
Fig. F32 Determination of exhaust pipe diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–64
Fig. F33 Estimation of exhaust gas density . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–65
Fig. F34 Estimation of exhaust pipe diameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–65
Fig. F35 Direct suction of combustion air – main and auxiliary engine . . . . . . . . . . . . . . . . . . . . . F–67
Fig. F36 Scavenge air system for arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–68
Fig. F37 Blow-off effect under arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–69
Fig. F38 Air filter size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–71
Fig. F39 Piping symbols 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–73
Fig. F42 Driving end pipe connection details for 2 x TPL85 turbochargers . . . . . . . . . . . . . . . . . F–76
Fig. F43 Free end pipe connection details for 2 x TPL85 turbochargers . . . . . . . . . . . . . . . . . . . F–77
Fig. F44 Pipe connection details for 2 x TPL85 turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–78
Fig. F45 6RTA96C pipe connection details for 2 x TPL85 turbochargers . . . . . . . . . . . . . . . . . . . F–79
Fig. F48 Driving end pipe connection details for 3 x TPL85 turbochargers . . . . . . . . . . . . . . . . . F–82
Fig. F49 Free end pipe connection details for 3 x TPL85 turbochargers . . . . . . . . . . . . . . . . . . . F–83
Fig. F50 Pipe connection details for 3 x TPL85 turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–84
Fig. F52 10RTA96C pipe connection details for 3 x TPL85 turbochargers . . . . . . . . . . . . . . . . . . F–86
Fig. G1 DENIS-6 layout. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–3
Fig. G2 Arrangement of local/emergency control stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–4
Fig. G3 DENIS-6 remote control system layout. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–8
Fig. G4 Recommended manoeuvring characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–11
Fig. G5 Signal flow between systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–16
Fig. G6 Location of sensors / actuators for remote control and safety system. . . . . . . . . . . . . . G–24
Fig. G7 Location of sensors for ship alarm system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–25
Wärtsilä Switzerland Ltd k 25.72.07.40 – Issue V.04 – Rev. 0

List of Figures
Fig. H1 Engine dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–2

Fig. H2 Dimensions X, Y, Z . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–5
Fig. H3 Reduced piston dismantling height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–7
Fig. H4 Space requirements and dismantling heights for piston lifting (vertical) . . . . . . . . . . . . . H–8
Fig. H5 Space requirements and dismantling heights for vertical piston lifting
with double-jib/special crane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–9
Fig. H6 Space requirements and dismantling heights for tilted piston lifting
with double-jib/special crane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–10
Fig. H7 Dismantling of scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–11
Fig. H8 End elevation of 6- to 8-cylinder RTA96C engines
with 2 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–12
Fig. H9 Exhaust side elevation and plan view of 6RTA96C
Fig. H12 End elevation of 9 to 12 cylinder RTA96C engine
Fig. H13 Exhaust side elevation of 9RTA96C with 3 x TPL85-B turbochargers . . . . . . . . . . . . . . H–17
Fig. H14 Plan view of 9RTA96C with 3 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . H–18
Fig. H15 Exhaust side elevation of 10RTA96C with 3 x TPL85-B turbochargers . . . . . . . . . . . . H–19
Fig. H16 Plan view of 10RTA96C with 3 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . H–20
Fig. H17 Exhaust side elevation of 11RTA96C with 3 x TPL85-B turbochargers . . . . . . . . . . . . . H–21
Fig. H19 Exhaust side elevation of 12RTA96C with 3 x TPL85-B turbochargers . . . . . . . . . . . . H–23
Fig. H21 End elevation for engines fitted with ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . H–25
Fig. H22 6RTA96C cylinder cover platform . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–26
Fig. H23 6RTA96C upper platform with 2 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . H–27
Fig. H24 6RTA96C lower platform with 2 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . H–28
Fig. H25 6RTA96C service platform . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–29
Fig. H38 10RTA96C cylinder cover platform . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–42
25.72.07.40 – Issue V.04 – Rev. 0 l Wärtsilä Switzerland Ltd

List of Figures
Fig. H39 10RTA96C upper platform with 3 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . H–43

Fig. H40 10RTA96C lower platform with 3 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . H–44
Fig. H41 10RTA96C service platform . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–45
Fig. H50 Engine seating and foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–56
Fig. H51 Engine foundation for engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . H–57
Fig. H52 Cross section of thrust sleeve with holding down stud and epoxy resin chocks . . . . . H–58
Fig. H53 Cross section of fitted holding down stud with epoxy resin chocks . . . . . . . . . . . . . . . . H–58
Fig. H54 Cross section of normal holding-down stud with epoxy resin chocks . . . . . . . . . . . . . . H–59
Fig. H55 Holding down studs details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–60
Fig. H56 Details of sleeve and conical washer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–61
Fig. H57 Engine seating side stoppers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–62
Fig. H58 6RTA96C engine side stopper arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–63
Fig. H62 10RTA96C engine side stopper arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–67
Fig. H65 6RTA96C chocking and drilling plan for engine seating with epoxy resin chocks . . . . H–70
Fig. H69 10RTA96C chocking and drilling plan for engine seating with epoxy resin chocks . . . H–74
Fig. H72 Drilling plan details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–77
Fig. H73 Alignment with hydraulic jack and wedge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–78
Fig. H74 Arrangement with jacking screw (optional). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–78
Fig. H75 Position of engine alignment tools for 6RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–79
Fig. H79 Position of engine alignment tools for 10RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–83
Fig. H82 Engine coupling fitted bolt arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–87
Fig. H83 Detail of coupling bolt and nut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–88
Wärtsilä Switzerland Ltd m 25.72.07.40 – Issue V.04 – Rev. 0

List of Figures
Fig. H84 Engine coupling and flywheel casing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–89

Fig. H85 Shaft earthing arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–91
Fig. H86 Shaft earthing slip-ring arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–91
Fig. H87 Shaft earthing with condition monitoring facility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–92
Fig. H88 Arrangement of hydraulic stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–94
Fig. H89 Lateral stay details – hydraulic type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–95
Fig. H90 Arrangement of friction stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–96
Fig. H91 Lateral stay details – friction type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–97
Fig. I1 Speed dependent maximum average NOx emissions by engines . . . . . . . . . . . . . . . . . . . I–1
Fig. I2 Sulzer RTA96C: compliance with IMO regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–2
Fig. I3 Engine sound pressure level at 1 m distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–3
Fig. I4 Engine exhaust gas sound pressure level at funnel top . . . . . . . . . . . . . . . . . . . . . . . . . . . I–4
Fig. I5 Structure borne noise level at engine feet vertical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–5
Fig. J1 Standard tools 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–2
Fig. J38 Standard tools 38 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–39
Fig. J39 Recommended tools 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–40
Fig. J43 Recommended tools 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–44
Fig. J44 Tool panel storage arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–46
Fig. J45 Tool panel location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–47
Fig. J46 Tool panel 1: General tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–48
Fig. J47 Tool panel 2: for valve seat grinding / control tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–49
Fig. J48 Tool panel 3: for nozzle dismantling / overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–50
Fig. J49 Tool panel 4: for cylinder liner / head dismantling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–51
Fig. J50 Tool panel 5: for piston dismantling / overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–52
Fig. J51 Tool panel 6: for fuel pump / camshaft dismantling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–53
Fig. J52 Tool panel 7: for piston / various tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–54
Fig. J53 Tool panel 8: Crankcase tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–55
Fig. J54 Tool panel 9: for gear drive dismantling / control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–56
Fig. K1 Main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–4
Fig. K2 Thrust pads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–5
Fig. K3 Cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–6
Fig. K4 Cylinder liner lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–7
Fig. K5 Cylinder cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–8
Fig. K6 Elastic studs for cylinder cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–9
Fig. K7 Fuel injection valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–10
Fig. K8 Starting air valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–11
Fig. K9 Exhaust valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–12
Fig. K10 Relief valve and indicator cock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–13
Fig. K11 Connecting rod bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–14
Fig. K12 Piston rod gland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–15
Fig. K13 Piston cooling and crosshead lubricating linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–16
Fig. K14 Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–17
Fig. K15 Camshaft components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–18
Fig. K16 Electronic speed controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–19
Fig. K17 Fuel and hydraulic actuator pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–20
25.72.07.40 – Issue V.04 – Rev. 0 n Wärtsilä Switzerland Ltd

List of Figures
Fig. K18 Fuel and hydraulic actuator pump (continued) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–21

Fig. K19 Safety cut-out device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–22
Fig. K20 Fuel injection piping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–23
Fig. K23 Scavenging system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–26
Fig. K24 Hydraulic piping for exhaust valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–27
Fig. K25 Hydraulic piping for exhaust valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–28
Fig. K26 Cylinder lubricating pump and drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–29
Fig. K27 Exhaust system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–30
Fig. K28 Securing spare piston and rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–34
Fig. K29 Securing spare exhaust valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–34
Fig. K30 Securing spare exhaust valve cages without . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–35
Fig. K31 Securing spare cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–35
Fig. L1 Lifting device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–3
Fig. L2 Parallelism of driving end (DE) to free end (FE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–8
Fig. L3 Top and bottom clearance at main bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–9
Fig. L4 Crankshaft: vertical and horizontal deflections at alignment . . . . . . . . . . . . . . . . . . . . . . L–11
Fig. L5 Performance curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–15
Fig. L6 Inspection bedplate alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–24
Fig. L7 Cylinder pressure diagram (Cylinder 1, 2, 3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–25
Fig. L10 Cylinder pressure diagram (Cylinder 10, 11, 12). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–28
Wärtsilä Switzerland Ltd o 25.72.07.40 – Issue V.04 – Rev. 0

List of tables
Table B1 Primary engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–3

Table C1 Scavenge air cooler parameters (rated at R1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–5
Table C2 Turbocharger weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–9
Table C3 Auxiliary blower requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–9
Table C4 Approximative turning gear requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–9
Table C5 Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–10
Table D1 Second order balancer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–2
Table D2 External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–10
Table D3 Countermeasures for dynamic effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–11
Table E1 PTO options for power and speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
Table F1 R1 data for central fresh water cooling system for engines
with ABB TPL turbochargers, single-stage SAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–3
Table F1 R1 data for central fresh water cooling system for engines
with ABB TPL turbochargers, single-stage SAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–4
Table F2 Central fresh water cooling system data for single-stage scavenge air cooler . . . . . . . F–7
Table F3 Central fresh water cooling system data for two-stage scavenge air cooler . . . . . . . . . F–9
Table F4 Lubricating oil system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–19
Table F5 Lubricating oil treatment and transfer system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–27
Table F6 Lubricating oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–28
Table F7 Vertical drain connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–29
Table F8 Minimum inclination angles at which the engine is to remain fully operational . . . . . . F–30
Table F9 Fuel oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–40
Table F10 Heavy fuel oil treatment and tank system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–45
Table F11 Pressurized fuel oil system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–49
Table F12 Fuel oil system mixing unit: nominal pipe diameters for connections A, B, C . . . . . . . F–53
Table F13 Air receiver and air compressor capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–57
Table F14 Control air capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–59
Table F15 Leakage collection and washing system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–60
Table F16 Guidance for air filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–70
Table F17 Recommended fluid velocities and flow rates for pipework . . . . . . . . . . . . . . . . . . . . . . . F–72
Table G1 Local indications on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–6
Table G2 Local indications on the gauge board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–6
Table G3 Suppliers of remote control systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–9
Table G4 Remarks to tables G5 and G6 ‘Alarm and safety functions
of Sulzer RTA96C marine diesel engines’. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–12
Table G5 Alarm and safety functions of Sulzer RTA96C marine diesel engines
(continued table G6). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–13
Table G6 Alarm and safety functions of Sulzer RTA96C marine diesel engines
(continuation of table G5). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–14
Table G7 Signal numbering system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–18
Table G8 Interface signals for alarm system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–19
Table G9 Interface signals for control system; signals from engine . . . . . . . . . . . . . . . . . . . . . . . . G–20
Table G10 Interface signals for control system; signals to engine . . . . . . . . . . . . . . . . . . . . . . . . . . . G–21
Table G11 Local control functions on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–21
Table G12 Interface signals for wrong way alarm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–21
25.72.07.40 – Issue V.04 – Rev. 0 p Wärtsilä Switzerland Ltd

List of tables
Table G13 Interface signals for safety system; direct inputs to safety system
(binary signals) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–22
Table G14 Interface signals for safety system; outputs from safety system
(binary signals) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–22
Table G15 Interface signals for safety system; indirect inputs to safety system
(analogue signals) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–22
Table H1 Engine dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–2
Table H2 Engine masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–3
Table H3 Dimensions and masses of main components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–4
Table H4 Expected thermal expansion figures at turbocharger gas outlet . . . . . . . . . . . . . . . . . . . H–5
Table H5 Fluid quantities in the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–6
Table H6 Tightening pressures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–56
Table H7 Parts list for engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–59
Table H8 Details and dimensions of epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–77
Table H9 Number and diameter of holes drilled into top plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–77
Table H10 Parts list for wedge, hydraulic jack and jacking screw . . . . . . . . . . . . . . . . . . . . . . . . . . . H–78
Table H11 Quantity of engine coupling fitted bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–87
Table H12 Recommended quantities of fire extinguishing medium . . . . . . . . . . . . . . . . . . . . . . . . . H–98
Table K1 Summarized spares data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–2
Table K2 Summarized spares data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–3
Table K3 Measuring instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–31
Table K4 Spare parts for DENIS-6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–31
Table K5 Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–31
Table K6 Turbocharger spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–32
Table L1 Lifting details for complete RTA96C engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–4
Table L2 Influence of ship draught on static main bearing loads . . . . . . . . . . . . . . . . . . . . . . . . . . . L–5
Table L3 Recommended static main bearing loads for alignment calculation . . . . . . . . . . . . . . . . L–5
Table L4 Calculated pre-sag offsets for reference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–9
Table L5 Jack correction factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–11
Table L6 Crank web deflection limits for alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–11
Table L7 Trial report (Specification) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–13
Table L8 Trial report (Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–14
Table L9 Setting table (Sheet A) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–16
Table L10 Setting table (Sheet A continued) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–17
Table L11 Setting table (sheet B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–18
Table L12 Check dimensions (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–19
Table L15 Inspection sheet (Cylinder liner) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–22
Table L16 Inspection sheet (Cylinder liner) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–23
Table L17 Inspection sheet (Bedplate alignment) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L–24
Wärtsilä Switzerland Ltd q 25.72.07.40 – Issue V.04 – Rev. 0

Abbreviations
ABB ASEA Brown Boveri MCR Maximum continuous rating (R1)

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

A. Introduction
The Marine Installation Manual (MIM) is for use by Engine power Engine power
[kW] [bhp]
project and design personnel. Each chapter con- 100 000
tains detailed information required by design en- 80 000
120 000
100 000
gineers and naval architects enabling them to op- RTA96C
60 000 80 000
timize plant items, machinery spaces, and carry 50 000
all other RTA
out installation design work. 40 000 and RT-flex engines
60 000
This book is only distributed to persons dealing 30 000 40 000

with this engine.
20 000
20 000
10 000
8 000
10 000
6 000 8 000
6 000
4 000
4 000
2 000
50 60 70 80 90 100 120 140 160 180 200
Engine speed
F10.5301 [rpm]
Fig. A1 Power/speed range of all IMO-2000 regulation

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

PO Box 414
CH-8401 Winterthur, Switzerland
Telephone: +41 52 2624922
Telefax: +41 52 2124917
Direct Fax: +41 52 2620707
http://www.wartsila.com
Wärtsilä Switzerland Ltd A–1 25.72.07.40 – Issue V.04 – Rev. 0

A. Introduction
Page intentionally left blank (end of chapter).
25.72.07.40 – Issue V.04 – Rev. 0 A–2 Wärtsilä Switzerland Ltd

B. Engine description
B1 Engine description
The Sulzer RTA96C type engine is a low-speed,
direct-reversible, single-acting two-stroke engine,
comprising crosshead-guided running gear, hy-
draulically operated poppet type exhaust valves,
turbocharged uniflow scavenging system and oil
cooled pistons.
The Sulzer RTA96C is designed for running on a
wide range of fuels from marine diesel oil (MDO)
to heavy fuel oils (HFO) of different qualities.
Main features:
Bore 960 mm
Stroke 2500 mm
Number of cylinders 6 to 12
Main parameters (R1):
Power (MCR) 5720 kW/cyl
Speed (MCR) 102 rpm
Mean effect. press. 18.6 bar
Mean piston speed 8.5 m/s
It is available with six to twelve cylinders rated at
max. 5720 kW/cyl to provide a maximum output for
the twelve-cylinder engine of 68 640 kW. Refer to Remark: * Direction of rotation: clockwise as standard
table B1 for primary engine data. (viewed from the propeller towards the engine).
Note: This cross section is considered as general
information only
Overall sizes of engines 6 cyl. 12 cyl.
F10.5042
Length [m] 12.96 23.94 Fig. B1 Sulzer RTA96C cross section

Height [m] 12.72 12.72
Refer to figure B1 and the following text for the
Dry weight [t] 1160 2050 characteristic design features:
1. Welded bedplate with integrated thrust bear-

The development of the Sulzer RTA96C range to
ings and large surface main bearing shells.
provide an engine for today’s largest container
vessels concentrated around providing power and
2. Sturdy engine structure with low stresses and
reliability at the required service speeds. The well-
high stiffness comprising A-shaped fabricated
proven bore-cooling principle for pistons, liners,
double-wall columns and cylinder blocks at-
cylinder covers and exhaust valve seats is incorpo-
tached to the bedplate by pre-tensioned verti-
rated with variable injection timing (VIT) which
cal tie rods.
maintains the nominal maximum combustion pres-
sure within the power range compliant with the
IMO regulation.
Wärtsilä Switzerland Ltd B–1 25.72.07.40 – Issue V.04 – Rev. 0

3. Fully-built camshaft driven by gear wheels 13. Main bearing caps tightened with elastic hold-
housed in a double column located at the driving down bolts to allow for a simpler design of
ing end or in the centre of the engine, depend- the columns.
ing on numbers of cylinders.
14. White-metaled type bottom end bearings.
4. A combined injection pump and exhaust valve
actuator unit for two cylinders each. Camshaft- 15. Semi-built crankshaft.
driven fuel pump with double spill valves for
timing fuel delivery to uncooled injectors. The following options are also available:
Camshaft-driven actuator for hydraulic drive of – Turbochargers: ABB TPL or Mitsubishi MET
poppet-type exhaust valve working against an (approval pending for MAN NA)
air spring. – Power take off for main-engine driven gener-
ator.
5. Standard pneumatic control – fully equipped – Two-stage scavenge air cooler for waste heat
local control stand. Diesel Engine CoNtrol and recovery.
optImizing Specification (DENIS-6), standard
set of sensors and actuators for control, safety
and alarms. Speed control system according
to chapter G2.3.
6. Single cast-iron jackets bolted together to form

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

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

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

comprising exhaust gas turbochargers and
auxiliary blowers for low-load operation.
10. Oil-cooled pistons with bore-cooled crowns

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

enge air receiver and non-return flaps.
12. Crosshead with crosshead pin and single-

piece white metal large surface bearings.
Elevated pressure hydrostatic lubrication.
25.72.07.40 – Issue V.04 – Rev. 0 B–2 Wärtsilä Switzerland Ltd

B2 Primary engine data
Engine Sulzer RTA96C

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

Load
[g/kWh] 171 163 171 164
100 %
[g/bhph] 126 120 126 121
mep [bar] 18.6 13.0 18.6 14.4
Lubricating oil consumption (for fully run-in engines under normal operating conditions)
System oil approximately 12 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 B1 Primary engine data
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.
Wärtsilä Switzerland Ltd B–3 25.72.07.40 – Issue V.04 – Rev. 0

B3 Engine numbering and designation
The engine components are numbered from the driving end to the free end as shown in the figure below:
281.837b
Fig. B2 Engine numbering
25.72.07.40 – Issue V.04 – Rev. 0 B–4 Wärtsilä Switzerland Ltd

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)
RTA96C engine can be positioned individually to curves (first power), are straight lines.
give the desired combination of propulsive power
and rotational speed. Engines within this layout
field are tuned for maximum firing pressure and C1.2 Rating points R1, R2, R3 and R4
best efficiency.
The rating points (R1, R2, R3 and R4) for the
Engine power Sulzer RTA engines are the corner points of the
% [R1]
100 R1 engine layout field (figure C1).
The point R1 represents the nominal maximum

continuous rating (MCR). It is the maximum
power/speed combination which is available for a
R3 particular engine.
90
The point R2 defines 100 per cent speed, and 70

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

cent power of R1.
80
The connection R1–R3 is the nominal 100 per cent

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

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

R4
Engine speed cent power between 90 and 100 per cent speed
% [R1]
85 90 95 100 of R1.
The contract maximum continuous rating (Rx)
may be freely positioned within the layout field Rating points Rx can be selected within the entire
for that engine.
F10.4995 layout field to meet the requirements of each par-
Fig. C1 Layout field of the Sulzer RTA96C engine. ticular project. Such rating points require specific
engine adaptations.
The engine speed is given on the horizontal axis
and the engine power on the vertical axis of the lay-
out field. Both are expressed as a percentage (%)
of the respective engine’s nominal R1 parameters.
Wärtsilä Switzerland Ltd C–1 25.72.07.40 – Issue V.04 – Rev. 0

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

line reaching from 100 per cent power and
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.
25.72.07.40 – Issue V.04 – Rev. 0 C–2 Wärtsilä Switzerland Ltd

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

2.45
driven generator
P 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]
100 10 %
engine /
operational
margin
D EM / OM
90 5 % for
c shaft-
85 generator
D’ B S/G
15 %
5 % light running sea margin
SM
margin LR
72.3
A
PTO
power
a
Propeller curve
without sea margin
Engine speed
[% Rx]
100
F10.3149
Fig. C3 Load range diagram for an engine equipped with

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 sys-
conditions. They are specified in ISO Standard tems.
15550 (core standard) and for marine application
in ISO Standard 3046 (satellite standard) as fol- • Cylinder water outlet temp. : 90°C
lows: • Oil temperature before engine : 45°C
• Air temperature before blower : 25°C • Exhaust gas back pressure
• Engine ambient air temp. : 25°C at rated power (Rx) : 30 mbar.
• Coolant temp. before
central cooler : 25°C for SW The engine power is independent from ambient
• Coolant temp. before SAC : 39°C for FW conditions. The cylinder water outlet temperature
• Barometric pressure : 1000 mbar. and the oil temperature before engine are system-
• Relative air humidity : 30 % internally controlled and have to remain at the
specified level.
The reference for the engine room air inlet tem-
perature is specified in ISO Standard 8861 with C2.4 Engine performance data
35°C, taken from outboard.
The calculation of the performance data BSFC,
Note: BSEF and tEaT for any engine power will be done
The lower calorific value (LCV) of the fuel refers to with the help of the winGTD program on CD-ROM,
an international marine convention. The specified which is enclosed in this manual.
LCV of 42.7 MJ/kg differs from the ISO Standard
which is specified at 42.0 MJ/kg. If needed we offer a computerized information ser-
vice to analyze the engine’s heat balance and
C2.2 Design conditions determine main system data for any rating point
within the engine layout field.
The capacities of ancillaries are specified accord- For details of this service please refer to section
ing to ISO Standard 3046-1 (clause 11.4) following F1.3.1, ‘Questionnaire for engine data’.
the International Association of Classification The installation of the winGTD and the hardware
Societies (IACS) and are defined as design condi- specification are explained in section C7.1.
tions:
• Air temperature before blower : 45°C
• Engine ambient air temp. : 45°C
• Coolant temp. before
central cooler : 32°C for SW
• Coolant temp. before SAC : 36°C for FW
• Barometric pressure : 1000 mbar
• Relative air humidity : 60 %

C3 Turbocharger and scavenge air cooler selection

The selections of turbochargers covering the types The data can be calculated directly by the winGTD-
ABB TPL and MHI MET are shown in figures C5 to program (see chapter F). Parameters and details
C7. MAN NA type turbochargers are available on of the scavenge air coolers (SAC) are shown in
request (approval pending). The selection of scav- table C1 and figure C4, weights of turbochargers
enge air coolers follows the demand of the se- in table C2.
lected turbochargers.
Parameters for single-stage scavenge air coolers

Insert (WCH recommended cooler)
Cooler Water flow Design Pressure drop *1) Water Length Mass
air flow content (incl. conn. tubes) [tonnes]
small bundle large bundle
[m3/h] [kg/h] Water [bar] Air [mbar] [dm3] [mm]
unit unit
SAC47F 324 198 000 0.55 � 20 600 2810 (3070) � 1.0 �3.55
Parameters for two-stage scavenge air coolers
SAC48F LT 270 198 000 0.55 490 2810 (3070) � 1.0 �3.55
� 20
SAC48F HT 54 198 000 0.27 110 2810 (3070) � 1.0 �3.55
Remarks: *1) At design flow

Table C1 Scavenge air cooler parameters (rated at R1)
Single-stage cooler Two-stage cooler

water outlet
*2) *3)
(HT)
Air flow Air flow
water inlet water inlet

(LT)
water outlet water outlet

(HT)
Remarks: water inlet

”pre-stage”
��
��
��
��
��
connecting tubes ��
� ��
F10.5242
Fig. C4 Scavenge air cooler details (rated at R1)

C3.1 Turbocharger and scavenge air cooler selection
The SAC and TC selection for the engines RTA96C is given in the layout fields in figures C5 to C7.
Power [%] Power [%] Power [%]

R1 R1 R1
100 100 100
6RTA96C 7RTA96C 8RTA96C
95 95 95
R3 R3 R3
90 90 90
2 x TPL85-B12
2 x SAC47/48
85 85 85
2 x TPL85-B11 2 x TPL85-B11
80 2 x SAC47/48 80 2 x SAC47/48 80
75 75 75 2 x TPL85-B11
2 x SAC47/48
70 70 70
R4 R1: 34320 kW / 102 rpm R2 R4 R1: 40040 kW / 102 rpm R2 R4 R1: 45760 kW / 102 rpm R2
90 95 100 90 95 100 90 95 100

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

R1 R1 R1
100 100 100
9RTA96C 10RTA96C 11RTA96C 3 x TPL85-B12
95 95 95
3 x SAC47/48
3 x TPL85-B11
R3 R3 R3
90 3 x SAC47/48 90 90
85 85 85
3 x TPL85-B11 3 x TPL85-B11
80 80 3 x SAC47/48 80
2 x TPL85-B12 3 x SAC47/48
2 x SAC47/48
75 75 75
70 70 70
90 95 100 90 95 100 90 95 100

Power [%]
R1
100
12RTA96C
95
R3
90
3 x TPL85-B12
85 3 x SAC47/48
80
75 3 x TPL85-B11
3 x SAC47/48
70
R4 R1: 68640 kW / 102 rpm R2
90 95 100
Speed [%]
F10.5298
Fig. C5 Turbocharger and scavenge air cooler selection (ABB TPL type turbochargers)


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

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


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

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

Power [%]
R1
100
12RTA96C
95
R3
90
3 x MET83SEII
85 3 x SAC47/48
80
3 x MET83SD
75
3 x SAC47/48
70
R4 R1: 68640 kW / 102 rpm R2
90 95 100
Speed [%]
F10.5299
Fig. C6 Turbocharger and scavenge air cooler selection (MHI MET type turbochargers)


R1 R1 R1
100 100 100
6RTA96C 7RTA96C 8RTA96C 3 x NA70/T9
95 95 95
3 x SAC47/48
R3 R3 R3
90 90 90
85 85 85
2 x NA70/T9 2 x NA70/T9
80 2 x SAC47/48 80 2 x SAC47/48 80 2 x NA70/T9
2 x SAC47/48
75 75 75
70 70 70
90 95 100 90 95 100 90 95 100


R1 R1 R1
100 100 100
95 95 95
R3 R3 R3
90 90 90
3 x NA70/T9
85 3 x SAC47/48 85 85
3 x NA70/T9 3 x NA70/T9
80 80 3 x SAC47/48 80 3 x SAC47/48
75 2 x NA70/T9 75 75
2 x SAC47/48
70 70 70
90 95 100 90 95 100 90 95 100

Power [%]
R1
100
12RTA96C
95 4 x NA70/T9
4 x SAC47/48
R3
90
Approval pending.
85 Please contact WCH
for confirmation
80
3 x NA70/T9
before selecting
3 x SAC47/48 MAN NA turbochargers.
75
70
R4 R1: 68640 kW / 102 rpm R2
90 95 100
Speed [%]
F10.5300
Fig. C7 Turbocharger and scavenge air cooler selection (MAN NA type turbochargers)

Type TPL85-B11 TPL85-B12 ––

ABB
Mass [tonnes] 10.4 ––
Type MET83SD MET83SE MET83SEII ––
MHI (Mitsubishi)
Type NA70/T9 ––
MAN
Table C2 Turbocharger weights
C4 Auxiliary blower
For manoeuvring and operating at low powers, Table C3 shows the number of blowers and the
electrically driven auxiliary blowers must be used power required. (The indicated power applies only
to provide sufficient combustion air. to WCH specified blowers).
Number of cylinders 6 7 8 9 10 11 12
Auxiliary air blowers required 2 2 2 2 2 2 2
Approx. power consumption per 50 Hz 80 95 104 104 104 142 142

blower (shaft input in [kW]) *1) 60 Hz 80 95 115 115 115 145 145
Remark: *1) The output of the installed electric motor should be at least 10% higher than the maximum power demand at the shaft of
the auxiliary blower.
Table C3 Auxiliary blower requirements
C5 Turning gear requirements
Number of cylinders El. mot. power El. mot. speed Main supply
[kW] (Planetary gear type)
6
7 11
8
9 1200 rpm 440 V / 60 Hz
10
15
11
12
6
7 9
8
9 1000 rpm 380 V / 50 Hz
10
12.5
11
12
Table C4 Approximative turning gear requirements

C6 Pressure and temperature ranges at continuous service rating

Table C5 represents a summary of the required the pressure losses in the piping system, filters,
pressure and temperature ranges at continuous coolers, valves, etc., and the vertical level pres-
service rating (CSR). The gauge pressures are sure difference between pump suction and pres-
measured about 5 m above the crankshaft centre sure gauge to the values in the table below.
line. The pump delivery head is obtained by adding
Medium System Location of Gauge pres- Temperature

measurement sure [bar] [°C]
Min. Max. Min. Max. Diff.
Inlet 3.0 5.0 70 –
Cylinder cooling max.15
Outlet cylinder – – 85 95
HT circuit Inlet 3.0 5.0 70 80
–
cooling
cooling
(two-stage SAC)
nge aircooling
Outlet – – – 120
Fresh water
LT circuit Inlet 2.0 4.0 25 36
*3)
(two-stage SAC) Outlet – – – –
avenge
Scavenge
LT circuit Inlet 1.0 4.0 25 36

*3)
Scave
(single-stage SAC) Outlet – – – –

Sc
Inlet 1.0 4.0 25 32

Sea-water Central cooler *3)
Outlet – – – 57
Lubricating oil Crosshead bearing oil Inlet 10.0 12.0 40 50 –
(high pressure) Free-end balancer Inlet 4.5 6.0 – – –
PTO Free-end gear coupling (Geislinger)) Inlet 4.8 6.0 – – –
Main bearing oil Inlet 4.8 6.0 40 50 –
Inlet 4.8 6.0 40 50
Piston cooling oil max. 30
Outlet – – – –
Thrust bearing oil Outlet – – – 60 –
T
Torsional
orsional vibration damper Supply 4.8 6.0 – – –
Lubricating oil (if a Geislimger damper is used) Housing inlet 1.0 – – – –
(low pressure)
Integrated axial vibration damper Supply 4.8 6.0 – – –
(chamber pressure) Monitoring 1.7 – – – –
Turbocharger
Turbocharger bearing oil Inlet – – – – –
ABB TPL Housing outlet – – – 110 –
Turbocharger
Turbocharger bearing oil Inlet 0.7 – – – –
MHI MET Housing outlet – – – 85 –
Booster (injection pump) Inlet 7.0 *1) 10.0 *2) – 150 –
Fuel oil
After retaining valve (injection pump) Return 3.0 5.0 – – –
Intake from engine room (pressure drop) Air filter / Silencer max. 10 mbar – – –
Intake from outside (pressure drop) Ducting and filter max. 20 mbar – – –
Scavenge air
New SAC max. 30 mbar – – –
Cooling (pressure drop)
Fouled SAC max. 50 mbar – – –
Starting air Engine inlet – 25 or 30 – – –
Air Control air Engine inlet 6.5 9.0 – – –
Air spring of exhaust valve Main distributor 6.5 8.0 – – –
Deviation
After cylinder – – – 515
Exhaust pipe �50
Exhaust gas TC inlet – – – 515 –
Design max. 30 mbar – – –
Manifold after turbocharger
Fouled max. 50 mbar – – –
Remark: *1) At 100 % engine power.

*2) At stand-by condition; during commissioning of the fuel oil system the fuel oil pressure is adjusted to 10 bar.
*3) The water flow has to be within the prescribed limits.
Table C5 Pressure and temperature ranges

C7 Included CD-ROM
C7.1 Installation of winGTD and EnSel
C7.1.1 System requirements
winGTD and EnSel require the following minimum

software and hardware:
– Intel i486 or Pentium processor-based PC;

– Microsoft Windows 95 or higher;
– 16 MB of RAM;
– 20 MB free hard disk space;
– CD-ROM drive.
Fig. C8 winGTD: Selection of engine window
C7.1.2 Installation
The installed CD-ROM contains only the engine
Use the following procedure to install winGTD or types presented in this MIM.
EnSel: Double click on selected engine type or click ‘Se-
lect’ button to access main window (fig. C9) and se-
1. Insert CD-ROM. lect the particular engine according to number of
2. Follow the on-screen instructions. When the cylinders (eg 10RTA96C).
installation is complete, a message confirms
that the installation was successful. C7.2.2 Data input
C7.1.3 Changes to previous versions of In main window (fig. C9) enter desired power and
winGTD speed to specify engine rating. The rating point
must be within the rating field. The shaft power can
The amendments and how this version differs from either be expressed in units of kW or bhp.
previous versions are explained in file ‘Readme.txt’
located in the winGTD directory on the CD-ROM.
C7.2 Using winGTD
C7.2.1 Start
After starting winGTD by double clicking winGTD

icon click on ‘Start new Project’ button on ‘Wel-
come’ screen and specify desired engine type in
appearing window (fig. C8):
Fig. C9 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 relevant ancillary systems.
C7.2.3 Output results
Clicking on ‘Start Calculation’ button (fig. C9) initi-

ates the calculation with chosen data to determine
temperatures, flows of lubricating oil and cooling
water quantities.
Firstly the ‘Engine performance data’ window (fig.
C10) is displayed on the screen.
To see further results, click appropriate button in
Fig. C11 winGTD: Two-stroke engine propulsion
the tool bar or click the ‘Show results’ menu option
in the menu bar.
The calculation is carried out with all the relevant
To print results click button or for export to a design parameters (pump sizes etc.) of the ancil-
laries set at design conditions.
ASCII file click button , both in the tool bar.
C7.2.5 Saving a project
To save all data belonging to your project choose

‘Save as ...’ from the ‘File’ menu. The ‘Save a pro-
ject’ dialogue box appears.
Type a project name (winGTD proposes a three-

caracter suffix based on the program you have se-
lected) and choose a directory location for the pro-
ject.
Once you have specified a project name and se-
lected the desired drive and directory, click on
‘Save’ button to save your project data.
Fig. C10 winGTD: General technical data C7.3 EnSel program
C7.2.4 Service conditions EnSel helps in selecting the most suitable SUL-
ZER diesel engine for a given project. It presents
Click button ‘Service Conditions’ in main window a list of all SULZER diesel engines which fulfil your
(fig. C9) to access option window (fig. C11) and power and speed demands and provides for each
enter any ambient condition data deviating from arrangement selected the engine performance
design conditions. data (BSFC, BSEF and tEaT), engine dimensions
and masses.

D. Engine dynamics
D1 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 D2):
oped extensive computer software, analytical pro- F1V: resulting first order vertical force.
cedures and measuring techniques to deal with F1H: resulting first order horizontal force.
this subject. F2V: resulting second order vertical force.
F4V: resulting fourth order vertical force.
For successful design the vibration behaviour M1V: first order vertical mass moment.
needs to be calculated over the whole operating M1H: first order horizontal mass moment.
range of the engine and propulsion system. The M2V: second order vertical mass moment.
following vibration types and their causes are to be M4V: fourth order vertical mass moment.
considered:
– External mass forces and moments;

– Lateral engine vibration;
– Longitudinal engine vibration;
F1V, F2V, F4V
– Torsional vibration of the shafting;
– Axial vibration of the shafting.
F1H
D1.2 External forces and moments

M1V, M2V, M4V
With the design of the Sulzer RTA96C engine free

mass forces are eliminated and unbalanced exter- + M1H
+
nal moments of first, second and fourth order are
–
minimized. However, six-cylinder engines generate
second order unbalanced moments of a magnitude
greater than those encountered with higher
numbers of cylinders.
Depending on the ship’s design, the moments
of fourth order have to be considered too. Forces and moments due to reciprocating
and rotating masses
F10.5173
When unfavourable conditions apply depending Fig. D1 External forces and moments
on hull structure, type, distribution of cargo and
location of the main engine, the unbalanced mo-
ments of first, second and fourth order may cause
unacceptable vibrations throughout the ship and
thus call for countermeasures.
Wärtsilä Switzerland Ltd D–1 25.72.07.40 – Issue V.04 – Rev. 0

D. Engine dynamics
D1.2.1 Balancing free first order reduce the second order moments to acceptable
moments values. Figure D2 shows the second order ba-
lancer arrangement for the driving and free end.
Standard counterweights fitted to the ends of the
crankshaft reduce the first order mass moments to On six-cylinder engines the second order ba-
acceptable limits. However, in special cases non- lancers at the driving end are mounted inside the
standard counterweights can be used to reduce housing of the crankshaft drive. They are driven by
either M1V or M1H if needed. the camshaft drive.
D1.2.2 Balancing free second order At the free end an independent electrically driven
moments second order balancer (ELBA) is adapted to the
structure of the main engine. The balancer lubrica-
The second order vertical moment (M2V) is compa- tion is connected to the engine lubricating oil sys-
ratively higher on six-cylinder engines and negli- tem.
gible for other numbers of cylinders. For six-cylin-
der engines, Wärtsilä Switzerland Ltd. has The second order balancers are not included in the
designed second order balancers to be fitted at the standard scope of supply.
free end, and/or driving end of the engine. They will
Driving end Free end
Electrical
balancing gear
n
(ELBA)
Balancing gear
2n
n 2n
2n
2n
F10.5236
Fig. D2 Engine-fitted second order balancer gears
Heat dissipation of
Mass Additional oil flow Power supply N
Second order balancer electrical cabinet
[tonnes] [m3/h] [kW] [mm]
[kW]
Electrical balancer
6 cyl. For data please contact Wärtsilä Ltd, Switzerland
(ElBa)
Table D1 Second order balancer
25.72.07.40 – Issue V.04 – Rev. 0 D–2 Wärtsilä Switzerland Ltd

D. Engine dynamics
Electrically driven
2nd-order balancer
F2V
Compensating moment:
M2V = F � L *1)
M2V M2V
Node
F L L
*1) If only one balancer is fitted, the compensating vertical
moment M2V depends on the position (L). M2V = F2V � L
F10.5217 F10.5218
Fig. D3 Locating balancer Fig. D4 Locating electrically driven balancer
If no experience is available from a sister ship, it is However, when the ship’s vibration pattern is not
advisable to establish at the design stage, what yet known and it is decided not to install ba-
form the ship’s vibration will be. Table D2 assists in lancer(s) fitted to the engine, a separate electri-
determining the effect of installing the Sulzer cally driven second order balancer can be installed
RTA96C engine. later, should disturbing vibrations occur.
Such a balancer is usually installed in the steering
When the ship’s vibration pattern is known and the compartment, as shown in figure D4. It is tuned to
necessity for compensation of the second order the engine operating speed and controlled accord-
vertical moment is evident, it can furthermore be ingly. The effect of this balancer type is comparable
checked, if the installation of only one balancer at to the engine balancers fitted to the engine.
one end of the engine is sufficient. Refer to
figure D3.
If at design stage the ship’s vibration pattern is not

known, the second order balancer(s) can still be in-
stalled shortly prior or after delivery of the vessel.
Such decision for compensation of second order
vertical moment is based upon measurements or
other evidence on the particular installation. The
engine structure of six-cylinder engines is provided
with the necessary fixation and holding points for
both versions of balancers. Even at this stage it can
be determined, if a second order balancer at the
driving end or an ELBA compensator at the free
end of the engine, or even both mentioned are re-
quired.

D. Engine dynamics
D1.2.3 Power Related Unbalance (PRU)

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 D5.
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]
150
100
B
50
C
PRU = 0
0
6RTA96C 7RTA96C 8RTA96C 9RTA96C 10RTA96C 11RTA96C 12RTA96C
A-range: balancing countermeasure is likely needed.

B-range: balancing countermeasure is unlikely needed.
F10.5245 C-range: balancing countermeasure is not relevant.
Fig. D5 Free external mass moments
The external moments M1 and M2 given in table D2 are related to R1 speed. For other engine speeds, the
corresponding external moments are calculated with the following formula:
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 re-
crosshead induce lateral rocking depending on the sulting lateral guide force moment MLX. The driving
number of cylinders and firing order. These forces and free end side of the engine top vibrate in
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 D2 gives the values of the 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 the ‘X-type’, The amplitudes of the vibrations transmitted to the
please refer to figure D6. 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 mo- should be considered in the early design stages of
ment. The torque variation (∆M) is the reaction mo- the engine-room structure. (Please refer to table
ment to MLH. D3 ‘countermeasure for dynamic effects’.)
FL resulting guide force MLX resulting lateral X-type moment

MLH resulting lateral H-type moment
F10.5172
Fig. D6 External forces and moments

D. Engine dynamics
D1.3.2 Reduction of lateral vibration
D1.3.2.1 Engine stays
Fitting of lateral stays between the upper platform

level and the hull reduces transmitted vibration and Free end
lateral rocking (see figures D7 and D8). Two stay lateral
types can be considered:

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

side Driving end
F10.5278/2
Fig. D8 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. D7 General arrangement of lateral stays
For installation data concerning lateral engine

stays, please refer to section H8.

D. Engine dynamics
D1.4 Longitudinal engine vibration D1.5 Torsional vibration

(pitching)
D1.5.1 Introduction
In some cases with five-cylinder Sulzer RTA en-
gines, specially those coupled to very stiff inter- Torsional vibration is generated by gas and inertia
mediate and propeller shafts, the engine founda- forces as well as by the irregularity of the propeller
tion can be excited at a frequency close to the full torque. It does not cause hull vibration (except in
load speed range resonance, leading to increased very rare cases) and is not perceptible in service,
axial (longitudinal) vibration at the engine top and but causes additional dynamic stresses in the
as a result of this to vibrations in the ship’s super- shafting.
structure (refer to chapter D1.6 ‘Axial vibration’). In
order to prevent this vibration, stiffness of the The shafting system comprising crankshaft, pro-
double-bottom structure should be as high as pulsion shafting, propeller, engine running gear,
possible. flexible couplings and power take off (PTO), as
any system capable of vibrating, has resonant fre-
For the Sulzer RTA96C engines, as the mini- quencies.
mum number of cylinders is six, no longitudi-
nal stays are needed. If any source generates excitation at the resonant
frequencies the torsional loads in the system reach
maximum values. These torsional loads have to be
limited, if possible by design, i.e., optimizing shaft
diameters and flywheel inertia. If the resonance
still remains dangerous, its frequency range (criti-
cal speed) has to be passed through rapidly
(barred-speed range) provided that the correspon-
ding limits for this transient condition are not ex-
ceeded, otherwise other appropriate countermea-
sures have to be taken.
The amplitudes and frequencies of torsional vibra-

tion must be calculated at the design stage for
every engine installation. The calculation normally
requires approval from the relevant classification
society and may require verification by measure-
ment on board ship during sea trials. All data re-
quired for torsional vibration calculations should be
made available to the engine supplier at an early
design stage (see chapter D3 ‘Order forms for
vibration calculations’).

D. Engine dynamics
D1.5.2 Reduction of torsional vibration
Excessive torsional vibration can be reduced,

shifted or even avoided by installing a heavy fly-
wheel at the driving end and/or a tuning wheel at
the free end or a torsional vibration damper at the
free end of the crankshaft. Such dampers reduce
the level of torsional stresses by absorbing a part
of their energy. Where low energy torsional vibra-
tions have to be reduced, a viscous damper, can be
installed, please refer to figure D9. In some cases
the torsional vibration calculation shows that an
additional oil-spray cooling for the viscous damper
is needed. In these cases the layout has to be in ac-
cordance with the recommendations of the
damper manufacturer and our design department.
For high energy vibrations, i.e., for higher addi-
tional torque levels that can occur with six-cylinder
engines, a spring damper, with its higher damping
effect may have to be considered, please refer to
figure D10. This damper has to be supplied with oil
from the engine’s lubricating oil system, and de-
pending on the torsional vibration energy to be ab- F10.1844
sorbed can dissipate up to approximately 100 kW Fig. D9 Vibration damper (Viscous type)
of heat energy (depends on number of cylinders).
The oil flow to the damper should be approximately
10 to 20 m3/h, but a more accurate value will be
given after the results of the torsional vibration cal-
culation are known.
D1.6 Axial vibration
D1.6.1 Introduction
The shafting system formed by the crankshaft and

propulsion shafting, is able to vibrate in the axial
direction, the basic principle being the same as de-
scribed in chapter D1.5 ‘Torsional vibration’. The
system, made up of masses and elasticities, will
feature several resonant frequencies. These will
result in axial vibration causing excessive stresses
in the crankshaft if no countermeasures are taken.
Strong axial vibration of the shafting can also lead
to excessive axial (or longitudinal) vibration of the
F10.1845
engine, particularly at its upper part.
Fig. D10 Vibration damper (Geislinger type)

D. Engine dynamics
The axial vibrations of installations depend mainly D1.6.2 Reduction of axial vibration
on the dynamical axial system of the crankshaft,
the mass of the torsional damper, free-end gear (if In order to limit the influence of the axial excitations
any) and flywheel fitted to the crankshaft. Addition- and reduce the level of vibration, all RTA96C en-
ally, there can be a considerable influence of the gines are equipped as standard with an integrated
torsional vibrations to the axial vibrations. This in- axial damper mounted at the forward end of the
fluence is called the coupling effect of the torsional crankshaft, please refer to figure D11.
vibrations.
The axial damper sufficiently reduces the axial
It is recommended that axial vibration calculations vibrations in the crankshaft to acceptable values.
are carried out at the same time as the torsional No excessive axial vibrations should occur on
vibration calculation. In order to consider the either the crankshaft nor the upper part of the en-
coupling effect of the torsional vibrations to the gine.
axial vibrations, it is necessary to use a suitable The effect of the axial damper can be adjusted by
coupled axial vibration calculation method. an adjusting throttle. However, the setting of the
adjusting throttle is preset by the engine builder
and there is normally no need to change the set-
ting.
The integrated axial damper does not affect the ex-
ternal dimensions of the engine. It is connected to
the main lubricating oil circuit.
An integrated monitoring system continuously
checks the correct operation of the axial
damper.
D1.7 Hull vibration
The hull and accommodation are susceptible to

vibration caused by the propeller, machinery and
sea conditions. Controlling hull vibration is
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
F10.0561 accurate information and advice on protecting the
Fig. D11 Axial damper installation and vessel from the effects of plant
vibration, please complete the order forms as
given in chapter D3 and send it to the address
given.

D. Engine dynamics
D1.8 Summary of external forces and moments
Engine type: Sulzer RTA96C Number of cylinders 6 7 8 9 10 11 12

Rating R1: 5720 kW/cyl. at 102 rpm Engine power kW 34 320 40 040 45 760 51 480 57 200 62 920 68 640
Massmoments / Forces
Free forces
F1V [�kN] 0 0 0 0 43 0 0
F1H [�kN] 0 0 0 0 45 0 0
F2V [�kN] 0 0 0 0 26 0 0
F4V [�kN] 0 0 0 0 22 0 0
External moments *1)
M1V [�kNm] 0 562 628 1941 51 1347 0
M1H [�kNm] 0 580 698 1997 42 1388 0
M2V without balancer [�kNm] 6753 1960 0 2204 1612 1769 0
M2V with balancers [�kNm] 2055 – – – – – –
M4V [�kNm] 345 981 399 497 489 188 690
Lateral H-moments MLH *2) *3)
Order 1 [�kNm] 0 0 0 0 61 0 0
Order 2 [�kNm] 0 0 0 0 1 0 0
Order 3 [�kNm] 0 0 0 0 83 0 0
Order 4 [�kNm] 0 0 0 0 265 0 0
Order 5 [�kNm] 0 0 0 0 462 0 0
Order 6 [�kNm] 2090 0 0 0 204 0 0
Order 7 [�kNm] 0 1531 0 0 183 0 0
Order 8 [�kNm] 0 0 932 0 28 0 0
Order 9 [�kNm] 0 0 0 490 6 0 0
Order 10 [�kNm] 0 0 0 0 227 0 0
Order 11 [�kNm] 0 0 0 0 11 200 0
Order 12 [�kNm] 137 0 0 0 2 0 275
Order 13 [�kNm] 0 0 0 0 33 0 0
Order 14 [�kNm] 0 177 0 0 30 0 0
Lateral X-moments MLX *3)
Order 1 [�kNm] 0 324 377 1119 13 777 0
Order 2 [�kNm] 999 290 0 326 241 262 0
Order 3 [�kNm] 975 1067 1521 1844 2285 2763 3209
Order 4 [�kNm] 1277 3629 1474 1838 1814 697 2554
Order 5 [�kNm] 0 258 3596 1278 274 1699 0
Order 6 [�kNm] 0 36 0 2268 683 884 0
Order 7 [�kNm] 0 0 27 100 1908 167 0
Order 8 [�kNm] 154 12 0 41 168 1130 307
Order 9 [�kNm] 179 20 6 0 40 18 607
Order 10 [�kNm] 34 98 0 9 20 6 0
Order 11 [�kNm] 0 87 125 10 13 0 0
Order 12 [�kNm] 0 10 39 165 24 6 0
Order 13 [�kNm] 0 3 154 55 215 10 0
Order 14 [�kNm] 36 0 0 52 57 267 0
Torque variation (Synthesis value) [�kNm] 2181 1610 995 534 1419 217 279
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.
*2) The resulting lateral guide force can be calculated as follows: FL = MLH � 0.241 [kN].
*3) The values for other engine ratings are available on request.
Table D2 External forces and moments

D. Engine dynamics
D1.9 Summary of countermeasures for dynamic effects

The following table indicates where special atten- installations incorporate PTO arrangements
tion is to be given to dynamic effects and the further investigation is required and Wärtsilä
countermeasures required to reduce them. Where Switzerland Ltd, Winterthur, should be contacted.
External Lateral Longitudinal

Number of mass moments Torsional Axial rocking rocking
cylinders 2nd order vibration vibration
lateral stays longitudinal stays
balancer
6 *1) *2) B C
7 *1) *2) C C
refer
8 *1) *2) A C
to
9 *1) *2) B C
figure
10 *1) *2) B C
D5
11 *1) *2) A C
12 *1) *2) B C
Remarks: *1) Detailed calculations have to be carried out for every installation, countermeasures to be selected accordingly
(shaft diameter, critical or barred speed range, flywheel, tuning wheel, damper).
*2) An integrated axial damper is fitted as standard.
A: The countermeasure indicated is needed.
B: The countermeasure indicated may be needed and provision for the corresponding countermeasure
is recommended.
C: The countermeasure indicated is not needed.
Table D3 Countermeasures for dynamic effects

D. Engine dynamics
D2 System dynamics
A modern propulsion plant with the RTA96C en- This kind of study should be requested at an early
gine may include a main-engine driven generator. stage in the project if some special specification re-
This element is connected by clutches, gears, garding speed deviation and recovery time, or any
shafts and elastic couplings. Under transient special speed and load setting programs have to
conditions large perturbations, due to changing the be fulfilled.
operating point, loading or unloading generators,
engaging or disengaging a clutch, cause instan- Wärtsilä Switzerland Ltd would like to assist if you
taneous dynamic behaviour which weakens after have any questions or problems relating to the dy-
a certain time (or transient). Usually the transfer namics of RTA-C engines. Please describe the
from one operating point to another is supervised situation and send or fax the completed relevant
by a control system in order to allow the plant to order form given in the next chapter D3. We will
adapt safely and rapidly to the new operating point provide an answer as soon as possible.
(engine speed control and propeller speed
control).
Simulation is an opportune method for analysing

the dynamic behaviour of a system subject to large
perturbations or transient conditions. Mathemat-
ical models of several system components such as
clutches and couplings have been determined and
programmed as library blocks to be used with a si-
mulation program. With this program it is possible
to check, for example, if an elastic coupling will be
overloaded during engine start, or to optimize a
clutch coupling characteristic (engine speed be-
fore clutching, slipping time, etc.), or to adjust the
speed control parameters.
D3 Order forms for vibration calculations and simulation

For system dynamics and vibration analysis,
please send or fax a copy of the completed rel-
evant forms to the following address:

Dept. 7055
‘Engine and System Dynamics’
PO Box 414
CH-8401 Winterthur
Switzerland
Fax: +41-52-262 07 25

D. Engine dynamics
Form TM
D3.1 Marine installation forced torsional vibration calculations
Client specification
Client name:
Owner, yard, consult., other:
Address:
Department, reference:
Country: Tel., fax, telex, e-mail:
Contact person:
Project specification
Project name: Owners name (if available):
Shipyard: Hull No:
Engine specification Cast steel crank � Forged crank �
Engine type: RTA Clockwise � Anticlockwise �
Engine speed: rpm Engine power: kW
Flywheel inertia (if known): kgm2 Front flywheel (if known): kgm2
Damper type (if known): Balancer type (if known):
PTO / ConSpeed type:
Barred-speed range accepted: [Yes] / [No] Classification society:
If yes, in which speed range:
Gear
Manufacturer: Drawing No.:
Detailed drawings with the gearwheel inertias and gear ratios to be enclosed.
Clutches / elastic couplings
Detailed information of type / manufacturer of all clutches / elastic couplings used, to be enclosed.
Shafting
Drawing No.: Manufacturer:
Detailed drawings of the propulsion shafting to be enclosed. U.T.S.: N/mm2
PTO generator
Manufacturer: Type:
Generator speed: rpm Rated voltage: V
Rated apparent power: kVA Power factor cos ϕ:
Rotor inertia: kgm2 Drawing No.:
Detailed drawing of the generator shaft to be enclosed.
Propeller:
Type: [FPP] / [CPP] Manufacturer:
Number of blades: Drawing No.:
Diameter: m Mass: kg
Exp. area blade ratio: Mean pitch: m
Inertia without water: kgm2 Inertia with water: kgm2
File name: Basic Document Document Nr Page Rev. Date
ADFORM.DOC GL54–13 AD 54–13–01 1/1 0.0 11.11.94

D. Engine dynamics
Form AM
D3.2 Marine installation forced axial vibration calculations
Client name:
Address:
Contact person:
Shipyard: Hull No:
Engine specification
Engine type: RTA Clockwise: � Anticlockwise: �
Engine speed: rpm Engine power: kW
Tors. damper type: Damper mass: kg
Front disc mass: kg Drawing No.:
Flywheel mass: kg Drawing No.:
Shafting
Drawing No.: Manufacturer:
Detailed drawings of the propulsion shafting to be enclosed.
Propeller
Manufacturer: Drawing No.:
Number of blades: Diameter: m
Exp. area blade ratio: Mean pitch: m
Mass without water: kg Mass with water: kg
Remarks:
ADFORM.DOC GL54–13 AD 54–13–05 1/1 0.0 11.11.94

D. Engine dynamics
Form SM
D3.3 ‘Simulink’ computer application: Input data sheet
Stability analysis and simulation of the dynamic behaviour of multiple engine systems for a given speed and load profile.
Client name:
Address:
Contact person:
Shipyard: Hull No:
Engine specification:
Engine type: RTA
Engine speed: rpm
Engine power: kW
Speed governor type:
Actuator type:
Location(s) of speed sensor(s): Engine flywheel: [Yes] / [No]
Generator: [Yes] / [No]
Propeller shaft: [Yes] / [No]
Other location:
Installation configuration
Detailed drawings or torsional vibration system showing all inertias and elasticities to be enclosed.
Speed program / load program (details to be enclosed)

Engine start
Engine speed setting program
Propeller pitch setting program
Generator load program
Clutch coupling (engine speed before clutching, slipping time or clutching characteristics)
ADFORM.DOC GL54–13 AD 54–13–10 1/1 0.0 11.11.94

D. Engine dynamics

E. Auxiliary power generation
E1 General information
E1.1 Introduction
This chapter covers a number of auxiliary power Although the waste heat option is less attractive
arrangements for consideration. However, if your today, due to improved combustion and lower ex-
requirements are not fulfilled, please contact our haust gas temperatures, it is still a practical prop-
representative or consult Wärtsilä Switzerland Ltd, osition for engines employed on long voyages. The
Winterthur, directly. Our aim is to provide flexibility electrical power required when loading and dis-
in power management, reduce overall fuel con- charging cannot be met with a main-engine driven
sumption and maintain uni-fuel operation. generator or with the waste heat recovery system,
and for vessels employed on comparatively short
The sea load demand for refrigeration com- voyages the waste heat system is not viable.
pressors, engine and deck ancillaries, machinery Stand-by diesel generator sets (Wärtsilä
space auxiliaries and hotel load can be met using GenSets), burning heavy fuel oil or marine diesel
a main-engine driven generator, by a steam-tur- oil, available for use in port, when manoeuvring or
bine driven generator utilising waste heat from the at anchor, provide the flexibility required when the
engine exhaust gas, or simply by auxiliary gener- main engine power cannot be utilised.
ator sets.
F10.4091
Fig. E1 Heat recovery system layout
Wärtsilä Switzerland Ltd E–1 25.72.07.40 – Issue V.04 – Rev. 0

E. Auxiliary power generation
E1.2 System description and layout

T1 T2 T3
Although initial installation costs for a heat recov- T T
ery plant are relatively high, these are recovered

by fuel savings if maximum use is made of the
T4 T5
steam output, i.e., electrical power and domestics,
space heating, heating of tank, fuel and water. CS CS
E1.3 Waste heat recovery T1... T5 Tunnel gear

Controllable-pitch propeller
T Thyristor bridge
Before any decisions can be made about installing Generator CS Constant-speed gear
a waste heat recovery system (see figure E1) the F10.5231
steam and electrical power available from the ex- Fig. E2 Tunnel PTO gear
haust gas is to be established.
For more information see chapter C7, winGTD, the E2.2 PTO power and speed
General Technical Data.
PTO with without
E2 Power take off (PTO) tunnel gear Constant-speed gear
Generator speed
Main-engine driven generators are an attractive 1000, 1200, 1500, 1800
[rpm]
option when consideration is given to simplicity of 700
operation and low maintenance costs. The gener- 1200 to suit
Power
ator is driven through a tunnel PTO gear with fre- [kWe]
the ship
1800 requirement
quency control provided by thyristor invertors or
*1)
constant-speed gears.
Remark: *1) Higher powers on request
The tunnel gear is mounted at the intermediate Table E1 PTO options for power and speed
propeller shaft. Positioning the PTO gear in that
area of the ship depends upon the amount of E2.3 Constant-speed gear
space available.
The constant-speed gear unit is coupled to the
E2.1 Arrangements of PTO main engine PTO to provide controlled constant
speed of the generator drive when the main engine
Figure E2 illustrates various arrangements for speed is varied over a range of 70–104 per cent.
PTO with generator. If your particular requirements It uses the inherent variable-ratio possibilities of
are not covered, please do not hesitate to contact epicyclic gears, combining the epicyclic gear itself
our representative or Wärtsilä Switzerland Ltd, with hydraulic variable transmission. The gener-
Winterthur, directly. ator supply frequency is maintained within ex-
tremely narrow limits by the fast response of the
constant-speed gear to input speed variations. It
also allows for continuous parallel operation be-
tween PTO generator and auxiliary diesel gener-
ator(s).
25.72.07.40 – Issue V.04 – Rev. 0 E–2 Wärtsilä Switzerland Ltd

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

water, lubricating oil, fuel oil, etc., depends on the
contract maximum engine power. If the expected
system design is outside the scope of this book
please contact our representative or Wärtsilä
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 enclosed
in this manual in the form of a CD-ROM (see
chapter C7).
F1.3 Engine system data
The data contained in the following tables com-

prises maximum values applicable to the full power
range (R1) of each six- to twelve-cylinder engine at
design (tropical) conditions. They are suitable for
estimating the size of ancillary equipment.
The WinGTD-program enables to obtain all engine

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

when optimizing the plant, Wärtsilä Switzerland
Ltd provide a computerized calculation service.
Please complete in full the questionnaire on the
next page to enable us to supply the necessary
data.
Wärtsilä Switzerland Ltd F–1 25.72.07.40 – Issue V.04 – Rev. 0

F1.3.1 Questionnaire for engine data
In order to obtain computerized engine performance data and optimized ancillary system data, please
send completed copy of this questionnaire to:
Wärtsilä Switzerland Ltd, PO Box 414,

Dept. 4050, CH-8401 Winterthur, Switzerland.
or fax:
Fax No. +41 52 262 07 07
Company:
Name:
Address:
Department:
Country:
Telephone:
Telefax:
Telex:
E-mail:
Date of contact:
Project number:
Shipowner, country:
Shipyard, country:
Project manager:
Wärtsilä representative:
Engine specification
Number of cylinders: RTA96C
PTO: � Yes � No (continue to ‘Rating point’ below)
(see PTO options table E1)
Max. PTO [kW] � 700 � 1200 � 1800 �
Constant-speed output: � Yes � No (continue to ‘Rating point’ below)
Speed [rpm]: � 1000 � 1200 � 1500 � 1800
Rating point (CMCR = Rx)

Power: kW
Speed: rpm
Cooling system specification

� Central fresh water cooling with single-stage scavenge air cooler
� Central fresh water cooling with two-stage scavenge air cooler
Calculations are based on an operating mode according to propeller law and design (tropical) conditions.
25.72.07.40 – Issue V.04 – Rev. 0 F–2 Wärtsilä Switzerland Ltd

F1.3.2 Engine system data for central fresh water cooling system (single-stage)
at nominal maximum continuous rating (R1)
Engine equipped with

ABB TPL turbocharger *)
*) for Mitsubishi turbochargers
use data from the winGTD program
(see chapter C7).
F10.1907
Fig. F1 Central fresh-water cooling system, single-stage SAC
General data Number of cylinders – 6 7 8 9

Speed 102 rpm Engine power kW 34 320 40 040 45 760 51 480
Number and type of turbochargers 2 x TPL85-B11 2 x TPL85-B11 2 x TPL85-B12 3 x TPL85-B11
Cylinder cooling (HT) heat dissipation kW 5335 6404 7495 8037

Fresh water flow m3/h 277 332 389 417
Fresh water temperature engine in/out °C 73.0/90.0 73.0/90.0 73.0/90.0 73.0/90.0
Scavenge air cooler (LT) heat dissipation kW 11894 13767 15609 17841
Fresh water flow (LT) m3/h 440 440 440 660
Fresh water temperature cooler in/out °C 36.0/59.4 36.0/63.1 36.0/66.7 36.0/59.4
Scavenge air mass flow kg/h 253213 295415 337617 379819
Lubricating oil cooler heat dissipation *1) kW 3809 4424 5052 5730
Oil flow *1) m3/h 553 628 703 787
Oil temperature cooler in/out °C 59.0/45.0 59.3/45.0 59.6/45.0 59.8/45.0
Fresh water flow m3/h 330 383 438 496
Mean log. temperature difference °C 10.9 11.0 11.2 11.2
Central cooler heat dissipation kW 21037 24596 28156 31608

Fresh water flow (LT) m3/h 770 823 878 1156
Sea-water flow m3/h 924 1080 1236 1388
Sea-water temperature cooler in/out °C 32.0/52.0 32.0/52.0 32.0/52.0 32.0/52.0
Mean log. temperature difference °C 5.7 6.5 7.3 5.7
Exhaust gas heat dissipation *2) kW 10532 12288 14043 15798

Mass flow kg/h 256653 299428 342203 384979
Temperature after turbine °C 314 314 314 314
Engine radiation kW 296 333 368 402
Starting air *3) at design pressure bar 25 30 25 30 25 30 25 30

Bottle (2 units) capacity each m3 9.9 8.5 11.5 9.9 13.4 11.5 14.9 12.9
Air compressor (2 units) capacity each m3/h 250 260 290 300 340 350 380 390
Pump capacities / delivery head *4) m3h bar m3/h bar m3/h bar m3/h bar
Lubricating oil 553 7.5 628 7.5 703 7.5 787 7.5
Crosshead lubricating oil 72 6.2 84 6.2 96 6.2 108 6.2
High temperature circuit (cylinder cooling) 277 3.0 332 3.0 389 3.0 417 3.0
Low temperature circuit 770 2.2 823 2.2 878 2.2 1156 2.2
Fuel oil booster 15.4 7.0 18.0 7.0 20.6 7.0 23.2 7.0
Fuel oil feed 8.6 5.0 10.0 5.0 11.4 5.0 12.9 5.0
Sea-water 924 2.2 1080 2.2 1236 2.2 1388 2.2
Remark: *1) Excluding heat and oil flow for balancer, damper and PTO gear.
*2) Available heat for boiler with gas outlet temperature 170�C and temperature drop 5�C from turbine to boiler.
*3) For 12 starts and refilling time 1 hour.
*4) Pressure difference across pump (final delivery head must be according to the actual piping layout).
Table F1 R1 data for central fresh water cooling system for engines with ABB TPL turbochargers, single-stage SAC

General data Number of cylinders – 10 11 12

Speed 102 rpm Engine power kW 57 200 62 920 68 640
Number and type of turbochargers 3 x TPL85-B11 3 x TPL85-B12 3 x TPL85-B12
Cylinder cooling (HT) heat dissipation kW 9106 10189 11286

Fresh water flow m3/h 472 529 585
Fresh water temperature engine in/out °C 73.0/90.0 73.0/90.0 73.0/90.0
Scavenge air cooler (LT) heat dissipation kW 19719 21577 23414

Fresh water flow (LT) m3/h 660 660 660
Fresh water temperature cooler in/out °C 36.0/61.9 36.0/64.3 36.0/66.7
Scavenge air mass flow kg/h 422022 464224 506426
Lubricating oil cooler heat dissipation *1) kW 6345 6968 7599

Oil flow *1) m3/h 862 937 1012
Oil temperature cooler in/out °C 60.0/45.0 60.1/45.0 60.3/45.0
Fresh water flow m3/h 550 604 658
Mean log. temperature difference °C 11.3 11.4 11.4
Central cooler heat dissipation kW 35171 38734 42299

Fresh water flow (LT) m3/h 1210 1264 1318
Sea-water flow m3/h 1544 1701 1857
Sea-water temperature cooler in/out °C 32.0/52.0 32.0/52.0 32.0/52.0
Mean log. temperature difference °C 6.3 6.8 7.3
Exhaust gas heat dissipation *2) kW 17554 19309 21064

Mass flow kg/h 427754 470530 513305
Temperature after turbine °C 314 314 314
Engine radiation kW 436 469 500
Starting air *3) at design pressure bar 25 30 25 30 25 30

Bottle (2 units) capacity each m3 16.5 14.2 18.1 15.5 19.7 16.8
Air compressor (2 units) capacity each m3/h 420 430 460 470 500 510
Pump capacities / delivery head *4) m3h bar m3/h bar m3/h bar
Lubricating oil 862 7.5 937 7.5 1012 7.5
Crosshead lubricating oil 120 6.2 132 6.2 144 6.2
High temperature circuit (cylinder cooling) 472 3.0 529 3.0 585 3.0
Low temperature circuit 1210 2.2 1264 2.2 1318 2.2
Fuel oil booster 25.7 7.0 28.3 7.0 30.9 7.0
Fuel oil feed 14.3 5.0 15.7 5.0 17.2 5.0
Sea-water 1544 2.2 1701 2.2 1857 2.2
Remark: *1) Excluding heat and oil flow for balancer, damper and PTO gear.
*2) Available heat for boiler with gas outlet temperature 170�C and temperature drop 5�C from turbine to boiler.
*3) For 12 starts and refilling time 1 hour.
*4) Pressure difference across pump (final delivery head must be according to the actual piping layout).
Table F1 R1 data for central fresh water cooling system for engines with ABB TPL turbochargers, single-stage SAC

F2 Piping systems
F2.1 Introduction F2.2 Central fresh water cooling

system
All pipework systems and fittings are to conform to
the requirements laid down by the legislative coun- The cooling system of the RTA96C engine runs on
cil of the vessel’s country of registration and the either one of the following standard layouts:
classification society selected by the owners. They
– Central fresh water cooling system with
are to be designed and installed to accommodate
single-stage scavenge air cooler, see fig. F2.
the quantities, velocities, flow rates and contents
– Central fresh water cooling system with two-
identified in this manual, set to work in accordance
stage scavenge air cooler, see fig. F3.
with the build specification as approved by the
classification society and protected at all times
The central fresh water cooling system comprises
from ingress of foreign bodies. All pipework sys-
‘low-temperature’ (LT) and ‘high-temperature’
tems are to be flushed and proved clean prior to
(HT) circuits. Fresh water cooling systems reduce
commissioning.
the amount of sea-water pipework and its atten-
dend problems and provides for improved cooling
Note:
control. Optimizing central fresh water cooling re-
The pipe connections on the engine are sup- sults in lower overall running costs when com-
plied with blind mating flanges, except for the pared with the conventional sea-water cooling sys-
turbocharger exhaust gas outlet. Screw con- tem.
nections are supplied complete. Compared with central fresh water cooling system
with single-stage scavenge air cooler, central
fresh water cooling system with two-stage scav-
enge air cooler is applied for further waste recov-
ery. In this arrangement the high temperature
stack of the scavenge air cooler is arranged in par-
allel to the cylinder cooling system.
For more information please contact Wärtsilä
Switzerland Ltd, Winterthur.

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246.815
Fig. F2 Central fresh water cooling system for single-stage scavenge air cooler

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246.815
power kW 34 320 40 040 45 760 51 480 57 200 62 920 68 640
RTA96C
Main engine RTA96C (R1)
speed rpm 102
Cooling water expansion tank (HT) cap. m3 1 1 1.5 1.5 2 2 2
Cooling water expansion tank (LT) cap. m3 depending on ancillary plants
Pressure drop across the engine ∆p bar 1.3
Nominal pipe diameter A DN 400 400 450 450 500 500 550
B DN 400 400 450 450 500 500 500
C DN 350 350 350 400 400 450 450
All pipe diameters are valid for
R1-rated engines and laid out for D DN 250 250 250 300 300 300 300
flows given in section F1.3 E DN 250 250 250 300 300 300 300
‘Engine system data’.
F DN 125 150 150 200 200 200 200
For pipe diameters if Rx-rated G DN 200 250 250 250 250 300 300
pump capacities are used, please
refer to section F4 ‘Pipe size H DN 80 80 100 100 100 125 125
and flow details’
J DN 100 100 125 125 150 150 150
K DN 50 50 50 65 65 65 65
Table F2 Central fresh water cooling system: data to layout for single-stage scavenge air cooler

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

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246.816
power kW 34 320 40 040 45 760 51 480 57 200 62 920 68 640
Main engine RTA96C (R1)
speed rpm 102
Cooling water expansion tank (HT) cap. m3 1 1 1.5 1.5 2 2 2
Cooling water expansion tank (LT) cap. m3 depending on ancillary plants
Pressure drop across the engine ∆p bar 1.3
B DN 400 400 450 450 500 500 500
C DN 350 350 350 400 400 450 450
All pipe diameters are valid for D DN 250 250 250 300 300 300 300
R1-rated engines and laid out for
flows given in section F1.3 E DN 250 250 250 300 300 300 300
‘Engine system data’. F DN 200 200 250 250 250 250 250
For pipe diameters if Rx-rated G DN 300 350 350 400 400 400 400
pump capacities are used, please H DN 80 80 100 100 100 125 125
refer to section F4 ‘Pipe size
and flow details’ J DN 100 100 125 125 150 150 150
K DN 50 50 50 65 65 65 65
L DN 250 250 250 300 300 300 300
Table F3 Central fresh water cooling system: data to layout for two-stage scavenge air cooler

F2.2.1 Central fresh water cooling – Fresh water pumps for high-temperature
system components circuit
• Pump type: centrifugal
– Sea-water strainer • Pump capacity: refer to section F1.3.2
Simplex or duplex to be fitted at each sea chest • Delivery head: refer to section F2.2.2
and arranged to enable manual cleaning with- – Scavenge air cooler (single / two-stage SAC)
out interrupting flow. The strainer perforations • Cooler type: tubular
are to be sized (not more than 6 mm) to pre- • Cooling medium: fresh water
vent passage of large particles and debris • Cooled medium: scavenge air
damaging the pumps and impairing heat • Heat dissipation: refer to section F1.3.2
transfer across the coolers. • Fresh water flow: refer to table C1.
– Sea-water pump • Temperatures: refer to section F1.3.2
• Pump type: centrifugal – Temperature control
• Pump capacity: refer to section F1.3.2, The central fresh water cooling system is to be
the given sea-water flow capacity covers capable of maintaining the inlet temperature to
the need of the engine only and is to be the scavenge air cooler at 25°C minimum to
within a tolerance of 0 to +10%. 36°C maximum and for all sea-water tempera-
• Delivery head: the final delivery head is tures to a maximum of 32°C by recirculation
determined by the layout of the system and the use of an automatic temperature con-
and is to ensure that the inlet pressure to trol valve.
the scavenge air coolers is within the
range of the summarized data in table C5.
– Central cooler
• Cooler type: plate or tubular
• Cooling medium: sea-water
• Cooled medium: fresh water
• Heat dissipation: refer to section F1.3.2
• Margin for fouling: 10 to 15% to be added
• Fresh water flow: refer to section F1.3.2
• Sea-water flow: refer to section F1.3.2
• Temperatures: refer to section F1.3.2
– Fresh water pumps for low-temperature
circuit
• Pump type: centrifugal
• Pump capacity: refer to section F1.3.2
• The given fresh water flow capacity covers
the need of the engine only and is to be
within a tolerance of 0% to +10%.
• Delivery head: the final delivery head is
determined by the layout of the system
and is to ensure that the inlet pressure to
the scavenge air coolers is within the
range of the summarized data .

F2.2.2 Cylinder cooling water system – Expansion tank

components The expansion tank shown in figure F4 is to be
fitted at least 3.5 m above the highest engine
– Cylinder cooling water pump air vent flange to ensure the required static
• Pump type: centrifugal, with a steep head- head is applied to the cylinder cooling water
curve is to be given preference. As a system. It is to be connected by a balance
guide, the minimum advisable curve pipe, to replenish system losses, using the
steepness can be defined as follows: shortest route to the cylinder cooling water
For a pressure increase from 100% to pump suction, making sure that pipe runs are
107%, the pump capacity should not de- as straight as possible without sharp bends.
crease by more than 10%. The pipe sizes and tank capacities are given in
• Pump capacity: refer to section F1.3.2. table F4. The cylinder cooling water system air
• The flow capacity is to be within a toler- vents are to be routed through the bottom of
ance of –10% to +20%. the expansion tank with the open end below
• Delivery head: determined by system lay- the minimum water level.
out.
• Working temperature: 95°C – Automatic temperature control valve
Electric or electro/pneumatic actuated three-
The required delivery head can be calculated as way type (butterfly valves are not adequate)
follows: having a linear characteristic.
– Pump delivery head (pp) • Design pressure: 5 bar
≥ System pressure losses (��p) • Test pressure: refer to the specification
≥ required pressure at the engine inlet (p0) laid down by the classification society.
+ pressure drop between the pump inlet and • Pressure drop across valve: max. 0.5 bar
the engine inlet (dp) • Controller: proportional plus integral (PI);
– constant (h / 10.2) also known as proportional plus reset for
steady state error of max. ±2°C and
pp ≥ ��p ≥ p0 – h / 10.2 + dp [bar] transient condition error of max. ±4°C.
• Temperature sensor:
The system pressure losses (��p) are the
according to the control valve manufac-
pressure drop across the coolers and pipe-
turers specification fitted in the engine
work and the pressure drop across the engine
outlet pipe.
(see tables F2/F3). The pump delivery head
(pp) depends on the height of the expansion
– Air vent pipe
tank, the pressure drop between pump outlet
Releases air gas mixtures from the cylinder
and engine inlet (dp), and the required pres-
cooling water through the automatic float vent
sure at the engine inlet (p0). The constant is
valve into the cylinder cooling water feed and
given as the difference in height between the
drain tank.
expansion tank and the engine inlet (h) divided
by 10.2.

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

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

245.930a
Position Description
001 Drain
002 Air vent from LT circuit
003 Balance pipe from LT circuit
004 Air vent from HT circuit
005 Balance pipe from HT circuit
006 Overflow / air vent
007 Low level alarm
008 Level indicator *1)
009 Thermometer
010 Inspection cover *2)
011 Filling pipe / inlet chemical treatment *2)
Remark: *1) Level indicator can be omitted if an alternative is fitted.

*2) Other designs like hinged covers, etc, are also possible.
*3) Depending on actual ancillary plants. LT tank capacity to be increased accordingly.
— For required tank capacities and pipe diameters see tables F2 and F3.
Fig. F4 Central cooling water system expansion tank

F2.2.3 Freshwater generator

A freshwater generator, utilizing heat from the cyl- It is important that the bypass with valve (8) has the
inder cooling system to distil sea-water, can be same pressure drop as the freshwater generator.
used to meet the demand for washing and potable
water. The capacity of the freshwater generator is This must be open when the freshwater generator
limited by the amount of heat available which in is not in operation and closed when the freshwater
turn is dependant on the service power rating of the generator is operating. To avoid wrong manipula-
engine. It is important at the design stage to ensure tion we recommend to interlock valves 7 and 8. Fig-
there are sufficient safeguards to protect the main ures F5 and F6 ‘Freshwater generator installation
engine from thermal shock when the freshwater alternative’ provide two systems designed to utilize
generator is started. To reduce such risk, the use in ‘A’ up to 50 per cent of available heat and ‘B’ up
of valves, e.g., butterfly valves at the freshwater to 85 per cent of available heat.
generator inlet and in the bypass line, which are
linked and actuated with a large reduction ratio, will Alternative A
be of advantage. The following installations are
given as examples and we recommend that the Freshwater generators with an evaporator heat re-
freshwater generator valves (7 and 8) be operated quirement not in excess of 50 per cent of the heat
by progressive servomotors and a warning sign be available to be dissipated from the cylinder cooling
displayed on the freshwater generator to remind water at full load (CMCR) and only for use at en-
engine-room personnel of the possibilities of ther- gine loads above 40 per cent, can be connected in
mal shocking if automatic start up is overridden. series as shown in figure F5. The throttling disc
(06) serves to correct the water flow rate if the pres-
WARNING! sure drop in the cooling circuit is less than that in
Avoid thermal shock to your main engine. the freshwater generator circuit. It is to be adjusted
The freshwater generator inlet and so that the cylinder cooling water pressure at the
outlet valves to be opened and closed engine inlet is maintained within the pressure
slowly and progressively. range of the summarized data in table C5 when the
freshwater generator is started up and shut down.
F10.3246
Fig. F5 Freshwater generator installation alternative ‘A’

Alternative B the reduced flow of hot water to the evaporator.

When the freshwater generator cannot dissipate
A freshwater generator with an evaporator heat re- all the heat in the cylinder cooling water, the valve
quirement not in excess of 85 per cent of the heat (4A) is fully opened across connections 1 and 2
available to be dissipated from the cylinder cooling and a valve travel limit switch changes the regula-
water at full load (CMCR), can be connected in tion of the cylinder cooling water temperature to
series as shown in figure F6 . This arrangement re- temperature control valve (4B). This in turn passes
quires the provision of an additional automatic water to the cylinder cooling water cooler (3) to
temperature control valve (4A) connected in cas- maintain the engine cylinder water outlet at the re-
cade control with the cylinder cooling water cooler quired temperature. If in this condition the engine
temperature control valve (4B), and controlled by cylinder cooling water temperature falls below the
the step controller (9) sensing the outlet cylinder set point and the cooler (3) is fully bypassed, the
cooling water temperature from the engine. If the valve (4B) is fully opened across connections 2
engine cylinder cooling water outlet temperature is and 1 and a valve travel limit switch transfers re-
falling below the set point, the valve (4A) reduces gulation of the cylinder cooling water temperature
the flow of cylinder cooling water to the freshwater back to temperature control valve (4A).
generator to compensate. A part of the cylinder
cooling water is then routed directly to the cooling As an alternative to a single step controller (9) two
water pumps (2) until the normal temperature is at- controllers can be installed, one for each valve,
tained. This means that the freshwater generator making sure that there is a 3°C difference in the set
can be kept in continuous operation, although the point between (4A) and (4B) to avoid both con-
generated fresh water volume decreases due to trollers acting at the same time.
F10.3384
Fig. F6 Freshwater generator installation alternative ‘B’

The quantity of fresh water (FW) produced by a F2.2.4 Pre-heating

single-effect vacuum (flash) evaporator can be
estimated for guidance purposes as follows: To prevent corrosive liner wear when not in service
or during short stays in port, it is important that the
main engine is kept warm. Warming-through can
� –3 Q� FW
FW produced in t�day � 32 10
be provided by a dedicated heater as shown in fig-
where QFW is the available heat in kW from the cyl- ures F2 and F3 ‘Central fresh water cooling sys-
inder cooling water, estimated from the derating tems’, using boiler raised steam or hot water from
tables in section F1.3.2. the diesel auxiliaries, or by direct circulation from
the diesel auxiliaries.
Example for alternative ‘A’
If the main cylinder water pump is to be used to
10RTA96C – R1 specification of 57 200 kW at circulate water through the engine during warming
102 rpm fitted with central cooling system and up, the heater is to be arranged parallel with the
single-stage scavenge air cooler. The available cylinder water system and on / off control provided
heat from table F1, is 9106 kW. Alternative ‘A’ util- by a dedicated temperature sensor on the cylinder
izes up to 40 per cent of the available heat there- water outlet from the engine. The flow through the
fore there is 3642 kW of heat available. Substitute heater is set by throttling discs, and not by valves,
this value in the equation: to assure flow through the heater.
FW produced in t/day = constant � available heat If the requirement is for a separate pre-heating
pump, a small unit of 5 per cent of the main pump
capacity and an additional non-return valve be-
FW minimal produced in t�day � 32 � 10�3 � 3642
tween the cylinder cooling water pump and the
FW produced in t/day = 116.5 heater are to be installed. In addition the pumps
are to be electrically interlocked to prevent two
Example for alternative ‘B’ pumps running at the same time.
10RTA96C – R1 specification of 57 200 kW at Before starting and operating the engine, a tem-
102 rpm fitted with central cooling system and perature of 60°C at the cylinder cooling water
single-stage scavenge air cooler. The available outlet of the main engine is recommended. If the
heat from table F1, is 9201 kW. Alternative ‘B’ util- engine is to be started below the recommended
izes up to 85 per cent of the available heat there- temperature, engine power is not to exceed 80 per
fore there is 7820 kW of heat available. Substitute cent of CMCR until the water temperature has re-
this value in the equation: ached 60°C.
FW produced in t/day = constant � available heat To estimate the heater power capacity required to
achieve 60°C, the heating-up time and the engine
ambient temperature are the most important para-
FW minimal produced in t�day � 32 � 10�3 � 7820
meters. They are plotted on the graph shown in fig-
FW produced in t/day = 250 ure F7 to arrive at the required capacity per cylin-
der; this figure is multiplied by the number of
cylinders to give the total heater capacity required.

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

systems, the main lubricating system, including
turbochargers, and the cylinder lubricating system.
The governor and turning gear are self-contained.
F2.3.2 Lubricating oil systems for

turbochargers
The ABB TPL, Mitsubishi MET and MAN NA tur-

bochargers feature journal bearings which are lu-
bricated from the engine’s lubricating system.
As an option, a separate lubricating system (fig. F9
F10.3717
and F10) which only serves the turbochargers can
Fig. F7 Pre-heating power requirement
be supplied. For more information please contact
WCH.
Example for 10RTA96C For lubricating oil of turbochargers equipped with
separate lub. oil systems, the recommendations
– A: Estimated heating-up time is 6 h. given by the supplier must be observed.
– B: Engine ambient temperature is 40°C.
From the graph in figure F7: F2.3.3 Main lubricating oil system
• the approximate amount of heat per cylin-
der is 26 kW; The main lubricating system for the engine lubrica-
• heater capacity required is tion, as shown in figure F8, comprises a combined
10 � 26 kW = 260 kW. low- and high-pressure system supplied from the
lubricating oil drain tank. The low-pressure circuit
If the requirement for warming up is from the cool- supplies the main bearings, including turbo-
ing water system of the diesel auxiliaries, it is es- chargers. The high-pressure circuit supplies the
sential that the amount of heat available at normal crosshead bearings, the connecting rod bottom-
load is sufficient to warm the main engine. If the end bearings, the hydraulic valve actuators and re-
main and auxiliary engines have a cooling water versing servo motors.
system which can be cross-connected, it is import-
ant to ensure that any pressure drop across the The main bearing oil is also used to cool the piston
main engine, when the cross-connection is made, crown, to lubricate and cool the torsional damper
does not affect the cooling water pressure required and the axial detuner, to lubricate, if fitted, the elec-
by the auxiliaries. If the cooling water systems are trical second order balancer and to feed the high-
separate then a dedicated heat exchanger is re- pressure circuit.
quired to transfer the heat to the main cylinder
water system. A schematic arrangement of the lubricating oil sys-
tem on the engine is shown in figures F11 and F12.

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Fig. F8 Lubricating oil system

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246.819a
power kW 34 320 40 040 45 760 51 480 57 200 62 920 68 640
Main engine RT
RTA96C
A96C (R1)
speed rpm 102
m3
Lub. oil drain tank *1) For capacities see figure F20
m3
Cylinder lub. oil storage tank cap. m3 based on a consumption of approx. 0.9 – 1.3 g/kWh
Cylinder lub. oil daily service tank cap. m3 1.5 1.7 2.0 2.2 2.5 2.7 3.0
Main lubricating oil pump cap. m3/h see table F1
Crosshead lub. oil pump cap. m3/h see table F1
All pipe diameters are valid for B DN 350 350 400 400 400 450 450
R1-rated engines and laid out for
C DN 40 40 40 40 40 40 40
flows given in section F1.3
‘Engine system data’. D DN 150 200 200 200 200 200 200
For pipe diameters if Rx-rated E DN 125 150 150 150 200 200 200
pump capacities are used, F DN 350 350 400 400 400 450 450
please refer to section F4 ‘Pipe
size and flow details’. G DN 80 100 100 100 150 150 150
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 balancers, damper and PTO-gear.
– The pipe diameters for the lub. oil separator are sized acc. to the effective throughput capacity of the separator
and acc. to the manufacturers recommendations for the separator.
Table F4 Lubricating oil system data

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Fig. F9 Lubricating oil system for 2 x TPL 85-B turbochargers

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Fig. F10 Lubricating oil system for 3 x TPL 85-B turbochargers

283.528
Fig. F11 Lubricating oil system on the engine (low-pressure circuit)

283.526
Fig. F12 Lubricating oil system on the engine (high-pressure circuit)

F2.3.4 Main lubricating oil system – Lubricating oil full flow filters
components • Type: change-over duplex filter designed
for in-service cleaning, with differential-
– Low-pressure pump (main lub. oil) pressure gauge and high differential-pres-
• Positive displacement screw pumps hav- sure alarm contacts. Alternatively:
ing built-in overpressure relief valves or • Type: automatic back-flushing filter with
centrifugal pumps. differential pressure gauge and high dif-
• Pump capacity for positive displacement ferential-pressure alarm contacts. De-
pump: refer to section F1.3.2, the given signed to clean itself automatically using
flow rate is to be within a tolerance of 0% reverse flow or compressed air tech-
to +10% plus the back-flushing flow of the niques. The drain from the filter is to be
automatic filter, if any. sized and fitted to allow free flow into the
• Pump capacity for centrifugal pump: refer residue oil tank. The output required by
to section F1.3.2, the given flow rate is to the main lubricating oil pump to ‘back
be within a tolerance of –10% to +10% flushing’ the filter without interrupting the
plus the back-flushing flow of the auto- flow is to be taken into account when esti-
matic filter, if any. mating the pump capacity.
• Delivery head: see section F1.3.2. The • Test pressure: specified by classification
final delivery head to be determined is society
subject to the actual piping layout. • Working pressure: 6 bar
• Working temperature: 60°C • Working viscosity: 95 cSt, at working tem-
• Oil type: SAE30, 50 cSt at working temperature
perature, maximum viscosity to be al- • Oil flow: refer to section F1.3.2, main lubri-
lowed for when sizing the pump motor is cating oil capacity
400 cSt. • Diff. pressure, clean filter: 0.2 bar max
• Diff. pressure, dirty filter: 0.6 bar max
– Lubricating oil cooler • Diff. pressure, alarm: 0.8 bar max
• Oil flow: refer to section F1.3.2 • Bursting pressure of filter inserts: min.
• Type: plate or tubular 8 bar (= differential pressure across the
• Cooling medium: fresh water or sea-water filter inserts)
• Heat dissipation: refer to section F1.3.2 • Filter material: stainless steel mesh
• Margin for fouling: 10% to 15% to • Mesh size: sphere passing max. 0.05 mm
be added – External high-pressure pump (crosshead
• Oil visc. at cooler inlet: 50 cSt at 60°C lub. oil)
• Oil temperature at inlet: approx. 60°C • Pump type: positive displacement screw
• Oil temperature at outlet: 45°C or gear types having built-in overpressure
• Working pressure oil side: 6 bar relief valves.
• Working press. water side: approx. 3 bar • Pump capacity: refer to section F1.3.2, the
• Cooling water flow: refer to section F1.3.2 given flow rate is to be within a tolerance
• Cooling water temperature: of 0% to +10%.
Fresh water 36°C. • Delivery head: see section F1.3.2.
• Working temperature: approx. 45°C
• Oil type: SAE 30, 95 cSt
(at working temperature, maximum viscosity
to be allowed for when sizing the pump motor
is 400 cSt).

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

Cylinder liner lubrication is carried out by a separ- The products listed in table F6 ‘Lubricating oils’
ate system included in figure F8 ‘Lubricating oil were selected in co-operation with the oil suppliers
system’, working on the once-through principle and are considered the appropriate lubricants in
using a high-alkaline oil of SAE 50 grade fed to the their respective product lines for the application
surface of the liner through hydraulically actuated indicated. Wärtsilä Switzerland Ltd does not ac-
quills. The oil supply rate is adjustable and cept any liability for the quality of the supplied lubri-
metered to suit the age and running condition of cating oil or its performance in actual service.
the piston rings and liners. The arrangement of
daily tank (012) and storage tank (011) shown in In addition to the oils shown in the mentioned list,
figure F8 can be changed by locating the storage there are other brands which might be suitable for
tank in place of the daily tank. If this arrangement the use in Sulzer diesel engines. Information con-
is preferred, the storage tank is to be located at the cerning such brands may be obtained on request
same height as a daily tank to provide the necess- from Wärtsilä Switzerland Ltd, Winterthur.
ary head and be of similar design ensuring a slop-
ing tank floor. Refer to table B1 ‘Primary engine For the Sulzer RTA96C engines which are de-
data’ for the cylinder lubricating oil consumption. signed with oil-cooled pistons, the crankcase oils
typically used as system oil have the following
F2.3.6 Lubricating oil maintenance and properties (see also table F6, ‘Lubricating oils’):
treatment • SAE 30.
It is very important to keep the engine lubricating • Minimum BN of 5 detergent properties.
oil as clean as possible. Water and solid contamin- • Load carrying performance of the FZG gear
ants held in suspension are to be removed using machine method IP 334/90: FZG load stage
centrifugal separators operating in bypass to the fail 10.
engine lubricating system as shown in figure F13 • Good thermal stability.
‘Lubricating oil treatment and transfer’. Great care • Antifoam properties.
and attention has to be paid to the separators and • Good demulsifying performance.
filters to ensure that they work correctly. The separ-
ators are to be set up as purifiers and to be com- The cylinders in the engines are lubricated by a
pletely isolated from the fuel oil treatment systems, separate system, working on the once-through
there is to be no possibility of cross-contamination. principle, i.e. fresh lubricating oil is directly fed into
the cylinders to provide lubrication for the liners,
F2.3.6.1 Lubricating oil separator pistons and piston rings.
– Separator type: self-cleaning purifier
For normal operating conditions, a high-alkaline
– Minimum throughput capacity
marine cylinder oil of the SAE 50 viscosity grade
0.140 � CMCR [litres/hour], CMCR in kW
with a minimum kinematic viscosity of 18.5 cSt at
– Example for minimum throughput capacity:
100°C is recommended. The alkalinity of the oil is
10RTA96C with CMCR at R1: 57 200 kW
indicated by its Base Number (BN).
0.140 � 57 200 = 8008 litres / hour
– Rated separator capacity: the rated or nominal
Note: The ‘Base Number’ or ‘BN’ was formerly
capacity of the separator is to be according to
known as ‘Total Base Number’ or ‘TBN’. Only the
the recommendations of the separator manu-
name has changed, values remain identical.
facturer.
– Separation temperature: 90–95°C
Please refer to the manufacturer’s instruc-
tions.

��
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Remarks: Note:
��
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246.820 ��
Fig. F13 Lubricating oil treatment and transfer system

��
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246.820
power kW 34 320 40 040 45 760 51 480 57 200 62 920 68 640
Main engine RT
RTA96C
A96C
speed rpm 102
Dirty lubricating oil tank *1) cap. m3 43 50 57 64 71 78 85
Clean lubricatiing oil tank *1) cap. m3 43 50 57 64 71 78 85
Residue oil tank cap. m3 depending on ship’s requirement
Remarks: *1) The capacity can be proportionally reduced to actual CMCR.
Table F5 Lubricating oil treatment and transfer system data

Cylinder oil Cylinder oil

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

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

ExxonMobil Mobilgard L 540
EXXMAR XA EXXMAR X 70
FAMM Veritas 800 Marine Oil 30 Taro Special HT 70
Melina S Oil 30
Shell Alexia Oil 50 Alexia LS
Melina Oil 30
Total Atlanta Marine D 3005 Talusia HR 70 Talusia LS40 *1)
Remark: *1) Approval is provisional only; an approval field test is in progress.

Table F6 Lubricating oils
Note
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, tain adequate drainage under sea conditions re-
the oil returns from the bearings, flows to the bot- sulting in pitching and rolling. Table F8 gives the
tom of the crankcase and through strainers into the minimum angles of inclination at which the engine
lubricating oil drain tank. The drain connections is to remain fully operational.
from the crankcase to the drain tank are arranged
vertically as shown in figure F14, and are to main-
A to B vertical lubricating oil drains

Note: For measurements Y and X see lubricating oil drain tank arrangements figures F16 to F19
F10.5238
Fig. F14 Arrangement of vertical lubricating oil drains
Vertical lubricating oil drains to drain tank

Necessary drains 2 3 3 4 4 4 4
Note: The arrangement of lubricating oil drains is to comply with the relevant classification society rules.
Table F7 Vertical drain connection
Figures F16 to F20 show the double-bottom ar- For rrangements with horizontal drains please ask
rangements for the drain tank when vertical drains WCH.
are fitted and the position of the air vents and exter-
nal pipe connections.

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 occuring together
Heel (static)
Trim (static) and pitching (dynamic)
Rolling (dynamic)
Table F8 Minimum inclination angles at which the engine is to remain fully operational
Figure F15 gives the pipe connection details for This is a requirement of class and strict attention is
vertical drains. to be paid to this specification.
The drain tank is to be located beneath the engine The amount of lubricating oil required for an initial
and equipped with the following: charge of the drain tank is indicated in figure F20.
The total tank size is normally 5–10 per cent
– Depth sounding pipe greater than the oil volume.
– Pipe connections for lubricating oil purifiers
– Heating coil adjacent to pump suction
– Air vents with flame protection
All the drain pipes from the crankcase to the drain

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

001 Welding flange 006 Hexagon head screw

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

*2) Pos. 001, 002, 005 and 006 to be pre-assembled prior to alignment.
After alignment the pos. 001 (flange) can be welded in place.
*3) Driven in oil tight with jointing compound.
246.696
Fig. F15 Vertical drain connection details

6RTA96C
A–A
337.619
7RTA96C
A–A
337.620
�� Remarks:
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Fig. F16 Layout of vertical oil drains for 6RTA96C and 7RTA96C

8RTA96C
A–A
337.621
9RTA96C
A–A
337.622
�� Remarks:
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25.72.07.40 – Issue V.04 – Rev. 0
Marine Installation Manual

10RTA96C A–A
Driving Free
end end
337.623
11RTA96C
A–A
F–34
Driving Free
end end
F.
Ancillary systems
337.624
�� Remarks:
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F.
Ancillary systems
12RTA96C
��
A–A
Free
Driving end
F–35
end
337.625
Marine Installation Manual

25.72.07.40 – Issue V.04 – Rev. 0
�� Remarks:
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Fig. F19 Layout of vertical oil drains for 12RTA96C

A
Remarks:
(Driving end)
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337.619–626
Fig. F20 Lubricating oil drain tank, vertical oil drains.

F2.3.9 Flushing the lubricating oil system
F2.3.9.1 Introduction
A correct manufacturing of the pipes avoids the when the engine, pipework, filters, heat ex-
presence of scales, slag and spelter. It is a fact that changers, pumps, valves and other components
the expense for special welding methods, e.g. inert are flushed and are proved absolutely clear of any
gas welding, is worthwhile when considering the dirt by observation and physical inspection. The
costs of an extensive flushing procedure or the engine crankcase and lubricating oil drain tank are
grinding and cleaning work if using normal electric to be inspected and cleaned by hand to remove all
arc welding or welding with electrodes. A thorough residual build-debris; special attention is to be
cleaning of the pipes before mounting is a must. given to very small loose particles of welding
matter such as spelter and slag.
It is absolutely essential to ensure that the lubricat-
ing oil systems are clear of all foreign matter before The pipes of the entire lubricating oil system
circulating oil through to the engine. A systematic on the plant side are to be flushed separately.
approach is to be adopted prior to commissioning
Low-pressure
lubricating oil inlet Temporary flushing filters
High-pressure
lubricating oil inlet
By-pass
F10.5291
Fig. F21 Flushing the lubricating oil system

F2.3.9.2 Preparation before flushing F2.3.9.3 Flushing external lubricating

oil system
1. Led the lubricating oil connections immediate-
ly before the engine straight back into the lubri- 1. Fill the lubricating oil drain tank with sufficient
cating oil drain tank by means of hoses or oil to cover the pump suction and heat it up
pipes, see fig. F21. using temporary immersion heaters or the
2. Immediately before the engine, in the dis- heating coil of the drain tank to approximately
charge pipes from the low-pressure and high- 40–60 �C.
pressure lubricating oil pumps (fig. F21), install 2. Circulate the oil in the drain tank using the lu-
temporary filters with a mesh size (sphere bricating oil separators(s) and their pre-
passing) of max. 0.03 mm and equipped with heater(s) to maintain the flushing temperature
magnetic elements. The surface loading of the to improve oil cleanliness. Operate the separ-
temporary filters should be 1–2 I/cm2h. Alter- ators(s) until all the flushing procedures are
natively, the plant lubricating oil filters can be completed.
used under the condition that the filter inserts 3. All system valves are to be fully open.
are of mesh size of max. 0.03 mm and magnet- 4. Good ventilation is to be provided to avoid con-
ic elements are used during flushing. After densation. At the exhaust side, the crankcase
flushing, the filter inserts are to be replaced by round covers are to be removed and on the
the original ones and the filter housing is to be fuel pump side the crankcase doors must be
cleaned. In the final step of flushing, it is advis- opened.
able to fit filter bag made of cotton or synthetic 5. Flush the system by starting the low- and high-
fabric of mesh size 0.040 to 0.050 mm to the pressure lubricating oil pumps, the main and
end of the hoses or pipes, in order to facilitate stand-by pumps are to be alternatively oper-
checking the cleanliness of the system. ated. Before starting the pumps, the oil
3. If the engine is supplied to the ship in sub- cooler(s) might be bypassed at the beginning
assemblies proceed as follows: of the flushing procedure.
• Blank off each of the main bearing lubricat- Circulate the oil through the pumps and hose
ing oil supply pipes at the main bearings in connections back to the drain tank. Observe
such a way that absolutely no oil can enter the suction and discharge pressures carefully.
the bearing but oil can escape between Do not let the pumps run hot. Observe the
pipe and blank piece. pressure drop through the filters, too.
• Blank off each of the crosshead lubrication 6. During the flushing procedure, the pipes are to
linkage in that way, that absolutely no oil be periodically tapped to help loosen any
can enter the bearing but oil can escape foreign matter that may be present. If avail-
between linkage and blank piece. able, vibrators are to be used.
• Blank off the oil supply of the axial damper All pipes used during the engine operation
in that way that absolutely no oil can enter must be flushed, including by-pass lines and
the damper but oil can escape between the oil cooler(s).
pipe and blank piece. Drain the dirt of all equipment’s (oil cooler(s),
• Disconnect and blank oil supply pipes to suction filters, etc.) where dirt can accumulate.
the camshaft, intermediate gears and re-
versing gear. It is essential that the
blanked pipes are clean prior to re-con-
necting.

7. Inspect and clean the filters in the lubricating F2.3.9.5 Circulation of lubricating oil
oil system periodically.
Flushing is to be continued until filter bags 1. Remove the inspection cover of the thrust
remain clean and no residues can be found bearing in main bearing girder #2.
in the filters and; no metallic particles adhere 2. Circulate the low- and high-pressure system
to the magnetic filter inserts and no residues for approximately two hours under normal op-
are detected in the bottom ofthe filter housing. erating pressure and temperature.
When the system proves clean, remove any 3. Observe the oil flow on all bearings, spray
filter bags and connect the low- and high-pres- nozzles and any other engine component such
sure oil supply pipes to the engine. as dampers for proper oil flow.
4. The turning gear is to be engaged to turn the
F2.3.9.4 Flushing within the engine engine from time to time. Carry out an inspec-
tion of the crankcase before refitting all the
Only in the case of engines supplied to the ship crankcase doors.
in sub-assemblies. 5. Check and clean the filters periodically.
6. To flush the by-pass line between the low- and
1. Start up the low- and high- pressure lubricating high-pressure system on the engine, the regu-
oil pumps and flush through the engine for at lating valve for adjusting the oil pressure to the
least another 8 hours. main bearings must be throttled temporarily.
2. Inspect and clean the filter in the lubricating oil During flushing the bypass, the high-pressure
system periodically. lubricating oil pump is to be stopped.
3. Flushing is to be continued until the filters
are absolutely clean: F2.3.9.6 Cylinder oil supply system
No metalic particles adhere to the magnetic in-
serts and no residues are detected in the bot- It is absolutely essential to ensure that the cylinder
tom of the filter housing. oil system is clear of all foreign matter before con-
When the lubricating oil system proves clean, necting to the engine in order to safeguard the en-
remove all blank pieces and temporary flush- gine and assure proper operation.
ing filters. The storage and daily service tank are to be in-
Any pipe-connecting piece, which was not spected and cleaned by hand to remove all resid-
flushed before, must be clean separately. ual build-debris, special attention is to be given to
Drain the oil from the distribution pipe to the very small loose particles of welding matter such
main bearings. as spelter and slag.
Inspect the inside of the pipes for eventual de- The complete piping, from the storage tank to the
posits. If clean, re-fit all oil pipes. engine connection, has to be inspected and
Make sure that all screwed connections are cleaned accordingly.
tight and secured.
Inspect the bottom of the crankcase and clean
it if necessary.

F2.4 Fuel oil systems
F2.4.1 Introduction
A number of systems external to the engine are required to maintain heavy fuel oil and marine diesel oil
in the quality required for efficient and reliable combustion.
F2.4.2 Fuel oil requirements

Table F9 ‘Fuel oil requirements’ gives the fuel quality limits for bunkers and recommendations at the engine
inlet. The fuel quality needs at the injection valves are more stringent in order to assure efficient combus-
tion, minimum wear and clean exhaust gas. Therefore, a fuel oil treatment plant will be necessary to pro-
cess the fuel oil before it is admitted to the engine. Aluminium and silicon in the fuel are an indication of
cat-fines. These are the cause of piston ring and cylinder liner wear and must be removed with the separ-
ators as much as possible to a rest content of less than 15 ppm.
The fuel should not include any added substances, used lubricating oils or chemical waste.
Parameter Unit Bunker limit Test method *1) Recommended fuel quality
ISO 8217:1996
Bunker Engine inlet
class F, RMK55
Density at 15°C [kg/m3] max. 1010 *2) ISO 3675: 1993 max. 1010 max. 1010
Kinematic viscosity [mm2/s(cSt)] – ISO 3104: 1994 – 13–17
• at 50°C [mm2/s(cSt)] – ISO 3104: 1994 max. 730 –
• at 100°C [mm2/s(cSt)] max. 55.0 ISO 3104: 1994 max. 55.0 –
Carbon residue [m/m (%)] max. 22 ISO 10370: 1993 max. 15 max. 15
Sulphur [m/m (%)] max. 5.0 ISO 8754: 1992 max. 3.5 max. 3.5
Ash [m/m (%)] max. 0.20 ISO 6245: 1993 max. 0.05 max. 0.05
Vanadium [mg/kg (ppm)] max. 600 ISO 14597: 1997 max. 100 max. 100
Sodium [mg/kg (ppm)] – AAS max. 50 max. 30
Aluminium plus Silicon [mg/kg (ppm)] max. 80 ISO 10478: 1994 max. 30 max. 15
Total sediment, potential [m/m (%)] max. 0.10 ISO 10307: 1993 max. 0.10 max. 0.10
Water [v/v (%)] max. 1.0 ISO 3733: 1976 max. 1.0 max. 0.3
Flash point [°C] min. 60 ISO 2719: 1988 min. 60 min. 60
Pour point [°C] max. 30 ISO 3016: 1994 max. 30 max. 30
Remark: *1) ISO standards can be obtained from the ISO Central Secretariat, Geneva, Switzerland (www.iso.ch).
*2) Limited to max. 991 kg/m3 (ISO–F–RMH55), if the fuel treatment plant cannot remove water from high density fuel oil.
Table F9 Fuel oil requirements

Viscosity Sulphur
The maximum admissible viscosity of the fuel that The alkalinity of the cylinder lubricating oil, i.e. the
can be used in an installation depends on the heat- base number (BN, TBN), should be selected with
ing and fuel preparation facilities available. As a regard to the sulphur level of the fuel oil.
guidance, the necessary pre-heating temperature
for a given nominal viscosity can be taken from the Ash and trace metals
viscosity/temperature chart in figure F22.
The recommended viscosity range of fuel entering Fuel oils with low contents of ash, vanadium and
the engine is: sodium are preferable. These components are
detrimental since they tend to promote mechanical
13–17 mm2/s (cSt) or 60–75 sec Redwood. wear, high-temperature corrosion and the forma-
tion of deposits in the turbocharger and on the ex-
Carbon residue, asphaltenes sediment haust valve.
High levels of carbon residue and asphaltenes im- Since sodium compounds (oxides, sulphates) de-
pair the combustion quality of the fuel oil and pro- press the melting point of vanadium, which is very
mote increased wear and fouling of engine compo- corrosive in the liquid phase, the sodium content
nents. Asphaltenes also have a bearing on the should be as low as possible. With certain ratios of
stability of blended fuels and can cause problems the vanadium to sodium, the compounds form a
of sludge formation in centrifugal separators, filters eutecticum with a minimum melting point; this
and on the tank bottom. To minimize compatibility should be avoided. The maximum sodium content
risks, care should be taken to avoid mixing bunkers must not exceed 100 ppm (mg/kg) to avoid fouling
from different suppliers and sources in storage of turbocharger components.
tanks on board. Care must also be taken when
heavy fuel is blended onboard to reduce the vis- The effect of high-temperature corrosion and the
cosity. Paraffin distillates, when added to a heavy formation of deposits can be counteracted by ap-
fuel of low stability reserve, can cause the asphal- plication of suitable fuel treatments, known as so-
tenes to settle out, resulting in heavy sludge forma- called ash modifiers.
tion. As a stability criterion, the test ‘Sediment by
Hot Filtration’ (SHF) can be used. A sediment
value of 0.10 per cent should not be exceeded.

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

put and the temperature of the fuel must be ad-
justed in relation to the viscosity. With high-viscos-
ity fuels, the separating temperature must be
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.

Fig. F22 Typical viscosity / temperature diagram

F2.4.3 Fuel oil treatment

Figure F23 ‘Heavy fuel oil treatment and tank layout’ is a schematic diagram of a fuel oil treatment plant
and the following paragraphs are for consideration before designing a system.
246.835 Note: For remarks *3) and *4), legend, flow rates, tank capacities and pipe diameters refer to table F10
Fig. F23 Heavy fuel oil treatment and tank system layout

001 HFO settling tank, heated and insulated
002 HFO daily tank, heated and insulated
003 MDO daily tank
004 Suction filter
005 HFO separator supply pump, with safety valve *1)
006 HFO/MDO separator supply pump, with safety valve *1)
007 HFO pre-heater
008 Self-cleaning HFO separator *2)
009 Self-cleaning HFO/MDO separator *2)
010 Three-way valve, diaphragm operated
011 Sludge tank
012 Fuel oil overflow tank
013 Air vent collector
014 Air vent manifold
power (kW) 34320 40040 45760 51480 57200 62920 68640
Main engine RTA96C
speed (rpm) ———————————— 102 ————————————
Heavy fuel oil settling tank *3) capacity (m3) 55 64 73 82 92 101 110
Heavy fuel oil daily tank *3) capacity (m3) 55 64 73 82 92 101 110
Marine diesel oil daily tank *4) capacity (m3) 55 64 73 82 92 101 110
Sludge tank (�10% of daily tank) *5) capacity (m3) 17 19 22 25 28 30 33
A DN 80 80 80 100 100 100 100
Nominal pipe diameter
B DN 65 65 65 65 65 80 80
Remark: *1) Pump may be omitted if integrated in separator.

*2) Separator capacity related to viscosity in accordance with instructions of separator manufacturer.
*3) Based on 8 hours running time with HFO at CMCR (kW).
*4) Based on 8 hours running time with MDO at CMCR (kW).
*5) Capacity depends upon contamination of fuel oil and ship owner requirements.
— Air vent and drain pipes must be fully functional at all inclination angles of the ship at which
the engine must be operational.
Table F10 Heavy fuel oil treatment and tank system data

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

modern heavy fuel oils is an extremely slow pro- It is advisable to use fuel oil separators without
cess due to the small difference in densities. The gravity discs to meet the process requirements of
settling process is a function of the fuel surface the marine diesel oil and 730 cSt heavy fuel oils.
area of the tank to the viscosity, temperature and These separators are self-adjusting and do not re-
density difference, heated large surface area tanks quire gravity discs to be changed for different fuel
enable better separation than heated small sur- densities. The manufacturers claim extended
face area tanks. periods between overhaul and greatly improved
reliability, enabling unattended onboard operation.
F2.4.3.2 Daily tanks The minimum effective throughput capacity of the
separators required is determined by the following
Most of the daily tank design features are similar to example. The nominal separator capacity and the
the settling tank, having a self-closing sludge cock, installation are to comply with the recommenda-
level monitoring device and remote closing dis- tions of the separator manufacturer.
charge valves to the separator(s) and engine sys-
tems. The daily tank is to be equipped with a drain • Throughput capacity
valve arrangement at its lowest point, an overflow = 1.2 � CMCR � BSFC / 1000 [litres / hour]
to the overflow tank and recirculating pipework to CMCR in kW
the settling tank. The recirculation pipe reaches to • Example:
the lower part of the daily tank to guide water which 10RTA96C with – CMCR (R1): 57 200 kW
may be present in the fuel after the separators (eg – BSFC: 171 g/kWh
due to condensation or coil leakage) into the set- Throughput = 1.2 � 57 200 � 171/1000
tling tank. A pipe to the separators should be pro- Throughput = 11 737 litres/hour
vided to re-clean the fuel in case of dirty water con-
tamination. This line should be connected just – Separator arrangement
above the drain valve at the daily tank bottom.
• Separator without gravity disc:
The fuel is cleaned either from the settling tank to One of the main features of these self-adjust-
the daily tank or recirculating the daily tank. Ideally ing separators is that only a single unit is re-
when the main engine is operating at CMCR, the quired. This unit operates as a combined pu-
fuel oil separator(s) should be able to maintain a rifier/clarifier. However, as it is usual to install
flow from the settling tank to the daily tank with a a stand-by separator as a back-up, it is of ad-
continual overflow back to the settling tank. The vantage to use this separator to improve the
sludge cock is to be operated at regular intervals separation result. For the arrangement of the
to observe the presence of water, an important in- separators, parallel or in series, please refer to
dication to the condition of the separator(s) and the manufacturer’s instructions.
heating coils.
Diesel oil daily tanks are similar to the heavy oil

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

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

These types are running in series with the fuel
being purified in one and clarified in the other, Referring to figure F24 and table F11, the fuel from
two separators are required. The clarifier im- the heated heavy fuel oil daily tank or the unheated
proves the separation result and acts as a diesel oil daily tank passes through the three-way
safety device in case that the purifier is not valve (002), filter (003), and is transferred to the
properly adjusted. It is important when proces- mixing unit (006) by the low-pressure feed pump
sing heavy fuel oils that strict adherence is (004). The high pressure booster pump (007)
made to the separator manufacturer’s recom- transfers the fuel through the endheater (008), vis-
mendations. If using these separators it will be cosimeter (009) and filter (010) into the engine
advantageous to install an extra separator for manifold to supply the injection pumps. Circulation
marine diesel oil only in order to avoid the is maintained via pipework back to the mixing unit
changing of gravity discs when switching from which equalizes the temperature between hotter
HFO to MDO separation. oil returning from the engine and the cooler oil from
the daily tank. The pressure regulating valve (005)
The marine diesel oil (MDO) separator capacity controls the delivery of the low-pressure feed
can be estimated using the same formula. pump and ensures that the discharge pressure is
1 bar above the evaporation pressure in order to
prevent entrained water from flashing off into
steam. When the engine is running on marine die-
sel oil the steam heaters and viscosimeter are only
required prior to changing over to heavy oil or im-
mediately after changing from heavy to diesel
when there is still heavy oil in the system.

Note: For remark *1) and legend see table F11

246.835
Fig. F24 Pressurized fuel oil system

001 Main engine RTA96C
002 Three-way valve, manually or remotely operated
003 Fuel oil suction filter, heated (trace heating acceptable)
004 Fuel oil feed pump
005 Pressure regulating valve
006 Mixing unit, heated and insulated (according to separate drawing)
007 Fuel oil booster pump
008 Endheater
009 Viscosimeter
010 Fuel oil filter (trace heating acceptable)
011 Pressure retaining valve
31 Fuel oil inlet
32 Fuel oil outlet
33 Leakage from fuel pump and pressure piping casing

36 Heating piping inlet
37 Heating piping outlet
38 Heating piping inlet
39 Heating piping outlet
power (kW) 34320 40040 45760 51480 57200 62920 68640
Main engine RTA96C
speed (rpm) ———————————— 102 ————————————
Fuel oil feed pump capacity (m3/h) 8.6 10 11.4 12.9 14.3 15.7 17.2
Fuel oil booster pump capacity (m3/h) 15.4 18 20.6 23.2 25.7 28.3 30.9
Mixing unit capacity (l) see fig. F26
A DN 80 80 80 100 100 100 100
B DN 65 65 65 65 65 80 80
Nominal pipe diameter C DN 65 65 65 80 80 80 80
D DN 100 100 100 125 125 125 125
E DN 80 80 100 100 100 100 100
Remark: *1) The return pipe may also be led to the HFO daily tank.
— Feed pumps (pos. 004) shall be installed below MDO and HFO daily tanks.
— All heaters to be fitted with thermometers, relief valves, drains and drip trays.
— Steam tracers on main engine are laid out for 7 bar saturated steam.
— Air vent and drain pipes must be fully functional at all inclination angles of
the ship at which the engine must be operational.
— For ‘�’ marked positions please refer to the pipe connection drawings.
Table F11 Pressurized fuel oil system data

F2.4.5 Fuel oil system on the engine
Figure F25 is a schematic arrangement of the fuel fuel pressure at the injection pump inlet is adjusted
oil system mounted on the engine. The quantity of by the pressure-retaining valve (002).
fuel oil delivered to the injection pumps (001) by the When commissioning the fuel system with the en-
booster pump installed in the plant is greater than gine at stand-by, the fuel pressure at the injection
the amount actually required, with the excess fuel pump inlet is to be set at 10 bar, to result in a pres-
being recirculated via the mixing unit, please refer sure of minimum 7 bar when the engine is running
to section F2.4.4 ‘Pressurized fuel oil system’. The at 100 per cent load.
310.419a
Fig. F25 Fuel oil system on the engine

F2.4.6 Heavy fuel oil system components

Fuel oil feed pump • Required system temperature:
approx. 145°C
• Pump type: positive displacement screw type • Water vapour gauge pressure at 145°C
with built-in overpressure relief valve. pv = 3.2 bar
• Pump capacity: refer to section F1.3.2, • Pressure losses between feed pump and mix-
the given capacity is to be within a tolerance of ing unit: ∆p1 = 0.5 bar
0 to +20%. • Pressure change difference across the pres-
• Fuel type: marine diesel oil and heavy fuel oil, sure regulating valve: ∆p2 = 0.6 bar
up to 730 cSt at 50°C. • Substituting these values in the formula:
• Working temperature: ambient to 90°C. • Delivery pressure = 3.2 + 1 + 0.5 + 0.6
• Delivery pressure: the delivery pressure is to = 5.3 bar
take into account the system pressure drop
and prevent entrained water from flashing off Electric motor
into steam by ensuring the pressure in the mix-
ing unit is at least 1 bar above the water vapour • The electric motor driving the fuel oil feed
pressure and not lower than 3 bar. The water pumps shall be sized large enough for the
vapour pressure is a result of the system tem- power absorbed by the pump at maximum
perature and pressure for a given fuel type. pressure head (difference between inlet and
Heavier oils need more heat and higher tem- outlet pressure), maximum fuel oil viscosity
peratures to maintain them at the correct vis- (600 cSt) and the required flow.
cosity than lighter oils, refer to the formula and
example below: Pressure regulating valve
Delivery gauge pressure
= pv + 1 + ∆p1 + ∆p2 [bar] • The pressure regulating valve maintains the
inlet pressure to the booster system practically
where:
constant irrespective of the actual amount of
pv = water vapour gauge pressure at the re- fuel consumed by the main engine and auxili-
quired system temperature [bar] (see vis- aries. It should have a flat steady state char-
cosity/temperature diagram fig. F22). acteristic across the fuel oil recirculation flow
∆ p1 = maximum pressure losses between the range.
feed pumps and the mixing unit [bar]. • Valve type: self- or pilot-operated which
∆p 2 = maximum pressure change difference senses the upstream pressure to be main-
across the pressure regulating valve of tained through an external line. It is to be pneu-
the feed system between minimum and matically or direct hydraulically actuated with
maximum flow. an additional manual control for emergency
Refer to ‘Pressure regulating valve’ next. operation. When using a pneumatic type, use
a combined spring type to close the valve in
case of air supply failure.
Example • Fuel oil viscosity: 100 cSt, at working temp.
(HFO 730 cSt at 50°C).
HFO of 730 cSt at 50°C • Maximum capacity: refer to feed pump capac-
ity in section F1.3.2.

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

of the feed pump.
• Service pressure: max. 10 bar • Heater type: steam, electric or thermal oil,
• Pressure setting range: 2–6 bar tubular or plate type heat exchanger suitable
• Inlet pressure change: ≤ 0.8 bar, for heavy oils to 730 cSt at 50°C.
between 20% and 100% flow (upstream pres- • Flow rate: refer to table F11.
sure build-up over the valve capacity; between • Working pressure: max. 12 bar,
the minimum and maximum flow capacity). pulsating on fuel oil side.
• Working temperature: ambient to 90°C • Working temperature: ambient up to 150°C,
outlet temperature on fuel oil side.
Mixing unit • Heating capacity [kW]:
• Due to the small amount of fuel consumed = 0.75 � 10–6 � CMCR � BSFC � (T1 – T2)
there is only need of a small mixing unit. It is • Consumption of saturated steam at 7 bar
recommended that the tank contains no more gauge pressure [kg/h]:
than approx. 100 litres. This is to avoid the = 1.32 � 10–6� CMCR � BSFC � (T1 – T2)
change over from HFO to MDO or visa versa
• where:
taking too long.
• The mixing unit equalizes the temperature be-
BSFC is the brake specific fuel consumption at
tween the hotter fuel oil returning from the en-
the contract maximum continuous rating
gine and the cooler fuel oil from the day tank,
(CMCR).
particularly when changing over from heavy
T1 is the temperature of the fuel oil at the vis-
fuel oil to marine diesel oil and vice versa.
cosimeter.
• Type: cylindrical steel fabricated pressure
T2 is the temperature of the fuel oil from the
vessel as shown in figure F26.
daily tank.
• Capacity: see figure F26.
• Example: 10RTA96C with CMCR at R1:
• Dimensions: see figure F26.
57 200 kW at 102 rpm,
• Service pressure: 10 bar
BSFC of 171 g/kWh,
• Test pressure: according to the classification
using 730 cSt fuel,
society.
at a system temperature of 145°C (T1),
• Working temperature: ambient up to 150°C.
assuming the heavy fuel oil daily tank is kept
at a steady temperature of 65°C (T2).
High-pressure booster pump
Heater capacity required:
• Pump type: positive displacement screw type
= 0.75 � 10–6 � 57 200 � 171 � (145 – 65)
with built-in overpressure relief valve.
= 587 kW
• Pump capacity: refer to section F1.3.2,
Consumption of saturated steam at 7 bar
the given flow rate is to be within an allowable
gauge pressure:
tolerance of 0 to +20%.
= 1.32 � 10–6 � 57 200 � 171 � (145 – 65)
• Inlet pressure up to 6 bar
= 1033 kg/h
• Delivery head: see section F1.3.2,
final delivery pressure according to the actual
The viscosimeter monitors the fuel viscosity prior
piping layout.
to the fuel injection pumps and transmits signals to
• Working temperature: ambient up to 150°C
the heater controls to maintain this viscosity by
regulating the fuel temperature after the end-
Electric motor (booster pump)
heater.
Same remarks as for the electric motor for the feed
pumps.

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337.913
Fig. F26 Fuel oil system mixing unit
A DN 100 100 100 125 125 125 125
Nominal pipe diameter B DN 65 65 65 80 80 80 80
C DN 80 80 100 100 100 100 100
Table F12 Fuel oil system mixing unit: nominal pipe diameters for connections A, B, C

Main fuel oil filter before the injection pumps lation. However, arrangement in the high-
• This filter is extremely important to protect the pressure booster circuit is also possible.
fuel injection pumps and is to be installed as
close as possible to the inlet of the fuel injec- Arrangement in the feed system
tion pumps. The absolute minimum require- • Working viscosity: 100 cSt, for HFO of 730 cSt
ments are met by using the following filter: at 50°C.
• Type: change-over duplex (full flow), heatable • Flow rate: feed pump capacity, refer to section
designed for in-service cleaning, fitted with dif- F1.3.2.
ferential pressure gauge and high differential • Service pressure at filter inlet:
pressure alarm contacts. after feed pumps: 10 bar
• Working viscosity: 13–17 cSt. after booster pumps:12 bar
• Flow rate: booster pump capacity, refer to sec- • Test pressure: specified by classification so-
tion F1.3.2. ciety.
• Service pressure: max. 12 bar at filter inlet. • Permitted differential pressure at 100 cSt:
• Test pressure: specified by classification so- clean filter: max. 0.2 bar,
ciety. dirty filter: 0.6 bar,
• Permitted differential pressure at 17 cSt: clean alarm setting: max. 0.8 bar.
filter: max. 0.2 bar, dirty filter: 0.6 bar, alarm • Minimum bursting pressure of filter insert:
setting: max. 0.8 bar. max. 8 bar differential across filter.
• Minimum bursting pressure of filter insert: • Working temperature: ambient up to 90°C.
max. 8 bar differential across filter. • Mesh size: max. 0.034 mm,
• Working temperature: ambient up to 150°C. sphere passing mesh.
• Mesh size: max. 0.05 mm, sphere passing • Filter insert material: stainless steel mesh
mesh. (CrNiMo).
• Filter insert material: stainless steel mesh
(CrNiMo). Arrangement in the booster system
The same technical data as specified for the du-
Back-flushing filter if required plex filter are valid for the back-flushing filter in-
• Type: automatic back-flushing, heated, with stalled before the engine, including the mesh size
differential pressure gauge and differential (0.05 mm, sphere passing mesh).
pressure alarm contacts. Designed for auto-
matic in-service cleaning, continuous or dis- • The installation of the automatic back-flushing
continuous back-flushing, using filtered fuel oil filter type in the low-temperature side does not
or compressed air techniques. replace the need for the duplex filter fitted im-
With discontinuous back-flush, the back-flush- mediately before the fuel injection pumps. The
ing sequence is released by a differential pres- filter mesh size of the duplex filter in front of the
sure switch and an adjustable time relay. The injection pumps can then be increased from
drain from the filter is to be sized and fitted to 0.05 to 0.06 (sphere passing).
allow free flow into the fuel oil drain tank. • The feed pump capacities given in section
F1.3.2 cover the needs of the engine only.
Arrangement of the back-flushing filter If an automatic back-flushing filter type is in-
• If the requirement is for an automatic back- stalled, depending on its location, in the feed
flushing filter, it is best to fit it on the low-tem- or booster circuit, either the feed pump capac-
perature side in the discharge from the feed ity or the feed and booster pump capacities
pumps. Locating the filter at this point reduces must be increased by the quantity needed for
the risk of clogging due to asphaltene coagu- the back-flushing of the filter.

F2.4.7 Flushing the fuel oil system
F2.4.7.1 Introduction
A correct manufacturing of the pipes avoids the The pipes of the entire fuel oil system on the
presence of scales, slag and spelter. It is a fact that plant side are to be flushed separately.
the expense for special welding methods, e.g. inert
gas welding, is worthwhile when considering the F2.4.7.2 Preparation before flushing
costs of an extensive flushing procedure or the
grinding and cleaning work if using normal electric 1. Close the valves in the supply and return pipes
arc welding or welding with electrodes. A thorough at the engine fuel pumps.
cleaning of the pipes before mounting is a must. Disconnect fuel oil supply and return pipes at
the engine pump covers and fit temporary pipe
It is absolutely essential to ensure that the fuel oil bends as shown in figure F27 by removing the
systems are clear of all foreign matter before circu- blank flanges at the ends of the fuel oil mani-
lating fuel oil through to the engine. A systematic fold.
approach is to be adopted prior to commissioning 2. Install in the by-pass line a temporary filter with
when the tanks, pipework, filters, endheaters, a mesh size (sphere passing mesh) of max.
pumps, valves and other components are flushed 0.03 mm and equipped with magnetic el-
and proved clear by observation and physical in- ements.
spection. All fuel oil tanks are to be inspected and Alternatively, the plant fuel oil duplex filter, if
cleaned by hand to remove all residuals build-de- available, can be used under the condition that
bris; special attention is to be paid to very small the filter inserts are of mesh size (sphere pas-
loose particles of welding matter such as spelter sing mesh) of max. 0.03 mm. After flushing the
and slag. filter, inserts are to be replaced by the original
ones and the filter housing to be cleaned.
from daily tank

to daily tank
By-pass bend
By-pass bend
32
31
By-pass with temporary

flushing filter
F10.5302
Fig. F27 Fuel oil system flushing

F2.4.7.3 Flushing procedure
1. Fill the daily tank with sufficient marine diesel 4. During the flushing procedure, the pipes are to
oil (MDO). be periodically tapped to help loosen any
2. Circulate the MDO in the daily tank using the foreign matter that may be present. If avail-
separator(s) and pre-heater(s) to maintain the able, vibrators are to be used.
cleanliness and the MDO temperature at ap- All pipes used during the engine operation
proximately 30�C. Operate the separator(s) must be flushed, including by-pass lines.
until the flushing procedure is completed. Inspect and clean all filters in the fuel oil sys-
3. Circulate the MDO through the whole fuel oil tem periodically.
system back to the daily tank by running the Drain the dirt of all equipments (mixing unit,
feed and booster pump. endheater, etc.) where dirt can accumulate.
Both pumps (feed and booster pump) must be
in operation to ensure a correct fuel oil circula- Flushing is to be continued until absolutely no
tion through the whole fuel oil system. As the residues can be found in the filters:
capacity of the booster pump(s) is higher than No metallic particles adhere to the magnetic in-
the one of the feed pump(s), part of the fuel re- serts and no residues are detected in the bottom of
turns, via the mixing tank, directly to the the filter housing.
booster pump.
The fuel must circulate freely in the return pipe When the fuel oil system proves clean, the tempor-
to the daily tank and from the feed pump to the ary flushing equipment can be removed and the
mixing unit. engine connected to the fuel oil system.
The main and stand-by pumps are to be alter-
natively operated. Observe the suction and
discharge pressure carefully; do not let run the
pumps hot. Observe the pressure drop
through the filters too.

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

peller inertia => (JTot) = (JEng) + (JS+P).
Compressed air is required for engine starting, en- • Propeller inertia includes the part of entrained
gine control, exhaust valve air springs, washing water.
plant for the scavenge air coolers and general • Engine inertia (JEng) see table F13.
services. • Relative inertia JRel = JTot / JEng.
F2.5.2 System layout The air receiver and compressor capacities of

table F13 refer to a relative inertia, (JRel = 1.3).
The starting and control air system shown in fig- For other values than 1.3, the air receiver and com-
ure F28 is valid for six- to twelve-cylinder engines pressor capacities have to be calculated with the
and comprises two air compressors, two air re- winGTD program. It provides the capacity of the air
ceivers and systems of pipework and valves con- compressor and receiver for relative inertia values
nected to the engine starting air manifold. (JRel).
Table F13 outlines the basic requirements for a
F2.5.3 Capacities of air compressor system similar to figure F28 ‘Starting and control
and receiver air system’ for maximum engine rating.
The enclosed CD-ROM with the winGTD program
The capacity of the air compressor and receiver enables to optimise the capacities of the com-
depends on the total inertia (JTot) of the rotating pressors and air receivers for the contract maxi-
parts of the propulsion system too. mum continuous rating (CMCR).
Starting air Air receivers Air compressors JEng

Number of starts requested by the classi-
12 *1) 12 *1) *2)
fication societies for reversible engines
Max. air pressure Free air delivery at
Pressure range
25 [bar] 30 [bar] 25 [bar] 30 [bar]
No. of cylinders Number x volume [m3] Number x capacity [Nm3/h] [kgm2]
6 2 x 9.9 2 x 8.5 2 x 250 2 x 260 262 000
7 2 x 11.5 2 x 9.9 2 x 290 2 x 300 298 600
8 2 x 13.4 2 x 11.5 2 x 340 2 x 350 341 700
9 2 x 14.9 2 x 12.9 2 x 380 2 x 390 383 700
10 2 x 16.5 2 x 14.2 2 x 420 2 x 430 420 600
11 2 x 18.1 2 x 15.5 2 x 460 2 x 470 456 500
12 2 x 19.7 2 x 16.8 2 x 500 2 x 510 490 900
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 F13 Air receiver and air compressor capacities

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246.897
Fig. F28 Starting and control air system

F2.5.4 Starting and control air system F2.5.4.1 Control air system supply
specification
The control air can be supplied from the combined
Starting air compressors system as shown in figure F28 or from a separate
• Type: water cooled two stage with intercooler instrument air supply providing clean and dry air at
and oil / water separator. The discharge air 7–8 bar pressure.
temperature is not to exceed 90°C and the air
supply to the compressors is to be as clean as Pressure reducing and filtering unit
possible without oil vapour. • The pressure reducing and filtering unit,
• Capacity: refer to table F13. item 005 figure F28, conditions the air for use
• Delivery gauge pressure: 30 or 25 bar. in the pneumatic control system and supplying
the air springs of the exhaust valves. This unit
Starting air receivers is not required when a separate dedicated in-
• Type: fabricated steel pressure vessels having strument air supply is installed.
domed ends and integral pipe fittings for isolat- • Type: combined pressure reducing valve, filter
ing valves, automatic drain valves, pressure dryer and moisture separator equipped with
reading instruments and pressure relief pressure gauge, drain and maintainable filter.
valves. • Capacity: refer to table F13.
• Capacity: refer to table F13. • Filter porosity: 20–40 micron.
• Working gauge pressure: 30 or 25 bar. • Pressure reduction: 30 to 7–8 bar with a toler-
ance of –1.0 to +0.5 bar.
Number of cylinders
(Capacity Nm3/h)
6 7 8 9 10 11 12
Control system up to 21.0 21.0 21.0 21.0 21.0 21.0 21.0
Exhaust valve air spring 14.4 16.8 19.2 21.6 24.0 26.4 28.8
Total 35.4 37.8 40.2 42.6 45.0 47.4 49.8
Table F14 Control air capacities
F2.5.5 General service and working air
General service and working air for driving air pow-

ered tools and assisting in the cleaning of scav-
enge air coolers is provided by the reducing valve
(item 005, figure F28). The valve is to reduce 25 or
30 bar to 7–8 bar. Consumers other than engine
starting and control are to be taken into account
when final selection of compressor capacity and
pipe dimensions is to be made.

F2.6 Leakage collection system and washing devices
F2.6.1 Introduction
Figure F29 ‘Leakage collection and washing sys- ing box is led directly to the sludge tank. Under nor-
tem layout’ is suitable for engines from six to twelve mal conditions, the stuffing-box scraper rings re-
cylinders with the same pipe sizes for all engines. move approximately 8 litres per cylinder a day of
Dirty oil collected from the piston underside is led waste system oil, cylinder oil, metallic particles and
under pressure of approximately 2.8 bar to the small amounts of the products of combustion. Con-
sludge oil trap (002) and then to the sludge oil tank densate from scavenge air is formed when the
(004). The function of the sludge oil trap is to retain vessel is operating in a humid climate and is to be
the large amount of solid parts which may be con- continually drained from the scavenge air receiver
tained in the dirty oil and to reduce the pressure by to avoid excessive piston ring and liner wear. As a
means of an orifice or throttling disc (003) fitted at guide, the largest amount of this condensate which
its outlet so that the sludge oil tank (004) is under is to be dealt with under extremely humid condi-
atmospheric pressure. The sludge oil trap is shown tions is 0.16 kg/kWh.
in figure F30. The dirty oil from the piston rod stuff-
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Table F15 Leakage collection and washing system

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Fig. F29 Leakage collection and washing system

80
DN80
*2)
*2)
*2)
*1)
*2)
80
*2)
Schematical arrangement
*2)
*2)
Working temperature : 80�C

Working pressure : 4 bar
Capacity : approx. 90 l
Remarks:
*1) The orifice has to be designed as shown
*2) Location of pipes with regard to each other has to be observed
F10.4917 (245.946d)
Fig. F30 Sludge oil trap

Engine exhaust uptakes can be drained automatically using a system as shown in figure F31.
F10.1959
Fig. F31 Arrangement of automatic water drain

F2.7 Exhaust gas system

To optimize the exhaust gas systems, please refer pipe diameter’, figure F33 ‘Estimation of exhaust
to the following calculations. The calculations gas density’ and figure F34 ‘Estimation of exhaust
based on figure F32 ‘Determination of exhaust pipe diameter’ are given as an example only:
dC
dB
dA
dA dA
dA dA
F10.5233
Fig. F32 Determination of exhaust pipe diameter
Example:
Estimation of exhaust gas pipe diameters for 2) Exhaust gas temperature: 314 °C
Sulzer 8RTA96C, CMCR (R1) specified and for (acc. to table F1)
design (tropical) conditions:
Power (R1) = 45 760 kW 3) Exhaust gas density
Speed (R1) = 102 rpm (assumed back pressure on turbine outlet
�p = 30 mbar (figure F33):
Recommended gas velocities:
Pipe A: WA = 40 m/s � EXH � 0.611 kg�m 3
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: 337 673 kg/h nTC = 2
(according to table F1)

pEXH [kg/m3]
0.740
0.720
0.700
0.680
0.660
0.640
0.620
0.600
0.580 ∆p
[mbar]
30
0.560 20
10
0
0.540 tEaT [�C]
F10.4682 220 230 240 250 260 270 280 290 300 310 320 330 340 350 360
Fig. F33 Estimation of exhaust gas density
qV
[m3/h]
50 40 30 20
600 000
500 000
450 000 10
400 000
350 000 w
300 000 [m/sec]
250 000
200 000
180 000
160 000
140 000
120 000
100 000
90 000
80 000
70 000
dpipe
60 000
500 600 700 800 900 1000 1200 1400 2000 2500 3000 4000 [mm]
F10.4683 dA dC dB
Fig. F34 Estimation of exhaust pipe diameters

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

fully functional at all inclination angles of the ship
qm 337 673
q VA � � � n TC � � 276 328 m 3�h at which the engine must be operational. This is
EXH 0.611 � 2
normally achieved if the vent pipes have a continu-
ous, uninterrupted inclination of 5 per cent mini-
Pipes B and C: mum. Such an arrangement enables the vapour to
separate into its air and fluid components, dis-
qm
q VB � q VC � � � 337 673 � 552 656 m 3�h charging the air to atmosphere and returning the
EXH 0.611
fluid to its source.
6) Exhaust pipe diameters:
Pipe diameters are (approx. according to

figure F34):
dA = 1550 mm
dB = 2350 mm
dC = 2800 mm
or calculated:
d pipe � 18.81 � � wq V
pipe
[mm]
7) Select the calculated or the next larger

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

haust gas system (not to exceed 30 mbar).

F2.9 Engine-room ventilation
The engine-room ventilation is to conform to the re- in diesel engined ships; Design requirements and
quirements specified by the legislative council of basis of calculations’.
the vessel’s country of registration and the classi-
fication society selected by the ship owners. Cal- Based on ISO 8861, the radiated heat, required air
culation methods for the air flow required for com- flow and power for the layout of the engine-room
bustion and air flow required to keep the machinery ventilation can be obtained from the winGTD pro-
spaces cool are given in the international standard gram, see chapter C7.
ISO 8861 ‘Shipbuilding – Engine-room ventilation The final layout of the engine-room ventilation is,
however, at the discretion of the shipyard.
Figure F35 is a typical arrangement for direct suction of combustion air.
F10.3677
Fig. F35 Direct suction of combustion air – main and auxiliary engine

F3 Ambient temperature consideration
F3.1 Engine air inlet – Operating tem- To avoid the need of a more expensive combustion
peratures from 45°C to 5°C air preheater, a system has been developed that
enables the engine to operate directly with cold air
Due to the high compression ratio, the diesel from outside.
engine RTA96C does not require any special
measures, such as pre-heating the air at low tem- If the air inlet temperature drops below 5°C, the air
peratures, even when operating on heavy fuel oil density in the cylinders increases to such an extent
at part load, idling and starting up. The only condi- that the maximum permissible cylinder pressure is
tion which must be fulfilled is that the water inlet exceeded. This can be compensated by blowing
temperature to the scavenge air cooler must not be off a certain mass of the scavenge air through a
lower than 25°C. blow-off device as shown in figure F36.
This means that: Engine
Turbocharger
• When combustion air is drawn directly Air intake casing
Scavenge
from the engine room, no pre-heating of air cooler Blow-off
Air filter valves
the combustion air is necessary.
• When the combustion air is ducted in from
outside the engine room and the air suc- F10.1964
tion temperature does not fall below 5°C, Fig. F36 Scavenge air system for arctic conditions
no measures have to be taken.
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 F37 shows the effect of the blow-
off valves to the air flow, the exhaust gas tempera-
Under arctic conditions the ambient air temperature after turbine and the firing pressure.
tures can meet levels below –50°C. If the combus-
tion air is drawn directly from outside, these en-
gines may operate over a wide range of ambient air
temperatures between arctic condition and tropical
(design) condition (45°C).

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

Suction air temperature
F10.1965
Fig. F37 Blow-off effect under arctic conditions
Control of the blow-off valves is effected by means

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

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

F3.2 Air filtration
In the event that the air supply to the machinery Marine installations have seldom had special air
spaces has a high dust content in excess of filters installed until now. Stationary plants on the
0.5 mg/m3 which can be the case on ships trading other hand, very often have air filters fitted to pro-
in coastal waters, desert areas or transporting tect the diesel engine.
dust-creating cargoes, there is a higher risk of in-
creased wear to the piston rings and cylinder The installation of a filtration unit for the air supply
liners. to the diesel engines and general machinery
spaces on vessels regularly transporting dust-
The normal air filters fitted to the turbochargers are creating cargoes such as iron ore and bauxite, is
intended mainly as silencers and not to protect the highly recommended.
engine against dust.
The following table F16 and figure F38 show how
The necessity for the installation of a dust filter and the various types of filter are to be applied.
the choice of filter type depends mainly on the con-
centration and composition of the dust in the suc-
tion air.
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 F16 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
engine power
8RTA96C: PR1 = 45.76 MW
F10.5296
[MW]
Fig. F38 Air filter size

F4 Pipe size and flow details
F4.1 Pipe velocities

The velocities given in table F17 are for guidance figures to those stated may be acceptable when
only. They have been selected with due regard to short piping runs, water properties and ambient
friction losses and corrosion. Increased velocity temperature, are taken into consideration.
Medium Sea-water Fresh water Lubricating oil Marine diesel oil Heavy fuel oil
Nominal Pipe ma- steel galvanized mild steel mild steel mild steel mild steel
pipe di- terial
ameter pump-
suction
side suction delivery suction delivery suction delivery delivery suction delivery
[m/sec] 1.0 1.4 1.5 1.5 0.6 1.0 0.9 1.1 0.5 0.6
32
[m3/h] 2.9 4.1 4.3 4.3 1.7 2.9 2.6 3.2 1.4 1.7
[m/sec] 1.2 1.6 1.7 1.7 0.7 1.2 1.0 1.2 0.5 0.7
40
[m3/h] 5.4 7.2 7.7 7.7 3.2 5.4 4.5 5.4 2.3 3.2
[m/sec] 1.3 1.8 1.9 1.9 0.8 1.4 1.1 1.3 0.5 0.8
50
[m3/h] 9.2 12.5 13.5 13.5 5.7 10 7.8 9.2 3.5 5.7
[m/sec] 1.5 2.0 2.1 2.1 0.8 1.5 1.2 1.4 0.6 0.9
65
[m3/h] 18 24 25 25 9.6 18 14.5 16.5 7.2 11
[m/sec] 1.6 2.1 2.2 2.2 0.9 1.6 1.3 1.5 0.6 1.0
80
[m3/h] 29 38 40 40 16.5 29 23.5 27 11 18
[m/sec] 1.8 2.2 2.3 2.3 0.9 1.6 1.4 1.6 0.7 1.2
100
[m3/h] 51 62 65 65 26 45 40 45 20 34
[m/sec] 2.0 2.3 2.4 2.5 1.1 1.7 1.5 1.7 0.8 1.4
125
[m3/h] 88 102 106 110 49 75 66 75 35 62
[m/sec] 2.2 2.4 2.5 2.6 1.3 1.8 1.5 1.8 0.9 1.6
150
[m3/h] 140 153 159 165 83 115 95 115 57 108
[m/sec] 2.3 2.5 2.6 2.7 1.3 1.8
200
[m3/h] 260 283 294 305 147 204
–– –– –– ––
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 F17 Recommended fluid velocities and flow rates for pipework

F4.2 Piping symbols
F10.1910
Fig. F39 Piping symbols 1

F10.1911

F10.1905

F5 Engine pipe connections
F5.1 Engine pipe connections for 2 x TPL85 turbocharger
011.831
Fig. F42 Driving end pipe connection details for 2 x TPL85 turbochargers

011.831
Fig. F43 Free end pipe connection details for 2 x TPL85 turbochargers

��
011.832
Fig. F44 Pipe connection details for 2 x TPL85 turbochargers

Data available on request
Fig. F45 6RTA96C pipe connection details for 2 x TPL85 turbochargers


011.829

F5.2 Engine pipe connections for 3 x TPL85 turbocharger
282.243a
Fig. F48 Driving end pipe connection details for 3 x TPL85 turbochargers

282.243a
Fig. F49 Free end pipe connection details for 3 x TPL85 turbochargers

��
282.244a
Fig. F50 Pipe connection details for 3 x TPL85 turbochargers

014.757a

281.831c

011.899a

014.745

G. Engine management systems
G1 Introduction G2 DENIS-6 diesel engine interface

specification
Wärtsilä Switzerland Ltd has introduced a stan-
dard electrical interface designated DENIS (Diesel G2.1 General
Engine CoNtrol and optImizing Specification). It fa-
cilitates integration with approved remote control The traditional approach to engine control included
systems, while computer-based tools under the the following functions in the engine builder’s
designation of the MAPEX family (Monitoring and scope of supply:
mAintenance Performance Enhancement with eX-
pert knowledge) enable shipowners and operators • Engine-room control of the engine;
to improve the operating economy of their diesel • Engine safety and shut-down system.
engines.
They allow safe and convenient control of the en-
G1.1 DENIS family gine from the control room. For automatic control
from the wheelhouse, a bridge control system
The DENIS family contains specifications for the could be connected to the engine control system.
engine management systems of all modern types
of Sulzer diesel engines. The diesel engine inter- The trend in modern shipbuilding is for automatic
face specification DENIS-6 is applicable for the control from the bridge as standard. Different ar-
RTA96C engines. rangements utilizing conventional engine-room
control close to the engine, to modern designs with
G1.2 MAPEX family control effected entirely from the bridge are be-
coming more common.
The products of the MAPEX family are designed to
improve the engine’s efficiency through better To meet the requirements of increased flexibility,
management and planning, and save money by Wärtsilä Switzerland Ltd has worked out a concept
making available the knowledge of our engine with the following objectives:
management specialists.
• Clear definition of the signal interface between
For the further description of the MAPEX family engine and its remote control system;
please refer to chapter G3. • Interface close to the engine;
• Engine control reduced to local control;
• Interface to the Remote Control System (RCS)
to be purely electrical;
• Manufacturing and supply of the remote con-
trol system itself by approved specialist com-
panies.
Wärtsilä Switzerland Ltd G–1 25.72.07.40 – Issue V.04 – Rev. 0

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

remote control system This file contains the specification of the signal
The well defined and documented interface al- interface on the engine and is made access-
lows the easy adaptation of a remote control ible to all licensees. It consists basically of the
system to the Sulzer RTA engine. A clear sig- control diagram of the engine, the signal list
nal exchange simplifies troubleshooting, and and a minimum of functional requirements.
the well defined scope of supply gives a clear • DENIS remote control specification
separation of responsibilities. This file contains the detailed functional spec-
• Lower costs on the engine ification of the remote control system, includ-
The reduced engine control equipment and ing also optimizing functions, particular to the
the concentration of all control tasks in the re- Sulzer RTA96C engines namely variable in-
mote control system gives an overall cost sav- jection timing (VIT), fuel quality setting (FQS),
ing for the shipbuilder. and load dependent cylinder lubricating sys-
• Approved remote control systems tem (CLU-3).
Remote control systems of partner companies The intellectual property on these specifica-
comply with the specifications and are ap- tions remains with Wärtsilä Switzerland Ltd.
proved by Wärtsilä Switzerland Ltd. Co-oper- Therefore this file is licensed to Wärtsilä
ation ensures that adequate information is Switzerland Ltd’s remote control partners only.
available on the approved system. These companies offer systems built com-
• Easy integration in ship management pletely according to the engine designer’s
system specifications, tested and approved by
With systems from the same suppliers, the Wärtsilä Switzerland Ltd.
necessary data can be obtained from the re- Due to the co-operation between Wärtsilä
mote control system through a bus link. Switzerland Ltd and leading remote control
• Automation from one supplier suppliers additional optimizing functions can
A remote control system supplier approved by be integrated into the remote control system,
Wärtsilä Switzerland Ltd can handle all au- thereby making these systems even more at-
tomation tasks on board ship. This allows for tractive and avoiding the need for many inter-
easier engineering, standardization, easier faces between different electronic systems.
operation, less training, fewer spare parts, etc.
Remote control system:
Interface description: The remote control system delivered by any re-
mote control partner of Wärtsilä Switzerland Ltd is
DENIS is the signal interface between the pneu- divided into the following sub-systems:
matic engine control system supplied with the en-
gine and the remote control system supplied by the • Remote control functions
purchaser and does not include any hardware. It • Safety system
summarizes all the signal data exchanged and de- • Wrong-way alarm
fines the control functions required by the engine. • Telegraph system
Safety system, wrong-way alarm and telegraph

systems work independently and are fully operat-
ive even with the remote control functions out of
order.
25.72.07.40 – Issue V.04 – Rev. 0 G–2 Wärtsilä Switzerland Ltd

The general DENIS-6 layout can be seen from figure G1.
F10.3410
Fig. G1 DENIS-6 layout.

G2.2 Engine control functions

G2.2.1 Introduction Engine control is basically pneumatic, with stan-
dard air supply pressure of 7–8 bar provided by a
The engine is delivered with a standard local/ separate control air system or directly via reducing
emergency engine control system, comprising: valves from the starting air system.
• Control elements fitted to the engine; All connections between the engine and the re-
• Operating and indicating elements at the local mote control system are electrical. The arrange-
manoeuvring stand allowing convenient man- ment of the local/emergency control stand is
ual and emergency control. shown in figure G2.
289.997
Fig. G2 Arrangement of local/emergency control stand

G2.2.2 Standard engine control

• Start, stop, direction selection • Slow turning
Operation by the manoeuvring/stop levers on Allows ‘slow turning’ of the engine from a re-
the local control stand. The stop order is ex- mote location using starting air. The control
ecuted via fuel zero order to the speed control. logic is integrated in the remote control sys-
Reversing by hydraulic servomotors, acti- tem.
vated via pneumatic direction selection valves.
Basic interlocks (turning gear engaged, re-
versing servo position, wrong direction of en-
G2.2.3 Instrumentation
gine rotation) are part of the engine control Local instruments for monitoring pressures and
system. temperatures are installed on the engine.
• Speed setting For a list of the local instruments refer to table G1.
The set point to the speed control can be ad- The gauge board on the local manoeuvring stand
justed locally on the engine. The actual ar- provides indication of the most important engine
rangement depends on the make of the speed parameters as stated in table G2 .
control.
For details of instrumentation please refer to the
• Control transfer plant specific list provided by the engine builder.
Control transfer from the remote control sys-
tem to the local manoeuvring stand takes For the explanation of the signal numbering sys-
place by moving one of the three local levers tem refer to chapter G2.6.3.
(manoeuvring, stop, emergency control).
• Variable injection timing (VIT)

G2.2.4 Shut down functions
The injection timing is automatically adjusted The engine is fitted with a pneumatic tripping de-
depending on the engine load by an electroni- vice on each fuel pump, activated by the safety
cally controlled pneumatic cylinder. The con- system to stop the engine under one of the follow-
trol logic is integrated in the remote control ing conditions:
system.
• Engine overspeed
• Fuel quality setting (FQS) • Low main bearing oil pressure
This feature is to maintain the maximum cylin- • Low cylinder cooling water pressure
der pressure irrespective of the type of fuel • Low piston cooling oil flow
used. The adjustment of the FQS value is done • Low air spring pressure
in the remote control system. • Emergency stop push buttons/switches.
• Cylinder lubricating system (CLU-3)

The lubricating oil pumps on the engine are
driven by an electromotor. The speed of this
motor is controlled by the remote control sys-
tem for load dependent lubrication.
• Auxiliary blower control

The blowers with independent electric control
are automatically switched on/off depending
on scavenge air pressure.

Signal No. Designation Code

TI 1111 L Cylinder cooling water temperature, inlet A
TI 1121 L -32 L Cylinder cooling water temperature, outlet each cylinder A
PI 1301 L Scavenge air cooling water pressure, HT circuit, cooler inlet F
TI 1331 L -34 L Scavenge air cooling water temperature, HT circuit cooler outlet F
PI 1361 L Scavenge air cooling water pressure, cooler inlet B
TI 1371 L Scavenge air cooling water temperature, cooler inlet B
TI 1381 L -84 L Scavenge air cooling water temperature, cooler outlet B
TI 2011 L Main bearing oil temperature, supply A
PI 2021 L Crosshead bearing oil pressure, supply A
TI 2031 L Crosshead bearing oil temperature, supply A
TI 2121 L Thrust bearing oil temperature, outlet A
TI 2601 L -04 L Turbocharger bearing oil temperature A
PI 2702 L Balancer 2 flexible coupling oil pressure, inlet E
PI 2711 L Crankshaft built Geislinger damper oil pressure, supply E
PI 2721 L Axial detuner oil pressure, aft side E
PI 2722 L Axial detuner oil pressure, fore side E
PI 2831 L PTO damper oil pressure, inlet E
FI 3101 L -12 L Cylinder lub. oil flow A
TI 3411 L Fuel oil temperature, before injection pumps A
PI 3421 L Fuel oil pressure, in spill pipe before pressure retaining valve A
PI 3431 L Fuel oil pressure, in spill pipe after pressure retaining valve A
TI 3701 L -12 L Exhaust gas temperature, after each cylinder A
TI 3721 L -24 L Exhaust gas temperature, before each turbocharger A
TI 3731 L -34 L Exhaust gas temperature, after each turbocharger A
PI 4001 L -04 L Scavenge air pressure, before each air cooler A
PI 4021 L -24 L Scavenge air pressure, after each air cooler A
TI 4031 L -34 L Scavenge air temperature, after each air cooler A
PI 4041 L Scavenge air pressure, in air receiver A
PS4051-52L Scavenge air pressure, in air receiver A
PI 4321 L Air spring pressure, supply A
PI 4331 L Air spring pressure, stand-by supply A
PI 4411 L Control air pressure, stand-by supply A
PS 5015L Local fuel zero order A
SI 5101 L Engine speed A
GI 5151 L Load indicator A
Table G1 Local indications on the engine T10.3519

PI 1101 M Cylinder cooling water pressure, inlet A
PI 2001 M Main bearing oil pressure, supply A
PI 2021 M Crosshead bearing oil pressure, supply A
PI 4041 M Scavenge air pressure, in air receiver A
PI 4301 M Starting air pressure, before shut-off valve A
PI 4341 M Air spring pressure A
PI 4412 M Control air pressure A
Table G2 Local indications on the gauge board T10.3520
For code identification see chapter G2.6.3.

G2.3 Speed control G2.4 Approved remote control system
G2.3.1 Approved speed control G2.4.1 Introduction
Wärtsilä Switzerland Ltd accepts the application of Remote control of the main engine from the bridge
approved speed controls only. The approved is considered an essential component of modern
speed controls comprise standard electronic sys- merchant ships. However the extent of automation
tems and electronic systems for special applica- may vary considerably from relatively simple re-
tions. mote control systems to sophisticated electronic
systems as part of a ship management system.
List of approved electronic speed controls, as
a standard for Sulzer RTA96C engines: To enable the shipyard to standardize the make
and type of all the vessel’s control systems,
• ABB‘DEGO-III’ system Wärtsilä Switzerland Ltd delivers the engine with
• KMSS speed control system ‘DGS8800e’ the clearly defined DENIS-6 control interface.
• SAM ESG40M System Refer to figure G3 ‘DENIS-6 remote control sys-
• LM EGS2000System tem layout’.
• NABCO ‘MG-800’ speed control system
All remote control signals are transmitted and re-
ceived through electrical connections arranged in
Application of an electronic speed control is terminal boxes fitted to the engine. They are de-
Wärtsilä Switzerland Ltd’s standard for the signed to interface with the control systems ap-
RTA96C engine. proved and recommended by Wärtsilä Switzer-
land Ltd.
Wärtsilä Switzerland Ltd strongly recom-
mends to select the same supplier for the elec-
tronic speed control and the remote control
system. In this way the effort for commissioning
both on testbed and at the yard can be consider-
ably reduced.
G2.3.2 Technical assistance
Wärtsilä Switzerland Ltd offers assistance in sta-

bility and plant simulation studies for speed control
selection and dynamic performance calculations
of the controlled system with respect to its re-
sponse to power and speed variations.
Please complete the questionnaire form in chapter

D3 and forward it to our headquarters in Winter-
thur.

F10.3411
Fig. G3 DENIS-6 remote control system layout.

G2.4.2 Remote control systems suppliers

Wärtsilä Switzerland Ltd has an agreement con- their Sulzer RTA engines with each of the following
cerning the development, production, sales and companies:
servicing of remote control and safety systems for
Supplier / Company Type of remote control system
ABB Marine and Turbochargers BV (ABB)

P.O. Box 433
FAHM III
3000 AK Rotterdam Tel +31-10 407 88 67
The Netherlands Fax +31-10 407 84 45
Siemens AG Abt. Schiffbau

Lindenplatz 2
Postfach 105609 SIMOS RCS 71
D-20038 Hamburg Tel +49-40 28 89 0
Germany Fax +49-40 28 89 20 02
Kongsberg Maritime Ship Systems AS (KMSS)

P.O. Box 1009
AutoChief�-4
N-3191 Horten Tel +47-330 41 436
Norway Fax +47-330 42 250
STN Atlas Marine Electronics (SAM)

Lyngsø Marine SA *1) (LM)
Geamot 40 M (STN)
Behringstrasse 120
DMS2100 (LM)
D-22763 Hamburg Tel +49-40 88 25 0
Germany Fax +49-40 88 25 4116
Nabco Ltd (NABCO)

3–3, Takatsuka-Dai 7
Nishiku M800-II
Kobe 651-2271 Tel +81-78 993 0220
Japan Fax +81-78 993 0256
H. Cegielski-Poznan SA (HCP)
Ul. Czerwca 1956 Nr. 223/229
SANO 97 *2)
60-965 Poznan Tel +48-61 831 1350
Poland Fax +48-61 832 1541
Remark: *1) Lyngsø Marine SA is a 100% subsidiary company of STN Atlas Marine Electronics.
*2) Applicable for Cegielski built engines only.
Table G3 Suppliers of remote control systems.

G2.4.3 Remote control system G2.4.4 Remote control system

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

• Overspeed protection the bridge are specified:
• Automatic shut-down functions
• Automatic slow-down functions • Starting air pressure
• Engine speed
Telegraph system:
• Order communication between different con-

trol locations
Options:
• Bridge wing control

• Order recorder

G2.4.5 Recommended manoeuvring characteristics
Recommended values for the manoeuvring positions are given in figure G4 .
F10.1972
Fig. G4 Recommended manoeuvring characteristics

G2.5 Alarm sensors

The classification societies require different alarm Included in the standard scope of supply are the
and safety functions, depending on the class of the minimum of safety sensors as required by WCH for
vessel and its degree of automation. attended machinery space (AMS). If the option of
unattended machinery space (UMS) has been se-
These requirements are listed together with a set lected the respective sensors according to
of sensors defined by Wärtsilä Switzerland Ltd in Wärtsilä Switzerland Ltd’s requirement have to be
tables G5 and G6 ‘Alarm and safety functions of added.
Sulzer RTA96C marine diesel engines’.
The exact extent of delivery of alarm and safety
The time delays for the slow-down and shut-down sensors has to cover the requirements of the re-
functions given in tables G5 and G6 are maximum spective classification society, Wärtsilä Switzer-
values. They may be reduced at any time accord- land Ltd, the shipyard and the owner.
ing to operational requirements.
The sensors delivered with the engine are con-
When decreasing the values for the slow-down nected to terminal boxes mounted on the engine.
delay times, the delay times for the respective Signal processing has to be performed in a separ-
shut-down functions are to be adjusted accord- ate alarm and monitoring system usually provided
ingly. by the shipyard.
The delay values are not to be increased without

written consent of Wärtsilä Switzerland Ltd.
Classification societies: *1) Only one of these cooling systems is necessary at a time for an engine.
IACS International Association *2) ALM & SLD are supressed below load indicator position 4.5. The same has to be ar-
of Classification Societies ranged for stand-by pump control.
ABS American Bureau of Shipping *3) For technical reasons, WCH uses FS2521-32S and PS2541-52S at the piston cooling
BV Bureau Veritas oil inlet for flow monitoring instead. FS25xxS and PS25xxS are combined to one binary
CCS Chinese Classification Society input to the safety system.
DNV Det Norske Veritas WCH strongly requests shutdown for ‘piston cooling no flow’!
GL Germanischer Lloyd *4) Alarms connected to ELBA controls and from there, as a common failure signal only, to
KR Korean Register the ship’s alarm system.
LR Lloyd’s Register *5) For water separators made from plastic material the sensor must be placed right after
MRS Maritime Register of Shipping the separator.
(Russia)
*6) Necessity for missfiring detector and its setting values depend on the installation data
NK Nippon Kaiji Kyokai and are defined by the vibrations calculations.
PRS Polski Rejestr Statkow
RINA Registro Italiano Navale A or B are requested alternatively Signals for two-stage scavenge air cooling,
Request C or D are requested alternatively Geislinger damper, PTO coupling, electric
Recommendation E or F are requested alternatively speed control and turbocharger vibration apply
AMS Attended machinery space G or H are requested alternatively only if respective equipment is used.
UMS Unattended machinery space I or K are requested alternatively
Table G4 Remarks to tables G5 and G6 ‘Alarm and safety functions of Sulzer RTA96C marine diesel engines’.

min. WCH
Alarm and safety functions for RTA96C engines Values requirements Request of classification societies for UMS
additional to AMS,
time delay [sec.]
Medium Unit Location Signal No.
Function
Setting
Level
IACS
ABS
BV
GL
LR
MRS
CCS
DNV
KR
NK
PRS
RINA
max. allowable
requirements
for UMS
for AMS
Cylinder cooling water Pressure Engine inlet PT1101A ALM L 3.0 bar 0
PS1101S SLD L 2.5 bar 60
SHD L 2.5 bar 90
Temp. Engine inlet TE1111A ALM L 70 °C 0
Outlet each TE1121-32A ALM H 95 °C 0
Cylinder
TE1121-32S SLD H 97 °C 300
Scavenge air cooling water, Pressure Inlet cooler PT1361A ALM L 1.0 bar 0
fresh water, single-stage
*1) Temp. Inlet cooler TE1371A ALM L 25 °C 0
Outlet cooler TE1381-84A ALM H 76 °C 0
Scavenge air cooling water, Pressure Inlet cooler PS1301A ALM L 3.0 bar 0
fresh water, two-stage
*1) PS1301S SLD L 2.5 bar 60
HT circuit Temp. Outlet cooler TE1331-34A ALM H 120 °C 0
TE1331-34S SLD H 125 °C 60
Pressure Inlet cooler PT1361A ALM L 2.0 bar 0
LT circuit Temp. Inlet cooler TE1371A ALM L 25 °C 0
Outlet cooler TE1381-84A ALM H 57 °C 0
Main bearing oil Pressure Supply PT2001A ALM L 4.8 bar 0
PS2001S SLD L 4.6 bar 60
SHD L 4.6 bar 90
PS2002S SHD LL 4.1 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 TE2101-10A ALM H 65 °C 0 A A A A A A A A A A A
Thrust bearing oil Temp. Outlet TE2121A ALM H 65 °C 0
SLD H 70 °C 60
TE2121S SHD H 85 °C 60
Crank bearing oil Temp. Outlet TE2201-12A ALM H 65 °C 0 A A A A A A A A A A A
Crosshead bearing oil Temp. Outlet TE2301-12A ALM H 65 °C 0 A A A A A A A A A A A
Oil mist concentration Crankcase AS2401-02A ALM H –– –– 0 B B B B B B B B B B B
AS2401-02S SLD H –– –– 60 B B B B B B B B B B B
Failure Detection unit XS2411-02A ALM F –– –– 0
Piston cooling oil Temp. Outlet each TE2501-12A ALM H 80 °C 0
cylinder
TE2501-12S SLD H 85 °C 60
Diff.press. Inlet each cyl. PS2541-52S SHD H 0.6 bar 15
Flow Inlet each cyl. FS2521-32S SHD L no flow 15
Outlet each ALM L no flow ––
cylinder *3)
SLD L no flow ––
Geislinger damper oil Pressure Casing inlet PS2711A ALM L 1.0 bar 0
Axial damper oil Pressure aft side PS2721A ALM L 1.7 bar 60
Damp. chamber
fore side PS2722A ALM L 1.7 bar 60
Table G5 Alarm and safety functions of Sulzer RTA96C marine diesel engines (continued table G6).

min. WCH
Alarm and safety functions for RTA96C engines Values requirements Request of classification societies for UMS
additional to AMS,
time delay [sec.]
Medium Unit Location Signal No.
Function
Setting
Level
IACS
ABS
BV
GL
LR
MRS
CCS
DNV
KR
NK
PRS
RINA
max. allowable
requirements
for UMS
for AMS
Electrical balancer Pressure Supply PS2705C STP L 1.5 bar 5
(ELBA) at free end *4) Diff.press. Oil filter PS2706C ALM H 0.8 bar 10
(if mounted)
STP = ELBA stop STP H 0.8 bar 72h
Turbocharger oil Pressure Turbocharg. PT2611-14A ALM L 1.6 bar 0
(supplied from main bear- inlet
SLD L 1.3 bar 60
ing oil system, valid for
ABB TPL type only) PS2611-14S SHD L 1.1 bar 5
additional requirement Temp. Turbocharg. TE2621A ALM H 80 °C 0
when separate oil supply inlet
TE2621S SLD H 85 °C 60
Turbocharg. TE2601-04A ALM H 110 °C 0
outlet
TE2601-04S SLD H 120 °C 60
Cylinder lubricating oil Flow Cylinder inlet FS3101-12A ALM L no flow 30
FS3101-12S SLD L no flow 90
Level �� LS3125A ALM L –– –– –
Fuel oil Pressure before injec- PT3401A ALM L 7.0 bar 0
tion pump
Temp. TE3411A ALM L 60–120°C 0 C C C C C C C C C C C C
Viscosity before injec- ALM H 17 cSt 0 D D D D D D D D D D D D
tion pump
ALM L 12 cSt 0
Leakage Level LS3441A ALM H max. 0
Exhaust gas Temp. after each TE3701-12A ALM H 515 °C 0 E E E
cylinder
ALM D � 50 °C 0 F F F
SLD H 530 °C 60 G G
SLD D � 70 °C 60 H
before each TE3721-24A ALM H 515 °C 0
turbocharger
SLD H 530 °C 60 H
Temp. after each TE3731-34A ALM H 480 °C 0
turbocharger
SLD H 500 °C 60
Scavenge air Temp. after each TE4031-34A ALM L 25 °C 0 I I I
cooler *5)
ALM H 60 °C 0 I
SLD H 70 °C 60 I
each piston TE4081-92A ALM H 80 °C 0 K
underside
(fire detection) TE4081-92S SLD H 120 °C 60 K
Condens. water Level Air receiver LS4071A ALM H max. 0 K K K
Starting air Pressure Engine inlet PS4301A ALM L 12.0 bar 0
Air spring air Pressure Supply PT4321A ALM L 6.5 bar 0
Distributor PS4341S SLD L 6.0 bar 60
PS4342S SHD LL 4.5 bar 0
Leakage oil Level Exh. valve air LS4351A ALM H max. 0
Control Normal supply Pressure Engine inlet PT4401A ALM L 6.5 bar 0
air Safety supply Pressure Engine inlet PS4421S ALM L 5.0 bar 0
Electronic speed control Minor fail. Control unit XS5041/43A ALM F –– –– 0
Major fail. Control unit XS5042/44A ALM F –– –– 0
performance
Overspeed Speed Crankshaft ST5111-12S SHD H 110 % 0

Missfiring Crank YS5131A ALM H *6) 0
Engine
angle
YS5131S SLD H *6) 0
TC vibration Vibration Turbocharger YE5211-14A ALM H –– –– 0
Table G6 Alarm and safety functions of Sulzer RTA96C marine diesel engines (continuation of table G5).

G2.6 Installation information

G2.6.1 General G2.6.2 Signal flow
The electrical interface signals on Sulzer RTA en- Figure G5 gives an outline of the intended signal
gines are designated according to the signal flow between the systems involved.
numbering system explained in chapter G2.6.3.
The alarm system receives three different types of
The signal lists in chapter G2.6.4 contain all electri- signals from the engine:
cal interface signals available on the engine as well
as some local control functions, local instruments • Signals resulting in an alarm only;
on the engine as well as the instruments available • Signals with combined alarm and slow-down
on the gauge board on the local manoeuvring function;
stand. • Signals with slow-down function only.
According to the agreements with the customer the Generally, analogue signals with slow-down func-
engine builder provides documentation of the final tion are intended to be processed in the alarm and
set of sensors/actuators and its wiring, comprising: monitoring system. A common slow-down input is
provided in the safety system for these functions.
• Detailed control diagram;
• Plant specific sensor list;
• Plant specific wiring diagrams of the engine
terminal boxes.

Remote Control System Ship Alarm System
F10.1973
Fig. G5 Signal flow between systems.

G2.6.3 Signal numbering system
All engine related signals are designated according to a signal numbering system.
Key to signal number Key to code letter:
Example: First letter:
PT 1012 C PT Function identification A Sensors to WCH requirement for UMS, on

10 Functional group engine.
12 Consecutive number B Sensors to WCH requirement for UMS, to
identifying cylinder / be mounted in plant installation.
turbocharger / cooler etc. E Sensors to WCH requirement for UMS, on
C Application engine, but used only, if the respective engine
option is selected.
Functional identification F Sensors to WCH requirement for UMS, to
See table G7 be mounted in plant installation, but used only,
if the respective engine option is selected.
Functional group I Sensors not required by WCH. On special
See table G7 request only.
Consecutive number Second letter:
Example: _D Combined safety and alarm system sensor.

01–09 First group of signals for cylinders 1–9
21–29 Second group of signals for cylinders 1–9
41–43 Signals for turbochargers 1–3
Application:
A Alarm (ship alarm system)

C Control (remote control system)
L Local (control and indication on engine)
M Measuring indication (gauge board on
local control stand)
S Safety system
W Wrong-way alarm

Functional Identification (PT 1012 C) Functional Group (PT 1012 C)

First Letter Second Letter 10 Signals from engine Cooling water Piston
A Analysis 11 Signals from engine Cooling water Cylinder
B 12 Signals from engine Cooling water Turbocharger
C Control Control 13 Signals from engine Cooling water Scavenge air
E Element 15 Signals from engine Cooling water ConSpeed
F Flow 20 Signals from engine Oil Multi-purpose, supply
G Gauging 21 Signals from engine Oil Main engine and thrust bearing
H Hand 22 Signals from engine Oil Crank bearing
I Indication 23 Signals from engine Oil Crosshead bearing
J Power 24 Signals from engine Oil Oilmist concentration
K 25 Signals from engine Oil Piston cooling
L Level 26 Signals from engine Oil Turbocharger
M 27 Signals from engine Oil Balancer
N 28 Signals from engine Oil PTO
O 29 Signals from engine Oil
P Pressure 30 Signals from engine Oil
Q 31 Signals from engine Oil Cylinder & exhaust valve lubrication
R 34 Signals from engine Fuel
S Speed Switch 37 Signals from engine Exhaust gas
T Temperature Transmitter 40 Signals from engine Scavenge air
U 43 Signals from engine Control media: start air, air-spring air
V Valve 44 Signals from engine Control media: control air
W 47 Signals from engine
X Unclassified Unclassified 48 Signals from engine
Y Vibration Relay 49 Signals from engine
Z Position (Binary) 50 Signals from engine Misc. signal, main engine, binary signals
51 Signals from engine Misc. signal, main engine, analogue / frequency
52 Signals from engine Misc. signal, main engine, analogue / frequency
53 Signals from engine Misc. signal, turbocharger
54 Signals from engine Misc. signal, PTO, VIT + FQS
55
56
57
58
59
70 Signals to engine All
71 Signals to engine All
72 Signals to engine
Table G7 Signal numbering system T10.3521

G2.6.4 Signal list
The following tables G8 to G15 show all interface signals between the engine, the control system and the
ship alarm system.

PT 1101 A Cylinder cooling water pressure, inlet A
TE 1111 A Cylinder cooling water temperature, inlet A
TE 1121 A -32 A Cylinder cooling water temperature, outlet each cylinder A

TE 1331 A -34A Scavenge air cooling water temperature, HT circuit, cooler outlet E
PT 1361 A Scavenge air cooling water pressure, cooler inlet A

TE 1371 A Scavenge air cooling water temperature, cooler inlet B
TE 1381 A -84 A Scavenge air cooling water temperature, cooler outlet B
PT 2001 A Main bearing oil pressure, supply A

TE 2011 A Main bearing oil temperature, supply A
PT 2021 A Crosshead bearing oil pressure, supply A
TE 2101 A -15 A Main bearing oil temperature, outlet each bearing I

TE 2121 A Thrust bearing oil temperature, outlet A
TE 2201 A -12 A Crank bearing oil temperature, outlet each bearing I

TE 2301 A -12 A Crosshead bearing oil temperature, outlet each bearing I
AS 2401 A -02A Oil mist concentration in crankcase A
XS 2411 A -12A Oil mist detection, unit failure A

TE 2501 A -12 A Piston cooling oil temperature, outlet each cylinder A
TE 2601 A -04 A Turbocharger bearing oil temperature – outlet turbine side A
PS 2711 A Crankshaft built Geislinger damper oil pressure, supply E

PS 2721 A Axial detuner chamber oil pressure, aft side A
PS 2722 A Axial detuner chamber oil pressure, fore side A

PS 2831 A PTO damper oil pressure, inlet E
FS 3101 A -12 A Cylinder lub. oil flow A
LS 3125 A Cylinder lub. oil pump, tank level –

PT 3401 A Fuel oil pressure, before injection pumps A
TE 3411 A Fuel oil temperature, before injection pumps A

LS 3441 A Fuel oil leakage, level A
TE 3701 A -12 A Exhaust gas temperature, after each cylinder A
TE 3721 A -24 A Exhaust gas temperature, before each turbocharger A

TE 3731 A -34 A Exhaust gas temperature, after each turbocharger A
TE 4031 A -34 A Scavenge air temperature, after each air cooler A
LS 4071 A Scavenge air condensed water detection, in air receiver A

TE 4081 A -92 A Scavenge air temperature, piston underside A
PS 4301 A Starting air pressure, before shut-off valve A

PT 4321 A Air-spring pressure, supply A
LS 4351 A Air-spring, oil leakage level A
PT 4401 A Control air pressure, supply A

PS 4421 A Safety control air pressure A
XS 5041 A Electronic speed control, minor failure E

XS 5042 A Electronic speed control, major failure E
XS 5043 A Electronic speed control, actuator minor failure E
XS 5044 A Electronic speed control, actuator major failure E

XS 5045 A Electronic speed control, actuator overload E
YE 5211 A -14 A Turbocharger vibration I
Table G8 Interface signals for alarm system T10.3522

Signal No.8 Designation Code

PT 4041 C–42C Scavenge air pressure, in air receiver A
PT 4301 C Starting air pressure, before shut-off valve A
PS 5001 C Remote control A
ZS 5003 C Stop lever position A
ZS 5004 C Local manoeuvring lever position A
ZS 5005 C Fuel lever position A
HS 5006 C Manual fuel control E
PS 5011 C Reversing servos / and rotation direction A
CS 5013 C Engine overload A
CS 5014 C Speed control, PGA mode E
ZS 5016 C Turning gear disengaged A
JS 5031 C Auxiliar blower 1, running (supervision RC) A
JS 5032 C Auxiliar blower 2, running (supervision RC) A
ST 5101 C Engine speed A
ST 5102 C Engine speed A
ST 5103 C Electronic speed control, speed signal 1 E
ST 5104 C Electronic speed control, speed signal 2 E
ZS 5121 C -22C Engine TDC signal E
GT 5151 C -52C Load indicator A
ST 5201 C -04C Turbocharger speed A
GE 5331 C VIT + FQS actuator 1, position E
GE 5333 C VIT + FQS actuator 2, position E
Table G9 Interface signals for control system; signals from engine T10.3523


ZV 7001 C Remote control take-over valve A
ZV 7005 C Oil pressure shut-down suppression valve E
ZV 7013 C Start valve A
ZV 7014 C Start cut-off valve A
ZV 7015 C Reversing ahead valve A
ZV 7016 C Reversing astern valve A
CX 7017 C Fuel zero order (manoeuvre stop) A
SC 7021 C Speed setpoint A
CX 7022 C Heavy start A
CX 7023 C Speed control, setpoint freeze E
CX 7024 C Speed control, constant fuel mode E
CX 7025 C Speed control, reset E
CX 7026 C Speed control, start E
ZV 7091 C VIT + FQS actuator 1, retracting valves E
ZV 7092 C VIT + FQS actuator 1, extension valves E
ZV 7093 C VIT + FQS actuator 2, retracting valves E
ZV 7094 C VIT + FQS actuator 2, extension valves E
Table G10 Interface signals for control system; signals to engine T10.3524

PS 4051 L Scavenge air pressure, in air receiver, auxiliary blower 1 A
PS 4052 L Scavenge air pressure, in air receiver, auxiliary blower 2 A
ZS 5004 L Local manoeuvring lever position A
PS 5015 L Local fuel zero order A
Table G11 Local control functions on the engine T10.3525

ZS 5022 W Local manoeuvring lever position ahead A
ZS 5023 W Local manoeuvring lever position astern A
Table G12 Interface signals for wrong way alarm T10.3526


PS 1101 S Cylinder cooling water pressure, inlet A
PS 1301 S Scavenge air cooling water pressure, HT circuit, cooler inlet E
PS 1331 S -34S Scavenge air cooling water temperature, HT circuit, cooler outlet E
PS 2001 S Main bearing oil pressure, supply A
PS 2002 S Main bearing oil pressure, supply A
PS 2021 S Crosshead bearing oil pressure, supply A
AS 2401 S -02S Oil mist concentration in crankcase A
FS 2521 S -32 S Piston cooling oil, flow monitoring A
PS 2541 S -52 S Piston cooling oil, flow monitoring A
FS 3101 S -12S Cylinder lub. oil flow A
PS 4341 S Air-spring pressure A
PS 4342 S Air-spring pressure A
ST 5111 S Engine speed signal 1 A
ST 5112 S Engine speed signal 2 A
Table G13 Interface signals for safety system; direct inputs to safety system (binary signals) T10.3527

ZV 7051 S -56 S Safety shut-down valve A
ZV 7061 S Emergency stop valve A
Table G14 Interface signals for safety system; outputs from safety system (binary signals) T10.3528

TE 1121 S -32 S Cylinder cooling water temperature, outlet each cylinder AD
TE 2011 S Main bearing oil temperature, supply AD
TE 2121 S Thrust bearing oil temperature, outlet AD
TE 2501 S -12 S Piston cooling oil temperature, outlet each cylinder AD
TE 2601 S -04 S Turbocharger bearing oil temperature AD
TE 4081 S -92 S Scavenge air temperature, piston underside A
Table G15 Interface signals for safety system; indirect inputs to safety system (analogue signals) T10.3529

In addition to the signal from the engine the following alarm signals from the remote control system to the
ship alarm system are required as listed below:
• Any auxiliary blower failure;
• Remote control speed measurement failure;
• Remote control passive failure;
• Remote control failure;
• Emergency cylinder lubrication on;
• Safety speed measurement failure;
• Safety system operated;
• Safety system off / fail;
• Telegraph system failure.

G2.6.5 Location of terminal boxes and sensors
For location of terminal boxes on engine, sensors / actuators for remote control and safety system and
sensors for ship alarm system see figures G6 and G7.
Figures G6 and G7 show the location on the engine of the signals referred to in chapter G2.6.4.
310.004b
Fig. G6 Location of sensors / actuators for remote control and safety system.

310.005b
Fig. G7 Location of sensors for ship alarm system.

G2.6.6 Cabling notes Wiring principles
• Switches:
The remote control and alarm system
Generally 2 cores per switch are required but
supplier is to provide a detailed wiring dia-
in some cases a common supply may be used.
gram for a specific plant showing the actual
• PT 100 Sensors:
cabling, cable routing and intermediate ter-
The relatively short lengths between sensor
minals.
and terminal box on the engine allows the use
The cable core sections have to be calculated with of 2 core cabling. The shipyard wiring can be
respect to voltage drop when the cable length is done as 3 or 4 core connection. The use of at
known. The shipyard is to provide the remote con- least 3 core cabling is recommended.
trol and alarm systems supplier with cable length • Thermocouples:
details at the earliest opportunity to enable the volt- Thermocouples are connected to the engine
age drop calculations to be made. mounted terminal boxes by 2 core compensat-
ing cables without screening.
Screened cables are to be used where indicated in For the shipyard connections, compensating
the plant wiring diagrams. cables or reference temperature measure-
ment in the terminal box are to be applied. It is
Wärtsilä Switzerland Ltd recommends that cables required that screened cabling is used in all
carrying different current levels are routed separ- cases between engine mounted terminal
ately through three cable ducts being at least boxes and the alarm system.
0.5 m apart and identified as follows:
• Power cables (Pwr):

High voltage/current, e.g. power supplies, mo-
tors.
• High level signals (Hi):
Signals with considerable current level, e.g.
solenoid valves.
• Low level signals (Lo):
Signals with minimal current level, e.g.
switches, analogue voltage/current (4–20mA)
signals, temperature signals.

G3 MAPEX family G3.2 MAPEX installation
G3.1 General Detailed installation instructions are given in the

commissioning guides issued with the equipment.
The products of the MAPEX family are designed to Instruction manuals are available for all MAPEX
improve the engine’s efficiency through better products listed in chapter G3.1.
management and planning and save money by
making available the knowledge of our engine
management specialists.
Products of the MAPEX family complement and

expand the functions of standard remote control
and monitoring systems. Their features include
monitoring, trend analysis, planning, management
support for spare parts and maintenance. They are
easy to install and use, and the savings they bring
through increased efficiency and better perform-
ance, pay for themselves within a very short time.
They provide the following:
• Improved engine performance – thus less

down time;
• Advanced planning of maintenance work;
• Management support for spare parts and
maintenance;
• Expert knowledge at your fingertips;
• Full compatibility with satellite communica-
tions;
• Intelligent engine-management;
• Lower operating and maintenance costs.
The MAPEX family consists of the following prod-

ucts:
• MAPEX-PR (Piston-running Reliability)

• SIPWA-TP (Piston-ring Wear)
• MAPEX-SM (Spare parts & Maintenance)
• MAPEX-TV (Torsional Vibration detection)
• MAPEX-AV (Axial Vibration detection)
• MAPEX-CR (Combustion Reliability)
If you are interested in this options, please contact

our representative or Wärtsilä Switzerland Ltd,
Winterthur, directly.


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

tion to assist planning and installation of the en-
gine. It is for guidance only and does not super-
sede current instructions. If there are details of
engine installation not covered by this manual
please contact Wärtsilä Switzerland Ltd, Win-
terthur, directly or our representative.
Wärtsilä Switzerland Ltd H–1 25.72.07.40 – Issue V.04 – Rev. 0

H2 Dimensions and masses

H2.1 Engine
E
V
F2
F1
F3
D
C G
M1
M2 N
K L I
A B
F10.5216
Fig. H1 Engine dimensions
Dimensions in mm with a A 11 564 13 244 15 834 17 514 19 194 20 874 22 554
tolerance of approx. ± 10 mm B 4480
C 1800
D 10 925
E 5920 *1)
F1 12 880
F2 13 000
F3 12 315
G 2594
I 723
K 676
L 1944
M1 1680
M2 2590
N 1220
O 3460
T 8184 *1)
V 4020 *1)
Remarks: F1: Min. height to crane hook for vertical removal.

F2: Min. height to ceiling for vertical removal using a double-jib/special crane.
F3: Min. height to ceiling for tilted piston removal using a double-jib/special crane.
M1: Cylinder distance.
M2: Cylinder distance for the 8 to 12RTA96C engines at camshaft middle drive
*1) Dimensions valid for turbochargers ABB TPL85-B.
For Mitsubishi MET turbochargers please contact WCH.
Table H1 Engine dimensions
25.72.07.40 – Issue V.04 – Rev. 0 H–2 Wärtsilä Switzerland Ltd

The following tables give the net engine and component masses calculated according to nominal dimen-
sions including turbochargers and scavenge air coolers, piping and platforms but without oil and water. The
masses are specified for all ratings, please also refer to figure C5 ‘Turbocharger and scavenge air cooler
selection’ for individual data.
Number o f
6 7 8 9 10 11 12
cylinders
ABB- Mass ABB- Mass ABB- Mass ABB- Mass ABB- Mass ABB- Mass ABB- Mass
TPL [t] TPL [t] TPL [t] TPL [t] TPL [t] TPL [t] TPL [t]
Turbocharger
2x 2x 2x 2x
types 1160 1290 1470 1610 – – – – – –
85-B 85-B 85-B 85-B
and numbers
3x 3x 3x 3x
– – – – – – 1620 1760 1910 2050
85-B 85-B 85-B 85-B
Table H2 Engine masses

DE 8.23 DE 6.55 DE 8.23 DE 11.59 DE 11.59
length [m] 11.5 13.18
FE 7.53 FE 10.89 FE 10.89 FE 9.21 FE 10.89
Bedplate including bearing girders
DE 85.2 DE 72.0 DE 85.2 DE 111.5 DE 111.5
mass [t] 114.7 129.0
FE 68.5 FE 94.7 FE 94.7 FE 81.6 FE 94.7
DE 8.95 DE 12.31 DE 12.31
length [m] – – – –
FE 11.26 FE 9.58 FE 11.26
Crankshaft
DE 132.4 DE 186.9 DE 186.9
mass [t] – – – –
FE 172.4 FE 145.5 FE 171.9
Flywheel max. mass [t] 23
min. mass [t] 4.6

DE 7.35 DE 10.71 DE 10.71
length [m] – – – –
Engine frame, complete (mono FE 10.71 FE 9.03 FE 10.71
block) DE 60.41 DE 85.40 DE 85.40
mass [t] – – – –
FE 85.30 FE 73.24 FE 85.51
length [m] 9.41
Tie rod
mass [t] 2.05
length [m] 10.43 12.11 14.7 16.38 18.06 19.74 21.42
Cylinder block, complete with studs
mass [t] 115.7 133.9 161.2 179.5 197.7 215.9 234.1
height [m] 3.237
Cylinder liner
mass [t] 9.3
Cylinder cover, complete incl. start- height [m] 2.653
ing and fuel valve and incl. upper
ring of water guide jacket mass [t] 10.38
length [m] 4.17
Connecting rod, complete
mass [t] 7.9
Crosshead, complete with guide length [m] 1.43

shoes mass [t] 7.46
length [m] 4.85
Piston, complete with rod
mass [t] 5.97
Scavenge air receiver, complete length [m] – – 14.72 17.2 18.1 19.78 21.45
with valves and covers
max. mass [t] – – 27.1 30.3 32.6 34.9 36.0
Fuel injection pump without height [m] 2.8

camshaft (unit for two cylinders) mass [t] 7 7/4.4 7 7/4.4 7 7/4.4 7
Camshaft per fuel injection pump max.

[m] 3360 3360 3115 3360 3360 3360 3360
incl. cams and one SKF clutch (unit length
for two cylinders) mass [t] 5.03 5.03 4.82 5.03 5.03 5.03 5.03
height [m] 2.53
Exhaust valve, complete
mass [t] 2.91
Note: DE: refers to section on driving end
FE: refers to section on free end
Remark: For engine dimensions and masses see table H1 and table H2.
For turbocharger and scavenge air cooler masses see chapter C3.
Table H3 Dimensions and masses of main components

H2.2 Thermal expansion at the turbocharger expansion joint

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

Distance from crankshaft centerline to the
centre of gas outlet flange
• Vertical expansion (Y)
Distance from bottom edge of the bedplate to
the centre of gas outlet flange
• Longitudinal expansion (Z)
Distance from engine bedplate aft edge to the
centre of gas outlet flange F10.5138
Table H4 shows the figures of the expected ther- Fig. H2 Dimensions X, Y, Z

mal expansion from ambient temperature
(T = 20°C) to service temperature.
Cylinder No. 6 7 8 9 10 11 12
2� 2� 2� 3� 3� 3� 3�
Turbocharger type TPL85- TPL85- TPL85- TPL85- TPL85- TPL85- TPL85-
B11 B11 B12 B11 B11 B11 B12
Turbocharger location (TC No 2) (TC No 2) (TC No 2) (TC No 3) (TC No 3) (TC No 3) (TC No 3)
Distance X [mm] 4506 4506 4506 4506 4506
on request on request
Thermal expansion ∆x [mm] 1.8 1.8 1.8 1.8 1.8
Distance Y [mm] 10826 10826 10826 10826 10826
Thermal expansion ∆y [mm] 4.4 4.4 4.4 4.4 4.4
Distance Z [mm] 11464 14824 16504 18184 19864
Thermal exansion ∆z [mm] 4.6 6.0 6.6 7.3 8.0
Remark: For details of engine pipe connections refer to chapter F5.
Table H4 Expected thermal expansion figures at turbocharger gas outlet

H2.3 Contents of fluid in the engine
Number of cylinders
System fluid
6 7 8 9 10 11 12
Cylinder cooling water [kg] on request on request 4052 4451 4667 5424 5604
Lubricating oil [kg] on request on request 3073 3422 3738 4035 4350
Water in scavenge
air cooler(s) *1)
[kg] on request on request 1240 1240 1680 1680 1680
Total of water and oil in

engine *2)
[kg] on request on request 8365 9113 10085 11139 11634
Remark: *1) The given water content is approximate; for exact data, please refer to table C1.
*2) The above quantities include engine piping except scavenge air cooling.
Table H5 Fluid quantities in the engine
H2.4 Space requirements and

dismantling heights
– Crane requirements:
• An overhead travelling crane, of 11.5 met-

ric tonnes minimum, is to be provided for
normal engine maintenance.
• The crane is to conform to the require-
ments of the classification society.
As a general guide Wärtsilä Switzerland Ltd, rec-

ommend a two-speed hoist with pendent control,
being able to select high or low speed, i.e., high
6.0 m/minute, and low 0.6–1.5 m/minute.
Refer to figure H3 ‘Reduced piston dismantling

height’, figure H4 ‘Space requirements and dis-
mantling heights for piston lifting (vertical)’, figure
H5 ‘Space requirements and dismantling heights
for vertical piston lifting with double-jib/special
crane’, and figure H6 ‘Space requirements and dis-
mantling heights for tilted piston lifting with double-
jib/special crane’ for details of dimensions required
to enable installation and maintenance.

H2.4.1 Reduced piston dismantling height
The following illustrations show the possibility of reducing the standard piston dismantling height using
special tools and/or to tilt the piston.
Measurement from crankshaft centre line to

lower edge of deck beam (handling tools,
dismantling tolerances and crane dimensions
included). This dimension is for guidance only
and may vary depending on the crane
manufacturer. This dimension is absolutely
not binding.
Please contact Wärtsilä Switzerland Ltd,
Winterthur, or any of its representatives if
these values cannot be maintained, or more
detailed information is required.
F10.1672 (222.485)
Minimum dismantling heights - Values of F in mm

Minimum
crane With double-jib/special crane
capacity
Vertical lift of piston *1) Vertical lift of piston *2) Tilted lift of piston *3)
[t]
F1 F2 F3
11.5 12 880 13 000 12 315
Remark: *1) For more details, see Fig. H4
*2) For more details, see Fig. H5
*3) For more details, see Fig. H6
Fig. H3 Reduced piston dismantling height

297.947a
Fig. H4 Space requirements and dismantling heights for piston lifting (vertical)

Note:
For this method of removal are required:
1. Special tools
2. Double-jib / special crane
*1) Depending on crane design
319.352
Fig. H5 Space requirements and dismantling heights for vertical piston lifting with double-jib/special crane

Note:
For this method of removal are required:
1. Two-piece elastic studs for cylinder cover on fuel pump side
2. Special tools
3. Double jib / special crane
*1) Depending on crane design
319.353
Fig. H6 Space requirements and dismantling heights for tilted piston lifting with double-jib/special crane

H2.4.2 Dismantling of scavenge air cooler
4410
Beam
In order to facilitate the dismantling of the scavenge
air coolers, an adequate lifting facility may be fore-
660
seen as shown in figure H7.
min. 5500
2518
(12500)
2029
293
4410
Beam
min. 5500
F10.5301
Fig. H7 Dismantling of SAC

H3 Outlines of engines of Sulzer RTA96C engines
The following engine outline illustrations are pro- This selection doesn’t cover all variations of the
duced to scale. They represent engine arrange- RTA96C engines. The drawings of other combina-
ments with ABB TPL turbochargers. tions (number of cylinders, number and type of
turbochargers ) are available on request.
H3.1 Outlines of engines fitted with 2 x TPL85-B turbochargers
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339.537/339.538
Fig. H8 End elevation of 6- to 8-cylinder RTA96C engine with 2 x TPL85-B turbochargers

H3.1.1 6RTA96C
Fig. H9 Exhaust side elevation and plan view of 6RTA96C with 2 x TPL85-B turbochargers

H3.1.2 7RTA96C
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339.537

H3.1.3 8RTA96C
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339.538

H3.2 Outlines of engines fitted with 3 x TPL85-B turbochargers
014.755
Fig. H12 End elevation of 9 to 12 cylinder RTA96C engine with 3 x TPL85-B turbochargers

H3.2.1 9RTA96C
014.755
Fig. H13 Exhaust side elevation of 9RTA96C with 3 x TPL85-B turbochargers

014.755
Fig. H14 Plan view of 9RTA96C with 3 x TPL85-B turbochargers

H3.2.2 10RTA96C
319.177b

319.177b

H3.2.3 11RTA96C
014.517

014.517

H3.2.4 12RTA96C
281.837b

281.837b

H4 Platform and gallery arrangements
H4.1 End elevation for engines fitted with TPL85-B turbochargers
014.756
Fig. H21 End elevation for engines fitted with ABB TPL85-B turbochargers

H4.1.1 6RTA96C
Fig. H22 6RTA96C cylinder cover platform

Fig. H23 6RTA96C upper platform with 2 x TPL85-B turbochargers

Fig. H24 6RTA96C lower platform with 2 x TPL85-B turbochargers

Fig. H25 6RTA96C service platform

Sulzer Rta96c.part 1

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Wärtsilä Switzerland Ltd Tel. +41 52 262 49 22

� 2004 Wärtsilä Switzerland Ltd, Printed in Switzerland

The Sulzer RTA96C engines with the following MCR rating:

– Power per cylinder 5720 kW 7780 bhp

It is made according to the approved concept for these manuals. Due to

Data available on request.

Attention is drawn to the following:

This Marine Installation Manual is complete within itself, an additional

25.72.07.40 – Issue V.04 – Rev. 1 Wärtsilä Switzerland Ltd

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

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

B2 Primary engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–3

B3 Engine numbering and designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–4

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

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

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

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

C4 Auxiliary blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–9

C5 Turning gear requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–9

C6 Pressure and temperature ranges at continuous service rating . . . . . . . . . . . . . . . . . . . C–10

C7 Included CD-ROM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–11

Wärtsilä Switzerland Ltd a 25.72.07.40 – Issue V.04 – Rev. 0

C7.2 Using winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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

25.72.07.40 – Issue V.04 – Rev. 0 b Wärtsilä Switzerland Ltd

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

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

E2 Power take off (PTO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2

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

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

F2 Piping systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–5

Wärtsilä Switzerland Ltd c 25.72.07.40 – Issue V.04 – Rev. 0

F2.3.9 Flushing the lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–37

F3 Ambient temperature consideration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–68

25.72.07.40 – Issue V.04 – Rev. 0 d Wärtsilä Switzerland Ltd

F4 Pipe size and flow details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–72

F5 Engine pipe connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–76

G Engine management systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1

G2 DENIS-6 diesel engine interface specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1

G3 MAPEX family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–27

Wärtsilä Switzerland Ltd e 25.72.07.40 – Issue V.04 – Rev. 0

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

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

H3 Outlines of engines of Sulzer RTA96C engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–12

H4 Platform and gallery arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–25

H5 Engine seating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–54

25.72.07.40 – Issue V.04 – Rev. 0 f Wärtsilä Switzerland Ltd

H5.2.3 Fitted stud . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–55

H6 Engine coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–86

H7 Engine earthing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–90

H8 Engine stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–93

H9 Fire protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–98

Wärtsilä Switzerland Ltd g 25.72.07.40 – Issue V.04 – Rev. 0

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

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

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

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

J3 Optional tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–40

J4 Turbocharger tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–45

J5 Storage proposal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–46

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