Wartsila o e Rta84t D Mim

Marine Installation Manual
Issue August 2006
Wrtsil Switzerland Ltd PO Box 414 CH-8401 Winterthur Switzerland

2006 Wrtsil Switzerland Ltd, Printed in Switzerland
Tel. +41 52 262 49 22 Fax +41 52 212 49 17 http://www.wartsila.com
This issue of this Marine Installation Manual (MIM) is the third edition covering the Wrtsil 59RTA84T-D two-stroke marine diesel engines. This manual covers the Wrtsil RTA84T-D engines with the following MCR: Power per cylinder Speed Mean effective pressure at R1 4200 kW 76 rpm 19.0 bar 5715 bhp
Attention is drawn to the following: a) b) c) d) e) All data are related to engines tuned for compliance with the IMO-2000 regulations. The engine performance data (BSFC, BSEF and tEaT) and other data can be obtained from the winGTD-program. The inclusion of information referring to IMO-2000 regulations. The inclusion of information referring to winGTD (version 2.9). A CD-ROM containing the winGTD and the complete manual (MIM) is available on request.
This Marine Installation Manual is complete within itself, an additional Engine Selection and Project Manual (ESPM) is not required.
25.85.07.40 Issue VIII.06 Rev. 0
Wrtsil Switzerland Ltd
Revised pages to MIM RTA-84T-D, Issue August 2006 (25.85.07.40 IV.08)
Page G-3 G-5 Chapter G G-11 G-13
Topic Tables Alarm and Safety Functions added. Chapter completely revised. Tables Alarm and safety functions updated.
Date 28. Nov. 2008 26. May. 2009 30. July 2009
Above listed pages are denoted with Rev. 1 (footer).
3rd August 2009 Peter Schilling, 10200
Revisions_to_MIM_RTA84T-D_August2006.doc
Page intentionally left blank
Revisions_to_MIM_RTA84T-D_August2006.doc
List of contents
A
A1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1
Primary engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A2
B
B1 B2
Engine description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B1
Engine description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine numbering and designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B1 B3
C
C1 C1.1 C1.2 C1.2.1 C1.2.2 C1.3 C1.4 C2 C2.1 C2.2 C2.3 C2.4 C3 C3.1 C4 C5 C6 C7 C7.1 C7.1.1 C7.1.2 C7.1.3 C7.2 C7.2.1 C7.2.2 C7.2.3 C7.2.4
General engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1

Engine layout field and load range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Layout field . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Rating points R1, R2, R3 and R4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Continuous service rating (CSR=NOR=NCR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Contract maximum continuous rating (CMCR = Rx) . . . . . . . . . . . . . . . . . . . . . . . . . . Load range limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Load range with main-engine driven generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Reference conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Design conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ancillary system design parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine performance data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbocharger and scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbocharger and scavenge air cooler selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Auxiliary blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electrical power requirement of the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Available CD-ROM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation of winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Changes to previous versions of winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Using winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Data input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Output results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Service conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1 C1 C1 C2 C2 C2 C3 C4 C4 C4 C4 C4 C5 C6 C8 C8 C8 C10 C10 C10 C10 C10 C10 C10 C10 C11 C11
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C7.2.5
Saving a project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C11
D
D1 D1.1 D1.2 D1.2.1 D1.2.2 D1.2.3 D1.3 D1.3.1 D1.3.2 D1.3.2.1 D1.3.2.2 D1.4 D1.5 D1.5.1 D1.5.2 D1.6 D1.6.1 D1.6.2 D1.7 D1.8 D1.9 D2 D3 D3.1 D3.2 D3.3 D3.4
Engine dynamics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D1
Vibration aspects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D1 External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D1 Balancing free first order moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2 Balancing free second order moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2 Power related unbalance (PRU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3 Lateral engine vibration (rocking) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4 Reduction of lateral vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5 Engine stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5 Electrically driven compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5 Longitudinal engine vibration (pitching) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6 Torsional vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6 Reduction of torsional vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D7 Axial vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8 Reduction of axial vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8 Hull vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D9 External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10 Summary of countermeasures for dynamic effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11 System dynamics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12 Order forms for vibration calculations and simulation . . . . . . . . . . . . . . . . . . . . . . . . . Marine installation Torsional Vibration Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . Testbed installation Torsional Vibration Calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . Marine installation Coupled Axial Vibration Calculation . . . . . . . . . . . . . . . . . . . . . . . . Marine installation Bending Vibration & Alignment Calculation . . . . . . . . . . . . . . . . . D12 D13 D14 D15 D16
E
E1 E1.1 E1.2 E2
Auxiliary power generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E1

General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System description and layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Waste heat recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E1 E1 E2 E2
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E3 E3.1 E3.2
Power take off (PTO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Arrangements of PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PTO power and speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
E2 E2 E2
F
F1 F1.1 F1.2 F1.3 F1.3.1 F1.3.2 F1.3.3 F1.3.4
Ancillary systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F1
General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Part-load data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire for engine data (winGTD, see section C7.2) . . . . . . . . . . . . . . . . . . . . Engine system data for conventional sea-water cooling system at nominal maximum continuous rating (R1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine system data for central fresh water cooling system (single-stage) at nominal maximum continuous rating (R1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine system data for central fresh water cooling system (two-stage) at nominal maximum continuous rating (R1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piping systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cooling water and pre-heating systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Conventional sea-water cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Conventional sea-water cooling system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder cooling water system (HT circuit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder cooling water system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General recommendations for design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cooling water treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fresh water generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pre-heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil systems for turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main lubricating oil system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil maintenance and treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil separator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil drain tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flushing the external lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Preparation before flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F1 F1 F1 F1 F2 F3 F4 F5 F6 F6 F6 F6 F9 F9 F14 F16 F19 F22 F22 F23 F25 F26 F26 F26 F26 F33 F34 F34 F34 F34 F38 F46 F46 F47
F2 F2.1 F2.2 F2.2.1 F2.2.1.1 F2.2.2 F2.2.2.1 F2.2.3 F2.2.3.1 F2.2.4 F2.2.4.1 F2.2.5 F2.2.6 F2.3 F2.3.1 F2.3.2 F2.3.3 F2.3.4 F2.3.5 F2.3.6 F2.3.6.1 F2.3.7 F2.3.8 F2.3.9 F2.3.9.1 F2.3.9.2
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List of contents
F2.3.9.3 F2.3.9.4 F2.3.9.5 F2.3.9.6 F2.3.9.7 F2.4 F2.4.1 F2.4.2 F2.4.3 F2.4.3.1 F2.4.3.2 F2.4.3.3 F2.4.4 F2.4.5 F2.4.6 F2.4.7 F2.4.7.1 F2.4.7.2 F2.4.7.3 F2.5 F2.5.1 F2.5.2 F2.5.3 F2.5.4 F2.5.4.1 F2.5.5 F2.6 F2.6.1 F2.7 F2.8 F2.9 F3 F3.1 F3.1.1 F3.2 F4 F4.1 F4.2 F5
Flushing external lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flushing within the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Commissioning of lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil cleanliness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder oil supply system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Settling tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Daily tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Centrifugal separators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressurized fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil system on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heavy fuel oil system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flushing the external fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Preparation before flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flushing procedure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting and control air systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Capacities of air compressor and receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting and control air system specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Control air system supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General service and working air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Leakage collection system and washing devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust gas system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Air vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine-room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ambient temperature consideration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine air inlet Operating temperatures from 45C to 5C . . . . . . . . . . . . . . . . . . . Scavenge air system arctic conditions at operating temperatures below 5C . . . Air filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
F47 F48 F48 F48 F49 F50 F50 F50 F54 F56 F56 F56 F57 F59 F61 F66 F66 F67 F67 F68 F68 F68 F68 F70 F70 F70 F71 F71 F75 F77 F78 F79 F79 F79 F81
Pipe size and flow details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F83 Pipe velocities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F83 Piping symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F84 Engine pipe connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F87
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G
G1 G1.1 G1.2 G2 G2.1 G2.2 G2.2.1 G2.2.2 G2.2.3 G2.3 G2.3.1 G2.3.2 G2.3.3 G2.3.4 G2.4 G2.5 G3 G3.1
Automation and controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DENIS family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MAPEX family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G1 G1 G1
DENIS-5 diesel engine interface specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G1 Engine control functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4 Standard engine control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5 Shut-down functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5 Speed control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6 Approved propulsion control systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6 Remote control system functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G7 Remote control system indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G7 Recommended manoeuvring characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G9 Alarm sensors and safety functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G10 Cabling notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G14 MAPEX Engine Fitness Family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G15 Mapex-PR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G15
H
H1 H2 H2.1 H2.2 H2.3 H2.4 H2.4.1 H2.4.2 H2.4.3 H3 H4 H5 H5.1 H5.2 H5.2.1 H5.2.2
General installation aspects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H1
Dimensions and masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2 Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2 Thermal expansion at the turbocharger expansion joint . . . . . . . . . . . . . . . . . . . . . . . H5 Contents of fluid in the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H6 Space requirements and dismantling heights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H6 Crane requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H6 Piston dismantling heights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H6 Dismantling of scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H10 Outlines of Wrtsil RTA84T-D engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H11 Platform arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H20 Engine seating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Thrust sleeve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H27 H27 H27 H27 H27
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H5.2.2.1 H5.2.2.2 H5.2.2.3 H5.2.3 H5.2.3.1 H5.2.3.2 H5.2.3.3 H5.2.4 H5.2.4.1 H5.2.4.2 H5.2.5 H5.2.6 H5.2.7 H5.2.8 H5.2.9 H5.3 H5.3.1 H6 H6.1 H7 H7.1 H7.2 H7.3 H7.3.1 H8 H8.1 H8.2 H8.2.1 H9 H9.1 H9.2
Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Drilling of the holes in the tank top plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chock thickness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fitted stud . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Drilling of the holes in the tank top plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chock thickness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pouring of the epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Conditions before pouring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pouring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tightening the holding-down studs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine holding-down studs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine seating side stoppers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chocking and drilling plan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine alignment tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position of engine alignment tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
H27 H27 H27 H28 H28 H28 H28 H28 H28 H28 H29 H29 H31 H35 H41 H49 H50
Engine coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H55 Fitting coupling bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H55 Engine earthing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Preventive action . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Earthing slip-rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main shaft earthing system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stays arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation of lateral stays hydraulic and friction types . . . . . . . . . . . . . . . . . . . . . . . H59 H59 H59 H60 H60 H62 H62 H62 H62
Fire protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H65 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H65 Extinguishing agents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H65
I
I1 I1.1 I1.1.1 I1.1.2 I1.1.3 I1.1.4 I1.1.5
Engine emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I1
Exhaust gas emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IMO-2000 regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . IMO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Establishment of emission limits for ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Regulation regarding NOx emissions of diesel engines . . . . . . . . . . . . . . . . . . . . . . . Date of application of Annex VI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Procedure for certification of engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I1 I1 I1 I1 I1 I1 I2
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I1.2 I1.2.1 I1.2.2 I2 I2.1 I2.2 I2.3
Measures for compliance with the IMO regulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . Low NOx Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Extended measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine surface sound pressure level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine exhaust sound pressure level at funnel top . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine structure borne noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
I2 I2 I2 I3 I3 I4 I5
J
J1 J2 J3 J4 J5 J5.1 J5.2
Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Standard tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J1 J2
Recommended special tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J37 Special tools, on loan . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J41 Storage proposal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J43 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J43 Tool panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J44
K
K1 K2 K3 K4
Spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K1 K2
Turbocharger spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K31 Mounting and storage proposals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K32
L
L1 L1.1 L1.2 L1.3 L1.4 L1.4.1 L1.4.2 L1.4.2.1 L1.4.2.2 L1.4.2.3
Engine dispatch and installation . . . . . . . . . . . . . . . . . . . . . . . . . L1

Dismantling pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Treatment against corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine dismantling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine dispatch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine installation and alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Removing rust preventing oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shafting alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shafting alignment calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Recommendation for the alignment layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Service related influences on alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L1 L1 L2 L3 L4 L4 L4 L4 L5 L5
25.85.07.40 Issue VIII.06 Rev. 0
List of contents
L1.4.2.4 L1.4.3 L1.4.4 L1.4.5 L1.4.6 L1.4.7 L1.4.7.1 L1.4.7.2 L1.4.7.3 L1.4.7.4 L1.4.7.5 L1.4.7.6 L2 L2.1
Propeller thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6 Installation and assembly of sub-assemblies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L6 Installing a complete engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7 Installing an engine from assembled sub-assemblies . . . . . . . . . . . . . . . . . . . . . . . . . L7 Engine installation with ship on slipway . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L7 Final engine alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8 Prerequisites . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8 Engine alignment towards propulsion shaft line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8 Engine alignment towards foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8 Alignment check in uncoupled condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L9 Alignment check in coupled condition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L9 Jack-up test for main bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L10 Official shop trial . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L12 Wrtsil trial report . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L12
M
M1 M2 M3
Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M1
Reference to other Wrtsil Ltd publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SI dimensions for internal combustion engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Approximate conversion factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M1 M2 M3
25.85.07.40 Issue VIII.06 Rev. 0
List of figures
Fig. A1 Fig. B1 Fig. B2 Fig. C1 Fig. C2 Fig. C3 Fig. C4 Fig. C5 Fig. C6 Fig. C7 Fig. C8 Fig. C9 Fig. C10 Fig. D1 Fig. D2 Fig. D3 Fig. D4 Fig. D5 Fig. D6 Fig. D7 Fig. D8 Fig. D9 Fig. E1 Fig. E2 Fig. F1 Fig. F2 Fig. F3 Fig. F4 Fig. F5 Fig. F6 Fig. F7 Fig. F8 Fig. F9 Fig. F10 Fig. F11 Fig. F12 Fig. F13 Fig. F14 Fig. F15 Fig. F16 Fig. F17 Fig. F18
Power/speed range of all IMO-2000 regulation compatible RTA and RT-flex engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Wrtsil RTA84T-D cross section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine numbering and designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Layout field of the Wrtsil RTA84T-D engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Load range limits, with the load diagram of an engine corresponding to a specific rating point Rx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Load range diagram for an engine equipped with a main-engine driven generator, whether it is a shaft generator or a PTO-driven generator . . . . . . . . . . . . . . . . . . . . . Scavenge air cooler details (rated at R1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbocharger and scavenge air cooler selection (ABB TPL type turbochargers) . . Turbocharger and scavenge air cooler selection (MHI MET type turbochargers) . . winGTD: Selection of engine window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . winGTD: Main window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . winGTD: General technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . winGTD: Service conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Locating electrically driven compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Free external mass moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General arrangement of lateral stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General arrangement of friction stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vibration damper (Viscous type) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vibration damper (Geislinger type) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Axial damper (detuner) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heat recovery, typical system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tunnel PTO gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Conventional sea-water cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system: layout for single-stage scavenge air cooler . . Central fresh water cooling system: layout for two-stage scavenge air cooler . . . . Central cooling water system expansion tank (LT circuit) . . . . . . . . . . . . . . . . . . . . . . Cylinder cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Buffer unit for cylinder cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fresh water generator installation alternative A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fresh water generator installation alternative B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pre-heating power requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil system for 1 x ABB-TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . Lubricating oil system for 2 x ABB-TPL80-B/85-B turbochargers . . . . . . . . . . . . . . . Lubricating oil system on the engine (drawing 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil system on the engine (drawing 2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil treatment and transfer system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Arrangement of vertical lubricating oil drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vertical drain connection details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Layout of vertical oil drains for 5RTA84T-D and 6RTA84T-D . . . . . . . . . . . . . . . . . . .
A1 B1 B3 C1 C3 C3 C5 C6 C7 C10 C10 C11 C11 D1 D2 D3 D4 D5 D5 D7 D7 D8 E1 E2 F7 F10 F12 F15 F17 F21 F23 F24 F26 F27 F29 F30 F31 F32 F35 F38 F40 F41
25.85.07.40 Issue VIII.06 Rev. 0
List of figures
Fig. F19 Fig. F20 Fig. F21 Fig. F22 Fig. F23 Fig. F24 Fig. F25 Fig. F26 Fig. F27 Fig. F28 Fig. F29 Fig. F30 Fig. F31 Fig. F32 Fig. F33 Fig. F34 Fig. F35 Fig. F36 Fig. F37 Fig. F38 Fig. F39 Fig. F40 Fig. F41 Fig. F42 Fig. F43 Fig. F44 Fig. F45 Fig. F46 Fig. F47 Fig. F48 Fig. G1 Fig. G2 Fig. G3 Fig. G4 Fig. G5 Fig. G6 Fig. H1 Fig. H2 Fig. H3 Fig. H4
Layout of vertical oil drains for 7RTA84T-D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F42 Layout of vertical oil drains for 8RTA84T-D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F43 Layout of vertical oil drains for 9RTA84T-D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F44 Lubricating oil drain tank, vertical oil drains. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F45 Flushing the lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F46 Typical viscosity / temperature diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F53 Heavy fuel oil treatment and tank system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F54 Pressurized fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F58 Fuel oil system on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F60 Fuel oil system mixing unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F63 Filter arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F64 Fuel oil system flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F66 Starting and control air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F69 Leakage collection and washing system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F72 Sludge oil trap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F73 Arrangement of automatic water drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F74 Determination of exhaust pipe diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F75 Estimation of exhaust gas density . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F76 Estimation of exhaust pipe diameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F76 Direct suction of combustion air main and auxiliary engine . . . . . . . . . . . . . . . . . . . F78 Scavenge air system for arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F79 Blow-off effect under arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F80 Air filter size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F82 Piping symbols 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F84 Piping symbols 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F85 Piping symbols 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F86 Pipe connection plan (driving end) for 7RTA84T-D engine with 2 x ABB TPL80-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F87 Pipe connection plan (exhaust side) for 7RTA84T-D engine with 2 x ABB TPL80-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F88 Pipe connection details (124) for 57RTA84T-D engines with ABB TPL80-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F89 Pipe connection details (2544) for 57RTA84T-D engines with ABB TPL80-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F90 DENIS-5 system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3 Arrangement of local / emergency control stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4 DENIS-5 remote control system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G8 Recommended manoeuvring characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G9 MAPEX-PR System overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G17 MAPEX-MD Visualization software . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G17 Engine dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2 Thermal expansion, dimensions X, Y, Z . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H5 Space requirements and dismantling heights for vertical piston lifting . . . . . . . . . . . H7 Space requirements and dismantling heights for vertical piston lifting with double-jib/special crane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H8
25.85.07.40 Issue VIII.06 Rev. 0
List of figures
Fig. H5 Fig. H6 Fig. H7 Fig. H8 Fig. H9 Fig. H10 Fig. H11 Fig. H12 Fig. H13 Fig. H14 Fig. H15 Fig. H16 Fig. H17 Fig. H18 Fig. H19 Fig. H20 Fig. H21 Fig. H22 Fig. H23 Fig. H24 Fig. H25 Fig. H26 Fig. H27 Fig. H28 Fig. H29 Fig. H30 Fig. H31 Fig. H32 Fig. H33 Fig. H34
Space requirements and dismantling heights for tilted piston lifting with double-jib/special crane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H9 Dismantling of SAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H10 Outline drawings of Wrtsil 5RTA84T-D engines with 1 x ABB TPL85-B turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H11 Side elevation and top view of Wrtsil 6RTA84T-D engines with 2 x ABB TPL80-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H12 End elevation of Wrtsil RTA84T-D engines with 2 x ABB TPL80-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H13 Side elevation and top view of Wrtsil 7RTA84T-D engines with 2 x ABB TPL80-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H14 End elevation of Wrtsil RTA84T-D engines with 2 x ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H15 Side elevation and top view of Wrtsil 8RTA84T-D engines with 2 x ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H16 Side elevation and top view of Wrtsil 9RTA84T-D engines with 2 x ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H17 End elevation of Wrtsil RTA84T-D engines with 2 x MHI ME83SE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H18 Side elevation and top view of Wrtsil 7RTA84T-D engines with 2 x MHI ME83SE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H19 Platform arrangement for RTA84T-D with ABB TPL80-B turbochargers . . . . . . . . . . H20 Cylinder cover platform and upper platform for 7RTA84T-D with 2 x ABB TPL80 turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H21 Middle platform and Service platform for 7RTA84T-D with 2 x ABB TPL80 turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H22 Platform arrangement for RTA84T-D with ABB TPL85-B turbochargers . . . . . . . . . . H23 Lower platform and upper platform for 8RTA84T-D with 2 x MHI MET83SE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H24 Cylinder cover platform and upper platform for 8RTA84T-D with 2 x MHI MET83SE turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H25 Middle platform and Service platform for 8RTA84T-D with 2 x MHI MET83SE turbochargers H26 Engine seating and foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H29 Engine seating (foundation) with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . H30 Cross section of thrust sleeve with holding-down stud and epoxy resin chocks . . . H31 Cross section of fitted holding-down stud with epoxy resin chocks . . . . . . . . . . . . . . H31 Cross section of normal holding-down stud with epoxy resin chocks . . . . . . . . . . . . H32 Engine holding-down studs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H33 Details of sleeve, sockets, and round nuts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H34 Engine seating side stoppers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H35 5RTA84T-D engine side stopper arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H36 6RTA84T-D engine side stopper arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H37 7RTA84T-D engine side stopper arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H38 8RTA84T-D engine side stopper arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H39
25.85.07.40 Issue VIII.06 Rev. 0
List of figures
Fig. H35 Fig. H36 Fig. H37 Fig. H38 Fig. H39 Fig. H40 Fig. H41 Fig. H42 Fig. H43 Fig. H44 Fig. H45 Fig. H46 Fig. H47 Fig. H48 Fig. H49 Fig. H50 Fig. H51 Fig. H52 Fig. H53 Fig. H54 Fig. H55 Fig. H56 Fig. H57 Fig. H58 Fig. I1 Fig. I2 Fig. I3 Fig. I4 Fig. I5 Fig. J1 Fig. J2 Fig. J3 Fig. J4 Fig. J5 Fig. J6 Fig. J7 Fig. J8 Fig. J9
9RTA84T-D engine side stopper arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5RTA84T-D chocking and drilling plan for engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6RTA84T-D chocking and drilling plan for engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7RTA84T-D chocking and drilling plan for engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8RTA84T-D chocking and drilling plan for engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8RTA84T-D chocking and drilling plan for engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9RTA84T-D chocking and drilling plan for engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9RTA84T-D chocking and drilling plan for engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Drilling plan details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Alignment with hydraulic jack and wedge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Arrangement with jacking screw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position of engine alignment tools for 5RTA84T-D . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position of engine alignment tools for 6RTA84T-D . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position of engine alignment tools for 7RTA84T-D . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position of engine alignment tools for 8RTA84T-D . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position of engine alignment tools for 9RTA84T-D . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine coupling fitted bolt arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Detail of coupling bolt and nut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine coupling and flywheel casing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shaft earthing arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shaft earthing slip-ring arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Shaft earthing with condition monitoring facility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lateral stay details hydraulic type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lateral stay details friction type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Speed dependent maximum average NOx emissions by engines . . . . . . . . . . . . . . . Wrtsil RTA84T-D: compliance with IMO regulations . . . . . . . . . . . . . . . . . . . . . . . . . Engine sound pressure level at 1 m distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine exhaust gas sound pressure level at funnel top . . . . . . . . . . . . . . . . . . . . . . . Structure borne noise level at engine feet vertical . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel storage arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel 1: General tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel 2: for valve seat grinding / control tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel 3: for nozzle dismantling / overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel 4: for cylinder liner / head dismantling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel 5: for piston dismantling / overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel 7: for piston / various tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tool panel 8: Crankcase tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
H40 H41 H42 H43 H44 H45 H46 H47 H48 H49 H49 H50 H51 H52 H53 H54 H56 H57 H58 H60 H60 H61 H63 H64 I1 I2 I3 I4 I5 J43 J44 J45 J46 J47 J48 J49 J50 J51
25.85.07.40 Issue VIII.06 Rev. 0
List of figures
Fig. J10 Fig. K1 Fig. K2 Fig. K3 Fig. K4 Fig. K5 Fig. K6 Fig. K7 Fig. K8 Fig. K9 Fig. K10 Fig. K11 Fig. K12 Fig. K13 Fig. K14 Fig. K15 Fig. K16 Fig. K17 Fig. K18 Fig. K19 Fig. K20 Fig. K21 Fig. K22 Fig. K23 Fig. K24 Fig. K25 Fig. K26 Fig. K27 Fig. K28 Fig. K29 Fig. K30 Fig. K31 Fig. K32 Fig. K33 Fig. L1 Fig. L2 Fig. L3 Fig. L4 Fig. L5 Fig. L6 Fig. L7 Fig. L8 Fig. L9
Tool panel 9: for gear drive dismantling / control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main bearing shell and cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Jack bolt complete to main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Thrust bearing pads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubrication quill with accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Elastic studs and nuts for cylinder cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel injection valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Starting air valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Relief valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Indicator valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Connecting rod bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Piston cooling and crosshead lubricating linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Gland box for piston rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Camshaft components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Speed control spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Safety cut-out device for injection pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Injection and hydraulic actuator pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel Injection and hydraulic actuator pump (continued) . . . . . . . . . . . . . . . . . . . . . . . Scavenge air receiver flap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder lubricating pump and drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Hydraulic piping for exhaust valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Injection piping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Injection piping (continuation 1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Injection piping (continuation 3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Injection piping (continuation 3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Exhaust system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Securing spare piston and rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Securing spare exhaust valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Securing spare exhaust valve cages without . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Securing spare cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lifting device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Parallelism of driving end (DE) to free end (FE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Top and bottom clearance at main bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crankshaft: vertical and horizontal deflections at alignment . . . . . . . . . . . . . . . . . . . . Performance curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Inspection bedplate alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder pressure diagram (Cylinder 1, 2, 3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder pressure diagram (Cylinder 4, 5, 6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder pressure diagram (Cylinder 7, 8, 9) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
J52 K2 K3 K4 K5 K6 K7 K8 K9 K10 K11 K12 K13 K14 K15 K16 K17 K18 K19 K20 K21 K22 K23 K24 K25 K26 K27 K28 K29 K30 K33 K33 K34 K34 L3 L8 L9 L11 L15 L23 L24 L25 L26
25.85.07.40 Issue VIII.06 Rev. 0
List of tables
Table A1 Table C1 Table C2 Table C3 Table C4 Table C5 Table D1 Table D2 Table D3 Table D4 Table D5 Table D6 Table D7 Table D8 Table E1 Table F1 Table F2 Table F3 Table F4 Table F5 Table F6 Table F7 Table F8 Table F9 Table F10 Table F11 Table F12 Table F13 Table F14 Table F15 Table F16 Table F17 Table F18 Table F19 Table F20 Table F21 Table F22 Table G1 Table G1 Table G2
Primary engine data of Wrtsil RTA84T-D . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Scavenge air cooler parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbocharger weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Number of auxiliary blowers per engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electrical power consumers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Countermeasures for external mass moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Countermeasures for lateral and longitudinal rocking . . . . . . . . . . . . . . . . . . . . . . . . . Countermeasures for torsional & axial vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Vibration calculation form (ad-t1-tvc-marine-order-form) . . . . . . . . . . . . . . . . . . . . . . . Vibration calculation form (ad-t1-tvc-testbed-order-form) . . . . . . . . . . . . . . . . . . . . . . Vibration calculation form (ad-t1-avc-marine-order-form) . . . . . . . . . . . . . . . . . . . . . . Vibration calculation form (ad-t1-bending&alignment-order-form) . . . . . . . . . . . . . . . PTO power and speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1 data for conventional sea-water cooling system with single-stage SAC and separate HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1 data for central fresh water cooling system with single-stage SAC and separate HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . R1 data for central fresh water cooling system with two-stage SAC and separate HT circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Conventional sea-water cooling system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system: data to layout for single-stage scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Central fresh water cooling system: data to layout for two-stage scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Cylinder cooling water system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oil system: referring legend, remarks and data . . . . . . . . . . . . . . . . . . . . . Lubricating oil treatment and transfer system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lubricating oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Number of vertical lubricating oil drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Minimum inclination angles at which the engine is to remain fully operational . . . . NAS 1638 cleanliness classes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Heavy fuel oil treatment and tank system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Pressurized fuel oil system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel oil system mixing unit: nominal pipe diameters for connections A, B, C . . . . . Air receiver and air compressor capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Control air capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Leakage collection and washing system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Guidance for air filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Recommended fluid velocities and flow rates for pipework . . . . . . . . . . . . . . . . . . . . . Suppliers of remote control systems and electronic speed control systrems . . . . . . Alarm and safety functions of Wrtsil RTA84T-D marine diesel engines . . . . . . . . Alarm and safety functions of Wrtsil RTA84T-D marine diesel engines . . . . . . . .
A2 C5 C5 C8 C8 C9 D10 D11 D11 D11 D13 D14 D15 D16 E2 F3 F4 F5 F8 F11 F13 F18 F28 F36 F37 F38 F39 F49 F50 F55 F59 F63 F68 F70 F71 F81 F83 G6 G11 G12
25.85.07.40 Issue VIII.06 Rev. 0
List of tables
Table G3 Table H1 Table H2 Table H3 Table H4 Table H5 Table H6 Table H7 Table H8 Table H9 Table H10 Table H11 Table H12 Table K13 Table K14 Table K15 Table L1 Table L2 Table L3 Table L4 Table L5 Table L6 Table L7 Table L8 Table L9 Table L10 Table L11 Table L12 Table L13 Table L14 Table L15 Table L16
Alarm and safety functions of Wrtsil RTA84T-D marine diesel engines . . . . . . . . Engine dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Dimensions and masses of main components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Expected thermal expansion figures at turbocharger gas outlet . . . . . . . . . . . . . . . . Fluid quantities in the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tightening pressures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Parts list for engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . Details and dimensions of epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Number and diameter of holes drilled into top plate . . . . . . . . . . . . . . . . . . . . . . . . . . . Parts list for wedge, hydraulic jack and jacking screw . . . . . . . . . . . . . . . . . . . . . . . . . Quantity of engine coupling fitted bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Recommended quantities of fire extinguishing medium . . . . . . . . . . . . . . . . . . . . . . . Engine control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Indicating instruments, fitted on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Turbocharger spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Lifting details for complete RTA84T-D engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Influence of ship draught on static main bearing loads . . . . . . . . . . . . . . . . . . . . . . . . Recommended static main bearing loads for alignment calculation . . . . . . . . . . . . . Calculated pre-sag offsets for reference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Jack correction factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Crank web deflection limits for alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Trial report (Specification) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Trial report (Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Setting table (Sheet A) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Setting table (Sheet A continued) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Setting table (sheet B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check dimensions (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check dimensions (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check dimensions (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Inspection sheet (Cylinder liner) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Inspection sheet (Bedplate alignment) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
G13 H2 H3 H4 H5 H6 H29 H32 H48 H48 H49 H56 H65 K31 K31 K31 L4 L5 L5 L9 L10 L11 L13 L14 L16 L17 L18 L19 L20 L21 L22 L23
25.85.07.40 Issue VIII.06 Rev. 0
Index
A
Address Wrtsil Switzerland, A1 Air filtration, F81 Air flow requirements, F78 Air vent pipe, F20 Air vents, F77 Alarm sensors and safety functions, G10 Aluminium, F52 Ambient temperature consideration, F79 Approved propulsion control systems, G6 Arctic conditions, F79 Ash, F51 Automatic back-flushing lubricating oil filter, F33 Automatic back-flushing fuel oil filter, F64 Automatic temperature control valve, F20 Auxiliary blower, C8 Axial vibration, D8
Cylinder cooling water pump, F19 Cylinder cooling water system, F16 Cylinder cover, B2 Cylinder liners, B2 Cylinder lubricating oil system, F34 Cylinder lubrication, B2 Cylinder water cooler for conventional sea-water cooling, F20
D
Daily tanks, F56 DENIS, G1 DENIS-5, B2 DENIS description, G2 DENIS engine specification, G2 DENIS remote control specification, G2 Design conditions, C4 Dimensions and masses, H2 Dismantling of scavenge air cooler, H10 Duplex filter in the feed system, F65 Dynamic behaviour, D12
B
Back-flushing filter after the feed pumps, F65 Barred-speed range, D6 Bedplate, B1 Bottom-end bearing, B2 Buffer unit, cylinder cooling, F19
E
Earthing slip-rings, H60 Electrical power consumers, C8 Electrically driven auxiliary blowers, C8 Electrically driven compensator, D5 Engine air inlet, F79 Engine alignment tools, H49 Engine control, B2 Engine coupling, H55 Engine data, C4 Engine description, B1 Engine dismantling, L2 Engine dispatch, L3 Engine earthing, H59 Engine holding down studs, H31 Engine installation and alignment, L4 Engine installation with ship on slipway, L7 Engine layoutfield, C1 Engine noise, I3 Engine numbering and description, B3 Engine performance data, C4 Engine pre-heating, F25 Engine safety system, G1 Engine seating, H27, H30
C
Camshaft, B2 Carbon residue, F51 CD-ROM, C10 Central cooler, F14 Central fresh water cooling system components, F14 Centrifugal separators, F56 Change-over duplex filter, F33 Characteristic design features, B1 Chocking and drilling plan, H41 CMCR, C2 Compensator, D2 Contents of fluid in the engine, H6 Continuous service rating, C2 Control air system supply, F70 Conventional sea-water cooling, F6 Conventional sea-water cooling system components, F9 Conversion factors, M3 Crankshaft, B2 Crosshead, B2
25.85.07.40 Issue VIII.06 Rev. 0
Index
Engine shutdown system, G1 Engine spare parts, K2 Engine stays, D5, H62 Engine structure, B1 Engine system data, F1 Engine-room control, G1 Engine-room ventilation, F78 Epoxy resin chocks, H27 Exhaust gas emissions, I1 Exhaust gas system, F75 Exhaust valve, B2 External forces and moments, D1 Extinguishing agents, H65
Injection valve, B2 Installation and assembly of sub-assemblies, L6 Installation of winGTD, C10 Installing a complete engine, L7 Installing an engine from assembled sub-units, L7 ISO Standard 15550, C4 ISO Standard 3046-1, C4
L
Lateral engine vibration (rocking), D4 Layout field, C1 Leakage collection system, F71 Load range with main-engine driven generator, C3 Load range limits, C2 Longitudinal engine vibration, D6 Low NOx Tuning, I2 Low-temperature circuit, F14 Lubricating oil cooler, F33 Lubricating oil drain tank, F38 Lubricating oil full flow filters, F33 Lubricating oil high-pressure pump, F33 Lubricating oil low-pressure pump, F33 Lubricating oil maintenance and treatment, F34 Lubricating oil requirements, F34 Lubricating oil separator, F34 Lubricating oil system, F26 Lubricating oil system for turbocharger, F26
F
Final engine alignment, L8 Fire protection, H65 Fitted stud, H28 Fitting coupling bolts, H55 Flash point, F52 Flushing the fuel oil system, F66 Flushing the lubricating oil system, F46 Free first order moments, D2 Free second order moments, D2 Fresh water generator, F23 Fresh water pump, F14 Fuel oil endheater, F62 Fuel oil feed pump, F61 Fuel oil requirements, F50 Fuel oil system, F50 Fuel oil system mixing unit, F62 Fuel oil system on the engine, F59 Fuel oil treatment, F54
M
Main bearing, B2 Main bearing oil, F26 Main lubricating oil system, F26 Main lubricating oil system components, F33 Main shaft earthing system, H60 MAPEX Engine Fitness Family, G15 Mounting and storage proposals, K32
G
General service and working air, F70
H
Heavy fuel oil system components, F61 High-temperature circuit, F14 High-pressure booster pump, F62 Hull vibration, D6, D9
N
Noise, I3 NOx emissions, I1
O
Order forms for vibration calculations and simulation, D12 Outline drawings of RTA84TD engines, H11 Overload limit, C2
I
Ignition quality, F52
25.85.07.40 Issue VIII.06 Rev. 0
Index
Overspeed limit, C2
Settling tanks, F56 Shafting alignment, L4 Shafting system, D8 Shop trial, L12 Silicon, F52 Space requirements and dismantling heights, H6 Special tools, available on loan, J1 Spraycoating with rust preventing oil, L1 Standard engine control, G5 Standard tools, J1 Starting air compressors, F70 Starting air receivers, F70 Starting and control air system specification, F70 Starting and control air systems, F68 Storage proposal, J1 Sulphur, F51 Supply pump, F20 System dynamics, D12
P
Part-load data diagram, F1 Pipe connections, F6 Pipe size and flow details, F83 Pipe velocities, F83 Piping symbols, F84 Piping systems, F6 Piston, B2 Piston dismantling heights, H6 Pitching (longitudinal engine vibration), D6 Platform arrangements, H20 Pour point, F52 Power related unbalance (PRU), D3 Power take off (PTO), D6 Pressure and temperature ranges, C8 Pressure regulating valve, F61 Pressurized fuel oil system, F57 Primary engine data, A2 Propeller characteristics, C1 PTO arrangements, E2
T
TC and SAC selection, C6 Temperature control, F9, F14 Thermal expansion at TC expansion joint, H5 Thrust sleeve, H27 Tools, J1 Torsional vibration, D6 Trace metals, F51 Treatment against corrosion, L1 Turbocharger and scavenge air coolers, C5 Turbocharger spare parts, K31 Turbocharger weights, C5 Turbocharging system, B2
Q
Questionnaire for engine data, F2
R
Rating points, C1 Recommended special tools, J1 Reduction of axial vibration, D8 Reduction of lateral vibration, D5 Reduction of torsional vibration, D7 Reference conditions, C4 Remote control system, G1 Removing rust preventing oils, L4 Rocking (lateral engine vibration), D4
U
Using winGTD, C10
V S
Scavenge air cooler, F9, F14 Scavenge air cooler parameters, C5 Scavenge air system, B2, F79 Sea-water pump, F9, F14 Sea-water strainer, F9, F14 Sediment, F51 Separator arrangement, F56 Vertical drains, F39 Vibration aspects, D1 Viscosity, F51
W
Waste heat recovery, E2 Water content of the fuel oil, F52 Working air, F70
25.85.07.40 Issue VIII.06 Rev. 0
Abbreviations
ABB ALM AMS BFO BN BSEF BSFC CCR CCW CMCR CPP CSR cSt DAH DENIS EM EMA ESPM FCM FPP FQS FW GEA HFO HT IMO IND IPDLC ISO kW kWe kWh LAH LAL LCV LI LR LSL LT M MAPEX
ASEA Brown Boveri Alarm Attended machinery space Bunker fuel oil Base Number Brake specific exhaust gas flow Brake specific fuel consumption Conradson carbon Cylinder cooling water Contract maximum continuous rating (Rx) Controllable pitch propeller Continuous service rating (also designated NOR and NCR) centi-Stoke (kinematic viscosity) Differential pressure alarm, high Diesel engine control and optimizing specification Engine margin Engine Management & Automation Engine selection and project manual Flex control module Fixed pitch propeller Fuel quality setting Fresh water Scavenge air cooler (GEA manufacture) Heavy fuel oil High temperature International Maritime Organisation Indication Integrated power-dependent liner cooling International Standard Organisation Kilowatt Kilowatt electrical Kilowatt hour Level alarm, high Level alarm, low Lower calorific value Level indicator Light running margin Level switch, low Low temperature Torque Monitoring and maintenance performance enhancement with expert knowledge
M1H M1V M2V MCR MDO mep MET MHI MIM MMI N, n NAS NCR NOR OM OPI PAL P PI ppm PRU PTO RCS RW1 SAC SAE S/G SHD SIB SLD SM SSU SW TBO TC TI TPL tEaT UMS VI WCH WECS winGTD M
External moment 1st order horizontal External moment 1st order vertical External moment 2nd order vertical Maximum continuous rating (R1) Marine diesel oil Mean effective pressure Turbocharger (Mitsubishi manufacture) Mitsubishi Heavy Industries Marine installation manual Manmachine interface Speed of rotation National Aerospace Standard Nominal continuous rating Nominal operation rating Operational margin Operator interface Pressure alarm, low Power Pressure indicator Parts per million Power related unbalance Power take off Remote control system Redwood seconds No. 1 (kinematic viscosity) Scavenge air cooler Society of Automotive Engineers Shaft generator Shut down Shipyard interface box Slow down Sea margin Saybolt second universal Sea-water Time between overhauls Turbocharger Temperature indicator Turbocharger (ABB manufacture) Temperature of exhaust gas after turbine Unattended machinery space Viscosity index Wrtsil Switzerland Wrtsil Engine Control System General Technical Data program Torque variation
25.85.07.40 Issue VIII.06 Rev. 0
Abbreviations
25.85.07.40 Issue VIII.06 Rev. 0
A.
Introduction
Engine power [kW] 100 000 80 000 60 000 50 000 40 000 30 000 20 000 RTA84T-D
Engine power [bhp] 120 000 100 000 all other RTA and RT-flex engines 80 000 60 000
The Marine Installation Manual (MIM) is for use by project and design personnel. Each chapter con tains detailed information required by design en gineers and naval architects enabling them to op timize plant items and machinery space, and to carry out installation design work. This book is only distributed to persons dealing with this engine.
40 000
20 000
10 000 8000 6000 4000 50

F10.5328
10 000 8000 6000 60 70 80 90 100 120 140 160 180 200 Engine speed [bhp]
Fig. A1
Power/speed range of all IMO-2000 regulation compatible RTA and RT-flex engines
This manual provides the information required for the layout of marine propulsion plants. It is not to be considered as a specification. The build specification is subject to the laws of the legislative body of the country of registration and the rules of the classification society selected by the owners. Its content is subject to the understanding that any data and information herein have been prepared with care and to the best of our knowledge. We do not, however, assume any liability with regard to unforeseen variations in accuracy thereof or for any consequences arising therefrom.
Wrtsil Switzerland Ltd PO Box 414 CH-8401 Winterthur, Switzerland Telephone: +41 52 2624922 Telefax: +41 52 2124917 http://www.wartsila.com
A1
25.85.07.40 Issue VIII.06 Rev. 0
Marine Installation Manual A.
Introduction
A1
Primary engine data

Engine
Bore x stroke [mm] Speed [rpm] 76 Engine power (MCR) Cylinder
5 6 7 8 9
Wrtsil RTA84T-D
840 x 3150 76 61 61
Power
[kW] [bhp] [kW] [bhp] [kW] [bhp] [kW] [bhp] [kW] [bhp]
R1
21 000 28 575 25 200 34 290 29 400 40 005 33 600 45 720 37 800 51 435
R2
14 700 20 000 17 640 24 000 20 580 28 000 23 520 32 000 26 460 36 000
R3
16 850 22 900 20 220 27 480 23 590 32 060 26 960 36 640 30 330 41 220
R4
14 700 20 000 17 640 24 000 20 580 28 000 23 520 32 000 26 460 36 000
Brake specific fuel consumption (BSFC)

Load 100 % mep [g/kWh] [g/bhph] [bar] 167 123 19.0 160 118 13.3 167 123 19.0 164 121 16.6
Lubricating oil consumption (for fully run-in engines under normal operating conditions)
System oil Cylinder oil Remark: *1) approximately 9 kg/cyl per day 0.9 1.3 g/kWh
*1) This data is for guidance only, it may have to be increased as the actual cylinder lubricating oil consumption in service is dependent on operational factors.
Table A1 Primary engine data of Wrtsil RTA84T-D
All brake specific fuel consumptions (BSFC) are quoted for fuel of lower calorific value 42.7 MJ/kg (10200 kcal/kg). All other reference conditions refer to ISO standard (ISO 3046-1). The figures for BSFC are given with a tolerance of +5 %. The values of power in kilowatt (kW) and fuel con sumption in g/kWh are the standard figures, and discrepancies occur between these and the corre sponding brake horsepower (bhp) values owing to the rounding of numbers.
To determine the power and BSFC figures accu rately in bhp and g/bhph respectively, the standard kW-based figures have to be converted by factor 1.36.
25.85.07.40 Issue VIII.06 Rev. 0
A2
B.
Engine description
B1
Engine description
Refer to figure B1 and the following text for the characteristic design features:
8 7 10 9
The Wrtsil RTA84T-D engine is a low-speed, di rect-reversible, single-acting two-stroke engine,

comprising crosshead-guided running gear, hy draulically operated poppet type exhaust valves,
turbocharged uniflow scavenging system and oil
cooled pistons.
The Wrtsil RTA84T-D is designed for running on
a wide range of fuels from marine diesel oil (MDO)
to heavy fuel oils (HFO) of different qualities.
Main features:
Bore Stroke Number of cylinders Main parameters (R1): Power (MCR) Speed (MCR) Mean effect. press. Mean piston speed
840 mm 3150 mm 5 to 9 4200 kW/cyl 76 rpm 19 bar 8.0 m/s
6 5 3
11 4 12 13
The Wrtsil RTA84T-D is available with 5 to 9 cyl inders rated at 4200 kW/cyl to provide a maximum output of 37 800 kW for the 9-cylinder engine (pri mary engine data on table A1).
Overall sizes of engines Length [m] Height [m] Dry weight [t] 5 cyl. 10.4 13.73 740 9 cyl. 17.4 13.73
14
1 15
1260
Direction of rotation: clockwise as standard (viewed from the propeller towards the engine).
F10.3153
This cross section is considered as a general information only.
The development of the RTA84T-D range was to offer engines for ships providing power and relia bility at economic service speeds. The well-proven bore-cooling principle for pistons, liners, cylinder covers and exhaust valve seats is incorporated with variable injection timing (VIT) which main tains the nominal maximum combustion pressure within the power range compliant with the IMO re gulation.
Fig. B1
Wrtsil RTA84T-D cross section
1. Welded bedplate with integrated thrust bear ings and large surface main bearing shells. 2. Sturdy engine structure with low stresses and high stiffness comprising A-shaped fabricated double-wall columns and cylinder blocks at tached to the bedplate by pre-tensioned verti cal tie rods.
B1
25.85.07.40 Issue VIII.06 Rev. 0
Marine Installation Manual B.
Engine description
3. Fully built camshaft driven by gear wheels housed in a double column located at the driving end, or in the centre of the engine depending on numbers of cylinders. 4. A combined injection and exhaust valve actua tor unit for two cylinders each. Camshaft driven fuel pump with double spill valves for timing fuel delivery to uncooled injectors. Camshaft-driven actuator for hydraulic drive of poppet-type exhaust valve working against an air spring. 5. Standard pneumatic control fully equipped local control stand. Diesel Engine CoNtrol and optImizing Specification (DENIS-5), standard set of sensors and actuators for control, safety and alarms. 6. Single cast-iron jackets bolted together to form a rigid cylinder block. 7. Special grey cast-iron, bore-cooled cylinder liners with load dependent cylinder lubrication and cooling. 8. Solid forged or steel cast, bore-cooled cylinder cover with bolted-on exhaust valve cage con taining Nimonic 80A exhaust valve. 9. Constant-pressure turbocharging system comprising exhaust gas turbochargers and auxiliary blowers for low-load operation. Turbochargers: ABB TPL or Mitsubishi MET. 10. Oil-cooled pistons with bore-cooled crowns and short piston skirts. 11. Uniflow scavenging system comprising scav enge air receiver and non-return flaps.
12. Crosshead with crosshead pin and singlepiece white metal large surface bearings. El evated pressure hydrostatic lubrication. 13. Main bearing cap jack bolts for easier assembly and disassembly of white-metalled shell bearings. 14. White-metalled type bottom-end bearings. 15. Semi-built crankshaft.
25.85.07.40 Issue VIII.06 Rev. 0
B2
B.
Engine description
B2
Engine numbering and designation
The engine components are numbered from the driving end to the free end as shown in the figure below.
Numbering of turbochargers
Scavenge air coolers 1 2
Driving end 1 2 3 4 5 6
Free end
1 2
Numbering of cylinders
Thrust bearing
Numbering of main bearings
Fuel side
Exhaust side
Clockwise rotation
Anti-clockwise rotation
F10.5279
Fig. B2
Engine numbering and designation
B3
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Marine Installation Manual B.
Engine description
25.85.07.40 Issue VIII.06 Rev. 0
B4
C.
General engine data
C1 C1.1
Engine layout field and load range Layout field

Percentage values are being used so that the same diagram can be applied to various engine models. The scales are logarithmic so that expo nential curves, such as propeller characteristics (cubic power) and mean effective pressure (mep) curves (first power), are straight lines.
The layout field shown in figure C1 is the area of power and engine speed. In this area the contract maximum continuous rating (CMCR) of an RTA84T-D engine can be positioned individually to give the desired combination of propulsive power and rotational speed. Engines within this layout field are tuned for maximum firing pressure and best efficiency.
C1.2
Rating points R1, R2, R3 and R4
The rating points (R1, R2, R3 and R4) for the Sulzer RTA engines are the corner points of the engine layout field (figure C1). The point R1 represents the nominal maximum continuous rating (MCR). It is the maximum power/speed combination which is available for a particular engine. The point R2 defines 100 per cent speed, and 70 percent power of R1. The point R3 defines 80 per cent speed and 80 per cent power of R1. The connection R1R3 is the nominal 100 per cent line of constant mean effective pressure of R1. The point R4 defines 80 per cent speed and 70 per cent power of R1.
The contract maximum continuous rating (Rx) may be freely positioned within the layout field for that engine.
F10.4989
Fig. C1
Layout field of the Wrtsil RTA84T-D engine.
The connection line R2R4 is the line of 70 per cent power between 80 and 100 per cent speed of R1. Rating points Rx can be selected within the entire layout field to meet the requirements of each par 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 engines nominal R1 parameters.
C1
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Marine Installation Manual C.
General engine data
C1.2.1
Continuous service rating (CSR=NOR=NCR)
Point A represents power and speed of a ship operating at contractual speed in calm seas with a new clean hull and propeller. On the other hand, the same ship at the same speed requires a power/speed combination according to point D, shown in figure C2, under service condition with aged hull and average weather. D is then the CSR-point. More information is available on request at WCH.
Line 3 is the 104 per cent speed limit where an engine can run continuously. For Rx with reduced speed (NCMCR 0.98NMCR) this limit can be extended to 106 per cent, how ever, the specified torsional vibration limits must not be exceeded. Line 4 is the overspeed limit. The overspeed range between 104 (106) and 108 per cent speed is only permissible during sea trials if needed to demonstrate the ships speed at CMCR power with a light running pro peller in the presence of authorized repre sentatives of the engine builder. However, the specified torsional vibration limits must not be exceeded. Line 5 represents the admissible torque limit and reaches from 95 per cent power and speed to 45 per cent power and 70 per cent speed. This represents a curve de fined by the equation:
P 2P 1 N 2N 1
2.45
C1.2.2
Contract maximum continuous rating (CMCR = Rx)
By dividing, in our example, the CSR (point D) by 0.90, the 100 per cent power level is obtained and an operational margin of 10 per cent is provided (see figure C2). The found point Rx, also desig nated as CMCR, can be selected freely within the layout field defined by the four corner points R1, R2, R3 and R4 (see figure C1).
C1.3
Load range limits
Once an engine is optimized at CMCR (Rx), the working range of the engine is limited by the follow ing border lines, refer to figure C2: Line 1 is a constant mep or torque line through CMCR from 100 per cent speed and power down to 95 per cent power and 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.
When approaching line 5 , the engine will increasingly suffer from lack of scavenge air and its consequences. The area formed by lines 1 , 3 and 5 repre sents the range within which the en gine should be operated. The area li mited by the nominal propeller characteristic, 100 per cent power and line 3 is recommended for continuous operation. The area between the nominal propeller characteristic and line 5 has to be reserved for acceleration, shallow water and normal operational flexibility.
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C2
C.
General engine data
Line 6 is defined by the equation:

P 2P 1 N 2N 1
2.45
C1.4
Load range with main-engine driven generator
through 100 per cent power and 93.8 per cent speed and is the maximum torque limit in transient conditions. The area above line 1 is the overload range. It is only allowed to operate en gines in that range for a maximum dur ation of one hour during sea trials in the presence of authorized representatives of the engine builder. The area between lines 5 and 6 and constant torque line (dark area of fig. C2) should only be used for transient condi tions, i.e. during fast acceleration. This range is called service range with oper ational time limit.
Engine power [%Rx] CMCR (Rx)
110
The load range diagram with main-engine driven generator, whether it is a shaft generator (S/G) mounted on the intermediate shaft or driven through a power take off gear (PTO), is shown by curve c in figure C3. This curve is not parallel to the propeller characteristic without main-engine driven generator due to the addition of a constant generator power over most of the engine load. In the example of figure C3, the main-engine driven generator is assumed to absorb 5 per cent of the nominal engine power. The CMCR-point is, of course, selected by taking into account the max. power of the generator.
Engine power [%Rx]
CMCR (Rx)
100
10% EM/OM
2 1
Engine load range

100 95 90
90 c 85
10% EM/OM B 15% SM
D
5% S/G
B
15% SM 5% LR
Constant torque
80 78.3
73.9
4
A
PTO power
70
3 60 6
50
propeller curve without SM
propeller curve without SM

40 65 70 80 90
103.2
93.8
100
Engine speed [%Rx] EM engine margin OM operational margin
F10.3149
Engine speed [%Rx]
SM sea margin LR light running margin S/G shaft generator
95
100 104 108
EM engine margin OM operational margin

F10.5249
SM sea margin LR light running margin
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
Fig. C2 Load range limits, with the load diagram of an en gine corresponding to a specific rating point Rx
C3
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General engine data
C2 C2.1
Engine data Reference conditions C2.3 Ancillary system design parameters
The engine can be operated in the ambient condi tion range between reference conditions and design (tropical) conditions. The engine performance data, like BSFC, BSEF and tEaT and others are based on reference conditions. They are specified in ISO Standard 15550 (core standard) and for marine application in ISO Standard 3046 (satellite standard) as follows: Air temperature before blower 25 C Engine room ambient air temp. 25 C Coolant temp. before SAC 25 C for SW Coolant temp. before SAC 29 C for FW Barometric pressure 1000 mbar Relative air humidity 30 % The reference for the engine room air inlet tem perature is specified in ISO Standard 8861 with 35 C, taken from outboard. Note: The lower calorific value (LCV) of the fuel refers to an international marine convention. The specified LCV of 42.7 MJ/kg differs from the ISO Standard which is specified at 42.0 MJ/kg.
The layout of the ancillary systems of the engine bases on the performance of its specified rating point Rx (CMCR). The given design parameters must be considered in the plant design to ensure a proper function of the engine and its ancillary systems. Cylinder water outlet temp. Oil temperature before engine Exhaust gas back pressure at rated power (Rx) 90 C 45 C 30 mbar
The engine power is independent from ambient conditions. The cylinder water outlet temperature and the oil temperature before engine are systeminternally controlled and have to remain at the specified level.
C2.4
Engine performance data
The calculation of the performance data BSFC, BSEF and tEaT for any engine power will be done with the help of the winGTD program on CD-ROM, which is enclosed in this manual. If needed we offer a computerized information ser vice to analyze the engines heat balance and determine main system data for any rating point within the engine layout field. For details of this service please refer to section F1.3.1, Questionnaire for engine data. The installation of the winGTD and the hardware specification are explained in section C7.1.
C2.2
Design conditions
The capacities of ancillaries are specified accord ing to ISO Standard 3046-1 (clause 11.4) following the International Association of Classification Societies (IACS) and are defined as design conditions: Air temperature before blower 45 C Engine ambient air temp. 45 C Coolant temp. before SAC 32 C for SW Coolant temp. before SAC 36 C for FW Barometric pressure 1000 mbar. Relative air humidity 60 %
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C4
C.
General engine data
C3
Turbocharger and scavenge air cooler

The data can be calculated directly by the winGTD program (see section C7.2). Parameters and de tails of the scavenge air coolers (SAC) are shown in table C1 and figure C4, weights of turbochargers in table C2.
The selections of turbochargers covering the types ABB TPL, MHI MET are shown in figures C5 and C6. The selection of scavenge air coolers follows the demand of the selected turbochargers.
Scavenge air cooler parameters Cooler Design water flow [m3/h] Design air flow Pressure drop (at design flow) Water [bar] Air [mbar] Water content [litres] Insert Length [mm] Mass [tonnes]
[kg/h]
Sea-water: Single-stage scavenge air cooler SAC41S SAC43S SAC47S 330 175 650 154 000 97 000 195 000 0.6 0.7 0.3 20 20 20 560 450 680 2410 1940 2790 3.4 2.1 4.5
Fresh water: Single-stage scavenge air cooler SAC41F SAC43F SAC47F 330 175 650 154 000 97 000 195 000 0.6 0.7 0.6 20 20 20 560 450 680 2430/2690 1960/2130 2810/3070 3.4 2.1 4.5
Fresh water: Single-stage scavenge air cooler SAC42F LT/HT SAC44F LT/HT SAC48F LT/HT Remarks: *1) 2 x 220 2 x 125 1 x 250 1 x 330 At design flow 154 000 97 000 195 000 0.3 0.6 0.6 30 30 30 2 x 340 2 x 270 2 x 400 2430/2690 1960/2130 2810/3070 2 x 1.7 2 x 1.1 2 x 2.3
Table C1 Scavenge air cooler parameters
Single-stage cooler
*1)
Remarks:
water inlet water outlet *1) SAC equipped with two on waterside inter connected cooler tube units (pre-stage). The smaller unit being placed upstream of Air flow air flow, facilitates cleaning procedure. *2) For two-stage cooling application please contact Wrtsil Switzerland Ltd. All data refer to cooler specification.
Two-stage cooler
*2)
water outlet (HT)
water inlet (LT) water outlet (LT)
Air flow
F10.5242
water inlet (HT)
connecting tubes
pre-stage
Fig. C4
Scavenge air cooler details (rated at R1)
Type
ABB
MET66SE ME66SEII 5.2
TPL80-B11 TPL80-B12 6.1 MET71SE MET71SEII 6.7
TPL85-B14 TPL85-B15 10.4 MET83SE MET83SEII 10.5
Mass [tonnes] Type
MHI (Mitsubishi)
Mass [tonnes]
Table C2 Turbocharger weights
C5
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General engine data
C3.1
Turbocharger and scavenge air cooler selection
The SAC and TC selection for the engines RTA84T-D is given in the layout fields in figures C5 to C6.
Engine power [% R1] 100 95
90
85
R3 80 75 70 R4 65 70 R1: 21000 kW / 76 rpm 75 80 85 90 Engine speed [% R1] 95 100 1 x TPL85-B14 1 x SAC47/48 80 75 70 R4 65 70 R1: 25200 kW / 76 rpm 75 80 85 90 Engine speed [% R1] 95 100 Engine power
[% R1]
100
95
90
85 R3 1 x TPL85-B15
1 x SAC47/48
or
2 x TPL77-B12
2 x SAC43/44 R2
R1 1 x TPL85-B15 1 x SAC47/48
R1
5RTA84T-D
6RTA84T-D
2 x TPL80-B11 2 x SAC41/42
R2

90
85
R3 80 75 70 R4 65 70 R1: 29400 kW / 76 rpm 75 80 85 90 2 x TPL80-B11 2 x SAC41/42
R1
Engine power [% R1] 100

95
R1 2 x TPL85-B14 2 x SAC47/48
7RTA84T-D
2 x TPL80-B12 2 x SAC41/42
8RTA84T-D
90
85 R3 80 75 70 R4 65 R1: 33600 kW / 114 rpm 75 80 85 90 95 2 x TPL80-B12 2 x SAC41/42 R2
R2
Engine speed [% R1] 95 100
70
Engine speed [% R1] 100
Engine power [% R1] 100 95 90 85 R3 80 75 70 R4 65 70 R1: 37800 kW / 76 rpm 75 80 85 90
R1
9RTA84T-D
2 x TPL85-B14 2 x SAC47/48
2 x TPL80-B12 2 x SAC41/42 R2
F10.5311
Fig. C5
Turbocharger and scavenge air cooler selection (ABB TPL type turbochargers)
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C6
C.
General engine data
Engine power [% R1] 100 95 90

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

85
R3 80
75
70
R4 65
70 R1: 29400 kW / 76 rpm 75 80 85 90 2 x MET71SE 2 x SAC41/42
R1 2 x MET71SEII 2 x SAC41/42

90 90
85 85
R3 80 80
75 75
70 70
R4 65 R1: 33600 kW / 76 rpm 75 80 85 90 2 x MET71SEII 2 x SAC41/42
R1
7RTA84T-D
8RTA84T-D
2 x MET83SE 2 x SAC47/48
R2
R2
70
Engine power [% R1] 100 95 90 85 R3 80 75 70 R4 65 70 R1: 37800 kW / 76 rpm 75 80 85 90 95 2 x MET83SE 2 x SAC47/48
R1
9RTA84T-D
R2
F10.5312
Fig. C6
Turbocharger and scavenge air cooler selection (MHI MET type turbochargers)
C7
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General engine data
C4
Auxiliary blower
For manoeuvring and operating at low powers,

electrically driven auxiliary blowers must be used
to provide sufficient combustion air.
Table C3 shows the number of blowers required.
Number of cylinders Number of auxiliary air blowers required 5 2 6 2 7 2 8 2 9 2
Table C3 Number of auxiliary blowers per engine
C5
Electrical power requirement of the engine

Power requirement [kW] referring to numbers of cylinders
5 440 V / 60 Hz 380 V / 50 Hz / 1000 rpm 2 x 57 6 2 x 75 9.2 11 1.5 acc. to maker specifications acc. to maker specifications 7 2 x 90 8 2 x 90 12.5 15 9 2 x 90
Electrical power consumers

Auxiliary blowers *1) (estimated values)
Turning gear
Supply voltage
440 V / 60 Hz / 1200 rpm 380/440 V / 50/60 Hz 24 V DC UPS acc. to maker specifications
Cylinder lubrication CLU-3 *2) Propulsion control system Additional monitoring devices (e.g. oil mist detector etc.) Remark:
*1) The actual electric power requirement depends on the size, type and voltage/frequency of the installed electric motor.
Direct starting or Star-Delta starting to be specified when ordering.
*2) Two redundant power supplies from different feeder panels required; indicated power for each power supply.
Table C4 Electrical power consumers
C6
Pressure and temperature ranges

obtained by adding the pressure losses in the piping system, filters, coolers, valves, etc., and the vertical level pressure difference between pump suction and pressure gauge to the values in the table on the next page.
Table C5 (on the next page) represents a summary of the required pressure and temperature ranges at continuous service rating (CSR). The gauge pressures are measured about 7.5 m above the crankshaft centre line. The pump delivery head is
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C8
C.
General engine data
Medium
System
Location of measurement
Inlet
Gauge pressure limit values [bar]

Min 4.5 2.0 2.0 3.0 1.0 10.0 2.7 2.7 1.0 2.7 1.7 1.0 1.3 0.7 7.0 *2) 3.0 Max 5.5 4.0 4.0 5.0 4.0 12.0 4.5 4.5 4.5 10.0 *3) 5.0 Min 85 25 25 70 25 40 40 40
Temperature limit values [C]

Max 95 36 36 80 120 32 57 50 50 50 60 110 120 85 150
max 30 * 1) * 1) max 15
Diff
Fresh water
Cylinder cooling LT circuit (single-stage SAC)
Outlet each cylinder Inlet cooler Outlet cooler Inlet cooler Outlet cooler Inlet cooler Outlet cooler Inlet cooler
Fresh water (Scavenge air cooling)
LT circuit (two-stage SAC) HT circuit (two-stage SAC)
Sea water (Scavenge air cooling)
Conventional cooling
Outlet cooler Inlet Supply
Lubricating oil (high pressure)
Crosshead bearing oil

Main bearing oil
*1)
Outlet Inlet
Piston cooling oil
Outlet Outlet Supply Inlet casing Supply
Thrust bearing
Torsional vibration damper Torsional (if steel spring damper is used) Lubricating oil (low pressure) Integrated axial vibration damper (detuner) Turbocharger bearing oil Turbocharger (ABB TPL on engine lub. oil system) Turbocharger Turbocharger bearing oil (ABB TPL with separate lub. oil system) Turbocharger bearing oil (MHI MET)
Damp. chamber Inlet Outlet Inlet Outlet Inlet Outlet Inlet Return Air filter / Silencer Ducting and filter New SAC
Booster (supply unit)

Fuel oil
After retaining valve (supply unit) Intake from engine room (pressure drop, max) Intake from outside (pressure drop, max)
max 10 mbar max 20 mbar max 30 mbar max 50 mbar 6.0 25 or 30 7.5
Scavenge air Cooling (pressure drop)
Fouled SAC Engine inlet

Engine inlet
Starting air
Control air
Air
normal 6.5 6.0 7.5
515 515
Devi ation 50
Air spring air for exhaust valve
Main distributor
normal 6.5 30 mbar 50 mbar
After each cylinder

Exhaust gas Exhaust gas Manifold after turbocharger
Before each TC Design maximum Fouled maximum
Remark:
*1) The water flow has to be within the prescribed limits. *2) At 100 % engine power. *3) At stand-by condition; during commissioning of the fuel oils ystem the fuel oil pressure is adjusted to 10 bar.
Table C5 Pressure and temperature ranges
C9
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General engine data
C7 C7.1
Available CD-ROM Installation of winGTD System requirements
C7.1.1
To install and run winGTD 2.9 we recommend: Microsoft Windows 2000 or later 64 MB of RAM 40 MB of available hard-disk space CD-ROM drive
C7.1.2
Installation
Fig. C7
winGTD: Selection of engine window
Use the following procedure to install winGTD: 1. Insert CD-ROM. 2. Follow the on-screen instructions. When the installation is complete, a message confirms that the installation was successful.
The installed CD-ROM contains only the engine

types presented in this MIM.
Double-click on selected engine type or click the
Select button to access the main window (fig. C8)
and select the particular engine according to the
number of cylinders (eg. Wrtsil 8RTA84T-D).
C7.1.3
Changes to previous versions of winGTD
C7.2.2
Data input
The amendments and how this version differs from previous versions are explained in the file Readme.txt located in the winGTD directory on the CD-ROM.
In the main window (fig. C8) enter the desired power and speed to specify the engine rating. The rating point must be within the rating field.
C7.2 C7.2.1
Using winGTD Start
After starting winGTD by double-clicking winGTD icon, click on Start new Project button on Wel come screen and specify desired engine type in appearing window (fig. C7):
Fig. C8
winGTD: Main window
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C10
C.
General engine data
Further input parameters can be entered in subpanels to be accessed by clicking on tabs Engine Spec. (eg. for turbocharger selection), Cooling, Lub. Oil, Fuel Oil, Starting Air or Exhaust Gas relating to the relevant ancillary systems.
C7.2.3
Output results
Clicking the Start Calculation button (fig. C8) initi ates the calculation with the chosen data to deter mine the temperatures, flows of lubricating oil and cooling water quantities. Firstly the Engine performance data window (fig. C9) is displayed on the screen. To see further results, click the appropriate button in the tool bar or click the Show results menu op tion in the menu bar. To print the results click the button for export to a ASCII file, both in the tool button or click the bar.
Fig. C10 winGTD: Service conditions
The calculation is carried out with all the relevant design parameters (pump sizes etc.) of the ancil laries set at design conditions.
C7.2.5
Saving a project
To save all data belonging to your project choose Save as... from the File menu. A windows Save as... dialogue box appears. Type a project name (winGTD proposes a threecharacter suffix based on the program you have selected) and choose a directory location for the project. Once you have specified a project name and se lected the desired drive and directory, click the Save button to save your project data.
Fig. C9
winGTD: General technical data
C7.2.4
Service conditions
Click the button Service Conditions in the main window (fig. C8) to access the option window (fig. C10) and enter any ambient condition data deviat ing from design conditions.
C11
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General engine data
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C12
D.
Engine dynamics
D1 D1.1
Vibration aspects Introduction

Figure D1 shows the external forces and moments acting on the engine. External forces and moments due to the recipro cating and rotating masses (see table D1): F1V: F1H: F2V: F4V: M1V: M1H: M2V: M4V: resulting first order vertical force. resulting first order horizontal force. resulting second order vertical force. resulting fourth order vertical force. first order vertical mass moment. first order horizontal mass moment. second order vertical mass moment. fourth order vertical mass moment.
As a leading designer and licensor we are con cerned that satisfactory vibration levels are ob tained with our engine installations. The assess ment and reduction of vibration is subject to continuing research. Therefore, we have devel oped extensive computer software, analytical pro cedures and measuring techniques to deal with this subject. For successful design, the vibration behaviour needs to be calculated over the whole operating range of the engine and propulsion system. The following vibration types and their causes are to be considered: External mass forces and moments. Lateral engine vibration. Longitudinal engine vibration. Torsional vibration of the shafting. Axial vibration of the shafting.
All Wrtsil RTA84T-D engines have no free mass forces.
D1.2
External forces and moments
F1V, F2V, F4V
In the design of the Wrtsil RTA84T-D engine free mass forces are eliminated and unbalanced exter nal moments of first, second and fourth order are minimized. However, five- and six-cylinder en gines generate second order unbalanced vertical moments of a magnitude greater than those en countered with higher numbers of cylinders. Depending on the ships design, the moments of fourth order have to be considered too. Under unfavourable conditions, depending on hull structure, type, distribution of cargo and location of the main engine, the unbalanced moments of first, second and fourth order may cause unacceptable vibrations throughout the ship and thus call for countermeasures.
F1H
M1V, M2V, M4V
M1H +
F10.5173
Forces and moments due to reciprocating and rotating masses
Fig. D1
D1
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Marine Installation Manual D.
Engine dynamics
D1.2.1
Balancing free first order moments

Electrically driven 2nd order compensator F2V
Standard counterweights fitted to the ends of the crankshaft reduce the first order mass moments to acceptable limits. However, in special cases non standard counterweights can be used to reduce either M1V or M1H, if needed.
D1.2.2
Balancing free second order moments
M2V
The second order vertical moment (M2V) is higher on five- and six-cylinder engines compared with 79-cylinder engines; the second order vertical moment being negligible for the 79-cylinder en gines. Since no engine-fitted 2nd order balancer is available, Wrtsil Switzerland Ltd. recommends for five- and six-cylinder engines to install an elec trically driven compensator on the ships structure (figure D2) to reduce the effects of the second order moments to acceptable values. If no experience is available from a sister ship, it is advisable to establish at the design stage, what form the ships vibration will be. Table D1 assists in determining the effect of installing the Wrtsil 5RTA84T-D and 6RTA84T-D engines. However, when the ships vibration pattern is not known at the early stage, an external electrically compensator can be installed later, should disturb ing vibrations occur; provision should be made for this countermeasure. Such a compensator is usually installed in the steering compartment, as shown in figure D2. It is tuned to the engine operating speed and con trolled accordingly.
L M2V = F2V L
F10.5218
Fig. D2
Locating electrically driven compensator
Suppliers of electrically driven compensators

Gertsen & Olufsen AS Savsvinget 4 DK-2970 Hrsholm Denmark
Tel. +45 45 76 36 00 Fax +45 45 76 17 79 www.gertsen-olufsen.dk
Nishishiba Electric Co., Ltd Shin Osaka Iida Bldg. 5th Floor 1-5-33, Nishimiyahara, Yodogawa-ku Osaka Tel. +81 6 6397 3461 532-0004 Japan Tel. +81 6 6397 3475 www.nishishiba.co.jp
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D2
D.
Engine dynamics
D1.2.3
Power related unbalance (PRU)
The so-called Power Related Unbalance (PRU) values can be used to evaluate if there is a risk that free external mass moments of 1st and 2nd order may cause unacceptable hull vibrations, see figure D3. 250 Free external mass moments Power Related Unbalance (PRU) at R1 rating 200
M1V M1H PRU [Nm/kW] PRU = external moment [Nm] = [Nm/kW] engine power [kW] A C B
5RTA84T-D 6RTA84T-D 7RTA84T-D 8RTA84T-D 9RTA84T-D
150
M2V No engine-fitted 2nd order balancer available. If reduction of M2v is needed, an external compensator has to be applied.
100
50
0
A-range: B-range: C-range: Free external mass moments balancing countermeasure is likely needed. balancing countermeasure is unlikely needed. balancing countermeasure is not relevant.
F10.5245
Fig. D3
The external moments M1 and M2 given in table D1 are related to R1 speed. For other engine speeds, the corresponding external moments are calculated with the following formula: MRx = MR1 (nRx/nR1)2
D3
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Engine dynamics
D1.3 D1.3.1
Lateral engine vibration (rocking) Introduction

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

F10.5172
MLX
resulting lateral X-type moment
Fig. D4
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D4
D.
Engine dynamics
D1.3.2
Reduction of lateral vibration
D1.3.2.1 Engine stays

Free end longitudinal
Fitting of lateral stays between the upper platform level and the hull reduces transmitted vibration and lateral rocking (see figures D5 and D6). Two stay types can be considered: Hydraulic stays: installed on the exhaust and on the fuel side of the engine (lateral). Friction stays: installed on the engine exhaust side (lateral), installed at the free end (longitudinal).
Hydraulic stays
fuel side exhaust side
F10.5278/2
lateral
Driving end
Fig. D6
General arrangement of friction stays
D1.3.2.2 Electrically driven compensator

Friction stays
If for some reason it is not possible to install lateral stays, an electrically driven compensator can be installed which is able to reduce the lateral engine vibrations and their effect on the ships superstruc ture. It is important to note that only one harmonic excitation can be compensated at a time and in the case of an X-type vibration mode, two compensa tors, one fitted at each end of the engine top are necessary.
F10.5278/1
Fig. D5
General arrangement of lateral stays
Table D3 shows where countermeasures for lat eral and longitudinal rocking are needed. For installation data concerning lateral engine stays, please refer to section H8.
D5
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Engine dynamics
D1.4
Longitudinal engine vibration (pitching)

as a result of this to vibrations in the ships super structure (refer to section D1.6 Axial vibration). In order to prevent this vibration, stiffness of the double-bottom structure should be as high as possible.
In some cases with five-cylinder Wrtsil RTA en gines, specially those coupled to very stiff inter mediate and propeller shafts, the engine founda tion can be excited at a frequency close to the full load speed range resonance, leading to increased axial (longitudinal) vibration at the engine top and
D1.5 D1.5.1
Torsional vibration Introduction

The amplitudes and frequencies of torsional vibra tion must be calculated at the design stage for every engine installation. The calculation normally requires approval from the relevant classification society and may require verification by measure ment on board ship during sea trials. All data re quired for torsional vibration calculations should be made available to the engine supplier at an early design stage (see section D3 Order forms for vibration calculations).
Torsional vibrations are generated by gas and iner tia forces as well as by the irregularity of the pro peller torque. It does not cause hull vibration (ex cept in very rare cases) and is not perceptible in service, but causes additional dynamic stresses in the shafting. The shafting system comprising crankshaft, pro pulsion shafting, propeller, engine running gear, flexible couplings and power take off (PTO), as any system capable of vibrating, has resonant fre quencies. If any source generates excitation at the resonant frequencies the torsional loads in the system reach maximum values. These torsional loads have to be limited, if possible by design, i.e., optimizing shaft diameters and flywheel inertia. If the resonance still remains dangerous, its frequency range (criti cal speed) has to be passed through rapidly (barred-speed range) provided that the correspon ding limits for this transient condition are not ex ceeded, otherwise other appropriate countermea sures have to be taken.
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D6
D.
Engine dynamics
D1.5.2
Reduction of torsional vibration

For high energy vibrations, i.e., for higher addi tional torque levels that can occur with five- and six-cylinder engines, a spring damper, with its higher damping effect may have to be considered, please refer to figure D8. This damper has to be supplied with oil from the engines lubricating oil system, and depending on the torsional vibration energy to be absorbed can dissipate up to approxi mately 100 kW energy (depends on number of cyl inders). The oil flow to the damper should be ap proximately 10 to 20 m3/h, but an accurate value will be given after the results of the torsional vibra tion calculation are known.
Excessive torsional vibration can be reduced, shifted or even avoided by installing a heavy fly wheel at the driving end and/or a tuning wheel at the free end or a torsional vibration damper at the free end of the crankshaft. Such dampers reduce the level of torsional stresses by absorbing a part of their energy. Where low energy torsional vibra tions have to be reduced, a viscous damper, can be installed, please refer to figure D7. In some cases the torsional vibration calculation shows that an additional oil-spray cooling for the viscous damper is needed. In these cases the layout has to be in ac cordance with the recommendations of the damper manufacturer and our design department.
Inertia ring Silicone fluid
Cover
Springs Intermediate pieces
Casing
Lub oil supply
F10.1844
F10.1845
Fig. D7
Vibration damper (Viscous type)
Fig. D8
Vibration damper (Geislinger type)
D7
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Engine dynamics
D1.6 D1.6.1
Axial vibration Introduction

The effect of the axial damper can be adjusted by an adjusting throttle. However, the setting of the adjusting throttle is preset by the engine builder and there is normally no need to change the setting. The integrated axial damper does not affect the 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.
Adjusting throttling valve
The shafting system formed by the crankshaft and propulsion shafting, is able to vibrate in the axial direction, the basic principle being the same as de scribed in section D1.5 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 engine, particularly at its upper part. The axial vibrations of installations depend mainly on the dynamical axial system of the crankshaft, the mass of the torsional damper, free-end gear (if any) and flywheel fitted to the crankshaft. Addition ally, there can be a considerable influence of the torsional vibrations to the axial vibrations. This in fluence is called the coupling effect of the torsional vibrations. It is recommended that axial vibration calculations are carried out at the same time as the torsional vibration calculation. In order to consider the coupling effect of the torsional vibrations to the axial vibrations, it is necessary to use a suitable coupled axial vibration calculation method.
Main bearing
D1.6.2
Reduction of axial vibration
In order to limit the influence of the axial excitations and reduce the level of vibration, all RTA84T-D en gines are equipped as standard with an integrated axial damper mounted at the forward end of the crankshaft, please refer to figure D9. The axial damper sufficiently reduces the axial vibrations in the crankshaft to acceptable values. No excessive axial vibrations should occur on either the crankshaft nor the upper part of the engine.
Crankshaft flange
298.908c
Fig. D9
Axial damper (detuner)
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D8
D.
Engine dynamics
D1.7
Hull vibration
The hull and accommodation area are susceptible to vibration caused by the propeller, machinery and sea conditions. Controlling hull vibration is achieved by a number of different means and may require fitting mass moment compensators, lateral stays, torsional damper and axial damper. Avoid ing disturbing hull vibration requires a close co operation between the propeller manufacturer, naval architect, shipyard and engine builder. To en able Wrtsil Switzerland Ltd to provide the most accurate information and advice on protecting the installation and vessel from the effects of plant vibration, please complete the order forms as given in section D3 and send it to the address given.
D9
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Engine dynamics
D1.8

Number of cylinders Engine power kW 5 21 000 6 25 200 7 29 400 8 33 600 9 37 800
Engine: Wrtsil RTA84T-D Rating R1: 4200 kW/cyl. at 76 rpm Massmoments / Forces Free forces F1V F1H
F2V
[kN] [kN] [kN] [kN] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm]
0 0 0 0 353 495 4771 27 0 0 0 0 2848 0 0 0 0 79 0 0 354 296 515 119 0 44 322 143 6 0 2 27 2905
0 0 0 0 0 0 3319 208 0 0 0 0 0 2034 0 0 0 0 0 100 0 206 931 922 0 0 0 100 122 15 0 0 2054
0 0 0 0 209 296 963 591 0 0 0 0 0 0 1475 0 0 0 0 0 211 60 1018 2620 184 26 0 8 14 43 42 6 1484
0 0 0 0 131 200 0 240 0 0 0 0 0 0 0 852 0 0 0 0 138 0 1485 1065 2625 0 11 0 2 0 62 22 863
0 0 0 0 359 547 1667 335 0 0 0 0 0 0 0 0 442 0 0 0 378 103 1791 1484 1019 1704 113 14 0 2 7 95 444
F4V External moments *1)

M1V
M1H M2V M4V Lateral H-moments MLH *2) *3) Order 1 Order 2 Order 3 Order 4 Order 5 Order 6 Order 7 Order 8 Order 9 Order 10 Order 11 Order 12 Lateral X-moments MLX *3) Order 1 Order 2 Order 3 Order 4 Order 5 Order 6 Order 7 Order 8 Order 9 Order 10 Order 11 Order 12 Torque variation (Synthesis value) Remarks:
*1) The external moments M1 and M2 are related to R1 speed. For other engine speeds the corresponding external moments are calculated with the relation: MRx = MR1 (nRx/nR1)2. No engine-fitted 2nd order balancer available. If reduction on M2v is needed, an external compensator has to be applied. *2) The resulting lateral guide force can be calculated as follows: FL = MLH 0.204 [kN].
*3) The values for other engine ratings are available on request.
Crankshaft type: forged. External forces and moments
Table D1
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D10
D.
Engine dynamics
D1.9
Summary of countermeasures for dynamic effects
The following tables indicate where special attention is to be given to dynamic effects and the counter measures required to reduce them. External mass moments
Number of cylinders 56 79
Remarks:
2nd order compensator balancing countermeasure is likely needed *1) balancing countermeasure is not relevant
*2) A C
*1) No engine-fitted 2nd order balancer available.

If reduction on M2v is needed, an external compensator has to be applied.
*2) Refer also to figure D3
Table D2 Countermeasures for external mass moments
Lateral and longitudinal rocking

Number of cylinders 5 6 7 8 9
Remarks:
Lateral stays A B C A B
Longitudinal stays B C C C C
A: The countermeasure indicated is needed. B: The countermeasure indicated may be needed and provision for the corresponding
countermeasure is recommended.
C: The countermeasure indicated is not needed.
Table D3 Countermeasures for lateral and longitudinal rocking
Torsional vibration & axial vibration Where installations incorporate PTO arrangements further investigation is required and Wrtsil Switzerland Ltd, Winterthur, should be contacted.
Number of cylinders Torsional vibrations Detailed calculations have to be carried out for every installation, countermeasures to be selected ac cordingly (shaft diameter, critical or barred speed range, flywheel, tuning wheel, damper). Axial vibrations An integrated axial damper is fitted as standard to reduce the axial vibration in the crankshaft. However, the effect of the coupled axial vibration to the propulsion shafting components should be checked by calculation.
59
Table D4 Countermeasures for torsional & axial vibration
D11
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Engine dynamics
D2
System dynamics
This kind of study should be requested at an early stage in the project if some special specification re garding speed deviation and recovery time, or any special speed and load setting programs have to be fulfilled. Wrtsil Switzerland Ltd would like to assist if you have any questions or problems relating to the dy namics of RTA engines. Please describe the situ ation and send or fax the completed relevant order form given in the next section D3. We will provide an answer as soon as possible.
A modern propulsion plant with the RTA engine may include a main-engine driven generator. This element is connected by clutches, gears, shafts and elastic couplings. Under transient conditions large perturbations, due to changing the operating point, loading or unloading generators, engaging or disengaging a clutch, cause instantaneous dy namic behaviour which weakens after a certain time (or transient). Usually the transfer from one operating point to another is supervised by a con trol system in order to allow the plant to adapt safely and rapidly to the new operating point (en gine speed control and propeller speed control). Simulation is an opportune method for analysing the dynamic behaviour of a system subject to large perturbations or transient conditions. Mathemat ical models of several system components such as clutches and couplings have been determined and programmed as library blocks to be used with a si mulation program. With this program it is possible to check, for example, if an elastic coupling will be overloaded during engine start, or to optimize a clutch coupling characteristic (engine speed be fore clutching, slipping time, etc.), or to adjust the speed control parameters.
D3
Order forms for vibration calculations and simulation

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

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

Minimum required data needed for provisional calculation.
Table D5
Vibration calculation form (ad-t1-tvc-marine-order-form)
D13
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Engine dynamics
D3.2
Testbed installation Torsional Vibration Calculation

Client Information
Project
Engine
Engine type: Engine power: Rotation: Flywheel inertia: clockwise kW anti-clockwise kgm2 Engine speed: Engine tuning (RT-flex): Front disc inertia: TV damper manufacturer: Details of the dynamic characteristics of TV damper to be enclosed if already known. Standard rpm DeltaTuning kgm2
TV damper type / designation:
Shafting Intermediate shaft diameter: Intermediate shaft UTS: mm N/mm2 Intermediate shaft length: Propeller shaft UTS: mm N/mm2
A drawing or sketch of the propulsion shafting should be enclosed. Water brake Type: Inertia of rotor with entr. water: Elasticity of brake shaft: PTO PTO-Gear Type: Manufacturer: Detailed drawings with the gearwheel inertias and gear ratios to be enclosed. PTO-Clutches/Elastic couplings The arrangement and the type of couplings to be enclosed. PT-Generator Manufacturer: Generator speed: Rotor inertia: rpm kgm2 If possible, drawing of generator shaft to be enclosed
Minimum required data needed for provisional calculation.
Manufacturer: kgm2 Drw.No.:
rad/Nm (between flange and rotor) Free end gear Camshaft gear
Service speed range:
rpm
Rotor mass:
kg
Table D6
Vibration calculation form (ad-t1-tvc-testbed-order-form)
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D14
D.
Engine dynamics
D3.3
Marine installation Coupled Axial Vibration Calculation

Client Information
Project
Engine
Engine type: Engine power: Rotation: Flywheel inertia: Front disc inertia: clockwise kW anti-clockwise kgm2 kgm2 Engine speed: Engine tuning (RT-flex): Flywheel mass: Front disc mass: TV damper manufacturer: Details of the dynamic characteristics of TV damper to be enclosed if already known. Standard rpm DeltaTuning kg kg
Shafting Intermediate shaft diameter: Intermediate shaft length: Intermediate shaft UTS: mm mm N/mm2 Propeller shaft diameter: Propeller shaft length: Propeller shaft UTS: mm mm N/mm2
If possible, a drawing or sketch of the propulsion shafting should be enclosed. In case the installation consists of a CP-Propeller, a detailed drawing of the oil-distribution shaft is needed Propeller Type: Diameter: Mean pitch: Inertia in air: Inertia with entr. water*: FP CP m m kgm2 kgm2 Expanded area blade ratio: Mass in air: Mass with entrained water: kg kg Number of blades: 4 5 6
*In case of a CP-Propeller, the inertia in water for full pitch has to be given and if possible, the inertia of the entrained water depending on the pitch to be enclosed. PTO PTO-Gear Type: Manufacturer: Detailed drawings with the gearwheel inertias and gear ratios to be enclosed. PTO-Clutches/Elastic couplings The arrangement and the type of couplings to be enclosed. PTO-Generator Manufacturer: Generator speed: Rotor inertia: rpm kgm2 If possible, drawing of generator shaft to be enclosed Table D7 Vibration calculation form (ad-t1-avc-marine-order-form) Rotor mass: kg Service speed range: rpm Free end gear (RTA) Tunnel gear Camshaft gear (RTA) Shaft generator
D15
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Engine dynamics
D3.4
Marine installation Bending Vibration & Alignment Calculation

Client Information
Project
Engine
Engine type: Engine power: Rotation: Flywheel inertia: Front disc inertia: clockwise kW anti-clockwise kgm2 kgm2 Engine speed: Engine tuning (RT-flex): Flywheel mass: Front disc mass: TV damper manufacturer: Details of the dynamic characteristics of TV damper to be enclosed if already known. Standard rpm DeltaTuning kg kg
Shafting Intermediate shaft diameter: Intermediate shaft length: Intermediate shaft UTS: mm mm N/mm2 Propeller shaft diameter: Propeller shaft length: Propeller shaft UTS: mm mm N/mm2
A drawing or sketch of the propulsion shafting should be enclosed. In case the installation consists of a CP-Propeller, a detailed drawing of the oil-distribution shaft is needed Propeller Type: Diameter: Mean pitch: Inertia in air: Inertia with entr. water*: PTO PTO-Gear Type: Manufacturer: Detailed drawings with the gearwheel inertias, masses and gear ratios to be enclosed. PTO-Clutches/Elastic couplings The arrangement and the type of couplings to be enclosed. PTO-Generator Manufacturer: Generator speed: Rotor inertia: Shaft bearings Type: Stiffness horizontal: Sterntube stiffn. horiz.: Table D8 N/m N/m Stiffness vertical: Sterntube stiffn. vertical: N/m N/m rpm kgm2 Rotor mass: Kg Service speed range: rpm Free end gear (RTA) FP CP m m kgm2 kgm2 Expanded area blade ratio: Mass in air: Mass with entrained water: Camshaft gear (RTA) kg kg Shaft generator Number of blades: 4 5 6
Tunnel gear
Vibration calculation form (ad-t1-bending&alignment-order-form)
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D16
E.
Auxiliary power generation
E1 E1.1
General information Introduction

The waste heat option is a practical proposition for high powered engines employed on long voyages. The electrical power required when loading and discharging cannot be met with a main-engine driven generator or with the waste heat recovery system, and for vessels employed on compara tively short voyages the waste heat system is not viable. Stand-by diesel generator sets (Wrtsil GenSets), burning heavy fuel oil or marine diesel oil, available for use in port, when manoeuvring or at anchor, provide the flexibility required when the main engine power cannot be utilised.
This chapter covers a number of auxiliary power arrangements for consideration. However, if your requirements are not fulfilled, please contact our representative or consult Wrtsil Switzerland Ltd, Winterthur, directly. Our aim is to provide flexibility in power management, reduce overall fuel con sumption and maintain uni-fuel operation. The sea load demand for refrigeration com pressors, engine and deck ancillaries, machinery space auxiliaries and hotel load can be met by using a main-engine driven generator, by a steamturbine driven generator utilising waste heat from the engine exhaust gas, or simply by auxiliary gen erator sets.
Exhaust gas econimiser
Ship service steam
Steam turbine
Ship service power
G
Power turbine
G G M/G
Aux. engine Aux. engine Aux. engine Aux. engine
Main engine
G G
F10.5321
Fig. E1
Heat recovery, typical system layout
E1
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Marine Installation Manual E.
Auxiliary power generation
E1.2
System description and layout
E3.2
PTO power and speed

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

Remark: *1) Higher powers on request
Before any decision can be made about installing a waste heat recovery system (see figure E1) the steam and electrical power available from the ex haust gas is to be established. For more information see chapter J winGTD the General Technical Data.
Table E1
PTO power and speed
Another alternative is a shaft generator.
E3
Power take off (PTO)
Main-engine driven generators are an attractive option when consideration is given to simplicity of operation and low maintenance costs. The gener ator is driven through a tunnel PTO gear with fre quency control provided by thyristor invertors or constant-speed gears. The tunnel gear is mounted at the intermediate propeller shaft. Positioning the PTO gear in that area of the ship depends upon the amount of space available.
E3.1
Arrangements of PTO
Figure E2 illustrates various arrangements for PTO with generator. If your particular requirements are not covered, please do not hesitate to contact our representative or Wrtsil Switzerland Ltd, Winterthur, directly.
T1
T
T2
T
T3
T1T3 Tunnel gear T Thyristor bridge
Controllable-pitch propeller Generator
F10.5231
Fig. E2
Tunnel PTO gear
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E2
F.
Ancillary systems
F1 F1.1
General information Introduction
Sizing engine ancillary systems, i.e. fresh water cooling, lubricating oil, fuel oil, etc., depends on the contract maximum engine power. If the expected system design is out of the scope of this manual please contact our representative or Wrtsil Switzerland Ltd, Winterthur, directly.
F1.2
Part-load data
The engine part-load data can be determined with the help of the winGTD-program which is available on request.
F1.3
Engine system data
The data contained in tables F1 to F3 are appli cable to the nominal maximum continuous rating (R1) of each five- to nine-cylinder engine. These data refer to engines with the following conditions/features: At design (tropical) conditions. ABB TPL turbochargers. Turbochargers lubricated from the engines lubricating system. This data is suitable for estimating the size of ancil lary equipment. Derating and part-load performance data can be obtained on request. The winGTD-program enables all engine and sys tem data at any Rx rating within the engine rating field to be obtained. However, for convenience or final confirmation when optimizing the plant, Wrtsil Switzerland Ltd provide a computerized calculation service. Please complete in full the questionnaire for en gine data on the next page to enable us to supply the necessary data.
F1
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Marine Installation Manual F.
Ancillary systems
F1.3.1
Questionnaire for engine data (winGTD, see section C7.2)
In order to obtain computerized engine performance data and optimized ancillary system data, please send completed copy of this questionnaire to: Wrtsil Switzerland Ltd, PO Box 414,
Dept. 7073, CH-8401 Winterthur, Switzerland.
or fax: Fax No. +41 52 212 49 17
Client specification
Company:
Name:
Address:
Department:
Country:
Telephone:
Telefax:
Telex:
E-mail:
Date of contact:
Project specification
Project number: Shipowner, country: Shipyard, country: Project manager: Wrtsil representative:
Engine specification
Number of cylinders: PTO: (see PTO options in table E1)
Max. PTO [kW] Constant-speed output: Speed [rpm]: 700 Yes 1000 1200 1200 1800 1500 No (continue to Rating point below)
1800

RTA84T-D
Yes No (continue to Rating point below)
Rating point (CMCR = Rx)
Power: Speed: kW
rpm
Cooling system specification

Conventional sea-water cooling with single-stage scavenge air cooler and separate HT circuit Central fresh water cooling with single-stage scavenge air cooler and separate HT circuit Central fresh water cooling with two-stage scavenge air cooler and separate HT circuit
Calculations are based on an operating mode according to propeller law and design (tropical) conditions.
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F2
F.
Ancillary systems
F1.3.2
Engine system data for conventional sea-water cooling system at nominal maximum continuous rating (R1)
Cooling with separate HT circuit
LT Lubricating oil cooler Scavenge air cooler (LT) Recirculation Inlet Outlet HT circuit Cylinder water cooler
Engines equipped with ABB TPL turbochargers

for Mitsubishi MET turbochargers use data from the winGTD program (see section C7.2).
F10.5314
General data Speed 76 rpm
Number of cylinders Engine power Number and type of turbochargers heat dissipation cooler in/out cooler in/out
kW kW m3/h C m3/h C C kW m3/h C kW m3/h C kg/h kW m3/h C m3/h C C kW m3/h C kW kg/h C kW
5 21 000 1 x TPL85-B15 3145 139 90.0/70.0 234 40.2/52.0 33.7 3145 163 73.0/90.0 7168 660 32.0/41.5 159768 2173 306 59.5/45.0 234 32.0/40.2 15.9 12487 894 32.0/44.3 6000 160942 301 183 25 12.1 300 m3/h 306 50 163 9.5 5.3 894 30 10.5 320 bar 5.6 8.4 3.0 7.0 5.0 2.2
6 25 200 2 x TPL80-B11 3573 158 90.0/70.0 271 40.4/52.0 33.6 3573 185 73.0/90.0 8768 660 32.0/43.7 191722 2589 355 59.8/45.0 271 32.0/40.4 16.0 14930 931 32.0/46.1 7200 193130 301 214 25 13.9 350 m3/h 355 60 185 11.3 6.3 931 30 12.0 360 bar 5.6 8.4 3.0 7.0 5.0 2.2
7 29 400 2 x TPL80-B12 4328 191 90.0/70.0 323 40.2/52.0 33.7 4328 225 73.0/90.0 10107 660 32.0/45.4 223675 3022 400 60.4/45.0 323 32.0/40.2 16.3 17456 983 32.0/47.6 8400 225318 301 244 25 15.8 390 m3/h 400 70 225 13.2 7.4 983 30 13.7 410 bar 5.6 8.4 3.0 7.0 5.0 2.2
8 33 600 2 x TPL85-B14 4798 212 90.0/70.0 364 40.4/52.0 33.6 4798 249 73.0/90.0 11671 1320 32.0/39.8 255629 3487 450 60.8/45.0 364 32.0/40.4 16.4 19956 1684 32.0/42.4 9600 257506 301 275 25 18.0 450 m3/h 450 80 249 15.1 8.4 1684 30 15.7 470 bar 5.6 8.4 3.0 7.0 5.0 2.2
9 37 800 2 x TPL85-B14 5549 245 90.0/70.0 416 40.3/52.0 33.7 5549 288 73.0/90.0 13016 1320 32.0/40.7 287582 3917 495 61.1/45.0 416 32.0/40.3 16.6 22482 1736 32.0/43.4 10800 289695 301 305 25 20.2 510 m3/h 495 90 288 17.0 9.5 1736 30 17.6 530 bar 5.6 8.4 3.0 7.0 5.0 2.2
Cylinder water cooler (HT) Fresh water flow (HT) Fresh water temperature Sea-water flow Sea-water temperature Mean log. temperature difference Cylinder cooling (HT) Fresh water flow (HT) Fresh water temperature Scavenge air cooler (LT) Sea-water flow (LT) Sea-water temperature Scavenge air
heat dissipation engine in/out heat dissipation cooler in/out mass flow
Lubricating oil cooler heat dissipation *1) Oil flow *1) Oil temperature cooler in/out Sea-water flow Sea-water temperature cooler in/out Mean log. temperature difference Sea-water cooling Sea-water flow Sea-water temperature Exhaust gas Mass flow Temperature after turbine Engine radiation Starting air *3) Bottle (2 units) Air compressor (2 units) at design pressure capacity each capacity each heat dissipation in/out heat dissipation *2)
bar m3 m3/h
Pump capacities / delivery head *4) Lubricating oil Crosshead lubricating oil High temperature circuit Fuel oil booster Fuel oil feed Sea-water
Remark:
*1) *2) *3) *4)
Excluding heat and oil flow for balancer, damper and PTO gear. Available heat for boiler with gas outlet temperature 170C and temperature drop 5C from turbine to boiler. For 12 starts and refilling time 1 hour, when Jrel = 2.0 (see section F2.5). Pressure difference across pump (final delivery head must be according to the actual piping layout).
Table F1 R1 data for conventional sea-water cooling system with single-stage SAC and separate HT circuit
F3
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Ancillary systems
F1.3.3
Engine system data for central fresh water cooling system (single-stage) at nominal maximum continuous rating (R1)
LT Lubricating oil cooler Scavenge air cooler (LT) Central cooler Inlet Outlet Recirculation HT circuit Cylinder water cooler
Engine equipped with ABB TPL turbochargers

for Mitsubishi turbochargers use data from the winGTD program (see chapter C).
F10.1907
kW
5 21 000 1 x TPL85-B15 3130 138 90.0/70.0 188 46.0/60.5 26.7 3130 162 73.0/90.0 7192 220 36.0/64.3 159768 2165 306 59.4/45.0 188 36.0/46.0 11.1 12487 408 62.5/36.0 548 32.0/52.0 6.8 6000 160942 301 183 25 12.1 300 m3h 306 50 162 408 9.5 5.3 548 30 10.5 320 bar 5.6 8.4 3.0 2.2 7.0 5.0 2.2
6 25 200 2 x TPL80-B11 3590 158 90.0/70.0 225 46.0/59.8 27.0 3590 186 73.0/90.0 8741 440 36.0/53.2 191722 2599 355 59.9/45.0 225 36.0/46.0 11.3 14930 665 55.4/36.0 655 32.0/52.0 3.7 7200 193130 301 214 25 13.9 350 m3h 355 60 186 665 11.3 6.3 655 30 12.0 360 bar 5.6 8.4 3.0 2.2 7.0 5.0 2.2
7 29 400 2 x TPL80-B12 4325 191 90.0/70.0 262 46.0/60.3 26.7 4325 224 73.0/90.0 10111 440 36.0/55.9 223675 3020 400 60.4/45.0 262 36.0/46.0 11.5 17457 702 57.6/36.0 766 32.0/52.0 4.7 8400 225318 301 244 25 15.8 390 m3h 400 70 224 702 13.2 7.4 766 30 13.7 410 bar 5.6 8.4 3.0 2.2 7.0 5.0 2.2
8 33 600 2 x TPL85-B14 4815 212 90.0/70.0 303 46.0/59.8 27.0 4815 250 73.0/90.0 11645 440 36.0/58.9 255629 3496 450 60.8/45.0 303 36.0/46.0 11.7 19956 743 59.3/36.0 876 32.0/52.0 5.5 9600 257506 301 275 25 18.0 450 m3h 450 80 250 743 15.1 8.4 876 30 15.7 470 bar 5.6 8.4 3.0 2.2 7.0 5.0 2.2
9 37 800 2 x TPL85-B14 5545 244 90.0/70.0 339 46.0/60.2 26.8 5545 288 73.0/90.0 13024 440 36.0/61.6 287582 3914 495 61.1/45.0 339 36.0/46.0 11.8 22482 779 61.0/36.0 987 32.0/52.0 6.2 10800 289695 301 305 25 20.2 510 m3h 495 90 288 779 17.0 9.5 987 30 17.6 530 bar 5.6 8.4 3.0 2.2 7.0 5.0 2.2
Cylinder water cooler (HT) Fresh water flow (HT) Fresh water temperature Fresh water flow (LT) Fresh water temperature (LT) Mean log. temperature difference Cylinder cooling (HT) Fresh water flow Fresh water temperature Scavenge air cooler (LT) Fresh water flow (LT) Fresh water temperature Scavenge air
kW m3/h C m3/h C C kW m3/h C kW m3/h C kg/h kW m3/h C m3/h C C kW m3/h C m3/h C C kW kg/h C kW
heat dissipation engine in/out heat dissipation cooler in/out mass flow
Lubricating oil cooler heat dissipation *1) Oil flow *1) Oil temperature cooler in/out Fresh water flow Fresh water temperature cooler in/out Mean log. temperature difference Central cooler Fresh water flow (LT) Fresh water temperature Sea-water flow Sea-water temperature Mean log. temperature difference Exhaust gas Mass flow Temperature after turbine Engine radiation Starting air *3) Bottle (2 units) Air compressor (2 units) at design pressure capacity each capacity each heat dissipation cooler in/out cooler in/out
heat dissipation *2)
bar m3 m3/h
Pump capacities / delivery head *4) Lubricating oil Crosshead lubricating oil High temperature circuit (cylinder cooling) Low temperature circuit Fuel oil booster Fuel oil feed Sea-water
Remark:
*1) *2) *3) *4)
Excluding heat and oil flow for balancer, damper and PTO gear.
Available heat for boiler with gas outlet temperature 170C and temperature drop 5C from turbine to boiler.
For 12 starts and refilling time 1 hour, when Jrel = 2.0 (see section F2.5).
Pressure difference across pump (final delivery head must be according to the actual piping layout).
Table F2 R1 data for central fresh water cooling system with single-stage SAC and separate HT circuit
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F4
F.
Ancillary systems
F1.3.4
Engine system data for central fresh water cooling system (two-stage) at nominal maximum continuous rating (R1)
LT Lubricating oil cooler Scavenge air cooler (LT) Central cooler Inlet Outlet Recirculation HT circuit Cyl. water cooler and SAC (HT)
Engine equipped with ABB TPL turbochargers

for Mitsubishi turbochargers use data from the winGTD program (see chapter C).
F10.1907
kW
5 21 000 1 x TPL85-B15 7173 246 94.8/69.1 186 46.0/79.5 19.0 3092 160 73.0/90.0 4081 110 69.1/101.9 3170 220 36.0/48.5 159768 2144 306 59.3/45.0 186 36.0/46.0 11.0 12487 406 62.7/36.0 548 32.0/52.0 6.8 6000 160942 301 183 25 12.1 300 m3h 306 50 270 406 9.5 5.3 548 30 10.5 320 bar 5.6 8.4 3.0 2.2 7.0 5.0 2.2
6 25 200 2 x TPL80-B11 8770 376 90.5/69.9 222 46.0/80.2 16.2 3534 183 73.0/90.0 5236 220 69.9/90.9 3592 200 36.0/51.6 191722 2568 355 59.7/45.0 222 36.0/46.0 11.2 14930 422 66.6/36.0 655 32.0/52.0 8.2 7200 193130 301 214 25 13.9 350 m3h 355 60 403 422 11.3 6.3 655 30 12.0 360 bar 5.6 8.4 3.0 2.2 7.0 5.0 2.2
7 29 400 2 x TPL80-B12 9970 409 91.3/69.8 259 46.0/79.3 17.2 4278 222 73.0/90.0 5691 220 69.8/92.6 4493 200 36.0/55.5 223675 2994 400 60.2/45.0 259 36.0/46.0 11.4 17457 459 68.9/36.0 766 32.0/52.0 9.0 8400 225318 301 244 25 15.8 390 m3h 400 70 442 459 13.2 7.4 766 30 13.7 410 bar 5.6 8.4 3.0 2.2 7.0 5.0 2.2
8 33 600 2 x TPL85-B14 11921 429 93.9/69.3 299 46.0/80.6 17.8 4731 245 73.0/90.0 7191 220 69.3/98.1 4586 440 36.0/45.0 255629 3449 450 60.6/45.0 299 36.0/46.0 11.6 19956 739 59.4/36.0 876 32.0/52.0 5.5 9600 257506 301 275 25 18.0 450 m3h 450 80 465 739 15.1 8.4 876 30 15.7 470 bar 5.6 8.4 3.0 2.2 7.0 5.0 2.2
9 37 800 2 x TPL85-B14 13180 461 94.4/69.2 335 46.0/80.1 18.4 5461 283 73.0/90.0 7719 220 69.2/100.2 5435 440 36.0/46.7 287582 3868 495 60.9/45.0 335 36.0/46.0 11.7 22483 775 61.1/36.0 987 32.0/52.0 6.2 10800 289695 301 305 25 20.2 510 m3h 495 90 503 775 17.0 9.5 987 30 17.6 530 bar 5.6 8.4 3.0 2.2 7.0 5.0 2.2
Cylinder water cooler (HT) Fresh water flow (HT) Fresh water temperature Fresh water flow (LT) Fresh water temperature (LT) Mean log. temperature difference Cylinder cooling (HT) Fresh water flow Fresh water temperature Scavenge air cooler (HT) Fresh water flow (HT) Fresh water temperature Scavenge air cooler (LT) Fresh water flow (LT) Fresh water temperature Scavenge air
kW m3/h C m3/h C C kW m3/h C kW m3/h C kW m3/h C kg/h kW m3/h C m3/h C C kW m3/h C m3/h C C kW kg/h C kW
heat dissipation engine in/out heat dissipation cooler in/out heat dissipation cooler in/out mass flow
Lubricating oil cooler heat dissipation *1) Oil flow *1) Oil temperature cooler in/out Fresh water flow Fresh water temperature cooler in/out Mean log. temperature difference Central cooler Fresh water flow (LT) Fresh water temperature Sea-water flow Sea-water temperature Mean log. temperature difference Exhaust gas Mass flow Temperature after turbine Engine radiation Starting air *3) Bottle (2 units) Air compressor (2 units) at design pressure capacity each capacity each heat dissipation cooler in/out cooler in/out
heat dissipation *2)
bar m3 m3/h
Pump capacities / delivery head *4) Lubricating oil Crosshead lubricating oil High temperature circuit (cylinder cooling) Low temperature circuit Fuel oil booster Fuel oil feed Sea-water
Remark:
*1) *4): see remarks of table F2
Table F3
R1 data for central fresh water cooling system with two-stage SAC and separate HT circuit
F5
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F2 F2.1
Piping systems Introduction F2.2.1 Conventional sea-water cooling system
All pipework systems and fittings are to conform to the requirements laid down by the legislative coun cil of the vessels country of registration and the classification society selected by the owners. They are to be designed and installed to accommodate the quantities, velocities, flow rates and contents identified in this manual, set to work in accordance with the build specification as approved by the classification society and protected at all times from ingress of foreign bodies. All pipework sys tems are to be flushed and proved clean prior to commissioning. Note: The pipe connections on the engine are sup plied with blind mating flanges, except for the turbocharger exhaust gas outlet. Screw con nections are supplied complete.
Figure F1 is a schematic layout of a conventional sea-water cooling system. Two pumps, one run ning and one on stand-by, circulate sea-water from the high or low sea chest suctions through the lubri cating oil and cylinder cooling water coolers being placed in series, and the scavenge air cooler which is arranged in parallel to the former named ones. A temperature regulating valve controls recircula tion and overboard discharge. Table F1 comprises the sea-water cooling system data.
F2.2
Cooling water and pre-heating systems
The cooling system of the RTA84T-D engine runs on either one of the following standard layouts: Conventional sea-water cooling system with single-stage scavenge air cooler and separate HT circuit, see fig. F1. Central fresh water cooling system with single-stage scavenge air cooler and separate HT circuit, see fig. F2. Central fresh water cooling system with twostage scavenge air cooler and separate HT cir cuit, see fig. F3.
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F6
F.
Ancillary systems
Remarks: Note:

345.936b
Fig. F1
Conventional sea-water cooling system
F7
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Remarks:
345.936b
Number of cylinders
Main engine RTA84T-D RT A84T-D (R1)
5 21 000
6 25 200
7 29 400 76
8 33 600
9 37 800
power speed A B C D E
kW rpm DN DN DN DN DN
Nominal pipe diameter

All pipe diameters are valid for R1-rated engines and laid out for flows given in section F1.3 Engine system data.
For pipe diameters if Rx-rated pump capacities capacities
are used, please refer to section F4 Pipe size and flow details
400 400 200 300
400 400 200 300
400 400 250 300
500 500 250 450
500 500 250 450
according to plants requirement
Table F4
Conventional sea-water cooling system data
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F8
F.
Ancillary systems
F2.2.1.1
Conventional sea-water cooling system components
F2.2.2
Central fresh water cooling system
Sea-water strainer Simplex or duplex to be fitted at each sea chest and arranged to enable manual cleaning with out interrupting flow. The strainer perforations are to be sized (not more than 6 mm) to pre vent passage of large particles and debris damaging the pumps and impairing heat transfer across the coolers. Sea-water pump Pump type: centrifugal Pump capacity: refer to table F1, the given sea-water flow capacity covers the need of the engine only and is to be within a tol erance of 0 to +10%. Delivery head: the final delivery head is determined by the layout of the system and is to ensure that the inlet pressure to the scavenge air coolers is within the range of the summarized data in table C5. Scavenge air cooler Cooler type: tubular Cooling medium: sea-water Cooled medium: scavenge air Heat dissipation: refer to table F1 Sea-water flow: refer to table F1 and C1 Temperatures: refer to table F1 Temperature control The sea-water system is to be capable of maintaining the inlet temperature to the scav enge air cooler at 25C minimum to 32C maximum and for all sea-water temperatures below 25C by recirculation and the use of an automatic temperature control valve. The whole sea-water flow delivered by the sea water pumps must be re-collected at one point be fore the automatic temperature control valve. No large consumers must have their sea-water outlet discharged directly overboard.
The central cooling system comprises a high temperature fresh water circuit for the cylinder cooler, a low temperature fresh water circuit for the scavenge air cooler, lubricating oil cooler and a sea water line for the central cooler(s) as shown in figure F2. It reduces the amount of sea-water pipework and its attendant problems and provides for improved cooling control. Optimizing central fresh water cooling results in lower overall running costs when compared with the conventional sea-water cooling system. As the cylinder cooling water system of the RTA84T-D engine is pressurized, both high- and low-temperature circuits must be totally separated. This means that the high temperature circuit has its own cooler: the cylinder cooler. The cooling medium for this cooler is, however, fresh water from the low temperature circuit. 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 (see figure F3) is applied for further waste recovery. In this arrangement the high tem perature stack of the scavenge air cooler is ar ranged in parallel to the cylinder cooling system. For more information please contact Wrtsil Switzerland Ltd, Winterthur.
F9
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Ancillary systems
Remarks:
Note:
345.881a
Fig. F2
Central fresh water cooling system: layout for single-stage scavenge air cooler
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F10
F.
Ancillary systems
Remarks:
345.881a
Number of cylinders
Main engine RTA84T-D (R1)
5 21 000
6 25 200
7 29 400 76 1.3
8 33 600
9 37 800
power speed p cap.
kW rpm bar m3 m3 m3 m3 DN DN DN DN DN DN DN DN DN
Pressure drop across the engine Buffer unit for HT circuit Cylinder cooling water feed tank (singly) CCW feed and drain tank (combined) Cooling water expansion tank (LT) Nominal pipe diameter min. min.
0.8 1.5 5
0.8 1.5 5
1.2 1.5 7
1.2 1.5 7
1.2 1.5 7
cap. cap. cap. A B C
depending on ancillary plants 300 250 200 200 150 150 65 25 65 300 300 250 200 200 150 80 25 65 350 350 250 200 200 200 80 25 65 350 350 250 200 200 200 80 25 80 400 350 250 250 200 200 100 25 80
All pipe diameters are valid for R1-rated engines and laid out for flows given in section F1.3 Engine system data. For pipe diameters if Rx-rated pump capacities are used, please refer to section F4 Pipe size and flow details
D E F G H I
Table F5
Central fresh water cooling system: data to layout for single-stage scavenge air cooler
F11
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Remarks:

345.882a
Note:
Fig. F3
Central fresh water cooling system: layout for two-stage scavenge air cooler
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F12
F.
Ancillary systems
Remarks:
345.882a
Number of cylinders
power
5
21 000
6
25 200
7
29 400 76 1.3
8
33 600
9
37 800
kW rpm bar m3 m3 m3 m3 DN DN DN DN DN DN DN DN DN DN DN
speed Pressure drop across the engine Buffer unit for HT circuit Cylinder cooling water feed tank (singly) CCW feed and drain tank (combined) Cooling water expansion tank (LT) Nominal pipe diameter min. min. p cap. cap. cap. cap. A B C D
All pipe diameters are valid for R1-rated engines and laid out for flows given in section F1.3 Engine system data. For pipe diameters if Rx-rated pump capacities are used, please refer to section F4 Pipe size and flow details
0.8 1.5 5
0.8 1.5 5
1.2 1.5 7
1.2 1.5 7
1.2 1.5 7
depending on ancillary plants 300 250 200 200 200 200 65 25 65 125 150 300 250 200 200 250 250 80 25 65 200 150 350 250 200 200 250 250 80 25 65 200 200 350 350 250 200 250 250 80 25 80 200 200 400 350 250 250 300 250 100 25 80 200 200
E F G H I J K
Table F6
Central fresh water cooling system: data to layout for two-stage scavenge air cooler
F13
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Ancillary systems
F2.2.2.1
Central fresh water cooling system components
The following description of the components refers to figure F2 (central fresh water cooling system with single-stage scavenge air cooler). Low-temperature circuit: Sea-water strainer (pos. 004) Simplex or duplex to be fitted at each sea chest and arranged to enable manual cleaning with out interrupting flow. The strainer perforations are to be sized (not more than 6 mm) to pre vent passage of large particles and debris damaging the pumps and impairing heat transfer across the coolers. Sea-water pump (pos. 006) Pump type: centrifugal Pump capacity: refer to table F2, the given sea-water flow capacity covers the need of the engine only and is to be within a tol erance of 0 to +10%. Delivery head: the final delivery head is determined by the layout of the system and is to ensure that the inlet pressure to the scavenge air coolers is within the range of the summarized data in table C5. Temperature control (pos. 008) The central fresh water cooling system is to be capable of maintaining the inlet temperature to the scavenge air cooler at 25C minimum to 36C maximum and for all sea-water tempera tures to a maximum of 32C by recirculation and the use of an automatic temperature control valve.
Central cooler (pos. 007) Cooler type: plate or tubular Cooling medium: sea-water Cooled medium: fresh water Heat dissipation: refer to table F2 Margin for fouling: 10 to 15% to be added Fresh water flow: refer to table F2 Sea-water flow: refer to table F2 Temperatures: refer to table F2 Fresh water pumps for LT circuit (pos. 010) Pump type: centrifugal Pump capacity: refer to table F2 The given capacity of fresh water flow covers the need of the engine only and is to be within a tolerance of 0% to +10%. Delivery head: the final delivery head is determined by the layout of the system and is to ensure that the inlet pressure to the scavenge air coolers is within the range of the summarized data . Scavenge air cooler Cooler type: tubular Cooling medium: fresh water Cooled medium: scavenge air Heat dissipation: refer to table F2 fresh water design flow: refer to table C1. Temperatures: refer to table F2
High-temperature circuit: For the layout of the high-temperature circuit refer to section F2.2.3 Cylinder cooling water system.
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F14
F.
Ancillary systems
Remarks:

245.419b
Fig. F4
Central cooling water system expansion tank (LT circuit)
F15
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Ancillary systems
F2.2.3
Cylinder cooling water system (HT circuit)

As usual, a constant preset water temperature at the engine outlet is maintained by means of an au tomatic temperature controlled three-way valve (004). The cooling medium of the cylinder water cooler is either sea-water, or fresh water if a central cooling system is applied. Table F7 comprises the cylinder cooling water sys tem data.
Integrated power-dependent liner cooling (IPDLC) is provided to avoid liner corrosion over the engine operating load range. At the engine inlet, the cool ing water flow is divided into a primary flow for liner cooling and a secondary flow which bypasses the liner and is then recombined with the primary flow for cooling the cylinder head. The water flow dis tribution in each circuit is dependent upon the en gine power. In addition, a small quantity of water is continuously supplied from the cooling water pumps directly to the engine liner inlet, bypassing the fresh water generator and the water cooler. This uncooled water flow amounts to about 15 per cent of the capacity of the main jacket water pump. An integrated power-dependent liner cooling is an integral part of the engine delivery. The cylinder cooling system as shown in figure F5 is pressurized to avoid vapour formation as the cy linder cooling water has higher maximum tempera tures in the liner than with conventional engine cooling systems. A buffer unit (012) under constant and controlled pressure maintains a static water pressure at the inlet to the cylinder cooling water pumps (002). In this way, the required pressure at the engine inlet (1a) is obtained without the need for cooling water pumps with larger delivery head than with conven tional cooling systems. With this arrangement, a header tank, placed above the engine, is no longer necessary. The buffer unit (012) can be placed just above the cooling water pumps. A supply pump (014), automatically controlled by the minimum water level in the buffer unit (012), re places the leakage water losses. Downstream of the main cooling water pumps (002) and the heater (006), a part of cooling water is branched off to the engine liner inlet (1b), by passing the fresh water generator (010) and the water cooler (005).
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F16
F.
Ancillary systems
Remarks:
345.938a
Note:
Fig. F5
Cylinder cooling water system
F17
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Ancillary systems
Remarks: 345.938a
Number of cylinders
Main engine RTA84T-D RTA84T-D (R1)
5 21 000
6 25 200
7 29 400 76 1.3
8 33 600
9 37 800
power speed p cap.
kW rpm bar m3 m3 m3 DN DN DN DN DN
Pressure drop across the engine Buffer unit for HT circuit Cylinder cooling water feed tank (singly) CCW feed and drain tank (combined) Nominal pipe diameter
All pipe diameters are valid for R1-rated engines and laid out for flows given in section F1.3 Engine system data. For pipe diameters if Rx-rated pump capacities are used, please refer to section F4 Pipe size and flow details.
0.8 1.5 5 200 150 65 25 65
0.8 1.5 5 200 150 80 25 65
1.2 1.5 7 200 200 80 25 65
1.2 1.5 7 200 200 80 25 80
1.2 1.5 7 200 200 100 25 80
min. min.
cap. cap. A B C D E
Table F7
Cylinder cooling water system data
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F18
F.
Ancillary systems
F2.2.3.1
Cylinder cooling water system components

system remains pressurized thus avoiding va pour formation in the system. The initial filling of the buffer unit should be just above the low level alarm, i.e. at approx. 30% of its total capacity. The large air cushion, available in the buffer unit can so partly com pensate the expansion or contraction of the water volume without bringing the control air pressure unit into operation. In this way, con tinuous operation of this unit is avoided. Fig ure F6 shows, as example only, a possible de sign for the buffer unit. The final design must meet the requirements of the concerned clas sification societies. The working pressure indi cated on this figure can vary, depending on the location of the main water pumps with regard to the engine cooling water inlet. The recom mended buffer unit capacities for the RTA84T-D are indicated in figure F6. The buffer unit contains the following main equip ment: A control air pressure unit (DN15, pres sure range adjustable 35 bar), which re duces the supply air pressure (7 bar, fil tered air) to the required static pressure and automatically maintains it constant. A solenoid valve, fitted upstream of the control air pressure unit, interlocks the air inlet with the min. water level in the buffer unit. A relief valve DN25, adjusted to approx. 5.5 bar. High and low level switch to control the supply pump. The low level switch is set at approx. 35% of the total content of the buffer unit. The difference between the high and low level should correspond to a volume of approx. 150 l. Low and high level alarm. The low level is set at approx. 30% of the total capacity of the buffer unit.
Cylinder cooling water pump The values for the delivery head and capacity required for selection of the centrifugal pumps for the cylinder cooling water system (one on stand-by) are given in tables F1 to F3. The delivery head has to be determined according to the total pressure losses (resistance) of the actual arrangement of the piping installation, as for a non-pressurized system. The system pressure (pei) at the engine inlet will be:
pei p p p st d p h [bar] 10.2
where :
pp : pump delivery head [bar] pst: static pressure at pump inlet [bar] dp: pressure losses [bar] between pump outlet and engine inlet h : height difference [m] between pump outlet and engine inlet. The pressure (pei), related to liner top, has to be: Minimum = 4.5 bar
Maximum = 5.5 bar
A centrifugal pump with a steep head/capacity curve is to be given preference. As opposed to a flat head/capacity curve, a steep head/capacity curve results in smaller variation in flow capacity when the head varies. The differential pressure at the pump varies markedly with the flow capacity, so that the reading of the pump pressure gauges give relatively accurate indication of the actual flow. Buffer unit (012) The required static water pressure at the pump inlet is obtained by the use of a buffer unit shown in in figure F6 which an air cushion with constant and controlled pressure is main tained. The buffer unit acts as volume-com pensating device, the water volume can ex pand or contract without altering the system pressure. In case the cooling water pumps should stop due to power failure, the cooling
F19
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Ancillary systems
The compensation pipe should be led by the shortest route close to the pump suction. With the buffer unit close to the cooling water pumps, a module including all main compo nents of the cooling system can easily be real ized. The pipe sizes and tank capacities are given in table F7. Cylinder water cooler (005) Cooler type: tubular or plate Heat dissipation: refer to tables F1 to F3. Margin for fouling: 10% to 15% to be added Flow rates: refer to tables F1 to F3. Temperature ranges: refer to tables F1 to F3. The cylinder cooler should be selected to re move the total heat transferred from the en gine to the cooling water, whatever the capac ity of the freshwater generator may be. To determine the cooler capacity, please refer to heat dissipation in tables F1 to F3. Supply pump (014) A positive displacement supply pump (014) with a capacity of 0.5 m3/h, 7 bar, is provided to replace the leakage water losses in the cyl inder cooling water system. This pump is auto matically controlled by the water level in the buffer unit (012) as described under paragraph headed Buffer unit. It would be also advisable to monitor the running period of the supply pump. A monitoring of the pump running pe riod will warn when the running period exceeds a preset value, indicating unusual water losses in the system. Spare parts for the supply pump must be available according to classification societies requirements.
Automatic temperature control valve Electric or electro/pneumatic actuated threeway type (butterfly valves are not adequate) having a linear characteristic. Design pressure: 10 bar Test pressure: refer to the specification laid down by the classification society. Pressure drop across valve: max. 0.5 bar Controller: proportional plus integral (PI); also known as proportional plus reset for steady state error of max. 2C and transient condition error of max. 4C. Temperature sensor: according to the control valve manufac turers specification fitted in the engine outlet pipe. Air vent pipe Releases air gas mixtures from the cylinder cooling water through the automatic float vent valve into the cylinder cooling water feed and drain tank.
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F20
F.
Ancillary systems
245.626a
Fig. F6
Buffer unit for cylinder cooling water system
F21
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Ancillary systems
F2.2.4
General recommendations for design F2.2.4.1 Cooling water treatment
The number of valves in the system is to be kept to a minimum in order to reduce the risk of incorrect setting. Valves are to be locked in the set position and la belled to eliminate incorrect handling. The possibility of manual interference of the cool ing water flow in the various branches of the cylin der cooling water system is to be avoided by instal ling and setting throttling discs at the commis sioning stage and not by adjusting the valves. Under normal operation of the cylinder cooling water system the pump delivery head and the total flow rate are to remain constant even when the fresh water generator is started up or shut down. The cylinder cooling water system is to be totally separated from steam systems. Under no circum stances are there to be any possibilities of steam entering the cylinder cooling water system, e.g. via a fresh water generator. The installation of equipment affecting the con trolled temperature of the cylinder cooling water is to be examined carefully before being added. Un controlled increases or decreases in cylinder cool ing water temperature may lead to thermal shock of the engine components and scuffing of the pis tons. Thermal shock is to be avoided and the tem perature gradient of the cooling water when start ing and shutting down additional equipment is not to exceed two degrees per minute at the engine inlet. The design pressure and temperature of all the component pipes, valves, expansion tank, fittings, etc., are to meet the requirements of the classifica tion society.
Correct treatment of the cooling fresh water is es sential for safe engine operation. Only totally de mineralized water or condensate must be used. In the event of an emergency tap water may be used for a limited period but afterwards the entire cylin der cooling water system is to be drained off, flushed, and recharged with demineralized water. Recommended parameters for raw water pH 8 to 10 Hardness 310gH (5.417.9fH) *1) Total chlorides and sulphates max 100 mg/l
*1) In case of higher values the water is to be softened. In addition, the water used must be treated with a suitable corrosion inhibitor to prevent corrosive at tack, sludge formation and scale deposits, refer to the chemical supply companies for details. Moni toring the level of the corrosion inhibitor and water softness is very important to prevent down-times due to component failures resulting from corrosion or impaired heat transfer. No internally galvanized steel pipes should be used in connection with treated fresh water, since most corrosion inhibitors have a nitrite base. Nitrites attack the zinc lining of galvanized piping and create sludge.
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F22
F.
Ancillary systems
F2.2.5
Fresh water generator

It is important that the bypass with valve (08) has the same pressure drop as the freshwater gener ator. This must be open when the freshwater generator is not in operation and closed when the freshwater generator is operating. To avoid wrong manipula tion we recommend to interlock valves 07 and 08. Figures F7 and F8 Freshwater generator installa tion alternative provide two systems designed to utilize in A up to 50 per cent of available heat and B up to 85 per cent of available heat. Alternative A Freshwater generators with an evaporator heat re quirement not in excess of 50 per cent of the heat available to be dissipated from the cylinder cooling water at full load (CMCR) and only for use at en gine loads above 50 per cent, can be connected in series as shown in figure F7. The throttling disc (06) serves to correct the water flow rate if the pres sure drop in the cooling circuit is less than that in the freshwater generator circuit. It is to be adjusted so that the cylinder cooling water pressure at the engine inlet is maintained within the pressure range of the summarized data in table C5 when the freshwater generator is started up and shut down.
A freshwater generator, utilizing heat from the cyl inder cooling system to distil sea-water, can be used to meet the demand for washing and potable water. The capacity of the freshwater generator is limited by the amount of heat available which in turn is dependant on the service power rating of the engine. It is important at the design stage to ensure there are sufficient safeguards to protect the main engine from thermal shock when the freshwater generator is started. To reduce such risk, the use of valves, e.g., butterfly valves at the freshwater generator inlet and in the bypass line, which are linked and actuated with a large reduction ratio, will be of advantage. The following installations are given as examples and we recommend that the freshwater generator valves (07 and 08) be oper ated by progressive servomotors and a warning sign be displayed on the freshwater generator to remind engine-room personnel of the possibilities of thermal shocking if automatic start up is over ridden. WARNING!
Avoid thermal shock to your main engine.
The fresh water generator inlet and outlet
valves to be opened and closed slowly and
progressively.
01 Main engine 02 Cylinder cooling water pump 03 Cylinder cooling water cooler 04 Automatic temperature control valve 05 Freshwater generator 06 Throttling disc 07 Freshwater valves 08 Freshwater generator by-pass valve
F10.2051
Fig. F7
Fresh water generator installation alternative A
F23
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Ancillary systems
Alternative B A freshwater generator with an evaporator heat re quirement not in excess of 85 per cent of the heat available to be dissipated from the cylinder cooling water at full load (CMCR), can be connected in series as shown in figure F8 . This arrangement re quires the provision of an additional automatic temperature control valve (04A) connected in cas cade control with the cylinder cooling water cooler temperature control valve (04B), and controlled by the step controller (09) sensing the outlet cylinder cooling water temperature from the engine. If the engine cylinder cooling water outlet temperature is falling below the set point, the valve (04A) reduces the flow of cylinder cooling water to the freshwater generator to compensate. A part of the cylinder cooling water is then routed directly to the engine inlet connection until the normal temperature is at tained. This means that the freshwater generator can be kept in continuous operation, although the generated fresh water volume decreases due to the reduced flow of hot water to the evaporator When the freshwater generator cannot dissipate all the heat in the cylinder cooling water, the valve (04A) is fully opened across connections 1 and 2 and a valve travel limit switch changes the regula tion of the cylinder cooling water temperature to temperature control valve (04B). This in turn passes water to the cylinder cooling water cooler (03) to maintain the engine cylinder water outlet at the required temperature. If in this condition the en gine cylinder cooling water temperature falls below the set point and the cooler (03) is fully bypassed, the valve (04B) is fully opened across connections 1 and 3 and a valve travel limit switch transfers re gulation of the cylinder cooling water temperature back to temperature control valve (04A). As an alternative to a single step controller (09) two controllers can be installed, one for each valve, making sure that there is a 3C difference in the set point between (04A) and (04B) to avoid both con trollers acting at the same time.
01 Main engine 02 Cylinder cooling water pump 03 Cylinder cooling water cooler 04 Automatic temperature control valve 05 Freshwater generator 06 Throttling disc 07 Freshwater valves 08 Freshwater generator by-pass valve 09 Controller
F10.2050
Fig. F8
Fresh water generator installation alternative B
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Ancillary systems
The quantity of fresh water (FW) produced by a single-effect vacuum (flash) evaporator can be estimated for guidance purposes as follows:
FW produced in tday 32 10 3 Q FW
F2.2.6
Pre-heating
where QFW is the available heat in kW from the cyl inder cooling water, estimated from the derating table in section F1.3. Example for alternative A 7RTA84T-D R1 specification of 29 400 kW at 76 rpm fitted with central cooling system and single-stage scavenge air cooler. The available heat (from table F2) is 4325 kW. Alternative A utilizes up to 50 per cent of the available heat therefore there is 2162 kW of heat available. Sub stitute this value in the equation: FW produced in t/day = constant available heat
FW produced in tday 32 103 2162
To prevent corrosive liner wear when not in service or during short stays in port, it is important that the main engine is kept warm. Warming-through can be provided by a dedicated heater as shown in fig ure F2 Central fresh water cooling system, using boiler raised steam or hot water from the diesel auxiliaries, or by direct circulation from the diesel auxiliaries. If the main cylinder water pump is to be used to circulate water through the engine during warming up, the heater is to be arranged parallel with the cylinder water system and on / off control provided by a dedicated temperature sensor on the cylinder water outlet from the engine. The flow through the heater is set by throttling discs, and not by valves, to assure flow through the heater. If the requirement is for a separate pre-heating pump, a small unit of 5 % or 10 % of the main pump capacity and an additional non-return valve be tween the cylinder cooling water pump and the heater are to be installed (please compare the va lues of pos 015 in tables F5 and F6). In addition, the pumps are to be electrically interlocked to prevent two pumps running at the same time. Before starting and operating the engine, a tem perature of 60C at the cylinder cooling water outlet of the main engine is recommended. If the engine is to be started below the recommended temperature, engine power is not to exceed 80 per cent of CMCR until the water temperature has re ached 60C. To estimate the heater power capacity required to achieve 60C, the heating-up time and the engine ambient temperature are the most important para meters. They are plotted on the graph shown in fig ure F9 to arrive at the required capacity per cylin der; this figure is multiplied by the number of cylinders to give the total heater capacity required.
FW produced in t/day = 69 Example for alternative B 7RTA84T-D R1 specification of 29 400 kW at 76 rpm fitted with central cooling system and single-stage scavenge air cooler. The available heat (from table F2) is 4270 kW. Alternative B utilizes up to 85 per cent of the available heat therefore there is 3629 kW of heat available. Sub stitute this value in the equation: FW produced in t/day = constant available heat
FW produced in tday 32 103 3629
FW produced in t/day = 116 Note: The indicated values for evaporator heat require ment and load in alternative A and B (i.e. 50 % and 85 % respectively) are only applicable if there are no additional heat consumers installed (e.g. feed water pre-heater for waste heat recovery, etc.).
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F2.3 F2.3.1
Lubricating oil systems Introduction
Engine lubrication is achieved using two separate systems, the main lubricating system, including turbochargers, and the cylinder lubricating system.
F2.3.2
Lubricating oil systems for turbochargers
F10.3719
Fig. F9
Pre-heating power requirement
Example for 7RTA84T-D Estimated heating-up time: 6 h. Engine ambient temperature: 40 C. Required engine temperature: 60 C. From the graph in figure F9: the approximate amount of heat per cylin der is 19 kW. heater capacity required is
7 19 kW = 133 kW.
If the requirement for warming up is from the cool ing water system of the diesel auxiliaries, it is es sential that the amount of heat available at normal load is sufficient to warm the main engine. If the main and auxiliary engines have a cooling water system which can be cross-connected, it is import ant to ensure that any pressure drop across the main engine, when the cross-connection is made, does not affect the cooling water pressure required by the auxiliaries. If the cooling water systems are separate then a dedicated heat exchanger is re quired to transfer the heat to the main cylinder water system.
The ABB TPL and Mitsubishi MET turbochargers feature journal bearings which are lubricated from the engines lubricating system. As an option, a separate lubricating system (fig. F11 and F12) which only serves the turbochargers can be supplied. For more information please con tact WCH. For lubricating oil of turbochargers equipped with separate lub. oil systems, the recommendations given by the supplier must be observed.
F2.3.3
Main lubricating oil system
The main lubricating system for the engine lubrica tion, as shown in figure F10, comprises a com bined low- and high-pressure system supplied from the lubricating oil drain tank. The low-pres sure circuit supplies the main bearings, including turbochargers. The high-pressure circuit supplies the crosshead bearings and the connecting rod bottom-end bearings The main bearing oil is also used to cool the piston crown, to lubricate and cool the torsional damper and the axial damper (detuner), and to feed the high-pressure circuit. A schematic arrangement of the lubricating oil sys tem on the engine is shown in figure F13.
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F.
Ancillary systems
Note:
246.748a
Remarks:
Fig. F10 Lubricating oil system
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Remarks:

246.748a
Number of cylinders
Main engine RTA84T-D RT A84T-D Lub. oil drain tank *1) (R1)
5 21 000
6 25 200
7 29 400 76
8 33 600
9 37 800
power speed
kW rpm
m3
For capacities see figure F22
Cylinder lub. oil storage tank Cylinder lub. oil daily service tank Nominal pipe diameter
cap. cap. A B C
m3 m3 DN DN DN DN DN DN DN DN DN
based on a consumption of approx. 0.9 1.3 g/kWh 0.8 300 250 150 250 125 40 40 32 50 1.0 350 300 150 250 125 40 50 40 65 1.3 350 300 150 250 125 40 50 40 65 1.4 350 300 150 300 150 40 50 40 80 1.5 400 350 200 300 150 40 50 40 80
All pipe diameters are valid for R1-rated engines and laid out for flows given in section F1.3 Engine system data. For pipe diameters if Rx-rated pump capacities are used, please refer to section F4 Pipe size and flow details.
D E F G H J
Remarks:
*1) The capacity can be proportionally reduced to actual CMCR. All capacities and given diameters are valid for the engines excl. oil flow for damper and PTO-gear. The pipe diameters for the lub. oil separator are sized acc. to the effective throughput capacity of the separator and acc. to the manufacturers recommendations for the separator.
Table F8
Lubricating oil system: referring legend, remarks and data
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Ancillary systems
Remarks:
338.847b
Fig. F11 Lubricating oil system for 1 x ABB-TPL85-B turbochargers
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Ancillary systems
Remarks:

338.847b/338.851a
Fig. F12 Lubricating oil system for 2 x ABB-TPL80-B/85-B turbochargers
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F.
Ancillary systems
F31
Driving end

Free end
283.633
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Fig. F13 Lubricating oil system on the engine (drawing 1)
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Free end
Driving end
F.
283.634
Ancillary systems
Fig. F14 Lubricating oil system on the engine (drawing 2)
F.
Ancillary systems
F2.3.4
Main lubricating oil system components
Low-pressure pump (main lub. oil) Positive displacement screw pumps hav ing built-in overpressure relief valves or centrifugal pumps. Pump capacity for positive displacement pump: refer to table F1, the given flow rate is to be within a tolerance of 0% to +10% plus the back-flushing flow of the auto matic filter, if any. Pump capacity for centrifugal pump: refer to table F1, the given flow rate is to be within a tolerance of 10% to +10% plus the back-flushing flow of the automatic filter, if any. Delivery head: see table F1. The final de livery head to be determined is subject to the actual piping layout. Working temperature: 60C Oil type: SAE30, 50 cSt at working tem perature, maximum viscosity to be al lowed for when sizing the pump motor is 400 cSt. Lubricating oil cooler Oil flow: refer to table F1 Type: plate or tubular Cooling medium: fresh water or sea-water Heat dissipation: refer to table F1 Margin for fouling: 10% to 15% to be added Oil viscosity at cooler inlet: 50 cSt at 60C Oil temperature at inlet: approx. 60C Oil temperature at outlet: 45C Working pressure oil side: 6 bar Working pressure water side: approx. 3 bar Cooling water flow: refer to table F1. Cooling water temperature:
Fresh water 36C.
Lubricating oil full flow filters Type: change-over duplex filter designed for in-service cleaning, with differentialpressure gauge and high differential-pres sure alarm contacts. Alternatively: Type: automatic back-flushing filter with differential pressure gauge and high dif ferential-pressure alarm contacts. De signed to clean itself automatically using reverse flow or compressed air tech niques. The drain from the filter is to be sized and fitted to allow free flow into the residue oil tank. The output required by the main lubricating oil pump to back flushing the filter without interrupting the flow is to be taken into account when esti mating the pump capacity. Test pressure: specified by classification society Working pressure: 6 bar Working viscosity: 95 cSt, at working tem perature Oil flow: refer to table F1, main lubricating oil capacity Diff. pressure, clean filter: 0.2 bar max Diff. pressure, dirty filter: 0.6 bar max Diff. pressure, alarm: 0.8 bar max Bursting pressure of filter inserts: min. 8 bar (= differential pressure across the filter inserts) Filter material: stainless steel mesh Mesh size: sphere passing max. 0.05 mm High-pressure pump (crosshead lub. oil) Pump type: positive displacement screw or gear types having built-in overpressure relief valves. Pump capacity: refer to table F1, the given flow rate is to be within a tolerance of 0% to +10%. Delivery head: see table F1 Working temperature: approx. 45C Oil type: SAE 30, 95 cSt (at working temperature, maximum viscosity to be allowed for when sizing the pump motor is 400 cSt).
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Ancillary systems
F2.3.5
Cylinder lubricating oil system
F2.3.7
Lubricating oil requirements
Cylinder liner lubrication is carried out by a separ ate system included in figure F10 Lubricating oil system, working on the once-through principle using a high-alkaline oil of SAE 50 grade fed to the surface of the liner through hydraulically actuated quills. The oil supply rate is adjustable and metered to suit the age and running condition of the piston rings and liners. The arrangement of daily service tank (012) and storage tank (011) (fig ure F10) can be changed by locating the storage tank in place of the daily tank. If this arrangement is preferred, the storage tank is to be located at the same height as a daily tank to provide the necess ary head and be of similar design ensuring a slop ing tank floor. Refer to table A1 Primary engine data for the cylinder lubricating oil consumption.
The products listed in table F10 Lubricating oils were selected in co-operation with the oil suppliers and are considered the appropriate lubricants in their respective product lines for the application indicated. Wrtsil Switzerland Ltd does not ac cept any liability for the quality of the supplied lubri cating oil or its performance in actual service. In addition to the oils shown in the mentioned list, there are other brands which might be suitable for the use in Wrtsil two-stroke diesel engines. In formation concerning such brands may be ob tained on request from Wrtsil Switzerland Ltd, Winterthur. For the Wrtsil RTA84T-D engines which are de signed with oil-cooled pistons, the crankcase oils typically used as system oil have the following properties (see also table F10, Lubricating oils): SAE 30. Minimum BN of 5 detergent properties. Load carrying performance of the FZG gear machine method IP 334/90: FZG load stage pass 9 (fail 10). Good thermal stability. Antifoam properties. Good demulsifying performance.
F2.3.6
Lubricating oil maintenance and treatment
It is very important to keep the engine lubricating oil as clean as possible. Water and solid contamin ants held in suspension are to be removed using centrifugal separators operating in by-pass to the engine lubricating system as shown in figure F15 Lubricating oil treatment and transfer. Great care and attention has to be paid to the separators and filters to ensure that they work correctly. The separ ators are to be set up as purifiers and to be com pletely isolated from the fuel oil treatment systems, there is to be no possibility of cross-contamination.
F2.3.6.1
Lubricating oil separator
Separator type: self-cleaning purifier Minimum throughput capacity 0.140 CMCR [litres/hour], CMCR in kW Example: 7RTA84T-D with CMCR at R1: 29 400 kW Minimum throughput capacity 0.140 29 400 = 4116 litres/hour Rated separator capacity: the rated or nominal capacity of the separator is to be according to the recommendations of the separator manu facturer. Separation temperature: 9095C Please refer to manufacturers instructions.
The cylinders in the engines are lubricated by a separate system, working on the once-through principle, i.e. fresh lubricating oil is directly fed into the cylinders to provide lubrication for the liners, pistons and piston rings. For normal operating conditions, a high-alkaline marine cylinder oil of the SAE 50 viscosity grade with a minimum kinematic viscosity of 18.5 cSt at 100C is recommended. The alkalinity of the oil is indicated by its Base Number (BN). Note: The Base Number or BN was formerly known as Total Base Number or TBN. Only the name has changed, values remain identical.
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F.
Ancillary systems

Remarks:
246.749a
Note:
Fig. F15 Lubricating oil treatment and transfer system
F35
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Ancillary systems
246.749a
Number of cylinders
Main engine RTA84T-D RTA84T-D (R1)
5 21 000
6 25 200
7 29 400 76
8 33 600
9 37 800
power speed cap. cap. cap.
kW rpm m3 m3 m3
Dirty lubricating oil tank *2) Clean lubricating oil tank *2) Residue oil tank
Remarks:
39 39
45 45
51 51
58 58
64 64
depending on ships requirement
*2) Capacities are valid for R1-rated engines and serve as an example. The capacities can be proportionally reduced to actual CMCR.
Table F9
Lubricating oil treatment and transfer system data
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F.
Ancillary systems
Cylinder oil *1) Oil Supplier BP Castrol Chevron (FAMM, Texaco, Caltex) System oil
HFO with more than 1.5% sulphur recommended oils of BN 7080
Cylinder oil *2)

HFO with less than 1.5% sulphur recommended oils of BN 40
Energol OE-HT 30 CDX 30
Energol CLO 50M Cyltech 80 AW Cyltech 70
Energol CL-DX 405 Cyltech 40 SX
Veritas 800 Marine 30
Taro Special HT 70
Taro Special HT LS 40
ExxonMobil
Mobilgard 300 EXXMAR XA
Mobilgard 570 EXXMAR X 70
Mobilgard L 540
Shell
Melina S Oil 30 Melina Oil 30
Alexia Oil 50
Alexia LS
Total
Atlanta Marine D 3005
Talusia HR 70
Talusia LS 40
Remarks: *1) Between 1.5% and 2.0% sulphur in fuel, also BN 40 can be used without problems. *2) Between 1.0% and 1.5% sulphur in fuel, also BN 70 can be used, but only for a short period with a low feed rate.
Table F10 Lubricating oils
Note The application must be in compliance with the Wrtsil 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 Wrtsil Switzerland Ltd.
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F2.3.8
Lubricating oil drain tank

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

Number of cylinders Necessary drains 5 2 6 3 7 3 8 3 9 4
Note: The arrangement of lubricating oil drains is to comply with the relevant classification society rules. Table F11 Number of vertical lubricating oil drains
Figures F18 to F22 show the double-bottom arrangements for the drain tank when vertical drains are fitted and the position of the air vents and exter nal pipe connections.
Arrangements with horizontal drains are available

on request.
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F38
F.
Ancillary systems
Classification societies
Main and aux. engines Abbreviations Heel to each side Rolling to each side Ship length [m] Trim by the head Trim by the stern Pitching Emergency sets Abbreviation Heel to each side Rolling to each side Trim Pitching Electrical installation Abbreviation Heel to each side Rolling to each side Trim Pitching
Lloyds Register of Shipping 1995
German Lloyd 1992
Det Norske Veritas
Bureau Veritas 1990
American Bureau of Shipping 1994
Maritime Register of Shipping (Russia) 1990
Polski Rejestr Statkow 1990
RINA 1992
Nippon Kaiji Kyokai 1994
1991
4/1/3/B 100 15 22.5 5 5 7.5
5/1/3.6 15 22.5 100 5 5 >10 0 < 5 < 5
2/1.1/C.1 15 22.5 5 5 7.5
111/1714.3 15 22.5 5 5 7.5
4/1.13 15 22.5 5 5 7.5
VII-1.6 15 22.5 5 5 7.5
VII-1.6 15 22.5 5 5 7.5
C/2.1.5 15 22.5 5 5 7.5
D/1.3 15 22.5 5 5 7.5
7.5
5/1/3.6 22.5 22.5 10 10
2/1.1/C.1 22.5 22.5 10 10
4/1/3/B 100 22.5 22.5 10 10 (1992)
111/1714.3 22.5 22.5 10 10 (1985) 111/18011.72 15 22.5 10
4/1.13 22.5 22.5 10 10
VII1.6 22.5 22.5 10 10
VII-1.6 22.5 22.5 10 10
C/2.1.5 22.5 22.5 10 10
D/1.3 22.5 22.5 10 10
6/2/1.9 15 22.5 5 7.5
2/1.1/C.1 22.5 22.5 10 10
4/4/2/A 101 15 22.5 5 10
4/1.13 22.5 22.5 10 10
XI-2.1.2.2 15 22.5 5 10
XI-2.1.2.2 15 22.5 5 10
D/1.5.4 15 22.5 5 7.5
H/1.1.7 15 22.5 5 7.5
Heel and trim have to be assumed as occurring together
Heel (static) Trim (static) and pitching (dynamic) Rolling (dynamic)
Table F12 Minimum inclination angles at which the engine is to remain fully operational
Figure F17 gives the pipe connection details for vertical drains. The drain tank is to be located beneath the engine and equipped with the following: Depth sounding pipe Pipe connections for lubricating oil purifiers Heating coil adjacent to pump suction Air vents with flame protection
This is a requirement of class and strict attention is to be paid to this specification. The amount of lubricating oil required for an initial charge of the drain tank is indicated in figure F22. The total tank size is normally 510 per cent greater than the amount of lubricating oil required for an initial filling
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.
F39
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Ancillary systems
001 002 003 004 005
Welding flange Ring Cover Oil strainer Rubber gasket
006 Hexagon head screw 007 Stud 008 Hexagon nut 009 Locking plate
Remark:
*1) To be aligned after engine is in final position. *2) Pos. 001, 002, 005 and 006 to be pre-assembled prior to alignment. After alignment the pos. 001 (flange) can be welded in place. *3) Driven in oil tight with jointing compound.
246.696
Fig. F17 Vertical drain connection details
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F40
F.
Ancillary systems
5RTA84T-D
BB
Driving end
Free end
340.320
6RTA84T-D
BB
340.321
Remarks:
Fig. F18 Layout of vertical oil drains for 5RTA84T-D and 6RTA84T-D
F41
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7RTA84T-D
BB
Ancillary systems
Fig. F19 Layout of vertical oil drains for 7RTA84T-D
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Driving end
Free end
F42 F.
Remarks:

340.323
F.
8RTA84T-D
BB
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Wrtsil Switzerland Ltd Free end Remarks:

Ancillary systems
F43
340.324
Driving end
9RTA84T-D
Ancillary systems
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BB
F44
Free end
340.325
Driving end
F.
Remarks:

F.
Ancillary systems
Remarks:
A (Driving end)
340.320340.325
Fig. F22 Lubricating oil drain tank, vertical oil drains.
F45
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Ancillary systems
F2.3.9 F2.3.9.1
Flushing the external lubricating oil system Introduction

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

F10.5291
Fig. F23 Flushing the lubricating oil system
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F.
Ancillary systems
F2.3.9.2
Preparation before flushing
1. Lead the lubricating oil connections immedi ately before the engine straight back into the lubricating oil drain tank by means of hoses or pipes, see fig. F23. 2. Immediately before the engine, in the dis charge pipes from the low-pressure and highpressure lubricating oil pumps (figure F23), in stall temporary filters with a mesh size (sphere passing) of max. 0.030 mm (30 m) and equipped with magnetic elements. Instead of filter inserts of stainless steel mesh, disposable cartridges with a nominal grade of filtration of 0.020 mm (20 m) can also be used. The surface loading of the temporary filters should be 12 I/cm2h. Alternatively, the plant lubricating oil filters can be used under the condition that the filter inserts are of mesh size of max. 0.030 mm (30 m) and magnetic el ements are used during flushing. After flush ing, the filter inserts are to be replaced by the original ones and the filter housing is to be cleaned. In the final step of flushing, it is advisable to fit filter bag made of cotton or synthetic fabric of mesh size 0.040 to 0.050 mm (40 to 50 m) to the end of the hoses or pipes, in order to facili tate checking the cleanliness of the system. 3. If the engine is supplied to the ship in sub assemblies proceed as follows: Blank off each of the main bearing lubricat ing oil supply pipes at the main bearings in such a way that absolutely no oil can enter the bearing but oil can escape between pipe and blank piece. Blank off each of the crosshead lubrication linkage in that way, that absolutely no oil can enter the bearing but oil can escape between linkage and blank piece. Blank off the oil supply of the axial damper in that way that absolutely no oil can enter the damper but oil can escape between pipe and blank piece.
Disconnect and blank off all oil supply pipes to the camshaft, intermediate gears and reversing gear.
F2.3.9.3
Flushing external lubricating oil system
1. Fill the lubricating oil drain tank with sufficient oil to cover the pump suction and heat it up to approximately 60 C using temporary immer sion heaters or the heating coil of the drain tank. 2. Circulate the oil in the drain tank using the lu bricating oil separator(s) and their pre heater(s) to maintain the flushing temperature to improve oil cleanliness. Operate the separ ator(s) until all the flushing procedures are completed. 3. Fully open all system valves. 4. Remove the crankcase round covers at the ex haust side and open the crankcase on the fuel side: good ventilation is to be provided to avoid condensation. 5. Flush the system by starting the low- and highpressure lubricating oil pumps, the main and stand-by pumps are to be alternatively oper ated. Before starting the pumps, the oil cooler(s) might be by-passed at the beginning of the flushing procedure. Circulate the oil through the pumps and hose connections back to the drain tank. Observe the suction and discharge pressures carefully. Do not let the pumps run hot. Observe also the pressure drop through the filters. 6. During the flushing procedure, the pipes are to be periodically tapped to help loosen any foreign matter that may be present. If avail able, vibrators are to be used. All pipes used during the engine operation must be flushed, including by-pass lines and the oil cooler(s). Drain the dirt of all equipments (oil cooler(s), suction filters, etc.) where dirt can accumulate.
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7. Inspect and clean the filters in the lubricating oil system periodically. Flushing is to be continued until filter bags remain clean and no residues can be found in the filters; no metallic particles adhere to the magnetic filter inserts and no residues are detected in the bottom of the filter housing. One method to judge the oil cleanliness is de scribed under section the F2.3.9.6. When the system proves clean, remove any filter bags and connect the low- and high-pres sure oil supply pipes to the engine.
Make sure that all screwed connections are tight and secured. Inspect the bottom of the crankcase and clean it if necessary.
Any pipe-connecting piece, which was not flu shed before, must be cleaned separately.
F2.3.9.5
Commissioning of lubricating oil system
1. Remove the inspection cover of the thrust bearing in main bearing girder #2. 2. Circulate the low- and high-pressure system for approximately two hours under normal op erating pressure and temperature. 3. Observe the oil flow on all bearings, spray nozzles and any other engine components (e.g. dampers) for proper oil flow. 4. The turning gear is to be engaged to turn the engine from time to time. 5. Check and clean the filters periodically. 6. To flush the by-pass line between the low- and high-pressure system on the engine, the regu lating valve for adjusting the oil pressure to the main bearings must be throttled temporarily. During flushing the by-pass, the high-pressure lubricating oil pump is to be stopped. 7. Carry out an inspection of the crankcase be fore refitting all the crankcase doors.
F2.3.9.4
Flushing within the engine
Flushing the engine at the shipyard (after flushing the external lub. oil system) is a safety measure and is recommended because even if the external lub. oil system appears clean, there could be pockets with contamination. If the engine is sup plied to the ship in sub-assemblies, the re-as sembled engine has to be flushed. If there is no need of flushing the engine, follow directly the steps described under section F2.3.9.5. 1. Start up the low- and high- pressure lubricating oil pumps and flush through the engine for at least another 8 hours. 2. Inspect and clean the filter in the lubricating oil system periodically. Flushing is to be continued until the filters are absolutely clean: No metallic particles adhere to the mag netic inserts and no residues are detected in the bottom of the filter housing. When the lubricating oil system proves clean, remove all blank pieces and tem porary flushing filters. To judge the oil cleanliness, refer to the section F2.3.9.6. Drain the oil from the distribution pipe to the main bearings. Inspect the inside of the pipes for eventual deposits. If clean, re-fit all oil pipes.
F2.3.9.6
Lubricating oil cleanliness
3. Re-assembly of the lub. oil system
There are several criteria to judge if the lubrication oil is sufficiently clean. One of those criteria is de fined by the NAS method. The NAS method counts particles of different sizes and gives an upper limit of particles of each size. For further information, please refer to the Annual Book of ASTM Stan dards. NAS 1638 cleanliness classes are explained in table F13.
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NAS 1638 classes Particle size in micron

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

4096000 2048000 1024000 512000 256000 128000 64000 32000 16000 8000 4000 2000 1000 500 250 125
1525
729600 364800 182400 91200 45600 22800 11400 5700 2850 1425 712 356 178 89 44 22
2550
129600 64800 32400 16200 8100 4050 2025 1012 506 253 126 63 32 16 8 4
50100
23040 11520 5760 2880 1440 720 360 180 90 45 22 11 6 3 2 1
>100
4096 2048 1024 512 256 128 64 32 16 8 4 2 1 1 0 0
Table F13 NAS 1638 cleanliness classes
Recommended limits in NAS 1638 classes The lubricating oil can be considered as clean, if the oil contamination is within the following NAS classes:
Particle size in micron Class 515 13 1525 11 2550 10 50100 8 >100 3
Example: Class 10 means that the number of particles be tween 25 and 50 m should be not higher than 8100 per 100 ml oil. Sampling position: The oil sample should be taken in the main oil sup ply lines (low- and high-pressure lines) before the temporary flushing filters.
Classes
F2.3.9.7
Cylinder oil supply system
It is absolutely essential to ensure that the cylinder oil system is clear of all foreign matter before con necting to the engine in order to safeguard the en gine and assure proper operation. The storage and daily service tank are to be in spected and cleaned by hand to remove all resid ual build-debris, special attention is to be given to very small loose particles of welding matter such as spelter and slag. The complete piping, from the storage tank to the engine connection, has to be inspected and cleaned accordingly.
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F2.4 F2.4.1
Fuel oil systems Introduction

tion valves are more stringent in order to assure efficient combustion, minimum wear and clean ex haust gas. Therefore, a fuel oil treatment plant will be necessary to process the fuel oil before it is ad mitted 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 separators as much as possible to a rest content of less than 15 ppm. The fuel oil should contain no foreign substances, used lubricating or chemical waste, hazardous to the safety of the ship or detrimental to the engines performance.
A number of systems external to the engine are re quired to maintain heavy fuel oil and marine diesel oil in the quality required for efficient and reliable combustion.
F2.4.2
Fuel oil requirements
Table F14 Fuel oil requirements gives the fuel quality limits for bunkers and recommendations at the engine inlet. The fuel quality needs at the injec
Parameter
Unit
Bunker limit
ISO 8217:1996 class F, RMK55
Test method
*1)
Recommended fuel quality

Bunker max. 1010 max. 730 max. 55.0 max. 15 max. 3.5 max. 0.05 max. 100 max. 50 max. 30 max. 0.10 max. 1.0 min. 60 max. 30 Engine inlet max. 1010 1317 max. 15 max. 3.5 max. 0.05 max. 100 max. 30 max. 15 max. 0.10 max. 0.3 min. 60 max. 30
Density at 15C Kinematic viscosity at 50C at 100C Carbon residue Sulphur Ash Vanadium Sodium Aluminium plus Silicon Total sediment, potential Water Flash point Pour point Remark:
[kg/m3] [mm2/s(cSt)] [m/m (%)] [m/m (%)] [m/m (%)] [mg/kg (ppm)] [mg/kg (ppm)] [mg/kg (ppm)] [m/m (%)] [v/v (%)] [C] [C]
max. 1010 *2) max. 55.0 max. 22 max. 5.0 max. 0.20 max. 600 max. 80 max. 0.10 max. 1.0 min. 60 max. 30
ISO 3675: 1993 ISO 3104: 1994 ISO 10370: 1993 ISO 8754: 1992 ISO 6245: 1993 ISO 14597: 1997 AAS ISO 10478: 1994 ISO 10307: 1993 ISO 3733: 1976 ISO 2719: 1988 ISO 3016: 1994
*1) ISO standards can be obtained from the ISO Central Secretariat, Geneva, Switzerland (www.iso.ch). *2) Limited to max. 991 kg/m3 (ISO-F-RMH55), if the fuel treatment plant cannot remove water from high density fuel oil.
Table F14 Fuel oil requirements
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Viscosity The maximum admissible viscosity of the fuel that can be used in an installation depends on the heat ing and fuel preparation facilities available. As a guidance, the necessary pre-heating temperature for a given nominal viscosity can be taken from the viscosity/temperature chart in figure F24. The recommended viscosity range of fuel entering the engine is: 1317 mm2/s (cSt) or 6075 sec Redwood. Carbon residue, asphaltenes sediment High levels of carbon residue and asphaltenes im pair the combustion quality of the fuel oil and pro mote increased wear and fouling of engine compo nents. Asphaltenes also have a bearing on the stability of blended fuels and can cause problems of sludge formation in centrifugal separators, filters and on the tank bottom. To minimize compatibility risks, care should be taken to avoid mixing bunkers from different suppliers and sources in storage tanks on board. Care must also be taken when heavy fuel is blended onboard to reduce the vis cosity. Paraffin distillates, when added to a heavy fuel of low stability reserve, can cause the asphal tenes to settle out, resulting in heavy sludge forma 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.
Sulphur The alkalinity of the cylinder lubricating oil, i.e. the base number (BN, TBN), should be selected with regard to the sulphur level of the fuel oil. Ash and trace metals Fuel oils with low contents of ash, vanadium and sodium are preferable. These components are detrimental since they tend to promote mechanical wear, high-temperature corrosion and the forma tion of deposits in the turbocharger and on the ex haust valve. Since sodium compounds (oxides, sulphates) de press the melting point of vanadium, which is very corrosive in the liquid phase, the sodium content should be as low as possible. With certain ratios of the vanadium to sodium, the compounds form a eutectic with a minimum melting point; this should be avoided. The maximum sodium content must not exceed 100 ppm (mg/kg) to avoid fouling of turbocharger components. The effect of high-temperature corrosion and the formation of deposits can be counteracted by ap plication of suitable fuel treatments, known as socalled ash modifiers.
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Aluminium, silicon Aluminium and silicon found in appreciable con centrations in the fuel oil are regarded as an indica tion of the presence of so-called catalytic fines (cat fines). These are particles of hard oxides which cause high abrasive wear to piston rings and cylin der liners. This material is used as a catalyst in cer tain processes in petroleum refining and can find its way into marine fuels. Practical experience has shown that with proper treatment in the fuel separ ator a sum of aluminium and silicon of 80 ppm (mg/kg) can be reduced to less than 15 ppm (mg/kg) which may be considered as just tolerable. Proper treatment means reduced throughput in the separator and a fuel temperature as close as possible to 98C. Water The water content of the fuel oil must be further re duced by careful purification. This is accomplished 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.
Flash point This is a legal requirement with regard to the fire hazards of petroleum based fuels. Pour point The lowest operating temperature of the fuel should be kept about 510C above the pour point to secure easy pumping. Ignition quality The CCAI (Calculated Carbon Aromaticity Index ISO8217:1996) is a function of viscosity and den sity, and is an indication of the ignition quality for medium and high speed diesel engines. In low speed engines ignition delay as given by the CCAI is of less importance. There is no rigidly applicable limit for this quantity, but good results have been obtained with commercially available fuels which have CCAI values up to 870.
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Example:
F10.4779
Fig. F24 Typical viscosity / temperature diagram
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F2.4.3
Fuel oil treatment

Figure F25 Heavy fuel oil treatment and tank layout is a sche matic diagram of a fuel oil treatment plant and the following para graphs are for consideration before designing a system.
Note:
246.791a
Fig. F25 Heavy fuel oil treatment and tank system layout
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Remarks:

246.791a
Number of cylinders
5 21 000
6 25 200
7 29 400 76 acc. to figure F28
8 33 600
9 37 800
power speed cap. cap. cap. cap. cap. A B
kW rpm litre m3 m3 m3 m3 DN DN
Mixing unit Heavy fuel oil settling tank Heavy fuel oil daily tank Marine diesel oil daily tank Sludge tank approx. 10% from daily tank
Remarks:
(0.2 CMCR x t1 )/1000 (0.2 CMCR x t1 )/1000 (0.2 CMCR x t2 )/1000 Capacity depends upon contamination of fuel oil and ship owner requirements. 65 50 65 50 80 50 80 65 80 65
t1 Value in hours for required running time with HFO at CMCR (kW). This figure can be reduced to 8 h, depending on the operational requirements and efficiency of the fuel oil treatment plant. t2 Value in hours for required running time with MDO at CMCR (kW). This figure depends on the operational requirements.
Table F15 Heavy fuel oil treatment and tank system data
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F2.4.3.1
Settling tanks
F2.4.3.3
Centrifugal separators
Gravitational settling of water and sediment from modern heavy fuel oils is an extremely slow pro cess due to the small difference in densities. The settling process is a function of the fuel surface area of the tank to the viscosity, temperature and density difference, heated large surface area tanks enable better separation than heated small sur face area tanks.
F2.4.3.2
Daily tanks
Most of the daily tank design features are similar to the settling tank, having a self-closing sludge cock, level monitoring device and remote closing dis charge valves to the separator(s) and engine sys tems. The daily tank is to be equipped with a drain valve arrangement at its lowest point, an overflow to the overflow tank and recirculating pipework to the settling tank. The recirculation pipe reaches to the lower part of the daily tank to guide water which may be present in the fuel after the separators (eg due to condensation or coil leakage) into the set tling tank. A pipe to the separators should be pro vided to re-clean the fuel in case of dirty water con tamination. This line should be connected just above the drain valve at the daily tank bottom. The fuel is cleaned either from the settling tank to the daily tank or recirculating the daily tank. Ideally when the main engine is operating at CMCR, the fuel oil separator(s) should be able to maintain a flow from the settling tank to the daily tank with a continual overflow back to the settling tank. The sludge cock is to be operated at regular intervals to observe the presence of water, an important in dication to the condition of the separator(s) and 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 type self-cleaning: It is advisable to use fuel oil separators without gravity discs to meet the process requirements of the marine diesel oil and 730 cSt heavy fuel oils. These separators are self-adjusting and do not re quire gravity discs to be changed for different fuel densities. The manufacturers claim extended periods between overhaul and greatly improved reliability, enabling unattended onboard operation. The minimum effective throughput capacity of the separators required is determined by the following example. The nominal separator capacity and the installation are to comply with the recommenda tions of the separator manufacturer. Throughput capacity = 1.2 CMCR BSFC / 1000 [litres / hour] CMCR in kW Example: 7RTA84T-D with CMCR: 29 400 kW BSFC: 167 g/kWh Throughput = 1.2 29 400 167 / 1000 Throughput = 5892 litres/hour
Separator arrangement Separator without gravity disc: One of the main features of these self-adjust ing separators is that only a single unit is re quired. This unit operates as a combined pu rifier/clarifier. However, as it is usual to install a stand-by separator as a back-up, it is of ad vantage to use this separator to improve the separation result. For the arrangement of the separators, parallel or in series, please refer to the manufacturers instructions.
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Separator with gravity disc: These types are running in series with the fuel being purified in one and clarified in the other, two separators are required. The clarifier im proves the separation result and acts as a safety device in case that the purifier is not properly adjusted. It is important when proces sing heavy fuel oils that strict adherence is made to the separator manufacturers recom mendations. If using these separators it will be advantageous to install an extra separator for marine diesel oil only in order to avoid the changing of gravity discs when switching from HFO to MDO separation.
F2.4.4
Pressurized fuel oil system
The marine diesel oil (MDO) separator capacity can be estimated using the same formula.
Referring to figure F26 and table F16, the fuel from the heated heavy fuel oil daily tank or the unheated diesel oil daily tank passes through the three-way valve (002), filter (003), and is transferred to the mixing unit (006) by the low-pressure feed pump (004). The high pressure booster pump (007) transfers the fuel through the endheater (008), vis cosimeter (009) and filter (010) to the fuel supply unit (012). Circulation is maintained via pipework back to the mixing unit which equalizes the tem perature between hotter oil returning from the en gine and the cooler oil from the daily tank. The pressure regulating valve (005) controls the deliv ery of the low-pressure feed 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 en gine is running on marine diesel oil the steam heaters and viscosimeter are only required prior to changing over to heavy oil or immediately after changing from heavy to diesel when there is still heavy oil in the system.
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Remarks:
Note:
246.791a
Fig. F26 Pressurized fuel oil system
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246.791a
Number of cylinders
5 21 000
6 25 200
7 29 400 76 acc. to figure F28
8 33 600
9 37 800
power speed cap. A B C D E
kW rpm litre DN DN DN DN DN
Mixing unit
65 50 50 80 65
65 50 65 100 80
80 50 65 100 80
80 65 65 100 80
80 65 65 100 80
Table F16 Pressurized fuel oil system data
F2.4.5
Fuel oil system on the engine

When commissioning the fuel system with the en gine at stand-by, the fuel pressure at the inlet of the supply unit is to be set at 10 bar, to result in a pres sure of minimum 7 bar when the engine is running at 100 per cent load.
Figure F27 is a schematic arrangement of the fuel oil system mounted on the engine. The quantity of fuel oil delivered to the supply pumps (supply unit) by the booster pump installed in the plant is greater than the amount actually required, with the excess fuel being recirculated via the mixing unit, please refer to section F2.4.4 Pressurized fuel oil system.
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Fig. F27 Fuel oil system on the engine
283.636
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F2.4.6
Heavy fuel oil system components

Required system temperature: approx. 145C Water vapour gauge pressure at 145C pv = 3.2 bar Pressure losses between feed pump and mix ing unit: p1 = 0.5 bar Pressure change difference across the pres sure regulating valve: p2 = 0.6 bar Substituting these values in the formula: Delivery pressure = 3.2 + 1 + 0.5 + 0.6 = 5.3 bar
Fuel oil feed pump Pump type: positive displacement screw type with built-in overpressure relief valve. Pump capacity: refer to tables F1F3 the given capacity is to be within a tolerance of 0 to +20%. Fuel type: marine diesel oil and heavy fuel oil, up to 730 cSt at 50C. Working temperature: ambient to 90C. Delivery pressure: the delivery pressure is to take into account the system pressure drop and prevent entrained water from flashing off into steam by ensuring the pressure in the mix ing unit is at least 1 bar above the water vapour pressure and not lower than 3 bar. The water vapour pressure is a result of the system tem perature and pressure for a given fuel type. Heavier oils need more heat and higher tem peratures to maintain them at the correct vis cosity than lighter oils, refer to the formula and example below: Delivery gauge pressure
= pv + 1 + p1 + p2 [bar]
Electric motor The electric motor driving the fuel oil feed pumps shall be sized large enough for the power absorbed by the pump at maximum pressure head (difference between inlet and outlet pressure), maximum fuel oil viscosity (600 cSt) and the required flow.
Pressure regulating valve The pressure regulating valve maintains the inlet pressure to the booster system practically constant irrespective of the actual amount of fuel consumed by the main engine and auxili aries. It should have a flat steady state char acteristic across the fuel oil recirculation flow range. Valve type: self- or pilot-operated which senses the upstream pressure to be main tained through an external line. It is to be pneu matically or direct hydraulically actuated with an additional manual control for emergency operation. When using a pneumatic type, use a combined spring type to close the valve in case of air supply failure. Fuel oil viscosity: 100 cSt, at working temp. (HFO 730 cSt at 50C). Maximum capacity: refer to feed pump capacity in tables F1F3.
where: pv = water vapour gauge pressure at the re quired system temperature [bar] (see vis cosity/temperature diagram fig. F24). = maximum pressure losses between the feed pumps and the mixing unit [bar]. = maximum pressure change difference across the pressure regulating valve of the feed system between minimum and maximum flow. Refer to Pressure regulating valve next.
p1 p2
Example HFO of 730 cSt at 50C
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Minimum capacity: approximately 20% of that of the feed pump. Service pressure: max. 10 bar Pressure setting range: 26 bar Inlet pressure change: 0.8 bar, between 20% and 100% flow (upstream pres sure build-up over the valve capacity; between the minimum and maximum flow capacity). Working temperature: ambient to 90C
Fuel oil endheater Heater type: steam, electric or thermal oil, tubular or plate type heat exchanger suitable for heavy oils to 730 cSt at 50C. Working pressure: max. 12 bar, pulsating on fuel oil side. Working temperature: ambient up to 150C, outlet temperature on fuel oil side. Heating capacity [kW]: = 0.75 106 CMCR BSFC (T1 T2) Consumption of saturated steam at 7 bar gauge pressure [kg/h]: = 1.32 106 CMCR BSFC (T1 T2) where: BSFC is the brake specific fuel consumption at the contract maximum continuous rating (CMCR). T1 is the temperature of the fuel oil at the vis cosimeter. T2 is the temperature of the fuel oil from the daily tank. Example: 7RTA84T-D with CMCR at R1: 29 400 kW at 76 rpm, BSFC of 167 g/kWh, using 730 cSt fuel, at a system temperature of 145C (T1), assuming the heavy fuel oil daily tank is kept at a steady temperature of 65C (T2). Heater capacity required: = 0.75 106 29 400 167 (145 65) = 295 kW Consumption of saturated steam at 7 bar gauge pressure: = 1.32 106 29 400 167 (145 65) = 518 kg/h
Mixing unit Due to the small amount of fuel consumed there is only need of a small mixing unit. It is recommended that the tank contains no more than approx. 100 litres. This is to avoid the change over from HFO to MDO or visa versa taking too long. The mixing unit equalizes the temperature be tween the hotter fuel oil returning from the en gine and the cooler fuel oil from the day tank, particularly when changing over from heavy fuel oil to marine diesel oil and vice versa. Type: cylindrical steel fabricated pressure vessel as shown in figure F28. Capacity: see figure F28. Dimensions: see figure F28. Service pressure: 10 bar Test pressure: according to the classification society. Working temperature: ambient up to 150C. High-pressure booster pump Pump type: positive displacement screw type with built-in overpressure relief valve. Pump capacity: refer to table F1 to F3, the given flow rate is to be within an allowable tolerance of 0 to +20%. Inlet pressure up to 6 bar Delivery head: see table F1, final delivery pressure according to the actual piping layout. Working temperature: ambient up to 150C Electric motor (booster pump)
Refer to the remarks for electric motor for the feed
pumps (anterior page).
The viscosimeter monitors the fuel viscosity prior to the supply unit and transmits signals to the heater controls to maintain this viscosity by regu lating the fuel temperature after the endheater.
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Remarks:
246.792a
Fig. F28 Fuel oil system mixing unit
Number of cylinders A
5 80 50 65
6 100 65 80
7 100 65 80
8 100 65 80
9 100 65 80
DN DN DN
B C
Table F17 Fuel oil system mixing unit: nominal pipe diameters for connections A, B, C
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Fuel oil filter A mesh size of maximum 34 microns (sphere pas sing mesh) is the absolute minimum requirement for the fuel oil filter. This specified filtration grade conforms to a high reliability and optimal cleaning efficiency of the centrifugal separators (see the note on the next page). Arrangement before the injection pumps Figure F29 A: High temperature (booster circuit). This filter is extremely important to protect the in jection pumps and is to be installed as close as possible to the inlet of the injection pumps. The ab solute minimum requirements are met by using either one of the following filters: duplex filter or au tomatic back-flushing filter. Filter type:
Change-over duplex (full flow)
Heatable designed for in-service cleaning, fitted with differential pressure gauge and high differential pressure alarm contacts. or Automatic back-flushing filter Heated, with differential pressure gauge and differential pressure alarm contacts. Designed for automatic in-service cleaning, continuous or discontinuous back-flushing, using filtered fuel oil or compressed air techniques. Further specifications/properties of the filters: Working viscosity: 1317 cSt. Flow rate: booster pump capacity, refer to tables F1F3. The given capacities cover the needs of the engine only. If an automatic back-flushing filter type is in stalled, the feed and booster pump capacities must be increased by the quantity needed for the back-flushing of the filter. Service pressure: max. 12 bar at filter inlet. Test pressure: specified by classification society. Permitted differential pressure at 17 cSt: clean filter: max. 0.2 bar, dirty filter: 0.6 bar, alarm setting: max. 0.8 bar. Minimum bursting pressure of filter insert: max. 8 bar differential across filter. Working temperature: ambient up to 150C. Mesh size: max. 0.034 mm, sphere passing mesh. Filter insert material: stainless steel mesh (CrNiMo).
A) Arrangement before the injection pumps
B) Arrangement in the feed system
245.346
Automatic back-flushing filter or duplex filter
Duplex filter
Automatic back-flushing filter
Fig. F29 Filter arrangements
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Arrangement in the feed system Figure F29 B: If the requirement is for an automatic back-flushing filter, it is best to fit it on the low-tem perature side in the discharge from the feed pumps. Locating the filter at this point reduces the risk of clogging due to asphaltene coagulation. Back-flushing filter Working viscosity: 100 cSt, for HFO of 730 cSt at 50C. Flow rate: feed pump capacity, refer to tables F1F3. The given capacities cover the needs of the engine only. The feed pump capacity must be increased by the quantity needed for the back-flushing of the filter. Service pressure at filter inlet, after feed pumps: 10 bar Test pressure: specified by classification society. Permitted differential pressure at 100 cSt: clean filter: max. 0.2 bar, dirty filter: 0.6 bar, alarm setting: max. 0.8 bar. Minimum bursting pressure of filter insert: max. 8 bar differential across filter. Working temperature: ambient up to 90C. Mesh size: max. 0.034 mm (34 m), sphere passing mesh. Filter insert material: stainless steel mesh (CrNiMo). Duplex filter The installation of the automatic back-flushing filter in the low-temperature side does not re place the need for a duplex filter fitted immedi ately before the injection pumps. The same technical data are applied as speci fied for the arrangement before the injection pumps. The filter mesh size (sphere passing) in this case is max. 0.06 mm
Note: Cat fines may, for various reasons, be present in the fuel when entering the engine. Excessive pis ton ring and cylinder liner wear on all cylinders is often caused by cat fines in the fuel oil. It is obvious that other exposed parts e.g. fuel pumps, fuel in jection valves, piston rod and piston rod stuffing boxes will be also damaged if a high content of cat fines is present in the fuel oil. The use of an automatic self-cleaning filter with a mesh size of 10 microns installed on the low-tem perature side of the pressurized fuel oil system will additionally protect the engine from serious dam ages by removing cat fines which may have passed through the separator(s). This filter will also indicate changes in the separator efficiency and/or in the fuel quality. Such an additional investment should especially be considered where, due to the ships trading route, the risk of bunkering fuel with a high cat fines content is prevalent.
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Ancillary systems
F2.4.7 F2.4.7.1
Flushing the external fuel oil system Introduction

It is absolutely essential to ensure that the fuel oil systems are clear of all foreign matter before circu lating fuel oil through to the engine. A systematic approach is to be adopted prior to commissioning when the tanks, pipework, filters, endheaters, pumps, valves and other components are flushed and proved clear by observation and physical in spection. All fuel oil tanks are to be inspected and cleaned by hand to remove all residuals build-de bris; special attention is to be paid to very small loose particles of welding matter such as spelter and slag. The pipes of the entire fuel oil system on the plant side are to be flushed separately.
This instruction describes the flushing procedure for the external fuel oil system (on the plant). The flushing of the internal fuel oil system (on the en gine) is under the responsibility of the engine builder and should be already done. If flushing of the internal fuel oil system is required, please con sult the Instruction for Flushing of Lub. Oil and Fuel Oil System provided by the engine builder. A correct manufacturing of the pipes avoids the presence of scales, slag and spelter. It is a fact that the expense for special welding methods, e.g. inert gas welding, is worthwhile when considering the costs of an extensive flushing procedure or the grinding and cleaning work if using normal electric arc welding or welding with electrodes. A thorough cleaning of the pipes before mounting is a must.
from daily tank to daily tank
By-pass bend
external fuel oil system (on the plant)
By-pass bend
32
31
F10.5302
By-pass with temporary flushing filter
Fig. F30 Fuel oil system flushing
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F2.4.7.2
Preparation before flushing
1. Close the valves in the supply and return pipes at the engine fuel pumps. Disconnect fuel oil supply and return pipes at the engine pump covers and fit temporary pipe bends as shown in figure F30 by removing the blank flanges at the ends of the fuel oil mani fold. 2. Install in the by-pass line a temporary filter with a mesh size (sphere passing mesh) of max. 0.03 mm (30 m) and equipped with magnetic elements. Alternatively, the plant fuel oil duplex filter, if available, can be used under the condition that the filter inserts are of mesh size (sphere pas sing mesh) of max. 0.03 mm (30 m). After flushing the filter, inserts are to be replaced by the original ones and the filter housing to be cleaned.
pumps hot. Observe the pressure drop through the filters too. 4. During the flushing procedure, the pipes are to be periodically tapped to help loosen any foreign matter that may be present. If avail able, vibrators are to be used. All pipes used during the engine operation must be flushed, including by-pass lines. Inspect and clean all filters in the fuel oil sys tem periodically. Drain the dirt of all equipments (mixing unit, endheater, etc.) where dirt can accumulate. Flushing is to be continued until absolutely no residues can be found in the filters: No metallic particles adhere to the magnetic in serts and no residues are detected in the bottom of the filter housing. When the fuel oil system proves clean, the tempor ary flushing equipment can be removed and the engine connected to the fuel oil system.
F2.4.7.3
Flushing procedure
1. Fill the daily tank with sufficient marine diesel oil (MDO). 2. Circulate the MDO in the daily tank using the separator(s) and pre-heater(s) to maintain the cleanliness and the MDO temperature at ap proximately 30C. Operate the separator(s) until the flushing procedure is completed. 3. Circulate the MDO through the whole fuel oil system back to the daily tank by running the feed and booster pump. Both pumps (feed and booster pump) must be in operation to ensure a correct fuel oil circula tion through the whole fuel oil system. As the capacity of the booster pump(s) is higher than the one of the feed pump(s), part of the fuel re turns, via the mixing tank, directly to the booster pump. The fuel must circulate freely in the return pipe to the daily tank and from the feed pump to the mixing unit. The main and stand-by pumps are to be alter natively operated. Observe the suction and discharge pressure carefully; do not let run the
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F2.5 F2.5.1
Starting and control air systems Introduction

Total inertia = engine inertia + shafting and pro peller inertia => (JTot) = (JEng) + (JS+P). Propeller inertia includes the part of entrained water. Engine inertia (JEng) see table F18. Relative inertia JRel = JTot / JEng.
Compressed air is required for engine starting, en gine control, exhaust valve air springs, washing plant for the scavenge air coolers and general services.
F2.5.2
System layout
The starting and control air system shown in fig ure F31 is valid for five- to nine-cylinder engines and comprises two air compressors, two air re ceivers and systems of pipework and valves con nected to the engine starting air manifold.
F2.5.3
Capacities of air compressor and receiver
The capacity of the air compressor and receiver depends on the total inertia (JTot) of the rotating parts of the propulsion system too.
The air receiver and compressor capacities of table F18 refer to a relative inertia, (JRel = 2.0). For other values than 2.0, the air receiver and com pressor capacities have to be calculated with the winGTD program. It provides the capacity of the air compressor and receiver for relative inertia values (JRel). Table F18 outlines the basic requirements for a system similar to figure F31 Starting and control air system for maximum engine rating. A CD-ROM (available on request) with the winGTD program enables to optimise the capacities of the compressors and air receivers for the contract maximum continuous rating (CMCR).
Starting air
Number of starts requested by the classi fication societies for reversible engines
Pressure range
Air receivers
12 *1) Max. air pressure 25 [bar] 30 [bar] [m3]
Air compressors
12 *1) Free air delivery at 25 [bar] 30 [bar]
JEng *2)
No. of cylinders 5 6 7 8 9 Remark:
Number x volume 2 x 12.1 2 x 13.9 2 x 15.8 2 x 18.0 2 x 20.2
Number x capacity [Nm3/h] 2 x 300 2 x 350 2 x 390 2 x 450 2 x 510 2 x 320 2 x 360 2 x 410 2 x 470 2 x 530
[kgm2] 245 300 281 800 327 000 391 900 439 500
2 x 10.5 2 x 12.0 2 x 13.7 2 x 15.7 2 x 17.6
*1) 12 consecutive starts of the main engine, alternating between ahead and astern. *2) Data given for engines without damper and front disc on crankshaft but included smallest flywheel.
Table F18 Air receiver and air compressor capacities
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Remarks:
246.797
Fig. F31 Starting and control air system
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F2.5.4
Starting and control air system specification
Starting air compressors Type: water cooled two stage with intercooler and oil / water separator. The discharge air temperature is not to exceed 90C and the air supply to the compressors is to be as clean as possible without oil vapour. Capacity: refer to table F18. Delivery gauge pressure: 30 or 25 bar. Starting air receivers Type: fabricated steel pressure vessels having domed ends and integral pipe fittings for isolat ing valves, automatic drain valves, pressure reading instruments and pressure relief valves. Capacity: refer to table F18. Working gauge pressure: 30 or 25 bar.
F2.5.4.1
Control air system supply
The control air can be supplied from the combined system as shown in figure F31 or from a separate instrument air supply providing clean and dry air at 78 bar pressure.
(Capacity Nm3/h)
Number of cylinders 5 up to 21.0 12.0 33.0 6 21.0 14.4 35.4 7 21.0 16.8 37.8 8 21.0 19.2 40.2 9 21.0 21.6 42.6
Control system Exhaust valve air spring Total
Table F19 Control air capacities
F2.5.5
General service and working air
General service and working air for driving air pow ered tools and assisting in the cleaning of scav enge air coolers is provided by the reducing valve (item 005, figure F31). The valve is to reduce 25 or 30 bar to 78 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.
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F2.6 F2.6.1
Leakage collection system and washing devices Introduction

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

346.116a
Table F20 Leakage collection and washing system
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346.116a
Fig. F32 Leakage collection and washing system
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245.946d
Remarks:
Fig. F33 Sludge oil trap
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Engine exhaust uptakes can be drained automatically using a system as shown in figure F34.
F10.1959
Fig. F34 Arrangement of automatic water drain
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F2.7
Exhaust gas system

pipe diameter, figure F36 Estimation of exhaust gas density and figure F37 Estimation of exhaust pipe diameter are given as an example only:
To optimize the exhaust gas systems, please refer to the following calculations. The calculations based on figure F35 Determination of exhaust
F10.4061
Fig. F35 Determination of exhaust pipe diameter
Example: Estimation of exhaust gas pipe diameters for Wrtsil 7RTA84T-D, CMCR (R1) specified and for design (tropical) conditions: Power (R1) = 29 400 kW Speed (R1) = 76 rpm Recommended gas velocities: Pipe A: WA = 40 m/s Pipe B: WB = 25 m/s Pipe C: WC = 35 m/s 1) Exhaust gas mass flow: 220 105 kg/h (according to tables F1 to F3) 2) Exhaust gas temperature: 296 C (according to tables F1 to F3) 3) Exhaust gas density (assumed back pressure on turbine outlet p = 30 mbar (figure F36):
EXH P 0.629 kgm 3 RT
4) Number of turbochargers (according to figure C5): nTC = 2
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pEXH [kg/m3]
0.740
0.720
0.700
0.680
0.660
0.640
0.620
0.600
0.580
p [mbar]
30 20 10 0 220 230 240 250 260 270 280 290 300 310 320 330 340 350 360
0.560
0.540
F10.4682
tEaT [C]
Fig. F36 Estimation of exhaust gas density
qV [m3/h]
600 000 500 000 450 000 400 000 350 000 300 000 250 000 200 000 180 000 160 000 140 000 120 000 100 000 90 000 80 000 70 000 60 000 500
F10.4683
50
40
30
20
10
w [m/sec]
600
700 800 900 1000
1200 1400 dA
2000 dC dB
2500
3000
4000
dpipe [mm]
Fig. F37 Estimation of exhaust pipe diameters
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5) Exhaust gas volume flow: Pipe A:

q VA qm n TC 220 105 0.629 2 174 964 m 3h
F2.8
Air vents
EXH
Pipes B and C:
qm q VB q VC 220 105
349 928 m 3h 0.629 EXH
The air vent pipes of the ancillary systems must be fully functional at all inclination angles of the ship at which the engine must be operational. This is normally achieved if the vent pipes have a continu ous, uninterrupted inclination of 5 per cent mini mum. Such an arrangement enables the vapour to separate into its air and fluid components, dis charging the air to atmosphere and returning the fluid to its source.
6) Exhaust pipe diameters: Pipe diameters are (approx. according to figure F37): dA = 1240 mm dB = 2260 mm dC = 1900 mm or calculated:
d pipe 18.81
wq
[mm]
pipe
7) Select the calculated or the next larger diameter available, for example: dA = 1300 mm dB = 2300 mm dC = 1900 mm Check the back pressure drop of the whole ex haust gas system (not to exceed 30 mbar). R = gas constant = 268.4 J/kgK
T = absolute temperature [K]
P = barometer pressure [N/m2]
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F2.9
Engine-room ventilation
in diesel engined ships; Design requirements and
basis of calculations.
Based on ISO 8861, the radiated heat, required air
flow and power for the layout of the engine-room
ventilation can be obtained from the winGTD pro gram, see section C7.
The final layout of the engine-room ventilation is,
however, at the discretion of the shipyard.
The engine-room ventilation is to conform to the requirements specified by the legislative council of the vessels country of registration and the classification society selected by the ship owners. Calculation methods for the air flow required for combustion and air flow required to keep the machinery spaces cool are given in the international standard ISO 8861 Shipbuilding Engine-room ventilation
Figure F38 is a typical arrangement for direct suction of combustion air.
F10.3677
Fig. F38 Direct suction of combustion air main and auxiliary engine
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F3 F3.1
Ambient temperature consideration Engine air inlet Operating tem peratures from 45C to 5C
To avoid the need of a more expensive combustion air preheater, a system has been developed that enables the engine to operate directly with cold air from outside. If the air inlet temperature drops below 5C, the air density in the cylinders increases to such an extent that the maximum permissible cylinder pressure is exceeded. This can be compensated by blowing off a certain mass of the scavenge air through a blow-off device as shown in figure F39.
Engine
Turbocharger Air intake casing
Scavenge air cooler
Due to the high compression ratio, the diesel engine RTA84T-D does not require any special measures, such as pre-heating the air at low tem peratures, even when operating on heavy fuel oil at part load, idling and starting up. The only condi tion which must be fulfilled is that the water inlet temperature to the scavenge air cooler must not be lower than 25C. This means that: When combustion air is drawn directly from the engine room, no pre-heating of the combustion air is necessary. When the combustion air is ducted in from outside the engine room and the air suc tion temperature does not fall below 5C, no measures have to be taken.
Air filter
Blow-off valves
F10.1964
Fig. F39 Scavenge air system for arctic conditions
The central fresh water cooling system permits the recovery of the engines dissipated heat and main tains the required scavenge air temperature after the scavenge air cooler by recirculating part of the warm water through the low-temperature system.
F3.1.1
Scavenge air system arctic conditions at operating tem peratures below 5C
Under arctic conditions the ambient air tempera tures can meet levels below 50C. If the combus tion air is drawn directly from outside, these en gines may operate over a wide range of ambient air temperatures between arctic condition and tropical (design) condition (45C).
There are up to three blow-off valves fitted on the scavenge air receiver. In the event that the air inlet temperature to the turbocharger is below +5C the first blow-off valve vents. For each actuated blowoff valve, a higher suction air temperature is simu lated by reducing the scavenge air pressure and thus the air density. The second blow-off valve vents automatically as required to maintain the de sired relationship between scavenge and firing pressures. Figure F40 shows the effect of the blowoff valves to the air flow, the exhaust gas tempera ture after turbine and the firing pressure.
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Two blow-off One blow-off Blow-off valves closed normal operation valves open valve open
m [kg/kwh] 0.6 0.4 0.2

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

F10.1965
Fig. F40 Blow-off effect under arctic conditions
Control of the blow-off valves is effected by means of a signal generated by the temperature sensors in the inlet piping. Care is to be taken that no foreign particles in the form of ice gain access to the turbocharger compressor in any way, because they could lead to its destruction. Reduction of the pipes cross sectional area by snow is also to be prevented. The scavenge air cooling water inlet tempera ture is to be maintained at a minimum of 25C. This means that the scavenge air cooling water will have to be pre-heated in the case of low power operation. The required heat is obtained from the lubricating oil cooler and the engine cylinder cooling.
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F3.2
Air filtration
Marine installations have seldom had special air filters installed until now. Stationary plants on the other hand, very often have air filters fitted to pro tect the diesel engine. The installation of a filtration unit for the air supply to the diesel engines and general machinery spaces on vessels regularly transporting dustcreating cargoes such as iron ore and bauxite, is highly recommended. The following table F21 and figure F41 show how the various types of filter are to be applied.
In the event that the air supply to the machinery spaces has a high dust content in excess of 0.5 mg/m3 which can be the case on ships trading in coastal waters, desert areas or transporting dust-creating cargoes, there is a higher risk of in creased wear to the piston rings and cylinder liners. The normal air filters fitted to the turbochargers are intended mainly as silencers and not to protect the engine against dust. The necessity for the installation of a dust filter and the choice of filter type depends mainly on the con centration and composition of the dust in the 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 Most frequent particle sizes Normal shipboard requirement Short period < 5 % of running time, < 0.5 mg/m3
Alternatives necessary for very special circumstances frequently to permanently 0.5 mg/m3 Oil wetted or roller screen filter Oil wetted or panel filter permanently > 0.5 mg/m3 Inertial separator and oil wetted filter Inertial separator and oil wetted filter
> 5 m
Standard turbocharger filter sufficient Standard turbocharger filter sufficient the vast majority of installations
< 5 m
Valid for
These may likely apply to only a very few extreme cases. For example: ships carrying bauxite or similar dusty cargoes or ships routinely trading along desert coasts.
Table F21 Guidance for air filtration
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Filter surface [m2] 140 120
Oil wetted and panel filters in series
Panel filter Oil wetted filter 100 Required filteration area for pressure drop < 20 mbar 90 80 70 60 50 Roller screen filter
40
30
20
Inertial separator
16
12 10 10
F10.5296
12
16
20
25
30
40
50
60
70
80
7RTA84T-D: PR1 = 29.4 MW

Fig. F41 Air filter size
90 100 Installed engine power [MW]
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F4 F4.1
Pipe size and flow details Pipe velocities

figures to those stated may be acceptable when short piping runs, water properties and ambient temperature, are taken into consideration.
Lubricating oil mild steel Marine diesel oil mild steel
suction 0.9 2.6 1.0 4.5 1.1 7.8 1.2 14.5 1.3 23.5 1.4 40 1.5 66 1.5 95
The velocities given in table F22 are for guidance only. They have been selected with due regard to friction losses and corrosion. Increased velocity
Medium
Nominal pipe didi ameter
Pipe ma terial
Sea-water steel galvanized
Fresh water mild steel
Heavy fuel oil

mild steel
pumpside
[m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h] [m/sec] [m3/h]
suction 1.0 2.9 1.2 5.4 1.3 9.2 1.5 18 1.6 29 1.8 51 2.0 88 2.2 140 2.3 260 2.6 294 2.5 442 2.7 477 2.6 662 2.8 713 2.6 900 2.8 970 2.6 1176 2.8 1267 2.6 1489 2.9 1660 2.6 1838 2.9 2050
delivery 1.4 4.1 1.6 7.2 1.8 12.5 2.0 24 2.1 38 2.2 62 2.3 102 2.4 153 2.5 283
suction 1.5 4.3 1.7 7.7 1.9 13.5 2.1 25 2.2 40 2.3 65 2.4 106 2.5 159 2.6 294
delivery 1.5 4.3 1.7 7.7 1.9 13.5 2.1 25 2.2 40 2.3 65 2.5 110 2.6 165 2.7 305
suction 0.6 1.7 0.7 3.2 0.8 5.7 0.8 9.6 0.9 16.5 0.9 26 1.1 49 1.3 83 1.3 147
delivery 1.0 2.9 1.2 5.4 1.4 10 1.5 18 1.6 29 1.6 45 1.7 75 1.8 115 1.8 204
delivery 1.1 3.2 1.2 5.4 1.3 9.2 1.4 16.5 1.5 27 1.6 45 1.7 75 1.8 115
suction 0.5 1.4 0.5 2.3 0.5 3.5 0.6 7.2 0.6 11 0.7 20 0.8 35 0.9 57
delivery 0.6 1.7 0.7 3.2 0.8 5.7 0.9 11 1.0 18 1.2 34 1.4 62 1.6 108
32 40 50 65 80 100 125 150 200 Aluminium brass 250 Aluminium brass 300 Aluminium brass 350 Aluminium brass 400 Aluminium brass 450 Aluminium brass 500 Aluminium brass
2.6 460
2.7 477
2.7 477
1.3 230
1.9 336
2.6 662
2.7 687
2.7 687
1.3 331
1.9 484
2.6 900
2.7 935
2.7 935
1.4 485
2 693
2.6 1222
2.7 1222
2.7 1222
1.4 633
2 905
2.7 1546
2.7 1546
2.7 1546
1.4 802
2 1145
2.7 1909
2.7 1909
2.7 1909
1.5 1060
2.1 1484
Note: The velocities given in the above table are guidance figures only. National standards can also be applied. Table F22 Recommended fluid velocities and flow rates for pipework
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F4.2
Piping symbols
F10.1910
Fig. F42 Piping symbols 1
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F.
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F10.1911
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F10.1905
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F5
Engine pipe connections

The drawings of other combinations (number of cylinders, number and type of turbochargers) are available on request.
The following selection of the pipe connection plans doesnt cover all available executions of the RTA84T-D engines.

359.069a
Fig. F45 Pipe connection plan (driving end) for 7RTA84T-D engine with 2 x ABB TPL80-B turbochargers
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359.069a
Fig. F46 Pipe connection plan (exhaust side) for 7RTA84T-D engine with 2 x ABB TPL80-B turbochargers
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359.068
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Fig. F47 Pipe connection details (124) for 57RTA84T-D engines with ABB TPL80-B turbochargers
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F.
359.068
Ancillary systems
Fig. F48 Pipe connection details (2544) for 57RTA84T-D engines with ABB TPL80-B turbochargers
G.
Automation and controls
G1
Introduction
G2
DENIS-5 diesel engine interface specification General
Wrtsil Switzerland Ltd has introduced a stan dard electrical interface designated DENIS (Diesel Engine CoNtrol and optImizing Specification). It fa cilitates integration with approved remote control systems, while new computer-based tools under the designation of the MAPEX family (Monitoring and mAintenance Performance Enhancement with eXpert knowledge) enable shipowners and operators to improve the operating economy of their diesel engines.
G2.1
The traditional approach to engine control included the following functions in the engine builders scope of supply: Engine-room control of the engine Engine safety and shut-down system.
G1.1
DENIS family
The DENIS family contains specifications for the engine management systems of all modern types of Wrtsil diesel engines. The diesel engine inter face specification DENIS-5 is applicable for the RTA84T-D engines.
They allow safe and convenient control of the en gine from the control room. For automatic control from the wheelhouse, a bridge control system could be connected to the engine control system. The trend in modern shipbuilding is for automatic control from the bridge as standard. Different ar rangements utilizing conventional engine-room control close to the engine, to modern designs with control effected entirely from the bridge are be coming more common. To meet the requirements of increased flexibility, Wrtsil Switzerland Ltd has worked out a new concept with the following objectives: Clear definition of the signal interface between engine and its remote control system Interface close to the engine Engine control reduced to local control Interface to the Remote Control System (RCS) to be purely electrical Manufacturing and supply of the remote con trol system itself by approved specialist com panies.
G1.2
MAPEX family
The products of the MAPEX family are designed to improve the engines efficiency through better management and planning and save money by making available the knowledge of our engine management specialists. For the further description of the MAPEX family please refer to chapter G3.
G1
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Marine Installation Manual G.
Advantages for shipowners and engine builders: Clear interface between engine and its remote control system The well defined and documented interface al lows the easy adaptation of a remote control system to the Wrtsil RTA engine. A clear sig nal exchange simplifies troubleshooting, and the well defined scope of supply gives a clear separation of responsibilities. Lower costs on the engine The reduced engine control equipment and the concentration of all control tasks in the re mote control system gives an overall cost sav ing for the shipbuilder. Approved remote control systems Remote control systems of partner companies comply with the specifications and are ap proved by Wrtsil Switzerland Ltd. Co-oper ation ensures that adequate information is available on the approved system. Easy integration in ship management system With systems from the same suppliers, the necessary data can be obtained from the re mote control system through a bus link. Automation from one supplier A remote control system supplier approved by Wrtsil Switzerland Ltd can handle all au tomation tasks on board ship. This allows for easier engineering, standardization, easier operation, less training, fewer spare parts, etc.
The DENIS specification is presented in two sets of documents: DENIS engine specification This file contains the specification of the signal interface on the engine and is made access ible to all licensees. It consists basically of the control diagram of the engine, the signal list and a minimum of functional requirements. DENIS remote control specification This file contains the detailed functional spec ification of the remote control system. The in tellectual property on these specifications re mains with Wrtsil Switzerland Ltd. Therefore this file is licensed to Wrtsil Switzerland Ltds remote control partners only. These companies offer systems built com pletely according to the engine designers specifications, tested and approved by Wrtsil Switzerland Ltd.
Remote control system: The remote control system delivered by any re mote control partner of Wrtsil Switzerland Ltd is divided in to the following sub-systems: Remote control functions Safety system Wrong-way alarm Telegraph system Electronic speed control system.
Interface description: DENIS is the signal interface between the engine control system supplied with the engine and the re mote control system supplied by the purchaser and does not include any hardware. It summarizes all the signal data exchanged and defines the con trol functions required by the engine.
Safety system, wrong-way alarm and telegraph systems work independently and are fully operat ive even with the remote control functions out of order.
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G2
G.
Propulsion Control System

DENIS-5 Remote Control Specification
Alarm and Monitoring System
Alarm signals and Indications
Independent sub-systems:
PCS Alarms
Slow-downs
Engine safety system
Signals for speed control system
Electronic speed control system
Wrong-way alarm
Control functions
Telegrap system
Control terminal boxes
Servo unit
Alarm terminal boxes
DENIS5
Engine
Specification
RTA84T-D diesel engine

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

DENIS-5 system layout
Fig. G1
G3
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Signals for alam and slow-down
Signals for alarm and indication
Signals for wron-way system
Signals for telegraph system
Signals for control system
Signals for safety system
G2.2 G2.2.1
Engine control functions Introduction

Engine control is basically pneumatic, with stan dard air supply pressure of 78 bar provided by a separate control air system or directly via reducing valves from the starting air system. All connections between the engine and the re mote control system are electrical. The arrange ment of the local / emergency control stand is shown in figure G2.
The engine is delivered with a standard local/ emergency engine control system, comprising: Control elements fitted to the engine Operating and indicating elements at the local manoeuvring stand allowing convenient man ual and emergency control.
3100.279
Fig. G2
Arrangement of local / emergency control stand
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G.
G2.2.2

Standard engine control

Cylinder cooling system type CCO-3 The load-dependent cylinder cooling system provides optimal liner temperature over the entire operating range. The respective valve is automatically controlled by RCS. Cylinder lubricating system (CLU-3 opton) 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. Cylinder lubricating system (PLS variant) The Pulse Lubricating System (PLS) functions autonomously from the remote control sys tem, it only uses a load indication signal for input. Auxiliary blower control The blowers with independent electric control are automatically switched on / off depending on scavenge air pressure. Slow turning Allows slow turning of the engine from a re mote location using starting air. The control logic is integrated in the remote control system.
Start, stop, direction selection Operation by the manoeuvring / stop levers on the local control stand. The stop order is ex ecuted via fuel zero order to the speed control. Reversing by hydraulic servomotors, acti vated via pneumatic direction selection valves. Basic interlocks (turning gear engaged, re versing servo position, wrong direction of en gine rotation) are part of the engine control system. Speed setting The set point to the speed control can be ad justed locally on the engine. The actual ar rangement depends on the make of the speed control. Control transfer Control transfer from the remote control sys tem to the local manoeuvring stand takes place by moving one of the three local levers (manoeuvring, stop, emergency control). Variable injection timing (VIT) The injection timing is automatically adjusted depending on the engine load by an electroni cally controlled pneumatic cylinder. The con trol logic is integrated in the remote control system. Variable exhaust valve closing (VEC) The exhaust valve timing is also automatically adjusted depending on the engine load by an electronically controlled pneumatic cylinder. The control logic is integrated in the remote control system. Fuel quality setting (FQS) This feature is to maintain the maximum cylin der pressure irrespective of the type of fuel used. The adjustment of the FQS value is done in the remote control system.
G2.2.3
Shut-down functions
The engine is fitted with a pneumatic tripping de vice on each fuel pump, activated by the safety system to stop the engine under one of the follow ing conditions: Engine overspeed Low main bearing oil pressure Low cylinder cooling water pressure Low piston cooling oil flow Low air spring pressure Emergency stop push buttons / switches.
G5
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G2.3 G2.3.1
Speed control Approved propulsion control systems

gines with each of the following leading marine au tomation suppliers. All approved propulsion control systems listed below contain the same functionality specified by Wrtsil.
Remote Control System Electronic Speed Control System
Wrtsil Switzerland Ltd has an agreement concerning the development, production, sales and servicing of remote control, electronic speed control and safety systems for their Wrtsil RTA enSupplier / Company
Kongsberg Marine Kongsberg Maritime AS P.O. Box 1009 N-3194 Horten Norway NABTESCO Corporation NABTESCO corp., Marine Control Systems Company 1617-1, Fukuyoshi-dai 1-chome Nishi-ku Kobe, 651-22413 Tel. +81 78 967 5361 Japan Fax +81 78 967 5362 SAM Electronics GmbH / Lyngs Marine SAM Electronics GmbH Behringstrasse 120 D-22763 Hamburg Germany Lyngs Marine AS 2, Lyngs All DK-2970 Hrsholm Denmark
AutoChief C20
Tel. +47-815 73 700 Fax +47-850 28 028
DGS C20
M-800-III
MG-800
Tel. +49-40 88 25 0000 Fax +49-40 88 25 4116
DMS2100i
EGS2000
Tel. +45 45 16 62 00 Fax +45 45 16 62 62
Table G1 Suppliers of remote control systems and electronic speed control systrems
Modern remote control systems consist of electron ic modules and operator panels for display and or der input for engine control room and bridge. The different items normally communicate via serial bus connections. The engine signals described in the DENIS-5 specification are usually connected via the terminal boxes on the engine to the electronic modules placed in the engine control room. These electronic modules are in most cases built to be located either inside the ECR console or in a separate cabinet to be located in the ECR. The op erator panels are to be inserted in the ECR con soles surface.
In the case of the recent versions of the Kongsberg solution (AutoChief C20 and DGS C20 electronic modules are located in several cabinets directly on the engine.
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G.
G2.3.2 Remote control system functions

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

The remote control system is delivered with control panels for local, control room and bridge control, including all the necessary order input elements and indications (push buttons/switches and indica tion lamps). The following instruments for remote indication in the control room are specified: Starting air pressure Engine speed Revolution counter Load indicator Control air pressure Turbocharger speed Scavenge air pressure in air receiver.
Safety system built according to engine de signers specification including: Emergency stop function Overspeed protection Automatic shut-down functions Automatic slow-down functions.
The following instruments for remote indication on the bridge are specified: Starting air pressure Engine speed.
Telegraph system: Order communication between different con trol locations.
Options: Bridge wing control Order recorder.
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G.
Central control unit
to Ship alarm systen Speed control Terminal boxes
Local control panel Local manoeuvring stand
DENIS-5 interface
F20.0100
Fig. G3
DENIS-5 remote control system layout
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G.
G2.3.4
Recommended manoeuvring characteristics
Recommended values for the manoeuvring positions are given in figure G4.
F10.1972
Fig. G4
Recommended manoeuvring characteristics
G9
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G2.4
Alarm sensors and safety functions

The exact extent of delivery of alarm and safety sensors has to cover the requirements of the re spective classification society, Wrtsil Switzer land Ltd, the shipyard and the owner. The sensors delivered with the engine are basi cally connected to terminal boxes mounted on the engine. Signal processing has to be performed in a separate alarm and monitoring system usually provided by the shipyard.
The classification societies require different alarm and safety functions, depending on the class of the vessel and its degree of automation. These requirements are listed together with a set of sensors defined by Wrtsil Switzerland Ltd in tables G1 to G3 Alarm and safety functions of Wrtsil RTA84T-D marine diesel engines. The time delays for the slow-down and shut-down functions given in tables G1 to G3 are maximum values. They may be reduced at any time accord ing to operational requirements. When decreasing the values for the slow-down delay times, the delay times for the respective shut-down functions are to be adjusted accordingly. The delay values are not to be increased without written consent of Wrtsil Switzerland Ltd. Included in the standard scope of supply are the minimum of safety sensors as required by WCH for attended machinery space (AMS). If the option of unattended machinery space (UMS) has been se lected the respective sensors have to be added ac cording to the requirements issued by Wrtsil Switzerland Ltd.
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G10
G.
Alarm and safety functions for RTA84T-D engines

Function Medium Physical unit Location Signal No. Level
Values
max. allowable time delay [sec.]
min. WCH requirements add. to AMS for UMS
Setting
Request of classification societies for UMS = Additional request to UMS for AMS = Request for AMS only IACS ABS MRS BV GL KR LR PRS
A A A A B B
Cylinder cooling water
Pressure Engine inlet
PT1101A PS1101S
ALM SLD SHD
L L L L H H L L H L L H L L H H L L H L L L
4.5 bar 4.0 bar 4.0 bar 65 C 95 C 97 C 1.0 bar 25 C 70 C 2.0 bar 25 C 57 C 3.0 bar 2.5 bar 120 C 125 C 2.0 bar 25 C 70 C 2.7 bar 2.5 bar 2.5 bar 2.0 bar 50 C 55 C 10 bar *2) 9 bar *2) 65 C 70 C 65 C 70 C 65 C 70 C 85 C 65 C 70 C 65 C 70 C
0 60 90 0 0 60 0 0 0 0 0 0 0 60 0 60 0 0 0 0 60 90 10 0 60 0 60 0 60 0 60 0 60 60 0 60 0 60 0 60 0 B B B B B B B B A A A A A A A A A A A A B B B B B B B B B B B B A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A A
Temp.
Engine inlet Outlet each cylinder
TE1111A
ALM
TE112129A ALM TE112129S SLD PT1361A TE1371A ALM ALM
Scavenge air cooling water sea-water *1) Scavenge air cooling water fresh water, single-stage *1) Scavenge air cooling water fresh water, two-stage
Pressure Inlet cooler Temp. Inlet cooler Outlet cooler Pressure Inlet cooler Temp. Inlet cooler Outlet cooler Pressure Inlet cooler
TE138182A ALM PT1361A TE1371A ALM ALM
TE138182A ALM PS1301A PS1301S ALM SLD
HT circuit Temp. *1)
Outlet cooler
TE133132A ALM SLD
Pressure Inlet cooler LT circuit Temp. Inlet cooler Outlet cooler Main bearing oil Pressure Supply
PT1361A TE1371A
ALM ALM
TE138182A ALM PT2001A PS2001S ALM SLD SHD PS2002S
SHD LL ALM SLD ALM SLD H H L L H H H H H H H H H H H H H F
Temp.
Supply
TE2011A TE2011S
Pressure Supply
PT2021A PS2021S
Main bearing oil
Temp.
Outlet
TE210212A ALM SLD
Thrust bearing oil
Temp.
Outlet
TE2101A
ALM SLD
TE2121A
ALM SLD
TE2121S Crank bearing oil Temp. Outlet
SHD
TE220109A ALM SLD
Temp.
Outlet
TE230109A ALM SLD
Oil mist concentration
Concen tration Failure
Crankcase
AS2401A AS2401S
ALM SLD ALM
Detection unit
XS2411A
Table G1 Alarm and safety functions of Wrtsil RTA84T-D marine diesel engines
for AMS
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RINA
CCS
DNV
NK

Values
Setting
Request of classification societies for UMS = Additional request to UMS for AMS = Request for AMS only IACS ABS MRS BV GL KR LR PRS
D C
Piston cooling oil
Temp.
Outlet each cylinder Inlet each cylinder
TE250109A ALM TE250109S SLD FS252129S SHD PS254149S SHD ALM SLD
H H L H L L L H H L L L H H H H H H L L L L L L H L H L L H H D H D H H H H
80 C 85 C no flow 0.3 bar 1.0 bar 0.8 bar 0.6 bar 110 C 120 C 0.7 bar 0.6 bar 0.4 bar 85 C 95 C 80 C 85 C 60 C 65 C 1.0 bar 1.7 bar 1.7 bar no flow no flow min. 17 cST 13 cST 50160C 20130C 7 bar max. 515 C 50 C 530 C 70 C 515 C 530 C 480 C 500 C
0 60 15 15 0 60 5 0 60 0 60 5 0 60 0 60 0 60 0 60 60 30 60 0 0 0 0 0 0 0 0 60 60 0 60 0 60 H E F E F G H G G C C C C C C C C C C C C D D D D D D D D D D D
Flow Diff.press. Turbocharger bearing oil
Pressure Inlet each TC PT261112A *5) *6)
ABB TPL Temp. *5)
Inlet each TC PS261112S SHD Outlet TC TE260102A ALM TE260102S SLD ALM SLD
Pressure Inlet each TC PT261112A
MHI MET Temp.
Inlet each TC PS261112S SHD Outlet TC TE260102A ALM TE260102S SLD
additional requirement Temp. when separate oil supply
Inlet TC ABB TPL Inlet TC MHI MET
TE2621A TE2621S TE2621A TE2621S PT2711A
ALM SLD ALM SLD ALM ALM ALM
Geislinger damper oil Axial damper (detuner) oil
Pressure Casing inlet Pressure
aft side PT2721A Damp. chamber fore side PT2722A
Cylinder lubricating oil
Flow
Cylinder inlet
FS310109A ALM FS310109S SLD
Level Fuel oil
LS3125A
ALM ALM ALM
Viscosity before injec tion pumps Temp. before injec tion pumps TE3411A *7) PT3401A LS3441A after each cylinder
ALM ALM ALM ALM
Pressure Leakage Level Exhaust gas Temp.
TT370109A ALM ALM SLD SLD
before each turbocharger Temp. after each turbocharger
TT372122A ALM SLD TT373132A ALM SLD
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G12
for AMS
RINA
CCS
DNV
NK
G.

Values
Setting
Request of classification societies for UMS = Additional request to UMS for AMS = Request for AMS only IACS ABS MRS BV GL KR LR PRS RINA
I K K
CCS
DNV
Scavenge air
Temp.
after each cooler *4)
TE403132A ALM ALM SLD
L H H H H H H L H L L H L L F F H H L H
25 C 60 C 70 C 80 C 120 C max. max. 12.0 bar 6.5 bar 6.0 bar 4.5 bar max. 6.0 bar 5.0 bar *8) low vibr. high vibr.
0 0 60 0 60 0 0 0 0 0 0 0 0 0 0 0 5 0 30 60
for AMS
I I I K K K K
Temp.
each piston underside
TE408189A ALM TE408189S SLD
Condensation Level water *3) Starting air Air spring air
in air receiver LS407172A ALM bef. water sep. LS407576A ALM PS4301A PT4321A PS4341S PS4342S ALM ALM SLD SHD ALM ALM ALM ALM ALM ALM
K K
Pressure Engine inlet Pressure Distributor
Leakage oil Level Control air normal supply safety supply Electronic speed control
Exh.valve air
LS4351A PT4401A PS4421S XS5041/43A XS5042/44A XS5045A
Pressure Engine inlet Pressure Engine inlet Minor fail. Control unit Major fail. Control unit
Actuator overload Load
Actuator
Engine TC casing TC overspeed Speed performance TC vibration Vibration TC casing
ST520102A ALM YE521112A ALM SLD
Classification societies: IACS International Association of Classification Societies ABS American Bureau of Shipping BV Bureau Veritas CCS Chinese Classification Society DNV Det Norske Veritas GL Germanischer Lloyd KR Korean Register LR Lloyds Register MRS Maritime Register of Shipping (Russia) NK Nippon Kaiji Kyokai PRS Polski Rejestr Statkow RINA Registro Italiano Navale Signals for two-stage scavenge air cooling, Geislinger damper, PTO coupling, electric speed control and turbocharger vibration apply only if respective equipment is used. Function: ALM: alarm SLD: slow-down SHD: shut-down Level: D: deviation F: failure H: high HH: very high L: low LL: very low
*1) *2) *3) *4) *5)
*6)
*7) *8)
Only one of these cooling systems is applicable at a time for an engine. ALM & SLD are suppressed below part-load. Alternatively, low temperature alarm or condensation water high level alarm. For water separators made from plastic material the sensor must be placed right after the separator. The indicated setting values are valid for TC lubrication by main bearing oil system. For TC lubrication by separate lubrication system the following values apply: Pressure: ALM: 1.3 bar, SLD: 1.1 bar, SHD: 0.9 bar. Temperature: ALM: 120 C, SLD 130 C. The indicated alarm and slow-down values and the values indicated in *5) are mini mum settings allowed by the TC maker. In order to achieve an earlier warning, the ALM and SLD values may be increased up to 0.4 bar below the minimum effective pressure measured within the entire engine operation range. The final ALM/SLD set ting shall be determined during commissioning / sea trial of the vessel. ALM value depending on fuel viscosity. ALM value depending on turbocharger type.
094.495ik
Request of classification societies: Request for UMS Recommendation for UMS Additional request to UMS for AMS Request for AMS only UMS Unattended machinery space AMS Attended machinery space
A or B C or D E or F G or H I or K
are requested alternatively are requested alternatively are requested alternatively are requested alternatively are requested alternatively
G13
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NK
G2.5
Cabling notes
Wiring principles Switches: Generally 2 cores per switch are required but in some cases a common supply may be used. PT 100 Sensors: The engine wiring should be done as 3 core cabling. The shipyard wiring can be done as 3 or 4 connection. The use of at least 3 core cab ling is recommended. Thermocouples: Thermocouples are connected to the engine mounted terminal boxes by 2 core compensat ing cables, where they are connected to a con verter that supplies a 420 mA signal. For the shipyard connections, compensating cables or reference temperature measurement in the terminal box are to be applied. It is madatory that screened cables are used in all cases be tween engine mounted terminal boxes and the AMS.
The Remote Control System (PCS) and Alarm & Monitoring System (AMS) supplier is to provide a detailed wiring diagram for a specific plant showing the actual cabling, cable routing and intermediate terminals. Screened cables are to be used where indicated in the cable lists and wiring diagrams. Wrtsil Switzerland Ltd recommends that cables carrying different current levels are routed separ ately through two cable ducts being at least 0.5 m apart and identified as follows: High level signals (denoted as H in wiring diagrams): Signals with considerable current level, e.g. solenoid valves and power supplies. Low level signals (denoted as L in wiring diagrams): Signals with minimal current level, e.g. switches, analogue signals, temperature signals.
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G14
G.
G3
MAPEX Engine Fitness Family
G3.1
Mapex-PR
An intelligent engine management system also needs to include functions such as the monitoring of specific engine parameters, analysing data, and managing maintenance and spare parts purchas ing activities. Many of these functions involve spe cific and complex engine knowledge and are most appropriately handled directly by the engine de signer. Wrtsil Switzerland Ltd provides a full range of equipment for carrying out these functions, called the MAPEX Engine Fitness Family. MAPEX, or Monitoring and mAintenance Performance En hancement with eXpert knowledge, encompasses the following principles: Improved engine performance through re duced down time Monitoring of critical engine data, and intelli gent analysis of that data Advanced planning of maintenance work Management support for spare parts and for maintenance Access on board ship to the knowledge of experts Reduced costs and improved efficiency.
MAPEX-PR (Piston-running Reliability) continu ously monitors the piston-running behaviour on large-bore Wrtsil two-stroke diesel engines with an alarm if adverse conditions should appear. For example, an alarm is signalled if, among other criteria, the local temperature on the liner is abnor mally high due to piston-ring scuffing or inad equate ring sealing. The measured data are stored in an electronic unit and can be viewed on a personal computer. Pre ferably an industrial-PC installed in an ideally suited control box. All data and charts can be printed and copied to other storage media. The following data are monitored over fixed periods of 1, 4.5, 24, 400 or variable engine run ning hours and displayed graphically: Liner wall temperature (two sensor per cylinder) Cylinder cooling water temperature inlet and outlet Scavenge air temperature after each cooler Engine speed Engine load indicator position Alarms.
The MAPEX Engine Fitness Family currently com prises one system: MAPEX-PR. Further members of the MAPEX Engine Fitness Family are also envisaged. In each case special emphasis has been placed on user friendliness and ease of installation. For further information regarding products of the MAPEX Engine Fitness Family contact your WCH sales representative.
The following alarms can be connected to the ships alarm system to inform the engineers about any unexpected situation: High friction on one or both side of the cylinder liner Deviation of temperature on one or both sides of the cylinder Average temperature of the engine Cooling water fluctuation Scavenge air temperature System alarm for: System failure.
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Together with the normal Manual, Wrtsil Switzerland Ltd delivers also a digital version, which will be installed together with the software MAPEX-MD. Customers benefit of MAPEX-PR Thanks to the MAPEX-PR alarming system you are able to detect an abnormal behaviour of the piston-running without opening the engine. So you can save your engine from major damage and therefore increase the availability of your vessels main propulsion system. MAPEX-PR is the tool to check the piston-running behaviour. MAPEX-PR Alarms if the liner wall temperature shows high piston-ring friction Checks the hot spots of the diesel engine Is an on-line display for piston-ring and nozzle performance Is capable to detect malfunctions such as blow by and adhesive wear Informs if thermal overload should occur on the cylinder liner Is your round-the-clock watchful eye.
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G.
ENGINE CONTROL ROOM
ENGINE ROOM
MAPEX-PR Control box
PC in Engine control room MAPEX-PR Box 300
Remote control system
Ships Alarm system
Amplifier
Electronics
Sensors & Amplifiers
Fig. G5
MAPEX-PR System overview
Fig. G6
MAPEX-MD Visualization software
G17
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G18
H.
General installation aspects
H1
Introduction
The purpose of this chapter is to provide informa tion to assist planning and installation of the engine. It is for guidance only and does not supersede current instructions. If there are de tails of engine installation not covered by this manual please contact Wrtsil Switzerland Ltd, Winterthur, directly or our representative.
H1
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Marine Installation Manual H.
H2 H2.1
Dimensions and masses Engine

Deck beam X = depending on crane height X E
F1 D T O
F2 F3
M K L
M1 A A
N I B
F10.5297
Fig. H1
Engine dimensions
Number of cylinders
Dimensions in mm with a tolerance of approx. 10 mm
5
A A B C D E F1 F2 F3 G I K L M M1 N O 8890 10 455
6
10 390 11 955
7
11 890 13 455 5000 1800 11 933 5700 14500 14475 13590 2700 760 805 1815 1500 2500 1075 6670
8
14 390 15 955
9
15 890 17 455
Remarks: F1: F2: F3: E: M M1
Min. height to crane hook for vertical removal. Min. height to deck beam for vertical removal using a double-jib (special) crane. Min. height to deck beam for tilted piston removal using a double-jib (special) crane. when engine fitted with ABB TPL80. Cylinder distance. Cylinder distance for engines with middle drive (8 and 9 cylinders).
Table H1 Engine dimensions
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H2
H.
The following table gives the net engine and com ponent masses calculated according to nominal di mensions including turbochargers and scavenge air coolers, piping and platforms but without oil and
water. The masses are specified for engines with rating R1 according to figure C5 Turbocharger and scavenge air cooler selection.
Number of cylinders ABB-TPL

Turbocharger types and numbers
5 Mass [t] ABB-TPL 2x 80-B 1 x 85-B
6 Mass [t] 870 870 ABB-TPL 2 x 80-B
7 Mass [t] 990 ABB-TPL 2 x 80-B 2 x 85-B
8 Mass [t] 1130 1140 ABB-TPL 2 x 80-B 2 x 85-B
9 Mass [t] 1250 1260
1 x 85-B
740
Remark:
Net engine weight (without oil/water). Calculated according to nominal dimensions of drawings, including turbocharger and SAC, piping and platforms. There may be differences in weights, depending type of turbochargers.
Table H2 Engine weights
H3
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Number of cylinders length

Bedplate including bearing girders
5 [m] [t] [m] [t] [t] [t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] 9.05 88.28 10.07 140.2 25.2 6.23 8.80 81.34 10.6 1.88 5.12 89.8 3.64 7.1 2.46 7.5 4.53 5.92 1.2 4.55 4.65 4.18 2.1 1.93
6 10.93 94.6 11.57 163.9 25.2 4.5 10.30 93.56 10.6 1.88 5.12 106.7 3.64 7.1 2.46 7.5 4.53 5.92 1.2 4.55 4.65 4.18 2.1 1.93
7 12.43 105.1 13.07 187.7 25.2 5.29 11.80 105.18 10.6 1.88 5.12 123.6 3.64 7.1 2.46 7.5 4.53 5.92 1.2 4.55 4.65 4.18 2.1 1.93
8 DE 8.11 FE 6.83 DE 70.6 FE 55.9 DE 8.37 FE 7.20 DE 133.4 FE 119.3 25.2 4.94 DE 6.68 FE 6.66 DE 60.60 FE 60.50 10.6 1.88 5.12 151.9 3.64 7.1 2.46 7.5 4.53 5.92 1.2 4.55 4.65 4.18 DE 6.01 FE 7.02 DE FE 2.1 1.93
9 DE 8.11 FE 8.33 DE 70.6 FE 66.4 DE 8.37 FE 8.70 DE 133.4 FE 146.9 25.2 5.6 DE 6.68 FE 8.16 DE 60.60 FE 73.05 10.6 1.88 5.12 168.8 3.64 7.1 2.46 7.5 4.53 5.92 1.2 4.55 4.65 4.18 DE 6.01 FE 8.52 DE FE 2.1 1.93
mass length
Crankshaft
mass max.
Flywheel
mass mass length
min.
Engine frame, complete (mono block)
mass length
Tie rod
mass height
Cylinder block, complete with studs
mass height
Cylinder liner Cylinder cover, complete incl. starting and fuel valve and incl. upper ring of water guide jacket Connecting rod, complete
mass height mass length mass length
Crosshead, complete with guide shoes
mass length
Piston, complete with rod
mass length
Scavenge air receiver, complete with valves and covers
max.
mass height
Exhaust valve, complete
mass
Note: DE: refers to section on driving end FE: refers to section on free end Remark: For engine dimensions and masses see tables H1 and H2. For turbocharger and scavenge air cooler masses see tables C1 and C2.
Table H3 Dimensions and masses of main components
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H4
H.
H2.2
Thermal expansion at the turbocharger expansion joint

X a) a)
Before expansion pieces, enabling connections between the engine and external engine services, are to be made it is important to take into account the thermal expansion of the engine. The expan sions are defined as follows (see also fig. H2): Transverse expansion (X) Distance from crankshaft centerline to the centre of gas outlet flange Vertical expansion (Y) Distance from bottom edge of the bedplate to the centre of gas outlet flange Longitudinal expansion (Z) Distance from engine bedplate aft edge to the centre of gas outlet flange
Z a) Gas outlet flange

F10.5273
Fig. H2
Thermal expansion, dimensions X, Y, Z
Table H4 shows the figures of the expected ther mal expansion from ambient temperature (T = 20 C) to service temperature.
Cylinder No. Turbocharger type Turbocharger location Distance X [mm] Thermal expansion x [mm] Distance Y [mm] Thermal expansion y [mm] Distance Z [mm] Thermal exansion z [mm]
Remark:
5 1 TPL85-B15 (TC No 1) on request on request on request
6 2 TPL80-B11 (TC No 2) 3787 1.5 11688 4.7 8315 3.3
7 2 TPL80-B12 (TC No 2) 3787 1.5 11688 4.7 8315 3.3
8 2 TPL85-B14 (TC No 2) 4136 1.7 12026 4.8 10435 4.2
9 2 TPL85-B14 (TC No 2) 4136 1.7 12026 4.8 11935 4.8
For details of engine pipe connections refer to section F5.
Table H4 Expected thermal expansion figures at turbocharger gas outlet
H5
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H2.3
Contents of fluid in the engine
Number of cylinders
Systemfluid fluid
5
[kg] [kg] [kg] [kg]
6
2670 3400 1120 7190
7
3110 4000 1120 8230
8
3550 4600 1360 9510
9
4000 5100 1360 14460
Cylinder cooling water Lubricating oil Sea-water in scavenge air cooler(s) *1) Total of water and oil in engine *2) Remark:
2220 2900 680 5800
*1) The given water content is approximate. *2) These quantities include engine piping except piping of scavenge air cooling.
Table H5 Fluid quantities in the engine
H2.4 H2.4.1

Space requirements and dismantling heights Crane requirements H2.4.2 Piston dismantling heights
An overhead travelling crane, of 9.5 metric tonnes minimum, is to be provided for normal engine maintenance. The crane is to conform to the requirements of the classification society.
As a general guide Wrtsil Switzerland Ltd rec ommend a two-speed hoist with pendent control, being able to select high or low speed, i.e., high 6.0 m/minute, and low 0.61.5 m/minute.
Figure H3 shows the dismantling height for vertical piston lifting. Figures H4 and H5 show the possibil ity of reducing the standard piston dismantling height using special tools and/or to tilt the piston. These dimensions are for guidance only and may vary depending on the crane dimension, handling tools and dismantling tolerances. This dimensions are absolutely not binding. However, please contact Wrtsil Switzerland Ltd Winterthur or any of its representatives if these va lues cannot be maintained, or more detailed in formation is required.
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H6
H.
H7
282.355/348.334
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Fig. H3
Space requirements and dismantling heights for vertical piston lifting
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H8 H.
282.356/348.334
Fig. H4
Space requirements and dismantling heights for vertical piston lifting with double-jib/special crane
H.
H9
282.357/348.334
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Fig. H5
Space requirements and dismantling heights for tilted piston lifting with double-jib/special crane
H2.4.3
Dismantling of scavenge air cooler

xx Beam
xx
xx
In order to facilitate the dismantling of the scavenge air coolers, an adequate lifting facility may be fore seen as shown in figure H6.
min. xx
xx
xxx
(xxxx)
The adequate drawing is still not available.
Beam
F10.xxxx
Fig. H6
Dismantling of SAC
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H10
min. x
H.
H3
Outlines of Wrtsil RTA84T-D engines

This selection doesnt cover all variations of the RTA84T-D engines. The drawings of other com binations (number of cylinders, number and type of turbochargers) are available on request.
The following engine outline illustrations are produced to scale. They represent engine arrangements with ABB TPL and MHI MET turbochargers.
Drawings available on request
Fig. H7
Outline drawings of Wrtsil 5RTA84T-D engines with 1 x ABB TPL85-B turbocharger
H11
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Fig. H8
Side elevation and top view of Wrtsil 6RTA84T-D engines with 2 x ABB TPL80-B turbochargers
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H12
H.
357.024
Fig. H9
End elevation of Wrtsil RTA84T-D engines with 2 x ABB TPL80-B turbochargers
H13
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357.024
Fig. H10 Side elevation and top view of Wrtsil 7RTA84T-D engines with 2 x ABB TPL80-B turbochargers
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H14
H.
Fig. H11 End elevation of Wrtsil RTA84T-D engines with 2 x ABB TPL85-B turbochargers
H15
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H16
H.
H17
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358.870
Fig. H14 End elevation of Wrtsil RTA84T-D engines with 2 x MHI ME83SE turbochargers
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H18
H.
358.870
Fig. H15 Side elevation and top view of Wrtsil 7RTA84T-D engines with 2 x MHI ME83SE turbochargers
H19
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H.
H4
Platform arrangements
The drawings of other combinations (number of cylinders, number and type of turbochargers) and drawings of platform details are available on request.
The following platform outline illustrations repre sent engine arrangements with ABB TPL and MHI MET turbochargers. This selection of outlines doesnt cover all variations of the RTA84T-D en gines.
1)
2)
4)
3)
5)
1) 2) 3) 4) 5)
Cylinder cover platform Upper platform Manoeuvring stand platform Middle platform Service platform
357.555
Fig. H16 Platform arrangement for RTA84T-D with ABB TPL80-B turbochargers
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H20
H.
Cylinder cover platform
Driving end
Free end
Upper platform
357.555
Fig. H17 Cylinder cover platform and upper platform for 7RTA84T-D with 2 x ABB TPL80 turbochargers
H21
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Middle platform
Driving end
Free end
Service platform
Manoeuvring stand platform
357.555
Fig. H18 Middle platform and Service platform for 7RTA84T-D with 2 x ABB TPL80 turbochargers
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H22
H.
Fig. H19 Platform arrangement for RTA84T-D with ABB TPL85-B turbochargers
H23
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Fuel side
Exhaust side
1)
2)
3)
4)
5)
1) 2) 3) 4) 5)
Cylinder cover platform Upper platform Manoeuvring stand platform Middle platform Service platform
358.954
Fig. H20 Lower platform and upper platform for 8RTA84T-D with 2 x MHI MET83SE turbochargers
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H24
H.
Cylinder cover platform
Driving end
Free end
Upper platform
358.954
Fig. H21 Cylinder cover platform and upper platform for 8RTA84T-D with 2 x MHI MET83SE turbochargers
H25
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Middle platform
Driving end
Free end
Service platform
Manoeuvring stand platform
358.954
Fig. H22 Middle platform and Service platform for 8RTA84T-D with 2 x MHI MET83SE turbochargers
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H26
H.
H5 H5.1
Engine seating Introduction

material as used for the chocks. The engine holding-down stud is inserted in the sleeve and tightened in the same way as the normal studs. This hydraulically tightened holdingdown stud is of the same design, except for the length, as the normal holding-down stud used to fasten the engine to the tank top. Dril ling and reaming of the holes in the engine bedplate is carried out by the engine manu facturer. The thrust sleeves with the final tol erance and the holding-down studs are sup plied by the shipyard.
The engine seating is integral with the double-bot tom structure and is to be of sufficient strength to support the weight of the engine, transmit the pro peller thrust, withstand external couples and stresses related to propeller and engine resonance. The longitudinal beams situated under the engine are to extend forward of the engine-room bulkhead by at least half the length of the engine and aft as far as possible. The maximum allowable rake for these engines is 3 to the horizontal. Before any engine seating work can be performed make sure that the engine is aligned with the intermediate propeller shaft as described in section L1.4.
H5.2.2.2 Drilling of the holes in the tank top plate

The holes for the thrust sleeves must be drilled or flame-cut in the tank top plate before setting the engine in position. These holes are prepared while observing the dimensions given on the draw ing Chocking and drilling plan for engine seat ing with epoxy resin chocks. The holes for the normal holding-down studs can be drilled or flamecut either before or after setting the engine in position.
H5.2
Engine seating with epoxy resin chocks Introduction
H5.2.1
Apart from the normal, conventional engine holding-down studs used to fasten the engine to the tank top plate, a different design is to be applied for the propeller thrust transmission. The pro peller thrust is transmitted from the engine thrust bearing to the bedplate and to the tank top plate which is part of the ships structure by means of the a) thrust sleeves or b) fitted studs located adjacent to the engine thrust bearing.
H5.2.2.3 Chock thickness

Since the chock thickness cannot be precisely de termined before engine alignment is finalized, the standard design of the holding-down stud, thrust sleeve and conical washer allows for the applica tion of chock thicknesses from 30 up to 50 mm. To avoid additional machining of the sleeve to adjust its length, the conical washer is provided with a larger bore compared to the sleeves external di ameter. The sleeve can protrude beyond the top plate more or less, the space in the washer allows for this variable. At the project stage, if chock thick nesses are foreseen to be more than 50 mm or less than 30 mm, the length of the thrust sleeve and its corresponding holding-down stud as well as the length of the normal holding-down stud must be adapted accordingly. Please note: In any case,
H5.2.2
Thrust sleeve
H5.2.2.1 Fitting
The thrust sleeve is fitted in the bottom plate of the engine bedplate and cast in the tank top plate. The diameter of the flame-cut or drilled hole for the thrust sleeve in the tank top is larger than the dia meter of the sleeve to allow engine alignment with out remachining of the hole. The sleeve in the tank top plate hole is then fixed with epoxy resin
H27
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if the minimum thickness is less than 30 mm, the epoxy resin supplier must be consulted.
H5.2.4
Pouring of the epoxy resin chocks
H5.2.3
Fitted stud
H5.2.4.1 Conditions before pouring

Engine fully aligned. All side stoppers welded in place, wedges not fitted. When using thrust sleeves (see figure H25): Thrust sleeves and their accompanying holding-down studs inserted into the correspon ding holes with the nuts slightly tightened by hand. The conical washers and the sponge rubber sealings fixed correctly under the tank top plate. Contact surface washer/top plate smeared with gasket sealant. When using fitted studs (see figure H26): Fitted studs inserted in the corresponding holes and slightly tightened by hand. The coni cal washers fixed correctly under the tank top plate. For normal holding-down studs (see figure H27): Sponge rubber plugs or similar inserted into bedplate where normal studs are applied.
H5.2.3.1 Fitting
The fitted stud is fitted in the bottom plate of the en gine bedplate, the epoxy resin chock and the tank top plate. The holes in the bedplate and the top plate are reamed together when the engine is com pletely aligned. The fitted stud is then inserted and the chocks are poured. The engine bedplate is de livered with pre-drilled holes. The fitted studs with the final tolerance and the holding-down studs are supplied by the shipyard.
H5.2.3.2 Drilling of the holes in the tank top plate

The holes in the tank top plate for the fitted studs are to be pre-drilled when the engine is placed in position. Then drill out and ream the pre-drilled holes in the bedplate together with the holes in the tank top plate to the foreseen final diameter. The holes for the normal studs are drilled with the same diameter as those in the bedplate.
H5.2.4.2 Pouring
Pouring of the epoxy resin chocks together with its preparatory work must be carried out either by ex perts of the epoxy resin manufacturers or by their representatives. Their instructions must be strictly observed. In particular, no yard work on the engine foundation may proceed before completion of the curing period of the epoxy resin chocks. The filler material for the thrust sleeve holes is identical to that used for the chocks. The following epoxy resin materials have been approved by Wrtsil for the chocking of Wrtsil two-stroke marine diesel engines: Epocast 36, HA Springer Chockfast Resin Type PR610TCF (Chockfast Orange) EPY, Marine Service, Szczecin
H5.2.3.3 Chock thickness

Since the chock thickness cannot be precisely de termined before the engine alignment is finalised, the standard design of the fitted stud allows for the application of chock thicknesses from 30 up to 50 mm. At the project stage, if chock thicknesses are foreseen to be more than 50 mm or less than 30 mm, the length of the fitted stud and also of the normal holding-down stud must be adapted ac cordingly. Please note: In any case, if the mini mum thickness is less than 30 mm, the epoxy resin supplier must be consulted.
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H28
H.
H5.2.5
Tightening the holding-down studs

All engine holding-down studs are tightened by means of a hydraulic pre-tensioning jack. The tightening procedure begins at the driving end and continues alternating from side to side in the direc tion of the engine free end. After tightening all engine holding-down studs, fit the side stopper wedges.
The instructions of the epoxy resin manufacturers or their representatives concerning the curing period must be strictly observed before any work on the engine foundation may proceed. On completion of the curing period the supporting devices, i.e. jacking screws, jacking wedges, etc., must be removed before the holding-down studs are tightened.
Pre-tension force per stud Fv [kN] *1) 650 Remark:
Hydraulic tightening pressure p [bar] 1000
Code number of hydraulic pre tensioning jack *2) 94145
*1) Including an efficiency loss during tightening process. *2) The hydraulic pre-tensioning jack is part of the engine builders tool kit (refer to section J2).
Table H6 Tightening pressures
H5.2.6
Engine foundation
Notes: For section A-A refer to Fig. H24. For section B-B refer to Fig. H36 up to Fig. H42.
For view on C-C and D-D refer to Fig. H25 and Fig. H27.
246.705
Fig. H23 Engine seating and foundation
H29
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AA
Remarks:
246.707
Fig. H24 Engine seating (foundation) with epoxy resin chocks
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H30
H.
H5.2.7
Engine holding-down studs
Note:
246.706
Fig. H25 Cross section of thrust sleeve with holding-down stud and epoxy resin chocks
Note:
246.793
Fig. H26 Cross section of fitted holding-down stud with epoxy resin chocks
H31
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Note:
246.793
Fig. H27 Cross section of normal holding-down stud with epoxy resin chocks
Number of cylinders Position 001 002 003 004 005 006 007 008 009 010 011 Description Round nut M64 Sleeve Elastic bolt M64 x 935 Fitted stud M64 x 885 Elastic bolt M64 x 885 Conical socket Conical socket Spherical round nut M64 Damming plate Sponge rubber sealing Sponge rubber plug
9 Remarks
Execution with thrust sleeves 48 10 10 38 10 38 48 56 12 12 44 12 44 56 64 14 14 50 14 50 64 76 16 16 60 16 60 76 84 18 18 66 18 66 84
Execution with fitted studs 48 10 38 48 48 56 12 44 56 56 64 14 50 64 64 76 16 60 76 76 84 18 66 84 84
These parts cover a stan dardized chock thickness of 30 mm up to 50 mm.
for chock geometry see figures H36 to H42 10 38 12 44 14 50 16 60 18 66 38 44 50 60 66

Material and design determined by shipyard.
Table H7 Parts list for engine seating with epoxy resin chocks
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H32
H.
003 Elastic bolt M64 x 935 005 Elastic bolt M64 x 885
246.254d
004 Fitted stud M64x885
Note:
246.415b
Fig. H28 Engine holding-down studs
H33
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001 Round nut M64 Sharp edges removed 0.2 x 45
008 Spherical round nut M64 Sharp edges removed 0.2 x 45
002 Sleeve Sharp edges removed 0.2 x 45
006 Conical socket Sharp edges removed 0.2 x 45
007 Conical socket Sharp edges removed 0.2 x 45
Material for all parts: 34CrMo4 Note:

318.178
Fig. H29 Details of sleeve, sockets, and round nuts
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H34
H.
H5.2.8
Design 1
Engine seating side stoppers

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

*1). Weld the stoppers in place when the engine is aligned. *2). Fit the wedges when the engine holding down bolts are tightened.
246.212a
Number of cylinders 5
Number of side stoppers 6 8 8 10 12
Design 2
6 7 8 9
Note: For the arrangement and number of side stoppers refer to figures H31 through H35.
246.213a
Fig. H30 Engine seating side stoppers
H35
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Welded type side stoppers
246.801
Flame-cut type side stoppers
246.802
Fig. H31 5RTA84T-D engine side stopper arrangement
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H36
H.
246.801
246.802
H37
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246.801
246.802
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H38
H.
246.687a
246.688a
H39
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246.687a
246.688a
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H40
H.
H5.2.9
Chocking and drilling plan

for thrust sleeves
5RTA84T-D
246.708a
for fitted studs
246.803a
Remark: *4) Tolerance, does not apply for fitted studs
Note: Plan view BB, refer to Fig. H23. For dertais of holes X and Y and chocks refer to figure H43 and tables H8 and H9.
Fig. H36 5RTA84T-D chocking and drilling plan for engine seating with epoxy resin chocks
H41
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6RTA84T-D
for thrust sleeves
246.708a
for fitted studs
246.803a
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H42
H.
7RTA84T-D
for thrust sleeves
246.708a
for fitted studs
246.803a
H43
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8RTA84T-D
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for thrust sleeves
H44 H.
246.709b
H.
Wrtsil Switzerland Ltd Note: Plan view BB, refer to Fig. H23. For dertais of holes X and Y and chocks refer to figure H43 and tables H8 and H9.
8RTA84T-D
for fitted studs
H45
246.692c
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9RTA84T-D
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for thrust sleeves
H46 H.
246.709b
H.
9RTA84T-D
Wrtsil Switzerland Ltd Note: Plan view BB, refer to Fig. H23. For dertais of holes X and Y and chocks refer to figure H43 and tables H8 and H9.
for fitted studs
H47
246.692c
25.85.07.40 Issue VIII.06 Rev. 0
Dimensions of epoxy resin chocks *1)

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

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

5 6 7 8 9
4.5
2 x 7415 2 x 8765 2 x 10 115 2 x 12 315 2 x 13 665
715 715 715 670 670
103 979 122 945 141 912 161 768 179 520
314 371 429 489 543
522 617 713 813 902
Remark:
*1) For the layout is taken into consideration: A max. permissible static load of 0.7 N/mm2. Engine mass (incl. net engine mass, vibration damper, flywheel, water, and oil). Engine holding down studs fully tightened according to fitting instructions. *2) The max. permissible mean surface pressure of the epoxy resin chocks has to be determined by the shipyard in accordance with the classification society/rules.
Table H8 Details and dimensions of epoxy resin chocks
Number of cylinders
Total number of holes
Execution with thrust sleeves (see Fig. H43) No. 10 12 14 16 18 A (mm) 114 114 114 114 114 +3 0 +3 0 +3 0 +3 0 +3 0 No. 38 44 50 60 66 B (mm) 742 742 742 742 742 No. 10 12 14 16 18
Execution with fitted studs (see Fig. H43) A (mm) 62 62 62 62 62 pre-drilled for 65H7 pre-drilled for 65H7 pre-drilled for 65H7 pre-drilled for 65H7 pre-drilled for 65H7 No. 38 44 50 60 66 B (mm) 742 742 742 742 742
5 6 7 8 9
48 56 64 76 84
Table H9 Number and diameter of holes drilled into top plate
246.708a/246.709b
246.803a/246.692c
246.708a/246.803a
Fig. H43 Drilling plan details
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H48
H.
H5.3
Engine alignment tools

Section AA
Arrangement for pre-align ment with hydraulic jack
Section BB
Arrangement for final alignment with wedge
246.685a
Fig. H44 Alignment with hydraulic jack and wedge
Position 001 002 003 004
Description Hydraulic jack Supporting wedge Jacking screw M70x2 Sponge rubber ring
5 cylinders
6 cylinders
7 cylinders
8 cylinders
9 cylinders
6 14 34 34
8 16 40 40
8 18 46 46
12 22 56 56
12 24 62 62
Table H10 Parts list for wedge, hydraulic jack and jacking screw
Execution with
jacking screw M70x2
Note: Provide thread protection (Pos. 004) to jacking screws to allow easy removal after pouring of chocks, Fig. H46 to Fig. H50.
246.686a
Fig. H45 Arrangement with jacking screw
H49
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H5.3.1
Position of engine alignment tools
Alignment using wedge and hydraulic jacks
246.214
Note: for cross section AA and BB see Fig. H44
Hydraulic jack
Alignment using jacking screws
246.220
Note: for cross section CC see Fig. H45 Fig. H46 Position of engine alignment tools for 5RTA84T-D
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H50
H.
246.214
Hydraulic jack
246.220
Note: for cross section CC see Fig. H45
Fig. H47 Position of engine alignment tools for 6RTA84T-D
H51
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246.214
Hydraulic jack
246.220
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H52
H.
246.685a
Hydraulic jack
246.686a
Note: for cross section CC see Fig. H45 Fig. H49 Position of engine alignment tools for 8RTA84T-D
H53
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246.685a
Hydraulic jack
246.686a
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H54
H.
H6
Engine coupling
To tighten the coupling bolts it is important to work methodically, taking up the threads on opposite bolts to hand tight followed by sequential torque tightening. Mark each bolt head in turn, 1, 2, 3, etc., and tighten opposite nuts in turn to an angle of 55 making sure the bolt head is securely held and un able to rotate with the nut. Castellated nuts are to be locked according to the requirements of class with either locking wire or split pins. Use feeler gauges during the tightening process to ensure the coupling faces are properly mated with no clearance.
Figure H51 gives a dimensioned cross-section of the engine coupling showing the arrangement of the fitted bolts, details of the nuts, and table H11 gives the quantity.
H6.1
Fitting coupling bolts
Drilling and reaming of the engine and shaft coup lings is to be carried out using a computer numeri cally controlled drilling machine or accurately centred jig and great care is to be taken in matching and machining mating flanges together. Fitted bolt hole tolerances are to be H7 and fitted bolts are to be available for inserting in the holes on comple tion of reaming. Each fitted bolt is to be stamped with its position in the coupling with the same mark stamped adjacent to the hole. In the event of pitch circle error leading to misalign ment of bolt holes it is important to remedy the situ ation by joint cylindrical reaming an oversize hole and fitting an individually machined fitted bolt. Fitted bolts are to locate with a slight interference fit but not requiring heavy hammer blows. If there is any doubt that a fitted bolt is too slack or too tight refer to the classification society surveyor and a representative of the engine builder.
H55
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Coupling bolts have to be mounted from the aft side.
Intermediate shaft
Intermediate shaft
Dimension A = flange thickness of intermediate shaft
Engine flange
270.801c
Fig. H51 Engine coupling fitted bolt arrangement
Number of cylinders Number of fitted bolts
5
16
6
18
7
18
8
18
9
22
Note: The number of fitted bolts shown above is the minimum number recommended by Wrtsil Switzerland Ltd. Table H11 Quantity of engine coupling fitted bolts
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H56
H.
Recommended design of bolts and nuts for crankshaft coupling
270.801c
Fig. H52 Detail of coupling bolt and nut
H57
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246.273a
Fig. H53 Engine coupling and flywheel casing.
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H58
H.
H7 H7.1
Engine earthing Introduction

On vessels with star-wound alternators the neutral is considered to be earth and electrical devices are protected by automatic fuses. Ensure instrument wiring meets the building and classification society specifications and is shielded and isolated to pre vent induced signal errors and short circuits. In cer tain cases large items of machinery are isolated from their foundations and couplings are isolated to prevent current flow, e.g., when electric motors are connected to a common gear box. Retrospective fitting of earthing devices is not un common but due consideration is to be given at the design stage to adequate shielding of control equipment and earthing protection where tracking and leakage currents are expected. Magnetic in duction and polarisation are to be avoided and de gaussing equipment incorporated if there is likely to be a problem.
Electric current flows when a potential difference exists between two materials. The creation of a po tential difference is associated with thermoelec tric by the application of heat, tribo-electric be tween interactive surfaces, electrochemical when an electrolytic solution exists and electromagnetic induction when a conducting material passes through a magnetic field. Tracking or leakage cur rents are created in machinery by any of the above means and if they are not adequately directed to earth, can result in component failures, in some case fires and interference with control and moni toring instrumentation.
H7.2
Preventive action
Earthing brushes in contact with slip-rings and the chassis bonded by braided copper wire are com mon forms of protecting electric machines. Where operating loads and voltages are comparatively low then the supply is isolated from the machine by an isolating transformer, often the case with hand held power tools. The build specification dictates the earthing procedure to be followed and the classification society is to approve the final installation.
H59
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H7.3 H7.3.1
Earthing slip-rings Main shaft earthing system

Wrtsil recommend installing a shaft earthing de vice on the intermediate shafting as illustrated in figure H55.
Figures H54 and H55 show a typical shaft earthing system. The slip-ring (1) is supplied as matched halves to suit the shaft and secured by two tension bands (2) using clamps (12). The slip-ring mating faces are finished flush and butt jointed with solder. The brushes (4) are housed in the twin holder (3) clamped to a stainless steel spindle (6) and there is a monitoring brush (11) in a single holder (10) clamped to an insulated spindle (9). Both spindles are attached to the mounting bracket (8). The elec tric cables are connected as shown in figure H56 with the optional voltmeter. This instrument is at the discretion of the owner but it is useful to ob serve that the potential to earth does not rise above 100 mV. Differing combinations of conducting material are available for the construction of the slip-rings how ever, alloys with a high silver content are found to be efficient and hard wearing.
F10.4354
Fig. H54 Shaft earthing arrangement
F10.4355
Fig. H55 Shaft earthing slip-ring arrangement
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H60
H.
F10.4356
Fig. H56 Shaft earthing with condition monitoring facility
H61
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H8 H8.1
Engine stays Introduction H8.2 H8.2.1 Stays arrangement Installation of lateral stays hy draulic and friction types
Ship vibrations and engine rocking caused by the engine behaviour (as described in chapter D En gine dynamics) are reduced by fitting longitudinal and lateral stays. The five-cylinder engines are li able to strong crankshaft axial vibrations through out the full load speed range, leading to excessive axial and longitudinal vibration at the engine top. Lateral components of forces acting on the cross heads result in pulsating lateral forces and side to side or lateral rocking of the engine. This lateral rocking may be transmitted through the engineroom bottom structure to excite localized vibration or hull resonance. Fitting stays between the engine and the hull re duces the engine vibrations and the vibration transmission to the ships structure.
Lateral stays are either of the hydraulic or friction type. Hydraulic lateral stays are installed, two by two, on the engine exhaust and fuel pump side. When using lateral friction stays, two stays are in stalled on the engine exhaust side. Table D3 Countermeasures for lateral and longi tudinal rocking indicates in which cases the in stallation of lateral stays are to be considered.
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H62
H.
Free end
Driving end
Notes:
with external bladder accumulator
with integrated bladder accumulator
Engine side
Ship side
361.123
Fig. H57 Lateral stay details hydraulic type
H63
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Drawing available on request.
Fig. H58 Lateral stay details friction type
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H64
H.
H9 H9.1
Fire protection Introduction

Steam as an alternative fire extinguishing medium is permissible for the scavenge air spaces of the piston underside but may cause corrosion if countermeasures are not taken immediately after its use. These countermeasures comprise: Opening scavenge spaces and removing oil and carbon deposits. Drying all unpainted surfaces and applying rust protection (i.e. lubricating oil).
In areas such as under-piston spaces and crank case, fire may develop. The engine is fitted with a piping system which leads the fire extinguishing agent into the mentioned areas. In section F5 En gine pipe connections the relevant connection (35) is indicated. The final arrangement of the fire extinguishing sys tem is to be submitted for approval to the relevant classification society, where such protection is re quired.
Note:
H9.2
Extinguishing agents
Steam is not suitable for crankcase fire extin guishing as it may result in damage to vital parts such as the crankshaft. If steam is used for the scavenge spaces at piston underside, a water trap is recommended to be installed at each entry to the engine and assurance ob tained that steam shut-off valves are tight when not in use.
Various extinguishing agents can be considered for fire fighting purposes. Their selection is made either by shipbuilder or shipowner in compliance with the rules of the classification society involved. Table H12 gives the recommended quantity of 45 kg bottles of CO2 for each engine.
Extinguishing medium
Piston underside at bottom dead centre including common section of cylinder jacket Volume [m3/cyl.] Mass [kg/cyl.] 40
Bottle
Recommended total number of fire extinguishing bottles Number of cylinders
Size [kg] 45
5 3
6 4
7 5
8 5
9 6
Carbondioxide
11
Table H12 Recommended quantities of fire extinguishing medium
H65
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H66
I.
Engine emissions
I1 I1.1 I1.1.1
Exhaust gas emissions IMO-2000 regulations IMO

20 25
bsNO x [g/kWh]
The International Maritime Organisation (IMO) is the specialized agency of the United Nations (UN) dealing with technical aspects of shipping. For more information see http://www.imo.org.
15
I1.1.2
Establishment of emission limits for ships
10
In 1973 an agreement on the International Con vention for the Prevention of Pollution from ships was reached. It was modified in 1978 and is now known as MARPOL 73/78. Annex VI to Marpol 73/78 contains regulations limiting the allowed air pollution produced by ships. In this annex, regula tions have been introduced to reduce or prohibit certain types of emissions from ships. One of these regulations prescribes the maximum allowable emissions of nitrogen oxides (NOx) by engines in stalled on ships. This regulation is the only one being of direct concern for propulsion engine design.
0 0
F10.3278
100 200 300 400 500 600 700 800 900 1000 Engine speed [rpm]
Fig. I1
Speed dependent maximum average NOx emissions by engines
I1.1.4
Date of application of Annex VI
I1.1.3
Regulation regarding NOx emissions of diesel engines
The following speed-dependent curve in figure I1 shows the maximum allowable average emissions when running with marine diesel oil (MDO). The emission value for an engine is calculated ac cording to the Technical Code which is part of An nex VI and is almost identical with ISO 8178. As this is an average value it does not imply that the engine emits nitrogen oxides (NOx) below the given limit over the whole load range.
During the Conference of Parties to MARPOL 73/78 in September 1997 the Annex VI was adopted and its ratification criteria have been met by May 18, 2004; thus defining its entry into force date as May 19, 2005. Irrespective of this actual date of entry into force, the regulations on NOx emissions are applicable (with exceptions stated in the regulations) to all en gines with a power output of more than 130 kW which are installed on ships constructed on or after 1st January 2000. The date of construction is the date of keel laying of the ship. Engines in older ships do not need to be certified unless they are subjected to major modifications which would sig nificantly alter their NOx emission characteristics.
I1
25.85.07.40 Issue VIII.06 Rev. 0
Marine Installation Manual I.
Engine emissions
I1.1.5
Procedure for certification of engines
Engine power [% R1] 100 95 90 85 R3 80
R1
The compliance of an engine with IMO emission limit usually has to be proven by emission measurements during the shop trial. If it can be shown that the subject engine has exactly the same design as an already certified engine, a socalled parent engine, no testing is required. The certification will be surveyed by the administrations or delegated organisation.
RTA84T-D
Low NOx tuning
Extended measures 75
I1.2
Measures for compliance with the IMO regulation
70
R4 R2
The rating field of the Wrtsil RTA84T-D is di vided into two areas as shown in figure I2 and com prises the following measures:
65 70
75
80
85
90
95
I1.2.1
Low NOx Tuning
Fig. I2
Wrtsil RTA84T-D: compliance with IMO regulations
In the upper part of the rating field the IMO regula tion is fulfilled by the use of the Low NOx Tuning concept. Low NOx Tuning includes well tested measures, which lead to lowest disadvantage in engine costs and fuel consumption maintaining todays high engine reliability.
I1.2.2
Extended measures
In the lower part of the rating field, fulfilling the IMO NOx regulation requires the application of ex tended measures. For further information please do not hesitate to contact one of our offices.
Note: Further engine developments and field experience will aim at reducing the area of extended measures.
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I2
I.
Engine emissions
I2
Engine noise
and gas inlet of turbocharger) should be equipped with the standard insulation, and the turbocharger with the standard intake silencer.
It is very important to protect the ships crew/pass engers from the effects of machinery space noise. Therefore the scavenge air ducts and the exhaust duct system (both expansion joints of gas outlet
I2.1
Engine surface sound pressure level

measured noise level will normally be about 35 dB(A) higher than the average noise level of the engine.
Overall average LpA in dB(A)
130
Figure I3 shows the average air borne noise level, measured at 1m distance and at nominal MCR. Near to the turbocharger (air intake) the maximum
Lp [dB] 130
120
120
110
110
100
100
9RTA84T-D 5RTA84T-D
90
9RTA84T-D
5RTA84T-D
80
80
70
70
60
20 30 40 50 NR60
50
31.5
63
125 250 500 1k 2k 4k Octave band centre frequency in [Hz]
8k
F10.5280
Average values Lp in dB in comparison with ISOs NR-curves and overall average values LpA in dB(A), at nominal MCR under free field conditions.
Engine sound pressure level at 1 m distance
Fig. I3
I3
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Engine emissions
I2.2
Engine exhaust sound pressure level at funnel top

Depending on the actual noise level allowed on the bridge wing which is normally maximum 6070 dB(A) a simple flow silencer of the absorption type may be necessary and placed after the exhaust gas boiler. The silencer is dimensioned for a gas velocity of approximately 35 m/s with a pressure loss of ap prox. 2 mbar at specified MCR.
The sound pressure level from the engine exhaust gas system without boiler and silencer given in figure I4 is related to: a distance of of one metre from the edge of the exhaust gas pipe opening (uptake) an angle of 30 to the gas flow direction nominal MCR Each doubling of the distances reduces the noise level for about 6dB.
Lp [dB] 140
Overall average LpA in dB(A)
130
130
120
120
9RTA84T-D
5RTA84T-D
110
110
100
100
90
9RTA84T-D
80
80
5RTA84T-D
70
70
60
20 30 40 50 NR60
50
31.5
63
125 250 500 1k 2k 4k Octave band centre frequency in [Hz]
8k
Average values Lp in dB in comparison with ISOs NR-curves and overall average values LpA in dB(A), at nominal MCR; at 1m distance from the edge of the exhaust gas pipe opening at an angle of 30 to the gas flow. Exhaust gas system without boiler and silencer.
Fig. I4 Engine exhaust gas sound pressure level at funnel top
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I4
I.
Engine emissions
I2.3
Engine structure borne noise

The sound pressure levels in the accommodations can be estimated with the aid of standard empirical formulas and the vibration velocity levels given in figure I5.
The vibrational energy is propagated via engine structure, bedplate flanges and engine foundation to the ships structure which starts to vibrate, and thus emits noise.
Lv, re 5E-8 m/s [d/B] 100
90
80
70
60
50
9RTA84T-D
5RTA84T-D
40
30
31.5
63
125
250
500
1k
2k
4k
8k
16k
Octave band centre frequency in [Hz] Structure borne noise level Lv in dB at nominal MCR.
Fig. I5 Structure borne noise level at engine feet vertical
I5
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Engine emissions
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I6
J.
Tools
J1
Introduction
Chapter J is organised as follows: Standard tools (J2) Tools and devices required for routine main tenance operations on the engine. Recommended special tools (J3) Additional tools recommended by Wrtsil Switzerland Ltd, which will allow certain main tenance operations to be carried out more effi ciently than with the use of standard tools. Special tools, available on loan (J4) Initially loaned for transportation and erection of the engine. They are returned to the engine manufacturer after completion of engine erec tion. Storage proposal (J5) Examples of tool panel arrangements and convenient locations for mounting the panels adjacent to the engine.
This chapter illustrates tools available for the run ning and maintenance of the main engine. It ident ifies their individual masses and dimensions to as sist in the design and layout of the engine-room workshop and tool storage facilities. The tools may not be part of the engine supply but they may be purchased separately and certain items may be removed or added depending on the requirements of the shipyard or operator. There fore, we recommend a check is made of the extent of delivery before starting the detail design of work shop and storage spaces. Please also note that the tools may differ from the illustrations in this book depending on the source of supply.
J1
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J.
Tools
J2
Standard tools
12 x
Open-end ring spanners

Code No.: Mass:
Location: Purpose: Size: 1

2 of each across flats (AF): 36, 41, 46, 50,
55, 60
93.7461
7x
Open-end spanners
Code No.:
Location: Purpose: Size:
Mass:
1

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

Code No.: Mass:

AF 145, 195
93.7463
18 x
Impact ring spanners

Code No.:
Mass:
Location: 1
Purpose: Size: AF 27, 30, 32, 36, 41, 46, 50, 55, 60, 65,
70, 75, 80, 85, 95, 110, 145, 155
93.7464
5x
Allen wrenches
Code No.:
Mass:
93.7465

AF 17, 19, 22, 24, 27
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J2
J.
Tools
3x
Right angle screwdrivers Code No.: Mass:

Location: Purpose: Size: 1 of each size:
b = 10 mm b = 12 mm b = 25 mm
93.7466
12 x
Rods Code No.:

Mass:
1
for pre-tensioning jacks
3 of each diameter 8 mm
10 mm 14.5 mm 20 mm
000.379/93
6x
Eye bolts Code No.:


M16 x 145
Mass:
000.378/93
11 x
Hexagon plug spanners Code No.: Mass:

Location: Purpose: Size: AF 11, 12, 14, 17, 19, 27, 32, 36, 41, 50, 60
000.377/93
J3
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J.
Tools
3x
Snap ring tongs Code No.:

Location: Purpose: Size: 1 1 of each type
Mass:
C8 C19 C40
000.376/93
3x
Snap ring tongs Code No.:

Location: Purpose: Size: 1 1 of each type
Mass:
A10 A19 A40
000.375/93
62 x
Eye bolts Code No.:

Location: Purpose: Size: 8 of each size: 4 of each size: 2 of each size:
Mass:
M10, M12, M16, M20, M24, M30, M36 M48 M56
000.374/93
4x
Eye nuts Code No.:


M42
Mass: 13.3 kg
10 x
Grip screws Code No.:

Location: Purpose: Size: 1 2 of each size:
Mass:
000.372/93
M4x150, M5x150, M6x150, M8x150, M10x150
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J4
J.
Tools
8x
Pullers Code No.:

Mass:
1 for taper and cylindrical dowels and pins 1 of each size: M4, M5, M6, M8, M10, M12, M16, M20
000.371/93
1x
High pressure grease gun Code No.: Mass:

Location: Purpose: for lubricating grease nipples on fuel injection pump regulating linkage Size:
000.370/93
2x
Torque wrenches 3/8, 1/2 Mass: Code No.:

Location:
with extension piece and
socket spanner 3/8 AF10
96.7614 93.7477
1x
Tool box Code No.:

Location:
Mass:
Size:
(with an universal set of hex head drivers)

supplied upon costumers specific order
1/
2
000.368/93
1x
Universal set of hexagon head drivers 1/2 Mass: Code No.:

Location: Size:
each across flats (AF): 4, 5, 6, 8, 10, 12, 14, 17, 19
000.367/93
J5
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J.
Tools
b 1x Testing device Code No.:

Location: Purpose: Parts:
Mass:
for pneumatic elements a) Air pump b) Pressure gauge 04 bar c) Pressure gauge 06 bar d) Pressure gauge 016 bar e) HP hose f) Setting tool g) Measuring connection M12x1 h) Measuring connection M14x1
002.552/98
2x
Torque wrenches Code No.:
Mass:
005.657/99
with open end spanner inserts AF 36, 50, 60 Ranges of adjustments: 140620 Nm 5001300 Nm
1x
Inside micrometer Code No.: 94101

Mass:
000.366/93
A (with case) Measuring range 501010 mm
3x
Extension Code No.: 94101a

Location: Purpose: Size: A Length 480 mm
Mass:
000.365/93
1x
Assembly template Code No.: 94107

Mass: X
004.768/00
for positioning dowel pins in main bearing shells X = 260 mm
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J6
J.
Tools
1 x
Lifting tool Code No.: 94116

Mass:
008.541/01
for removal and fitting of main bearing shells

X = 260 mm
2 x
Roller supports Code No.: 94117

Mass:
for removal of the main bearing

X = 114 mm
screws M30x45
011.113/03
1 x
Turning out device Code No.: 94118

Mass:
for removal and fitting of main bearing shells

X = 320 mm
011.114/03
1 x
Lifting yoke Code No.: 94119
Mass:
Location: 8 Purpose: for removal and fitting of the main bearing shell Size: X = 320 mm
005.934/00
J7
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J.
Tools
12 x Wire ropes (with shackle) Code No.: 94120... Mass:

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

Location: Purpose: Size: 8 for removal and fitting of the main bearing cover and shell X = 1000 mm, ( 9 mm)
008.551/01
1 x
Feeler gauge Code No.: 94122

Location: Purpose: Size: A

Mass:
000.361/93
1x
Special feeler gauge Code No.: 94123

Location: Purpose: Size: A for main bearing X = 625 mm
Mass:
000.395/93
1x
Depth gauge Code No.: 94124

Mass:
002.668/98
measuring range 250 mm
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J8
J.
Tools
1 x
Depth gauge Code No.: 94126

Mass:
000.394/93

measuring range 700 mm
X 1 x Support Code No.: 94141

Mass: 264 kg
Floor
for the removal of the main bearing shells
X = 1300 mm
008.133/96
2x
Working platforms Code No.: 94142

Mass: 123 kg
(consisting of three grids each)

X = 1030 mm
000.392/93
3x
Working supports Code No.: 94143

Mass: X
009.323/01

X = 9201170 mm
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J.
Tools
1x
Pre-tensioning jack Code No.: 94145

Mass: 13.7 kg
B for foundation bolts including a metal box X = 170 mm
008.132/96
1x
Turning-out device Code No.: 94155

Location: Purpose:
Mass: 26 kg
Size:
8 for the removal of thrust bearing pads for engines with 57 cylinders and with 1-part gear wheel) X = 268 mm
96.7521
1x
Turning-out device Code No.: 94155a

Location: Purpose:
Mass: 15.8 kg
Size:
8 for the removal of thrust bearing pads for engines with 57 cylinders and with 2-part gear wheel) X = 268 mm
96.7676
1x
Turning-out device Code No.: 94155b

Mass:
8 for the removal of thrust bearing pads for engines with 59 cylinders X = 331 mm
001.581/97
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J10
J.
Tools
2x
Pre-tensioning jacks Code No.: 94180

Mass: 191 kg
B for tie rods, (including metal box) X = 440 mm
010.400/02
1x
Device Code No.: 94201
Mass: appr. 203 kg
Location: Purpose: for fitting and transporting a cylinder liner Consisting of:
Size:
X = 350 mm
012.699/05
1x
Lifting gear Code No.: 94202 Distance plates Code No.: 94202d
with 8 screws M12x50 and nuts
2x
94202d 94202 94206
2x
Suspension straps Code No.: 94206

with 2 scrwes each Size: X = 225 mm
003.972/96
2 x
Special screws M42 Code No.: 94207

for scrwing the straps 94206 to the cylinder liner
94207
4x
Suspension straps
Code No.: 94208
Mass:
X
for removal and fitting of the antipolishing ring x = 101 mm
005.928/00
J11
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J.
Tools
1x
Lifting hook Code No.: 94209

Mass: X
for removal and fitting of the antipolishing ring x = 1000 mm
012.242/04
1x
Hydraulic tensioning device Code No.: 94215 Mass: 646 kg

Location: Purpose: Size: a b c d B for tensioning the cylinder cover studs pre-tensioning jacks high-pressure hoses, 900 mm long suspension device piston reset devices
a d
001.431/97
1x
Cylinder pressure measuring tool (indicator) Code No.: 94219 Mass:

Location: Size:
X = 165 mm
including a wooden box
012.243/04
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J12
J.
Tools
1 x
Ladder Code No.: 94224
Mass: 6 kg
Location: Purpose: to be used when measuring cylinder bore (access to the cylinder) Size: X = 3600 mm
000.420/93
1x
Measuring gauge Code No.: 94225

Location: Purpose:
Mass:
Size:
for measuring cylinder liner bore (accessory for inside micrometer, tool No 94101) X = 3636 mm
000.419/93
1x
Feeler gauge Code No.: 94238

Mass:
000.418/93
A for checking bearing clearances 10 leafs, each 600 mm in length
2x

Mass: approx. 100 kg
B for exhaust valve cage X = 325 mm
009.339/02
J13
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J.
Tools
1x
Thrust pin Code No.: 94259

for exhaust valve
X = 579 mm
Mass: 15.4 kg
93.7501
1x
Valve seat fitting and extracting device Code No.: 94261 Mass: 130 kg

X = 745 mm
X
000.415/93
1x
Valve protector Code No.: 94262
Mass: 89 kg
Location: W Purpose: (only to be applied for transporting a complete exhaust valve) Size: X = 710 mm
X
000.414/93
2x
Jack screws Code No.: 94263

Mass:
2
to guide bush for exhaust valve
M16x180 mm
000.413/93
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J14
J.
Tools
1x
Suspension device Code No.: 94265

Location: Purpose: Size: a b
Mass: 124 kg
W+4 for cylinder cover and exhaust valve cage X = 980 mm X = 356 mm (2 special eye nuts) X = 100 mm (3 protection caps)
b X a a
003.971/96
1x
Mass: 11.8 kg X
003.294/00 001.092/97
Location: 4 Purpose: for overhauling the injection valve seat in the cylinder cover Size: X = 484 mm
1x
Protection cap Code No.: 94271

Mass: X
for injection valve (1 piece each nozzle) X = 110 mm
J15
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J.
Tools
1x
Test bench Code No.: 94272

Location: Purpose:
Mass: 580 kg X
001.406/96 004.010/96
Size:
W for setting and testing of: injection valves relief valves of cylinder covers relief valves of injection pumps X = 2030 mm
1x
Valve seat grinding machine, complete Code No.: 94278 Mass: 202 kg
Location: Purpose: W for the reconditioning of the exhaust valve seats (with pneumatic drive)
25.85.07.40 Issue VIII.06 Rev. 0
J16
J.
Tools
1x
Milling cutter Code No.: 94278c
Mass:
Location: Purpose: for cleaning pilot receiving cone in the

valve guide bush
Size:
000.491/93
1x
Gauge Code No.: 94279
Mass: X
Location: 2 Purpose: for checking wear and burn scar on the

exhaust valve seat
Size: X 210 mm
002.563/98
1x
Rotation device Code No.: 94290
Mass: approx. 781 kg
Location: W Purpose: for valve cage (to be used on fitting, dismantling and grinding operations) Size: X = 1950 mm
001.091/97
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J.
Tools
1x
Gauge Code No.: 94292
Mass:
Location: 2 Purpose: for checking wear on disc of the exhaust valve spindle Size: X = 262 mm
004.772/98
1x
Crank web deflection checking set Code No.: 94305 Mass:

Location: Purpose: Size: A

X = 364 mm (wooden box)
000.412/93
2x

Mass: 47.2 kg
B for tensioning connecting rod studs to bottom end bearing X = 270 mm including a metal box
2x

Mass: 32.2 kg
B for tensioning studs to connecting rod top end bearing X = 230 mm including a metal box
010.400/02
4x
Retaining pins Code No.: 94323

Mass: X
000.409/93
9 to prop up crosshead guide shoes when removing or fitting a connecting rod or a crosshead X = 125 mm
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J18
J.
Tools
1x
Cover and lifting plate Code No.: 94324

to the crosshead
X = 485 mm
Mass: 105 kg
000.408/93
1x
Lifting device Code No.: 94333

Location: Purpose:
Mass: 32.6 kg
to the piston for the removal of the top end bearing cover Consisting of:
2x
Size:
X = 240 mm
2x x
Wire ropes with hooks ro wi ho Code No.: 94333b No

Size: X = 1856 mm
Mass:
2x
Eyebolts M30 Code No.: 94333c
Mass:
002.703/98
J19
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Suspension straps Code No.: 94333a
X Mass:
J.
Tools
1x
Piston ring expander Code No.: 94338

Location: Purpose: Size: 5 X = 324 mm
Mass:
003.522/00
1x
Suspension device Code No.: 94341

Location: Purpose: Size: W
for piston
X = 467 mm
Mass: 57 kg
000.406/93
1x
Insertion funnel Code No.: 94342a

Mass: 81 kg
4 for fitting the pistons (for cylinder liner with antipolishing ring) X = 945 mm 2 Holders 2 screws M16x35 2 screws M42x60
001.866/99
2x
Distance holders Code No.: 94345

Mass: 6.1 kg X
4 for removal and fitting of piston rod gland and piston X = 600 mm
001.407/96
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J20
J.
Tools
1x
Location: Size:
5
X = 75 mm
000.402/93
1x
Gauge Code No.: 94345c

Mass: X
5
for fitting scraper rings
X = 386 mm
012.158/04
1x
Cover plate Code No.: 94345d
X Mass: 72.4 kg
Location: Purpose: for covering bore of piston rod gland in cyl. block
(when piston and gland are removed)
Size: X = 762 mm
000.400/93
2x
Assembly tools Code No.: 94345e

Mass: X
for tensioning springs to piston rod gland X = 160 mm

004.284/98
4x
Distance pieces Code No.: 94345f

X Mass:
for fitting rings to upper gland group

X = 405 mm
2 pieces each 11 mm and 19 mm
005.655/99
J21
25.85.07.40 Issue VIII.06 Rev. 0
Clamp ring Code No.: 94345b
Mass:
J.
Tools
1x
Propping device Code No.: 94347

Mass: 35 kg X
7
for changing the compression shims
X = 540 mm
consisting of 2 segments
93.7518
1x
Threading tap M24 Code No.: 94348

Location: Purpose:
Mass:
5
for cleaning carbon deposits in threaded holes
of the piston crown
000.398/93
1x
Mass: 418 kg
Location: UP Purpose: for supporting piston and removal of

piston rod gland
Size: X = 1210 mm
001.090/97
25.85.07.40 Issue VIII.06 Rev. 0
J22
J.
Tools
2x
Jacking screws Code No.: 94363

Mass:
5
for separating piston crown from piston skirt
X = M20
705603/F101198
2x
Jacking screws Code No.: 94364

Mass:
5
for separating piston skirt from piston rod
X = M24
705603/F101198
1x
Template Code No.: 94366

X Mass:
5
for shape of top of piston crown
X = 892 mm
001.423/97
1x
Template Code No.: 94366a
Mass:
Location: 5 Purpose: for shape of top of piston crown

(for use with piston in situ)
Size: X = 986 mm
001.422/97
2x
Adjusting devices Code No.: 94410
Mass: 16.4 kg X
Location: 5 Purpose: for alignment of intermediate wheel to camshaft drive Size: X = 250 mm
000.453/93
J23
25.85.07.40 Issue VIII.06 Rev. 0
J.
Tools
1x
Tightening device Code No.: 94412

Location: Purpose:
Mass: 26.2 kg 94412a
for 2-part gear wheel on crankshaft (supplied only for engine equipped with 2-part gear wheel on crankshaft) Size: X = 140 mm Consisting of:
1x 2x 1x 1x 1x
Clamping fork Code No.: 94412a Impact ring spanners (AF 75) Code No.: 94412b Forked piece Code No.: 94412c Hydraulic ram 44.8 kN (Enerpac RC-57) Code No.: 94412d Holding wrench (AF 75) Code No.: 94412e
94412d 94412c
94412e 94412b
003.987/96
1x
Clamping screw Code No.: 94419

Mass:
6 for reversing servo motor X = 80 mm

93.7531
1x
Removing device Code No.: 94421

X Mass: 104 kg
for gear wheel on camshaft (for 57 cylinder engines) X = 1280 mm

001.089/97
2x
Washers Code No.: 94421a

Purpose: Size: for alignment of gear wheel on camshaft X = 60 mm
001.088/97
2x
Side guides Code No.: 94421b

Purpose: Size: for removal of gear wheel on camshaft (for 57 cylinder engines) X = 700 mm
001.088/97
25.85.07.40 Issue VIII.06 Rev. 0
J24
X
J.
Tools
1x
Rod Code No.: 94421c

Size: X = 314 mm with two locking features
001.089/97
1 x
Side guide Code No.: 94421d

Purpose: for removal of gear wheel on camshaft
(89 cylinder engines)
Size: X = 1280 mm
005.975/00
X 1 x Removing device Code No.: 94421e

Purpose: Size: for gear wheel on camshaft (for 89 cylinder engines)
X = 2320 mm
009.346/02
2x
Holding straps Code No.: 94422

Mass: X
for locking camshaft section

X = 830 mm
000.442/93
2x
Supports Code No.: 94423

Mass:
for fitting and removing a camshaft section X = 980 mm (including 2 special nuts)
000.441/93
J25
25.85.07.40 Issue VIII.06 Rev. 0
J.
Tools
1x
Hydraulic jacking tool Code No.: 94424

Mass: 151 kg
for mounting all hydr. locking elements on the camshaft X = 546 mm including metal box and 6 screws M20x180 4 screws M24x180 8 screws M30x180 10 washers
000.438/93
1x
Intermediate ring Code No.: 94424a

Mass: 13 kg
to the hydr jacking tool 94424 X = 488 mm

000.437/93
1x
Connecting branch Code No.: 94425

Mass: X
for removing and fitting of actuator cam

X = 108 mm
G M16x1.5
006.359/00
X 1x Connecting branch Code No.: 94426

Mass:
for removing and fitting of fuel cam and flange coupling X = 210 mm
M16x1.5
G
006.358/00
25.85.07.40 Issue VIII.06 Rev. 0
J26
J.
Tools
1x
Connecting branch Code No.: 94427
X Mass:
Location: Purpose: for setting fuel & accumulator cams,

for tensioning and loosening of jack bolts
on main bearing
Size: X = 198 mm
001.080/97
M22x1.5
1x
Connecting disc Code No.: 94428
Mass: 19 kg X
93.7541 000.455/93 93.7543
Location: Purpose: for positioning the hydr. jacking tool 94424 on the camshaft when mounting a flange coupling Size: X = 310 mm
1x

Mass:
6 to drive out an actuator pump X = 224 mm
1x
Suspension strap Code No.: 94431

Mass:
6 for actuator cam and fuel cam X = 60 mm
J27
25.85.07.40 Issue VIII.06 Rev. 0
J.
Tools
1x
Cam setting template Code No.: 94432

Mass: X
6 for setting the cams X = 520 mm
000.432/93
2x
Mass: 11.6 kg
Location: Purpose: for tensioning studs of bearing housing of camshaft driving wheel Size: X = 160 mm
including metal box
001.079/97
3x
Special spanners Code No.: 94555

Mass:
93.7462
for setting suction and spill valves in the injection pump X = 250 mm, AF = 27 mm
1x
Special spanner Code No.: 94556

Mass:
to the relief valve in the injection pump X = 350 mm, AF = 80 mm
93.7617
2x

Mass:
93.7462
for setting suction and spill valves in the injection pump X = 205 mm, AF = 22 mm
25.85.07.40 Issue VIII.06 Rev. 0
J28
J.
Tools
1x

Mass:
A for measuring the plunger stroke X = 594 mm
2x

Mass: X
A for measuring the valve stroke X = 356 mm
96.7540
3x
Spacers Code No.: 94558
Mass:
Location: A Purpose: to the push rod of suction valve in the injection pump
(fuel charge reduction)
Size: X = 28 mm
93.7610
1x
Blocking device Code No.: 94560

Location: Purpose:
X Mass:
Size:
6
for mounting and transport of
eccentric shafts
(1 unit each per injection pump block)
X = 605 mm
003.957/96
1x
Withdrawing device Code No.: 94561
Mass: 6.8 kg
96.7542
Location: Purpose: for spill, suction and delivery valve seats

Size: X = 234 mm
J29
25.85.07.40 Issue VIII.06 Rev. 0
J.
Tools
1x
Lapping pin Code No.: 94566

Mass:
W for lapping seal surface on injection pump block X = 70 mm
1x
Lapping pin Code No.: 94567

Mass: X
96.7694
W for lapping seal surface on valve covers of injection pump block X = 70 mm
1x
Socket wrench insert Code No.: 94571
Mass: X
98.7699 000.971/94
Location: Purpose: for tightening and loosening the pressure bush of the injection pump Size: X = 108 mm, AF 108 mm
1x
Blocking device Code No.: 94581

Mass:
to VEC shaft for fitting and transport 35 units, depending on number of cylinders X = 80 mm
1x
Blocking device Code No.: 94581a

Mass: 40 kg
to VEC shaft for fitting and transport X = 100 mm
000.430/93
25.85.07.40 Issue VIII.06 Rev. 0
J30
J.
Tools
1x
dismantling and assembling tool Code No.: 94582 Mass:

Location: Purpose: Size: 6 to spherical bearing of regulating linkage X = 112 mm
000.429/93
X X
1x
Carrier Code No.: 94651

Purpose: Size:
Mass:
for removal of auxiliary blower (8-cylinder engines) X = 3665 mm
1x
Carrier Code No.: 94651a

Purpose: Size:
X Mass:
011.187/03 011.188/03
1x
Trolley Code No.: 94651b Carrier Code No.: 94651c

Purpose: Size:
Mass:
1x
Mass:
011.189/03
94651b
2x
Centring studs Code No.: 94652

Mass: X
000.427/93
for removing and fitting flange motor on the auxiliary blower X = 465 mm
Covers for turbochargers Code No.: 94653 Mass:

in case of turbocharger breakdown
2x
Covers
Purpose: Size: to gas inlet housing and exhaust manifold X = 810 mm (TPL85) X = 840 mm (MET83) to air connection X = 750 mm (TPL85) X = 735 mm (MET83)
1x
Cover
Purpose: Size:
000.487/93
J31
25.85.07.40 Issue VIII.06 Rev. 0
J.
Tools
1x

Mass:
008.363/01
for removal and lifting of scavenge air cooler X = 1670
1 x
Roller plate Code No.: 94662

Purpose: for removal and fitting of water separator
Size: X = 1825 mm
including: 4 screws M20x180
4 screws M16x110
4 screws M20x110
008.364/01
1x
Distance holder Code No.: 94662a

Location: Purpose: Size: including:
Mass:
008.365/01
1x
Carrier rail Code No.: 94663a

Mass:
008.366/01
for removal and fitting of cooler pre-stage X = 400 mm 2 screws M20x45
1x
Carrier rail Code No.: 94663b
Mass:
Purpose: for removal and fitting of cooler Size: X = 520 mm including: 4 screws M20x45
008.367/01
1x
Carrier rail Code No.: 94663c
Mass:
008.368/01
Purpose: for removal and fitting of water separator Size: X = 460 mm including: 3 screws M20x45
25.85.07.40 Issue VIII.06 Rev. 0
J32
for removal and fitting of water separator

X = 355 mm
2 screws M12x150
J.
Tools
1x
Roller support Code No.: 94664
Mass: 33.7 kg X
Location: Purpose: for dismantling and assembling water separator,

cooler pre-stage, scavenge air cooler
Size: X = 1288 mm including: 4 screws M24x50
008.369/01
1x
Flange Code No.: 94667

Mass:
for fitting of cooler pre-stage

X = 160 mm
4 screws M16x35
008.370/01
1x

Mass:
for removal of scavenge air cooler X = 550 mm 4 screws M20x40
008.371/01
1x

Mass:
for removal of water separator X = 364 mm 4 screws M20x50
008.372/01
J33
25.85.07.40 Issue VIII.06 Rev. 0
J.
Tools
8x
Shackles Code No.: 94671

Location: Purpose:
Mass:
for removal and fitting of water separator, cooler pre-stage and scavenge air cooler
1x
Shackle Code No.: 94671a

Purpose:
Mass:
008.374/01
for removal and fitting of scavenge air cooler
1x

Location: Purpose: Size: including
Mass:
008.375/01
for removal and fitting of water separator X = 2100 mm 4 screws M16x35 and washers
1x
Pulley rope Code No.: 94673
Mass:
008.376/01
Location: Purpose: for removal and fitting of water separator, cooler pre-stage and scavenge air cooler Size: X = 685 mm
2x
Lifting lugs Code No.: 94811
Mass: 21.8 kg
Location: Purpose: for removal and fitting expansion piece to the exhaust valve cage Size: X = 445 mm
000.471/93
25.85.07.40 Issue VIII.06 Rev. 0
J34
J.
Tools
1x
Blank flange Code No.: 94831
Mass: 11.5 kg
Location: 7 Purpose: for blanking off the starting air pipe

during emergency operation
Size: X = 280 mm
004.017/96
1x
SERTO connecting set Code No.: 94832
Mass:
Location: Purpose: for plugging staring valve control pipe

during emergency operation
Size: X = 12 mm
96.7700
1x
Milling/grinding device Code No.: 94834
Mass: X
93.7607 93.7569
Location: Purpose: for sealing surfaces on hydraulic pipe of

the exhaust valve drive
Size: X = ca. 250 mm
1x
Re-grinding device Code No.: 94872
Mass:
Location: Purpose: for fuel pressure piping

for radius of 25 mm
1x
Re-grinding device Code No.: 94872a
Mass:
Location: Purpose: for fuel pressure piping

for radius of 35 mm
J35
25.85.07.40 Issue VIII.06 Rev. 0
J.
Tools
2x

Location: Purpose: size:
Mass: AF
for fitting the claw on the fuel pressure pipes AF 27, AF 32
98.7000
Jacks and pumps for removal and fitting Code No.: Mass:
Location: B
94936 94935a
1 x
HP oil pump Code No.: 94931
Mass: 16 kg
working pressure max. 2500 bar
1 x
Pressure gauge Code No.: 94932

100 mm, connecting branch G1/2 working pressure 2500 bar
94932a 94934a
1 x
Pressure gauge Code No.: 94932a

100 mm, connecting branch G1/2 working pressure 1600 bar
001.547/97
1 x
Hydraulic distributor Code No.: 94934a HP hoses Code No.: 94935

length about 1800 mm working pressure max. 2700 bar
94942
94935
3x
2x
HP hoses Code No.: 94935a

length about 1800 mm working pressure max. 1760 bar
1x
Hydraulic jack (500 kN) Code No.: 94936 Hydraulic unit Code No.: 94942
Mass: 23 kg
001.547/97
1x
94931
Mass: 30 kg
94932
25.85.07.40 Issue VIII.06 Rev. 0
J36
J.
Tools
J3
Recommended special tools
X 2x Supporting beams Code No.: 94203

Mass: 52 kg
for removing a cylinder liner X = 600 mm

001.083/97
1x
Valve grinding device complete Code No.: 94291 Mass: 566 kg

Location: Purpose: Size: W

003.989/96
J37
25.85.07.40 Issue VIII.06 Rev. 0
J.
Tools
1x
W for removing a possibly built-up wear ridge at top of cylinder liner running surface X = approx. 600 mm
X
000.463/93
Grinding device Code No.: 94299
Mass: 14.6 kg
1x
Tool cabinet Code No.: 94300

Location: Purpose: Size: W X = 1120 mm
Mass: X
000.500/93
1x
Connecting flange Code No.: 94336

Mass: X
for pre-lubrication of crosshead and bottom end bearing X = 155mm
000.462/93
25.85.07.40 Issue VIII.06 Rev. 0
J38
J.
Tools
1x
Dismantling device Code No.: 94344
Mass: 45 kg
Location: Purpose: for removal of the piston rod gland downwards Size: X = 1180 mm
003.988/96
1x
Pressure testing device Code No.: 94349 Mass: 65 kg

for piston
X = 340 mm
004.134/98
1x
Spur-geared chain block Code No.: 94650 Mass: 17.5 kg

Location: Purpose: for removing and fitting the electric motor to the auxiliary blower Size: carrying capacity 1000 kg
000.460/93
J39
25.85.07.40 Issue VIII.06 Rev. 0
J.
Tools
1x
Cover for turbochargers Code No.: 94655 Mass:

Purpose: Size: in case of turbocharger breakdown to air outlet casingf X = 750 mm (TPL85) X = 705 mm (MET83)
000.487/93
1x
Hand oil pump Code No.: 94931a

SKF 226 400
Mass:
25.85.07.40 Issue VIII.06 Rev. 0
J40
J.
Tools
J4
Special tools, on loan
1x
Measuring apparatus Code No.: 94105
Mass: appr. 172 kg X
Location: Purpose: for the bedplate consisting of: 4 supports, 4 weights with wire 1 measuring underlay
Size: X = 1680 mm
Mass: 8.8 kg
to upper threads of tie rods, when fitting a cylinder jacket X = 185 mm
M36
4x
Thread protectors Code No.: 94174
004.063/96
1x
Thread protector Code No.: 94177

X Mass: 9 kg
to lower thread of tie rod X = 173 mm
000.458/93
1x
for insulation tubes X = approx. 706 mm
001.608/97
J41
25.85.07.40 Issue VIII.06 Rev. 0
Fitting device Code No.: 94211
Mass:
J.
Tools
1x
Extractor Code No.: 94212

Mass:
for insulation tubes X = approx. 890 mm
X
001.608/97
25.85.07.40 Issue VIII.06 Rev. 0
J42
J.
Tools
J5 J5.1
Storage proposal Introduction
The following proposals are a guide and intended to assist the shipyard in deciding where and how to locate the main-engine tools. The quantity and actual layout of the tool panels may have to be agreed between the shipyard and the ship owner and their location depends on the design and lay out of the engine room, however tool panels should be easily accessible, located in clean, well venti lated and dry areas with the tools protected against rust. It is advisable to create tool inventories to en able engine-room staff to keep a proper check of the condition and location of the tools. The extent of the supplies and services is deter mined exclusively by the relevant supply contract. The figure shown on the right is an artists impres sion of a convenient solution to storing tool panels.
F10.5093
Fig. J1
Tool panel storage arrangement
J43
25.85.07.40 Issue VIII.06 Rev. 0
J.
Tools
J5.2
Tool panels
Tool cabinet
3
Nozzle test room
Valve rotating device
Hydraulic store
Workshop space (W)
Upper platform (UP)
Lower platform (LP)
Floor (F)
Panel Panel Panel Panel Panel Panel Panel Panel Panel
1 2 3 4 5 6 7 8 9
General tools Valve seat grinding / control tools Nozzle dismantling / overhaul Cylinder liner / head dismantling Piston dismantling / overhaul Fuel pump / camshaft dismantling Piston / various tools Crankcase tools Gear drive dismantling / control Tool cabinet Hydraulic tools and fittings
A B
F10.5288
Fig. J2
Tool panel location
25.85.07.40 Issue VIII.06 Rev. 0
J44
J.
Tools
Panel 1 (typical)
Design number and arrangement of panels

for general tools in the workshop according to
shipbuilders / owners practice.
(Not available from Wrtsil Switzerland Ltd)
F10.3389
Fig. J3
Tool panel 1: General tools
J45
25.85.07.40 Issue VIII.06 Rev. 0
J.
Tools
Panel 2
94259
94263 Outline drawings and code numbers of tools.
94279
94292
Z X
X = 900 mm Y = 450 mm Z = 140 mm
F10.5095
Fig. J4
Tool panel 2: for valve seat grinding / control tools
25.85.07.40 Issue VIII.06 Rev. 0
J46
Y
J.
Tools
Panel 3
94276
Spanners Outline drawings and code numbers of tools. 94274
94274
Z X
X = 900 mm Y = 450 mm Z = 240 mm
F10.5096
Fig. J5
Tool panel 3: for nozzle dismantling / overhaul
J47
25.85.07.40 Issue VIII.06 Rev. 0
J.
Tools
Panel 4
94345 Outline drawings and code numbers of tools. 94265 94342
94265 94811
94270
X = 1400 mm Y = 1400 mm Z = 400 mm

F10.5097
Fig. J6
Tool panel 4: for cylinder liner / head dismantling
25.85.07.40 Issue VIII.06 Rev. 0
J48
J.
Tools
Panel 5
94338
94363 94348 94364 Outline drawings and code numbers of tools.
94366
94410
94345a
94345b
94345c
94366a
X = 1000 mm Y = 1000 mm Z = 220 mm

F10.5108
Fig. J7
Tool panel 5: for piston dismantling / overhaul
J49
25.85.07.40 Issue VIII.06 Rev. 0
J.
Tools
Panel 7
94831
Outline
drawings
and code
numbers of tools.
94347
X = 900 mm Y = 900 mm Z = 170 mm

F10.5100
Fig. J8
Tool panel 7: for piston / various tools
25.85.07.40 Issue VIII.06 Rev. 0
J50
J.
Tools
Panel 8
94155
94155a Outline drawings and code numbers of tools.
94118 94120
94119
Z X
X = 900 mm Y = 450 mm Z = 200 mm
F10.5101
Fig. J9
Tool panel 8: Crankcase tools
J51
25.85.07.40 Issue VIII.06 Rev. 0
J.
Tools
Panel 9
94323 Outline drawings and code numbers of tools. 94325
Z X
X = 900 mm Y = 450 mm Z = 320 mm
F10.5102
Fig. J10 Tool panel 9: for gear drive dismantling / control
25.85.07.40 Issue VIII.06 Rev. 0
J52
Y
K.
Spare parts
K1
Introduction
This chapter illustrates spare parts required for running and maintenance of the main engine and turbocharger. This enables the designer to calcu late the total additional mass to be carried and the illustrations are an aid to designing the storage facilities. For details of the spare parts required for the auxiliary and ancillary equipment refer to manufacturers literature. The spare parts may not be part of the engine sup ply but they may be ordered separately and certain items may be deleted or added depending on the requirements of the shipyard or operator. There fore we recommend that the extent of delivery is determined before designing the storage facilities. The spare parts are taken from the list of spare parts. The recommendation by Wrtsil Switzer land is based on 20 000 hours of operation.
K1
25.85.07.40 Issue VIII.06 Rev. 0
Marine Installation Manual K.
Spare parts
K2
Engine spare parts
Parts needed to comply with the classification societies requirement of class and enable routine mainten ance and repair work to be carried out by the engine-room staff.
B 11365
B 11370
B 11340
705603/F100714
B 11340
Code No.
B 11340 B 11365 B 11370 B 11320 B 11321
Description
Main bearing shell lower half Main bearing cover Main bearing cover, at driving end only Elastic stud for main bearing cover (B 11370) Round nut for stud (B 11320)
Min. required by IACS add. recommended by WCH, indicated in [ ] N = number of cylinders

1 1 1 2 2
Mass [kg]
297 760 768
Size [mm]
1110 x 385 805 x 1110 x 360 805 x 1360 x 360
Fig. K1
Main bearing shell and cover
25.85.07.40 Issue VIII.06 Rev. 0
K2
K.
Spare parts
B 11380
Code No.
B 11380
Description
Jack bolt complete, for main bearing (B 11365)

2
Mass [kg]
142
Size [mm]
Fig. K2
Jack bolt complete to main bearing
K3
25.85.07.40 Issue VIII.06 Rev. 0
Spare parts
x = 356.5 mm
B 12241
and/or
B 12242
or
B 12243
and/or
B 12244
F10.4968
Code No.
Description
Thrust pads (set of 7) for clockwise rotating engine Thrust pads (set of 7) for counter-clockwise rotating engine

1 set 1 set
Mass [kg]
156 156
Size [mm]
each pad 356.5 x 491 x 145 each pad 356.5 x 491 x 145
B 12241 or B 12242
Fig. K3
Thrust bearing pads
25.85.07.40 Issue VIII.06 Rev. 0
K4
K.
Spare parts
B 21242
010.677/03
Code No.
Description
Cylinder liner, standard (without joint ring and O-rings) Joint ring and O-rings (set for 1 cylinder) Insulation bandage, complete Water guide jacket

1 1 [1/3N] set 1 [1, for 30000 hrs]
Mass [kg]
7093 503
Size [mm]
1290 x 3640 1458 x 277
B 21242 B 21270 B 21290 B 21300
Fig. K4
Cylinder liner
K5
25.85.07.40 Issue VIII.06 Rev. 0
Spare parts
B 21450 or b 21455
B 21451
B 21360
B 21368
B 21390
F10.4972
B 21392
Code No.
Description
Lubricating quill with accumulator Diaphragm for accumulator Gasket for lubricating quill (2 per lubr. quill) O-ring Progressive block distributor Piston distributor for exhaust valve shaft

16 16 [16] 32 [32] 32 [2] [1]
Mass [kg]
6.65
Size [mm]
each 129 x 281 x 100
B 21360 B 21368 B 21390 B 21392 B 21450 or B 21450 B 21451
Fig. K5
Lubrication quill with accumulator
25.85.07.40 Issue VIII.06 Rev. 0
K6
K.
Spare parts
B 27102
B 27155
F10.4974
Code No.
B 27102 B 27155
Description
Cylinder cover, complete (without valves) 2 O-rings

1 [2N] sets
Mass [kg]

Size [mm]
1220 x 9 1090 x 9
Fig. K6
Cylinder cover
K7
25.85.07.40 Issue VIII.06 Rev. 0
Spare parts
B 21007
B 21008
F10.4976
Code No.
B 21007 B 21008
Description
Elastic stud for cylinder cover Nut for elastic stud

4 4
Mass [kg]
126 10.5
Size [mm]

Fig. K7
Elastic studs and nuts for cylinder cover
25.85.07.40 Issue VIII.06 Rev. 0
K8
K.
Spare parts
B 27242
B 27202
B 27205
F10.5111
Code No.
B 27205 B 27202 B 27242 B 27244 B 27250
Description
Fuel injection valve, complete, adjustable with a collar nut (3 per cyl.) Dowel pin for nozzle holder Nozzle body with needle (1 per valve) Nozzle tip (atomizer) Small parts (1 compression ring, 1 tappet, 1 O-ring)
Mass [kg]
24.4 0.8
Size [mm]
535 x 176 x 124
Fig. K8
Fuel injection valve
K9
25.85.07.40 Issue VIII.06 Rev. 0
Spare parts
B 27280
F10.4980
Code No.
B 27280 B 27350
Description
Starting air valve, complete Small parts (4 piston rings, 8 O-rings, 1 joint ring)

2 1 [2] sets
Mass [kg]
81
Size [mm]
559 x 270 x 190
Fig. K9
Starting air valve
25.85.07.40 Issue VIII.06 Rev. 0
K10
K.
Spare parts
B 27500 or B 27650
B 27600
X = 1644 mm
B 27516
F10.4982
Code No.
Description
Exhaust valve, complete (with valve drive) (Applies for GL) Exhaust valve, complete (without valve drive) (Does not apply for GL) Valve seat Valve spindle with rotation wing Small parts to valve drive (joint rings, piston rings, tap washers, O-rings) Small parts to exhaust valve (O-rings, joint ring, piston ring,washers, distance ring, rod joint ring)

2 3 [1, for 30000 hrs] [1, for 30000 hrs] 1 [2] sets
Mass [kg]
1750 181
Size [mm]
450 x 48 400 x 1644
B 27500 or B 27650
B 27516 B 27600 B 27660
B 27670
[1] set
Fig. K10 Exhaust valve
K11
25.85.07.40 Issue VIII.06 Rev. 0
Spare parts
B 27435
F10.4985
Code No.
B 27435 B 27470 B 27475
Description
Relief valve, complete Small parts (1 distance ring, 1 compression ring) Small parts (1 O-ring, 1 joint ring)

2 1 [1] set 1 [1/2N] sets
Mass [kg]
3
Size [mm]
157 x 100 x 60
Fig. K11 Relief valve
25.85.07.40 Issue VIII.06 Rev. 0
K12
K.
Spare parts
B 27450
B 27454 B 27451
F10.5044
Code No.
B 27450 B 27451 B 27454
Description
Indicator valve, complete Indicator valve (cock) Joint ring

2 [1/2N] [1/2N]
Mass [kg]
2.42 0.71
Size [mm]
175 x 114 x 105 127 x 106 x 80 27 x 21 x 1
Fig. K12 Indicator valve
K13
25.85.07.40 Issue VIII.06 Rev. 0
Spare parts
B 33120
B 33005
B 33001 B 33100
B 33150
B 33003
B 33006
B 33090
705603/F101803
Code No.
B 33003 B 33006 B 33001 B 33005 B 33090 B 33100 B 33120 B 33150
Description
Elastic stud for top-end bearing Nut for elastic stud Elastic stud for bottom-end bearing Round nut for elastic stud to bottom-end bearing Lower bearing half for bottom-end bearing, white metal lined Shell for bottom-end bearing, upper half Bearing cover for top-end bearing, white metal lined Bearing shell, lower half, for top-end bearing
Mass [kg]
25.5 3.1 60 5.8 653 82 624 130
Size [mm]
78.5 x 875 M76 x 6 100 x 1102 M100 x 6 1350 x 705 x 240 346 x 1020 x 263 1030 x 530 x 780 826 x 775 x 206
Fig. K13 Connecting rod bearings
25.85.07.40 Issue VIII.06 Rev. 0
K14
K.
Spare parts
B 34000
B 34060
B 34425 B 34426 B 34090
X = 320 mm
F10.4996
Code No.
B 34000 B 34060 B 34090 B 34260
B 34425 and B 34426
Description
Piston, complete with head, skirt, piston rod, studs and nuts (without piston rings) Piston head Piston skirt O-rings, locking plates, tap washers Piston rings Piston rings
Mass [kg]
4142 1056 199
Size [mm]
840 x 4645 840 x 420 840 x 240
Fig. K14 Piston
K15
25.85.07.40 Issue VIII.06 Rev. 0
Spare parts
B 36145
F10.4993
Code No.
Description
Articulated levers with bush and pin (complete) without support and connection piece

1 set
Mass [kg]
196
Size [mm]
B 36145
Fig. K15 Piston cooling and crosshead lubricating linkage
25.85.07.40 Issue VIII.06 Rev. 0
K16
K.
Spare parts
BF 2310
F10.5112
X = 320 mm
Code No.
B 23100 or B 23150
Description

1
Mass [kg]
Size [mm]
Piston-rod gland box, complete incl. casing in 2 parts (refer to code book) Scraper rings, O-rings and locking plates etc (refer to code book)
322
760 x 441
[N] sets
Fig. K16 Gland box for piston rod
K17
25.85.07.40 Issue VIII.06 Rev. 0
Spare parts
B 42120
B 42100 B 42100
B 42120
B 42110
F10.4998
B 42100
Code No.
B 42100 B 42110 B 42120
Description
Cam for injection pump Cam and bush for hydraulic actuator (pump on right hand side) Cam and bush for hydraulic actuator (pump on left hand side)

[1] [1] [1]
Mass [kg]
171 187 187
Size [mm]
730 x 640 x 142 625 x 530 x 142 625 x 530 x 142
Fig. K17 Camshaft components
25.85.07.40 Issue VIII.06 Rev. 0
K18
K.
Spare parts
F10.5000
Code No.
B 51000 B 51010 B 51020 B 51025 B 51030
Description
Spare parts for ABB DEGO-III Spare parts for Kongsberg Marine DGS8800e Spare parts for LM EGS2000 Spare parts for SAM ESG40M Spare parts for NABTESCO MG-800

according to manufacturer according to manufacturer according to manufacturer according to manufacturer according to manufacturer
Mass [kg]

Size [mm]

Fig. K18 Speed control spare parts
K19
25.85.07.40 Issue VIII.06 Rev. 0
Spare parts
B 53235
B 53235
F10.5047
Code No.
Description
Small parts (2 joint rings, 9 O-rings, 1 piston seal ring, 1 rod seal ring

[1] set
Mass [kg]
Size [mm]
B 53235
Fig. K19 Safety cut-out device for injection pump
25.85.07.40 Issue VIII.06 Rev. 0
K20
K.
Spare parts
B 55803
B 55837
B 55808
B 55836
B 55801 B 55807
B 55824
B 55260 B 55329
F10.5113
Code No.
B 55260 B 55329 B 55801 B 55803 B 55807 B 55808 B 55824 B 55836 B 55837
Description
Plunger with bush and spring carrier, complete Compression spring for plunger Spill valve with seat, complete Delivery valve with seat, complete Suction valve with seat, complete Relief valve, complete Push rod with guide bush and spring, complete Compression spring for suction and spill valves Compression spring for delivery valves

1 1 1 1 1 1 2 2 1
Mass [kg]
37.3 2.6 0.16 0.63 0.04 0.07
Size [mm]
156 x 190 x 398 13.5 x 111.5 x 166 x 4.75 31 x 90 41.6 x 170 2.6 x 15.6 x 75.5 x 15 4 x 16.5 x 81.5 x 12
Fig. K20 Fuel Injection and hydraulic actuator pump
K21
25.85.07.40 Issue VIII.06 Rev. 0
Spare parts
B 55315
B 55327
B 55328
F10.5006
Code No.
B 55315 B 55328 B 55327
Description
Regulating push rod, complete Compression spring for roller guide, injection pump Compression spring for roller guide, actuator pump

[2] [2] [2]
Mass [kg]
0.45 6.4
Size [mm]
60 x 22 x 180 19 x 142 x 221 x 4.5
Fig. K21 Fuel Injection and hydraulic actuator pump (continued)
25.85.07.40 Issue VIII.06 Rev. 0
K22
K.
Spare parts
B 64213
F10.5012
Code No.
B 64213 Flap
Description

4 [4]
Mass [kg]
2
Size [mm]
554 x 156 x 2
Fig. K22 Scavenge air receiver flap
K23
25.85.07.40 Issue VIII.06 Rev. 0
Spare parts
B 96350
F10.5002
Code No.
Description
Spare parts for cylinder lubrication pump (incl. driving electro motor and gear)

1 set [acc. to manufacturer]
Mass [kg]
Size [mm]
B 96350
Fig. K23 Cylinder lubricating pump and drive
25.85.07.40 Issue VIII.06 Rev. 0
K24
K.
Spare parts
B 84601
B 84601 B 84629
B 84629
B 84602
B 84602
B 84629
F10.5056
Code No.
B 84601 B 84602 B 84629
Description
Hydraulic pipe, top section, complete Hydraulic pipe, lower section Set of 6 O-rings

1 for GL only [1] 1 for GL only [1] 1 for GL only [1/4N] set
Mass [kg]

Size [mm]

Fig. K24 Hydraulic piping for exhaust valve
K25
25.85.07.40 Issue VIII.06 Rev. 0
Spare parts
B 87162
B 87130
B 87142
B 87141
B 87163
Code No.
B 87130 B 87141 B 87142 B 87162 B 87163
Description
Fuel cock, complete O-ring O-ring O-ring O-ring

[1] [N] [N] [N] [N]
Mass [kg]

Size [mm]

Fig. K25 Injection piping
25.85.07.40 Issue VIII.06 Rev. 0
K26
K.
Spare parts
B 87300
B 87301 B 87317
B 87315
F10.5050
Code No.
Description
High pressure fuel pipe after injection pump to distributor High pressure fuel pipe after injection pump to distributor Coupling nut Claw 10 gaskets

1 1 4 4 1 set
Mass [kg]

Size [mm]

B 87300 B 87301 B 87317 B 87315 B 87324
Fig. K26 Injection piping (continuation 1)
K27
25.85.07.40 Issue VIII.06 Rev. 0
Spare parts
B 87375 B 87374
B 87348 B 87349
B 87350
F10.5052
Code No.
Description
High pressure fuel pipe, from distributor to injector High pressure fuel pipe, from distributor to injector High pressure fuel pipe from distributor to injector Claw Coupling nut on injector Coupling nut on distributor Coupling nut on distributor

1 1 1 6 3 2 1
Mass [kg]

Size [mm]

B 87348 B 87349 B 87350 B 87374 B 87375 B 87376 B 87377
25.85.07.40 Issue VIII.06 Rev. 0
K28
K.
Spare parts
B 87366
B 87380
96.7876
Code No.
B 87366 B 87380 Fuel distributor
Description

[1] [2]
Mass [kg]

Size [mm]

Priming valve, complete
K29
25.85.07.40 Issue VIII.06 Rev. 0
Spare parts
B 81390
B 65250
F10.5014
Code No.
B 81390
B 65250
Description
Expansion piece after exhaust valve Expansion piece before TC ABB TPL80-B Expansion piece before TC ABB TPL85-B

1 for GL only 1 for GL only 1 for GL only
Mass [kg]
107 88 92
Size [mm]
630 x 495 670 x 340 810 x 400
Fig. K29 Exhaust system
25.85.07.40 Issue VIII.06 Rev. 0
K30
K.
Spare parts
Code No.
Description
Spare parts for engine control system to DENIS-5 (pressure switches, valves, O-rings etc.) Spare parts fo alarm system to DENIS-5 (pressure switches, valves, O-rings etc.) Pick-up for turbocharger speed, NORIS Pick-up for turbocharger speed, JAQUET

[1] set
Mass [kg]
Size [mm]
B 96315
B 96335 B 49300 B 49310
[1] set [1] [1]
Table K13 Engine control system
Code No.
B 96345
Description
Thermometers, pressure gauges etc.

[1] of each type
Mass [kg]
Size [mm]
Table K14 Indicating instruments, fitted on the engine
K3
Turbocharger spare parts

ment. Bearing assemblies must only be removed from metal containers when they are actually re quired. All turbocharger spare parts used, are to be re placed, to ensure the spares kit is complete.
Turbocharger spare parts are to be suitably pro tected against corrosion and contained within their own spare parts box. Bearing assemblies are supplied packed in sealed metal containers to protect them from the environ-
Code No.
Description
Set of spare parts (according to turbocharger maunfacturer) Locking device (incl. in turbocharger supply/tool) Blanking device (incl. in WCH standard tool set)

1 set 1 1
Mass [kg]

Size [mm]

Table K15Turbocharger spare parts
K31
25.85.07.40 Issue VIII.06 Rev. 0
Spare parts
K4
Mounting and storage proposals

All components are to be protected against cor rosion as follows: Large components should be treated with Val voline Tectyl 506 or a suitable equivalent. Smaller components, with the exception of electronic equipment, can be wrapped in a cor rosive-protective paper i.e., Vapour Phase Inhibitor. Note: When using corrosive-protective paper, care must be taken not to tear the paper as the pro tective qualities of the paper will be lost. White metal and bearing surfaces should be protected with Emballit alum or a suitable equivalent. Electronic components should be vacuum packed in Alfo sheets using 1000 g of a suit able drying agent for each cubic metre con tent.
Examples of ways to secure and protect spare parts safely and allow ease of access by the engine-room staff are given below with illustrated examples in figures K30 to K33. The size and weight of each component is to be noted prior to storage, to ensure that the safest and most space-efficient method is adopted. All components are to be mounted within easy access of the engine, ensuring machinery space walkways are kept clear. Large components are to be mounted below suitable overhead lifting gear. The weights of large components are to be painted on, or, adjacent to the component. Suitable lifting eyes and shackles are to be provided. All components must be firmly secured to pre vent any movement. Metal to metal contact is to be avoided during storage of any component. All open ports, adapters, pipes, etc., are to be sealed to prevent the ingress of foreign par ticles. Any provisions for mounting spare parts on the engine should be fully utilised.
25.85.07.40 Issue VIII.06 Rev. 0
K32
K.
Spare parts
F10.2800
F10.2801
Fig. K30 Securing spare piston and rod
Fig. K31 Securing spare exhaust valves
K33
25.85.07.40 Issue VIII.06 Rev. 0
Spare parts
F10.2802
F10.2803
Fig. K32 Securing spare exhaust valve cages without hydraulic actuator
Fig. K33 Securing spare cylinder liner
25.85.07.40 Issue VIII.06 Rev. 0
K34
L.
Engine dispatch and installation
L1
Dismantling pattern
After that, the crossheads and main bearings are to be lubricated, please refer to the maintenance manual, group 3 Connecting rod and connecting rod bearing. Spraycoating with rust preventing oil
Engines are transported as complete or part as semblies and protected against corrosion by rust preventing oils, vapour phase inhibitor papers (VPI) and wooden crates lined with jute reinforced bituminous paper.
L1.1
Treatment against corrosion
Engine interior For engines to be transported as complete assem blies we recommend for internal surfaces the use of rust preventing oils as listed below. It is not necessary to remove them before the engine goes into operation. Valvoline Tectyl 873 Shell Ensis Engine Oil SAE 40/30 Exxon Rust-Ban 623 Mobil Mobilarma 524 Caltex / Chevron Preservative Oil SAE 30.
Internal parts not sufficiently covered by the rust preventing oil during circulation are to be spray coated. These include the fuel pump pushrods, springs, plungers, rollers and cams, piston rods above, inside and below the stuffing box, scavenge valves and dry parts of the cylinder liners. The liners can be accessed and sprayed through the scavenge ports. Pipework All open ended pipework is to be sealed by plugs or blank flanges to eliminate ingress of foreign bodies and circulation of air. Turbocharger in place
For the transport of complete engines, dehumi difiers are to be enclosed in the scavenge space and the crankcase. Engine exterior One coat of Valvoline Tectyl 506 or similar product to be applied to all machined parts not protected by paint. It is to guarantee protection for at least six months from the effects of weather and remain in tact until shortly before the engine goes into operation. Bearing and cylinder lubricating oil systems On completion of the engine shop trial the main and cylinder lubricating oil systems are to be drained completely and refilled with Valvoline Tec tyl 873 or similar product and circulated for at least an hour with the engine being slowly rotated by the turning gear. At the same time, the cylinder lubrica tors must be rotated as well.
Drain the turbine and compressor end oil and spraycoat the bearings while turning the rotor by hand. Fit blank flanges to the air inlet and gas outlet sides. Cylinder cooling water system During engine shop trials, usually a cooling water treated with corrosion inhibitors is used. Cor rosion-protective inhibitors are only effective as long as the correctly treated water is in contact with the metal surface to be protected. Once the cooling water has been drained off, further treatment against corrosive attack is absolutely essential. Therefore a suitable corrosion protection has to be carried out by applying rust preventing oil as men tioned in section L1.1 under Engine interior
L1
25.85.07.40 Issue VIII.06 Rev. 0
Marine Installation Manual L.
An alternative may be the admixture of a so-called soluble oil to the cooling water to protect the en gine cooling water system. The concentration must be maintained at levels between 0.5 to 0.8 per cent by volume. On completion of the trials and prior to shipping, the circulating cooling water through the engine cooling water system is to be maintained at a pH value between 7 and 9 and the soluble oil inhibitor level increased to 1 per cent by volume. The cylinder temperature is not to exceed 90C and circulation is to continue for at least three hours allowing time for the soluble oil inhibitor to coat the internal surfaces. We recommend using the following soluble oil inhi bitors: BP Castrol Chevron Exxon / Esso Mobil Shell Texaco Fedaro Solvex WT3 Soluble Oil T1 Kutwell 40 Mobilmet 120 Dromus BX Soluble Oil C, CX.
L1.2
Engine dismantling
Engines transported as part assemblies are to be systematically disassembled and cleaned using dry cloths. Each item is to be clearly identified with paint ball pen, similar indelible marker ink, or fig ure and letter stamps and protected from damage by careful crating and corrosion protected by rust preventing oils or paper. Refer to section L1. It is very important that bearings and running gear are clearly marked cylinder by cylinder to ensure correct reassembly and eliminate the possibility of parts from one cylinder unit being fitted to another by mistake. Refer to section B2 of this manual for details of the engine numbering. Use a paint brush to apply highly viscous rust pre venting oil to the piston and connecting rods, crosshead guides, gear wheels, camshaft and rollers. Air powered spray guns to be used only if the air is absolutely free of water. Crankshaft and crosshead pins are to be protected with an anti-corrosive coating of Tectyl 506 or simi lar product.
For long time conservation of engines please ask for the specification from the engine manufacturer or Wrtsil Switzerland Ltd.
25.85.07.40 Issue VIII.06 Rev. 0
L2
L.
L1.3
Engine dispatch
Engines transported as complete assemblies are lifted using special eye-nuts attached to the tie rods. Figure L1 below shows the lifting configuration and details of the lifting nut.
F10.2853/F10.5211
Table L1 for complete RTA84T-D engines shows the total weights and which tie rods are to be used.
Fig. L1
Lifting device
L3
25.85.07.40 Issue VIII.06 Rev. 0
Number of cylinders Lifting points at cylinder numbers Number of tie rods required for lifting *1) Engine weight in tonnes [t] Remark:
5 1, 5 8 740
6 1, 2, 5, 6 12 870
7 1, 2, 5, 6 12 990
8 2, 3, 6, 7 12 1140
9 2, 3, 4, 6, 7, 8 16 1260
*1) Based on equal load (max. 100 t) on each nut with fully tightened tie rods.
Table L1
Lifting details for complete RTA84T-D engines
L1.4
Engine installation and alignment L1.4.2 L1.4.2.1 Shafting alignment Shafting alignment calculation
The alignment and chocking of the engine should be carried out in accordance with our recommen dations and is subject to test and inspection by the relevant classification society. Each stage of the engine mounting is to be checked by qualified per sonnel and measurements cross-checked with the design figures. The responsible parties (e. g. ship yard) are to advise the representative of the engine builder or Wrtsil Switzerland Ltd directly in the event of any discrepancies. Engines may be installed as complete units or as sembled from sub-assemblies in the vessel, which may be afloat, in dry dock, or on the slipway. The engine alignment can be done with either jack ing screws or wedges.
Before proceeding with the engine alignment (sec tion L1.4.7), the shaftline has to be finally aligned according to the values given by the shafting align ment calculation. This provides the required values for the propul sion shaft and engine alignment in the ship: Vertical bearing offsets Gap and sag values Static bearing loads. Calculation model
L1.4.1
Removing rust preventing oils
Rust preventing oils applied to the internal parts of an assembled engine do not contain thickening ag ents of wax or bitumen. These oils have similar properties as the engine lubricating oils, will wash off easily and mix without causing harm to the en gine or its systems. Rust preventing oils of the wax-type applied to ex posed surfaces of the engine components do con tain thickening agents of wax or bitumen forming an anti-corrosion coating when applied, which has to be washed off using a proprietary Cold Cleaner. It is not sufficient to use gas oil, kerosene or white spirit on its own as solvents; they are to be mixed with 2 to 3 parts of a Cold Cleaner such as Magnusol, Agitol or Emultan.
Besides the data of the shaftline, the applied cal culation model should include the following fea tures to calculate the bearing loads of the engine: Full crankshaft model with own mass, includ ing masses of running gear and gearwheel Stiffness of the main bearings Flywheel mass: The actual flywheel mass has to be added at aftermost node of crankshaft model. The engine data, as well as a computer program, are available from the engine builder or Wrtsil Switzerland Ltd.
25.85.07.40 Issue VIII.06 Rev. 0
L4
L.
Alignment calculation conditions The general boundary conditions during final en gine alignment are: Ship at light draught (partial propeller submer sion) or in dock (no propeller submersion) Propeller, intermediate shaft(s) and engine coupled No propeller thrust Engine cold No temporary supports engaged. As above mentioned, the final alignment is usually done at very light draught or in dry-dock. The ship draught influence on the bearing load as shown in table L2 needs to be considered in the alignment calculation to get an alignment which is within the limits of table L3.
To ensure that the main bearing loads are within the limits in service conditions, it is left to the re sponsible parties (e.g. ship yard) to decide: Either to apply the static main bearing loads recommended in Table L3, or to adapt the static main bearing loads at alignment according to their experience. For instance special cases (e.g. VLCCs) may re quire higher loads on main bearing #2 leading to lower load on main bearing #1 at alignment. In such cases please contact Wrtsil Switzerland Ltd.
main bearing #1 (aftmost) Change from LIGHT to FULL draught Increase
main bearing #2 Decrease
main bearing #3 Decrease
Table L2
Influence of ship draught on static main bearing loads
main bearing #1 (aftmost) Recommended static main bearing loads [kN] min. 10
main bearing #2 230 to 470
main bearing #3 min. 30
Table L3
Recommended static main bearing loads for alignment calculation
L1.4.2.2
Recommendation for the align ment layout
Draught related ship hull bending Experience show that the draught related ship hull bending is the most important factor influencing the static main engine bearing loads. Increase of ship draught leads to ship hull bending below the shaft line up to engine free end. This re sults generally to an increased downward load on crankshaft aft end flange and shifts the static load from main bearing #2 to aftermost main bearing #1. The change of vertical offsets for the shaft and main bearings depends on ship draught and de sign. No general rule to estimate this change is available.
With large distance between propulsion shaft bearings the bearing static load is increased and the load variation is reduced. We recommend to aim for large bearing distances in ship hull and pro pulsion shaft design.
L1.4.2.3
Service related influences on alignment
The calculation at service conditions is required by some classification societies. It helps estimating the service related changes of static bearing loads in service.
L5
25.85.07.40 Issue VIII.06 Rev. 0
Engine service temperature The vertical thermal expansion of engine due to the temperature difference between the alignment and service conditions results to a shift of the static load from main bearing #2 to the aftermost main bearing #1. The increase of the engine main bearing height due to the temperature difference compared with the shaftline bearings can be estimated as follows:
hmb = hfound C 11.5 (tes tref) [mm] 106
L1.4.2.4
Propeller thrust
The propeller thrust transmitted to the engine thrust bearing induces a reaction force which is ec centric to the crankshaft centre line and thus creat ing a moment proportional to the propeller thrust. The eccentricity value belongs to the data deliv ered by the engine builder. Calculations with maximum propeller thrust result in low or zero load for the aftermost main bearing #1 at alignment condition (i.e. ship hull deformation not considered). The thermal rise of engine main bearings is not sufficient to avoid this substantial load reduction at main bearing #1. However, this is acceptable because the draught related ship hull bending which is involved until the full propeller thrust is available would have shifted the static load from main bearing #2 to main bearing #1.
where: hmb [mm] Increase of engine main-bearing height from alignment to service condition
hfound [mm] Main bearing foundation height hfound C [] 1800 mm Correction factor 0.3 to 0.5 (according to shipyards ex perience) engine service temperature 55 C Reference temperature for founda tion and ship hull around the engine at alignment condition
L1.4.3
Installation and assembly of sub-assemblies
tes [C] tes [C] tref [C]
Example for Wrtsil 59RTA84T-D engines: tref = 20C

hmb = 1800 0.4 11.5 (55 20) 106
When the engine seating has been approved, the bedplate is lowered onto blocks placed between the chocking points. The thickness of the blocks depends on the final alignment of the engine. Engine bedplates comprise fabricated sections with drilled holes to allow the passing of the holding-down bolts and tapped holes for the jacking screws for engine alignment. Proceed with preliminary alignment of bedplate using one of the method mentioned in section L1.4 to position the engine coupling flange to the inter mediate shaft coupling flange. Ensure that the gap between both flanges is close to the calculated fig ures and that both flanges are exactly parallel on the horizontal plane (max. deviation 0.05 mm). In the vertical plane, the engine coupling flange is to be set 0.4 to 0.6 mm higher than the calculated figures. Place bearing caps in position, install turning gear and check that crankshaft deflections are as recorded on the Check dimensions sheet (see tables L12 to L14).
hmb
= 0.29 mm
25.85.07.40 Issue VIII.06 Rev. 0
L6
L.
To check bedplate level in longitudinal and diag onal direction a taut-wire measuring device will be provided by the engine builder. Compare the read ings with those recorded at the works. Optical de vices or lasers can also be used. All final dimensions are to be witnessed by the representatives of the engine builder and the classification society and are to be recorded on ap propriate log sheets. Crankshaft deflections at this stage are to correspond with the values recorded at works. Secure temporarily the bedplate against unexpected movement. Continue engine assembly by mounting the col umns, cylinder blocks, running gear and scavenge air receiver but ensure that the bearing caps are loose before tensioning the tie rods. Make periodic checks of the crankshaft deflections to observe and correct any possible engine distor tions. Careful adjustments of the wedges or of the jacking screws is necessary to re-establish the preliminary alignment setting. Once the engine as sembly is completed, the final alignment and chocking are carried out with the vessel afloat. (Refer to section L1.4.7).
The engine is to be lowered onto blocks placed be tween the chocking points. The alignment tools are to be clean and ready for use. Set the blocks so that the engine is slightly higher than the final position, because less effort is required to lower the engine than to raise it for alignment. For movements in the horizontal plane, both in lat eral or longitudinal directions, the shipyard is to construct appropriate anchor points for the use of hydraulic jacks. Such movements have to be car ried out with great care to avoid stresses and dis tortions to the bedplate. Regular crankshaft deflec tion readings have to be taken to observe the effects and any noticed deviations have to be recti fied immediately (see section L1.4.7 for the final engine alignment).
L1.4.5
Installing an engine from as sembled sub-assemblies
Sub-assemblies of the engine may be assembled ashore prior to installation in the ship. One such as sembly may comprise bedplate, main and thrust bearings, crankshaft, turning gear, and flywheel. The placing on blocks and alignment to shafting is analogue to the description in section L1.4.3.
L1.4.4
Installing a complete engine L1.4.6 Engine installation with ship on slipway
In the event that the engine is shipped in part deliv eries and assembled at the shipyard prior to in stallation in the vessel, the shipyard is to undertake the assembly work in accordance with the require ments of a representative of the engine builder and the classification society. The engine mounting is to be carried out systematically and measurement readings taken and recorded on appropriate log sheets, and to be compared for correctness with the data of the Check Dimensions sheet (see tables L12 to L14) completed after test run in the works of manufacturer. Strict attention is to be paid to the removal of anti-corrosion coatings and the subsequent application of rust preventing oil where required. For lifting details of the engine refer to L1.3.
Installing complete or partially assembled engines into ships under construction on an inclined slipway is possible when careful attention is paid to the following: 1. Suspending large components to take ac count of the incline. 2. Tie rods to be centred and exactly perpendicu lar to the bedplate before tightening 3. Fit temporary side, fore and aft arresters to prevent the engine moving during launching. 4. Attach additional temporary stays at the upper platform level to steady the engine during launching.
L7
25.85.07.40 Issue VIII.06 Rev. 0
L1.4.7 L1.4.7.1
Final engine alignment Prerequisites
L1.4.7.2
Engine alignment towards propulsion shaft line
The final goals of engine alignment are: Optimised crankshaft deflections Static loads of the main bearings within the re quired limits for service. Before proceeding with the final engine alignment, the following conditions are provided: Engine erection is completed Major ship hull manufacture is completed Propulsion shaft line is finally aligned (see sec tion L1.4.2). The following influences affecting the alignment should be considered: Actual ship draught Heavy load shifts (e.g. ballasting, bunkering) are to be avoided during alignment Uneven temperature distribution (e.g. direct sunshine) influences alignment measure ments.
The crankshaft drive end flange is aligned in rela tion to foremost intermediate shaft flange by gap & sag, according to engine and shaft alignment cal culation. Gap tolerance: 0.10 mm Sag tolerance: +0.15/0.05 mm (+0.05 mm for subsequent epoxy resin shrinkage in cluded).
L1.4.7.3
Engine alignment towards foundation
Engine alignment towards engine foundation is verified by measurements of: crank web deflections (see table L6) bedplate top surface. Longitudinal twist The engine driving end has to be parallel to free end. The relevant measurements refer to the outer corners of machined bedplate top surface (fig. L2). The tolerance for parallelism hBPc(max.) is 0.3 mm and includes a measuring tolerance of 0.1 mm.
h BPc (max.)
FE
h BPc (max.)
twisted engine DE
F10..5289
straight engine
Fig. L2
Parallelism of driving end (DE) to free end (FE)
25.85.07.40 Issue VIII.06 Rev. 0
L8
L.
Sideways bend The sideways bend (around a vertical axis) is veri fied by measuring the horizontal crank web deflec tion. The tolerances for horizontal crank web deflec tions are given in table L6.
Up / downward bend (hog / sag) Short engines (59 cylinders), as the RTA84T-D, should be aligned straight or just slightly presagged (see table L4), therefore a pre-sag of 0.0 mm (tolerance to 0.2 mm) is recommended. The sag curve is verified by the shape of bedplate top surface by measuring the heights of bedplate along port and starboard side. The measurement of the actual sag curve can be done either by op tical tools or by piano wire.
Calculated pre-sag offsets for reference Absolute values related to straight base line
RTA84T-D RTA84T-D
Pre-sag (tol.: 0.10) 0.10)
vertical offsets in [mm] at main bearing mb #2 0 0 0 0 0 mb #3 0.06 0.06 0.05 0.04 0.11 mb #4 0.10 0.09 0.08 0.07 0.20 mb #5 0.10 0.10 0.10 0.09 0.26 mb #6 0.06 0.09 0.10 0.10 0.29 mb #7 0 0.06 0.08 0.10 0.30 0 0.05 0.09 0.29 0 0.07 0.26 0.04 0.20 0 0.11 0 mb #8 mb #9 mb #10 mb #11 mb #12
5 cyl 6 cyl 7 cyl 8 cyl 9 cyl
0.10 0.10 0.10 0.10 0.30
Table L4
Calculated pre-sag offsets for reference
L1.4.7.4
Alignment check in uncoupled condition
L1.4.7.5
Alignment check in coupled condition
The following has to be checked and recorded: Gap & sag towards forward intermediate shaft flange All crank web deflections (for reference) Bedplate top surface (optional, can be measured in coupled condition too). If the recorded values are found to be in excess of the given tolerance limits and cannot be improved, forward actual data records to the engine builder or Wrtsil Switzerland Ltd. directly for assistance. If the recorded values are within the given toler ance limits, proceed with coupling the engine to propulsion shaft line and subsequent steps.
top clearance
no bottom clearance
F10.2165
Fig. L3
Top and bottom clearance at main bearings
L9
25.85.07.40 Issue VIII.06 Rev. 0
Pre-requisites: Propulsion shaft line coupled to the engine All temporary supports removed. The following items have to be checked and recorded: No bottom clearance in engine main bear ings (check by feeler gauge at least the aftermost bearings; see figure L3). Record all crank web deflections. Perform jack-up tests of all accessible propul sion shaft line bearings and the 3 aftermost en gine main bearings. This jack-up test can be omitted in case: The shipyard has accumulated sufficient experience on the relevant ship type Jack-up test of the 3 aftermost engine main bearings is specified during sea trial. If the experience of the responsible party deviates from the above mentioned or in case that the re corded values are found to be in excess of the given limits and cannot be improved, please con tact engine builder or Wrtsil Switzerland Ltd for assistance and include actual data records.
L1.4.7.6
Jack-up test for main bearings
The jack-up tests for engine main bearings are per formed in accordance with those for propulsion shaft line bearings. A hydraulic jack (approx. 1000 kN capacity) is placed next to the bearing which load is to be deter mined: Below the flywheel to jack-up for aftmost main bearing #1 Below adjacent cranks to main bearing #2 and main bearing #3 respectively to jack those. A dial gauge is placed on top of the shaft or crank to measure the vertical lift of crank shaft in relation to bearing housing. The jack-up test should be performed in steps of 1525bar (2030kN). The jack load is determined by plotting the curve composed of jack-pressures (or loads) and related vertical lifts. The longitudinal offset between main bearing centre and jack/dial gauge position is compen sated by a jack correction factor provided by align ment calculation: Main bearing load = jack load jack correction factor Fmb = Fjack jcf If not available the following jack correction factors can be used as shown in table L5.
main bearing #1 Jack and dial gauge position Jack correction factor Calculation Table L5 Jack correction factor
at flywheel
main bearing #2 to #n
at adjacent crank (close to relevant main bearing)
1.3 Fmb#1 = Fjack(flywheel) 1.3
1.0 Fmb(#2#3) = Fjack(crank) 1.0
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L10
L.
vertical amax.(vert.)
horizontal amax.(hor.) foremost cylinder (n)

all cylinders 1 to 9
(+)
()
inner cylinders 2 to 8
aftmost cylinder 1
no external load 0.20
external load *1) +0.20 0.40
0.20 Remark: *1)
+0.20 0.26
0.08
External load attached to crankshaft fwd end flange can be: torsional vibration damper tuning disk free end PTO
Table L6
Crank web deflection limits for alignment
The crank web deflections are measured according to figure L4.

Vertical alignment a = aTDC aBDC
a BDC
D/2
a TDC
Horizontal alignment a = a 90 before TDC a 90 after TD
F10.3486
a 90 before TDC
Crankshaft: vertical and horizontal deflections at alignment
a 90 after TDC
Fig. L4
L11
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L2
Official shop trial
L2.1
Wrtsil trial report
The official shop trial, carried out at the engine builders factory, enables the purchaser and classi fication society to witness engine performance over full load range when driving a dynamometer. Technical data relating to the engine performance together with mechanical settings, running clear ances and alignment dimensions are recorded and used as basis for all future re-assembly work, for check measurements during later engine inspec tions and may facilitate the prompt and correct identification of engine disturbances. The technical data is recorded on official log sheets and endorsed by each of the parties. For your con venience, you will find a copy of the trial report sheets on the following pages.
The Wrtsil trial report consist of the follow ing items: Trial report Specifications Trial report Power diagram (will be supplied by the engine builder) Performance curves Settling table Sheet A (2 sheets) Settling table Sheet B Check dimensions (3 sheets) Inspection sheet Cylinder liner diameters (calibration) Inspection sheet Bedplate alignment (wire readings) Cylinder pressure diagrams (3 sheets)
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L12
L.
Trial Report
Specifications:
Engine type: RTA84T-D Left / right hand engine Nominal power: . . . . . . . . . kW running: anticlockwise at . . . . . . . . . rpm; mep: . . . . . . . . . . . bar
Cyl. bore: 840 mm;
Piston stroke: 3150 mm
Engine No.: . . . . . . . . . . . . . ; Order No.: . . . . . . . . . . . . . Installation: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Engine builder: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Purchaser: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Brake type: . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power calculation: Ps [kW] = . . . . . . . . . . . F( Turbocharger: Type Specification: Fuel oil: ................. ) N [rpm] ..................................
..................................
. . . . . . . . . . . . . nmax = . . . . . . . . . . . . . . . . . . . . . . . . rpm;
..............................
Serial No. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . tmax =
Grade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . low. cal. val.: . . . . . . . . . . . . . . . . . kJ/kg

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

Pressure Slow down delayed Fuel cut off delayed Minimum speed: Starting tests: [bar] [sec] [sec]
Main bear ing oil
Cylinder cool ing water
Piston coolant
Valve air spring
governor speed setting pressure: . . . . . . . bar
load indicator position: . . . . . . . . .
engine running with . . . . . . rpm = . . . . . % of nominal speed ahead-astern, starting air pressure drops during . . . . . . consecutive starts from
. . . . bar to . . . . . bar air bottle capacity: . . . . . . . . m 3 Continuation sheets: For the classification society(ies): Place and date of trial: No . . . . . . . . . . . . . . No . . . . . . . . . . . . . . No . . . . . . . . . . . . . . No . . . . . . . . . . . . . .
No . . . . . . . . . . . . . .
No . . . . . . . . . . . . . . No . . . . . . . . . . . . . . No . . . . . . . . . . . . . . No . . . . . . . . . . . . . .
No . . . . . . . . . . . . . . Table L7 .................................... ..............................
.................................... For Wrtsil Switzerland Ltd:
Sheet No.:
End . . . . . . . . . . . . . . . . . . . . . . . . . .
.................................... .................................... For the purchaser ..............................
..............................
Start . . . . . . . . . . . . . . . . . . . . . . . . . .
Trial report (Specification)
L13
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Table L8
Trial report (Engine)
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L14
L.
F10.2166
Fig. L5
Performance curves
L15
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Table L9
Setting table (Sheet A)
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L16
L.
T103664
Table L10 Setting table (Sheet A continued)
L17
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Table L11 Setting table (sheet B)
T10.3665
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L18
L.
F10.2169
Table L12 Check dimensions (1)
L19
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F10.2170
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L20
L.
F10.2849
L21
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Table L15 Inspection sheet (Cylinder liner)
F10.2850
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L22
L.
Inspection sheet
Bedplate alignment
Engine type:................................................. Code:...........................................................
Order No:.................................................
Engine No:.................................................
Piano wire dia. 0.3 mm
Weight 7kp
Weight 7kp
171.205
Fig. L6
Inspection bedplate alignment
Measuring position on exhaust side Bedplate with crankshaft Engine completed Measuring position on fuel pump side Bedplate with crankshaft Engine completed Measuring position diagonal Bedplate with crankshaft Measuring position diagonal Bedplate with crankshaft
A1
A2
A3
A4
A5
A6
A7
A8
A9
A10
B1
B2
B3
B4
B5
B6
B7
B8
B9
B10
D1
D2
D3
D4
D5
D6
D7
D8
D9
D10
E1
E2
E3
E4
E5
E6
E7
E8
E9
E10
Table L16 Inspection sheet (Bedplate alignment)
L23
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F10.2174
Fig. L7
Cylinder pressure diagram (Cylinder 1, 2, 3)
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L24
L.
F10.2175
Fig. L8
L25
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F10.2852
Fig. L9
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L26
M.
Appendix
M1
Reference to other Wrtsil Ltd publications
For further publications please visit our homepage http:/www.wartsila.com or contact your local Wrtsil representative or contact Wrtsil Switzerland Ltd PO Box 414 CH-8401 Winterthur, Switzerland Telephone: +41 52 262 4922 Telefax: +41 52 212 4917
M1
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Marine Installation Manual M.
Appendix
M2
SI dimensions for internal combustion engines

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

s, d, h, min Hz, 1/s m/s, km/h 1/s, 1/min m/s2 rad/s rad/s2 kg/s m3/s Nm Nsm N, MN, kN N/m2, bar, mbar, kPa N/m2, N/mm2 N/m2, N/mm2 J, MJ, kJ, kWh W, kW, MW Nm Ns/m2 m2/s N/m K, C K, C 1/K J/K J/(kgK) W/(mK) W/(m2K) J/kg, J/m3 dB dB dB V A kg/J, kg/(kWh), g/(kWh)
T10.3544
Kn rpm
qm qv p L F p
,
1 bar = 100 kPa, 100 mmWG = 1 kPa
E W, E, A, Q P M, T
, T, , t,
cSt, RW1
T, , ... C, S c
K e L(LIN)TOT L(A)TOT LOKT U I BSFC
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M2
M.
Appendix
M3
Approximate conversion factors

= = = = = 25.4 mm 304.8 mm 914.4 mm 1609.3 m 1853 m Force 1 lbf (pound force) Pressure 1 psi (lb/sq in) = 4.45 N
Length 1 in 1 ft 1 yd 1 statute mile 1 nautical mile Mass 1 oz 1 lb 1 long ton 1 short ton 1 tonne
= 12 in = 3 feet = 1760 yds = 6080 feet
6.899 kPa (0.0689 bar)
= 16 oz
= = = = =
0.0283 kg 0.4536 kg 1016.1 kg 907.2 kg 1000 kg
Velocity 1 mph 1 knot Acceleration 1 mphps Temperature 1 C Energy 1 BTU 1 kcal
= =
1.609 km/h 1.853 km/h
0.447 m/s2
Area 1 in2 1 ft2 1 yd2 1 acre 1 sq mile (of land) 640 acres Volume 1 in3 1 ft3 1 yd3 Volume (fluids) 1 Imp. pint 1 U.S. pint 1 Imp. quart 1 U.S. quart 1 Imp. gal 1 U.S. gal 1 Imp. barrel = 36 Imp. gal 1 barrel petroleum = 42 US. gal
= = = = =
6.45 cm2 929 cm2 0.836 m2 4047 m2 2.59 km2
0.55 (F -32)
= =
1.06 kJ 4.186 kJ
= = =
16.4 cm3 0.0283 m3 0.7645 m3
Power
1 kW 1 kW = = 1.36 bhp 860 kcal/h
= = = = = = = =
0.568 l 0.473 l 1.136 l 0.946 l 4.546 l 3.785 l 163.66 l 158.98 l
M3
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Marine Installation Manual M.
Appendix
25.85.07.40 Issue VIII.06 Rev. 0
M4

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Marine Installation Manual

Issue August 2006

Wrtsil Switzerland Ltd PO Box 414 CH-8401 Winterthur Switzerland

Tel. +41 52 262 49 22 Fax +41 52 212 49 17 http://www.wartsila.com

25.85.07.40 Issue VIII.06 Rev. 0

Wrtsil Switzerland Ltd

Revised pages to MIM RTA-84T-D, Issue August 2006 (25.85.07.40 IV.08)

Page G-3 G-5 Chapter G G-11 G-13

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

3rd August 2009 Peter Schilling, 10200

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Marine Installation Manual

General engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1

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Marine Installation Manual

Saving a project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C11

Auxiliary power generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E1

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Marine Installation Manual

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Marine Installation Manual

Automation and controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G1

General installation aspects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H1

Wrtsil Switzerland Ltd

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Marine Installation Manual

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Marine Installation Manual

I1.2 I1.2.1 I1.2.2 I2 I2.1 I2.2 I2.3

Turbocharger spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K31 Mounting and storage proposals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K32

Engine dispatch and installation . . . . . . . . . . . . . . . . . . . . . . . . . L1

Wrtsil Switzerland Ltd

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Marine Installation Manual

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Wrtsil Switzerland Ltd

Marine Installation Manual

Wrtsil Switzerland Ltd

25.85.07.40 Issue VIII.06 Rev. 0

Marine Installation Manual

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Wrtsil Switzerland Ltd

Marine Installation Manual

Wrtsil Switzerland Ltd

25.85.07.40 Issue VIII.06 Rev. 0

Marine Installation Manual

25.85.07.40 Issue VIII.06 Rev. 0

Wrtsil Switzerland Ltd

Marine Installation Manual

Wrtsil Switzerland Ltd

25.85.07.40 Issue VIII.06 Rev. 0

Marine Installation Manual

25.85.07.40 Issue VIII.06 Rev. 0

Wrtsil Switzerland Ltd

Marine Installation Manual