Wartsila O E RTA96C MIM

Marine Installation Manual
Issue May 2004
Wrtsil Switzerland Ltd PO Box 414 CH-8401 Winterthur Switzerland

2004 Wrtsil Switzerland Ltd, Printed in Switzerland
Tel. +41 52 262 49 22 Fax +41 52 212 49 17 http://www.wartsila.com
This manual covers the following Sulzer diesel engines: The Sulzer RTA96C engines with the following MCR rating: Power per cylinder Speed 5720 kW 102 rpm 7780 bhp
This issue of the Marine Installation Manual (MIM) is the second edition covering the Sulzer 612RTA engines with this rating. It is made according to the approved concept for these manuals. Due to continuous development and giving priority to engines preferred by the market, complete information for all cylinder arrangements is not yet included. On relevant spaces the following remark is printed: Data available on request.
Attention is drawn to the following: a) b) c) d) 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 2.7) and EnSel (version 4.2), both on the CD-ROM included in this manual. This CD-ROM also contains the complete manual (MIM).
This Marine Installation Manual is complete within itself, an additional Engine Selection and Project Manual (ESPM ) is not required but should you still need an ESPM, please do not hesitate to contact one of the addresses listed in the appendix, chapter M of this manual.
Revision:
Rev. 1 performed, 23rd June 2004
silp
25.72.07.40 Issue V.04 Rev. 1
Wrtsil Switzerland Ltd
List of contents
A B
B1 B2 B3
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1 Engine description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B1

Engine description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B1 Primary engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3 Engine numbering and designation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4
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
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1 C1 C1 C2 C2 C2 C3 C4 C4 C4 C4 C4
Turbocharger and scavenge air cooler selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5 Turbocharger and scavenge air cooler selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C6 Auxiliary blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C9 Turning gear requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C9 Pressure and temperature ranges at continuous service rating . . . . . . . . . . . . . . . . . . . C10 Included CD-ROM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation of winGTD and EnSel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Changes to previous versions of winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C11 C11 C11 C11 C11
25.72.07.40 Issue V.04 Rev. 0
List of contents
C7.2 C7.2.1 C7.2.2 C7.2.3 C7.2.4 C7.2.5 C7.3
Using winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Data input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Output results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Service conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Saving a project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . EnSel program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
C11
C11
C11
C12
C12
C12
C12
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
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) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4
Lateral engine vibration (rocking) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5
Reduction of lateral vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6
Engine stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6
Electrically driven compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6
Longitudinal engine vibration (pitching) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D7
Torsional vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D7
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D7
Reduction of torsional vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8
Axial vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8
Reduction of axial vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D9
Hull vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D9
Summary of external forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10
Summary of countermeasures for dynamic effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11
System dynamics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12 Order forms for vibration calculations and simulation . . . . . . . . . . . . . . . . . . . . . . . . . . . Marine installation forced torsional vibration calculations . . . . . . . . . . . . . . . . . . . . . . . . Marine installation forced axial vibration calculations . . . . . . . . . . . . . . . . . . . . . . . . . . . . Simulink computer application: Input data sheet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D12
D13
D14
D15
25.72.07.40 Issue V.04 Rev. 0
List of contents
E
E1 E1.1 E1.2 E1.3 E2 E2.1 E2.2 E2.3
Auxiliary power generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E1

General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . System description and layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Waste heat recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Power take off (PTO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Arrangements of PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PTO power and speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Constant-speed gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E1 E1 E2 E2 E2 E2 E2 E2
F
F1 F1.1 F1.2 F1.3 F1.3.1 F1.3.2
Ancillary systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F1
General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Part-load data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Questionnaire for engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine system data for central fresh water cooling system (single-stage) at nominal maximum continuous rating (R1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F1 F1 F1 F1 F2 F3
F2 F2.1 F2.2 F2.2.1 F2.2.2 F2.2.3 F2.2.4 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
Piping systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5 Central fresh water cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F5 Central fresh water cooling system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F10 Cylinder cooling water system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F11 Freshwater generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F14 Pre-heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F16 Lubricating oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F17 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F17 ILubricating oil systems for turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F17 Main lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F17 Main lubricating oil system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F24 Cylinder lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F25 Lubricating oil maintenance and treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F25 Lubricating oil separator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F25 Lubricating oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F25 Lubricating oil drain tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F29
25.72.07.40 Issue V.04 Rev. 0
List of contents
F2.3.9 F2.3.9.1 F2.3.9.2 F2.3.9.3 F2.3.9.4 F2.3.9.5 F2.3.9.6 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
Flushing the lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Preparation before flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flushing external lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Flushing within the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Circulation of lubricating oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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 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 45 C to 5 C . . . . . . . . . . . . . . . . . . . . Scavenge air system arctic conditions at operating temperatures below 5 C . . . . . Air filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
F37 F37 F38 F38 F39 F39 F39 F40 F40 F40 F44 F46 F46 F46 F47 F50 F51 F55 F55 F55 F56 F57 F57 F57 F57 F59 F59 F59 F60 F60 F64 F66 F67 F68 F68 F68 F70
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F4 F4.1 F4.2 F5 F5.1 F5.2
Pipe size and flow details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F72 Pipe velocities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F72 Piping symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F73 Engine pipe connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F76 Engine pipe connections for 2 x TPL85 turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . F76 Engine pipe connections for 3 x TPL85 turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . F82
G
G1 G1.1 G1.2 G2 G2.1 G2.2 G2.2.1 G2.2.2 G2.2.3 G2.2.4 G2.3 G2.3.1 G2.3.2 G2.4 G2.4.1 G2.4.2 G2.4.3 G2.4.4 G2.4.5 G2.5 G2.6 G2.6.1 G2.6.2 G2.6.3 G2.6.4 G2.6.5 G2.6.6 G3 G3.1 G3.2
Engine management systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G1 DENIS family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G1 MAPEX family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G1 DENIS-6 diesel engine interface specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G1 Engine control functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4 Standard engine control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5 Instrumentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5 Shut down functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5 Speed control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G7 Approved speed control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G7 Technical assistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G7 Approved remote control system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G7 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G7 Remote control systems suppliers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G9 Remote control system functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G10 Remote control system indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G10 Recommended manoeuvring characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G11 Alarm sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G12 Installation information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G15 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G15 Signal flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G15 Signal numbering system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G17 Signal list . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G19 Location of terminal boxes and sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G24 Cabling notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G26 MAPEX family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G27 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G27 MAPEX installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G27
25.72.07.40 Issue V.04 Rev. 0
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H
H1 H2 H2.1 H2.2 H2.3 H2.4 H2.4.1 H2.4.2 H3 H3.1 H3.1.1 H3.1.2 H3.1.3 H3.2 H3.2.1 H3.2.2 H3.2.3 H3.2.4 H4 H4.1 H4.1.1 H4.1.2 H4.1.3 H4.1.4 H4.1.5 H4.1.6 H4.1.7 H5 H5.1 H5.2 H5.2.1 H5.2.2 H5.2.2.1 H5.2.2.2 H5.2.2.3
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 Reduced piston dismantling height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H7 Dismantling of scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H11 Outlines of engines of Sulzer RTA96C engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Outlines of engines fitted with 2 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . 6RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Outlines of engines fitted with 3 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . 9RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Platform and gallery arrangements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . End elevation for engines fitted with TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . 6RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine seating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Thrust sleeve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fitting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Drilling of the holes in the tank top plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Chock thickness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H12 H12 H13 H14 H15 H16 H17 H19 H21 H23 H25 H25 H26 H30 H34 H38 H42 H46 H50 H54 H54 H54 H54 H54 H54 H54 H54
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List of contents
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 H5.2.9.1 H5.2.9.2 H5.2.9.3 H5.2.9.4 H5.2.9.5 H5.2.9.6 H5.2.9.7 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 H8.2.2 H8.2.3 H9 H9.1 H9.2
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine alignment tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position of engine alignment tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
H55 H55 H55 H55 H55 H55 H55 H56 H56 H58 H62 H70 H70 H71 H72 H73 H74 H75 H76 H78 H79
Engine coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H86 Fitting coupling bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H86 Engine earthing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Preventive action . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Earthing slip-rings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main shaft earthing system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Stays arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Installation of lateral and longitudinal stays hydraulic and friction . . . . . . . . . . . . . . . Hydraulic stays details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Friction stay details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H90 H90 H90 H91 H91 H93 H93 H93 H93 H94 H96
Fire protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H98 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H98 Extinguishing agents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H98
25.72.07.40 Issue V.04 Rev. 0
List of contents
I
I1 I1.1 I1.1.1 I1.1.2 I1.1.3 I1.1.4 I1.1.5 I1.2 I1.2.1 I1.2.2 I2 I2.1 I2.2 I2.3
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 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Measures for compliance with the IMO regulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Low NOx Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Extended measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine surface sound pressure level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine exhaust sound pressure level at funnel top . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine structure borne noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I1 I1 I1 I1 I1 I1 I2 I2 I2 I2 I3 I3 I4 I5
J
J1 J2 J3 J4 J5 J5.1 J5.2
Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J1 Standard tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2 Optional tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J40 Turbocharger tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J45 Storage proposal . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J46 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J46 Tool panels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J47
K
K1 K2 K3 K4 K5
Spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K1 Summarized spares data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K2 Engine spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K4 Turbocharger spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K32 Mounting and storage proposals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K33
25.72.07.40 Issue V.04 Rev. 0
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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 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
Engine dispatch and installation . . . . . . . . . . . . . . . . . . . . . . . . . . L1

Dismantling pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L1 Treatment against corrosion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L1 Engine dismantling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L2 Engine dispatch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3 Engine installation and alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4 Removing rust preventing oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4 Shafting alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4 Shafting alignment calculation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4 Recommendation for the alignment layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5 Service related influences on alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L5 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 Prequisites . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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 M4 M4.1 M4.2 M4.3 M4.4
Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M1
Reference to other Wrtsil Ltd publications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M1 SI dimensions for internal combustion engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M2 Approximate conversion factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M3 Wrtsil Corporation Worldwide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Haedquarters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Production companies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Corporation network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L;icensees . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . M4 M4 M4 M5 M9
25.72.07.40 Issue V.04 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. C11 Fig. D1 Fig. D2 Fig. D3 Fig. D4 Fig. D5 Fig. D6 Fig. D7 Fig. D8 Fig. D9 Fig. D10 Fig. D11 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
Power/speed range of all IMO-2000 regulation compatible RTA engines . . . . . . . . . . . . A1 Sulzer RTA96C cross section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B1 Engine numbering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4 Layout field of the Sulzer RTA96C engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1 Load range limits, with the load diagram of an engine corresponding to a specific rating point Rx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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 . . . . . . . . . . . . . . . . . . . . . . . . C3 Scavenge air cooler details (rated at R1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5 Turbocharger and scavenge air cooler selection (ABB TPL type turbochargers) . . . . . C6 Turbocharger and scavenge air cooler selection (MHI MET type turbochargers) . . . . . C7 Turbocharger and scavenge air cooler selection (MAN NA type turbochargers) . . . . . C8 winGTD: Selection of engine window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C11 winGTD: Main window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C11 winGTD: General technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C12 winGTD: Two-stroke engine propulsion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C12 External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D1 Engine-fitted second order balancer gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2 Locating balancer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3 Locating electrically driven balancer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3 Free external mass moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D4 External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D5 General arrangement of lateral stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6 General arrangement of friction stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D6 Vibration damper (Viscous type) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8 Vibration damper (Geislinger type) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D8 Axial damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D9 Heat recovery system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E1 Tunnel PTO gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2 Central fresh-water cooling system, single-stage SAC . . . . . . . . . . . . . . . . . . . . . . . . . . . F3 Central fresh water cooling system for single-stage scavenge air cooler . . . . . . . . . . . . F6 Central fresh water cooling system for two-stage scavenge air cooler . . . . . . . . . . . . . . F8 Central cooling water system expansion tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F13 Freshwater generator installation alternative A . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F14 Freshwater generator installation alternative B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F15 Pre-heating power requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F17 Lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F18 Lubricating oil system for 2 x TPL 85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . F20 Lubricating oil system for 3 x TPL 85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . F21 Lubricating oil system on the engine (low-pressure circuit) . . . . . . . . . . . . . . . . . . . . . . . F22 Lubricating oil system on the engine (high-pressure circuit) . . . . . . . . . . . . . . . . . . . . . . F23 Lubricating oil treatment and transfer system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F26 Arrangement of vertical lubricating oil drains . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F29 Vertical drain connection details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F31 Layout of vertical oil drains for 6RTA96C and 7RTA96C engines . . . . . . . . . . . . . . . . . F32
25.72.07.40 Issue V.04 Rev. 0
List of Figures
Fig. F17 Fig. F18 Fig. F19 Fig. F20 Fig. F21 Fig. F22 Fig. F23 Fig. F24 Fig. F25 Fig. F26 Fig. F27 Fig. F28 Fig. F29 Fig. F30 Fig. F31 Fig. F32 Fig. F33 Fig. F34 Fig. F35 Fig. F36 Fig. F37 Fig. F38 Fig. F39 Fig. F40 Fig. F41 Fig. F42 Fig. F43 Fig. F44 Fig. F45 Fig. F46 Fig. F47 Fig. F48 Fig. F49 Fig. F50 Fig. F51 Fig. F52 Fig. F53 Fig. F54 Fig. G1 Fig. G2 Fig. G3 Fig. G4 Fig. G5 Fig. G6 Fig. G7
Layout of vertical oil drains for 8RTA96C and 9RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . F33 Layout of vertical oil drains for 10RTA96C and 11RTA96C . . . . . . . . . . . . . . . . . . . . . . . F34 Layout of vertical oil drains for 12RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F35 Lubricating oil drain tank, vertical oil drains. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F36 Flushing the lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F37 Typical viscosity / temperature diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F43 Heavy fuel oil treatment and tank system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F44 Pressurized fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F48 Fuel oil system on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F50 Fuel oil system mixing unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F53 Fuel oil system flushing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F55 Starting and control air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F58 Leakage collection and washing system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F61 Sludge oil trap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F62 Arrangement of automatic water drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F63 Determination of exhaust pipe diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F64 Estimation of exhaust gas density . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F65 Estimation of exhaust pipe diameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F65 Direct suction of combustion air main and auxiliary engine . . . . . . . . . . . . . . . . . . . . . F67 Scavenge air system for arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F68 Blow-off effect under arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F69 Air filter size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F71 Piping symbols 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F73 Piping symbols 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F74 Piping symbols 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F75 Driving end pipe connection details for 2 x TPL85 turbochargers . . . . . . . . . . . . . . . . . F76 Free end pipe connection details for 2 x TPL85 turbochargers . . . . . . . . . . . . . . . . . . . F77 Pipe connection details for 2 x TPL85 turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . F78 6RTA96C pipe connection details for 2 x TPL85 turbochargers . . . . . . . . . . . . . . . . . . . F79 7RTA96C pipe connection details for 2 x TPL85 turbochargers . . . . . . . . . . . . . . . . . . . F80 8RTA96C pipe connection details for 2 x TPL85 turbochargers . . . . . . . . . . . . . . . . . . . F81 Driving end pipe connection details for 3 x TPL85 turbochargers . . . . . . . . . . . . . . . . . F82 Free end pipe connection details for 3 x TPL85 turbochargers . . . . . . . . . . . . . . . . . . . F83 Pipe connection details for 3 x TPL85 turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . F84 9RTA96C pipe connection details for 3 x TPL85 turbochargers . . . . . . . . . . . . . . . . . . . F85 10RTA96C pipe connection details for 3 x TPL85 turbochargers . . . . . . . . . . . . . . . . . . F86 11RTA96C pipe connection details for 3 x TPL85 turbochargers . . . . . . . . . . . . . . . . . . F87 12RTA96C pipe connection details for 3 x TPL85 turbochargers . . . . . . . . . . . . . . . . . . F88 DENIS-6 layout. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G3 Arrangement of local/emergency control stand . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G4 DENIS-6 remote control system layout. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G8 Recommended manoeuvring characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G11 Signal flow between systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G16 Location of sensors / actuators for remote control and safety system. . . . . . . . . . . . . . G24 Location of sensors for ship alarm system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G25
25.72.07.40 Issue V.04 Rev. 0
List of Figures
Fig. H1 Fig. H2 Fig. H3 Fig. H4 Fig. H5 Fig. H6 Fig. H7 Fig. H8 Fig. H9 Fig. H10 Fig. H11 Fig. H12 Fig. H13 Fig. H14 Fig. H15 Fig. H16 Fig. H17 Fig. H18 Fig. H19 Fig. H20 Fig. H21 Fig. H22 Fig. H23 Fig. H24 Fig. H25 Fig. H26 Fig. H27 Fig. H28 Fig. H29 Fig. H30 Fig. H31 Fig. H32 Fig. H33 Fig. H34 Fig. H35 Fig. H36 Fig. H37 Fig. H38
Engine dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2 Dimensions X, Y, Z . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H5 Reduced piston dismantling height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H7 Space requirements and dismantling heights for piston lifting (vertical) . . . . . . . . . . . . . H8 Space requirements and dismantling heights for vertical piston lifting with double-jib/special crane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H9 Space requirements and dismantling heights for tilted piston lifting with double-jib/special crane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H10 Dismantling of scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H11 End elevation of 6- to 8-cylinder RTA96C engines with 2 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H12 Exhaust side elevation and plan view of 6RTA96C with 2 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H13 Exhaust side elevation and plan view of 7RTA96C with 2 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H14 Exhaust side elevation and plan view of 8RTA96C with 2 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H15 End elevation of 9 to 12 cylinder RTA96C engine with 3 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H16 Exhaust side elevation of 9RTA96C with 3 x TPL85-B turbochargers . . . . . . . . . . . . . . H17 Plan view of 9RTA96C with 3 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . H18 Exhaust side elevation of 10RTA96C with 3 x TPL85-B turbochargers . . . . . . . . . . . . H19 Plan view of 10RTA96C with 3 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . H20 Exhaust side elevation of 11RTA96C with 3 x TPL85-B turbochargers . . . . . . . . . . . . . H21 Plan view of 11RTA96C with 3 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . H22 Exhaust side elevation of 12RTA96C with 3 x TPL85-B turbochargers . . . . . . . . . . . . H23 Plan view of 12RTA96C with 3 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . . H24 End elevation for engines fitted with ABB TPL85-B turbochargers . . . . . . . . . . . . . . . . H25 6RTA96C cylinder cover platform . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H26 6RTA96C upper platform with 2 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . H27 6RTA96C lower platform with 2 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . H28 6RTA96C service platform . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H29 7RTA96C cylinder cover platform . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H30 7RTA96C upper platform with 2 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . H31 7RTA96C lower platform with 2 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . H32 7RTA96C service platform . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H33 8RTA96C cylinder cover platform . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H34 8RTA96C upper platform with 2 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . H35 8RTA96C lower platform with 2 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . H36 8RTA96C service platform . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H37 9RTA96C cylinder cover platform . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H38 9RTA96C upper platform with 3 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . H39 9RTA96C lower platform with 3 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . . H40 9RTA96C service platform . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H41 10RTA96C cylinder cover platform . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H42
25.72.07.40 Issue V.04 Rev. 0
List of Figures
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. H59 Fig. H60 Fig. H61 Fig. H62 Fig. H63 Fig. H64 Fig. H65 Fig. H66 Fig. H67 Fig. H68 Fig. H69 Fig. H70 Fig. H71 Fig. H72 Fig. H73 Fig. H74 Fig. H75 Fig. H76 Fig. H77 Fig. H78 Fig. H79 Fig. H80 Fig. H81 Fig. H82 Fig. H83
10RTA96C upper platform with 3 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . 10RTA96C lower platform with 3 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . 10RTA96C service platform . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11RTA96C cylinder cover platform . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11RTA96C upper platform with 3 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . 11RTA96C lower platform with 3 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . 11RTA96C service platform . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12RTA96C cylinder cover platform . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12RTA96C upper platform with 3 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . 12RTA96C lower platform with 3 x TPL85-B turbochargers . . . . . . . . . . . . . . . . . . . . . . 12RTA96C service platform . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine seating and foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine foundation for engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . Cross section of thrust sleeve with holding down stud and epoxy resin chocks . . . . . Cross section of fitted holding down stud with epoxy resin chocks . . . . . . . . . . . . . . . . Cross section of normal holding-down stud with epoxy resin chocks . . . . . . . . . . . . . . Holding down studs details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Details of sleeve and conical washer. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine seating side stoppers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6RTA96C engine side stopper arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7RTA96C engine side stopper arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8RTA96C engine side stopper arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9RTA96C engine side stopper arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10RTA96C engine side stopper arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11RTA96C engine side stopper arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12RTA96C engine side stopper arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6RTA96C chocking and drilling plan for engine seating with epoxy resin chocks . . . . 7RTA96C chocking and drilling plan for engine seating with epoxy resin chocks . . . . 8RTA96C chocking and drilling plan for engine seating with epoxy resin chocks . . . . 9RTA96C chocking and drilling plan for engine seating with epoxy resin chocks . . . . 10RTA96C chocking and drilling plan for engine seating with epoxy resin chocks . . . 11RTA96C chocking and drilling plan for engine seating with epoxy resin chocks . . . 12RTA96C chocking and drilling plan for engine seating with epoxy resin chocks . . . Drilling plan details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Alignment with hydraulic jack and wedge . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Arrangement with jacking screw (optional). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position of engine alignment tools for 6RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position of engine alignment tools for 7RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position of engine alignment tools for 8RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position of engine alignment tools for 9RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position of engine alignment tools for 10RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position of engine alignment tools for 11RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Position of engine alignment tools for 12RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine coupling fitted bolt arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Detail of coupling bolt and nut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
H43 H44 H45 H46 H47 H48 H49 H50 H51 H52 H53 H56 H57 H58 H58 H59 H60 H61 H62 H63 H64 H65 H66 H67 H68 H69 H70 H71 H72 H73 H74 H75 H76 H77 H78 H78 H79 H80 H81 H82 H83 H84 H85 H87 H88
25.72.07.40 Issue V.04 Rev. 0
List of Figures
Fig. H84 Fig. H85 Fig. H86 Fig. H87 Fig. H88 Fig. H89 Fig. H90 Fig. H91 Fig. I1 Fig. I2 Fig. I3 Fig. I4 Fig. I5 Fig. J1 Fig. J38 Fig. J39 Fig. J43 Fig. J44 Fig. J45 Fig. J46 Fig. J47 Fig. J48 Fig. J49 Fig. J50 Fig. J51 Fig. J52 Fig. J53 Fig. J54 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
Engine coupling and flywheel casing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H89 Shaft earthing arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H91 Shaft earthing slip-ring arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H91 Shaft earthing with condition monitoring facility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H92 Arrangement of hydraulic stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H94 Lateral stay details hydraulic type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H95 Arrangement of friction stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H96 Lateral stay details friction type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H97 Speed dependent maximum average NOx emissions by engines . . . . . . . . . . . . . . . . . . . I1 Sulzer RTA96C: compliance with IMO regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I2 Engine sound pressure level at 1 m distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I3 Engine exhaust gas sound pressure level at funnel top . . . . . . . . . . . . . . . . . . . . . . . . . . . I4 Structure borne noise level at engine feet vertical . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I5 Standard tools 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J2 Standard tools 38 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J39 Recommended tools 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J40 Recommended tools 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J44 Tool panel storage arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J46 Tool panel location . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J47 Tool panel 1: General tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J48 Tool panel 2: for valve seat grinding / control tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J49 Tool panel 3: for nozzle dismantling / overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J50 Tool panel 4: for cylinder liner / head dismantling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J51 Tool panel 5: for piston dismantling / overhaul . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J52 Tool panel 6: for fuel pump / camshaft dismantling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J53 Tool panel 7: for piston / various tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J54 Tool panel 8: Crankcase tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J55 Tool panel 9: for gear drive dismantling / control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J56 Main bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K4 Thrust pads . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K5 Cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K6 Cylinder liner lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K7 Cylinder cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K8 Elastic studs for cylinder cover . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K9 Fuel injection valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K10 Starting air valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K11 Exhaust valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K12 Relief valve and indicator cock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K13 Connecting rod bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K14 Piston rod gland . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K15 Piston cooling and crosshead lubricating linkage . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K16 Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K17 Camshaft components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K18 Electronic speed controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K19 Fuel and hydraulic actuator pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K20
25.72.07.40 Issue V.04 Rev. 0
List of Figures
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. L1 Fig. L2 Fig. L3 Fig. L4 Fig. L5 Fig. L6 Fig. L7 Fig. L8 Fig. L9 Fig. L10
Fuel and hydraulic actuator pump (continued) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K21 Safety cut-out device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K22 Fuel injection piping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K23 Fuel injection piping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K24 Fuel injection piping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K25 Scavenging system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K26 Hydraulic piping for exhaust valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K27 Hydraulic piping for exhaust valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K28 Cylinder lubricating pump and drive . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K29 Exhaust system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K30 Securing spare piston and rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K34 Securing spare exhaust valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K34 Securing spare exhaust valve cages without . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K35 Securing spare cylinder liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K35 Lifting device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L3 Parallelism of driving end (DE) to free end (FE) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L8 Top and bottom clearance at main bearings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L9 Crankshaft: vertical and horizontal deflections at alignment . . . . . . . . . . . . . . . . . . . . . . L11 Performance curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L15 Inspection bedplate alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L24 Cylinder pressure diagram (Cylinder 1, 2, 3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L25 Cylinder pressure diagram (Cylinder 4, 5, 6) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L26 Cylinder pressure diagram (Cylinder 7, 8, 9) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L27 Cylinder pressure diagram (Cylinder 10, 11, 12). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L28
25.72.07.40 Issue V.04 Rev. 0
List of tables
Table B1 Table C1 Table C2 Table C3 Table C4 Table C5 Table D1 Table D2 Table D3 Table E1 Table F1 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 G1 Table G2 Table G3 Table G4 Table G5 Table G6 Table G7 Table G8 Table G9 Table G10 Table G11 Table G12
Primary engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3 Scavenge air cooler parameters (rated at R1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C5 Turbocharger weights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C9 Auxiliary blower requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C9 Approximative turning gear requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C9 Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C10 Second order balancer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2 External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D10 Countermeasures for dynamic effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D11 PTO options for power and speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2 R1 data for central fresh water cooling system for engines with ABB TPL turbochargers, single-stage SAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F3 R1 data for central fresh water cooling system for engines with ABB TPL turbochargers, single-stage SAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F4 Central fresh water cooling system data for single-stage scavenge air cooler . . . . . . . F7 Central fresh water cooling system data for two-stage scavenge air cooler . . . . . . . . . F9 Lubricating oil system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F19 Lubricating oil treatment and transfer system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F27 Lubricating oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F28 Vertical drain connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F29 Minimum inclination angles at which the engine is to remain fully operational . . . . . . F30 Fuel oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F40 Heavy fuel oil treatment and tank system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F45 Pressurized fuel oil system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F49 Fuel oil system mixing unit: nominal pipe diameters for connections A, B, C . . . . . . . F53 Air receiver and air compressor capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F57 Control air capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F59 Leakage collection and washing system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F60 Guidance for air filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F70 Recommended fluid velocities and flow rates for pipework . . . . . . . . . . . . . . . . . . . . . . . F72 Local indications on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6 Local indications on the gauge board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G6 Suppliers of remote control systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G9 Remarks to tables G5 and G6 Alarm and safety functions of Sulzer RTA96C marine diesel engines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G12 Alarm and safety functions of Sulzer RTA96C marine diesel engines (continued table G6). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G13 Alarm and safety functions of Sulzer RTA96C marine diesel engines (continuation of table G5). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G14 Signal numbering system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G18 Interface signals for alarm system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G19 Interface signals for control system; signals from engine . . . . . . . . . . . . . . . . . . . . . . . . G20 Interface signals for control system; signals to engine . . . . . . . . . . . . . . . . . . . . . . . . . . . G21 Local control functions on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G21 Interface signals for wrong way alarm . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G21
25.72.07.40 Issue V.04 Rev. 0
List of tables
Table G13 Interface signals for safety system; direct inputs to safety system (binary signals) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G22 Table G14 Interface signals for safety system; outputs from safety system (binary signals) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G22 Table G15 Interface signals for safety system; indirect inputs to safety system (analogue signals) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G22 Table H1 Engine dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H2 Table H2 Engine masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H3 Table H3 Dimensions and masses of main components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H4 Table H4 Expected thermal expansion figures at turbocharger gas outlet . . . . . . . . . . . . . . . . . . . H5 Table H5 Fluid quantities in the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H6 Table H6 Tightening pressures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H56 Table H7 Parts list for engine seating with epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . H59 Table H8 Details and dimensions of epoxy resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H77 Table H9 Number and diameter of holes drilled into top plate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H77 Table H10 Parts list for wedge, hydraulic jack and jacking screw . . . . . . . . . . . . . . . . . . . . . . . . . . . H78 Table H11 Quantity of engine coupling fitted bolts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H87 Table H12 Recommended quantities of fire extinguishing medium . . . . . . . . . . . . . . . . . . . . . . . . . H98 Table K1 Summarized spares data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K2 Table K2 Summarized spares data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K3 Table K3 Measuring instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K31 Table K4 Spare parts for DENIS-6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K31 Table K5 Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K31 Table K6 Turbocharger spare parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K32 Table L1 Lifting details for complete RTA96C engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L4 Table L2 Influence of ship draught on static main bearing loads . . . . . . . . . . . . . . . . . . . . . . . . . . . L5 Table L3 Recommended static main bearing loads for alignment calculation . . . . . . . . . . . . . . . . L5 Table L4 Calculated pre-sag offsets for reference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L9 Table L5 Jack correction factor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L11 Table L6 Crank web deflection limits for alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L11 Table L7 Trial report (Specification) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L13 Table L8 Trial report (Engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L14 Table L9 Setting table (Sheet A) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L16 Table L10 Setting table (Sheet A continued) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L17 Table L11 Setting table (sheet B) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L18 Table L12 Check dimensions (1) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L19 Table L13 Check dimensions (2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L20 Table L14 Check dimensions (3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L21 Table L15 Inspection sheet (Cylinder liner) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L22 Table L16 Inspection sheet (Cylinder liner) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L23 Table L17 Inspection sheet (Bedplate alignment) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . L24
25.72.07.40 Issue V.04 Rev. 0
Abbreviations
ABB ALM AMS BFO BN BSEF BSFC CCR CCW CMCR CPP CSR cSt DAH DENIS EM EnSel ESPM FPP FQS FW GEA HFO HT IMO IND IPDLC ISO kW kWe kWh LAH LAL LCV LI LR LSL LT M MAPEX M1H M1V M2V
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 selection program Engine selection and project manual Fixed pitch propeller Fuel quality setting Fresh water Scavenge air cooler (GEA manufacture) Heavy fuel oil High temperature International Maritime Organisation Indication Integrated power-dependent liner cooling International Standard Organisation Kilowatt Kilowatt electrical Kilowatt hour Level alarm, high Level alarm, low Lower calorific value Level indicator Light running margin Level switch, low Low temperature Torque Monitoring and maintenance performance enhancement with expert knowledge External moment 1st order horizontal 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 Speed of rotation Turbocharger (MAN manufacture) Nominal continuous rating Nominal operation rating Operational margin Pressure alarm, low Power Pressure indicator Parts per million Power related unbalance Power take off Remote control system Redwood seconds No. 1 (kinematic viscosity) SAC Scavenge air cooler SAE Society of Automotive Engineers S/G Shaft generator SHD Shut down SIPWA-TP Sulzer integrated piston ring wear detecting arrangement with trend processing SLD Slow down SM Sea margin SSU Saybolt second universal SW Sea-water TBO Time between overhauls TC Turbocharger TI Temperature indicator TPL Turbocharger (ABB manufacture) tEaT Temperature of exhaust gas after turbine UMS Unattended machinery space VI Viscosity index VTR Turbocharger (ABB manufacture) WCH Wrtsil Switzerland WECS Wrtsil Engine Control System winGTD General Technical Data program (windows version) M Torque variation
MCR MDO mep MET MHI MIM N, n NA NCR NOR OM PAL P PI ppm PRU PTO RCS RW1
25.72.07.40 Issue V.04 Rev. 0
A.
Introduction
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, machinery spaces, and carry out installation design work. This book is only distributed to persons dealing with this engine.
Engine power [kW]

100 000 80 000 RTA96C 60 000 50 000 40 000 30 000
Engine power [bhp]

120 000 100 000 80 000 all other RTA and RT-flex engines 60 000 40 000
20 000 20 000
10 000 8 000 6 000 4 000 10 000 8 000 6 000 4 000 2 000 50

F10.5301
60
70
80 90 100
120 140 160 180 200
Engine speed [rpm]
Fig. A1 Power/speed range of all IMO-2000 regulation compatible RTA engines
This reference book is intended to provide the information required for the layout of marine propulsion plants. It is not to be considered as a specification. The build specification is subject to the laws of the legislative body of the country of registration and the rules of the classification society selected by the owners. Its content is subject to the understanding that any data and information herein have been prepared with care and to the best of our knowledge. We do not, however, assume any liability with regard to unforeseen variations in accuracy thereof or for any consequences arising therefrom.
Wrtsil Switzerland Ltd PO Box 414 CH-8401 Winterthur, Switzerland Telephone: +41 52 2624922 Telefax: +41 52 2124917 Direct Fax: +41 52 2620707 http://www.wartsila.com
A1
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Marine Installation Manual A.
Introduction
Page intentionally left blank (end of chapter).
25.72.07.40 Issue V.04 Rev. 0
A2
B.
Engine description
B1
Engine description
The Sulzer RTA96C type engine is a low-speed,

direct-reversible, single-acting two-stroke engine,
comprising crosshead-guided running gear, hy draulically operated poppet type exhaust valves,
turbocharged uniflow scavenging system and oil
cooled pistons.
The Sulzer RTA96C is designed for running on a
wide range of fuels from marine diesel oil (MDO)
to heavy fuel oils (HFO) of different qualities.
Main features: Bore Stroke Number of cylinders Main parameters (R1): Power (MCR) Speed (MCR) Mean effect. press. Mean piston speed
960 mm 2500 mm 6 to 12 5720 kW/cyl 102 rpm 18.6 bar 8.5 m/s
It is available with six to twelve cylinders rated at max. 5720 kW/cyl to provide a maximum output for the twelve-cylinder engine of 68 640 kW. Refer to table B1 for primary engine data.
Overall sizes of engines Length [m] Height [m] Dry weight [t] 6 cyl. 12.96 12.72 1160 12 cyl.
Remark: Note:
* Direction of rotation: clockwise as standard (viewed from the propeller towards the engine). This cross section is considered as general information only
F10.5042
23.94 12.72 2050
Fig. B1
Sulzer RTA96C cross section
Refer to figure B1 and the following text for the characteristic design features: 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.
The development of the Sulzer RTA96C range to provide an engine for todays largest container vessels concentrated around providing power and reliability at the required service speeds. The wellproven bore-cooling principle for pistons, liners, cylinder covers and exhaust valve seats is incorpo rated with variable injection timing (VIT) which maintains the nominal maximum combustion pres sure within the power range compliant with the IMO regulation.
B1
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Marine Installation Manual B.
Engine description
3. Fully-built camshaft driven by gear wheels housed in a double column located at the driv ing end or in the centre of the engine, depend ing on numbers of cylinders. 4. A combined injection pump and exhaust valve actuator unit for two cylinders each. Camshaftdriven 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-6), standard set of sensors and actuators for control, safety and alarms. Speed control system according to chapter G2.3. 6. Single cast-iron jackets bolted together to form a rigid cylinder block. 7. Special grey cast-iron, bore-cooled cylinder liners with load dependent cylinder lubrication and cooling. 8. Solid forged or steel cast, bore-cooled cylinder cover with bolted-on exhaust valve cage con taining Nimonic 80A exhaust valve. 9. Constant-pressure turbocharging system comprising exhaust gas turbochargers and auxiliary blowers for low-load operation. 10. Oil-cooled pistons with bore-cooled crowns and short piston skirts. 11. Uniflow scavenging system comprising scav enge air receiver and non-return flaps. 12. Crosshead with crosshead pin and singlepiece white metal large surface bearings. Elevated pressure hydrostatic lubrication.
13. Main bearing caps tightened with elastic hold ing down bolts to allow for a simpler design of the columns. 14. White-metaled type bottom end bearings. 15. Semi-built crankshaft. The following options are also available: Turbochargers: ABB TPL or Mitsubishi MET (approval pending for MAN NA) Power take off for main-engine driven gener ator. Two-stage scavenge air cooler for waste heat recovery.
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B2
B.
Engine description
B2
Primary engine data

Engine
Bore x stroke [mm] Speed [rpm] 102 102
Sulzer RTA96C
960 x 2500 92 92
Engine power (MCR) Cylinder

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

Load 100 % mep [g/kWh] [g/bhph] [bar] 171 126 18.6 163 120 13.0 171 126 18.6 164 121 14.4
Lubricating oil consumption (for fully run-in engines under normal operating conditions)
System oil Cylinder oil Remark: *1) approximately 12 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 B1 Primary engine data
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.
B3
25.72.07.40 Issue V.04 Rev. 0
Marine Installation Manual B.
Engine description
B3
Engine numbering and designation
The engine components are numbered from the driving end to the free end as shown in the figure below:
281.837b
Fig. B2
Engine numbering
25.72.07.40 Issue V.04 Rev. 0
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 RTA96C 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.
Engine power % [R1]
100
C1.2
Rating points R1, R2, R3 and R4
R1
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 90 per cent speed and 90 per cent power of R1.
R3
90
Rx
80
The connection R1R3 is the nominal 100 per cent line of constant mean effective pressure of R1. The point R4 defines 90 per cent speed and 70 per cent power of R1.
70
R2 R4
90 95 100
85
Engine speed % [R1]
The connection line R2R4 is the line of 70 per cent power between 90 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 contract maximum continuous rating (Rx) may be freely positioned within the layout field for that engine.
F10.4995
Fig. C1
Layout field of the Sulzer RTA96C engine.
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. For more information, please refer to the Engine Selection and Project Manual (ESPM), chapter B Consideration on engine selection.
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.
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 D c 85 D B
90
10 % engine / operational margin EM / OM 5 % for shaftgenerator S/G 15 % sea margin SM
5 % light running margin LR 72.3 A PTO power a Propeller curve without sea margin
Engine speed [% Rx]

F10.3149
100
Fig. C3
F10.5249
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 fol lows: Air temperature before blower : 25C Engine ambient air temp. : 25C Coolant temp. before central cooler : 25C for SW Coolant temp. before SAC : 39C 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 35C, 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 sys tems. Cylinder water outlet temp. : 90C Oil temperature before engine : 45C Exhaust gas back pressure at rated power (Rx) : 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 condi tions: Air temperature before blower : 45C Engine ambient air temp. : 45C Coolant temp. before central cooler : 32C for SW Coolant temp. before SAC : 36C for FW Barometric pressure : 1000 mbar Relative air humidity : 60 %
25.72.07.40 Issue V.04 Rev. 1
C4
C.
General engine data
C3
Turbocharger and scavenge air cooler selection

The data can be calculated directly by the winGTDprogram (see chapter F). Parameters and details 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 and MHI MET are shown in figures C5 to C7. MAN NA type turbochargers are available on request (approval pending). The selection of scavenge air coolers follows the demand of the selected turbochargers.
Parameters for single-stage scavenge air coolers

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

SAC48F LT SAC48F HT Remarks: *1) 270 54 At design flow
198 000 198 000 0.55 0.27
20
490 110
2810 (3070) 2810 (3070)
1.0 1.0
3.55 3.55
Table C1 Scavenge air cooler parameters (rated at R1)
Single-stage cooler *2) *3)
Two-stage cooler
water outlet (HT)
Air flow water inlet water inlet (LT) water outlet

Remarks:
Air flow
water outlet (HT) water inlet pre-stage
connecting tubes
F10.5242
Fig. C4
Scavenge air cooler details (rated at R1)
C5
25.72.07.40 Issue V.04 Rev. 0
General engine data
C3.1
Turbocharger and scavenge air cooler selection
The SAC and TC selection for the engines RTA96C is given in the layout fields in figures C5 to C7.
Power [%] 100
Power [%]
100 Power [%] 100
R1
R1
R1
6RTA96C
95 R3 90 85 2 x TPL85-B11 2 x SAC47/48 90 85 95
7RTA96C
95 R3 90 85 2 x TPL85-B11 2 x SAC47/48
8RTA96C
R3 2 x TPL85-B12 2 x SAC47/48
80
80
80
75
75
75
2 x TPL85-B11 2 x SAC47/48
70 R4 90 R1: 34320 kW / 102 rpm 95 R2
70 R4 90 R1: 40040 kW / 102 rpm 95 R2
70 R4 90 R1: 45760 kW / 102 rpm 95 R2
100 Speed [%]
100 Speed [%]
100 Speed [%]
Power [%] 100
R1
Power [%] 100
R1
Power [%] 100
R1 3 x TPL85-B12 3 x SAC47/48
9RTA96C
95 R3 90 85 3 x TPL85-B11 3 x SAC47/48 95
10RTA96C
95 R3 90 85 3 x TPL85-B11 3 x SAC47/48 90 85
11RTA96C
R3
80
2 x TPL85-B12 2 x SAC47/48
80
80
3 x TPL85-B11 3 x SAC47/48
75
75
75
70 R4 90 R1: 51480 kW / 102 rpm 95 R2
70 R4 90 R1: 57200 kW / 102 rpm 95 R2
70 R4 90 R1: 62920 kW / 102 rpm 95 R2
100 Speed [%]
100 Speed [%]
100 Speed [%]
Power [%]
100
R1
12RTA96C
95 R3 90 85 3 x TPL85-B12 3 x SAC47/48
80
75
3 x TPL85-B11 3 x SAC47/48
70 R4 90 R1: 68640 kW / 102 rpm 95 R2
100
Speed [%]
F10.5298
Fig. C5
Turbocharger and scavenge air cooler selection (ABB TPL type turbochargers)
25.72.07.40 Issue V.04 Rev. 0
C6
C.
General engine data
Power [%] 100
R1
Power [%]
100
R1
Power [%] 100
R1
6RTA96C
95
R3 90
85
2 x MET83SE 2 x SAC47/48 90
85
95
7RTA96C
95
R3 2 x MET83SE 2 x SAC47/48 90
85
8RTA96C
R3 2 x MET83SEII 2 x SAC47/48
80
2 x MET83SD 2 x SAC47/48
80
80
75
75
75
70
R4 90 R1: 34320 kW / 102 rpm 95 R2
70
R4 90 R1: 40040 kW / 102 rpm 95 R2
70
R4 90 R1: 45760 kW / 102 rpm 95 R2
100 Speed [%]
100 Speed [%]
100
Speed [%]
Power [%] 100
R1
Power [%] 100
R1
Power [%] 100
R1
9RTA96C
95
R3 90
85
3 x MET83SE 3 x SAC47/48 3 x MET83SD 3 x SAC47/48 90
85
95
10RTA96C
95
R3 3 x MET83SE 3 x SAC47/48 90
85
11RTA96C
R3 3 x MET83SE 3 x SAC47/48
3 x MET83SEII 3 x SAC47/48
80
80
80
75
2 x MET83SEII 2 x SAC47/48
75
75
70
R4 90 R1: 51480 kW / 102 rpm 95 R2
70
R4 90 R1: 57200 kW / 102 rpm 95 R2
70
R4 90 R1: 62920 kW / 102 rpm 95 R2
100
Speed [%]
100
Speed [%]
100
Speed [%]
Power [%] 100
R1
12RTA96C
95 R3 90 85 3 x MET83SEII 3 x SAC47/48
80 3 x MET83SD 3 x SAC47/48
75
70 R4 90 F10.5299 R1: 68640 kW / 102 rpm 95 R2
100 Speed [%]
Fig. C6
Turbocharger and scavenge air cooler selection (MHI MET type turbochargers)
C7
25.72.07.40 Issue V.04 Rev. 0
General engine data
Power [%] 100
R1
Power [%] 100
R1
Power [%] 100
R1
6RTA96C
95 R3 90 85 2 x NA70/T9 2 x SAC47/48 90 85 95
7RTA96C
95 R3 90 85 2 x NA70/T9 2 x SAC47/48
8RTA96C
R3
3 x NA70/T9 3 x SAC47/48
80
80
80
2 x NA70/T9 2 x SAC47/48
75
75
75
70 R4 90 R1: 34320 kW / 102 rpm 95 R2
70 R4 90 R1: 40040 kW / 102 rpm 95 R2
70 R4 90 R1: 45760 kW / 102 rpm 95 R2
100 Speed [%]
100 Speed [%]
100 Speed [%]
Power [%] 100
R1
Power [%] 100
R1
Power [%] 100
R1
9RTA96C
95 R3 90 85 3 x NA70/T9 3 x SAC47/48 90 85 95
10RTA96C
95 R3 90 85 3 x NA70/T9 3 x SAC47/48
11RTA96C
R3
80
80
80
3 x NA70/T9 3 x SAC47/48
75
2 x NA70/T9 2 x SAC47/48
75
75
70 R4 90 R1: 51480 kW / 102 rpm 95 R2
70 R4 90 R1: 57200 kW / 102 rpm 95 R2
70 R4 90 R1: 62920 kW / 102 rpm 95 R2
100 Speed [%]
100 Speed [%]
100 Speed [%]
Power [%] 100
R1
12RTA96C
95 R3 90 85
4 x NA70/T9 4 x SAC47/48
80 3 x NA70/T9 3 x SAC47/48 75
Approval pending.
Please contact WCH
for confirmation
before selecting
MAN NA turbochargers.
70 R4 90 F10.5300 R1: 68640 kW / 102 rpm 95 R2
100
Speed [%]
Fig. C7
Turbocharger and scavenge air cooler selection (MAN NA type turbochargers)
25.72.07.40 Issue V.04 Rev. 0
C8
C.
General engine data
ABB
Type Mass [tonnes] Type
TPL85-B11 TPL85-B12 10.4 MET83SD MET83SE MET83SEII 10.5 NA70/T9 9.8
MHI (Mitsubishi)
Mass [tonnes] Type
MAN
Mass [tonnes]
Table C2 Turbocharger weights
C4
Auxiliary blower
Table C3 shows the number of blowers and the power required. (The indicated power applies only to WCH specified blowers).
6 2 50 Hz 60 Hz 80 80 7 2 95 95 8 2 104 115 9 2 104 115 10 2 104 115 11 2 142 145 12 2 142 145
For manoeuvring and operating at low powers, electrically driven auxiliary blowers must be used to provide sufficient combustion air.
Number of cylinders
Auxiliary air blowers required
Approx. power consumption per blower (shaft input in [kW]) *1)
Remark:
*1) The output of the installed electric motor should be at least 10% higher than the maximum power demand at the shaft of the auxiliary blower.
Table C3 Auxiliary blower requirements
C5
Turning gear requirements

Number of cylinders 6 7 8 9 10 11 12 6 7 8 9 10 11 12
12.5 1000 rpm 380 V / 50 Hz 9 15 1200 rpm 440 V / 60 Hz 11
El. mot. power [kW]
El. mot. speed (Planetary gear type)
Main supply
Table C4 Approximative turning gear requirements
C9
25.72.07.40 Issue V.04 Rev. 1
General engine data
C6
Pressure and temperature ranges at continuous service rating

the pressure losses in the piping system, filters, coolers, valves, etc., and the vertical level pres sure difference between pump suction and pres sure gauge to the values in the table below.
Table C5 represents a summary of the required pressure and temperature ranges at continuous service rating (CSR). The gauge pressures are measured about 5 m above the crankshaft centre line. The pump delivery head is obtained by adding
Medium
System
Location of measurement
Inlet Outlet cylinder Inlet Outlet Inlet Outlet Inlet Outlet Inlet Outlet Inlet Inlet Inlet Inlet Inlet Outlet Outlet Supply Housing inlet Supply Monitoring Inlet Housing outlet Inlet Housing outlet Inlet Return Air filter / Silencer Ducting and filter New SAC Fouled SAC Engine inlet Engine inlet Main distributor After cylinder TC inlet
Gauge pres sure [bar]

Min. Max. 5.0 5.0 4.0 4.0 4.0 12.0 6.0 6.0 6.0 6.0 6.0 6.0 10.0 *2) 5.0 Min. 70 85 70 25 25 25 40 40 40 3.0 3.0 2.0 1.0 1.0 10.0 4.5 4.8 4.8 4.8 4.8 1.0 4.8 1.7 0.7 7.0 *1) 3.0
Temperature [C]
Max. 95 80 120 36 36 32 57 50 50 50 60 110 85 150 515 515 Diff.
max.15 *3) *3) *3)
Cylinder cooling HT circuit (two-stage SAC) LT circuit (two-stage SAC) LT circuit (single-stage SAC) Central cooler
Fresh water
Sea-water Lubricating oil (high pressure)
Scavenge aircooling Scavenge Scavenge cooling cooling
Crosshead bearing oil Free-end balancer PTO Free-end gear coupling (Geislinger)) Main bearing oil
Piston cooling oil

max. 30
Thrust bearing oil

Lubricating oil (low pressure) Torsional Torsional vibration damper (if a Geislimger damper is used) Integrated axial vibration damper (chamber pressure) Turbocharger bearing oil Turbocharger ABB TPL Turbocharger Turbocharger bearing oil MHI MET Fuel oil
Deviation 50
Booster (injection pump) After retaining valve (injection pump) Intake from engine room (pressure drop) Intake from outside (pressure drop)
Cooling (pressure drop)
max. 10 mbar max. 20 mbar max. 30 mbar max. 50 mbar 6.5 6.5 25 or 30 9.0 8.0
Scavenge air
Starting air
Air
Control air Air spring of exhaust valve

Exhaust pipe
Exhaust gas Manifold after turbocharger
Design Fouled
max. 30 mbar max. 50 mbar
Remark:
*1) At 100 % engine power. *2) At stand-by condition; during commissioning of the fuel oil system the fuel oil pressure is adjusted to 10 bar. *3) The water flow has to be within the prescribed limits.
Table C5 Pressure and temperature ranges
25.72.07.40 Issue V.04 Rev. 0
C10
C.
General engine data
C7 C7.1
Included CD-ROM Installation of winGTD and EnSel System requirements
C7.1.1
winGTD and EnSel require the following minimum software and hardware: Intel i486 or Pentium processor-based PC; Microsoft Windows 95 or higher; 16 MB of RAM; 20 MB free hard disk space; CD-ROM drive.
C7.1.2
Installation
Fig. C8
winGTD: Selection of engine window
Use the following procedure to install winGTD or EnSel: 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 Se lect button to access main window (fig. C9) and se lect the particular engine according to number of cylinders (eg 10RTA96C).
C7.2.2
Data input
C7.1.3
Changes to previous versions of winGTD
The amendments and how this version differs from previous versions are explained in file Readme.txt located in the winGTD directory on the CD-ROM.
In main window (fig. C9) enter desired power and speed to specify engine rating. The rating point must be within the rating field. The shaft power can either be expressed in units of kW or bhp.
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. C8):
Fig. C9
winGTD: Main window
C11
25.72.07.40 Issue V.04 Rev. 0
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 relevant ancillary systems.
C7.2.3
Output results
Clicking on Start Calculation button (fig. C9) initi ates the calculation with chosen data to determine temperatures, flows of lubricating oil and cooling water quantities. Firstly the Engine performance data window (fig. C10) is displayed on the screen. To see further results, click appropriate button in the tool bar or click the Show results menu option in the menu bar. To print results click button ASCII file click button or for export to a
Fig. C11 winGTD: Two-stroke engine propulsion
, both in the tool bar.
The calculation is carried out with all the relevant design parameters (pump sizes etc.) of the ancil laries set at design conditions.
C7.2.5
Saving a project
To save all data belonging to your project choose Save as ... from the File menu. The Save a pro ject dialogue box appears. Type a project name (winGTD proposes a three caracter suffix based on the program you have se lected) and choose a directory location for the pro ject. Once you have specified a project name and se lected the desired drive and directory, click on Save button to save your project data.
Fig. C10 winGTD: General technical data
C7.3
EnSel program
C7.2.4
Service conditions
Click button Service Conditions in main window (fig. C9) to access option window (fig. C11) and enter any ambient condition data deviating from design conditions.
EnSel helps in selecting the most suitable SUL ZER diesel engine for a given project. It presents a list of all SULZER diesel engines which fulfil your power and speed demands and provides for each arrangement selected the engine performance data (BSFC, BSEF and tEaT), engine dimensions and masses.
25.72.07.40 Issue V.04 Rev. 0
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 D2):
F1V: resulting first order vertical force.
F1H: resulting first order horizontal force.
F2V: resulting second order vertical force.
F4V: resulting fourth order vertical force.
M1V: first order vertical mass moment.
M1H: first order horizontal mass moment.
M2V: second order vertical mass moment.
M4V: 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.
F1V, F2V, F4V
F1H
D1.2
External forces and moments

M1V, M2V, M4V
With the design of the Sulzer RTA96C engine free mass forces are eliminated and unbalanced exter nal moments of first, second and fourth order are minimized. However, six-cylinder engines generate second order unbalanced moments of a magnitude greater than those encountered with higher numbers of cylinders. Depending on the ships design, the moments of fourth order have to be considered too.
F10.5173
M1H +
Forces and moments due to reciprocating and rotating masses
When unfavourable conditions apply depending on hull structure, type, distribution of cargo and location of the main engine, the unbalanced mo ments of first, second and fourth order may cause unacceptable vibrations throughout the ship and thus call for countermeasures.
Fig. D1
D1
25.72.07.40 Issue V.04 Rev. 0
Marine Installation Manual D.
Engine dynamics
D1.2.1
Balancing free first order moments
reduce the second order moments to acceptable values. Figure D2 shows the second order ba lancer arrangement for the driving and free end. On six-cylinder engines the second order ba lancers at the driving end are mounted inside the housing of the crankshaft drive. They are driven by the camshaft drive. At the free end an independent electrically driven second order balancer (ELBA) is adapted to the structure of the main engine. The balancer lubrica tion is connected to the engine lubricating oil sys tem. The second order balancers are not included in the standard scope of supply.
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
The second order vertical moment (M2V) is compa ratively higher on six-cylinder engines and negli gible for other numbers of cylinders. For six-cylin der engines, Wrtsil Switzerland Ltd. has designed second order balancers to be fitted at the free end, and/or driving end of the engine. They will
Driving end
Free end
Electrical balancing gear (ELBA) Balancing gear

2n n 2n 2n 2n
F10.5236
Fig. D2
Engine-fitted second order balancer gears
Second order balancer Electrical balancer (ElBa)
Mass [tonnes] 6 cyl.
Additional oil flow [m3/h]
Power supply [kW]
Heat dissipation of electrical cabinet [kW]
N [mm]
For data please contact Wrtsil Ltd, Switzerland
Table D1 Second order balancer
25.72.07.40 Issue V.04 Rev. 0
D2
D.
Engine dynamics
Electrically driven 2nd-order balancer F2V Compensating moment: M2V = F L *1)
M2V
M2V Node
L M2V = F2V L
F10.5218
*1) If only one balancer is fitted, the compensating vertical moment M2V depends on the position (L).
F10.5217
Fig. D3
Locating balancer
Fig. D4
Locating electrically driven balancer
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 D2 assists in determining the effect of installing the Sulzer RTA96C engine. When the ships vibration pattern is known and the necessity for compensation of the second order vertical moment is evident, it can furthermore be checked, if the installation of only one balancer at one end of the engine is sufficient. Refer to figure D3. If at design stage the ships vibration pattern is not known, the second order balancer(s) can still be in stalled shortly prior or after delivery of the vessel. Such decision for compensation of second order vertical moment is based upon measurements or other evidence on the particular installation. The engine structure of six-cylinder engines is provided with the necessary fixation and holding points for both versions of balancers. Even at this stage it can be determined, if a second order balancer at the driving end or an ELBA compensator at the free end of the engine, or even both mentioned are re quired.
However, when the ships vibration pattern is not yet known and it is decided not to install ba lancer(s) fitted to the engine, a separate electri cally driven second order balancer can be installed later, should disturbing vibrations occur. Such a balancer is usually installed in the steering compartment, as shown in figure D4. It is tuned to the engine operating speed and controlled accord ingly. The effect of this balancer type is comparable to the engine balancers fitted to the engine.
D3
25.72.07.40 Issue V.04 Rev. 0
Engine dynamics
D1.2.3
Power Related Unbalance (PRU)
The so-called Power Related Unbalance (PRU) values can be used to evaluate if there is a risk that free external mass moments of 1st and 2nd order may cause unacceptable hull vibrations, see figure D5. 250 Free external mass moments Power Related Unbalance (PRU) at R1 rating 200
M1V M1H PRU [Nm/kW] M2V PRU = external moment [Nm] = [Nm/kW] engine power [kW] A
PRU = 0
150
50
C
0
6RTA96C 7RTA96C 8RTA96C 9RTA96C 10RTA96C 11RTA96C
12RTA96C
F10.5245
A-range: balancing countermeasure is likely needed. B-range: balancing countermeasure is unlikely needed. C-range: balancing countermeasure is not relevant.
Free external mass moments
Fig. D5
The external moments M1 and M2 given in table D2 are related to R1 speed. For other engine speeds, the corresponding external moments are calculated with the following formula: MRx = MR1 (nRx/nR1)2
25.72.07.40 Issue V.04 Rev. 0
D4
100
D.
Engine dynamics
D1.3 D1.3.1
Lateral engine vibration (rocking) Introduction

The X-type lateral vibrations are caused by the re sulting lateral guide force moment MLX. The driving and free end side of the engine top vibrate in counterphase. Table D2 gives the values of the 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 table D3 countermeasure 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 the X-type, please refer to figure D6. 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 mo ment. The torque variation (M) is the reaction mo ment to MLH.
FL resulting guide force MLH resulting lateral H-type moment

F10.5172
MLX
resulting lateral X-type moment
Fig. D6
D5
25.72.07.40 Issue V.04 Rev. 0
Engine dynamics
D1.3.2 D1.3.2.1
Reduction of lateral vibration Engine stays
Fitting of lateral stays between the upper platform level and the hull reduces transmitted vibration and lateral rocking (see figures D7 and D8). 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).
Hydraulic stays
fuel side exhaust side
Free end lateral
Driving end
F10.5278/2
Fig. D8
General arrangement of friction stays
D1.3.2.2 Electrically driven compensator

Friction stays
If for some reason it is not possible to install lateral stays, an electrically driven compensator can be installed which is able to reduce the lateral engine vibrations and their effect on the 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. D7
General arrangement of lateral stays
For installation data concerning lateral engine stays, please refer to section H8.
25.72.07.40 Issue V.04 Rev. 0
D6
D.
Engine dynamics
D1.4
Longitudinal engine vibration (pitching)
D1.5 D1.5.1
Torsional vibration Introduction
In some cases with five-cylinder Sulzer 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 as a result of this to vibrations in the ships super structure (refer to chapter D1.6 Axial vibration). In order to prevent this vibration, stiffness of the double-bottom structure should be as high as possible. For the Sulzer RTA96C engines, as the mini mum number of cylinders is six, no longitudi nal stays are needed.
Torsional vibration is generated by gas and inertia forces as well as by the irregularity of the propeller torque. It does not cause hull vibration (except 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. The amplitudes and frequencies of torsional vibra tion must be calculated at the design stage for every engine installation. The calculation normally requires approval from the relevant classification society and may require verification by measure ment on board ship during sea trials. All data re quired for torsional vibration calculations should be made available to the engine supplier at an early design stage (see chapter D3 Order forms for vibration calculations).
D7
25.72.07.40 Issue V.04 Rev. 0
Engine dynamics
D1.5.2
Reduction of torsional vibration
Excessive torsional vibration can be reduced, shifted or even avoided by installing a heavy fly wheel at the driving end and/or a tuning wheel at the free end or a torsional vibration damper at the free end of the crankshaft. Such dampers reduce the level of torsional stresses by absorbing a part of their energy. Where low energy torsional vibra tions have to be reduced, a viscous damper, can be installed, please refer to figure D9. In some cases the torsional vibration calculation shows that an additional oil-spray cooling for the viscous damper is needed. In these cases the layout has to be in ac cordance with the recommendations of the damper manufacturer and our design department. For high energy vibrations, i.e., for higher addi tional torque levels that can occur with six-cylinder engines, a spring damper, with its higher damping effect may have to be considered, please refer to figure D10. This damper has to be supplied with oil from the engines lubricating oil system, and de pending on the torsional vibration energy to be ab sorbed can dissipate up to approximately 100 kW of heat energy (depends on number of cylinders). The oil flow to the damper should be approximately 10 to 20 m3/h, but a more accurate value will be given after the results of the torsional vibration cal culation are known.
F10.1844
Fig. D9
Vibration damper (Viscous type)
D1.6 D1.6.1
Axial vibration Introduction
The shafting system formed by the crankshaft and propulsion shafting, is able to vibrate in the axial direction, the basic principle being the same as de scribed in chapter D1.5 Torsional vibration. The system, made up of masses and elasticities, will feature several resonant frequencies. These will result in axial vibration causing excessive stresses in the crankshaft if no countermeasures are taken. Strong axial vibration of the shafting can also lead to excessive axial (or longitudinal) vibration of the engine, particularly at its upper part.
F10.1845
Fig. D10 Vibration damper (Geislinger type)
25.72.07.40 Issue V.04 Rev. 0
D8
D.
Engine dynamics
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.
D1.6.2
Reduction of axial vibration
In order to limit the influence of the axial excitations and reduce the level of vibration, all RTA96C en gines are equipped as standard with an integrated axial damper mounted at the forward end of the crankshaft, please refer to figure D11. 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 en gine. 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 set ting. The integrated axial damper does not affect the ex ternal dimensions of the engine. It is connected to the main lubricating oil circuit. An integrated monitoring system continuously checks the correct operation of the axial damper.
D1.7
Hull vibration
F10.0561
Fig. D11 Axial damper
The hull and accommodation are susceptible to vibration caused by the propeller, machinery and sea conditions. Controlling hull vibration is achieved by a number of different means and may require fitting mass moment compensators, lateral stays, torsional damper and axial damper. Avoid ing disturbing hull vibration requires a close co operation between the propeller manufacturer, naval architect, shipyard and engine builder. To en able 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 chapter D3 and send it to the address given.
D9
25.72.07.40 Issue V.04 Rev. 0
Engine dynamics
D1.8
Summary of external forces and moments

Number of cylinders Engine power kW 6 34 320 7 40 040 8 45 760 9 51 480 10 57 200 11 62 920 12 68 640
Engine type: Sulzer RTA96C Rating R1: 5720 kW/cyl. at 102 rpm Massmoments / Forces Free forces F1V F1H F2V F4V External moments *1) M1V M1H M2V without balancer M2V with balancers 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 Order 13 Order 14 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 Order 13 Order 14 Torque variation (Synthesis value)
[kN] [kN] [kN] [kN]
0 0 0 0
0 0 0 0
0 0 0 0
0 0 0 0
43 45 26 22
0 0 0 0
0 0 0 0
[kNm] [kNm] [kNm] [kNm] [kNm]
0 0 6753 2055 345
562 580 1960 981
628 698 0 399
1941 1997 2204 497
51 42 1612 489
1347 1388 1769 188
0 0 0 690
[kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm]
0 0 0 0 0 2090 0 0 0 0 0 137 0 0
0 0 0 0 0 0 1531 0 0 0 0 0 0 177
0 0 0 0 0 0 0 932 0 0 0 0 0 0
0 0 0 0 0 0 0 0 490 0 0 0 0 0
61 1 83 265 462 204 183 28 6 227 11 2 33 30
0 0 0 0 0 0 0 0 0 0 200 0 0 0
0 0 0 0 0 0 0 0 0 0 0 275 0 0
[kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm] [kNm]
0 999 975 1277 0 0 0 154 179 34 0 0 0 36 2181
324 290 1067 3629 258 36 0 12 20 98 87 10 3 0 1610
377 0 1521 1474 3596 0 27 0 6 0 125 39 154 0 995
1119 326 1844 1838 1278 2268 100 41 0 9 10 165 55 52 534
13 241 2285 1814 274 683 1908 168 40 20 13 24 215 57 1419
777 262 2763 697 1699 884 167 1130 18 6 0 6 10 267 217
0 0 3209 2554 0 0 0 307 607 0 0 0 0 0 279
Remarks: *1) *2) *3)
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.
The resulting lateral guide force can be calculated as follows: FL = MLH 0.241 [kN].
The values for other engine ratings are available on request.
Table D2 External forces and moments
25.72.07.40 Issue V.04 Rev. 0
D10
D.
Engine dynamics
D1.9
Summary of countermeasures for dynamic effects

installations incorporate PTO arrangements further investigation is required and Wrtsil Switzerland Ltd, Winterthur, should be contacted.
Lateral rocking lateral stays B C A B B A B Longitudinal rocking longitudinal stays C C C C C C C
The following table indicates where special attention is to be given to dynamic effects and the countermeasures required to reduce them. Where
External mass moments 2nd order balancer
Number of cylinders
Torsional vibration
Axial vibration
6 7 8 9 10 11 12
Remarks:
*1) *1)
refer to figure D5
*2) *2) *2) *2) *2) *2) *2)
*1) *1) *1) *1) *1)
*1) Detailed calculations have to be carried out for every installation, countermeasures to be selected accordingly (shaft diameter, critical or barred speed range, flywheel, tuning wheel, damper). *2) An integrated axial damper is fitted as standard. A: The countermeasure indicated is needed. B: The countermeasure indicated may be needed and provision for the corresponding countermeasure is recommended. C: The countermeasure indicated is not needed.
Table D3 Countermeasures for dynamic effects
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-C engines. Please describe the situation and send or fax the completed relevant order form given in the next chapter D3. We will provide an answer as soon as possible.
A modern propulsion plant with the RTA96C en gine 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 instan taneous dynamic behaviour which weakens after a certain time (or transient). Usually the transfer from one operating point to another is supervised by a control system in order to allow the plant to adapt safely and rapidly to the new operating point (engine speed control and propeller speed control). Simulation is an opportune method for analysing the dynamic behaviour of a system subject to large perturbations or transient conditions. Mathemat ical models of several system components such as clutches and couplings have been determined and programmed as library blocks to be used with a si mulation program. With this program it is possible to check, for example, if an elastic coupling will be overloaded during engine start, or to optimize a clutch coupling characteristic (engine speed be fore clutching, slipping time, etc.), or to adjust the speed control parameters.
D3
Order forms for vibration calculations and simulation
For system dynamics and vibration analysis, please send or fax a copy of the completed rel evant forms to the following address: Wrtsil Switzerland Ltd Dept. 7055 Engine and System Dynamics PO Box 414 CH-8401 Winterthur Switzerland Fax: +41-52-262 07 25
25.72.07.40 Issue V.04 Rev. 0
D12
D.
Engine dynamics
Form TM D3.1 Marine installation forced torsional vibration calculations
Client specification Client name: Owner, yard, consult., other: Address: Department, reference:
Country: Contact person:
Project specification Project name: Shipyard: Engine specification Engine type: Engine speed: Flywheel inertia (if known): Damper type (if known): Barred-speed range accepted: If yes, in which speed range: Gear Manufacturer: Clutches / elastic couplings Detailed information of type / manufacturer of all clutches / elastic couplings used, to be enclosed. Shafting Drawing No.: Detailed drawings of the propulsion shafting to be enclosed. PTO generator Manufacturer: Generator speed: Rated apparent power: Rotor inertia: Propeller: Type: Number of blades: Diameter: Exp. area blade ratio: Inertia without water: kgm2 m [FPP] / [CPP] Manufacturer: Drawing No.: Mass: Mean pitch: Inertia with water: kg m kgm2 Detailed drawing of the generator shaft to be enclosed.
rpm kVA kgm2 Type:
Rated voltage: Power factor cos :
Drawing No.:
V
Manufacturer:
U.T.S.: N/mm2
Drawing No.: Detailed drawings with the gearwheel inertias and gear ratios to be enclosed. [Yes] / [No] RTA rpm kgm2 Owners name (if available): Hull No: Cast steel crank Clockwise Engine power: Front flywheel (if known): Balancer type (if known): PTO / ConSpeed type: Classification society: Tel., fax, telex, e-mail:
Forged crank Anticlockwise

kW kgm2
File name: ADFORM.DOC
Basic Document GL5413
Document Nr AD 541301
Page 1/1
Rev. 0.0
Date 11.11.94
D13
25.72.07.40 Issue V.04 Rev. 0
Engine dynamics
Form AM D3.2 Marine installation forced axial vibration calculations
Client specification Client name: Owner, yard, consult., other: Address: Department, reference: Country: Contact person: Project specification Project name: Shipyard: Engine specification Engine type: Engine speed: Tors. damper type: Front disc mass: Flywheel mass: Shafting Drawing No.: Detailed drawings of the propulsion shafting to be enclosed. Propeller Manufacturer: Number of blades: Exp. area blade ratio: Mass without water: kg Drawing No.: Diameter: Mean pitch: Mass with water: m m kg Manufacturer: kg kg RTA rpm Clockwise: Engine power: Damper mass: Drawing No.: Drawing No.: Anticlockwise: kW kg Owners name (if available): Hull No: Tel., fax, telex, e-mail:
Remarks:
Page 1/1
Rev. 0.0
Date 11.11.94
25.72.07.40 Issue V.04 Rev. 0
D14
D.
Engine dynamics
Form SM D3.3 Simulink computer application: Input data sheet
Stability analysis and simulation of the dynamic behaviour of multiple engine systems for a given speed and load profile. Client specification Client name: Owner, yard, consult., other: Address: Department, reference: Country: Contact person: Project specification Project name: Shipyard: Engine specification: Engine type: Engine speed: Engine power: Speed governor type: Actuator type: Location(s) of speed sensor(s): Engine flywheel: Generator: Propeller shaft: Other location: Installation configuration Detailed drawings or torsional vibration system showing all inertias and elasticities to be enclosed. Speed program / load program (details to be enclosed) Engine start Engine speed setting program Propeller pitch setting program Generator load program Clutch coupling (engine speed before clutching, slipping time or clutching characteristics) [Yes] / [No] [Yes] / [No] [Yes] / [No] RTA rpm kW Owners name (if available): Hull No: Tel., fax, telex, e-mail:
Page 1/1
Rev. 0.0
Date 11.11.94
D15
25.72.07.40 Issue V.04 Rev. 0
Engine dynamics
25.72.07.40 Issue V.04 Rev. 0
D16
E.
Auxiliary power generation
E1 E1.1
General information Introduction

Although the waste heat option is less attractive today, due to improved combustion and lower ex haust gas temperatures, it is still a practical prop osition for engines employed on long voyages. The electrical power required when loading and dis charging cannot be met with a main-engine driven generator or with the waste heat recovery system, and for vessels employed on comparatively 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 using a main-engine driven generator, by a steam-tur bine driven generator utilising waste heat from the engine exhaust gas, or simply by auxiliary gener ator sets.
F10.4091
Fig. E1
Heat recovery system layout
E1
25.72.07.40 Issue V.04 Rev. 0
Marine Installation Manual E.
Auxiliary power generation
E1.2
System description and layout
T1
T
T2
T
T3
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.
T4
CS
T5
CS
E1.3
Waste heat recovery
T1... T5 T
Tunnel gear Thyristor bridge Generator
Controllable-pitch propeller CS Constant-speed gear
Before any decisions can be made about installing a waste heat recovery system (see figure E1) the steam and electrical power available from the ex haust gas is to be established. For more information see chapter C7, winGTD, the General Technical Data.
F10.5231
Fig. E2
Tunnel PTO gear
E2.2
PTO power and speed

with without Constant-speed gear
1000, 1200, 1500, 1800
E2
Power take off (PTO)
PTO tunnel gear Generator speed [rpm]
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.
700
Power [kWe]
1200 1800 *1)
to suit the ship requirement
Remark:
*1) Higher powers on request
Table E1
PTO options for power and speed
E2.3
Constant-speed gear
E2.1
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.
The constant-speed gear unit is coupled to the main engine PTO to provide controlled constant speed of the generator drive when the main engine speed is varied over a range of 70104 per cent. It uses the inherent variable-ratio possibilities of epicyclic gears, combining the epicyclic gear itself with hydraulic variable transmission. The gener ator supply frequency is maintained within ex tremely narrow limits by the fast response of the constant-speed gear to input speed variations. It also allows for continuous parallel operation be tween PTO generator and auxiliary diesel gener ator(s).
25.72.07.40 Issue V.04 Rev. 0
E2
F.
Ancillary systems
F1 F1.1
General information Introduction
Sizing engine ancillary systems, i.e. for fresh water, lubricating oil, fuel oil, etc., depends on the contract maximum engine power. If the expected system design is outside the scope of this book please contact our representative or 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 enclosed in this manual in the form of a CD-ROM (see chapter C7).
F1.3
Engine system data
The data contained in the following tables com prises maximum values applicable to the full power range (R1) of each six- to twelve-cylinder engine at design (tropical) conditions. They are suitable for estimating the size of ancillary equipment. The WinGTD-program enables to obtain all engine and system data at any Rx rating within the engine rating field and part load, as mentioned above. However, for convenience or final confirmation when optimizing the plant, Wrtsil Switzerland Ltd provide a computerized calculation service. Please complete in full the questionnaire on the next page to enable us to supply the necessary data.
F1
25.72.07.40 Issue V.04 Rev. 0
Marine Installation Manual F.
Ancillary systems
F1.3.1
Questionnaire for engine data
In order to obtain computerized engine performance data and optimized ancillary system data, please send completed copy of this questionnaire to: Wrtsil Switzerland Ltd, PO Box 414,
Dept. 4050, CH-8401 Winterthur, Switzerland.
or fax: Fax No. +41 52 262 07 07
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 table E1)
Max. PTO [kW] Constant-speed output: Speed [rpm]: 700 Yes 1000 1200 1200 1800 1500 No (continue to Rating point below)
1800

RTA96C
Yes No (continue to Rating point below)
Rating point (CMCR = Rx)
Power: Speed: kW
rpm
Cooling system specification

Central fresh water cooling with single-stage scavenge air cooler Central fresh water cooling with two-stage scavenge air cooler
Calculations are based on an operating mode according to propeller law and design (tropical) conditions.
25.72.07.40 Issue V.04 Rev. 0
F2
F.
Ancillary systems
F1.3.2
Engine system data for central fresh water cooling system (single-stage) at nominal maximum continuous rating (R1)
Engine equipped with ABB TPL turbocharger *)

*) for Mitsubishi turbochargers use data from the winGTD program (see chapter C7).
F10.1907
Fig. F1
Central fresh-water cooling system, single-stage SAC
General data Speed 102 rpm
Number of cylinders Engine power Number and type of turbochargers heat dissipation engine in/out heat dissipation cooler in/out mass flow
kW
6 34 320 2 x TPL85-B11 5335 277 73.0/90.0 11894 440 36.0/59.4 253213 3809 553 59.0/45.0 330 36.0/46.0 10.9 21037 770 59.8/36.0 924 32.0/52.0 5.7 10532 256653 314 296 25 9.9 250 m3h 553 72 277 770 15.4 8.6 924 30 8.5 260 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2
7 40 040 2 x TPL85-B11 6404 332 73.0/90.0 13767 440 36.0/63.1 295415 4424 628 59.3/45.0 383 36.0/46.0 11.0 24596 823 62.0/36.0 1080 32.0/52.0 6.5 12288 299428 314 333 25 11.5 290 m3/h 628 84 332 823 18.0 10.0 1080 30 9.9 300 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2
8 45 760 2 x TPL85-B12 7495 389 73.0/90.0 15609 440 36.0/66.7 337617 5052 703 59.6/45.0 438 36.0/46.0 11.2 28156 878 63.9/36.0 1236 32.0/52.0 7.3 14043 342203 314 368 25 13.4 340 m3/h 703 96 389 878 20.6 11.4 1236 30 11.5 350 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2
9 51 480 3 x TPL85-B11 8037 417 73.0/90.0 17841 660 36.0/59.4 379819 5730 787 59.8/45.0 496 36.0/46.0 11.2 31608 1156 59.8/36.0 1388 32.0/52.0 5.7 15798 384979 314 402 25 14.9 380 m3/h 787 108 417 1156 23.2 12.9 1388 30 12.9 390 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2
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 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
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. Pressure difference across pump (final delivery head must be according to the actual piping layout).
Table F1
R1 data for central fresh water cooling system for engines with ABB TPL turbochargers, single-stage SAC
F3
25.72.07.40 Issue V.04 Rev. 0
Ancillary systems
General data Speed 102 rpm
Number of cylinders Engine power Number and type of turbochargers heat dissipation engine in/out heat dissipation cooler in/out mass flow
kW kW m3/h C kW m3/h C kg/h kW m3/h C m3/h C C kW m3/h C m3/h C C kW kg/h C kW
10 57 200 3 x TPL85-B11 9106 472 73.0/90.0 19719 660 36.0/61.9 422022 6345 862 60.0/45.0 550 36.0/46.0 11.3 35171 1210 61.3/36.0 1544 32.0/52.0 6.3 17554 427754 314 436 25 16.5 420 m3h 862 120 472 1210 25.7 14.3 1544 30 14.2 430 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2
11 62 920 3 x TPL85-B12 10189 529 73.0/90.0 21577 660 36.0/64.3 464224 6968 937 60.1/45.0 604 36.0/46.0 11.4 38734 1264 62.7/36.0 1701 32.0/52.0 6.8 19309 470530 314 469 25 18.1 460 m3/h 937 132 529 1264 28.3 15.7 1701 30 15.5 470 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2
12 68 640 3 x TPL85-B12 11286 585 73.0/90.0 23414 660 36.0/66.7 506426 7599 1012 60.3/45.0 658 36.0/46.0 11.4 42299 1318 63.9/36.0 1857 32.0/52.0 7.3 21064 513305 314 500 25 19.7 500 m3/h 1012 144 585 1318 30.9 17.2 1857 30 16.8 510 bar 7.5 6.2 3.0 2.2 7.0 5.0 2.2
Cylinder cooling (HT) Fresh water flow Fresh water temperature Scavenge air cooler (LT) Fresh water flow (LT) Fresh water temperature Scavenge air
Lubricating oil cooler heat dissipation *1) Oil flow *1) Oil temperature cooler in/out Fresh water flow Fresh water temperature cooler in/out Mean log. temperature difference Central cooler Fresh water flow (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. Pressure difference across pump (final delivery head must be according to the actual piping layout).
Table F1 R1 data for central fresh water cooling system for engines with ABB TPL turbochargers, single-stage SAC
25.72.07.40 Issue V.04 Rev. 0
F4
F.
Ancillary systems
F2 F2.1
Piping systems Introduction F2.2 Central fresh water cooling system
All pipework systems and fittings are to conform to the requirements laid down by the legislative coun 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.
The cooling system of the RTA96C engine runs on either one of the following standard layouts: Central fresh water cooling system with single-stage scavenge air cooler, see fig. F2. Central fresh water cooling system with twostage scavenge air cooler, see fig. F3. The central fresh water cooling system comprises low-temperature (LT) and high-temperature (HT) circuits. Fresh water cooling systems reduce the amount of sea-water pipework and its atten dend problems and provides for improved cooling control. Optimizing central fresh water cooling re sults in lower overall running costs when com pared with the conventional sea-water cooling sys tem. Compared with central fresh water cooling system with single-stage scavenge air cooler, central fresh water cooling system with two-stage scav enge air cooler is applied for further waste recov ery. In this arrangement the high temperature stack of the scavenge air cooler is arranged in par allel to the cylinder cooling system. For more information please contact Wrtsil Switzerland Ltd, Winterthur.
F5
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Ancillary systems

246.815
Remarks:
Note:

Fig. F2
Central fresh water cooling system for single-stage scavenge air cooler
25.72.07.40 Issue V.04 Rev. 0
F6
F.
Ancillary systems
Remarks:
246.815
Number of cylinders
Main engine RTA96C RTA96C (R1)
6 34 320
7 40 040
8 45 760
9 51 480 102
10 57 200
11 62 920
12 68 640
power speed cap. cap. p A B
kW rpm m3 m3 bar DN DN DN DN DN DN DN DN DN DN
Cooling water expansion tank (HT) Cooling water expansion tank (LT) Pressure drop across the engine Nominal pipe diameter
1.5
1.5
depending on ancillary plants 1.3 400 400 350 250 250 125 200 80 100 50 400 400 350 250 250 150 250 80 100 50 450 450 350 250 250 150 250 100 125 50 450 450 400 300 300 200 250 100 125 65 500 500 400 300 300 200 250 100 150 65 500 500 450 300 300 200 300 125 150 65 550 500 450 300 300 200 300 125 150 65
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
C D E F G H J K
Table F2
Central fresh water cooling system: data to layout for single-stage scavenge air cooler
F7
25.72.07.40 Issue V.04 Rev. 0
Ancillary systems

246.816
Remarks:
Note:

Fig. F3
Central fresh water cooling system for two-stage scavenge air cooler
25.72.07.40 Issue V.04 Rev. 0
F8
F.
Ancillary systems
Remarks:
246.816
Number of cylinders
Main engine RTA96C (R1)
6 34 320
7 40 040
8 45 760
9 51 480 102
10 57 200
11 62 920
12 68 640
power speed cap. cap. p A B C
kW rpm m3 m3 bar DN DN DN DN DN DN DN DN DN DN DN
Cooling water expansion tank (HT) Cooling water expansion tank (LT) Pressure drop across the engine Nominal pipe diameter
1.5
1.5
depending on ancillary plants 1.3 400 400 350 250 250 200 300 80 100 50 250 400 400 350 250 250 200 350 80 100 50 250 450 450 350 250 250 250 350 100 125 50 250 450 450 400 300 300 250 400 100 125 65 300 500 500 400 300 300 250 400 100 150 65 300 500 500 450 300 300 250 400 125 150 65 300 550 500 450 300 300 250 400 125 150 65 300
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 K L
Table F3
Central fresh water cooling system: data to layout for two-stage scavenge air cooler
F9
25.72.07.40 Issue V.04 Rev. 0
Ancillary systems
F2.2.1
Central fresh water cooling system components
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 section F1.3.2, the given sea-water flow capacity covers the need of the engine only and is to be within a tolerance of 0 to +10%. Delivery head: the final delivery head is determined by the layout of the system and is to ensure that the inlet pressure to the scavenge air coolers is within the range of the summarized data in table C5. Central cooler Cooler type: plate or tubular Cooling medium: sea-water Cooled medium: fresh water Heat dissipation: refer to section F1.3.2 Margin for fouling: 10 to 15% to be added Fresh water flow: refer to section F1.3.2 Sea-water flow: refer to section F1.3.2 Temperatures: refer to section F1.3.2 Fresh water pumps for low-temperature circuit Pump type: centrifugal Pump capacity: refer to section F1.3.2 The given fresh water flow capacity covers the need of the engine only and is to be within a tolerance of 0% to +10%. Delivery head: the final delivery head is determined by the layout of the system and is to ensure that the inlet pressure to the scavenge air coolers is within the range of the summarized data .
Fresh water pumps for high-temperature circuit Pump type: centrifugal Pump capacity: refer to section F1.3.2 Delivery head: refer to section F2.2.2 Scavenge air cooler (single / two-stage SAC) Cooler type: tubular Cooling medium: fresh water Cooled medium: scavenge air Heat dissipation: refer to section F1.3.2 Fresh water flow: refer to table C1. Temperatures: refer to section F1.3.2 Temperature control 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 con trol valve.
25.72.07.40 Issue V.04 Rev. 0
F10
F.
Ancillary systems
F2.2.2
Cylinder cooling water system components
Cylinder cooling water pump Pump type: centrifugal, with a steep headcurve is to be given preference. As a guide, the minimum advisable curve steepness can be defined as follows: For a pressure increase from 100% to 107%, the pump capacity should not de crease by more than 10%. Pump capacity: refer to section F1.3.2. The flow capacity is to be within a toler ance of 10% to +20%. Delivery head: determined by system lay out. Working temperature: 95C The required delivery head can be calculated as follows: Pump delivery head (pp) System pressure losses (p) required pressure at the engine inlet (p0) + pressure drop between the pump inlet and the engine inlet (dp) constant (h / 10.2) pp p p0 h / 10.2 + dp [bar] The system pressure losses (p) are the pressure drop across the coolers and pipework and the pressure drop across the engine (see tables F2/F3). The pump delivery head (pp) depends on the height of the expansion tank, the pressure drop between pump outlet and engine inlet (dp), and the required pres sure at the engine inlet (p0). The constant is given as the difference in height between the expansion tank and the engine inlet (h) divided by 10.2.
Expansion tank The expansion tank shown in figure F4 is to be fitted at least 3.5 m above the highest engine air vent flange to ensure the required static head is applied to the cylinder cooling water system. It is to be connected by a balance pipe, to replenish system losses, using the shortest route to the cylinder cooling water pump suction, making sure that pipe runs are as straight as possible without sharp bends. The pipe sizes and tank capacities are given in table F4. The cylinder cooling water system air vents are to be routed through the bottom of the expansion tank with the open end below the minimum water level. Automatic temperature control valve Electric or electro/pneumatic actuated threeway type (butterfly valves are not adequate) having a linear characteristic. Design pressure: 5 bar Test pressure: refer to the specification laid down by the classification society. Pressure drop across valve: max. 0.5 bar Controller: proportional plus integral (PI); also known as proportional plus reset for steady state error of max. 2C and transient condition error of max. 4C. Temperature sensor: according to the control valve manufac turers specification fitted in the engine outlet pipe. Air vent pipe Releases air gas mixtures from the cylinder cooling water through the automatic float vent valve into the cylinder cooling water feed and drain tank.
F11
25.72.07.40 Issue V.04 Rev. 0
Ancillary systems
General recommendations for design The number of valves in the system is to be kept to a minimum in order to reduce the risk of incorrect setting. Valves are to be locked in the set position and la belled to eliminate incorrect handling. The possibility of manual interference of the cool ing water flow in the various branches of the cylin der cooling water system is to be avoided by instal ling and setting throttling discs at the commissioning stage and not by adjusting the valves. Under normal operation of the cylinder cooling water system the pump delivery head and the total flow rate are to remain constant even when the freshwater 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 freshwater 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 cooler inlet. The design pressure and temperature of all the component pipes, valves, expansion tank, fittings, etc., are to meet the requirements of the classifica tion society.
Cooling water treatment 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)* Total chlorides and sulphates
max 100 mg/l
* 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.
25.72.07.40 Issue V.04 Rev. 0
F12
F.
Ancillary systems
245.930a
Position 001 002

003 004 005 006 007 008
009 010
011 Remark:
Description Drain
Air vent from LT circuit Balance pipe from LT circuit Air vent from HT circuit Balance pipe from HT circuit Overflow / air vent Low level alarm
Level indicator *1) Thermometer
Inspection cover *2) Filling pipe / inlet chemical treatment *2) *1) Level indicator can be omitted if an alternative is fitted. *2) Other designs like hinged covers, etc, are also possible. *3) Depending on actual ancillary plants. LT tank capacity to be increased accordingly. For required tank capacities and pipe diameters see tables F2 and F3.
Fig. F4
Central cooling water system expansion tank
F13
25.72.07.40 Issue V.04 Rev. 0
Ancillary systems
F2.2.3
Freshwater generator
It is important that the bypass with valve (8) has the same pressure drop as the freshwater generator. 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 7 and 8. Fig ures F5 and F6 Freshwater generator installation 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 40 per cent, can be connected in series as shown in figure F5. 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 (7 and 8) be operated by progressive servomotors and a warning sign be displayed on the freshwater generator to remind engine-room personnel of the possibilities of ther mal shocking if automatic start up is overridden.
WARNING!
Avoid thermal shock to your main engine.
The freshwater generator inlet and
outlet valves to be opened and closed
slowly and progressively.
F10.3246
Fig. F5
Freshwater generator installation alternative A
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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 F6 . This arrangement re quires the provision of an additional automatic temperature control valve (4A) connected in cas cade control with the cylinder cooling water cooler temperature control valve (4B), and controlled by the step controller (9) sensing the outlet cylinder cooling water temperature from the engine. If the engine cylinder cooling water outlet temperature is falling below the set point, the valve (4A) reduces the flow of cylinder cooling water to the freshwater generator to compensate. A part of the cylinder cooling water is then routed directly to the cooling water pumps (2) until the normal temperature is at tained. This means that the 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 (4A) is fully opened across connections 1 and 2 and a valve travel limit switch changes the regula tion of the cylinder cooling water temperature to temperature control valve (4B). This in turn passes water to the cylinder cooling water cooler (3) to maintain the engine cylinder water outlet at the re quired temperature. If in this condition the engine cylinder cooling water temperature falls below the set point and the cooler (3) is fully bypassed, the valve (4B) is fully opened across connections 2 and 1 and a valve travel limit switch transfers re gulation of the cylinder cooling water temperature back to temperature control valve (4A). As an alternative to a single step controller (9) two controllers can be installed, one for each valve, making sure that there is a 3C difference in the set point between (4A) and (4B) to avoid both con trollers acting at the same time.
F10.3384
Fig. F6
Freshwater generator installation alternative B
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The quantity of fresh water (FW) produced by a single-effect vacuum (flash) evaporator can be estimated for guidance purposes as follows:
FW produced in tday 32 10 3 Q FW
F2.2.4
Pre-heating
where QFW is the available heat in kW from the cyl inder cooling water, estimated from the derating tables in section F1.3.2. Example for alternative A 10RTA96C R1 specification of 57 200 kW at 102 rpm fitted with central cooling system and single-stage scavenge air cooler. The available heat from table F1, is 9106 kW. Alternative A util izes up to 40 per cent of the available heat there fore there is 3642 kW of heat available. Substitute this value in the equation: FW produced in t/day = constant available heat
FW minimal produced in tday 32 103 3642
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 ures F2 and F3 Central fresh water cooling sys tems, 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 per cent 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. 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 F7 to arrive at the required capacity per cylin der; this figure is multiplied by the number of cylinders to give the total heater capacity required.
FW produced in t/day = 116.5 Example for alternative B 10RTA96C R1 specification of 57 200 kW at 102 rpm fitted with central cooling system and single-stage scavenge air cooler. The available heat from table F1, is 9201 kW. Alternative B util izes up to 85 per cent of the available heat there fore there is 7820 kW of heat available. Substitute this value in the equation: FW produced in t/day = constant available heat
FW minimal produced in tday 32 103 7820
FW produced in t/day = 250
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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. The governor and turning gear are self-contained.
F2.3.2
Lubricating oil systems for turbochargers
F10.3717
Fig. F7
Pre-heating power requirement
Example for 10RTA96C A: Estimated heating-up time is 6 h. B: Engine ambient temperature is 40C. From the graph in figure F7: the approximate amount of heat per cylin der is 26 kW; heater capacity required is
10 26 kW = 260 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, Mitsubishi MET and MAN NA tur bochargers feature journal bearings which are lu bricated from the engines lubricating system. As an option, a separate lubricating system (fig. F9 and F10) which only serves the turbochargers can be supplied. For more information please contact WCH. For lubricating oil of turbochargers equipped with separate lub. oil systems, the recommendations given by the supplier must be observed.
F2.3.3
Main lubricating oil system
The main lubricating system for the engine lubrica tion, as shown in figure F8, comprises a combined low- and high-pressure system supplied from the lubricating oil drain tank. The low-pressure circuit supplies the main bearings, including turbo chargers. The high-pressure circuit supplies the crosshead bearings, the connecting rod bottomend bearings, the hydraulic valve actuators and re versing servo motors. The main bearing oil is also used to cool the piston crown, to lubricate and cool the torsional damper and the axial detuner, to lubricate, if fitted, the elec trical second order balancer and to feed the highpressure circuit. A schematic arrangement of the lubricating oil sys tem on the engine is shown in figures F11 and F12.
F17
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Note:
246.819a
Remarks:
Fig. F8
Lubricating oil system
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F.
Ancillary systems
246.819a
Remarks:
Number of cylinders
Main engine RTA96C RTA96C Lub. oil drain tank *1) (R1)
6 34 320
7 40 040
8 45 760
9 51 480 102
10 57 200
11 62 920
12 68 640
power speed
kW rpm m3 m3 m3 m3 m3/h m3/h DN DN DN DN DN DN DN
For capacities see figure F20
Cylinder lub. oil storage tank Cylinder lub. oil daily service tank Main lubricating oil pump Crosshead lub. oil pump 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.
Remarks:
cap. cap. cap. cap. A B C D E F G
based on a consumption of approx. 0.9 1.3 g/kWh 1.5 1.7 2.0 2.2 see table F1 see table F1 400 350 40 150 125 350 80 450 350 40 200 150 350 100 450 400 40 200 150 400 100 450 400 40 200 150 400 100 500 400 40 200 200 400 150 500 450 40 200 200 450 150 500 450 40 200 200 450 150 2.5 2.7 3.0
*1) The capacity can be proportionally reduced to actual CMCR. All capacities and given diameters are valid for the engines excl. oil flow for balancers, damper and PTO-gear. The pipe diameters for the lub. oil separator are sized acc. to the effective throughput capacity of the separator and acc. to the manufacturers recommendations for the separator.
Table F4
Lubricating oil system data
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Remarks:
246.700a
Fig. F9
Lubricating oil system for 2 x TPL 85-B turbochargers
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F.
Ancillary systems
Remarks:
246.700a
Fig. F10 Lubricating oil system for 3 x TPL 85-B turbochargers
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283.528
Fig. F11 Lubricating oil system on the engine (low-pressure circuit)
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F.
Ancillary systems
283.526
Fig. F12 Lubricating oil system on the engine (high-pressure circuit)
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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 section F1.3.2, the given flow rate is to be within a tolerance of 0% to +10% plus the back-flushing flow of the automatic filter, if any. Pump capacity for centrifugal pump: refer to section F1.3.2, the given flow rate is to be within a tolerance of 10% to +10% plus the back-flushing flow of the auto matic filter, if any. Delivery head: see section F1.3.2. The final delivery head to be determined is subject to the actual piping layout. Working temperature: 60C Oil type: SAE30, 50 cSt at working tem perature, maximum viscosity to be al lowed for when sizing the pump motor is 400 cSt. Lubricating oil cooler Oil flow: refer to section F1.3.2 Type: plate or tubular Cooling medium: fresh water or sea-water Heat dissipation: refer to section F1.3.2 Margin for fouling: 10% to 15% to be added Oil visc. 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 press. water side: approx. 3 bar Cooling water flow: refer to section F1.3.2 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 section F1.3.2, main lubri cating oil capacity Diff. pressure, clean filter: 0.2 bar max Diff. pressure, dirty filter: 0.6 bar max Diff. pressure, alarm: 0.8 bar max Bursting pressure of filter inserts: min. 8 bar (= differential pressure across the filter inserts) Filter material: stainless steel mesh Mesh size: sphere passing max. 0.05 mm External high-pressure pump (crosshead lub. oil) Pump type: positive displacement screw or gear types having built-in overpressure relief valves. Pump capacity: refer to section F1.3.2, the given flow rate is to be within a tolerance of 0% to +10%. Delivery head: see section F1.3.2. 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 F8 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 tank (012) and storage tank (011) shown in figure F8 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 B1 Primary engine data for the cylinder lubricating oil consumption.
The products listed in table F6 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 Sulzer diesel engines. Information con cerning such brands may be obtained on request from Wrtsil Switzerland Ltd, Winterthur. For the Sulzer RTA96C engines which are de signed with oil-cooled pistons, the crankcase oils typically used as system oil have the following properties (see also table F6, 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 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 bypass to the engine lubricating system as shown in figure F13 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
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.
Separator type: self-cleaning purifier Minimum throughput capacity 0.140 CMCR [litres/hour], CMCR in kW Example for minimum throughput capacity: 10RTA96C with CMCR at R1: 57 200 kW 0.140 57 200 = 8008 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 the manufacturers instruc tions.
F25
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Remarks:
246.820
Note:
Fig. F13 Lubricating oil treatment and transfer system
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F.
Ancillary systems
246.820
Number of cylinders
Main engine RTA96C RTA96C
6 34 320
7 40 040
8 45 760
9 51 480 102
10 57 200
11 62 920
12 68 640
power speed cap. cap. cap.
kW rpm m3 m3 m3
Dirty lubricating oil tank *1) Clean lubricatiing oil tank *1) Residue oil tank
Remarks:
43 43
50 50
57 57
64 64
71 71
78 78
85 85
depending on ships requirement
*1) The capacity can be proportionally reduced to actual CMCR.
Table F5
Lubricating oil treatment and transfer system data
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Cylinder oil Oil Supplier BP Castrol System oil

HFO more than 1% sulphur (BN 7080)
Cylinder oil
HFO less than 1.5% sulphur (BN 40)
Energol OE-HT 30 CDX 30
Energol CLO 50M Cyltech 80AW Cyltech 70 Mobilgard 570 EXXMAR X 70
Energol CL-DX 405 Cyltech 40SX
ExxonMobil
Mobilgard 300 EXXMAR XA
Mobilgard L 540
FAMM
Veritas 800 Marine Oil 30
Taro Special HT 70
Shell
Melina S Oil 30 Melina Oil 30
Alexia Oil 50
Alexia LS
Total
Atlanta Marine D 3005
Talusia HR 70
Talusia LS40 *1)
Remark:
*1) Approval is provisional only; an approval field test is in progress.
Table F6 Lubricating oils
Note The application must be in compliance with the 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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Ancillary systems
F2.3.8
Lubricating oil drain tank

tain adequate drainage under sea conditions re sulting in pitching and rolling. Table F8 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 vertically as shown in figure F14, and are to main
A to B vertical lubricating oil drains Note: For measurements Y and X see lubricating oil drain tank arrangements figures F16 to F19
F10.5238
Fig. F14 Arrangement of vertical lubricating oil drains
Vertical lubricating oil drains to drain tank

Number of cylinders Necessary drains
6 2 7 3 8 3 9 4 10 4 11 4 12 4
Note: The arrangement of lubricating oil drains is to comply with the relevant classification society rules. Table F7 Vertical drain connection
Figures F16 to F20 show the double-bottom arrangements for the drain tank when vertical drains are fitted and the position of the air vents and exter nal pipe connections.
For rrangements with horizontal drains please ask

WCH.
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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 occuring together
Heel (static) Trim (static) and pitching (dynamic) Rolling (dynamic)
Table F8
Minimum inclination angles at which the engine is to remain fully operational
Figure F15 gives the pipe connection details for 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 F20. The total tank size is normally 510 per cent greater than the oil volume.
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.
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F.
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. F15 Vertical drain connection details
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6RTA96C
AA
Driving end
Free end
337.619
7RTA96C
AA
Driving end
Free end
337.620
Remarks:
Fig. F16 Layout of vertical oil drains for 6RTA96C and 7RTA96C
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Ancillary systems
8RTA96C
AA
337.621
Driving end
Free end
9RTA96C
AA
337.622
Driving end
Free end
Remarks:
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10RTA96C
AA
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Driving end
Free end
337.623
11RTA96C
AA
F34

Driving end
Free end
F.
337.624
Remarks:
Ancillary systems
F.
12RTA96C
Ancillary systems
AA
Driving end
Free end
F35

337.625
Remarks:
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Fig. F19 Layout of vertical oil drains for 12RTA96C
Ancillary systems
Remarks:
A (Driving end)
337.619626
Fig. F20 Lubricating oil drain tank, vertical oil drains.
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Ancillary systems
F2.3.9 F2.3.9.1
Flushing the lubricating oil system Introduction

when the engine, pipework, filters, heat ex changers, pumps, valves and other components are flushed and are proved absolutely clear of any dirt by observation and physical inspection. The engine crankcase and lubricating oil drain tank are to be inspected and cleaned by hand to remove all residual build-debris; special attention is to be given to very small loose particles of welding matter such as spelter and slag. The pipes of the entire lubricating oil system on the plant side are to be flushed separately.
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. It is absolutely essential to ensure that the lubricat ing oil systems are clear of all foreign matter before circulating oil through to the engine. A systematic approach is to be adopted prior to commissioning
Low-pressure lubricating oil inlet High-pressure lubricating oil inlet
Temporary flushing filters
By-pass
F10.5291
Fig. F21 Flushing the lubricating oil system
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F2.3.9.2
Preparation before flushing
F2.3.9.3
Flushing external lubricating oil system
1. Led the lubricating oil connections immediate ly before the engine straight back into the lubri cating oil drain tank by means of hoses or pipes, see fig. F21. 2. Immediately before the engine, in the dis charge pipes from the low-pressure and highpressure lubricating oil pumps (fig. F21), install temporary filters with a mesh size (sphere passing) of max. 0.03 mm and equipped with magnetic elements. The surface loading of the temporary filters should be 12 I/cm2h. Alter natively, the plant lubricating oil filters can be used under the condition that the filter inserts are of mesh size of max. 0.03 mm and magnet ic elements are used during flushing. After flushing, 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 advis able to fit filter bag made of cotton or synthetic fabric of mesh size 0.040 to 0.050 mm to the end of the hoses or pipes, in order to facilitate 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 oil supply pipes to the camshaft, intermediate gears and re versing gear. It is essential that the blanked pipes are clean prior to re-con necting.
1. Fill the lubricating oil drain tank with sufficient oil to cover the pump suction and heat it up using temporary immersion heaters or the heating coil of the drain tank to approximately 4060 C. 2. Circulate the oil in the drain tank using the lu bricating oil separators(s) and their pre heater(s) to maintain the flushing temperature to improve oil cleanliness. Operate the separ ators(s) until all the flushing procedures are completed. 3. All system valves are to be fully open. 4. Good ventilation is to be provided to avoid con densation. At the exhaust side, the crankcase round covers are to be removed and on the fuel pump side the crankcase doors must be opened. 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 bypassed 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 the pressure drop through the filters, too. 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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Ancillary systems
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 and; no metallic particles adhere to the magnetic filter inserts and no residues are detected in the bottom ofthe filter housing. When the system proves clean, remove any filter bags and connect the low- and high-pres sure oil supply pipes to the engine.
F2.3.9.5
Circulation of lubricating oil
F2.3.9.4
Flushing within the engine
Only in the case of engines supplied to the ship in sub-assemblies. 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. 3. Flushing is to be continued until the filters are absolutely clean: No metalic particles adhere to the magnetic in serts and no residues are detected in the bot tom of the filter housing.
When the lubricating oil system proves clean,
remove all blank pieces and temporary flush ing filters.
Any pipe-connecting piece, which was not
flushed before, must be clean separately.
Drain the oil from the distribution pipe to the
main bearings.
Inspect the inside of the pipes for eventual de posits. If clean, re-fit all oil pipes.
Make sure that all screwed connections are
tight and secured.
Inspect the bottom of the crankcase and clean
it if necessary.
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 component such as dampers for proper oil flow. 4. The turning gear is to be engaged to turn the engine from time to time. Carry out an inspec tion of the crankcase before refitting all the crankcase doors. 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 bypass, the high-pressure lubricating oil pump is to be stopped.
F2.3.9.6
Cylinder oil supply system
It is absolutely essential to ensure that the cylinder oil system is clear of all foreign matter before con necting to the engine in order to safeguard the en gine and assure proper operation. The storage and 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
A number of systems external to the engine are required to maintain heavy fuel oil and marine diesel oil in the quality required for efficient and reliable combustion.
F2.4.2
Fuel oil requirements
Table F9 Fuel oil requirements gives the fuel quality limits for bunkers and recommendations at the engine inlet. The fuel quality needs at the injection valves are more stringent in order to assure efficient combus tion, minimum wear and clean exhaust gas. Therefore, a fuel oil treatment plant will be necessary to pro cess the fuel oil before it is admitted to the engine. Aluminium and silicon in the fuel are an indication of cat-fines. These are the cause of piston ring and cylinder liner wear and must be removed with the separ ators as much as possible to a rest content of less than 15 ppm. The fuel should not include any added substances, used lubricating oils or chemical waste.
Parameter
Unit
Bunker limit
ISO 8217:1996 class F, RMK55
Test method *1)
Recommended fuel quality

Bunker 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
[kg/m3] [mm2/s(cSt)] [mm2/s(cSt)] [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 3104: 1994 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
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
Remark:
*1) ISO standards can be obtained from the ISO Central Secretariat, Geneva, Switzerland (www.iso.ch). *2) Limited to max. 991 kg/m3 (ISOFRMH55), if the fuel treatment plant cannot remove water from high density fuel oil.
Table F9 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 F22. 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 eutecticum 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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Fig. F22 Typical viscosity / temperature diagram
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F2.4.3
Fuel oil treatment
Figure F23 Heavy fuel oil treatment and tank layout is a schematic diagram of a fuel oil treatment plant and the following paragraphs are for consideration before designing a system.
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Note: For remarks *3) and *4), legend, flow rates, tank capacities and pipe diameters refer to table F10
Fig. F23 Heavy fuel oil treatment and tank system layout
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Position 001 002 003 004 005 006 007 008 009 010 011 012 013 014
Description HFO settling tank, heated and insulated HFO daily tank, heated and insulated MDO daily tank Suction filter HFO separator supply pump, with safety valve *1) HFO/MDO separator supply pump, with safety valve *1) HFO pre-heater Self-cleaning HFO separator *2) Self-cleaning HFO/MDO separator *2) Three-way valve, diaphragm operated Sludge tank Fuel oil overflow tank Air vent collector Air vent manifold
Number of cylinders power

Main engine RTA96C
6 (kW) (rpm) (m3) (m3) (m3) (m3) DN DN 34320
7 40040
8 45760
9 51480
10 57200
11 62920
12 68640
speed capacity capacity capacity capacity A
102 55 55 55 17 80 65 64 64 64 19 80 65 73 73 73 22 80 65 82 82 82 25 100 65 92 92 92 28 100 65 101 101 101 30 100 80 110 110 110 33 100 80
Heavy fuel oil settling tank *3) Heavy fuel oil daily tank *3) Marine diesel oil daily tank *4) Sludge tank (10% of daily tank) *5)
Nominal pipe diameter
Remark:
*1) *2) *3) *4) *5)
Pump may be omitted if integrated in separator. Separator capacity related to viscosity in accordance with instructions of separator manufacturer. Based on 8 hours running time with HFO at CMCR (kW). Based on 8 hours running time with MDO at CMCR (kW). Capacity depends upon contamination of fuel oil and ship owner requirements.
Air vent and drain pipes must be fully functional at all inclination angles of the ship at which the engine must be operational.
Table F10 Heavy fuel oil treatment and tank system data
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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: 10RTA96C with CMCR (R1): 57 200 kW BSFC: 171 g/kWh Throughput = 1.2 57 200 171/1000 Throughput = 11 737 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 F24 and table F11, 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) into the engine manifold to supply the injection pumps. Circulation is maintained via pipework back to the mixing unit which equalizes the temperature between hotter oil returning from the engine and the cooler oil from the daily tank. The pressure regulating valve (005) controls the delivery 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 engine is running on marine die sel oil the steam heaters and viscosimeter are only required prior to changing over to heavy oil or im mediately after changing from heavy to diesel when there is still heavy oil in the system.
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Note: For remark *1) and legend see table F11

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Fig. F24 Pressurized fuel oil system
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Position 001 002 003 004 005 006 007 008 009 010 011 31 32 33 36 37 38 39
Description Main engine RTA96C Three-way valve, manually or remotely operated Fuel oil suction filter, heated (trace heating acceptable) Fuel oil feed pump Pressure regulating valve Mixing unit, heated and insulated (according to separate drawing) Fuel oil booster pump Endheater Viscosimeter Fuel oil filter (trace heating acceptable) Pressure retaining valve Fuel oil inlet Fuel oil outlet Leakage from fuel pump and pressure piping casing Heating piping inlet Heating piping outlet Heating piping inlet Heating piping outlet
Number of cylinders power

Main engine RTA96C
6 (kW) (rpm) (m3/h) (m3/h) (l) DN DN DN DN DN 80 65 65 100 80 34320
7 40040
8 45760
9 51480
10 57200
11 62920
12 68640
speed capacity capacity capacity A B
102 8.6 15.4 10 18 11.4 20.6 12.9 23.2 see fig. F26 80 65 65 100 80 80 65 65 100 100 100 65 80 125 100 100 65 80 125 100 100 80 80 125 100 100 80 80 125 100 14.3 25.7 15.7 28.3 17.2 30.9
Fuel oil feed pump Fuel oil booster pump Mixing unit
C D E
Remark:
*1) The return pipe may also be led to the HFO daily tank. Feed pumps (pos. 004) shall be installed below MDO and HFO daily tanks. All heaters to be fitted with thermometers, relief valves, drains and drip trays. Steam tracers on main engine are laid out for 7 bar saturated steam. Air vent and drain pipes must be fully functional at all inclination angles of the ship at which the engine must be operational. For marked positions please refer to the pipe connection drawings.
Table F11 Pressurized fuel oil system data
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F2.4.5
Fuel oil system on the engine

fuel pressure at the injection pump inlet is adjusted by the pressure-retaining valve (002). When commissioning the fuel system with the en gine at stand-by, the fuel pressure at the injection pump inlet 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 F25 is a schematic arrangement of the fuel oil system mounted on the engine. The quantity of fuel oil delivered to the injection pumps (001) 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. The
310.419a
Fig. F25 Fuel oil system on the engine
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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 section F1.3.2, the given capacity is to be within a tolerance of 0 to +20%. Fuel type: marine diesel oil and heavy fuel oil, up to 730 cSt at 50C. Working temperature: ambient to 90C. Delivery pressure: the delivery pressure is to take into account the system pressure drop and prevent entrained water from flashing off into steam by ensuring the pressure in the mix ing unit is at least 1 bar above the water vapour pressure and not lower than 3 bar. The water vapour pressure is a result of the system tem perature and pressure for a given fuel type. Heavier oils need more heat and higher tem peratures to maintain them at the correct vis cosity than lighter oils, refer to the formula and example below: Delivery gauge pressure
= pv + 1 + p1 + p2 [bar]
Electric motor The electric motor driving the fuel oil feed pumps shall be sized large enough for the power absorbed by the pump at maximum pressure head (difference between inlet and outlet pressure), maximum fuel oil viscosity (600 cSt) and the required flow.
Pressure regulating valve The pressure regulating valve maintains the inlet pressure to the booster system practically constant irrespective of the actual amount of fuel consumed by the main engine and auxili aries. It should have a flat steady state char acteristic across the fuel oil recirculation flow range. Valve type: self- or pilot-operated which senses the upstream pressure to be main tained through an external line. It is to be pneu matically or direct hydraulically actuated with an additional manual control for emergency operation. When using a pneumatic type, use a combined spring type to close the valve in case of air supply failure. Fuel oil viscosity: 100 cSt, at working temp. (HFO 730 cSt at 50C). Maximum capacity: refer to feed pump capac ity in section F1.3.2.
where: pv = water vapour gauge pressure at the re quired system temperature [bar] (see vis cosity/temperature diagram fig. F22). = 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 p 2
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. Flow rate: refer to table F11. 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: 10RTA96C with CMCR at R1: 57 200 kW at 102 rpm, BSFC of 171 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 57 200 171 (145 65) = 587 kW Consumption of saturated steam at 7 bar gauge pressure: = 1.32 106 57 200 171 (145 65) = 1033 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 F26. Capacity: see figure F26. Dimensions: see figure F26. 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 section F1.3.2, the given flow rate is to be within an allowable tolerance of 0 to +20%. Inlet pressure up to 6 bar Delivery head: see section F1.3.2, final delivery pressure according to the actual piping layout. Working temperature: ambient up to 150C Electric motor (booster pump)
Same remarks as for the electric motor for the feed
pumps.
The viscosimeter monitors the fuel viscosity prior to the fuel injection pumps and transmits signals to the heater controls to maintain this viscosity by regulating the fuel temperature after the endheater.
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337.913
Remarks:
Fig. F26 Fuel oil system mixing unit
Number of cylinders A
6 100 65 80
7 100 65 80
8 100 65 100
9 125 80 100
10 125 80 100
11 125 80 100
12 125 80 100
DN DN DN
B C
Table F12 Fuel oil system mixing unit: nominal pipe diameters for connections A, B, C
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Main fuel oil filter before the injection pumps This filter is extremely important to protect the fuel injection pumps and is to be installed as close as possible to the inlet of the fuel injec tion pumps. The absolute minimum require ments are met by using the following filter: Type: change-over duplex (full flow), heatable designed for in-service cleaning, fitted with dif ferential pressure gauge and high differential pressure alarm contacts. Working viscosity: 1317 cSt. Flow rate: booster pump capacity, refer to sec tion F1.3.2. Service pressure: max. 12 bar at filter inlet. Test pressure: specified by classification so ciety. 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. 0.05 mm, sphere passing mesh. Filter insert material: stainless steel mesh (CrNiMo). Back-flushing filter if required Type: automatic back-flushing, heated, with differential pressure gauge and differential pressure alarm contacts. Designed for auto matic in-service cleaning, continuous or dis continuous back-flushing, using filtered fuel oil or compressed air techniques. With discontinuous back-flush, the back-flush ing sequence is released by a differential pres sure switch and an adjustable time relay. The drain from the filter is to be sized and fitted to allow free flow into the fuel oil drain tank. Arrangement of the back-flushing filter If the requirement is for an automatic backflushing 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 coagu
lation. However, arrangement in the highpressure booster circuit is also possible. Arrangement in the feed system Working viscosity: 100 cSt, for HFO of 730 cSt at 50C. Flow rate: feed pump capacity, refer to section F1.3.2. Service pressure at filter inlet: after feed pumps: 10 bar after booster pumps:12 bar Test pressure: specified by classification so ciety. 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, sphere passing mesh. Filter insert material: stainless steel mesh (CrNiMo). Arrangement in the booster system The same technical data as specified for the du plex filter are valid for the back-flushing filter in stalled before the engine, including the mesh size (0.05 mm, sphere passing mesh). The installation of the automatic back-flushing filter type in the low-temperature side does not replace the need for the duplex filter fitted im mediately before the fuel injection pumps. The filter mesh size of the duplex filter in front of the injection pumps can then be increased from 0.05 to 0.06 (sphere passing). The feed pump capacities given in section F1.3.2 cover the needs of the engine only. If an automatic back-flushing filter type is in stalled, depending on its location, in the feed or booster circuit, either the feed pump capac ity or the feed and booster pump capacities must be increased by the quantity needed for the back-flushing of the filter.
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F2.4.7 F2.4.7.1
Flushing the fuel oil system Introduction

The pipes of the entire fuel oil system on the plant side are to be flushed separately.
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. 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.
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 F27 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 and equipped with magnetic el ements. 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. After flushing the filter, inserts are to be replaced by the original ones and the filter housing to be cleaned.
from daily tank to daily tank
By-pass bend By-pass bend

32
31
By-pass with temporary flushing filter

F10.5302
Fig. F27 Fuel oil system flushing
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F2.4.7.3
Flushing procedure
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.
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 pumps hot. Observe the pressure drop through the filters too.
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Ancillary systems
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 F13. 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 F28 is valid for six- to twelve-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 F13 refer to a relative inertia, (JRel = 1.3). For other values than 1.3, 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 F13 outlines the basic requirements for a system similar to figure F28 Starting and control air system for maximum engine rating. The enclosed CD-ROM with the winGTD program enables to optimise the capacities of the com pressors and air receivers for the contract maxi mum 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 6 7 8 9 10 11 12 Remark:
Number x volume 2 x 9.9 2 x 11.5 2 x 13.4 2 x 14.9 2 x 16.5 2 x 18.1 2 x 19.7
Number x capacity [Nm3/h] 2 x 250 2 x 290 2 x 340 2 x 380 2 x 420 2 x 460 2 x 500 2 x 260 2 x 300 2 x 350 2 x 390 2 x 430 2 x 470 2 x 510
[kgm2] 262 000 298 600 341 700 383 700 420 600 456 500 490 900
2 x 8.5 2 x 9.9 2 x 11.5 2 x 12.9 2 x 14.2 2 x 15.5 2 x 16.8
*1) 12 consecutive starts of the main engine, alternating between ahead and astern. *2) Data given for engines without damper and front disc on crankshaft but included smallest flywheel.
Table F13 Air receiver and air compressor capacities
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Remarks:
246.897
Fig. F28 Starting and control air system
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F.
Ancillary systems
F2.5.4
Starting and control air system specification
F2.5.4.1
Control air system supply
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 F13. 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 F13. Working gauge pressure: 30 or 25 bar.
The control air can be supplied from the combined system as shown in figure F28 or from a separate instrument air supply providing clean and dry air at 78 bar pressure. Pressure reducing and filtering unit The pressure reducing and filtering unit, item 005 figure F28, conditions the air for use in the pneumatic control system and supplying the air springs of the exhaust valves. This unit is not required when a separate dedicated in strument air supply is installed. Type: combined pressure reducing valve, filter dryer and moisture separator equipped with pressure gauge, drain and maintainable filter. Capacity: refer to table F13. Filter porosity: 2040 micron. Pressure reduction: 30 to 78 bar with a toler ance of 1.0 to +0.5 bar.
Number of cylinders
(Capacity Nm3/h)
6 up to 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
10 21.0 24.0 45.0
11 21.0 26.4 47.4
12 21.0 28.8 49.8
Control system
Exhaust valve air spring Total
Table F14 Control air capacities
F2.5.5
General service and working air
General service and working air for driving air pow ered tools and assisting in the cleaning of scav enge air coolers is provided by the reducing valve (item 005, figure F28). The valve is to reduce 25 or 30 bar to 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

ing box is led directly to the sludge tank. Under nor mal conditions, the stuffing-box scraper rings re move approximately 8 litres per cylinder a day of waste system oil, cylinder oil, metallic particles and small amounts of the products of combustion. Con densate from scavenge 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 condi tions is 0.16 kg/kWh.
Figure F29 Leakage collection and washing sys tem layout is suitable for engines from six to twelve cylinders with the same pipe sizes for all engines. Dirty oil collected from the piston underside is led under pressure of approximately 2.8 bar to the sludge oil trap (002) and then to the sludge oil tank (004). The function of the sludge oil trap is to retain the large amount of solid parts which may be con tained in the dirty oil and to reduce the pressure by means of an orifice or throttling disc (003) fitted at its outlet so that the sludge oil tank (004) is under atmospheric pressure. The sludge oil trap is shown in figure F30. The dirty oil from the piston rod stuff

Remarks:

246.838b
Table F15 Leakage collection and washing system
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F.
Ancillary systems
Remarks:
246.838b
Fig. F29 Leakage collection and washing system
F61
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80
DN80
*2)
*2)
*2)
80
*2)
*1)
*2)
Schematical arrangement
*2)
Working temperature : 80C

Working pressure : 4 bar
Capacity Remarks: *1) The orifice has to be designed as shown *2) Location of pipes with regard to each other has to be observed
F10.4917 (245.946d)
: approx. 90 l
Fig. F30 Sludge oil trap
*2)
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Ancillary systems
Engine exhaust uptakes can be drained automatically using a system as shown in figure F31.
F10.1959
Fig. F31 Arrangement of automatic water drain
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F2.7
Exhaust gas system

pipe diameter, figure F33 Estimation of exhaust gas density and figure F34 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 F32 Determination of exhaust
dC dB dA dA dA
dA
dA
F10.5233
Fig. F32 Determination of exhaust pipe diameter
Example: Estimation of exhaust gas pipe diameters for Sulzer 8RTA96C, CMCR (R1) specified and for design (tropical) conditions: Power (R1) = 45 760 kW Speed (R1) = 102 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: (according to table F1) 337 673 kg/h 2) Exhaust gas temperature: (acc. to table F1) 314 C
3) Exhaust gas density (assumed back pressure on turbine outlet p = 30 mbar (figure F33):
EXH 0.611 kgm 3
4) Number of turbochargers (according to figure C5): nTC = 2
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F.
Ancillary systems
pEXH [kg/m3]
0.740
0.720
0.700
0.680
0.660
0.640
0.620
0.600
0.580
p [mbar]
30 20 10 0 220 230 240 250 260 270 280 290 300 310 320 330 340 350 360
0.560
0.540
F10.4682
tEaT [C]
Fig. F33 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
2500 dC
3000 dB
4000
dpipe [mm]
Fig. F34 Estimation of exhaust pipe diameters
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5) Exhaust gas volume flow: Pipe A:

q VA qm n TC 337 673 0.611 2 276 328 m 3h
F2.8
Air vents
EXH
Pipes B and C:
qm q VB q VC 337 673 552 656 m 3h 0.611 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 F34): dA = 1550 mm dB = 2350 mm dC = 2800 mm or calculated:
d pipe 18.81
wq
[mm]
pipe
7) Select the calculated or the next larger diameter available, for example: dA = 1600 mm dB = 2400 mm dC = 2800 mm Check the back pressure drop of the whole ex haust gas system (not to exceed 30 mbar).
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F.
Ancillary systems
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 chapter 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 re quirements specified by the legislative council of the vessels country of registration and the classi fication society selected by the ship owners. Cal culation methods for the air flow required for com bustion and air flow required to keep the machinery spaces cool are given in the international standard ISO 8861 Shipbuilding Engine-room ventilation
Figure F35 is a typical arrangement for direct suction of combustion air.
F10.3677
Fig. F35 Direct suction of combustion air main and auxiliary engine
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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 F36.
Engine
Turbocharger Air intake casing
Scavenge air cooler
Due to the high compression ratio, the diesel engine RTA96C 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. F36 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 F37 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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Ancillary systems
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. F37 Blow-off effect under arctic conditions
Control of the blow-off valves is effected by means of a signal generated by the temperature sensors in the inlet piping. Care is to be taken that no foreign particles in the form of ice gain access to the turbocharger compressor in any way, because they could lead to its destruction. Reduction of the 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 F16 and figure F38 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 F16 Guidance for air filtration
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Ancillary systems
Filter surface [m2] 140
Oil wetted and panel filters in series
Panel filter 120 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
8RTA96C: PR1 = 45.76 MW

Fig. F38 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 F17 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 F17 Recommended fluid velocities and flow rates for pipework
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F.
Ancillary systems
F4.2
Piping symbols
F10.1910
Fig. F39 Piping symbols 1
F73
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F10.1911
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F.
Ancillary systems
F10.1905
F75
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F5 F5.1
Engine pipe connections Engine pipe connections for 2 x TPL85 turbocharger
011.831
Fig. F42 Driving end pipe connection details for 2 x TPL85 turbochargers
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F.
Ancillary systems
011.831
Fig. F43 Free end pipe connection details for 2 x TPL85 turbochargers
F77
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011.832
Fig. F44 Pipe connection details for 2 x TPL85 turbochargers
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F.
Ancillary systems
Data available on request
Fig. F45 6RTA96C pipe connection details for 2 x TPL85 turbochargers
F79
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F80
F.
Ancillary systems
011.829
F81
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Ancillary systems
F5.2
Engine pipe connections for 3 x TPL85 turbocharger
282.243a
Fig. F48 Driving end pipe connection details for 3 x TPL85 turbochargers
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F.
Ancillary systems
282.243a
Fig. F49 Free end pipe connection details for 3 x TPL85 turbochargers
F83
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282.244a
Fig. F50 Pipe connection details for 3 x TPL85 turbochargers
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F.
Ancillary systems
014.757a
F85
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281.831c
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F.
Ancillary systems
011.899a
F87
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014.745
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G.
Engine management systems
G1
Introduction
G2
DENIS-6 diesel engine interface specification General
Wrtsil Switzerland Ltd has introduced a stan dard electrical interface designated DENIS (Diesel Engine CoNtrol and optImizing Specification). It fa cilitates integration with approved remote control systems, while computer-based tools under the designation of the MAPEX family (Monitoring and mAintenance Performance Enhancement with eX pert 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 Sulzer diesel engines. The diesel engine inter face specification DENIS-6 is applicable for the RTA96C 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 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 Sulzer 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, includ ing also optimizing functions, particular to the Sulzer RTA96C engines namely variable in jection timing (VIT), fuel quality setting (FQS), and load dependent cylinder lubricating sys tem (CLU-3). The intellectual property on these specifica tions remains 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. Due to the co-operation between Wrtsil Switzerland Ltd and leading remote control suppliers additional optimizing functions can be integrated into the remote control system, thereby making these systems even more at tractive and avoiding the need for many inter faces between different electronic systems.
Interface description: DENIS is the signal interface between the pneu matic engine control system supplied with the en gine and the remote control system supplied by the purchaser and does not include any hardware. It summarizes all the signal data exchanged and de fines the control functions required by the engine.
Remote control system: The remote control system delivered by any re mote control partner of Wrtsil Switzerland Ltd is divided into the following sub-systems: Remote control functions Safety system Wrong-way alarm Telegraph system
Safety system, wrong-way alarm and telegraph systems work independently and are fully operat ive even with the remote control functions out of order.
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G2
G.
The general DENIS-6 layout can be seen from figure G1.
F10.3410
Fig. G1
DENIS-6 layout.
G3
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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.
289.997
Fig. G2
Arrangement of local/emergency control stand
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G4
G.
G2.2.2

Standard engine control

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 sys tem.
Start, stop, direction selection Operation by the manoeuvring/stop levers on the local control stand. The stop order is ex ecuted via fuel zero order to the speed control. Reversing by hydraulic servomotors, acti vated via pneumatic direction selection valves. Basic interlocks (turning gear engaged, re versing servo position, wrong direction of en gine rotation) are part of the engine control system. Speed setting The set point to the speed control can be ad justed locally on the engine. The actual ar rangement depends on the make of the speed control. Control transfer Control transfer from the remote control sys tem to the local manoeuvring stand takes place by moving one of the three local levers (manoeuvring, stop, emergency control). Variable injection timing (VIT) The injection timing is automatically adjusted depending on the engine load by an electroni cally controlled pneumatic cylinder. The con trol logic is integrated in the remote control system. Fuel quality setting (FQS) This feature is to maintain the maximum cylin der pressure irrespective of the type of fuel used. The adjustment of the FQS value is done in the remote control system. Cylinder lubricating system (CLU-3) The lubricating oil pumps on the engine are driven by an electromotor. The speed of this motor is controlled by the remote control sys tem for load dependent lubrication. Auxiliary blower control The blowers with independent electric control are automatically switched on/off depending on scavenge air pressure.
G2.2.3
Instrumentation
Local instruments for monitoring pressures and temperatures are installed on the engine. For a list of the local instruments refer to table G1. The gauge board on the local manoeuvring stand provides indication of the most important engine parameters as stated in table G2 . For details of instrumentation please refer to the plant specific list provided by the engine builder. For the explanation of the signal numbering sys tem refer to chapter G2.6.3.
G2.2.4
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
25.72.07.40 Issue V.04 Rev. 0
Signal No. TI 1111 L TI 1121 L -32 L PI 1301 L TI 1331 L -34 L PI 1361 L TI 1371 L TI 1381 L -84 L TI 2011 L PI 2021 L TI 2031 L TI 2121 L TI 2601 L -04 L PI 2702 L PI 2711 L PI 2721 L PI 2722 L PI 2831 L FI 3101 L -12 L TI 3411 L PI 3421 L PI 3431 L TI 3701 L -12 L TI 3721 L -24 L TI 3731 L -34 L PI 4001 L -04 L PI 4021 L -24 L TI 4031 L -34 L PI 4041 L PS4051-52L PI 4321 L PI 4331 L PI 4411 L PS 5015L SI 5101 L GI 5151 L
Designation Cylinder cooling water temperature, inlet Cylinder cooling water temperature, outlet each cylinder Scavenge air cooling water pressure, HT circuit, cooler inlet Scavenge air cooling water temperature, HT circuit cooler outlet Scavenge air cooling water pressure, cooler inlet Scavenge air cooling water temperature, cooler inlet Scavenge air cooling water temperature, cooler outlet Main bearing oil temperature, supply Crosshead bearing oil pressure, supply Crosshead bearing oil temperature, supply Thrust bearing oil temperature, outlet Turbocharger bearing oil temperature Balancer 2 flexible coupling oil pressure, inlet Crankshaft built Geislinger damper oil pressure, supply Axial detuner oil pressure, aft side Axial detuner oil pressure, fore side PTO damper oil pressure, inlet Cylinder lub. oil flow Fuel oil temperature, before injection pumps Fuel oil pressure, in spill pipe before pressure retaining valve Fuel oil pressure, in spill pipe after pressure retaining valve Exhaust gas temperature, after each cylinder Exhaust gas temperature, before each turbocharger Exhaust gas temperature, after each turbocharger Scavenge air pressure, before each air cooler Scavenge air pressure, after each air cooler Scavenge air temperature, after each air cooler Scavenge air pressure, in air receiver Scavenge air pressure, in air receiver Air spring pressure, supply Air spring pressure, stand-by supply Control air pressure, stand-by supply Local fuel zero order Engine speed Load indicator
Code A A F F B B B A A A A A E E E E E A A A A A A A A A A A A A A A A A A
T10.3519
Table G1 Local indications on the engine
Signal No. PI 1101 M PI 2001 M PI 2021 M PI 4041 M PI 4301 M PI 4341 M PI 4412 M
Designation Cylinder cooling water pressure, inlet Main bearing oil pressure, supply Crosshead bearing oil pressure, supply Scavenge air pressure, in air receiver Starting air pressure, before shut-off valve Air spring pressure Control air pressure
Code A A A A A A A
T10.3520
Table G2 Local indications on the gauge board
For code identification see chapter G2.6.3.
25.72.07.40 Issue V.04 Rev. 0
G6
G.
G2.3 G2.3.1
Speed control Approved speed control
G2.4 G2.4.1
Approved remote control system Introduction
Wrtsil Switzerland Ltd accepts the application of approved speed controls only. The approved speed controls comprise standard electronic sys tems and electronic systems for special applica tions. List of approved electronic speed controls, as a standard for Sulzer RTA96C engines: ABBDEGO-III system KMSS speed control system DGS8800e SAM ESG40M System LM EGS2000System NABCO MG-800 speed control system
Remote control of the main engine from the bridge is considered an essential component of modern merchant ships. However the extent of automation may vary considerably from relatively simple re mote control systems to sophisticated electronic systems as part of a ship management system. To enable the shipyard to standardize the make and type of all the vessels control systems, Wrtsil Switzerland Ltd delivers the engine with the clearly defined DENIS-6 control interface. Refer to figure G3 DENIS-6 remote control sys tem layout. All remote control signals are transmitted and re ceived through electrical connections arranged in terminal boxes fitted to the engine. They are de signed to interface with the control systems ap proved and recommended by Wrtsil Switzer land Ltd.
Application of an electronic speed control is Wrtsil Switzerland Ltds standard for the RTA96C engine. Wrtsil Switzerland Ltd strongly recom mends to select the same supplier for the elec tronic speed control and the remote control system. In this way the effort for commissioning both on testbed and at the yard can be consider ably reduced.
G2.3.2
Technical assistance
Wrtsil Switzerland Ltd offers assistance in sta bility and plant simulation studies for speed control selection and dynamic performance calculations of the controlled system with respect to its re sponse to power and speed variations. Please complete the questionnaire form in chapter D3 and forward it to our headquarters in Winter thur.
G7
25.72.07.40 Issue V.04 Rev. 0
F10.3411
Fig. G3
DENIS-6 remote control system layout.
25.72.07.40 Issue V.04 Rev. 0
G8
G.
G2.4.2
Remote control systems suppliers

their Sulzer RTA engines with each of the following companies:
Wrtsil Switzerland Ltd has an agreement concerning the development, production, sales and servicing of remote control and safety systems for
Supplier / Company
ABB Marine and Turbochargers BV P.O. Box 433 3000 AK Rotterdam The Netherlands Siemens AG Abt. Schiffbau Lindenplatz 2 Postfach 105609 D-20038 Hamburg Germany Kongsberg Maritime Ship Systems AS P.O. Box 1009 N-3191 Horten Norway STN Atlas Marine Electronics Lyngs Marine SA *1) Behringstrasse 120 D-22763 Hamburg Germany Nabco Ltd 33, Takatsuka-Dai 7 Nishiku Kobe 651-2271 Japan H. Cegielski-Poznan SA Ul. Czerwca 1956 Nr. 223/229 60-965 Poznan Poland
Remark:
Type of remote control system

(ABB) Tel +31-10 407 88 67 Fax +31-10 407 84 45 FAHM III
SIMOS RCS 71 Tel +49-40 28 89 0 Fax +49-40 28 89 20 02 (KMSS) Tel +47-330 41 436 Fax +47-330 42 250 (SAM) (LM) Tel +49-40 88 25 0 Fax +49-40 88 25 4116 (NABCO) M800-II Tel +81-78 993 0220 Fax +81-78 993 0256 (HCP) Tel +48-61 831 1350 Fax +48-61 832 1541 SANO 97 *2) AutoChief-4
Geamot 40 M (STN) DMS2100 (LM)
*1) Lyngs Marine SA is a 100% subsidiary company of STN Atlas Marine Electronics. *2) Applicable for Cegielski built engines only.
Table G3 Suppliers of remote control systems.
G9
25.72.07.40 Issue V.04 Rev. 0
G2.4.3 Remote control system functions

Approved remote control systems comprise the following independent sub-systems: Control systems with functions: Start, stop, reversing Cylinder pre-/post-lubrication Automatic slow turning Control transfer Speed setting Automatic speed programme Electronically controlled VIT and FQS Load dependent cylinder lubrication CLU-3
G2.4.4 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
25.72.07.40 Issue V.04 Rev. 0
G10
G.
G2.4.5
Recommended manoeuvring characteristics
Recommended values for the manoeuvring positions are given in figure G4 .
F10.1972
Fig. G4
Recommended manoeuvring characteristics
G11
25.72.07.40 Issue V.04 Rev. 0
G2.5
Alarm sensors
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 according to Wrtsil Switzerland Ltds requirement have to be added. 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 con nected to terminal boxes mounted on the engine. Signal processing has to be performed in a separ ate alarm and monitoring system usually provided by the shipyard.
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 G5 and G6 Alarm and safety functions of Sulzer RTA96C marine diesel engines. The time delays for the slow-down and shut-down functions given in tables G5 and G6 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 accord ingly. The delay values are not to be increased without written consent of Wrtsil Switzerland Ltd.
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 Request Recommendation AMS Attended machinery space UMS Unattended machinery space
*1) Only one of these cooling systems is necessary at a time for an engine. *2) ALM & SLD are supressed below load indicator position 4.5. The same has to be ar ranged for stand-by pump control. *3) For technical reasons, WCH uses FS2521-32S and PS2541-52S at the piston cooling oil inlet for flow monitoring instead. FS25xxS and PS25xxS are combined to one binary input to the safety system.
WCH strongly requests shutdown for piston cooling no flow!
*4) Alarms connected to ELBA controls and from there, as a common failure signal only, to the ships alarm system. *5) For water separators made from plastic material the sensor must be placed right after the separator.
*6) Necessity for missfiring detector and its setting values depend on the installation data and are defined by the vibrations calculations. 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 Signals for two-stage scavenge air cooling, Geislinger damper, PTO coupling, electric speed control and turbocharger vibration apply only if respective equipment is used.
Table G4 Remarks to tables G5 and G6 Alarm and safety functions of Sulzer RTA96C marine diesel engines.
25.72.07.40 Issue V.04 Rev. 0
G12
G.
Alarm and safety functions for RTA96C engines

Function Level Medium Unit Location Signal No.
Values
max. allowable time delay [sec.]
min. WCH requirements
Request of classification societies for UMS IACS ABS MRS BV GL KR LR PRS

A A A B B
additional to AMS, requirements for UMS
Setting
Cylinder cooling water
Pressure Engine inlet
PT1101A PS1101S
ALM SLD SHD
L L L L H H L L H L L H H L L H L L L
3.0 bar 2.5 bar 2.5 bar 70 C 95 C 97 C 1.0 bar 25 C 76 C 3.0 bar 2.5 bar 120 C 125 C 2.0 bar 25 C 57 C 4.8 bar 4.6 bar 4.6 bar 50 C 55 C 10 bar *2) 9 bar *2) 65 C 65 C 70 C 85 C 65 C 65 C 80 C 85 C 0.6 bar no flow no flow no flow 1.0 bar 1.7 bar 1.7 bar
0 60 90 0 0 300 0 0 0 0 60 0 60 0 0 0 0 60 90 10 0 60 0 60 0 0 60 60 0 0 0 60 0 0 60 15 15 0 60 60 A A B B A A B B A A B B A A B B A A B B A A B B A A B B A A B B A A B B A A B B A A A A A A A A A A
Temp.
Engine inlet Outlet each Cylinder
TE1111A TE1121-32A TE1121-32S PT1361A TE1371A TE1381-84A PS1301A PS1301S TE1331-34A TE1331-34S
ALM ALM SLD ALM ALM ALM ALM SLD ALM SLD ALM ALM ALM ALM SLD SHD
Scavenge air cooling water, Pressure Inlet cooler fresh water, single-stage *1) Temp. Inlet cooler Outlet cooler Scavenge air cooling water, Pressure Inlet cooler fresh water, two-stage *1) HT circuit Temp. Outlet cooler
Pressure Inlet cooler LT circuit Temp. Inlet cooler Outlet cooler Main bearing oil Pressure Supply
PT1361A TE1371A TE1381-84A PT2001A PS2001S
PS2002S Temp. Supply TE2011A TE2011S Crosshead bearing oil Pressure Supply PT2021A PS2021S Main bearing oil Thrust bearing oil Temp. Temp. Outlet Outlet TE2101-10A TE2121A
SHD ALM SLD ALM SLD ALM ALM SLD
LL 4.1 bar H H L L H H H H H H H H F H H H L L L L L L
TE2121S Crank bearing oil Crosshead bearing oil Oil mist concentration Temp. Temp. Outlet Outlet Crankcase TE2201-12A TE2301-12A AS2401-02A AS2401-02S Failure Piston cooling oil Temp. Detection unit XS2411-02A Outlet each cylinder TE2501-12A TE2501-12S
SHD ALM ALM ALM SLD ALM ALM SLD
Diff.press. Inlet each cyl. PS2541-52S SHD Flow Inlet each cyl. FS2521-32S Outlet each cylinder *3) Geislinger damper oil Axial damper oil Pressure Casing inlet Pressure PS2711A SHD ALM SLD ALM ALM ALM
aft side PS2721A Damp. chamber fore side PS2722A
Table G5 Alarm and safety functions of Sulzer RTA96C marine diesel engines (continued table G6).
G13
for AMS
25.72.07.40 Issue V.04 Rev. 0
RINA
CCS
DNV
NK
Alarm and safety functions for RTA96C engines

Function Level Medium Unit Location Signal No.
Values
max. allowable time delay [sec.]
min. WCH requirements
Request of classification societies for UMS IACS ABS MRS BV GL KR LR PRS

C D
additional to AMS, requirements for UMS
Setting
Electrical balancer (ELBA) at free end (if mounted) STP = ELBA stop
Pressure Supply *4) Diff.press. Oil filter
PS2705C PS2706C
STP ALM STP
L H H L L L H H H H L L L L L H L H H D H D H H H H L H H H H H L L L
1.5 bar 0.8 bar 0.8 bar 1.6 bar 1.3 bar 1.1 bar 80 C 85 C 110 C 120 C no flow no flow 7.0 bar 60120C 17 cSt 12 cSt max. 515 C 50 C 530 C 70 C 515 C 530 C 480 C 500 C 25 C 60 C 70 C 80 C 120 C max. 12.0 bar 6.5 bar 6.0 bar
5 10 72h 0 60 5 0 60 0 60 30 90 0 0 0 0 0 0 0 60 60 0 60 0 60 0 0 60 0 60 0 0 0 60 0 0 0 0 0 0 0 0 0 0 K I I I K K K K I I H E F E F G H E F G C D C D C D C D C D C D C D C D C D C D C D
Turbocharger oil (supplied from main bear ing oil system, valid for ABB TPL type only)
Pressure Turbocharg. inlet
PT2611-14A
ALM SLD
PS2611-14S Turbocharg. inlet Turbocharg. outlet TE2621A TE2621S TE2601-04A TE2601-04S FS3101-12A FS3101-12S Level LS3125A PT3401A TE3411A
SHD ALM SLD ALM SLD ALM SLD ALM ALM ALM ALM ALM
Temp. additional requirement when separate oil supply
Cylinder lubricating oil
Flow
Cylinder inlet
Fuel oil
Pressure before injec tion pump Temp. Viscosity before injec tion pump Leakage Level Temp. after each cylinder
LS3441A TE3701-12A
ALM ALM ALM SLD SLD
Exhaust gas
before each turbocharger Temp. after each turbocharger after each cooler *5)
TE3721-24A
ALM SLD
TE3731-34A
ALM SLD
Scavenge air
Temp.
TE4031-34A
ALM ALM SLD
Condens. water Level Starting air Air spring air
each piston TE4081-92A underside (fire detection) TE4081-92S LS4071A Air receiver PS4301A PT4321A PS4341S PS4342S
ALM SLD ALM ALM ALM SLD SHD ALM ALM ALM ALM ALM SHD ALM SLD ALM
Pressure Engine inlet Pressure Supply Distributor
LL 4.5 bar H L L F F H H H H max. 6.5 bar 5.0 bar 110 % *6) *6)
Leakage oil Control air Normal supply Safety supply
Level
Exh. valve air LS4351A PT4401A PS4421S XS5041/43A XS5042/44A ST5111-12S YS5131A YS5131S
Pressure Engine inlet Pressure Engine inlet Minor fail. Control unit Major fail. Control unit
Electronic speed control Engine performance
Overspeed Missfiring
Speed Crank angle
Crankshaft
TC vibration
Vibration Turbocharger YE5211-14A
Table G6 Alarm and safety functions of Sulzer RTA96C marine diesel engines (continuation of table G5).
25.72.07.40 Issue V.04 Rev. 0
G14
for AMS
RINA
CCS
DNV
NK
G.
G2.6 G2.6.1
Installation information General G2.6.2 Signal flow
The electrical interface signals on Sulzer RTA en gines are designated according to the signal numbering system explained in chapter G2.6.3. The signal lists in chapter G2.6.4 contain all electri cal interface signals available on the engine as well as some local control functions, local instruments on the engine as well as the instruments available on the gauge board on the local manoeuvring stand. According to the agreements with the customer the engine builder provides documentation of the final set of sensors/actuators and its wiring, comprising: Detailed control diagram; Plant specific sensor list; Plant specific wiring diagrams of the engine terminal boxes.
Figure G5 gives an outline of the intended signal flow between the systems involved. The alarm system receives three different types of signals from the engine: Signals resulting in an alarm only; Signals with combined alarm and slow-down function; Signals with slow-down function only.
Generally, analogue signals with slow-down func tion are intended to be processed in the alarm and monitoring system. A common slow-down input is provided in the safety system for these functions.
G15
25.72.07.40 Issue V.04 Rev. 0
Remote Control System
Ship Alarm System
F10.1973
Fig. G5
Signal flow between systems.
25.72.07.40 Issue V.04 Rev. 0
G16
G.
G2.6.3
Signal numbering system
All engine related signals are designated according to a signal numbering system.
Key to signal number Example: PT 1012 C PT 10 12 Function identification Functional group Consecutive number identifying cylinder / turbocharger / cooler etc. Application
Key to code letter: First letter: A Sensors to WCH requirement for UMS, on engine. B Sensors to WCH requirement for UMS, to be mounted in plant installation. E Sensors to WCH requirement for UMS, on engine, but used only, if the respective engine option is selected. F Sensors to WCH requirement for UMS, to be mounted in plant installation, but used only, if the respective engine option is selected. I Sensors not required by WCH. On special request only. Second letter: _D Combined safety and alarm system sensor.
Functional identification See table G7 Functional group See table G7 Consecutive number Example: 0109 First group of signals for cylinders 19 2129 Second group of signals for cylinders 19 4143 Signals for turbochargers 13
Application: A C L M S W Alarm (ship alarm system)

Control (remote control system)
Local (control and indication on engine)
Measuring indication (gauge board on
local control stand) Safety system Wrong-way alarm
G17
25.72.07.40 Issue V.04 Rev. 0
Functional Identification (PT 1012 C) First Letter A B C E F G H I J K L M N O P Q R S T U V W X Y Z Analysis Control Flow Gauging Hand Indication Power Level Control Element Second Letter
Functional Group (PT 1012 C) 10 11 12 13 15 20 21 22 23 24 25 26 27 28 29 30 31 34 37 40 43 44 47 48 49 50 51 52 53 54 55 56 57 58 59 70 71 72 Signals from engine Signals from engine Signals from engine Signals from engine Signals from engine Signals from engine Signals from engine Signals from engine Signals from engine Signals from engine Signals from engine Signals from engine Signals from engine Signals from engine Signals from engine Signals from engine Signals from engine Signals from engine Signals from engine Signals from engine Signals from engine Signals from engine Signals from engine Signals from engine Signals from engine Signals from engine Signals from engine Signals from engine Signals from engine Signals from engine Cooling water Cooling water Cooling water Cooling water Cooling water Oil Oil Oil Oil Oil Oil Oil Oil Oil Oil Oil Oil Fuel Exhaust gas Scavenge air Control media: Control media: Cylinder & exhaust valve lubrication Piston Cylinder Turbocharger Scavenge air ConSpeed Multi-purpose, supply Main engine and thrust bearing Crank bearing Crosshead bearing Oilmist concentration Piston cooling Turbocharger Balancer PTO
Pressure
Speed Temperature
Switch Transmitter Valve
start air, air-spring air control air
Unclassified Vibration Position (Binary)
Unclassified Relay
Misc. signal, main engine, binary signals Misc. signal, main engine, analogue / frequency Misc. signal, main engine, analogue / frequency Misc. signal, turbocharger Misc. signal, PTO, VIT + FQS
Signals to engine Signals to engine Signals to engine
All All
Table G7 Signal numbering system
T10.3521
25.72.07.40 Issue V.04 Rev. 0
G18
G.
G2.6.4
Signal list
The following tables G8 to G15 show all interface signals between the engine, the control system and the ship alarm system.
Signal No.
Designation
Code
A A A E A B B A A A I A I I A A A A E A A E A A A A A A A A A A A A A A A E E E E E I T10.3522
PT 1101 A TE 1111 A TE 1121 A -32 A TE 1331 A -34A PT 1361 A TE 1371 A TE 1381 A -84 A PT 2001 A TE 2011 A PT 2021 A TE 2101 A -15 A TE 2121 A TE 2201 A -12 A TE 2301 A -12 A AS 2401 A -02A XS 2411 A -12A TE 2501 A -12 A TE 2601 A -04 A PS 2711 A PS 2721 A PS 2722 A PS 2831 A FS 3101 A -12 A LS 3125 A PT 3401 A TE 3411 A LS 3441 A TE 3701 A -12 A TE 3721 A -24 A TE 3731 A -34 A TE 4031 A -34 A LS 4071 A TE 4081 A -92 A PS 4301 A PT 4321 A LS 4351 A PT 4401 A PS 4421 A XS 5041 A XS 5042 A XS 5043 A XS 5044 A XS 5045 A YE 5211 A -14 A
Cylinder cooling water pressure, inlet Cylinder cooling water temperature, inlet Cylinder cooling water temperature, outlet each cylinder Scavenge air cooling water temperature, HT circuit, cooler outlet Scavenge air cooling water pressure, cooler inlet Scavenge air cooling water temperature, cooler inlet Scavenge air cooling water temperature, cooler outlet Main bearing oil pressure, supply Main bearing oil temperature, supply Crosshead bearing oil pressure, supply Main bearing oil temperature, outlet each bearing Thrust bearing oil temperature, outlet Crank bearing oil temperature, outlet each bearing Crosshead bearing oil temperature, outlet each bearing Oil mist concentration in crankcase Oil mist detection, unit failure Piston cooling oil temperature, outlet each cylinder Turbocharger bearing oil temperature outlet turbine side Crankshaft built Geislinger damper oil pressure, supply Axial detuner chamber oil pressure, aft side Axial detuner chamber oil pressure, fore side PTO damper oil pressure, inlet Cylinder lub. oil flow Cylinder lub. oil pump, tank level Fuel oil pressure, before injection pumps Fuel oil temperature, before injection pumps Fuel oil leakage, level Exhaust gas temperature, after each cylinder Exhaust gas temperature, before each turbocharger Exhaust gas temperature, after each turbocharger Scavenge air temperature, after each air cooler Scavenge air condensed water detection, in air receiver Scavenge air temperature, piston underside Starting air pressure, before shut-off valve Air-spring pressure, supply Air-spring, oil leakage level Control air pressure, supply Safety control air pressure Electronic speed control, minor failure Electronic speed control, major failure Electronic speed control, actuator minor failure Electronic speed control, actuator major failure Electronic speed control, actuator overload Turbocharger vibration
Table G8 Interface signals for alarm system
G19
25.72.07.40 Issue V.04 Rev. 0
Signal No.8
PT 4041 C42C PT 4301 C PS 5001 C ZS 5003 C ZS 5004 C ZS 5005 C HS 5006 C PS 5011 C CS 5013 C CS 5014 C ZS 5016 C JS 5031 C JS 5032 C ST 5101 C ST 5102 C ST 5103 C ST 5104 C ZS 5121 C -22C GT 5151 C -52C ST 5201 C -04C GE 5331 C GE 5333 C
Designation
Scavenge air pressure, in air receiver Starting air pressure, before shut-off valve Remote control Stop lever position Local manoeuvring lever position Fuel lever position Manual fuel control Reversing servos / and rotation direction Engine overload Speed control, PGA mode Turning gear disengaged Auxiliar blower 1, running (supervision RC) Auxiliar blower 2, running (supervision RC) Engine speed Engine speed Electronic speed control, speed signal 1 Electronic speed control, speed signal 2 Engine TDC signal Load indicator Turbocharger speed VIT + FQS actuator 1, position VIT + FQS actuator 2, position
Code
A A A A A A E A A E A A A A A E E E A A E E
T10.3523
Table G9 Interface signals for control system; signals from engine
25.72.07.40 Issue V.04 Rev. 0
G20
G.
Signal No.
ZV 7001 C ZV 7005 C ZV 7013 C ZV 7014 C ZV 7015 C ZV 7016 C CX 7017 C SC 7021 C CX 7022 C CX 7023 C CX 7024 C CX 7025 C CX 7026 C ZV 7091 C ZV 7092 C ZV 7093 C ZV 7094 C
Designation
Remote control take-over valve Oil pressure shut-down suppression valve Start valve Start cut-off valve Reversing ahead valve Reversing astern valve Fuel zero order (manoeuvre stop) Speed setpoint Heavy start Speed control, setpoint freeze Speed control, constant fuel mode Speed control, reset Speed control, start VIT + FQS actuator 1, retracting valves VIT + FQS actuator 1, extension valves VIT + FQS actuator 2, retracting valves VIT + FQS actuator 2, extension valves
Code
A E A A A A A A A E E E E E E E E
T10.3524
Table G10 Interface signals for control system; signals to engine
Signal No. PS 4051 L PS 4052 L ZS 5004 L PS 5015 L
Designation Scavenge air pressure, in air receiver, auxiliary blower 1 Scavenge air pressure, in air receiver, auxiliary blower 2 Local manoeuvring lever position Local fuel zero order
Code A A A A
T10.3525
Table G11 Local control functions on the engine
Signal No. ZS 5022 W ZS 5023 W
Designation Local manoeuvring lever position ahead Local manoeuvring lever position astern
Code A A
T10.3526
Table G12 Interface signals for wrong way alarm
G21
25.72.07.40 Issue V.04 Rev. 0
Signal No. PS 1101 S PS 1301 S PS 1331 S -34S PS 2001 S PS 2002 S PS 2021 S AS 2401 S -02S FS 2521 S -32 S PS 2541 S -52 S FS 3101 S -12S PS 4341 S PS 4342 S ST 5111 S ST 5112 S
Designation Cylinder cooling water pressure, inlet Scavenge air cooling water pressure, HT circuit, cooler inlet Scavenge air cooling water temperature, HT circuit, cooler outlet Main bearing oil pressure, supply Main bearing oil pressure, supply Crosshead bearing oil pressure, supply Oil mist concentration in crankcase Piston cooling oil, flow monitoring Piston cooling oil, flow monitoring Cylinder lub. oil flow Air-spring pressure Air-spring pressure Engine speed signal 1 Engine speed signal 2
Code A E E A A A A A A A A A A A
T10.3527
Table G13 Interface signals for safety system; direct inputs to safety system (binary signals)
Signal No. ZV 7051 S -56 S ZV 7061 S
Designation Safety shut-down valve Emergency stop valve
Code A A
T10.3528
Table G14 Interface signals for safety system; outputs from safety system (binary signals)
Signal No.
TE 1121 S -32 S TE 2011 S TE 2121 S TE 2501 S -12 S TE 2601 S -04 S TE 4081 S -92 S
Designation
Cylinder cooling water temperature, outlet each cylinder Main bearing oil temperature, supply Thrust bearing oil temperature, outlet Piston cooling oil temperature, outlet each cylinder Turbocharger bearing oil temperature Scavenge air temperature, piston underside
Code
AD AD AD AD AD A
T10.3529
Table G15 Interface signals for safety system; indirect inputs to safety system (analogue signals)
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G22
G.
In addition to the signal from the engine the following alarm signals from the remote control system to the ship alarm system are required as listed below: Any auxiliary blower failure; Remote control speed measurement failure; Remote control passive failure; Remote control failure; Emergency cylinder lubrication on; Safety speed measurement failure; Safety system operated; Safety system off / fail; Telegraph system failure.
G23
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G2.6.5
Location of terminal boxes and sensors
For location of terminal boxes on engine, sensors / actuators for remote control and safety system and
sensors for ship alarm system see figures G6 and G7.
Figures G6 and G7 show the location on the engine of the signals referred to in chapter G2.6.4.
310.004b
Fig. G6
Location of sensors / actuators for remote control and safety system.
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G24
G.
310.005b
Fig. G7
Location of sensors for ship alarm system.
G25
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G2.6.6
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 relatively short lengths between sensor and terminal box on the engine allows the use of 2 core cabling. The shipyard wiring can be done as 3 or 4 core connection. The use of at least 3 core cabling is recommended. Thermocouples: Thermocouples are connected to the engine mounted terminal boxes by 2 core compensat ing cables without screening. For the shipyard connections, compensating cables or reference temperature measure ment in the terminal box are to be applied. It is required that screened cabling is used in all cases between engine mounted terminal boxes and the alarm system.
The remote control and alarm system supplier is to provide a detailed wiring dia gram for a specific plant showing the actual cabling, cable routing and intermediate ter minals.
The cable core sections have to be calculated with respect to voltage drop when the cable length is known. The shipyard is to provide the remote con trol and alarm systems supplier with cable length details at the earliest opportunity to enable the volt age drop calculations to be made. Screened cables are to be used where indicated in the plant wiring diagrams. Wrtsil Switzerland Ltd recommends that cables carrying different current levels are routed separ ately through three cable ducts being at least 0.5 m apart and identified as follows: Power cables (Pwr): High voltage/current, e.g. power supplies, mo tors. High level signals (Hi): Signals with considerable current level, e.g. solenoid valves. Low level signals (Lo): Signals with minimal current level, e.g. switches, analogue voltage/current (420mA) signals, temperature signals.
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G26
G.
G3 G3.1
MAPEX family General
G3.2
MAPEX installation
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. Products of the MAPEX family complement and expand the functions of standard remote control and monitoring systems. Their features include monitoring, trend analysis, planning, management support for spare parts and maintenance. They are easy to install and use, and the savings they bring through increased efficiency and better perform ance, pay for themselves within a very short time. They provide the following: Improved engine performance thus less down time; Advanced planning of maintenance work; Management support for spare parts and maintenance; Expert knowledge at your fingertips; Full compatibility with satellite communica tions; Intelligent engine-management; Lower operating and maintenance costs.
Detailed installation instructions are given in the commissioning guides issued with the equipment. Instruction manuals are available for all MAPEX products listed in chapter G3.1.
The MAPEX family consists of the following prod ucts: MAPEX-PR SIPWA-TP MAPEX-SM MAPEX-TV MAPEX-AV MAPEX-CR (Piston-running Reliability) (Piston-ring Wear) (Spare parts & Maintenance) (Torsional Vibration detection) (Axial Vibration detection) (Combustion Reliability)
If you are interested in this options, please contact our representative or Wrtsil Switzerland Ltd, Winterthur, directly.
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G28
H.
General installation aspects
H1
Introduction
The purpose of this chapter is to provide informa tion to assist planning and installation of the en gine. It is for guidance only and does not super sede current instructions. If there are details of engine installation not covered by this manual please contact Wrtsil Switzerland Ltd, Win terthur, directly or our representative.
H1
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Marine Installation Manual H.
H2 H2.1
Dimensions and masses Engine

E V
F1 D T O
F2 F3
C M1 M2 K
F10.5216
N I A B
Fig. H1
Engine dimensions
Number of cylinders
Dimensions in mm with a tolerance of approx. 10 mm
6
A B C D E F1 F2 F3 G I K L M1 M2 N O T V 11 564
7
13 244
8
15 834
9
17 514 4480 1800 10 925 5920 *1) 12 880 13 000 12 315 2594 723 676 1944 1680 2590 1220 3460 8184 *1) 4020 *1)
10
19 194
11
20 874
12
22 554
Remarks: F1: F2: F3: M1: M2: *1)
Min. height to crane hook for vertical removal. Min. height to ceiling for vertical removal using a double-jib/special crane. Min. height to ceiling for tilted piston removal using a double-jib/special crane. Cylinder distance. Cylinder distance for the 8 to 12RTA96C engines at camshaft middle drive Dimensions valid for turbochargers ABB TPL85-B. For Mitsubishi MET turbochargers please contact WCH.
Table H1 Engine dimensions
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H2
H.
The following tables give the net engine and component masses calculated according to nominal dimen sions including turbochargers and scavenge air coolers, piping and platforms but without oil and water. The masses are specified for all ratings, please also refer to figure C5 Turbocharger and scavenge air cooler selection for individual data.
Number o f cylinders ABB TPL

Turbocharger types and numbers
6 Mass [t] 1160 ABB TPL 2x 85-B
7 Mass [t] 1290 ABB TPL 2x 85-B
8 Mass [t] 1470 ABB TPL 2x 85-B 3x 85-B
9 Mass [t] 1610 ABB TPL
10 Mass [t] ABB TPL
11 Mass [t] ABB TPL
12 Mass [t]
2x 85-B
3x 85-B
1760
3x 85-B
1910
3x 85-B
2050
1620
Table H2 Engine masses
H3
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Number of cylinders length

Bedplate including bearing girders
6 [m] 11.5
7 13.18
8 DE 8.23 FE 7.53 DE 85.2 FE 68.5
9 DE 6.55 FE 10.89 DE 72.0 FE 94.7
10 DE 8.23 FE 10.89 DE 85.2 FE 94.7 DE 8.95 FE 11.26 DE 132.4 FE 172.4
mass
[t]
114.7
129.0
length
Crankshaft
[m]
mass
Flywheel max. min.
[t] [t] [t] [m]
23 4.6
mass mass length
DE 7.35 FE 10.71 DE 60.41 FE 85.30
DE 10.71 FE 9.03 DE 85.40 FE 73.24
DE 10.71 FE 10.71 DE 85.40 FE 85.51
Engine frame, complete (mono block)
mass length
Tie rod
[t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t] [m] [t]
9.41 2.05
mass length
10.43 115.7
12.11 133.9
14.7 161.2
16.38 179.5 3.237 9.3 2.653 10.38 4.17 7.9 1.43 7.46 4.85 5.97
18.06 197.7
19.74 215.9
21.42 234.1
Cylinder block, complete with studs
mass height
Cylinder liner Cylinder cover, complete incl. start ing and fuel valve and incl. upper ring of water guide jacket Connecting rod, complete Crosshead, complete with guide shoes Piston, complete with rod Scavenge air receiver, complete with valves and covers max. Fuel injection pump without camshaft (unit for two cylinders) Camshaft per fuel injection pump incl. cams and one SKF clutch (unit for two cylinders) Exhaust valve, complete
mass height mass length mass length mass length mass length mass height mass max. length mass height mass
14.72 27.1
17.2 30.3 2.8
18.1 32.6
19.78 34.9
21.45 36.0
7 3360 5.03
7/4.4 3360 5.03
7 3115 4.82
7/4.4 3360 5.03 2.53 2.91
7 3360 5.03
7/4.4 3360 5.03
7 3360 5.03
Note: DE: refers to section on driving end FE: refers to section on free end Remark: For engine dimensions and masses see table H1 and table H2. For turbocharger and scavenge air cooler masses see chapter C3.
Table H3 Dimensions and masses of main components
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H4
H.
H2.2
Thermal expansion at the turbocharger expansion joint
Before expansion pieces, enabling connections between the engine and external engine services, are to be made it is important to take into account the thermal expansion of the engine. The expan sions are defined as follows (see also fig. H2): Transverse expansion (X) Distance from crankshaft centerline to the centre of gas outlet flange Vertical expansion (Y) Distance from bottom edge of the bedplate to the centre of gas outlet flange Longitudinal expansion (Z) Distance from engine bedplate aft edge to the centre of gas outlet flange
F10.5138
Table H4 shows the figures of the expected ther mal expansion from ambient temperature (T = 20C) 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:
Fig. H2
Dimensions X, Y, Z
6 2 TPL85 B11 (TC No 2) on request on request on request
7 2 TPL85 B11 (TC No 2) on request on request on request
8 2 TPL85 B12 (TC No 2) 4506 1.8 10826 4.4 11464 4.6
9 3 TPL85 B11 (TC No 3) 4506 1.8 10826 4.4 14824 6.0
10 3 TPL85 B11 (TC No 3) 4506 1.8 10826 4.4 16504 6.6
11 3 TPL85 B11 (TC No 3) 4506 1.8 10826 4.4 18184 7.3
12 3 TPL85 B12 (TC No 3) 4506 1.8 10826 4.4 19864 8.0
For details of engine pipe connections refer to chapter 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
System fluid
6
[kg] [kg] [kg] [kg]
7 on request on request on request on request
8
4052 3073 1240 8365
9
4451 3422 1240 9113
10
4667 3738 1680 10085
11
5424 4035 1680 11139
12
5604 4350 1680 11634
Cylinder cooling water Lubricating oil Water in scavenge air cooler(s) *1) Total of water and oil in engine *2) Remark:
on request on request on request on request
*1) The given water content is approximate; for exact data, please refer to table C1. *2) The above quantities include engine piping except scavenge air cooling.
Table H5 Fluid quantities in the engine
H2.4
Space requirements and dismantling heights
Crane requirements: An overhead travelling crane, of 11.5 met ric tonnes minimum, is to be provided for
normal engine maintenance.
The crane is to conform to the require ments of the classification society.
As a general guide 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. Refer to figure H3 Reduced piston dismantling height, figure H4 Space requirements and dis mantling heights for piston lifting (vertical), figure H5 Space requirements and dismantling heights for vertical piston lifting with double-jib/special crane, and figure H6 Space requirements and dis mantling heights for tilted piston lifting with double jib/special crane for details of dimensions required to enable installation and maintenance.
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H6
H.
H2.4.1
Reduced piston dismantling height
The following illustrations show the possibility of reducing the standard piston dismantling height using special tools and/or to tilt the piston.
Measurement from crankshaft centre line to lower edge of deck beam (handling tools, dismantling tolerances and crane dimensions included). This dimension is for guidance only and may vary depending on the crane manufacturer. This dimension is absolutely not binding. Please contact Wrtsil Switzerland Ltd, Winterthur, or any of its representatives if these values cannot be maintained, or more detailed information is required.
F10.1672 (222.485)
Minimum crane capacity [t]
Minimum dismantling heights - Values of F in mm With double-jib/special crane Vertical lift of piston *1) F1 12 880 Vertical lift of piston *2) F2 13 000 Tilted lift of piston *3) F3 12 315
11.5
Remark: *1) For more details, see Fig. H4
*2) For more details, see Fig. H5
*3) For more details, see Fig. H6
Fig. H3 Reduced piston dismantling height
H7
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297.947a
Fig. H4
Space requirements and dismantling heights for piston lifting (vertical)
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H8
H.
Note:
For this method of removal are required: 1. Special tools 2. Double-jib / special crane
*1) Depending on crane design
319.352
Fig. H5
Space requirements and dismantling heights for vertical piston lifting with double-jib/special crane
H9
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Note:
For this method of removal are required: 1. Two-piece elastic studs for cylinder cover on fuel pump side 2. Special tools 3. Double jib / special crane
*1) Depending on crane design
319.353
Fig. H6
Space requirements and dismantling heights for tilted piston lifting with double-jib/special crane
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H10
H.
H2.4.2
Dismantling of scavenge air cooler

4410 Beam
In order to facilitate the dismantling of the scavenge air coolers, an adequate lifting facility may be fore seen as shown in figure H7.
min. 5500 (12500)
293
2029
2518
660
4410
Beam
F10.5301
Fig. H7
Dismantling of SAC
H11
min. 5500
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H3
Outlines of engines of Sulzer RTA96C engines

This selection doesnt cover all variations of the RTA96C engines. The drawings of other combina tions (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 turbochargers.
H3.1
Outlines of engines fitted with 2 x TPL85-B turbochargers
339.537/339.538
Fig. H8
End elevation of 6- to 8-cylinder RTA96C engine with 2 x TPL85-B turbochargers
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H12
H.
H3.1.1
6RTA96C
Fig. H9
Exhaust side elevation and plan view of 6RTA96C with 2 x TPL85-B turbochargers
H13
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H3.1.2
7RTA96C
339.537
Fig. H10 Exhaust side elevation and plan view of 7RTA96C with 2 x TPL85-B turbochargers
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H14
H.
H3.1.3
8RTA96C
339.538
Fig. H11 Exhaust side elevation and plan view of 8RTA96C with 2 x TPL85-B turbochargers
H15
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H3.2
Outlines of engines fitted with 3 x TPL85-B turbochargers
014.755
Fig. H12 End elevation of 9 to 12 cylinder RTA96C engine with 3 x TPL85-B turbochargers
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H16
H.
H3.2.1
9RTA96C
014.755
Fig. H13 Exhaust side elevation of 9RTA96C with 3 x TPL85-B turbochargers
H17
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014.755
Fig. H14 Plan view of 9RTA96C with 3 x TPL85-B turbochargers
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H18
H.
H3.2.2
10RTA96C
319.177b
H19
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319.177b
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H20
H.
H3.2.3
11RTA96C
014.517
H21
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014.517
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H22
H.
H3.2.4
12RTA96C
281.837b
H23
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281.837b
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H24
H.
H4 H4.1
Platform and gallery arrangements End elevation for engines fitted with TPL85-B turbochargers
014.756
Fig. H21 End elevation for engines fitted with ABB TPL85-B turbochargers
H25
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H4.1.1
6RTA96C
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H26
Fig. H22 6RTA96C cylinder cover platform
H.
Fig. H23 6RTA96C upper platform with 2 x TPL85-B turbochargers

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

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H28
H.
H29
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Fig. H25 6RTA96C service platform
H4.1.2
7RTA96C
Exhaust side
Fuel side
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H30
114.577
Driving end
Free end
H.
Exhaust side
Fuel side
H31
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114.624
Driving end
Free end
Exhaust side
Fuel side
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H32
114.929
Driving end
Free end
H.
114.529
Exhaust side
Fuel side
H33
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Driving end
Free end
H4.1.3
8RTA96C
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H34
H.

H35
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H36
H.
H37
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H4.1.4
9RTA96C
Exhaust side
Fuel side
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H38
284.700
Free end Driving end
H.
Exhaust side
Fuel side
H39
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284.709a
Exhaust side
Fuel side
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H40
284.851
H.
Exhaust side
Fuel side
H41
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284.666
H4.1.5
10RTA96C
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H42
H.

H43
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H44
H.
H45
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H4.1.6
11RTA96C
Exhaust side
Fuel side
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H46
284.051
H.
Exhaust side
Fuel side
H47
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284.011
Exhaust side
Fuel side
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H48
284.156
H.
Exhaust side
Fuel side
H49
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284.042
H4.1.7
12RTA96C
Free end Exhaust side Fuel side
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H50
283.160
Driving end
H.
Exhaust side
Fuel side
H51
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281.854
Exhaust side
Fuel side
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H52
281.851b
H.
Exhaust side
Fuel side
H53
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283.152
H5 H5.1
Engine seating Introduction

terial as used for the chocks. The engine holdingdown stud is inserted in the sleeve and tightened in the same way as the normal studs. This hydrauli cally tightened holding-down stud is of the same design, except for the length, as the normal holding-down stud used to fasten the engine to the tank top. Drilling and reaming of the holes in the engine bedplate is carried out by the engine manufacturer. The thrust sleeves with the final tolerance and the holding-down studs are supplied by the shipyard.
The engine seating is integral with the double-bot tom structure and is to be of sufficient strength to support the weight of the engine, transmit the pro peller thrust, withstand external 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 chapter 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 posi tion.
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 increased accordingly. Please note: In any case, if the minimum thickness is less than 30 mm, the epoxy resin supplier must be consulted.
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 ma
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H54
H.
H5.2.3
Fitted stud
H5.2.4
Pouring of the epoxy resin chocks
H5.2.3.1 Fitting H5.2.4.1 Conditions before pouring

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. Engine fully aligned (refer to chapter L1.4). All side stoppers welded in place, wedges not fitted. When using thrust sleeves (refer to fig ure H52): Thrust sleeves and their accom panying holding down studs inserted into the corresponding holes with the nuts slightly tigh tened 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 (refer to figure H53 ): 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 (refer to fig ure H54): Sponge rubber plugs or similar in serted into bedplate where normal studs are applied.
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.
H5.2.3.3 Chock thickness H5.2.4.2 Pouring

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. 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 Sulzer diesel engines: Epocast 36, HA Springer Chockfast Resin Type PR610TCF (Chockfast Orange) EPY, Marine Service, Szczecin
H55
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H5.2.5
Tightening the holding down studs
The instructions of the epoxy resin manufacturers or their representatives concerning the curing period
must be strictly observed before any work on the engine foundation may proceed.
On completion of the curing period the supporting devices, i.e. jacking screws, jacking wedges, etc., must
be removed before the holding down studs are tightened.
All engine holding down studs are tightened by means of a hydraulic pre-tensioning jack. The tightening
procedure begins at the driving end and continues alternating from side to side in the direction of the engine
free end.
After tightening all engine holding down studs, fit the side stopper wedges.
Pre-tension force per stud Fv [kN] *1) 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 chapter J2, figure J8).
Table H6 Tightening pressures
H5.2.6
Engine foundation
Notes: For section AA refer to figure H51 For section BB refer to figures H65 to H71 For section CC refer to figures H52 and H53 For section DD refer to figure H54
F10.1869 (246.400)
Fig. H50 Engine seating and foundation
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H56
H.
Remarks:
Note: This is a typical example, other foundation arrangements may be possible. The lub. oil drain tank can also be designed without cofferdam.
246.401b
Fig. H51 Engine foundation for engine seating with epoxy resin chocks
H57
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H5.2.7
Engine holding down studs
Note: For parts list see table H7

246.405b
For section BB refer to figures H65 to H71
Fig. H52 Cross section of thrust sleeve with holding down stud and epoxy resin chocks
Note: For parts list see table H7

246.407b
For section BB refer to figures H65 to H71
Fig. H53 Cross section of fitted holding down stud with epoxy resin chocks
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H58
H. General installation aspects
Note: For parts list see table H7 For section BB refer to figures H65 to H71
246.405b
Fig. H54 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 955 Elastic bolt M64 x 905 Conical socket Conical socket Spherical round nut M64 Damming plate Sponge rubber sealing Sponge rubber plug Fitted stud M64 x 905 12 50 14 56 16 66 62 12 12 50 12 50 62 6 7 8 9 10 11 12 6 7 8 9 10 11 12 Remarks 114 90 114 114
Material and design determined by shipship yard These parts cover a standardized chock thickness of 30 mm up to 50 mm.
Execution with thrust sleeves 70 14 14 56 14 56 70 82 16 16 66 16 66 82 90 18 18 72 18 72 90 98 20 20 78 20 78 98 106 22 22 84 22 84 106 114 24 24 90 24 90 114 62 50 62 62
Execution with fitted studs 70 56 70 70 82 66 82 82 90 72 90 90 98 78 98 98 106 84 106 106
for chock geometry see figures H65 to H71 18 72 20 78 22 84 24 90 50 12 56 14 66 16 72 18 78 20 84 22 90 24
Table H7 Parts list for engine seating with epoxy resin chocks
H59
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003 Elastic bolt M64 x 955

004 Elastic bolt M64 x 905
Sharp edges removed 0.2 x 45
Bolt dimensions Pos.003 L = 955 Pos.004 L = 905
246.254e
004 Fitted stud M64 x 905

Sharp edges removed 0.2 x 45
246.415b
Note: For all position numbers refer to Figures H52, H53 and H54 and parts list Table H7.
Fig. H55 Holding down studs details
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H60
H.
001 Round nut M64 Sharp edges removed 0.2 x 45
008 Spherical round nut M64 Sharp edges removed 0.2 x 45
246.418 246.413
002 Sleeve Sharp edges removed 0.2 x 45
246.414
006 Conical socket Sharp edges removed 0.2 x 45
007 Conical socket Sharp edges removed 0.2 x 45
246.416
246.417
Note: For all position numbers refer to Figures H52, H53 and H54 and parts list Table H7.
Material for all parts: 34CrMo4
Fig. H56 Details of sleeve and conical washer.
H61
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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.
Number of cylinders 6
246.411
Number of side stoppers 8 8 10 12 12 14 14
7 8
Design 2
9 10 11 12
Note: For the arrangement of the side stoppers refer to Figures H58 through H64.
246.412
Fig. H57 Engine seating side stoppers
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H62
H.
Welded type side stoppers
246.882
H63
Flame-cut type side stoppers
246.888
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Fig. H58 6RTA96C engine side stopper arrangement
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246.882
H64
H.
246.888
H.
246.882
H65
246.888
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246.884
H66
H.
246.889
H.
246.884
H67
246.889
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246.886
H68
H.
246.890
H.
246.886
H69
246.890
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H5.2.9
H5.2.9.1
Plan view BB, refer to Fig. H50.
6RTA96C
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Chocking and drilling plan
H70 H.
Note:
For details G refer to Fig. H57 Engine seating side stoppers
For view XX and details Y see Fig. H72
For dimension D of chocks see Table H8
Remark:
Dimensions marked with (*) are with tolerance 1 for thrust sleeves only.
246.402b
Fig. H65 6RTA96C chocking and drilling plan for engine seating with epoxy resin chocks
H.
H5.2.9.2
7RTA96C
H71
Note:
Remark:
246.402b
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H5.2.9.3
8RTA96C
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H72 H.
Note:
Remark:
246.402b
H.
H5.2.9.4
Plan view BB, refer to Fig. H50
9RTA96C
H73
Note:
Remark:
246.403b
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H5.2.9.5
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10RTA96C
H74 H.
Note:
For view XX, and details Y see Fig. H72
Remark:
246.403b
H.
H5.2.9.6
11RTA96C
H75
Note:
Remark:
246.404b
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H5.2.9.7
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12RTA96C
H76 H.
Note:
Remark:
246.404b
H.
Dimensions of epoxy resin chocks *1) Number of cylinders Max. permanent mean surface pres sure of chock *2) (N/mm2) 6 7 8 9 10 11 12 4.5 4.5 4.5 4.5 4.5 4.5 4.5 Total chock length Required chock depth Total net chocking area (cm2) 745 715 680 670 660 655 650 150 050 166 600 189 550 207 100 224 050 242 250 260 150 Required quantity of epoxy resin material *3) min.
3)
(mm) 10 375 11 935 14 285 15 845 17 405 18 965 20 525 D D D D D D D
(mm)
max. 753 837 952 1040 1126 1217 1307
456 503 (dm 573 626 677 732 787
Remark:
*1) For the layout is taken into consideration: 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.
*3) Referring to a standardized chock thickness of 30 up to 50 mm.
Table H8 Details and dimensions of epoxy resin chocks
Number of cylinders
Total number of holes
Execution with thrust sleeves (see Fig. H72) No. 12 14 16 18 20 22 24 A (mm) 114 114 114 114 114 114 114 +3 0 +3 0 +3 0 +3 0 +3 0 +3 0 +3 0 No. 50 56 66 72 78 84 90 B (mm) 742 742 742 742 742 742 742 No. 12 14 16 18 20 22 24
Execution with fitted studs (see Fig. H72) A (mm) 62 62 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 pre-drilled for 65H7 pre-drilled for 65H7 No. 50 56 66 72 78 84 90 B (mm) 742 742 742 742 742 742 742
6 7 8 9 10 11 12
62 70 82 90 98 106 114
Table H9 Number and diameter of holes drilled into top plate
Execution with thrust sleeves

246.402/246.881
Execution with fitted studs
Fig. H72 Drilling plan details
H77
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H5.3
Engine alignment tools

Section AA
Arrangement for pre-align ment with hydraulic jack
Section BB
Arrangement for final alignment with wedge
246.382a
Fig. H73 Alignment with hydraulic jack and wedge

Position 001 002 003 004 Description Hydraulic jack Supporting wedge Jacking screw M70x2 Sponge rubber ring 6 cyl. 6 16 42 30 7 cyl. 8 18 48 34 8 cyl. 10 22 58 42 9 cyl. 10 24 64 46 10 cyl. 12 26 70 50 11 cyl. 12 28 76 54 12 cyl. 14 30 82 58
Table H10 Parts list for wedge, hydraulic jack and jacking screw
Execution with jacking screw M70x2
Note: Provide thread protection (Pos. 004), to allow easy removal after pouring of chocks, to jacking screws applied at positions marked with an asterisk (*) in the following drawings Fig. H75 to Fig. H81.
246.388b
Fig. H74 Arrangement with jacking screw (optional).
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H78
H.
Alignment using wedge and hydraulic jacks
H5.3.1
Position of engine alignment tools
246.382a
Note: for cross section AA and BB see Fig. H73 Alignment using jacking screws
H79
246.388b
Note: for marked (*) dimensions and cross section AA see Fig. H74
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Fig. H75 Position of engine alignment tools for 6RTA96C
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246.382a
H80
H.
246.388b
H.
246.383a
H81
246.389b
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246.383a
H82
H.
246.389b
H.
246.384a
H83
246.390b
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246.384a
H84
H.
246.390b
H.
246.385a
H85
246 391b
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H6
Engine coupling
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. 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 clear ance.
Figures H82 and H83 give a dimensioned crosssection of the engine coupling showing the ar rangement 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
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H86
H.
298.385
Fig. H82 Engine coupling fitted bolt arrangement
Number of cylinders Number of fitted bolts
6 16
7 18
8 20
9 20
10 20
11 22
12 24
Table H11 Quantity of engine coupling fitted bolts
H87
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Recommended design of bolts and nuts for crankshaft coupling
298.385
Fig. H83 Detail of coupling bolt and nut
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H88
H.
246.379
Fig. H84 Engine coupling and flywheel casing
H89
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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 installa tion.
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H90
H.
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 H86.
Figures H85 and H86 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 H87 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. H85 Shaft earthing arrangement
F10.4355
Fig. H86 Shaft earthing slip-ring arrangement
H91
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F10.4356
Fig. H87 Shaft earthing with condition monitoring facility
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H92
H.
H8 H8.1
Engine stays Introduction H8.2 H8.2.1 Stays arrangement Installation of lateral and longi tudinal stays hydraulic and friction
Ship vibrations and engine rocking caused by the engine behaviour (as covered in chapter E Engine dynamics) are reduced by fitting longitudinal and lateral stays. The five-cylinder engines are liable to strong crankshaft axial vibrations throughout the full load speed range, leading to excessive axial and longitudinal vibration at the engine top. Lateral components of forces acting on the crossheads re sult in pulsating lateral forces and side to side or lateral rocking of the engine. This lateral rocking may be transmitted through the engine-room bot tom 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. In some installations with five-cylinder engines, es pecially those coupled to very stiff intermediate and propeller shafts, the engine foundation can be excited at a frequency close to the full load speed range resonance. This leads to increased axial (longitudinal) vibrations at the engine top and as a result, to vibrations in the ships structure. See chapter E Engine dynamics. The table Countermeasures for dynamic effects in chapter E indicates in which cases the installa tion of lateral and longitudinal stays are to be con sidered.
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. For hydraulic type stays refer to figure H90 and for friction type stays see figure H91.
Two longitudinal stays of the friction type are in stalled on engine free-end, if necessary see chapter E Engine dynamics. The arrangement of the longitudinal friction stays is available on request.
H93
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H.
H8.2.2
Hydraulic stays details

The table Countermeasures for dynamic effects in chapter E indicates in which cases the installation of lateral and longi tudinal stays are to be considered.
Note: For views A, D, E and dimensions

246.440c
refer to figure H89.
Fig. H88 Arrangement of hydraulic stays
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H94
H.
246.440c
Fig. H89 Lateral stay details hydraulic type
H95
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H8.2.3
Friction stay details
The table Countermeasures for dynamic ef fects in chapter E indicates in which cases the installation of lateral and longitudinal stays are to be considered.
Note: For view A and dimensions

246.812b
refer to figure H91.
Fig. H90 Arrangement of friction stays
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H96
H.
246.812b
Note: Valid only for executions with TPL85-B or MET83SE turbochargers

Position of attachment points (mm)
Remarks
for 6RTA96C to 12RTA96C engines equipped with TPL85-B or MET83SE turbochargers

A 980 B 2770 H1 6215 0 100 C 980 D 2770 H2 6215 0 100 X min. 1500 max. 3400
For cases of application please refer to chapter E Engine dynamics. X: Clear width between engine and ship side Xmin.= 1500 mm = 1500 mm Xmax. = 3400 mm
Exhaust side driving end
Exhaust side free end
Requirements for ship side attachment point Max. force acting on ships hull (per stay) Minimum stiffness Permissible deflection per 100 kN Fd kmin. Defmax. (kN) (N/m) (mm)
Lateral +/ 140 0.5 x 109 0.2
Fig. H91 Lateral stay details friction type
H97
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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 the drawings of section F5 Engine pipe connec tions 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 MassVolume [m3/cyl.] Mass [kg/cyl.] 30
Bottle
Recommended total number of fire extinguishing bottles Number of cylinders
Size [kg] 45
6 4
7 5
8 6
9 6
10 7
11 8
12 8
Carbondioxide
Table H12 Recommended quantities of fire extinguishing medium
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H98
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 new annex re gulations have been introduced to reduce or pro hibit certain types of emissions from ships. One of these regulations prescribes the maximum allow able emissions of nitrogen oxides (NOx) by en gines installed 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 allowed 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 final draft to An nex VI has been adopted. The protocol of the con ference is not ratified yet. But the regulations will come into force backdated. Therefore the regulations on NOx emissions are applicable (with exceptions stated in the regula tions) to all engines with a power output of more than 130 kW which are installed on ships con structed on or after 1st January 2000. The date of construction is the date of keel laying of the ship. Engines in older ships do not need to be certified unless they are subjected to major modifications which would significantly alter their NOx emission characteristics.
I1
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Marine Installation Manual I.
Engine emissions
I1.1.5
Procedure for certification of engines
Engine power [% R1] 100
R1 Low NOx tuning
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.
RTA96C engines
95 R3 90 85
extended measures
80
75
I1.2
Measures for compliance with the IMO regulation
70 R4 R2 Engine speed [% R1] 100
The rating field of the Sulzer RTA96C is divided into two areas as shown in figure I2 and comprises the following measures:
65 70
75
80
85
90
95
I1.2.1
Low NOx Tuning
Fig. I2
Sulzer RTA96C: 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 the IMO NOx re gulation is fulfilled by extended measures, which are still in development and not available at the mo ment. For further information please do not hesi tate 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
14RTA96C 100
100
6RTA96C
90
14RTA96C 6RTA96C
80
80
70
70
60
20 30 40 50 NR60
50 31.5 63 125 250 500 1k 2k Octave band centre frequency in [Hz] 4k 8k
F105292
Average values Lp in dB in comparison with ISOs NR-curves and overall average values LpA in dB(A), at nominal MCR.
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
14RTA96C
120
6RTA96C
110
110
100
100
90
14RTA96C 6RTA96C
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
F10.5293
Average values Lp in dB in comparison with ISOs NR-curves and overall average values LpA in dB(A), at nominal MCR; at 1m distance from the edge of the exhaust gas pipe opening at an angle of 30 to the gas flow. Exhaust gas system without boiler and silencer.
Engine exhaust gas sound pressure level at funnel top
Fig. I4
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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
14RTA96C 6RTA96C
40
50
30
31.5
63
125
250
500
1k
2k
4k
8k
16k
Octave band centre frequency in [Hz]

F10.5294
Structure borne noise level Lv in dB at nominal MCR.

Structure borne noise level at engine feet vertical
Fig. I5
I5
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Engine emissions
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I6
J.
Tools
J1
Introduction
Chapter J is organised as follows: Standard tools (J2) Tools and devices required for routine main tenance operations on the engine. Optional tools (J3) Tools categorized as follows: Recommended special tools, additional tools recommended by Wrtsil Switzerland Ltd, which will allow certain maintenance oper ations to be carried out more efficiently than with the use of standard tools. Special tools available on loan, initially loaned for transportation and erection of the engine. They are returned to the engine manu facturer after completion of engine erection. Turbocharger tools (J4) Tools recommended by the turbocharger manufacturer and stored separately from all other engine tools. 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 spanner Mass:
Code No.: Location:

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

Purpose: Size:
93.7462
AF: 65, 70, 75, 80, 85, 95, 110
1x
Open-end impact spanner Mass:
Code No.: Location:

Purpose:
Size: AF 110
93.7463
15 x
Impact ring spanner Mass:
Code No.: Location:

Purpose: Size:
AF 27, 30, 32, 36, 41, 46, 50, 55, 60, 65, 70, 75, 85, 95, 110
93.7464
11 x
Allen wrench Mass:
Code No.: Location:

Purpose:
Size:
AF: 5, 6, 8, 10, 12, 14, 17, 19, 22, 24, 27
93.7465
Fig. J1
Standard tools 1
25.72.07.40 Issue V.04 Rev. 0
J2
J.
Tools
3x
Right angle screwdriver Mass:
Code No.: Location:

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

Purpose: for pre-tensioning jacks Size: 3 of each diameter:
7 mm 7.5 mm 9 mm 15 mm 20 mm
93.7467
6x
Eye bolt Mass:
Code No.: Location:

Purpose:
Size: M16 x 145
93.7468
7x
Hexagon plug spanner Mass:
Code No.: Location:

Purpose:
Size:
AF: 11, 12, 14, 17, 19, 22, 27
93.7469
Fig. J2
Standard tools 2
J3
25.72.07.40 Issue V.04 Rev. 0
J.
Tools
3x
Snap ring tongs Mass:
Code No.: Location:

Purpose: Size: 1 of each type:
C 8
C 19
C 40
93.7470
3x
Snap ring tongs Mass:
Code No.: Location:

Purpose: Size: 1 of each type
A 10
A 19
A 40
93.7471
64 x
Eye bolt Mass:
Code No.: Location:

Purpose: Size:
8 of each size: M10, M12, M16, M20, M24, M30, M36 4 of size: M42 4 of size: M48
93.7472
4x
Eye nut Mass:
Code No.: Location:

Purpose:
Size: 4 of M48
001.584/97
Fig. J3
Standard tools 3
25.72.07.40 Issue V.04 Rev. 0
J4
J.
Tools
10 x
Grip screw Mass:
Code No.: Location:

Purpose: Size: 2 of each size:
M4 x 150 M5 x 150 M6 x 150 M8 x 150 M10 x 150
93.7474
8x
Puller Mass:
Code No.: Location:
Purpose: for taper and cylindrical dowels and pins Size: 1 of each size: M4, M5, M6, M8, M10, M12, M16, M20
93.7475
1x
High pressure grease gun Mass:
Code No.: Location:
Purpose: for lubricating grease nipples on fuel injection pump regulating linkage Size:
93.7476
2x
Torque wrench Mass:

93.7477
Code No.: Location:

Purpose: Size:
1 of each size: 3/8, 1/2 with extension and socket spanner 3/8 AF10
96.7614
Fig. J4
Standard tools 4
J5
25.72.07.40 Issue V.04 Rev. 0
J.
Tools
1x
Tool box Mass:

93.7478
Code No.: Location:
Purpose: (only supplied upon customers specific order) Size: with a universal set of hexagon head drivers 1/2
1 of each across flats (AF): 4, 5, 6, 8, 10, 12, 14, 17, 19
93.7479
1x
Testing device Mass: 3.7 kg
d c
Code No.: Location:

Purpose: for pneumatic elements Size: a) b) c) d) e) f) g) h)
Air pump
Pressure gauge 04 bar
HP hose
Setting tool
Measuring connection M12x1
Measuring connection M14x1
98.7122
2x
Torque wrench Mass: 10.3 kg/piece
Code No.: Location:

Purpose: Size:
with 2 slip-in open-end spanner AF50 and AF63 Size: X = 930 mm and 1380 mm
2x
Spur geared chain block Mass: 333 kg/piece
Code No.: Location:

Purpose: Carrying capacities:
4000 kg and 6000 kg
Fig. J5
Standard tools 5
25.72.07.40 Issue V.04 Rev. 0
J6
005.657/98 99.7385
1 of each measuring range: 140620 Nm

5001300 Nm
J.
Tools
1x
Inside micrometer Mass:
Code No.: 94101 Location:

Purpose: Size: including case
93.7480
Measuring range 501010 mm
1x
Extension Mass:
Code No.: 94101a Location:

Purpose: Size: Length 480 mm
93.7481
X
2x Double pre-tensioning jack Mass: 39 kg/piece
Code No.: 94114 Location: A
Purpose: for tensioning the waisted studs to the main bearing, including a metal box Size: X = 296 mm
008.544/01
1x
Lifting tool Mass:

008.541/01
Purpose: for removal and fitting of the main bearing shell Size: X = 320 mm
2x
Roller support Mass: 12.3 kg/piece

97.7301
Purpose: for removal of the main bearing Size: X = 114 mm
Fig. J6
Standard tools 6
J7
25.72.07.40 Issue V.04 Rev. 0
J.
Tools
1x
Turning-out device Mass: 4 kg
Code No.: 94118b Location:
Purpose: for removal and fitting of a broad main bearing shell Size: X = 394 mm
X
008.542/01
1x
Turning-out device Mass: 4.5 kg
Code No.: 94118c Location:
Purpose: for removal and fitting of a narrow main bearing shell Size: X = 436 mm
1x
Turning-out device Mass: 4.3 kg
Code No.: 94118d Location:
X
008.545/01
Purpose: for removal and fitting of the last main bearing shell at free end Size: X = 422 mm
1x
Lifting yoke Mass: 4.4 kg
X
000.768/99
Purpose: for removal and fitting of a main bearing shell Size: X = 390 mm
1x
Lifting eye bolt Mass:

With collar nut M24
005.933/00
Fig. J7
Standard tools 7
25.72.07.40 Issue V.04 Rev. 0
J8
J.
Tools
15 x
Wire rope Mass:
Code No.: 94120b through 94120p Location:
Purpose: with a shackle for removal and fitting of main bearing cover and shell 2x 94120b Size: 10 mm 1x 94120c Size: 10 mm 1x 94120d Size: 10 mm 1x 94120e Size: 10 mm 1x 94120f Size: 10 mm 1x 94120g Size: 10 mm 1x 94120h Size: 10 mm 1x 94120i Size: 10 mm 1x 94120k Size: 10 mm 1x 94120l Size: 10 mm 1x 94120m Size: 10 mm 1x 94120n Size: 10 mm 1x 94120o Size: 10 mm 1x 94120p Size: 10 mm X = 300 mm X = 500 mm X = 600 mm X = 800 mm X = 1000 mm X = 1200 mm X = 1500 mm X = 1600 mm X = 1700 mm X = 1900 mm X = 2000 mm X = 2200 mm X = 2800 mm X = 3200 mm
005.932/00
1x
Wire rope Mass:

008.551/01
Code No.: 94120q Location:
Purpose: with two shackles for removal and fitting of main bearing cover and shell Size: 10 mm X = 1000 mm
1x
Wire rope Mass:

008.551/01
Code No.: 94120r Location:
Purpose: with two shackles for removal and fitting of main bearing cover and shell Size: 6 mm X = 400 mm
1x
Feeler gauge Mass:

93.7485

Purpose:
Size: Blade length 100 mm
Fig. J8
Standard tools 8
J9
25.72.07.40 Issue V.04 Rev. 0
J.
Tools
1x
Special feeler gauge Mass:

93.7486

Purpose: for main bearing Size: X = 625 mm
1x
Depth gauge Mass:

Size:
measuring range 250 mm
1x
Depth gauge Mass:

93.7487

Size:
measuring range 700 mm
X
1x Support Mass: 279 kg
Purpose: for the removal of main bearing shells Size: X = 1430 mm

96.7834
2x
Working platform Mass: 86 kg/piece

Consisting of three grids each Size: X = 1150 mm
93.7489
Fig. J9
Standard tools 9
25.72.07.40 Issue V.04 Rev. 0
J10
J.
Tools
2x
Mounting panel Mass: 4 kg/piece

Size: X = 920 1170 mm
298.348c
X
1x Pre-tensioning jack Mass: 13.7 kg
Purpose: for foundation bolts and engine stays,

including a metal box
Size: X = 170 mm
1x
Ladder Mass: 16.7 kg
96.7835
Purpose: for working in the crankcase Size: X = 1550 mm
97.7861
1x
Turning-out device with screws Mass: 29 kg
Purpose: for removal of thrust bearing pads (6 and 7 cyl. engines with one-part gear wheel) Size: X = 266 mm
96.7521
1x
Turning-out device with screws Mass: 17.1 kg
Purpose: for removal of thrust bearing pads (6 and 7 cyl. engines with two-part gear wheel) Size: X = 266 mm
96.7676
Fig. J10 Standard tools 10
J11
25.72.07.40 Issue V.04 Rev. 0
J.
Tools
1x
Turning-out device with screws Mass: 12.8 kg
Purpose: for turning out thrust bearing pads of 8 to 12 cylinder engines Size: X = 331 mm
97.7304
2x
Hydraulic pre-tensioning jack Mass: 272 kg/piece
Purpose: for tie rods, including a metal box Size: X = 500 mm
96.7837
1x
Device Mass: 298 kg
Purpose: for fitting and transporting a cylinder liner consisting of:
Location:
Purpose:
Size: X = 400 mm
2 x Suspension strap with 2 screws each Code No.: 94206 Location:

Purpose:
Size: X = 275 mm
1 x Suspension bracket Code No.: 94202
Mass:
Mass:
94202
94206
96.7859
94207
Mass:
2 x Special screw Code No.: 94207 Location:
Purpose: for screwing the straps 94206 to the cylinder liner

Size:
25.72.07.40 Issue V.04 Rev. 0
J12
J.
Tools
4x
Suspension strap with screws M20x25 Mass:
Purpose: for removal and fitting of antipolishing ring (only for

engines provided with antipolishing ring)
Size: X = 146 mm
005.928/00
1x
Hydraulic tensioning device Mass: 900 kg
Purpose: with connecting elements for tensioning the cylinder cover studs, consisting of:
a) pre-tensioning jacks
b) high pressure hoses, 900 mm long
c) suspension device
d) piston reset devices
Size:
a
97.7047
1x
Ladder Mass: 6 kg
Purpose: for measuring cylinder liner bore Size: X = 3600 mm
93.7497
J13
25.72.07.40 Issue V.04 Rev. 0
J.
Tools
1x
Measuring device Mass: 7.2 kg
Purpose: for measuring the cylinder liner bore

(accessory for it: inside micrometer tool 94101)
Size: X = 3246 mm
93.7498
1x
Feeler gauge Mass:
93.7499
Purpose: for checking the bearing clearances Size: 10 leafs each 600 mm in length
1x
Hydraulic tensioning device Mass: 224 kg
Purpose: for exhaust valve cage,

consisting of two pre-tensioning jacks
96.7836
1x
Thrust pin Mass: 33.3 kg

Purpose: for exhaust valve Size: X = 617 mm
93.7501
1x
Valve seat fitting and extracting device Mass: 204 kg
Purpose:
Size: X = 810 mm
X
93.7502
25.72.07.40 Issue V.04 Rev. 0
J14
J.
Tools
1x
Valve protector Mass: 93 kg

001.425/97
Purpose: only to be applied for transporting a complete exhaust valve Size: X = 750 mm
X
2x Jack screw Mass:
Purpose: for guide bush of exhaust valve

Size: M16 x 150
000.413/93
1x
Suspension device Mass: 129 kg
Purpose: for cylinder cover and exhaust valve cage Size: X = 1000 mm a = 2 special eye nuts
X = 365 mm
b = 3 protection caps
X = 110 mm
X
X
b
a a
96.7523
1x
Device Mass: 12.3 kg
Purpose: for overhauling the fuel injection valve seat in the

cylinder cover
Size: X = 565 mm
97.7046
J15
25.72.07.40 Issue V.04 Rev. 0
J.
Tools
1x
Protection cap Mass:
Purpose: for injection valve (1 piece each nozzle)

Size: X = 110 mm
97.7388
1x
Test bench Mass: 580 kg
Purpose: for setting and testing of: injection valve relief valve for cylinder cover relief valve of the injection pump Size: X = 2030 mm
96.7866
1x
Valve seat grinding machine complete with pneumatic drive

Mass: 224 kg
Code No.: 94278

Location:
Purpose:
Size:
96.7572
1x
Milling cutter Mass: 12 kg
Purpose: for cleaning pilot receiving cone in the valve guide bush
Size:
93.7615
25.72.07.40 Issue V.04 Rev. 0
J16
J.
Tools
1x
Gauge
Location:
Purpose: for checking wear and on the exhaust valve seat

Size: X = 220 mm
97.7305
1x
Rotation device Mass: 680 kg
Code No.: 94279
Mass:
Purpose: for valve cage (to be used on fitting, dismantling and

grinding operations)
Size: X = 1510 mm
001.632/97
1x
Gauge Mass:
Purpose: for for checking wear on disc of the exhaust valve

spindle
Size: X = 290 mm
96.7817
1x
Crank web deflection checking set in wooden box Mass:
93.7505
Purpose:
Size: X = 364 mm
J17
25.72.07.40 Issue V.04 Rev. 0
J.
Tools
2x
Pre-tensioning jack Mass: 73 kg/piece
Purpose: for tensioning connecting rod studs to bottom end

bearing, including a metal box
Size: X = 330 mm
2x
Pre-tensioning jack Mass: 37.1 kg/piece
Purpose: for tensioning studs to connecting rod top end

bearing, including a metal box
Size: X = 245 mm
96.7838
4x
Retaining pin
Location:
Purpose: to prop up crosshead guide shoes when removing or

fitting a connecting rod or a crosshead
Size: X = 125 mm
93.7508
1x
Cover and lifting plate Mass: 146 kg
Purpose: to the crosshead

Size: X = 495 mm
Code No.: 94323
Mass: 4.9 kg/piece
93.7509
2x
Holder Mass: 2.4 kg/piece
Purpose: for removal of crosshead guide shoe

Size: X = 70 mm
97.7308
X
2x Guide piece Mass: 2.8 kg/piece
Purpose: for removal of crosshead guide shoe

Size: X = 70 mm
97.7309
X
25.72.07.40 Issue V.04 Rev. 0
J18
J.
Tools
1x
Supporting frame Mass: 224 kg

Size: X = 1892 mm
1x
Supporter Mass: 32 kg
Purpose: for removal and fitting of connecting rod
97.7310
Purpose: with roller for removal and fitting of connecting rod Size: X = 580 mm
97.7311
1x
Lifting device Mass: 42 kg
Purpose: for removal and fitting of connecting rod

Size: X = 1000 mm
97.7312
1x
Roller support Mass: 181 kg
Consisting of 2 support elements Purpose: for removal and fitting of connecting rod, and for inspection of the bearing shell of the top end bearing Size: X = 1955 mm
99.7386
J19
25.72.07.40 Issue V.04 Rev. 0
J.
Tools
1x
Carrying roller Mass: 85 kg
Purpose: for removal and fitting of connecting rod, and for

inspection of bearing shell of top end bearing
Size: X = 300 mm
97.7314
1x
Purpose: to working piston for removal of top end

bearing cover
Consisting of:
2x Suspension strap Code No.: 94333a Location:
Purpose:
Size: X = 180 mm
Mass:
2x Wire rope with hook Code No.: 94333b Location:

Purpose:
Size: X = 1856 mm
Mass:
2x Eye bolt M36 Code No.: 94333c Location:

Purpose:
Size:
Mass:
97.8036
1x
Piston ring expander Mass: 3.6 kg

Purpose:
Size: X = 324 mm
93.7510
25.72.07.40 Issue V.04 Rev. 0
J20
J.
Tools
1x
HYTORC torque machine Mass: 3.9 kg
Purpose: with HP-hose c for tightening screwed connection of crosshead and guide shoe, including a metal box
1x
Reaction arm for HYTORC torque machine Mass:
97.7315

Size: X = 76 mm
97.7315
1x
Socket wrench insert for HYTORC torque machine AF 55 Mass:

Size: X = 87 mm
97.7317
2x
Pre-tensioning jack Mass: 11.6 kg/piece
Purpose: for piston rod screw connection, including a metal box Size: X = 160 mm
705603/F101168
1x
Piston suspension device Mass: 89 kg

Purpose: Size: X = 811 mm
96.7860
1x
Insertion funnel Mass: 113 kg

Purpose: for fitting piston Size: X = 1210 mm
93.7512
J21
25.72.07.40 Issue V.04 Rev. 0
J.
Tools
1x
Insertion funnel Mass: 122 kg
Purpose: for fitting piston (only for engines provided with antipolishing ring) including 2 holders; 2 screws M16x35; 2 screws M48x65 Size: X = 1187 mm
005.923/00
2x
Distance holder Mass: 6 kg/piece
Purpose: for removal and fitting of piston rod gland box and piston Size: X = 600 mm
96.7861
X
1x Taper ring Mass: 7.7 kg
Purpose: for fitting scraper rings

Size: X = 500 mm
93.7514
1x
Clamp ring
Location:
Purpose: for tool 94345a

Size: X = 75 mm
93.7515
2x
Gauge Mass:

Purpose: for fitting scraper rings Size: X = 490 mm
93.7516
25.72.07.40 Issue V.04 Rev. 0
J22
Code No.: 94345b
Mass: 5.4 kg
J.
Tools
1x
Cover plate Mass: 79 kg
Purpose: for covering bore of the gland box in the cylinder jacket (when piston and gland box are removed) Size: X = 792 mm
93.7517
1x
Propping device Mass: 28 kg
Purpose: consisting of 4 supports for changing compression shims Size: X = 700 mm
008.552/01
1x
Threading tap M27 Mass:
Purpose: for cleaning carbon deposits in threaded holes of the

piston crown
Size:
93.7519
2x
Device Mass: 393 kg/piece
Purpose: for supporting piston and removal of the piston rod gland Size: X = 800 mm
705603/F101196
J23
25.72.07.40 Issue V.04 Rev. 0
J.
Tools
2x
Jacking screw Mass:
Purpose: for separating piston crown from piston skirt Size: X = M20
705603/F101198
2x
Jacking screw Mass:
Purpose: for separating piston skirt from piston rod Size: X = M24
705603/F101198
X
1x Template Mass: 1.6 kg
Purpose: for shape of top of piston crown

Size: X = 1030 mm
97.7055
1x
Template Mass: 1.3 kg
Purpose: for shape of top of piston crown (for use with working piston in situ) Size: X = 1115 mm
97.7056
6x
Adjusting device Mass: 9.8 kg/piece

705603/F101217
Purpose: for alignment of intermediate gear wheel to camshaft drive Size: X = 270 mm
25.72.07.40 Issue V.04 Rev. 0
J24
J.
Tools
1x
Tightening device Mass: 27 kg
Purpose: for two-part gear wheel on crankshaft

(supplied only for engine equipped with two-part gear
wheel on crankshaft)
Size: X = 150 mm
Consisting of:
94412a
1x Clamping fork with holder Code No.: 94412a Mass: Location:

Purpose:
2x Impact ring spanner AF 75 Code No.: 94412b Mass: Location:

Purpose:
94412d
94412e
94412c
Mass:
94412b
1x Forked piece Code No.: 94412c Location:

Purpose:
1x
Hydraulic ram 44.8 Nm ENERPAC RC-57

Code No.: 94412d
Mass: Location:
96.7552
Purpose:
1x Holding wrench AF 75 Code No.: 94412e Mass: Location:

Purpose:
1x
Clamp device Mass:
Purpose: for reversing servomotor Size: X = 100 mm

93.7531
2x
Retaining clip
Location:
Purpose: for locking camshaft driving wheel Size: X = 820 mm
97.7319
J25
25.72.07.40 Issue V.04 Rev. 0
Code No.: 94420
Mass: 5.9 kg/piece
J.
Tools
2x
Support Mass: 74 kg/piece
Purpose: for removal and fitting camshaft driving wheel on its

journals, with 2 tension bolts,
2 supporting screws M30x120 and nuts
Size: X = 1100 mm
97.7320
2x
Holding strap Mass: 9 kg/piece
Purpose: for locking of a camshaft section Size: X = 560 mm
97.7321
2x
Support Mass: 76 kg/piece
Purpose: for removal and fitting of a camshaft section,

with 2 tension bolts, 2 supporting screws M30x120
and nuts
Size: X = 1200 mm
97.7324
1x
Support Mass: 78 kg
Drwg. No.: 94423a Location:
Purpose: for removal and fitting of camshaft end section, with 2

supporting screws M30x120 and nuts for 7 and 9 cyl.
engines
Size: X = 1490 mm
97.7325
25.72.07.40 Issue V.04 Rev. 0
J26
J.
Tools
1x
Support Mass: 78 kg
Drwg. No.: 94423b Location:
Purpose: for removal and fitting of camshaft end section, with 2 supporting screws M30x120 and nuts for 7 and 9 cyl. engines, also for 2nd section of 9 cyl. engines Size: X = 1490 mm
97.7326
1x
Longitudinal beam Mass: 37 kg
Drwg No.: 94423c Location:
Purpose: for removal and fitting of camshaft section of 7, 9 and 11 cylinder engines Size: X = 1560 mm
97.7327
1x
Hydraulic jacking tool Mass: 189 kg
Purpose: for for mounting all hydr. locking elements on the camshaft, including a metal box accessory to it: 2 screws M10x20 6 screws M24x210 8 screws M30x220 6 washers 50 mm 8 washers 60 mm Size: X = 630 mm
96.7839
1x
Intermediate ring Mass: 22.3 kg
Purpose: for the hydraulic jacking tool 94424 Size: X = 590 mm
J27
25.72.07.40 Issue V.04 Rev. 0
J.
Tools
1x
Guide ring Mass: 11 kg
Purpose: for the hydraulic jacking tool 94424 Size: X = 630 mm
96.7841
X
1x Connecting branch Mass:
Purpose: for mounting hydr. locking elements on camshaft

Size: X = 247 mm
96.7686
1x
Connecting branch
Location:
Purpose: for setting cams of fuel injection pump and actuator
pump
Size: X = 198 mm
96.7687
1x
Centering disc Mass: 19 kg
Code No.: 94427
Mass:
Purpose: for positioning hydraulic jacking tool 94424 on camshaft when mounting a flange coupling Size: X = 390 mm
96.7842
1x
Device Mass: 13.3 kg

96.7845
Purpose: for cutting out exhaust valve actuator pump (1 piece per pump) Size: X = 356 mm
25.72.07.40 Issue V.04 Rev. 0
J28
J.
Tools
1x
Suspension strap Mass: 2.3 kg
Purpose: for actuator cam and fuel cam Size: X = 60 mm

93.7543
1x
Cam setting template Mass: 7.5 kg

Purpose: for setting the cams Size: X = 610 mm
93.7544
1x
Round bar Mass:

96.7689

Purpose: for setting fuel cam
Size: X = 500 mm
1x
Plug spanner Mass: 1.8 kg

Purpose: for setting actuator cam Size: X = 790 mm
96.7690
1x
Device Mass: 2.9 kg
Purpose: for measuring plunger stroke Size: X = 594 mm
96.7540
J29
25.72.07.40 Issue V.04 Rev. 0
J.
Tools
2x
Device Mass: 2.5 kg/piece
Purpose: for measuring the valve stroke Size: X = 356 mm
96.7540
3x
Special spanner Mass:
Purpose: for setting suction and spill valves in fuel injection pump Size: X = 250 mm
AF = 27 mm
93.7462
1x
Purpose: to relief valve of fuel injection pump Size: X = 350 mm

AF = 80 mm
93.7617
2x

93.7462
Purpose: for setting suction and spill valves of fuel injection pump Size: X = 205 mm AF = 22 mm
3x
Spacer Mass:
Purpose: for laying under push rod of suction valve of fuel injection pump (fuel charge reduction)
Size: X = 28 mm
93.7610
25.72.07.40 Issue V.04 Rev. 0
J30
J.
Tools
X
1x
Blocking device Mass: 7.3 kg/piece
Purpose: for fitting and removal of eccentric shafts (3 to 6 pieces depending on number of cylinders) Size: X = 650 mm
96.7541
1x
Withdrawing device Mass:

96.7542
Purpose: for spill, suction and delivery valve seats Size: X = 234 mm
1x
Lapping pin Mass:

004.020/96
Purpose: for lapping seal surface on fuel injection pump block

(for valve covers)
Size: X = 70 mm
1x
Lapping pin Mass:
004.020/96
X
X
Purpose: for lapping seal surface on valve covers of fuel

injection pump
Size: X = 70 mm
1x
Socket wrench insert (AF 30) Mass:
Purpose: for tightening and loosening pressure bush of the

injection pump
Size: X = 108 mm
98.7699
J31
25.72.07.40 Issue V.04 Rev. 0
J.
Tools
1x
Lifting lug Mass: 10.3 kg
00.7149
Purpose: for lifting injection pump block (execution for 2 cyl.) Size: X = 290 mm
X
Mass: 6.5 kg
00.7150
1x
Lifting lug
Purpose: for lifting injection pump block (execution for 1 cyl.) Size: X = 154 mm
1x
Pulley device Mass: 12 kg

Size: X = 108 mm
00.7151
1x
Lug Mass:
00.7152
Purpose: for lifting injection pump block or intermediate piece Size: X = 90 mm
1x
Lifting tool Mass: 17.6 kg

00.7153
Purpose: for lifting intermediate piece (execution for 2 cyl.) Size: X = 650 mm
1x
Lifting tool Mass: 14.8 kg

00.7154
Purpose: for lifting intermediate piece (execution for 1 cyl.) Size: X = 345 mm
25.72.07.40 Issue V.04 Rev. 0
J32
Purpose: for lifting injection pump block or intermediate piece
J.
Tools
1x
Dismantling and assembling tool Mass: 0.8 kg
Purpose: for spherical bearing of the regulating linkage Size: X = 112 mm

93.7547
1x
Spur-geared chain block Mass: 17.5 kg
Purpose: for removing and fitting electric motor of

auxiliary blower, carrying capacity 1000 kg
Size:
93.7577
1x
Dismantling device Mass: 152.6 kg
Purpose: for auxiliary blower

consisting of
Y
Mass:
1x
Trolley

1x Support
94651c
Size: X = 2341 mm
Mass:
94651f X
94651d
94651e
1x
Guide plate Mass:
Code No.: 94651e Location:
Size: X = 230 mm
008.549/01
X
008.548/01
1x
Rail Mass:
Code No.: 94651f Location:
Size: Y = 1477 mm
J33
25.72.07.40 Issue V.04 Rev. 0
J.
Tools
2x
Centering stud Mass: 1 kg/piece
93.7549
Purpose: for removing and fitting flange motor on auxiliary blower

Size: X = 615 mm
Cover to gas inlet housing and exhaust manifold Code No.: 94653 Location:
Purpose: for blanking off in case of turbocharger breakdown

(2 to 6 pieces according to design)
Mass: 35 kg/piece
Cover for air connection Code No.: 94653 Location:
Purpose: for blanking off in case of turbocharger breakdown

(1 to 3 pieces according to design)
93.7550
Mass: 35 kg/piece
640735
25.72.07.40 Issue V.04 Rev. 0
J34
J.
Tools
Tools 94660 to 94673 are provided only for engines with charging module
(scavenge air cooler with cooler pre-stage and water separator for horizontal removal).
1x

01.7514
Purpose: for removal and fitting of main cooler

Size: X = 1670 mm
1x
Roller plate Mass: 264 kg
Purpose: for removal and fitting of water separator, cooler pre-

stage and main cooler
Size: X = 1915 mm
including: 4 screws M20x280
4 screws M16x110 4 screws M20x110
01.7515
1x
Distance holder Mass: 13.2 kg
Size: X = 355 mm
1x
Carrier rail Mass: 8.6 kg
01.7517
Purpose: for fitting and removal of cooler pre-stage

Size: X = 400 mm
J35
25.72.07.40 Issue V.04 Rev. 0
01.7516
Purpose: for removal and fitting water separator
J.
Tools
1x

01.7518
Purpose: for removal and fitting main cooler Size: X = 520 mm

1x

01.7519
Purpose: for removal and fitting water separator Size: X = 460 mm

1x
Roller support Mass: 52.7 kg
Purpose: for removal and fitting water separator, cooler

pre-stage and main cooler
Size: X = 1146 mm
1x
Guide roller Mass: 65 kg
Purpose: for removal and fitting water separator, cooler pre-stage and main cooler Size: X = 550 mm including: 4 screws M16x35 4 screws M20x40
1x
Flange Mass: 13.4 kg
Purpose: for fitting cooler pre-stage Size: X = 160 mm

25.72.07.40 Issue V.04 Rev. 0
J36
01.7528
01.7527
01.7521
J.
Tools
1x
Purpose: for removal of main cooler Size: X = 550 mm including: 4 screws M20x40
01.7522
1x
Purpose: for removal of water separator Size: X = 354 mm including: 4 screws M16x35
01.7529
X
8x Shackle Mass:
Purpose: for removal and fitting of water separator, cooler pre-stage and main cooler
1x
Shackle Mass:
01.7524
Purpose: for removal and fitting of main cooler
1x
Purpose: for removal and fitting of water separator

Size: X = 2100 mm
and washers
01.7525
1x
Pulley rope Mass: 23 kg
Purpose: for removal and fitting of water separator, cooler

pre-stage and main cooler
Size: X = 685 mm
01.7526
J37
25.72.07.40 Issue V.04 Rev. 0
J.
Tools
2x
Lifting lug (incl. 2 shackles) Mass: 16.4 kg/piece
Purpose: for removal and fitting the expansion piece to exhaust valve cage Size: X = 636 mm
93.7566
X
1x Blind flange Mass: 17 kg
Purpose: for blanking off starting air pipe during emergency operation Size: X = 320 mm
96.7699
1x 1x
SERTO connecting nut M14x1 SERTO plugging pin Mass:
Purpose: for plugging starting valve control pipe during

emergency operation
Size: X = 12 mm
96.7700
1x
Milling / grinding device Mass: 8.8 kg
Purpose: for sealing surfaces on hydraulic pipe of exhaust valve drive Size: X = about 250 mm
93.7607
2x
Re-grinding device Mass: 2.7 kg/piece
Purpose: to fuel high pressure piping

Size:
93.7569
25.72.07.40 Issue V.04 Rev. 0
J38
J.
Tools
2x
Purpose: for fitting claw on the fuel pressure pipes

Size: X = AF 27 mm and AF 36 mm
98.7000
Jacks and pumps for removal and fitting

1x HP oil pump max. operating pressure 2500 bar Mass: 16 kg
94936 94935a
1x Pressure gauge Code No.: 94932 Location:
Mass: 1.6 kg
Purpose: working pressure 02500 bar, connecting branch G

Size: 100 mm
1x Pressure gauge Code No.: 94932a Location:
94932a
Mass: 0.6 kg
94934a
Purpose: working pressure 01600 bar, connecting branch G

Size: 100 mm
1x Connection piece Code No.: 94934a Location:

3x HP Hose Code No.: 94935 Location:
Mass: 2.4 kg
Mass: 0.7 kg/piece
94942
94935
Purpose: working pressure max. 2700 bar

Size: length about 1800 mm
2x HP Hose Code No.: 94935a Location:
Mass: 0.7 kg/piece
Purpose: working pressure max. 1760 bar

Size: length about 1800 mm
97.7184
2x Hydraulic jack 500 kN (50t) Code No.: 94936 Mass: 22.3 kg/piece
Location:
1x Hydraulic unit Code No.: 94942 Location:
94931
Mass: 30 kg
94932
J39
25.72.07.40 Issue V.04 Rev. 0
J.
Tools
J3
Optional tools
Recommended special tools

2x Wedge Mass: 2.2 kg/piece
Purpose: for hydraulic jacks 94936 as support

Size: X = 130 mm
97.7348
1x
Valve grinding device complete Mass: 497 kg
Purpose:
Size:
97.7398
1x
Grinding device Mass: 14.6 kg
Purpose: for removing a built-up wear ridge at top of

cylinder liner running surface
Size: X = about 600 mm
Fig. J39 Recommended tools 1
93.7574
25.72.07.40 Issue V.04 Rev. 0
J40
J.
Tools
1x
Tool cupboard Mass:
Purpose:
Size: X = 1120 mm
96.7853
1x
Connecting flange Mass: 2 kg
Purpose: for pre-lubrication of crosshead and bottom end

bearing
Size: X = 130 mm
96.7855
1x
Dismantling device Mass: 41.8 kg
Purpose: for removal of the piston rod gland box downwards

Size: X = 1300 mm
96.7868
X
1x Pressure testing device Mass: 108 kg
Purpose: for working piston

Size: X = 400 mm
93.7576
J41
25.72.07.40 Issue V.04 Rev. 0
J.
Tools
Cover Code No.: 94655 Location:

Purpose: to air outlet casing in case of turbocharger breakdown (1 to 3 pieces depending on design) (only for scavenge air cooler without charging module) Size: X = 640 mm
Mass: 35 kg
93.7550
Device Code No.: 94665 Location: Mass: 113.5 kg
Purpose: for removal and fitting of scavenge air cooler consisting of:
Beam Code No.: 94665a Location: Mass: 23.5 kg
94665a 94665b 94665c
Size:
X = 755 mm
Support Code No.: 94665b Location: Mass: 18 kg
Spur-geared chain block Code No.: 94665c Location:

99.7390
Mass: 36 kg/piece
1 x Hand oil pump (SKF 226 400) Code No.: 94931a Location:
96.7701
Mass:
25.72.07.40 Issue V.04 Rev. 0
J42
J.
Tools
Special tools provided on loan basis for the installation period
1x
Measuring apparatus
Location:
Purpose: for bedplate consisting of: 4 supports 4 weights with wire 1 measuring underlay Size: X = 1400 mm
93.7578
Mass: 13.1 kg/piece
M30
4x
Thread protector
Code No.: 94105
Mass: 161 kg
Purpose: to upper threads of tie rods, when fitting cylinder

jacket
Size: X = 225 mm
96.7704
X
1x Thread protector Mass: 7.5 kg Code No.: 94177 Location:
Purpose: to lower thread of tie rod Size: X = 155 mm
93.7579
1x
Fitting device Mass: 3.2 kg

97.7351

Purpose: for insulation tubes
Size: X = about 706 mm
J43
25.72.07.40 Issue V.04 Rev. 0
J.
Tools
1x
Extractor Mass: 5.2 kg

97.7351

Purpose: for insulation tubes Size: X = 890 mm
1x
Fitting device Mass: 4.7 kg
Purpose: for transport and fitting of reversing servomotor with housing (3 to 6 pieces depending on cylinder numbers) Size: X = 80 mm
97.7380
25.72.07.40 Issue V.04 Rev. 0
J44
J.
Tools
J4
Turbocharger tools
The turbocharger tools are ordered and supplied in a tool box by the turbocharger manufacturer. The tool box is stored away safely in the workshop.
1x Tool box Mass:
Code No.: Location:

Purpose: Size:
J45
25.72.07.40 Issue V.04 Rev. 0
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. J44 Tool panel storage arrangement
25.72.07.40 Issue V.04 Rev. 0
J46
J.
Tools
J5.2
Tool panels
F10.5094
Fig. J45 Tool panel location
J47
25.72.07.40 Issue V.04 Rev. 0
J.
Tools
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. J46 Tool panel 1: General tools
25.72.07.40 Issue V.04 Rev. 0
J48
J.
Tools
X = 900 mm Y = 450 mm Z = 140 mm
F10.5095
Fig. J47 Tool panel 2: for valve seat grinding / control tools
J49
25.72.07.40 Issue V.04 Rev. 0
J.
Tools
X = 900 mm Y = 450 mm Z = 240 mm
F10.5096
Fig. J48 Tool panel 3: for nozzle dismantling / overhaul
25.72.07.40 Issue V.04 Rev. 0
J50
J.
Tools
X = 1400 mm Y = 1400 mm Z = 400 mm

F10.5097
Fig. J49 Tool panel 4: for cylinder liner / head dismantling
J51
25.72.07.40 Issue V.04 Rev. 0
J.
Tools
X = 1000 mm Y = 1000 mm Z = 220 mm

F10.5098
Fig. J50 Tool panel 5: for piston dismantling / overhaul
25.72.07.40 Issue V.04 Rev. 0
J52
J.
Tools
94432a/b
X = 1200 mm Y = 1200 mm Z = 220 mm

F10.5099
Fig. J51 Tool panel 6: for fuel pump / camshaft dismantling
J53
25.72.07.40 Issue V.04 Rev. 0
J.
Tools
X = 900 mm Y = 900 mm Z = 170 mm
F10.5100
Fig. J52 Tool panel 7: for piston / various tools
25.72.07.40 Issue V.04 Rev. 0
J54
J.
Tools
X = 900 mm Y = 450 mm Z = 200 mm
F10.5101
Fig. J53 Tool panel 8: Crankcase tools
J55
25.72.07.40 Issue V.04 Rev. 0
J.
Tools
X = 900 mm Y = 450 mm Z = 320 mm
F10.5102
Fig. J54 Tool panel 9: for gear drive dismantling / control
25.72.07.40 Issue V.04 Rev. 0
J56
K.
Spare parts
K1
Introduction
This chapter illustrates spare parts required for running and maintenance of the main engine. For details of the spare parts required for the auxiliary and ancillary equipment refer to manufacturers lit erature. The items identified in the summarized spares data table in section K2 comprise the mini mum spare parts recommended by the Interna tional Association of Classification Societies (IACS) and assist the designer to calculate the total additional mass to be carried. The illustrations are an aid for designing the storage facilities. Additional spare parts recommended by WCH are based on the List of Spare parts (Unrestricted Service), and considered for a operation period of up to 30 000 hrs. They are listed in brackets (..) in the tables pertaining to the figures in section K3. 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.
K1
25.72.07.40 Issue V.04 Rev. 0
Marine Installation Manual K.
Spare parts
K2
Summarized spares data
Tables of spare parts giving individual masses and quantities. The reference number enables the part to be identified in sections K3 and K4. The quantity of spare parts refers to the minimum required by IACS. For more detailed information refer to the corresponding item. E.R. = Engine-room W = Workshop / stores
Ref. No.
1 2 3 4 4a 4b 5 6 7a 8 10 11 12 12a 13 15 16 17 18 19 20 21 22 23 25
Quantity
1 1 1 1 4 4 1 set of 7 1 1 1 16 32 16 32 1 4 4 2 per cylinder plus additional 3 valves 3 per cylinder 3 per cylinder 3 per cylinder 1 set per cylinder 1 set per cylinder 2 1 3 1 1 2 2 1
Description
Main bearing shell Main bearing shell, driving end Main bearing cover Main bearing cover, driving end Elastic bolt for main bearing Round nut Thrust pads for one side of thrust bearing Cylinder liner, complete, without joint ring and O-rings Insulation bandage, complete Set of joint ring and O-rings Lubricating quill complete with accumulator Gasket for lubricating quill Diaphragm for accumulator O-ring for lubricating quill Cylinder cover, complete without valves Elastic stud for cylinder cover Nut for cylinder cover stud Fuel injection valve, complete Dowel pin Nozzle body with needle Atomizer Set of parts for fuel injection valve Set of O-rings Starting air valve, complete Exh. valve, compl. with valve drive (for GL only) Exhaust valve, complete without valve drive (applies not for GL) Exhaust valve, complete without valve drive (applies for GL only) Set of small parts to valve drive Relief valve complete Indicator valve complete Upper half of connecting rod top-end bearing
Unit mass [kg]

247 185 1001 927 11.7 2.8 161 each 9000 15.4 4.3 6890 166 13.2 27.5 0.8 0.1 0.7 99 3050
Location
E.R. E.R. E.R. E.R. E.R. E.R. E.R. E.R. E.R. W W W W W E.R. W W W W W W W W W E.R.
Page
K4 K4 K4 K4 K4 K4 K5 K6 K6 K6 K7 K7 K7 K7 K8 K9 K9 K10 K10 K10 K10 K10 K10 K11 K12
25a
2545
E.R.
K12
28 30 31 36
6.1 2.5 854
W W W E.R.
K12 K13 K13 K14
Table K1 Summarized spares data
25.72.07.40 Issue V.04 Rev. 0
K2
K.
Spare parts
E.R. = Engine-room W = Workshop / stores

37 38 39 40 41 42 43 44 48 49 50 56 to 58c 59 60 61 62 63 64 65 67 74 74c 74d 74e 75 81 82 83 84 85 86 87 88 89 93 94 95 96 1 1 2 2 4 4 1 1 1 1 2 According to manufacturer 1 1 2 2 and 2 2 2 1 1 1 2 2 2 1 6 1 (for GL only) 1 (for GL only) 1 (for GL only) 1 (for GL only) According to manufacturer 1 (for GL only) 1 (for GL only) 1 (for GL only) 1 1 1 1 Bearing shell for top-end bearing Lower bearing cover Elastic stud for bottom-end bearing Nut for elastic stud Elastic stud for top-end bearing Nut for elastic stud Bearing shell for bottom-end bearing Piston-rod gland box, complete for one cylinder Set of piston cooling and crosshead lub. linkage, complete Piston, complete with head, skirt, piston rod, studs and nuts (without piston rings) Set of piston rings for one piston Electronic speed control Plunger with bush and spring carrier, complete Compression spring for plunger Spill valve with seat Suction and delivery valve Push rod complete Compression spring Compression spring Relief valve complete High pressure fuel pipe to disributot (for 1 cyl.) Coupling nut Claw Gasket High pressure fuel pipes to injector (for 1 cyl.) Flaps for scavenge system Hydraulic pipe, top section Hydraulic pipe, intermediate section Hydraulic pipe, lower section Set of O-rings and gaskets Cylinder lubricating pump and drive, plus set of spares Expansion piece between exhaust pipes Expansion piece after exhaust valve Expansion piece before turbocharger (according to turbocharger type) Set of standard tools as listed in the Maintenance Manual Set of spare parts according to turbocharger manufaturer Locking device (incl. in turbocharger supply/tool) Blanking device (incl. in WCH standard tool set) 202 1095 70 8.7 25.6 3.5 91 351 74 5465 59 52.3 13.4 0.16 0.3 1.3 0.04 0.072 2.1 24.3 1.2 0.5 18.8 2 41 45.6 12.9 48 150 142 E.R. E.R. E.R. E.R. W W W E.R. W E.R. E.R. W W W W W W W W W W W W W W W W W W W W W W W W W W W K14 K14 K14 K14 K14 K14 K14 K15 K16 K17 K17 K19 K20 K20 K20 K20 K20 K20 K20 K21 K23 K23 K23 K23 K24 K26 K27 K27 K27 K28 K29 K30 K30 K30 K31 K32 K32 K32
Table K2 Summarized spares data
K3
25.72.07.40 Issue V.04 Rev. 0
Spare parts
K3
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.
F10.2056
Ref. No.
1 2 3 4 4a 4b
Description
Main bearing shell Main bearing shell, driving end Main bearing cover Main bearing cover, driving end Elastic bolt for main bearing Round nut
Min. reqd by IACS add. recommended by WCH in ( )

1 1 1 1 4 4
Mass [kg]
247 185 1001 927 11.7 2.8
Size [mm]
1080 x 425 1080 x 340 1350 x 925 x 405 1350 x 925 x 320 M64 x 771 M64 x 130 x 95
Fig. K1
Main bearing
25.72.07.40 Issue V.04 Rev. 0
K4
K.
Spare parts
F10.3539
Ref. No.
Description
Thrust pads for one side of thrust bearing

1 set of 7
Mass [kg]
each 161
Size [mm]
each 570 x 410 x 120
Fig. K2
Thrust pads
K5
25.72.07.40 Issue V.04 Rev. 0
Spare parts
1610mm
F10.3540
Ref. No.
6 7 7a
Description
Cylinder liner, complete, without joint ring and O-rings Water guide jacket Insulation bandage, complete Set of joint ring and O-rings (set for one cylinder liner) for 6 cylinder engines for 7 cylinder engines for 8 cylinder engines for 9 cylinder engines for 10 cylinder engines for 11 cylinder engines for 12 cylinder engines

1 (1) 1 1 set (3 sets) (3 sets) (4 sets) (4 sets) (5 sets) (5 sets) (6 sets)
Mass [kg]
9000 454 15.4
Size [mm]
1445 x 3237 1610 x 250 1183 x 685
Fig. K3
Cylinder liner
25.72.07.40 Issue V.04 Rev. 0
K6
K.
Spare parts
F10.2058
Ref. No.
9 9a 10 11 12 12a
Description
Progressive block distributor (2 per cylinder liner) IVO piston distributor for exhaust valve (1 per cylinder) Lubricating quill complete, with accu mulator (16 per cylinder liner) Gasket for lubricating quill (2 per lub. quill) Diaphragm for accumulator (1 per accumulator) O-Ring (2 per lubricating quill)

(2) (1) 16 (8) 32 (32) 16 (16) 32
Mass [kg]
2.8 1.4 4.3
Size [mm]
180 x 136 x 57 69 x 50 x 55 261 x 153 x 100
Fig. K4
Cylinder liner lubrication
K7
25.72.07.40 Issue V.04 Rev. 0
Spare parts
13
14
317.305
Ref. No.
13 14
Description
Cylinder cover, complete without valves O-rings (set of 2 per cylinder cover))

1 (2 sets per cylinder)
Mass [kg]
6890
Size [mm]
1650 x 1650 x 570 1240 x 9 1380 x 9
Fig. K5
Cylinder cover
25.72.07.40 Issue V.04 Rev. 0
K8
K.
Spare parts
15
16 X = 190 mm Y = 92 mm
X = M110 Y = 2773 mm
F10.4976
Ref. No.
15 16
Description
Elastic stud for cylinder cover (8 per cylinder cover) Nut for cylinder cover stud

4 4
Mass [kg]
166 13.2
Size [mm]
M110 x 2773 M110 x 190 x 92
Fig. K6
Elastic studs for cylinder cover
K9
25.72.07.40 Issue V.04 Rev. 0
Spare parts
97.7391
Ref. No.
Description
Fuel injection valve, complete with adjusting screw or adjusting disc (3 per cylinder) Dowel pin (1 set of 3 per cylinder) Nozzle body with needle Atomizer Set of parts for fuel injection valve, comprising: 21a tappet 21b tappet carrier 21c compression spring O-Ring (1 set of 3 per cylinder)

2 per cylinder plus additional 3 valves 3 per cylinder 3 per cylinder 3 per cylinder (9 per cylinder)
Mass [kg]
27.5 0.8 0.1
Size [mm]
616 x 176 x 124 10 x 20 62 x 115 25 x 60
17 18 19 20
21
1 set per cylinder (9 sets per cylinder)
0.7
22
1 set per cylinder (9 sets per cylinder)
36.09 x 3.53
Fig. K7
Fuel injection valve
25.72.07.40 Issue V.04 Rev. 0
K10
K.
Spare parts
F10.3571
Ref. No.
23
Description
Starting air valve complete (1 valve per cylinder cover) Set of gaskets for starting valve comprising: O-ring for housing joint ring for housing O-rings for connecting pipe joint ring for screw-in unions piston rings

2
Mass [kg]
99
Size [mm]
631 x 312 x 210
24
(3 sets)
Fig. K8
Starting air valve
K11
25.72.07.40 Issue V.04 Rev. 0
Spare parts
Ref. No.
25
25a 26
27
28
Description
Exhaust valve, compl. (with valve drive, applies for GL only) Exhaust valve, compl. (without valve drive Pos. 25b)
Valve seat
Valve spindle with rotation ring Set of small parts to valve drive, (joints, piston rings, washers, gaskets) Set of small parts to valve cage,
(O-rings, gaskets, piston ring, washer, distance ring, rod joint ring)

1
1 (applies for GL only)
3 (applies not for GL) (1) (1) 1 set
(1 set per cylinder)
(1 set per 2 cylinders)
Mass [kg]
3050
2545
142
236

Size [mm]
2360 x 1180 x 1175
1250 x 1180 x 1175
634 x 172
510 x 1860

29
Fig. K9
Exhaust valve
25.72.07.40 Issue V.04 Rev. 0
K12
K.
Spare parts
F10.3568
F10.3586
Ref. No.
30 31 32 33
Description
Relief valve, complete (1 valve/cyl.) Indicator valve, compl. (1 valve/cyl.) Indicator valve cock Joint ring Set of parts for relief valve, comprising: compression spring distance ring Set gaskets for relief valve, com prising: gasket for valve seat O-ring for housing

2 2 (1 per cylinder) (1 per cylinder)
Mass [kg]
6.1 2.5 0.71
Size [mm]
498 x 100 x 70 175 x 160 x 80 130 x 120 x 80 27 x 21 x 1
34
(1 set)
35
(1 set per cylinder)
Fig. K10 Relief valve and indicator cock
K13
25.72.07.40 Issue V.04 Rev. 0
Spare parts
F10.3569
Ref. No.
36 37 38 39 40 41 42 43
Description
Upper half of connecting rod top-end bearing Bearing shell for top-end bearing Lower bearing cover Elastic stud for bottom-end bearing Nut for elastic stud Elastic stud for top-end bearing Nut for elastic stud Bearing shell for bottom-end bearing

1 1 1 2 2 4 4 1
Mass [kg]
854 202 1095 70 8.7 25.6 3.5 91
Size [mm]
1250 x 615 x 880 940 x 470 x 875 1410 x 675 x 370 110 x 1145 M110 x 6 80 x 813 M80 x 6 1030 x 515 x 370
Fig. K11 Connecting rod bearings
25.72.07.40 Issue V.04 Rev. 0
K14
K.
Spare parts
F10.3538
Ref. No.
44 45 46 47
Description
Piston-rod gland box, complete for one cylinder Set of scraper rings for one gland box Set of rubber sealing rings and lock ing plates for one gland box Set of tension springs for one gland box

1 (2 sets per cylinder) (2 sets per cylinder) (1 set per cylinder)
Mass [kg]
351 66
Size [mm]
800 x 508 420 x 380
Fig. K12 Piston rod gland
K15
25.72.07.40 Issue V.04 Rev. 0
Spare parts
F10.3570
Ref. No.
Description
Set of piston cooling and crosshead lubrication linkage, complete (without supports and connection piece), comprising: (1 set per cylinder) bushes for support and connection piece upper lever with bush lower lever pins for upper and lower levers locking plate
Mass [kg]
Size [mm]
48
1 set
74
ca. 1800 x 350 x 125
Fig. K13 Piston cooling and crosshead lubricating linkage
25.72.07.40 Issue V.04 Rev. 0
K16
K.
Spare parts
F10.3541
Ref. No.
Description
Piston, complete with head, skirt, piston rod, studs and nuts (without piston rings) Set of piston rings for one piston Piston head Piston skirt Set of locking plates and O-rings for one piston, comprising: O-rings for spraying plate locking plate for spraying plate locking plate for bolt securing piston crown to piston skirt tap washer O-ring for bush

1 2 sets (4 sets per cylinder) (1) (1)
Mass [kg]
5465
Size [mm]
960 x 4096 960 x 20 x 30 960 x 430 960 x 308
49
50 51 52
59 1420 361
53
Fig. K14 Piston
K17
25.72.07.40 Issue V.04 Rev. 0
Spare parts
Ref. No.
54 55 55
Description
Cam for fuel injection pump Cam with bush for hydraulic actuator pump (on right hand side)
Cam with bush for hydraulic actuator
pump (on left hand side)

(1) (1) (1)
Mass [kg]
253 279 279
Size [mm]
859 x 138 279 x 130 279 x 130
Fig. K15 Camshaft components
25.72.07.40 Issue V.04 Rev. 0
K18
K.
Spare parts
Ref. No.
56
Description
Lyngs Marine SA
Mass [kg]
Size [mm]
57
Spares according to governor manufacturer
58a 58b 58c
Fig. K16 Electronic speed controls
K19
25.72.07.40 Issue V.04 Rev. 0
Spare parts
F10.3680
Ref. No.
59 60 61 62 63 64 65
Description
Plunger with bush and spring carrier, complete Compression spring for plunger Spill valve with seat Suction and delivery valve Push rod complete Compression spring Compression spring Fuel injection pump block, complete for two cylinders with valves, push rods, plungers and springs

1 1 2 (1 per cylinder) 2 and 2 (1 and 1 per cylinder) 2 2 (2 per cylinder) 1 (1 per cylinder) (1)
Mass [kg]
52.3 13.4 0.16 Delivery Suction 1.3 0.04 0.072 0.135 0.147
Size [mm]
195 x 405 23 x 174 x 349 x 5.5 31 x 90 Delivery Suction 31 x 73 31 x 90
SW41 x 220 2.6 x 15.6 x 75.5 x 15 4 x 16.6 x 81.5 x 12 ca. 970 x 600 x 330 (without Pos. 59)
66
1015
Fig. K17 Fuel and hydraulic actuator pump
25.72.07.40 Issue V.04 Rev. 0
K20
K.
Spare parts
F10.3681
Ref. No.
67 68 69 70 71 72
Description
Relief valve, complete Roller guide for actuator pump, com plete Roller guide for fuel pump, complete Compression spring for actuator pump roller guide Push rod, complete Compression spring for fuel pump roller guide

1 (1 per cylinder) (1) (1) (2) (2) (2)
Mass [kg]
2.1 178 175 26 1.3 23.2
Size [mm]
SW80 x 160 751 x 346 872 x 346 29 x 266 x 406 x 4 74x 24x 450 30 x 266 x 380 x 3
Fig. K18 Fuel and hydraulic actuator pump (continued)
K21
25.72.07.40 Issue V.04 Rev. 0
Spare parts
F10.5047
Ref. No.
Description
Mass [kg]
Size [mm]
73
Set of small parts for safety cut-out (O-rings, piston seal ring, rod seal ring, joint rings)
Fig. K19 Safety cut-out device
25.72.07.40 Issue V.04 Rev. 0
K22
K.
Spare parts
Ref. No.
Description
High pressure fuel pipe to distributor for 1 cyl. (including Pos. 74a to 74e)
High pressure fuel pipe to distributor
(upper section)
High pressure fuel pipe to distributor
(lower section with heat-shrinkable sleeve)
Coupling nut Claw Gasket

1
Mass [kg]
24.3 10.1
Size [mm]
30 x 2185 (straight) 30 x 1714 (straight) AF 63 x 125 45.5 x 60 122 x 122 x 1.5
74 74a
74b 74c
74d 74e
2 2 2
7.4 1.2 0.5
Fig. K20 Fuel injection piping
K23
25.72.07.40 Issue V.04 Rev. 0
Spare parts
Ref. No.
75 75a 75b 75c 75d 75e 75f 76 77
Description
High pressure fuel pipes to injectors for 1 cyl. (including Pos. 75a to 75f)
High pressure fuel pipes from distributor to injectors (with heat-shrinkable sleeve)

1 (1) (1 per 2 cylinders)
Mass [kg]
18.8 2.3 4.9 5.0 0.15 0.95 0.95 38.5 0.35
Size [mm]
20 x 1161 (straight) 20 x 2507 (straight) 20 x 2567 (straight) 32 x 42 AF 50 x 105 AF 50 x 90 310 x 135 x 130 AF 32 x 85
Claw Coupling nut on injector Coupling nut on distributor Fuel distributor Priming valve complete (1 valve per distributor)
25.72.07.40 Issue V.04 Rev. 0
K24
K.
Spare parts
311.351
Ref. No.
78 79 80
Description
Fuel shut-off cock, complete (for suction and spill piping) O-ring O-ring

(1) (2 per cylinder) (2 per cylinder)
Mass [kg]
8
Size [mm]
176 x 100 x 110 37.69 x 3.53 29.74 x 3.53
K25
25.72.07.40 Issue V.04 Rev. 0
Spare parts
F10.3683
Ref. No.
Description

6 (12)
Mass [kg]
2
Size [mm]
439 x 157 x 2 or 554 x 166 x 2 or 554 x 157 x 2
81
Flap
1.9 1.4
Fig. K23 Scavenging system
25.72.07.40 Issue V.04 Rev. 0
K26
K.
Spare parts
310.812
Ref. No.
82 83 84
Description
Hydraulic pipe, top section, compl. (with heat-shrinkable sleeve) Hydraulic pipe, intermediate section compl. (with heat-shrinkable sleeve) Hydraulic pipe, lower section, compl. (with heat-shrinkable sleeve)

1 for GL only (1) 1 for GL only (1) 1 for GL only (1)
Mass [kg]
41.0 45.6 12.9
Size [mm]
100 x 2662 (straight) 100 x 3035 (straight) 100 x 396
Fig. K24 Hydraulic piping for exhaust valve
K27
25.72.07.40 Issue V.04 Rev. 0
Spare parts
310.812a
Ref. No.
Description

1 set for GL only (1 set per 2 cylinders))
Mass [kg]
Size [mm]
Pos. No. 82, 83 and 84 see Fig. K24 85 85a 85b 85c Set of O-rings and gaskets (for one hydraulic pipe) including Pos. 85a to 85c O-rings O-rings Gaskets
135.89 x 5.33 129.54 x 5.33 230 x 140 x 1
Fig. K25 Hydraulic piping for exhaust valve
25.72.07.40 Issue V.04 Rev. 0
K28
K.
Spare parts
F10.3653
Ref. No.
86
Description
Set spare parts for cylinder lubricat ing system, type Vgele CLU 3 (including pump, electric motor etc.)
Min. reqd by IACS add. recommended by WNSCH in ( )

1 set
Mass [kg]
48
Size [mm]
Ein
T10.3693
Fig. K26 Cylinder lubricating pump and drive
K29
25.72.07.40 Issue V.04 Rev. 0
Spare parts
Ref. No.
Description
Min. reqd by IACS add. recommended by WCH in ( ) 1 for GL only (1) 1 for GL only (1) 1 for GL only (1)
Mass [kg]
Size [mm]
87 88 89
Expansion piece between exhaust pipes (8 to 12 cylinder engines) Expansion piece after exhaust valve Expansion piece before turbocharger
150 142
1180 x 390 670 x 685
according to turbocharger type please contact WCH
Fig. K27 Exhaust system
25.72.07.40 Issue V.04 Rev. 0
K30
K.
Spare parts
Ref. No.
90
Description
Set of thermometers, and pressure gauges, one of each type

(1 set)
Mass [kg]
Size [mm]
Table K3
Measuring instruments
Ref. No.
91 92
Description
Set of parts for engine control sys tem, supplied in a box Set of spare parts for alarm system, supplied in a box

(1) (1)
Mass [kg]
12 15
Size [mm]
600 x 400 x 185 400 x 300 x 185
Table K4
Spare parts for DENIS-6
Ref. No.
93
Description
Set of standard tools as listed in the Maintenance Manual

1
Mass [kg]
Size [mm]
Table K5
Tools
K31
25.72.07.40 Issue V.04 Rev. 0
Spare parts
K4
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 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-
Ref. No.
Description
Set of spare parts (according to turbocharger manufac manufacturer) Locking device (incl. in turbocharger supply/tool) Blanking device (incl. in WCH standard tool set)

1 set 1 1
Mass [kg]

Turbocharger type
94 95 96
Table K6
Turbocharger spare parts
25.72.07.40 Issue V.04 Rev. 0
K32
K.
Spare parts
K5
Mounting and storage proposals
Examples of ways to secure and protect spare parts safely and allow ease of access by the engine-room staff are given below with pictorial examples in figures K28 to K31. 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.
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.
Turbocharger spare parts Turbocharger spare parts are to be suitably pro tected against corrosion and contained within their own spare parts box. Bearing assemblies are supplied packed in sealed metal containers to protect them from the environ ment. Bearing assemblies must only be removed from metal containers when they are actually re quired. All turbocharger spare parts used, are to be re placed, to ensure spares kit is complete.
All components are to be protected against cor rosion as follows:
K33
25.72.07.40 Issue V.04 Rev. 0
Spare parts
F10.2800
F10.2801
Fig. K28 Securing spare piston and rod
Fig. K29 Securing spare exhaust valves
25.72.07.40 Issue V.04 Rev. 0
K34
K.
Spare parts
F10.2802
F10.2803
Fig. K30 Securing spare exhaust valve cages without hydraulic actuator
Fig. K31 Securing spare cylinder liner
K35
25.72.07.40 Issue V.04 Rev. 0
Spare parts
25.72.07.40 Issue V.04 Rev. 0
K36
L.
Engine dispatch and installation
L1
Dismantling pattern
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.
heads 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 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 Drain the oil from the turbine and compressor end 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 by apply ing an oil as mentioned above in paragraph En gine interior has to be carried out.
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
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 oper ation. 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. After that, the cross
L1
25.72.07.40 Issue V.04 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
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 chapter C of this book for de tails 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.
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 paragraph L1.
25.72.07.40 Issue V.04 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.
610
370
220
Max. 130 t
M140x6
268.668
290
F10.3661
Fig. L1
Lifting device
The following table L1 shows on which tie rods the lifting devices are to be mounted.
L3
25.72.07.40 Issue V.04 Rev. 1
Number of cylinders Lifting points at cylinder numbers Number of tie rods required for lifting *1) Engine weight in tonnes [t] Remark:
6 1, 2, 5, 6 12 1160
7 1, 2, 5, 6 12 1290
8 2, 3, 6, 7 12 1470
9 2, 3, 4, 6, 7, 8 16 1620
10 2, 3, 4 7, 8, 9 16 1760
11 1, 2, 3, 4, 8, 9, 10, 11 20 1910
12 2, 3, 4, 5 8, 9, 10, 11 20 2050
*1) Based on equal load (max. 130 t) on each nut with fully tightened tie rods.
Table L1
Lifting details for complete RTA96C 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 has to 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 shipyard is to advise the repre sentative of the engine builder or Wrtsil Switzer land 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 jacking 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 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.
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.
25.72.07.40 Issue V.04 Rev. 1
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.
main bearing #1 (aftermost) Change from LIGHT to FULL draught Increase
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 2, 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 #2 Decrease
main bearing #3 Decrease
Table L2
Influence of ship draught on static main bearing loads
main bearing #1 and bearing #3 Fmin. Bearing loads [kN] 53 Fmax. 1050 Fmin. 263
main bearing #2 Fmax. 368
Table L3
Recommended static main bearing loads for alignment calculation
L1.4.2.2
Recommendation for the alignment 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 design. No general rule to estimate this change is available.
With larger distance between propulsion shaft bearings the bearing load variation is getting lower. We recommend to aim for larger bearing distances in ship hull and propulsion shaft design.
L1.4.2.3
Service related influences on alignment
The calculation at service conditions is optional. It may help to estimate the service related changes of static bearing loads in service.
L5
25.72.07.40 Issue V.04 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 bearingheight from alignment to servicecondition
hfound [mm] Main bearing foundation height hfound C [] 1300 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 Sulzer 59RTflex96C engine: 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
25.72.07.40 Issue V.04 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
25.72.07.40 Issue V.04 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)
25.72.07.40 Issue V.04 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 RTA96C, 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
vertical offsets in [mm] at main bearing
RTA96C
Pre-sag (tol.: 0.10)
mb #2 0 0 0 0 0 0 0
mb #3 0.06 0.05 0.04 0.13 0.14 0.16 0.18
mb #4 0.09 0.08 0.07 0.23 0.25 0.29 0.32
mb #5 0.10 0.10 0.09 0.30 0.33 0.38 0.44
mb #6 0.09 0.10 0.10 0.33 0.38 0.45 0.52
mb #7 0.06 0.08 0.10 0.35 0.39 0.49 0.58
mb #8 0 0.05 0.09 0.34 0.40 0.50 0.60
mb #9
mb #10
mb #11
mb #12
mb #13
mb #14
mb #15
6 cyl 7 cyl 8 cyl 9 cyl 10 cyl 11 cyl 12 cyl
0.10 0.10 0.10 0.35 0.40 0.50 0.60
0 0.07 0.30 0.38 0.49 0.60 0.04 0.23 0.33 0.45 0.58 0 0.13 0.25 0.38 0.52 0 0.14 0.29 0.44 0 0.16 0.32 0 0.18 0
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
25.72.07.40 Issue V.04 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: Fmb = Fjack jcf If not available the following jack correction factors can be used: Fmb#1 = Fjack(flywheel) 1.3 Fmb(#2#n) = Fjack(crank) 0.9 Main bearing load = jack load jack correction fac tor The jack / dial gauge positions and correction fac tors apply for the main bearings are indicated in table L5.
25.72.07.40 Issue V.04 Rev. 0
L10
L.
main bearing #1 Jack and dial gauge position Jack correction factor at flywheel 1.3
main bearing #2 to #n at adjacent crank (close to relevant main bearing) 0.9
Table L5
Jack correction factor
vertical amax.(vert.) inner cylinders 2 to (n1) 0.17 aftermost cylinder 1 foremost cylinder n +0.17 0.21
horizontal amax.(hor.) all cylinders 1 to n 0.07
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
a 90 before TDC
F10.3486
a 90 after TDC
Fig. L4
Crankshaft: vertical and horizontal deflections at alignment
L11
25.72.07.40 Issue V.04 Rev. 0
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 following items: Trial report specifications Trial report Power diagram (will be supplied by the engine builder) Performance data graph Settling table sheet A Settling table sheet B Check dimensions Cylinder liner calibrations Bedplate alignment (wire readings) Cylinder pressure diagrams
25.72.07.40 Issue V.04 Rev. 0
L12
L.
Trial Report
Specifications:
Engine type: RTA Left / right hand engine Nominal power: . . . . . . . . . kW running: anticlockwise at . . . . . . . . . rpm; mep: . . . . . . . . . . . bar
Cyl. bore: 960 mm;
Piston stroke: 2 500 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 . . . . r/min; 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 Slowdown delayed Fuel cut off delayed Minimum speed: Starting tests: [bar] [sec] [sec]
Main bear ing oil
Crosshead bearing 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 .................................... ..............................
T10.3710
.................................... .................................... For the purchaser
..............................
..............................
Start . . . . . . . . . . . . . . . . . . . . . . . . . .
.................................... For Wrtsil Switzerland Ltd:
End . . . . . . . . . . . . . . . . . . . . . . . . . .
Sheet No.:
Trial report (Specification)
L13
25.72.07.40 Issue V.04 Rev. 0
Table L8
Trial report (Engine)
25.72.07.40 Issue V.04 Rev. 0
L14
L.
F10.2166
Fig. L5
Performance curves
L15
25.72.07.40 Issue V.04 Rev. 0
Table L9
Setting table (Sheet A)
T10.3668
25.72.07.40 Issue V.04 Rev. 0
L16
L.
T103664
Table L10 Setting table (Sheet A continued)
L17
25.72.07.40 Issue V.04 Rev. 0
Table L11 Setting table (sheet B)
T10.3665
25.72.07.40 Issue V.04 Rev. 0
L18
L.
F10.2169
Table L12 Check dimensions (1)
L19
25.72.07.40 Issue V.04 Rev. 0
F10.2170
25.72.07.40 Issue V.04 Rev. 0
L20
L.
F10.3666
L21
25.72.07.40 Issue V.04 Rev. 0
Table L15 Inspection sheet (Cylinder liner)
F10.5221
25.72.07.40 Issue V.04 Rev. 0
L22
L.
Table L16 Inspection sheet (Cylinder liner)
F10.5222
L23
25.72.07.40 Issue V.04 Rev. 0
Inspection sheet
Bedplate alignment
Engine type:................................................. Code:................................................. Order No:................................................. Engine No:.................................................
Piano wire dia. 0.3 mm
Weight 7 kp
Weight 7 kp
296.996
Fig. L6
Inspection bedplate alignment

A1 A2 A3 A4 A5 A6 A7 A8 A9 A10 A11 A12 A13
Measuring position on exhaust side Bedplate with crankshaft Engine completed Measuring position on fuel side Bedplate with crankshaft Engine completed Measuring position diagonal Bedplate with crankshaft Measuring position diagonal Bedplate with crankshaft
B1
B2
B3
B4
B5
B6
B7
B8
B9
B10
B11
B12
B13
D1
D2
D3
D4
D5
D6
D7
D8
D9
D10
D11
D12 E12
D13 E13
E1
E2
E3
E4
E5
E6
E7
E8
E9
E10
E11
Table L17 Inspection sheet (Bedplate alignment)
25.72.07.40 Issue V.04 Rev. 0
L24
L.
F10.2174
Fig. L7
Cylinder pressure diagram (Cylinder 1, 2, 3)
L25
25.72.07.40 Issue V.04 Rev. 0
F10.2175
Fig. L8
25.72.07.40 Issue V.04 Rev. 0
L26
L.
F10.2852
Fig. L9
L27
25.72.07.40 Issue V.04 Rev. 0
F10.3667
Fig. L10 Cylinder pressure diagram (Cylinder 10, 11, 12).
25.72.07.40 Issue V.04 Rev. 0
L28
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
25.72.07.40 Issue V.04 Rev. 0
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) cSt, RW1 1 bar = 100 kPa, 100 mmWG = 1 kPa Kn rpm
qm qv p L F p
,
E W, E, A, Q P M, T
, T, , t,
T, , ... C, S c
K e L(LIN)TOT L(A)TOT LOKT U I BSFC
25.72.07.40 Issue V.04 Rev. 0
M2
M.
Appendix
M3
Approximate conversion factors

Force 1 lbf (pound force) Pressure 1 psi (lb/sq in)
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
= = = = =
25.4 mm 304.8 mm 914.4 mm 1609.3 m 1853 m
4.45 N
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
25.72.07.40 Issue V.04 Rev. 0
M. Appendix
M4 M4.1
Wrtsil Corporation Worldwide

Headquarters
Wrtsil Corporation John Stenbergin ranta 2
P.O. Box 196
FIN-00531 Helsinki
Finland
Tel.
Fax
+358 10 709 0000
+358 10 709 5700
M4.2
Finland
Production Companies
Wrtsil Finland Oy Jrvikatu 2-4
P.O. Box 244
FIN-65101 Vaasa
Finland
Tel.
Fax
+358 10 709 000
+358 6 317 1906
Finland
Wrtsil Finland Oy Tarhaajantie 2

P.O. Box 252
FIN-65101 Vaasa
Finland
Tel.
Fax
+358 10 709 0000

+358 6 356 7188
Finland
Wrtsil Finland Oy Stlarminkatu 45

P.O. Box 50
FIN-20811 Turku
Finland
Tel.
Fax
+358 2 264 3111

+358 2 234 2419
France
Wrtsil France SAS 1, rue de la Fonderie B.P. 1210

F-68054 Mulhouse Cedex
France
Tel.
Fax
+33 389 666 868

+33 389 666 850
Italy
Wrtsil Italia S.p.A. Bagnoli della Rosandra 334

I-34018 San Dorligo della Valle, Trieste
Italy
Tel.
Fax
+39 040 319 5000

+39 040 319 5728
The Netherlands
Wrtsil Nederland B.V. P.O. Box 10608

NL-8000 GB Zwolle
The Netherlands
Wrtsil Norway AS N-5420 Rubbestadneset Norway
Tel.
Fax
+31 38 4253 253

+31 38 4253 352
Norway
Tel.
Fax
+47 53 42 25 00
47 53 42 25 01
25.72.07.40 Issue V.04 Rev. 0
M4
M.
Appendix
Spain
Wrtsil Ibrica S.A. Poligono Industrial Landabaso, s/n Apartado 137 E-48370 Bermeo (Viscaya) Spain
Tel. Fax
+34 94 6170 100 +34 94 6170 113
Switzerland
Wrtsil Switzerland Ltd Zrcherstrasse 12 P.O. Box 414 CH-8401 Winterthur Switzerland
Tel. Fax
+41 52 262 49 22 +41 52 262 07 18
M4.3
Corporation Network
Wrtsil Australia Pty Ltd. 48 Huntingwood Drive Huntingwood 2148 New South Wales Australia Tel. Fax +61 2 9672 8200 +61 2 9672 8585
Australia
Brazil
Wartsila do Brasil Ltda. Rua So Luiz Gonzaga, 354 20910-970 So Cristovo, Rio de Janeiro, RJ Brazil
Tel. Fax
+55 21 38 78 8900 +55 21 38 78 8901
Chile
Wrtsil Chile Ltda. Nueva de Lyon 096, Oficina 305 Providencia, Santiago Chile
Tel. Fax
+56 2 2325 031 +56 2 2328 754
China
Wrtsil China Ltd. Room 4201 Hopewell Centre 183 Queens Road East Wanchai Hong Kong China
Tel. Fax
+852 2528 6605 +852 2529 9488
China
Wrtsil Engine (Shanghai) Co., Ltd. Unit A, 14 Floor, World Plaza 855 Pu Dong Nan Lu, Shanghai 200120 P.R. China Wrtsil Beijing Repr. Office Room 2505, 25th Floor, CITIC Building 19 Jianguomenwai Daijie Beijing 100004 P.R. China
Tel. Fax
+86 21 6415 5218 +86 21 6415 5868
China
Tel. Fax
+86 10 659 31842 +86 10 659 31843
M5
25.72.07.40 Issue V.04 Rev. 0
M. Appendix
China
Wrtsil Dalian Repr. Office Room 815-816, Furama Hotel No. 60 Ren Min Road Dalian 116001 P.R. China
Tel. Fax
+86 411 264 5987 +86 411 282 2100
China
Wrtsil Taiwan Ltd. 13F-4, No. 186 Jian Yi Road Chung Ho City, Taipei Hsieng, 235 Taiwan R.O.C.
Tel. Fax
+886 2 8227 1066 +886 2 8227 1067
Denmark
Wrtsil Danmark A/S Axeltorv 8, 1st Floor DK-1609 Copenhagen V Denmark Wrtsil France S.A.S. 1, rue de la Fonderie Boite Postale 1210 F-68054 Mulhouse France
Tel. Fax
+45 33 454 133 +45 33 454 130
France
Tel. Fax
+33 3 89 66 6868 +33 3 89 66 6850
Germany
Wrtsil Deutschland GmbH Schlenzigstrasse 6 D-21107 Hamburg Germany Wrtsil UK Ltd. Tubs Hill House London Road Sevenoaks Kent TN13 1BL Great Britain Wrtsil UK Ltd. Girdleness Trading Estate Wellington Road Aberdeen AB11 8DG Great Britain
Tel. Fax
+49 40 75 1900 +49 40 75 190-192
Great Britain
Tel. Fax
+44 1732 744 400 +44 1732 744 420
Great Britain
Tel. Fax
+44 1224 871 166 +44 1224 871 188
Greece
Wrtsil Greece S.A. 4, Loudovikou Square GR-185 31 Piraeus P.O. Box 860 12 GR-185 03 Piraeus Greece Wrtsil India Ltd. Centre Point, 4th Floor Juhu & S.V. Road Junction Santacruz (West) Mumbai 400 054 India
Tel. Fax
+30 1 413 54 50 +30 1 4117 902
India
Tel. Fax
+91 22 605 7506 +91 22 605 7511
25.72.07.40 Issue V.04 Rev. 0
M6
M.
Appendix
Ireland
Wrtsil Ireland Ltd. 54 Broomhill Drive, Tallaght Dublin 24 Ireland Wrtsil Navim Diesel S.r.l. Via Carrara 24-26 I-16147 Genova Italy Wrtsil Japan Co. Ltd. Kobe Yusen Building 1-1-1, Kaigan-dori Chuo-ku Kobe 650-0024 Japan
Tel. Fax
+353 1 462 6700 +353 1 462 6722
Italy
Tel. Fax
+39 010 373 0779 +39 010 373 0757
Japan
Tel. Fax
+81 78 392 5333 +81 78 392 8688
Korea (Rep. of)
Wrtsil Korea Ltd. Noksan Bldg. 6th Floor 50-11, Yonggang-dong, Mapo-Gu Seoul 121-070 Korea (Rep. of) Wrtsil Korea Ltd. Pusan Marine Centre Bldg., 10th Floor 79-1, Chungangdong, 4-Ga Chung-Gu Pusan 600-715 Korea (Rep. of) Wrtsil Norway A/S Hestehagen 5 Holter Industriomrde N-1440 Drbak Norway
Tel. Fax
+82 2 3272 8032 +82 2 3272 8036
Korea (Rep. of)
Tel. Fax
+82 51 465 2191 +82 51 465 5222
Norway
Tel. Fax
+47 64 93 7650 +47 64 93 7660
Peru
Wrtsil del Per S.A. J. Arias Arages 210 San Antonio Miraflores Lima 18 Peru
Tel. Fax
+51 1 241 7030 +51 1 444 6867
Philippines
Wrtsil Philippines Inc. No 6, Diode Street Light Industry and Science Park Bo, Diezmo, Cabuyao, Laguna Philippines
Tel. Fax
+63 49 543 0301-06 +63 49 5430 381
Poland
Wrtsil Polska, Sp zo o Al. Wilanowska 372 02-665 Warszawa Poland
Tel. Fax
+48 22 843 8751 +48 22 843 8752
M7
25.72.07.40 Issue V.04 Rev. 0
M. Appendix
Poland
Wrtsil Polska, Sp zo o Branch Office Ul. Grunwaldzka 139 80-264 Gdansk Poland
Tel. Fax
+48 58 345 23 44 +48 58 341 67 44
Russia
Wrtsil Russia Pokrovsky Bulvar 4/17, Building 4B RU-101000 Moscow Russia Wrtsil Russia Shvedsky Pereulok, 2, RU-191186 St. Petersburg Russia Wrtsil Saudi Arabia Ltd. Industrial City, P.O. Box 2132 Jeddah 21451 Saudi Arabia
Tel. Fax
+7 095 937 75 89 +7 095 937 75 90
Russia
Tel. Fax
+7 812 118 6331 +7 812 118 6334 +7 812 118 6329
Saudi Arabia
Tel. Fax
+966 2 637 6470 +966 2 637 6482
Singapore
Wrtsil Singapore Pte Ltd. 14, Benoi Crescent Singapore 629977 Singapore Wrtsil South Africa Pty Ltd. P.O. Box 356 7420 Cape Town South Africa Wrtsil Sweden AB Polstjrnegatan 10 P.O. Box 8006 SE-40277 Gothenburg Sweden
Tel. Fax
+65 265 9122 +65 264 0802
South Africa
Tel. Fax
+27 21 511 1230 +27 21 511 1412
Sweden
Tel. Fax
+46 316 56 100 +46 316 56 130
Turkey
Wartsila-Enpa Dis Ticaret A.S. Sleyman Seba Cad. No. 92, Besiktas Plaza A Blok Zemin Kat. 80610 Besiktas Istanbul Turkey Wrtsil Gulf FZE P.O. Box 61494 Jebel Ali Dubai United Arab Emirates
Tel. Fax
+90 212 327 1530 +90 212 327 1535
United Arab Emirates
Tel. Fax
+971 4 838 979 +971 4 838 704
25.72.07.40 Issue V.04 Rev. 0
M8
M.
Appendix
USA
Wrtsil North America Inc. 2900 S.W. 42nd Street Fort Lauderdale/Hollywood, Florida 33312 USA
Tel. Fax
+1 954 327 4700 +1 954 327 4877
USA
Wrtsil Inc. 201 Defense Highway, Suite 100 Annapolis, MD 21401 USA Wrtsil Inc. Summit Tower 11 Greenway Plaza, Suite 2920 Houston, Texas 77046 USA
Tel. Fax
+1 410 573 2100 +1 410 573 2200
USA
Tel. Fax
+1 713 840 0020 +1 713 840 0009
M4.4
China
Licensees
China State Shipbuilding Corporation (CSSC) No. 5 Yuetan Beijie 100861 Beijing P.R. China For the works of: Hudong Heavy Machinery Co Ltd (HHM) 2851 Pudong Dadao, 200129 Shanghai Shangchuan Diesel Co Ltd (SSD) No. 1 Jimo Road, Pudong, 200120 Shanghai Tel. Fax +86 10 6803 0208 +86 10 6803 1579
Tel. Fax
+86 21 5871 3222 +86 21 5846 2023
Tel. Fax
+86 21 5879 0451 +86 21 5876 1546
China
China Shipbuilding Industry Corporation (CSIC) No. 5 Yuetan Beijie 100861 Beijing P.R. China For the works of: Dalian Marine Diesel Works (DMD) No. 1 Hai Fang Street, 116021 Dalian Yichang Marine Diesel Engine Plant (YMD) 93, Xiling 2 Road, 443002 Yichang
Tel. Fax
+86 10 6803 0208 +86 10 6803 1579
Tel. Fax Tel. Fax
+86 411 441 7273 +86 411 441 7499 +86 717 646 8890 +86 717 646 9752
Croatia
3. Maj Engines & Cranes Liburnijska 3 P.O. Box 197 51000 Rijeka Croatia
Tel. Fax
+385 51 262 666 +385 51 262 700 +385 51 261 127
M9
25.72.07.40 Issue V.04 Rev. 0
M. Appendix
Italy
Isotta Fraschini Motori S.p.A. Via F. de Blasio - Zona Industriale I-70123 Bari Italy Diesel United Ltd. (Head Office) 8th Floor, Prime Kanda Building 8, 2-chome, Kanda Suda-cho Chiyoda-ku Tokyo 101-0041 Japan For the works of: Diesel United Ltd (Aioi Works) 5292 Aioi, Aioi City, Hyogo Pref. 678-0041
Tel. Fax
+39 080 5345 000 +39 080 5311 009
Japan
Tel. Fax
+81 3 3257 8222 +81 3 3257 8220
Tel. Fax
+81 7912 4 2605 +81 7912 3 3886
Japan
Hitachi Zosen Corporation (Head Office) 1-7-89, Nanko-kita Suminoe-ku Osaka 559-8559 Japan For the works of: Hitachi Zosen Diesel & Engineering Corporation Nagasu-machi, Tamana-gun Kumamoto 859-0193 Hitachi Zosen Corporation (Tokyo Office) Palaceside Building, 7th Floor 1-1, Hitotsubashi 1-chome, Chiyoda-ku Tokyo 100-8121
Tel. Fax
+81 6 6569 0001 +81 6 6569 0002
Tel. Fax
+81 968 78 21 78 +81 968 78 70 36
Tel. Fax
+81 3 3217 8504 +81 3 3217 8453
Japan
Mitsubishi Heavy Industries Ltd. (Head Office) 5-1 Marunouchi, 2-chome Chiyoda-ku Tokyo 100-8315 Japan For the works of: Mitsubishi Heavy Industries Ltd. (Kobe Shipyard & Machinery Works) 1-1, 1-chome, Wadasaki-Cho Hyogo-ku Kobe 652-8585
Tel. Fax
+81 3 3212 9164 +81 3 3212 9779
Tel. Fax
+81 78 672 3791 +81 78 672 3695
Japan
NKK Corporation 1-2, Marunouchi, 1-chome Chiyoda-ku Tokyo 100-8202 Japan For the works of: NKK Corporation 2-1 Suehiro-cho, Tsurumi-Ku Yokohama 230-8611
Tel. Fax
+81 3 3217 3320 +81 3 3214 8421
Tel. Fax
+81 45 505 7507 +81 45 505 7624
25.72.07.40 Issue V.04 Rev. 0
M10
M.
Appendix
Korea
Hyundai Heavy Industries Co., Ltd. Engine and Machinery Division #1, Cheonha-dong, Dong-ku Ulsan City 682-792 Korea
Tel. Fax
+82 522 30 7281 +82 522 30 7282 +82 522 30 7424 +82 522 30 7427
Korea
HSD Engine Co Ltd 69-3, Sinchon-dong Changwon-City, Kyungnam Changwon City 641-370 Korea H. Cegielski-Poznan SA (HCP) Ul. 28 Czerwca 1956 Nr. 223/229 60-965 Poznan Poland
Tel. Fax
+82 55 260 6001 +82 55 260 6983
Poland
Tel. Fax
+48 61 831 1350 +48 61 831 2350 +48 61 832 1541 +48 61 833 1441 +48 61 833 0978
Poland
Zaklady Urzadzen Technicznych Zgoda SA Ul. Wojska Polskiego 66/68 41-603 Swietochlowice Poland
Tel. Fax
+48 32 45 72 70 +48 32 45 72 15 +48 32 45 72 71
M11
25.72.07.40 Issue V.04 Rev. 0
M. Appendix
Page intentionally left blank.
25.72.07.40 Issue V.04 Rev. 0
M12
M.
Index
A
Air filtration, F70 Air flow requirements, F67 Air pressure reducing and filtering unit, F59 Air separator, F11 Air vents, F66 Alarm sensors, G12 Aluminium, F42 Ambient temperature consideration, F68 Arctic conditions, F68 Ash, F41 Automatic back-flushing lubricating oil filter, F24 Automatic back-flushing fuel oil filter, F54 Automatic temperature control valve, F11 Auxiliary blower requirements, C9 Axial vibration, D8
D
Daily tanks, F46 DENIS, G1 DENIS description, G2 DENIS engine specification, G2 DENIS remote control specification, G2 Design conditions, C4 Dimensions and masses, H2 Discontinuous back-flushing, F54 Dynamic behaviour, D12
E
Earthing slip-rings, H91 Electrically driven compensator, D6 Engine air inlet, F68 Engine alignment tools, H78 Engine control, B2 Engine coupling, H86 Engine data, C4 Engine description, B1 Engine dismantling, L2 Engine dispatch, L3 Engine earthing, H90 Engine emissions, I1 Engine installation and alignment, L4 Engine installation with ship on slipway, L7 Engine numbering, B4 Engine options, B2 Engine outlines, H12 Engine performance data, C4 Engine pipe connections, F76 Engine pre-heating, F16 Engine safety system, G1 Engine seating, H54 Engine shut-down system, G1 Engine spare parts, K4 Engine stays, H93 Engine structure, B1 Engine system data, F1 Engine-room control, G1 Engine-room ventilation, F67 Epoxy resin chocks, H54 Exhaust gas system, F64 Exhaust valve, B2 Expansion tank (cylinder cooling water system), F11 External forces and moments, D1 Extinguishing agents, H98
B
Back-flushing filter after the feed pumps, F54 Barred-speed range, D7 Bearing and cylinder lubricating oil systems, L1 Bedplate, B1 Bottom-end bearing, B2
C
Camshaft, B2 Carbon residue, F41 Central cooler, F10 Central fresh water cooling system components, F10 Centrifugal separators, F46 Change-over duplex filter, F24 Characteristic design features, B1 Classification society, F12 CMCR, C2 Constant speed gear, E2 Contents of fluid in the engine, H6 Continuous service rating, C2 Control air system supply, F59 Conversion factors, M3 Crankshaft, B2 Crosshead, B2 Cylinder cooling water pump, F11 Cylinder cooling water system components, F11 Cylinder cover, B2 Cylinder liners, B2 Cylinder lubricating oil system, F25 Cylinder lubrication, B2
Wrtsil NSD Switzerland Ltd
Index1
25.72.07.40 Issue V.04 Rev. 0
M.
Index
F
Final engine alignment, L8 Fire protection, H98 Fitting coupling bolts, H86 Flash point, F42 Flushing the fuel oil system, F55 Flushing the lubricating oil system, F37 Free first order moments, D2 Free second order moments, D2 Fresh water pump, F10 Freshwater generator, F12, F14 Friction stays details, H96 Fuel oil endheater, F52 Fuel oil feed pump, F51 Fuel oil requirements, F40 Fuel oil system, F40 Fuel oil system mixing unit, F52 Fuel oil system on the engine, F50 Fuel oil treatment, F44
Lubricating oil drain tank, F29, F30 Lubricating oil full flow filters, F24 Lubricating oil high-pressure pump, F24 Lubricating oil low-pressure pump, F24 Lubricating oil maintenance and treatment, F25 Lubricating oil requirements, F25 Lubricating oil separator, F25 Lubricating oil system, F17 Lubricating oil system for turbocharger, F17
M
Main bearing, B2 Main bearing oil, F17 Main fuel oil filter before the injection pumps, F54 Main lubricating oil system, F17 Main lubricating oil system components, F24 Main shaft earthing system, H91 Main-engine driven generator, B2 MAPEX family, G27 Mounting and storage proposals, K33
G
General service and working air, F59
N
Noise, I3 NOx emissions, I1
H
Heavy fuel oil system components, F51 High-pressure booster pump, F52 Hull vibration, D7, D9 Hydraulic stays details, H94
O
Optional tools, J1 Order forms for vibration calculations and simulation, D12 Overload limit, C2 Overspeed limit, C2
I
Ignition quality, F42 Injection pump, B2 Installation and assembly of sub-assemblies, L6 Installing a complete engine, L7 Installing an engine from assembled sub-units, L7 ISO Standard 15550, C4 ISO Standard 3046-1, C4
P
Part load data diagram, F1 Pipe connections, F5 Pipe size and flow details, F72 Pipe velocities, F72 Piping symbols, F73 Piping systems, F5 Piston, B2 Platform and gallery arrangement, H25 Pour point, F42 Power take off, D7 Pressure and temperature ranges, C10 Pressure regulating valve, F51 Pressurized fuel oil system, F47 Primary engine data, B3 Propeller characteristics, C1
L
Lateral engine vibration, D5 Lateral stays, D6 Layout field, C1 Leakage collection system, F60 Load range with main-engine driven generator, C3 Load range limits, C2 Longitudinal engine vibration, D7 Lubricating oil cooler, F24
25.72.07.40 Issue V.04 Rev. 0
Index2
M.
Index
Protection cylinder cooling water system, L1 Protection engine exterior, L1 Protection pipework, L1 Protection turbocharger in place, L1 PTO arrangements, E2
Summarized spares data, K2 System dynamics, D12
T
Temperature control, F10 Terminal boxes and sensors, G24 Thermal expansion at TC expansion joint, H5 Thrust sleeve, H54 Tools, J1 Tools (optional), J40 Tools (standard), J2 Tools (storage proposal), J46 Tools (turbocharger), J45 Torsional vibration, D7 Trace metals, F41 Treatment against corrosion, L1 Trial report, L12 Turbocharger spare parts, K32, K33 Turbocharger tools, J1 Turbocharger weights, C9 Turbocharging system, B2 Turning gear requirements, C9
Q
Questionnaire winGTD, F2
R
Rating points, C1 Reduced piston dismantling height, H7 Reduction of axial vibration, D9 Reduction of lateral vibration, D6 Reduction of torsional vibration, D8 Reference conditions, C4 Reference to other documentation, M1 Remote control system, G1 Remote control systems suppliers, G9 Removing rust preventing oils, L4 Rocking, D5
S
Scavenge air cooler, F10 Scavenge air cooler parameters, C5 Scavenge air system, B2, F68 Sea-water pump, F10 Sea-water strainer, F10 Sediment, F41 Separator arrangement, F46 Settling tanks, F46 Shafting alignment, L4 Shafting system, D8 Shop trial, L12 Signal list, G19 Silicon, F42 Space requirements and dismantling heights, H6 Speed control, G7 Spraycoating with rust preventing oil, L1 Standard engine control, G5 Standard tools, J1 Starting air compressors, F59 Starting air receivers, F59 Starting and control air system specification, F59 Starting and control air systems, F57 Storage proposal, J1 Sulphur, F41
U
Using winGTD, C11
V
Vertical drains, F30 Vibration aspects, D1 Viscosity, F41
W
Wrtsil Corporation Network, addresses, M5 Wrtsil Corporation Worldwide, addresses, M4 Wrtsil Headquarters, adresses, M4 Wrtsil Licensees, addresses, M9 Wrtsil Production Companies, addresses, M4 Waste heat recovery, E2 Water content of the fuel oil, F42 winGTD, C11 Working air, F59
Index3
25.72.07.40 Issue V.04 Rev. 0
M.
Index
25.72.07.40 Issue V.04 Rev. 0
Index4

Wartsila O E RTA96C MIM

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Marine Installation Manual

Issue May 2004

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

25.72.07.40 Issue V.04 Rev. 1

Wrtsil Switzerland Ltd

Marine Installation Manual

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A1 Engine description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B1

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

Wrtsil Switzerland Ltd

25.72.07.40 Issue V.04 Rev. 0

Marine Installation Manual

C7.2 C7.2.1 C7.2.2 C7.2.3 C7.2.4 C7.2.5 C7.3

25.72.07.40 Issue V.04 Rev. 0

Wrtsil Switzerland Ltd

Marine Installation Manual

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

Wrtsil Switzerland Ltd

25.72.07.40 Issue V.04 Rev. 0

Marine Installation Manual

25.72.07.40 Issue V.04 Rev. 0

Wrtsil Switzerland Ltd

Marine Installation Manual

F4 F4.1 F4.2 F5 F5.1 F5.2

Engine management systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G1

Wrtsil Switzerland Ltd

25.72.07.40 Issue V.04 Rev. 0

Marine Installation Manual

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

25.72.07.40 Issue V.04 Rev. 0

Wrtsil Switzerland Ltd

Marine Installation Manual

Wrtsil Switzerland Ltd

25.72.07.40 Issue V.04 Rev. 0

Marine Installation Manual

25.72.07.40 Issue V.04 Rev. 0

Wrtsil Switzerland Ltd

Marine Installation Manual

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

Wrtsil Switzerland Ltd

25.72.07.40 Issue V.04 Rev. 0

Marine Installation Manual

25.72.07.40 Issue V.04 Rev. 0

Wrtsil Switzerland Ltd

Marine Installation Manual

Wrtsil Switzerland Ltd

25.72.07.40 Issue V.04 Rev. 0

Marine Installation Manual

25.72.07.40 Issue V.04 Rev. 0

Wrtsil Switzerland Ltd

Marine Installation Manual

Wrtsil Switzerland Ltd

25.72.07.40 Issue V.04 Rev. 0

Marine Installation Manual

25.72.07.40 Issue V.04 Rev. 0

Wrtsil Switzerland Ltd

Marine Installation Manual

Wrtsil Switzerland Ltd

25.72.07.40 Issue V.04 Rev. 0

Marine Installation Manual

25.72.07.40 Issue V.04 Rev. 0

Wrtsil Switzerland Ltd