Spemos System Wartsila Manual

Introduction
This Project Guide provides engine data and system proposals for the early design phase of marine
engine installations for W26A engine. For contracted projects specific instructions for planning the
installation will be delivered.
Optimum performance of the installation can be achieved by close co-operation between the
operator, shipbuilder and the engine manufacturer exchanging information of the requirements of the
application and engine technology.
Some parts/ functionalities described in this guide are not always included in the scope of supply.
When described these issues are marked with “optional” or “application dependent”.
In the figures placed in this guide reference is made to the official drawings. Always ask/ use the latest
revision before using any drawing for engineering activities. In the caption text the drawing number
can be found.
Any data and information herein is subject to revision without notice.
This 1/2003 issue replaces all previous issues of the Wärtsilä 26 Project Guide.
Wärtsilä Italia S.p.A.

Marine
Bagnoli della Rosandra, 334
34018 San dorligo della Valle
Trieste - Italy
THIS PUBLICATION IS DESIGNED TO PROVIDE AS ACCURATE AND AUTHORITIVE INFORMATION REGARDING THE SUBJECTS COVERED
AS WAS AVAILABLE AT THE TIME OF WRITING. HOWEVER, THE PUBLICATION DEALS WITH COMPLICATED TECHNICAL MATTERS AND
THE DESIGN OF THE SUBJECT AND PRODUCTS IS SUBJECT TO REGULAR IMPROVEMENTS, MODIFICATIONS AND CHANGES.
CONSEQUENTLY, THE PUBLISHER AND COPYRIGHT OWNER OF THIS PUBLICATION CANNOT TAKE ANY RESPONSIBILITY OR LIABILITY
FOR ANY ERRORS OR OMISSIONS IN THIS PUBLICATION OR FOR DISCREPANCIES ARISING FROM THE FEATURES OF ANY ACTUAL ITEM IN
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Table of Contents
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i 7 Lubricating oil system . . . . . . . . . . . . . . . . . . . . . . 66
1 General data and outputs . . . . . . . . . . . . . . . . . . . . 1 7.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66

7.2 Lubricating oil quality . . . . . . . . . . . . . . . . . . . . . . . . 66
1.1 Technical main data . . . . . . . . . . . . . . . . . . . . . . . . . . 1
7.3 Internal lubricating oil system. . . . . . . . . . . . . . . . . . 69
1.2 Maximum continuous output . . . . . . . . . . . . . . . . . . . 1
7.4 External lubricating oil system . . . . . . . . . . . . . . . . . 74
1.3 Reference conditions . . . . . . . . . . . . . . . . . . . . . . . . . 2
7.5 Separating unit (2N01) . . . . . . . . . . . . . . . . . . . . . . . 78
1.4 Fuel characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . 2
7.6 Filling, transfer and storage . . . . . . . . . . . . . . . . . . . 79
1.5 Principal dimensions and weights . . . . . . . . . . . . . . . 4
7.7 Crankcase ventilation system. . . . . . . . . . . . . . . . . . 79
2 Operating ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 7.8 Flushing instructions. . . . . . . . . . . . . . . . . . . . . . . . . 80
2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
8 Compressed air system . . . . . . . . . . . . . . . . . . . . . 81
2.2 Clutch-in . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
8.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 81
2.3 Matching the engines with driven equipment. . . . . . . 8
8.2 Compressed air quality. . . . . . . . . . . . . . . . . . . . . . . 81
2.4 Speed governing . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
8.3 Internal starting air system . . . . . . . . . . . . . . . . . . . . 81
2.5 Loading capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
8.4 Stopping air system . . . . . . . . . . . . . . . . . . . . . . . . . 81
2.6 Ambient conditions. . . . . . . . . . . . . . . . . . . . . . . . . . 16
8.5 External starting air system . . . . . . . . . . . . . . . . . . . 81
3 Technical data. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
9 Cooling water system . . . . . . . . . . . . . . . . . . . . . . 86
3.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
9.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
3.2 Technical data tables . . . . . . . . . . . . . . . . . . . . . . . . 18
9.2 Internal cooling water system. . . . . . . . . . . . . . . . . . 87
3.3 Exhaust gas and heat balance diagrams . . . . . . . . 32
9.3 External cooling water system . . . . . . . . . . . . . . . . . 90
3.4 Specific fuel oil consumption curves . . . . . . . . . . . . 34
9.4 Waste heat recovery. . . . . . . . . . . . . . . . . . . . . . . . . 96
3.5 Correction values on heat balance data. . . . . . . . . . 35
10 Combustion air system . . . . . . . . . . . . . . . . . . . . 105
4 Description of the design. . . . . . . . . . . . . . . . . . . . 37
10.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
4.1 Definitions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
10.2 Ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
4.2 Main engine components . . . . . . . . . . . . . . . . . . . . . 38
10.3 Combustion air system design . . . . . . . . . . . . . . . . 105
4.3 Cross sections and cut outs. . . . . . . . . . . . . . . . . . . 41
10.4 Cold operating conditions . . . . . . . . . . . . . . . . . . . 106
5 Piping design, treatment and installation. . . . . . . 43
11 Exhaust gas system . . . . . . . . . . . . . . . . . . . . . . . 108
5.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
11.1 Internal exhaust gas system. . . . . . . . . . . . . . . . . . 108
5.2 Trace heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
11.2 External exhaust gas system . . . . . . . . . . . . . . . . . 112
5.3 Pressure class . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
5.4 Pipe class . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44 12 Turbo charger cleaning system . . . . . . . . . . . . . 115
5.5 Insulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45 12.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
5.6 Local gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
13 Exhaust gas emissions . . . . . . . . . . . . . . . . . . . . 116
5.7 Cleaning procedures . . . . . . . . . . . . . . . . . . . . . . . . 45
13.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
5.8 Flexible pipe connections. . . . . . . . . . . . . . . . . . . . . 46
13.2 Diesel engine exhaust gas components. . . . . . . . . 116
6 Fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 13.3 Marine exhaust emissions legislation . . . . . . . . . . . 117
6.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47 13.4 Methods to reduce exhaust emissions. . . . . . . . . . 119
6.2 Marine Diesel Fuel installations . . . . . . . . . . . . . . . . 47
14 Automation system. . . . . . . . . . . . . . . . . . . . . . . . 121
6.3 HFO installations . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
14.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
6.4 Pulse damping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
14.2 Basic engine automation . . . . . . . . . . . . . . . . . . . . 121
Marine Project Guide W26A - 1/2003 iii

Table of Contents
14.3 WECS 2000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128 18.3 Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163

14.4 Electronic speed controllers . . . . . . . . . . . . . . . . . . 142 18.4 Shaft-line locking device and brake . . . . . . . . . . . . 163
18.5 Power-Take-Off from the free end . . . . . . . . . . . . . 163
15 Electric power generation and management. . . 143
18.6 Torsional vibration calculations . . . . . . . . . . . . . . . 166
15.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 143
18.7 Turning gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 166
15.2 Electric power generation. . . . . . . . . . . . . . . . . . . . 144
15.3 Load sharing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145 19 Engine room layout . . . . . . . . . . . . . . . . . . . . . . . 167
15.4 Electric power management system (PMS) . . . . . . 147 19.1 Crankshaft distances . . . . . . . . . . . . . . . . . . . . . . . 167
15.5 Typical one line main diagrams . . . . . . . . . . . . . . . 149 19.2 Four-engine arrangements . . . . . . . . . . . . . . . . . . . 169
19.3 Space requirements for maintenance . . . . . . . . . . 169
16 Foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
19.4 Handling and storage of spare parts and tools . . . 169
16.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
19.5 Required deck area for service work . . . . . . . . . . . 169
16.2 Steel structure design. . . . . . . . . . . . . . . . . . . . . . . 151
16.3 Mounting of generating sets. . . . . . . . . . . . . . . . . . 159 20 Transport dimensions and weights . . . . . . . . . . 172
20.1 Lifting of engines . . . . . . . . . . . . . . . . . . . . . . . . . . 172
17 Vibration and noise. . . . . . . . . . . . . . . . . . . . . . . . 160
17.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160 21 Maintenance and parts . . . . . . . . . . . . . . . . . . . . 174
17.2 External forces and couples . . . . . . . . . . . . . . . . . . 160 21.1 Overhaul intervals and expected life times. . . . . . . 174
17.3 Torque variations . . . . . . . . . . . . . . . . . . . . . . . . . . 161 21.2 Dimensions and weights of engine parts . . . . . . . . 175
17.4 Mass moments of inertia . . . . . . . . . . . . . . . . . . . . 161
A ANNEX. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . a-i
17.5 Structure borne noise . . . . . . . . . . . . . . . . . . . . . . . 162
A.1 List of symbols used in drawings . . . . . . . . . . . . . . . a-i
17.6 Air borne noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
A.2 Unit conversion tables . . . . . . . . . . . . . . . . . . . . . . . a-ii
17.7 Exhaust gas noise . . . . . . . . . . . . . . . . . . . . . . . . . 162
A.3 Main fuel denominations . . . . . . . . . . . . . . . . . . . . a-vi
17.8 Air inlet noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 162
A.4 Filter indications . . . . . . . . . . . . . . . . . . . . . . . . . . . a-vi
18 Power transmission . . . . . . . . . . . . . . . . . . . . . . . 163
List of figures. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . lof-i
18.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163
18.2 Flexible coupling. . . . . . . . . . . . . . . . . . . . . . . . . . . 163 List of tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . lot-i
iv Marine Project Guide W26A - 1/2003

1 General data and outputs

1.1 Technical main data 1.2.1 W6L26 High output version
The Wärtsilä 26 is a 4-stroke, non-reversible, turbo charged The 6L26 with nom speed of 1000 rpm can be delivered
and intercooled diesel engine with direct fuel injection. with an increased output. This engine is equipped with an
air waste gate which is described in paragraph 10.3.1 on
Cylinder bore 260 mm page 106. The high output version is typically interesting
for applications which do not run at high loads for long
Stroke 320 mm periods, since fuel consumption increases when waste gate
is opened.
Piston displacement 17,0 l/cyl
Table 1.1 Rating table for main engines
Number of valves 2 inlet valves and (9910ZT220 rev. c)
2 exhaust valves 900 rpm 1000 rpm

Engine type CPP FPP CPP FPP
Cylinder configuration 6, 8, 9 in-line; [kW] [kW]
6L26A 1860 1770 1950 1860
12, 16, 18 V 6L26A HO - - 2025 1950
8L26A 2480 2360 2600 2480
V angle 55° 9L26A 2790 2655 2925 2790
12V26A 3720 3540 3900 3720
Direction of rotation Clockwise, 16V26A 4960 4720 5200 4960
18V26A 5580 5310 5850 5580
counter-clockwise on
request
The maximum fuel rack position is mechanically limited to
1.2 Maximum continuous output 100% of the continuous output for main engines.
The mean effective pressure pe can be calculated as Table 1.2 Rating table for auxiliary and diesel electric
follows: engines (9910ZT220 rev. c)
p ⋅ c ⋅ 24 ⋅ 10 7 900 rpm, 60 Hz
pe = Engine type Engine Alternator
D2 ⋅ n ⋅ s [kW] [KVA] [kWe]
6L26A 1860 2244 1795
where: 8L26A 2480 2992 2393
9L26A 2790 3365 2692
12V26A 3720 4487 3590
pe = Mean effective pressure [MPa]
16V26A 4960 5983 4786
18V26A 5580 6731 5385
P = Output per cylinder [kW/cyl]
1000 rpm, 50 Hz
c = Operating cycle (=2 for 4-stroke) Engine type Engine Alternator
[kW] [KVA] [kWe]
6L26A 1950 2352 1882
D = Cylinder bore [mm]
6L26A HO 2025 2443 1954
8L26A 2600 3136 2509
n = Engine speed [r/min] 9L26A 2925 3528 2823
12V26A 3900 4704 3764
S = Length of piston stroke [mm] 16V26A 5200 6273 5018
18V26A 5850 7057 5645
Marine Project Guide W26A - 1/2003 1

The alternator outputs are calculated for an efficiency of For other than ISO 3046-1 conditions the same standard
96.5% and a power factor of 0.8. The maximum fuel rack gives correction factors on the fuel oil consumption.
position is mechanically limited to 110% of the continuous
output for engines driving generators. 1.4 Fuel characteristics
1.3 Reference conditions The Wärtsilä 26 diesel engine is designed and developed for
continuos operation, without reduction in the rated output,
The reference conditions for the maximum continuous on fuels with the following properties.
output are according ISO 3046-1 : 2002 (e), I.e:
Distillate fuel oil
Suction air temperature 25°C
The fuel specification is based on the ISO 8217:1996(E)
Relative humidity 30% standard and covers the fuel categories ISO-F-DMX,
DMA, DMB and DMC. Maximum limits for the fuel
Charge air coolant temperature 25°C characteristics for distillate fuels are shown in table 1.3.
The output is available with LT cooling water temperature • DMX is a fuel which is suitable for use at ambient
of max. 38°C and an air temperature of max. 45°C. For temperatures down to – 15 °C without heating the
higher temperatures, the output has to be derated fuel. In merchant marine applications, its use is
according to the formula stated in the ISO standard restricted to lifeboat engines and certain emergency
3046-1. equipment, because flash point requirement can not
be met.
The specific fuel consumption is stated in chapter 3 • DMA is a high quality distillate, generally designated
technical data. MGO (Marine Gas Oil) in the marine field.
Table 1.3 MDF Specifications (9910DT115)
ISO-F ISO-F ISO-F ISO-F Test method

Property Unit
DMX DMA 5) DMB DMC 1) reference
Viscosity, min., before injection pumps 2) cSt 2.0 2.0 2.0 2.0 ISO 3104
Viscosity, max. cSt at 40ºC 5.50 6.00 11.00 14.00 ISO 3104
3)
Density, max. kg/m3 at 15ºC 890 900 920 ISO 3675 or 12185
Cetane number 45 40 35 - ISO 5165 or ISO 4264
Water, max. % volume - - 0.3 0.3 ISO 3733
Suphur, max. % mass 1.0 1.5 2.0 2.0 ISO 8574
Ash, max. % mass 0.01 0.01 0.01 0.05 ISO 6245
Vanadium, max. mg/kg - - - 100 ISO 14597
Sodium before engine, max. 2) mg/kg - - - 30 ISO 10478
Aluminium + Silicon max. mg/kg - - - 25 ISO 10478
2)
Aluminium + Silicon before engine, max. mg/kg - - - 15 ISO 10478
Carbon residue (micro method, 10 %vol
% mass 0.30 0.30 - - ISO 10370
dist. bottoms), max.
Carbon residue (micro method), max. % mass - - 0.30 2.50 ISO 10370
2)
Flash point (PMCC), min. ºC 60 60 60 60 ISO 2719
4)
Pour point, max. ºC - -6 -> 0 0–>6 0–>6 ISO 3016
Sediment % mass - - 0.07 - ISO 3735
Total sediment potential, max. % mass - - - 0.10 ISO 10307-1
1) Use of ISO-F-DMC category fuel is allowed provided that the fuel treatment system is equipped with a fuel centrifuge.
2) Additional properties specified by the engine manufacturer, which are not included in the ISO specification or differ from the
ISO specification.
3) In some geographical areas there may be a maximum limit.
4) Different limits specified for winter and summer qualities.
5) Covering NATO F-76
2 Marine Project Guide W26A - 1/2003

• DMB is a general purpose fuel which may contain Residual fuel oils
trace amounts of residual fuel and is intended for
engines not specially designed to burn residual The fuel specification “HFO 2" is based on the ISO
fuels. 8217:1996(E) standard and covers the fuel categories
• DMC is a fuel which can obtain a significant ISO-F-RMA10 - RMK55. Additionally, the engine
proportion of residual fuel. Consequently it is manufacturer has specified the fuel specification ”HFO 1".
unsuitable for installations where engine or fuel HFO1 covers majority of residual fuels used. Expected life
treatment plant is not designed for the use of times are based on HFO1.
residual fuels.
Lubricating oil, foreign substances or chemical waste,
F-76 is a NATO fuel procured to MIL-F-16884J, with hazardous to the safety of the installation or detrimental to
improved storage stability. The quality requirements are the performance of the engines, should not be contained in
stricter compared to DMA, including a storage stability the fuel.
test. True F-76 fuel can generally only be obtained from
government bulk fuel sources - a government fuel depot, The limits above concerning the “HFO2 also correspond
or an oiler. to the demands of the following standards:
• BS MA 100: 1996, RMH 55 and RMK 55

• CIMAC 1990, Class H55 and K55
• ISO 8217: 1996(E), ISO-F-RMH 55 and RMK 55
Table 1.4 HFO Specifications (9910DT115)
Limit Limit
Property Unit Test method ref.
HFO 1 HFO 2
cSt at 100ºC 55 55
cSt at 50ºC 730 730
Viscosity, max. ISO 3104
Redwood
7200 7200
No. 1 s at 100°F
Density, max. kg/m3 at 15ºC 991/10101) 991/10101) ISO 3675 or 12185
2)
CCAI, max. 850 8702) Shell's formula
Water, max. % volume 1.0 1.0 ISO 3733
4)
Water before engine, max. % volume 0.3 0.3 ISO 3733
Suphur, max. % mass 2.0 5.0 ISO 8574
Ash, max. % mass 0.05 0.20 ISO 6245
Vanadium, max. mg/kg 100 6003) ISO 14597
4)
Sodium, max. mg/kg 50 1003) ISO 10478
4)
Sodium before engine, max. mg/kg 30 30 ISO 10478
Aluminium + Silicon max. mg/kg 30 80 ISO 10478
Aluminium + Silicon before engine, max. 4) mg/kg 15 15 ISO 10478
Conradson carbon residue, max. % mass 15 22 ISO 10370
Asphaltenes, max. 4) % mass 8 14 ASTM D 3279
Flash point (PMCC), min. ºC 60 60 ISO 2719
Pour point, max. ºC 30 30 ISO 3016
Total sediment potential, max. % mass 0.10 0.10 ISO 10307-2
1) Max. 1010 kg/m³ at 15°C provided the fuel treatment system can remove water and solids.
2) Straight run residues show CCAI (Calculated Carbon Aromaticy Index) values in the 770 to 840 range and are very good ignitors. Cracked
residues delivered as bunkers may range from 840 to - in exceptional cases - above 900. Most bunkers remain in the ma
3) Sodium contributes to hot corrosion on exhaust valves when combined with high sulphur and vanadium contents. Sodium also contributes
strongly to fouling of the exhaust gas turbine blading at high loads.
The aggressiveness of the fuel depends not only on its proportions of sodium and vanadium but also on the total amount of ash constituents.
Hot corrosion and deposit formation are, however, also influenced by other ash constituents. It is therefore diffic
4) Additional properties specified by the engine manufacturer, which are not included in the ISO specification.

1.5 Principal dimensions and weights

1.5.1 W26 In-line engines
Figure 1.1
Table 1.5 W26 In-line engine dimensions (9604ZT394 rev. g)
A* Total length of the engine when the turbo charger is located at the flywheel end.
A Total length of the engine when the turbo charger is located at the free end.
B Height from the crankshaft centreline to the exhaust gas outlet.
C Total width of the engine.
D Minimum height when removing a piston.
E Height from the crankshaft centreline to the engine feet.
F Dimension from the crankshaft centreline to the bottom of the oil sump.
G Length of the engine block.
H Dimension from the end of the engine block to the end of the crankshaft.
I Width of the oil sump.
K Width of the engine block at the engine feet.
M Dimension from the centre of the crankshaft to the outermost end of the engine.
N Length from the engine block to the other end of the engine when the turbo charger is located at the flywheel end.
Engine A* A B C D E F wet F dry G H I K M N Weight 1) [ton]

type [mm] dry sump wet sump
6L26A 4280 4220 1880 1820 2420 400 960 800 2870 260 920 1420 1080 680 17.7 18.8
8L26A 5370 5250 1890 1870 2420 400 960 800 3650 260 920 1420 1130 940 22.5 24,0
9L26A 5760 5640 1890 1870 2420 400 960 800 4040 260 920 1420 1130 940 24.7 26.2
1) Weights (in metric tons) including liquids, without flyweel (about 170 for in-line and 270 for V engines). Tolerance +/-5%

1.5.2 W26 V engines
Figure 1.2
Table 1.6 W26 V-engine dimensions (9604ZT383 rev. a)
A* Total length of the engine when the turbo charger is located at the flywheel end.
A Total length of the engine when the turbo charger is located at the free end.
B Height from the crankshaft centreline to the exhaust gas outlet.
C Total width of the engine.
D Minimum height when removing a piston.
E Height from the crankshaft centreline to the engine feet.
F Dimension from the crankshaft centreline to the bottom of the oil sump.
G Length of the engine block.
H Dimension from the end of the engine block to the end of the crankshaft.
I Width of the oil sump.
K Width of the engine block at the engine feet.
M Dimension from the centre of the crankshaft to the outermost end of the engine.
N Length from the engine block to the other end of the engine when the turbo charger is located at the flywheel end.
O Minimum width when removing a piston.
Engine A* A B C D E F wet F dry G H I K M N O Weight 1) [ton]

type [mm] dry sump wet sump
12V26A 5370 5130 2020 2480 2060 460 1270 800 3040 350 1010 1530 1240 1350 1160 30.0 31.2
16V26A 6210 5970 2020 2480 2060 460 1270 800 3880 350 1010 1530 1240 1350 1160 36.1 37.8
18V26A 6630 6390 2020 2480 2060 460 1270 800 4300 350 1010 1530 1240 1350 1160 40.0 41.9

1.5.3 Generating sets
Figure 1.3
Length (free end)
Height
Width
Length (flyweel)
Table 1.7 W26 generating set dimensions
Length Turbo Length Turbo

Engine Width Height Weight *
at flywheel end at free end
6L26A 7100 7380 2200 3100 36.1
8L26A 8180 8560 2200 3160 44.3
9L26A 8570 8950 2200 3160 46.9
12V26A 8570 8980 2480 3660 55.0
16V26A 9410 9820 2480 3660 64.0
18V26A 9550 10050 2480 3660 71.3
Note! Genset dimensions are for indication only, based on low voltage generators. Final genset dimensions and weight
depend on selection of alternator and flexible coupling.

2 Operating ranges
2 Operating ranges
2.1 General During bollard pull the ship is not moving through the
water and hence the speed of advance of the propeller is
2.1.1 Engine characteristics low. Therefore, torque needed to drive the propeller is very
high. During reversed operation i.e. when braking the
To achieve a high power density and good efficiency the speed increase of the water is even higher and hence also
engine is equipped with an exhaust gas driven turbo the torque needed to drive the propeller.
charger. In part load the assistance of the turbo charger is
limited due to the risk of surge. Some margin is required to The speed of a free sailing vessel and thereby the rate of
permit some reasonable wear and fouling of the turbo advance of the propellor depends on the overall resistance
charging system and different ambient conditions (e.g. which is affected by the loading condition, trim, fouling of
suction air temperature). This than results with the typical the hull, water depth, weather conditions etc.
operating areas for highly turbo charged engines, with high
power at high engine speed. Depending on the application The above should be duly considered when selecting the
by-pass and / or waste gate is applied to widen the output of the main engine for a particular vessel as well as
operating area. For the W26A this has resulted in seven additional parasitic losses for other equipment to be driven,
different operating areas, which are described in this such as generators, pumps, hydraulic power packs etc.
chapter.
In projects where the standard operating field, standard
2.1.2 Propulsive power characteristics output, or standard nominal speed do not satisfy all project
specific demands, the engine manufacturer should be
The propeller generates thrust by accelerating water. The contacted.
amount of water and thereby the thrust depend on the
pitch, the propellor speed and the rate of advance of the
propellor. Increased pitch, increased propellor speed and
reduced rate of advance increase the power absorption and
the torque.
Figure 2.1 Propeller power absorption in different conditions - example
3
Bollard pull
Propeller power absorption, relative
Other propeller locked

Other propeller trailing (windmilling)
2 Free running
low
Speed of advance
1
high
0
0 20 40 60 80 100
Propeller speed, relative

2 Operating ranges
2.2 Clutch-in It is of utmost importance that the propeller designer has

information about all the actual operation conditions of the
The clutch-in speed must be high enough for the engine to vessel. Often the main objective is to minimise the extent
overcome the breakaway torque of the shaft line without and fluctuation of the suction side cavitation, in order to
stalling. During the transient phase immediately after the reduce propeller-induced hull vibrations and noise at high
clutch-in the speed must not drop too much. At the same power whilst simultaneously avoiding erosive and noisy
time the clutch-in speed must be low enough to keep the pressure side cavitation and a large drop in efficiency at
thermal load of the clutch and the mechanical stresses of reduced propeller pitch and power.
the whole shaft line at an acceptable level. Typically the slip
time of a hydraulic multiple disc clutch is about 3-5 The propeller may enter into pressure side cavitation when
seconds. Twin-in single out installation may require a reducing the power to less than half, while maintaining
longer slip time than single in single out installations. In nominal engine speed. In twin-in/single-out installations,
fixed pitch propellor installations it is recommended that the plant cannot be operated continuously with one engine
the propulsion control system gives a speed boost signal to and a shaft generator connected, if the shaft generator
the engine before the clutch-in command. requires operation at nominal propeller speed.
Many solutions are possible to solve this problem:

2.3 Matching the engines with
driven equipment. • The shaft generator (connected to the secondary
side of the clutch) is used only when sailing with
2.3.1 CP-propeller high power.
• The shaft generator (connected to the secondary
Controllable pitch propellers are dimensioned and classed side of the clutch) is used only when manoeuvring
to match the Maximum Continuous Rating of all the with low or moderate power, the transmission ratio
connected prime movers. The rated power of the propeller being selected to give nominal frequency at reduced
will affect the blade thickness, hub size and shafting propeller speed.
dimensions. • The shaft generator is connected to the primary side
of the clutch of one of the engines, and can be used
Designing a CP-propeller is a complex issue, requiring independently from the propeller, e.g. to produce
compromises between efficiency, cavitation, pressure power for thrusters during manoeuvring.
pulses, and limitations imposed by the engine and a
• The propeller is driven by a two speed gear-box.
possible shaft generator. All these factors affect the
propeller blade geometry. Generally speaking the point of • No shaft generator is installed.
optimisation (an optimum pitch angle) should correspond
to the service speed and service power of the ship, but the These issues are not only operational of nature, they have
issue may be complicated in cases where the ship is to be considered at an early stage when selecting the
intended to sail with various ship speeds, and even with machinery configuration. For all these reasons it is essential
different operating modes. Shaft generators or generators to know the ship’s operating profile when designing the
(or any other equipment) connected to the free end of the propeller and defining the operating modes.
engine should be considered, in case these will be used at
sea. To optimise the operating performance considering these
limitations CP-propellers are typically operating along a
The propeller efficiency is typically highest when running preset combinator curve, combining optimum speed and
along the propeller curve defined by the design pitch, in pitch throughout the whole power range, controlled by one
other words requiring the engine at part-load to run slowly single control lever on the bridge. Applications with two
and heavily. The recommended and allowed operating engines connected to the same propeller must have
range of the diesel engine must however take precedence separate combinator curves for one engine operation and
over propellor efficiency. twin engine operation. This applies similarly to twin-screw
vessels. Two or several combinator curves may be foreseen
in complicated installations for different operating modes
(one-engine, two-engines, manoeuvring, free running etc).

2 Operating ranges
As the power absorption of the propellor varies With this system the propeller pitch is automatically
considerably with the ship resistance and can for instance reduced when a pre-programmed load versus speed curve
during ship acceleration be almost twice as high as during (the “load curve”) is exceeded, overriding the combinator
steady state free sailing it is necessary to have an automatic curve if necessary. The load information must be derived
load control system in all installations. The purpose of this from the actual fuel rack position and the speed should be
system is to protect the engine from thermal overload and the actual speed (and not the demanded). A so-called
surging of the turbo charger. overload protection, which is active only at full fuel pump
settings, is not sufficient in variable speed applications.
Figure 2.2 Operating field for CP Propeller 900 rpm (9910ZT226 rev. b)
OPERATING AREA W26A CPP 310kW/cyl NOMINAL SPEED 900 rpm
350
Output [kW/cyl]
MECHANICAL FUEL STOP
MCR
300
RANGE FOR GOVERNING
PURPOSES ONLY
250
RANGE FOR
200 CONTINUOUS OPERATION
150
FOR EMERGENCY
OPERATION ONLY
LOAD LIMIT CURVE
100
50
Clutch in speed
range 500-540 rpm
0
300 400 500 600 700 800 900
Speed [rpm]
Figure 2.3 Operating field for CP Propeller 1000 rpm (9910ZT225 rev. b)
OPERATING AREA W26A CPP 325kW/cyl NOMINAL SPEED 1000 rpm
350
Output [kW/cyl]
MCR
300
RANGE FOR GOVERNING
PURPOSES ONLY
250
RANGE FOR
CONTINUOUS OPERATION
200
150 FOR EMERGENCY

OPERATION ONLY LOAD LIMIT CURVE
100
50
Clutch in speed
range 500-540 rpm
0
300 400 500 600 700 800 900 1000
Speed [rpm]

2 Operating ranges
Figure 2.4 Operating field 6L26A HO for CP Propeller 1000 rpm (9910ZT230 rev. a)
OPERATING AREA W6L26A HO CPP 2025kW NOMINAL SPEED 1000 rpm
2200
MCR
Output [kW]
2000
RANGE FOR GOVERNING
1800 PURPOSES ONLY
1600
RANGE FOR
1400 CONTINUOUS OPERATION
1200
1000
FOR EMERGENCY
OPERATION ONLY
800 LOAD LIMIT CURVE
600
400
Clutch in speed
200 range 500-540 rpm
0
300 400 500 600 700 800 900 1000
Speed [rpm]
In figures 2.2, 2.3 and 2.4 the operating ranges for 2.3.2 FP-propeller
CP-propeller installations can be seen. The design range
for the combinator curve should be on the right hand side The fixed pitch propeller needs to be matched very
of the load limit curve. Operation in the shaded area is carefully since only one pitch angle must give acceptable
permitted only temporarily during transients. running conditions in all situations. The operational profile
of the ship is very important for the design (acceleration,
loading conditions, sea state, manoeuvring, fouling of hull
and propeller). The FP-propeller should be designed to
absorb maximum 85 % of the maximum continuous
output of the engine (about 82% for the propellor and 3%
for transmission losses.
Figure 2.5 Operating field for FP Propeller 900 rpm (9910ZT228 rev. b)
OPERATING AREA W26A FPP 295kW/cyl 900 rpm

350
Output [kW/cyl]
MECHANICAL
MCR FUEL STOP
300
RANGE FOR TEMPORARY 85%
OPERATION ONLY MCR
250 NOMINAL
PROP. CURVE
200 PROPELLER
LAY-OUT AREA
150
RANGE FOR OPTIONAL RANGE FOR

100 CONTINUOUS CONTINUOUS OPERATION WITH
OPERATION SPECIAL IMO CERTIFICATE
MIN.
50 SPEED
Clutch in speed
range 500-540 rpm
0
300 400 500 600 700 800 900 1000
Speed [rpm]

2 Operating ranges
Figure 2.6 Operating field for FP Propeller 1000 rpm (9910ZT227 rev. b)
OPERATING AREA W26A FPP 310kW/cyl 1000 rpm

350
Output [kW/cyl]
MECHANICAL
FUEL STOP MCR
300
RANGE FOR TEMPORARY

OPERATION ONLY 85%
250 MCR
NOMINAL
PROP. CURVE
200
PROPELLER
LAY-OUT AREA
150
100 RANGE FOR

CONTINUOUS
OPERATION
50
Clutch in speed
0 range 500-540 rpm
300 400 500 600 700 800 900 1000

Speed [rpm]
For ships intended for towing, the bollard pull condition If high speed is also required in free sailing conditions, a
needs to be considered as explained in paragraph 2.1.2. The 900 rpm turbo matching could be considered. Loaded
propeller should be designed to absorb not more than 95 % conditions are then handled at 900 rpm whilst during free
of the maximum continuous output of the main engine at sailing engine speed can be increased up to 1000 rpm to
nominal speed when operating in towing or bollard pull achieve a higher speed. This is shown in figure 2.5
conditions, whichever service condition is relevant. In
order to reach 100 %MCR it is allowed to increase the The engine is non-reversible, so the gearbox has to be of
engine speed to 101.7 %. The speed does not need to be the reversible type. A shaft brake is advised to be installed
restricted to 100 % after bollard pull tests have been carried to improve the deceleration behaviour.
out. The absorbed power in free running and nominal
speed is then relatively low, e.g. 50 – 65 %of the output at In figures 2.5, 2.6 and 2.7 the operating ranges for
service conditions. FP-propeller installations can be seen.
Figure 2.7 Operating field 6L26A HO for FP Propeller 1000 rpm (9910ZT231 rev. a)
OPERATING AREA 6L26A HO FPP 1950kW 1000 rpm

MECHANICAL
2000 FUEL STOP MCR
DURING TOWING
OR BOLLARD
Output [kWl]
1800
85%
RANGE FOR TEMPORARY MCR
1600 OPERATION ONLY
1400
NOMINAL
PROP. CURVE
1200
1000 PROPELLER
LAY-OUT AREA
800
600 RANGE FOR

400
200
Clutch in speed
0 range 500-540 rpm
300 400 500 600 700 800 900 1000

Speed [rpm]

2 Operating ranges
Voith-Schneider propellers This configuration, when the dredging pumps are

mechanically driven e.g. from the free end of the
This type of propulsor is operated at variable speed and crankshaft, may require a capability to run a constant and
pitch. Depending on the lay out of the combinator curve full torque down to 80 % of the nominal speed in some
either a CPP or a FPP operating area must be selected. It is dredging modes. This kind of torque requirements have
important to have some kind of load control system to consequences for high boosted diesel engines. Only 1000
prevent overload over the whole speed range, as described rpm version is available for this application with a MCR of
in previous chapters. 300 kW/cyl.
2.3.3 Dredgers The resulting operating area with constant torque to 80%
of the speed is presented in figure 2.8.
The power generation plant of a dredger can be of different
configurations: 2.3.4 Generators
• Diesel-electric. Propulsors and dredging pumps are Generators are almost exclusively operated at nominal
electrically driven. speed. Modern generators are typically synchronous AC
• Mechanically driven main propellers, and machines, producing a frequency equalling the number of
electrically driven dredging pumps and thrusters. pole pairs times the rotational speed ( f p n). The
The main engines and generators driven e.g. from synchronous speed of such generators is listed in table 2.1.
the free end of the crankshaft are running at
constant speed, and the dredging pumps can be Table 2.1 Synchronous speed of generators
operated at variable speed with a frequency
converter.
Synchr. Speed
Number of Number of
The configuration with the main engine running at [rpm]
pole pairs poles
constant speed has proved to be a good solution, being 50 Hz 60 Hz
1 2 3000 3600
best capable of taking the typical load transients coming 2 4 1500 1800
from the dredging pumps. 3 6 1000 1200
4 8 750 900
• Mechanically driven main propellers and dredging
pumps. The main engines have to operate at
variable speed.
Figure 2.8 Operating field with constant torque from 80 to 100% of speed, 1000 rpm (9910ZT229 rev. b)
OPERATING AREA W26A Pump drive 300kW/cyl

350
Output [kW/cyl]
300 LOAD LIMIT CURVE
250
200
150
RANGE FOR
100
MIN.
50 SPEED
Clutch in speed
range 500-540 rpm
0
300 400 500 600 700 800 900 1000
Speed [rpm]

2 Operating ranges
In some rare installations, shaft generators or For redundancy reasons (depending on the application
diesel-generators may be operated at variable frequency, required by classification societies), the hydraulic actuator
sometimes referred to as floating frequency. This may be used in combination with the electronic speed controller
the case with a shaft generator supplying the ship’s service can be replaced by a mechanical controller/actuator. The
electricity, when it may be clearly feasible to operate the mechanical speed controller takes the control over in case
propulsion plant at variable speed for reasons of propeller the electronic controller fails.
efficiency or cavitation.
The steady state speed characteristics depend mainly on the
The maximum output of diesel engines driving auxiliary performance of the speed governor, while the transient
generators and diesel engines driving generators for speed characteristics depend on the combined behaviour
propulsion is 110 % of the MCR to coop with load steps. of all engine system components.
2.4 Speed governing In case several engines drive the same load, this can either
be via an electrical grid or via a mechanical connection, the
The speedgovernor can be either mechanical or electronic. load has to be shared between the different engines.
In a mechanical governor the control works by comparing
the centrifugal forces of internal flyweights with the force To share the load speed droop can be used. Speed droop is
of a speeder spring. If the governor is electronic the control a permanent change in speed as a consequence of increased
is handled by a programmable microprocessor. In both load. Speed droop is expressed in % of nominal speed. (4%
cases (mechanical and electronic governor) the fuel rack speed droop means 4% less speed at full load compared to
actuator is hydraulic-mechanical. zero load, see figure 2.9).
Moreover an electronic governor can perform other tasks Figure 2.9 Example of 4% speed droop. When the
like for example: load reduces, the speed will increase.
• Isochronous load sharing (see also chapter 15.3 on

page 145)
104
• Controlling the speed of acceleration and 100
deceleration
• Limit the fuel rack as a function of engine speed. In
Speed [%]
this way the operating areas (shown in figures 2.2-8)

can be defined.
• Limit the fuel rack as a function of receiver pressure
• Load dependent gain
• Speed dependent gain
• Speed offset dependent gain 0
0 100
• Different dynamic characteristic for different
Load [%]
operational conditions
In case of an electronic controller the required amount of

fuel to be injected is communicated to the actuator via an
electric signal. The electronic device (the control) is
normally placed close to the engine in an engine junction 2.5 Loading capacity
box. On the engine an actuator is placed which transfers
this electric signal into a position of the fuel rack. For The loading rate of a highly turbo charged diesel engine
marine applications a mechanical hydraulic actuator is must be controlled, because the turbo charger needs time
used. The mechanic hydraulic actuator takes the power to accelerate before it can deliver the required amount of
needed to carry out the corrective action from the engine in air. The load should therefore always be applied gradually
a mechanical way. For this the actuator is connected to the in normal operation.
engine via a gear wheel.
Limiting curves for step loading are shown in figure 2.12.

2 Operating ranges
Figure 2.10 Gradual power increase at variable speed (9910ZT700 rev. b)
W26A CPP. FPP (gradual load increase)

Engine load [%]
100 Preheating
temperature
75 Operating
temperature
Emergency at
50 preheated
condition
25
0
0 20 40 60 80 100 120 140 160 180 200
Time [s]
2.5.1 Diesel-mechanical propulsion Loading capacity and overload specifications are to be

developed in co-operation between the plant designer,
The loading is to be controlled by a load increase engine manufacturer and classification society at an early
programme, which is included in the propeller control stage of the project. Features to be incorporated in the
system. power management systems are presented in the Chapter
for electrical power generation.
2.5.2 Diesel-electric propulsion
2.5.3 Auxiliary engines
Class rules regarding load acceptance capability should not
be interpreted as guidelines on how to apply load on the The load should always be applied gradually in normal
engine in normal operation. The class rules only determine operation. This will prolong the lifetime of engine
what the engine must be capable of, if an emergency components. The class rules only determine what the
situation occurs. Normal loading should be applied engine must be capable of, if an emergency situation
according to the curves for loading capacity given in figure occurs. In an emergency situation the engine can be loaded
2.11. In an emergency situation the engine can be loaded in in three steps with minimum 5 seconds between each step.
three steps in accordance with class requirement. To meet the requirements of class G2 according to ISO
8528-5:1993(E) sudden load should be applied according
The electrical system onboard the ship must be designed so to the following steps:
that the diesel generators are protected from load steps that
exceed the limit. Normally system specifications must be • Step 1: 0 % - 30 % of engine rated power
sent to the classification society for approval and the • Step 2: 30 % - 65% of engine rated power
functionality of the system is to be demonstrated during • Step 3: 65 % - 100 % of engine rated power
the ship’s trial.
Provided that the engine is pre-heated to a HT-water
The loading performance is affected by the rotational temperature of 60…70ºC the engine can be loaded
inertia of the whole generating set, the speed governor immediately after start.
adjustment and behaviour, generator design, alternator
excitation system, voltage regulator behaviour and nominal The fastest loading is achieved with a successive gradual
output. increase in load from 0 to 100 %. It is recommended that
the switchboards and the power management system are
designed to increase the load as smoothly as possible.

2 Operating ranges
Figure 2.11 Gradual power increase at constant speed (9910ZT700 rev. b)
W26A Diesel electric propulsion, auxiliary (gradual load increase)

Engine load [%]
100 Preheating
temperature
Operating
75 temperature
Emergency at
preheated
50 condition
25
0
0 20 40 60 80 100 120 140 160 180 200
Time [s]
The electrical system onboard the ship must be designed so An engine is running at 40 % load. The maximum load step
that the diesel generators are protected from load steps that the engine can take can be found by reading the value on
exceed the limit. Normally system specifications must be the y-axis for a value on the x-axis of 40%. From the figure
sent to the classification society for approval and the (2.12) appears that the engine can take an additional load
functionality of the system is to be demonstrated during step of 35%. Hence load can be increase from 40 to 75%.
the ship’s trial.
Next step can be applied after 5 seconds as required by
Example: class.
Figure 2.12 The figure below shows limiting curves for step loading as a function of the engine load [%]
(9910ZT700 rev. b)
W26A, maximum sudden load capability
40
30
Load increase [%]
20
Maximum sudden
power increase
10
0
0 10 20 30 40 50 60 70 80 90 100
Engine load [%]

2 Operating ranges
2.6 Ambient conditions 2.6.3 High water temperature
2.6.1 High air temperature The maximum inlet LT-water temperature is + 38ºC.
Higher temperatures would cause an excessive thermal
The maximum inlet air temperature is + 45ºC. Higher load on the engine, and can be permitted only if the engine
temperatures would cause an excessive thermal load on the is derated (permanently lowering the MCR) 0.3 % for each
engine, and can be permitted only by de-rating the engine 1ºC above +38ºC. In case LT-water temperature exceeds
(permanently lowering the MCR) 0.35 % for each 1ºC 38ºC also the capacity of the engine mounted lubricating
above + 45ºC. oil cooler must be increased.
2.6.2 Low air temperature 2.6.4 Operation at low load and idling
When designing ships for low temperatures, the following The engine can be started, stopped and operated on heavy
minimum inlet air temperature shall be taken into fuel under all operating conditions. Continuous operation
consideration: on heavy fuel is preferred rather than changing over to
diesel fuel at low load operation and manoeuvring. The
• For starting + 5ºC. following recommendations apply:
• For idling: + 5ºC.
• From medium to high load: - 5ºC. Absolute idling 0-5% load (declutched
• When full output is needed below +15°C, waste main engine, disconnected generator)
gate is needed.
Maximum 6 hours, if the engine is to be loaded after the
At high load, cold suction air with a high density causes idling.
high firing pressures. The given limit is valid for a standard
engine. Minimum 5 minutes, maximum 10 minutes if the engine is
to be stopped after the idling.
For temperatures below -5ºC special provisions may be
necessary on the engine or ventilation arrangement. Operation at 5 – 20% load
During prolonged low load operation in cold climate the Maximum 100 hours continuous operation. At intervals of
two-stage charge air cooler is useful in pre-heating the 100 operating hours the engine must be loaded to
charge air with the HT-water. To prevent under-cooling of minimum 70 % of the rated load.
the HT-water, special provisions may be necessary, e.g. by
designing the pre-heating arrangement to heat the running Operation at higher load than 20 %
engine.
No restrictions.
Other guidelines for low suction air temperatures are given
in the chapter for Combustion air system.

3 Technical data
3 Technical data
3.1 Introduction Coolers
General The charge air and lubricating oil coolers are dimensioned
for tropical conditions, 45ºC suction air and 38ºC
This chapter gives the technical data needed to design LT-water. A sea water temperature of 32ºC typically results
auxiliary systems. The technical data tables give separate in a LT-water temperature of 38ºC. Correction factors on
exhaust gas and heat balance data for constant speed the heat balance data are presented in figure 3.9.
engines (Diesel electric propulsion and auxiliary) and for
variable speed engines (CPP and FPP mechanically driven). For the layout of the central cooler 10% safety margin has
The data differs per application since the turbocharging to be added to the heat balance data.
system is optimised for the specific use of the engine.
Heat recovery
Ambient conditions
For heat recovery purposes, dimensioning conditions have
The reference ambient conditions are described in chapter to be evaluated on a project specific basis as to engine load,
1.3. The influence of different ambient conditions on the operating modes, ambient conditions etc. The load
heat balance (ref. ISO-conditions) is shown in figure 3.7. dependent diagrams (after the tables) are valid under
ISO-conditions.
For the layout of the heat recovery system, 10% safety

margin has to be subtracted from the heat balance data.

3 Technical data
3.2 Technical data tables

3.2.1 6L26A - Technical data sheets
Diesel engine Wärtsilä 6L26A DE, aux CPP FPP

Engine speed [rpm] 900 1000 900 1000 900 1000
Engine output [kW] 1860 1950 1860 1950 1770 1860
Engine output [HP] 2529 2651 2529 2651 2407 2529
Cylinder bore [mm] 260
Stroke [mm] 320
Swept volume [dm³] 102
Compression ratio, geometric [-] 15.8
Firing pressure, max. [MPa] (bar) 19 (190)
Charge air pressure absolute [KPa] (bar) 360 (3,6) 340 (3,4) 360 (3,6) 340 (3,4) 385 (3,85) 365 (3,65)
Mean effective pressure [bar] 24.3 23.0 24.3 23.0 23.1 21.9
Mean piston speed [m/s] 9.6 10.7 9.6 10.7 9.6 10.7
Idling speed [rpm] 400
Clutch in speed [rpm] 500-540
Combustion air system
1)
Flow of air at 100% load [kg/s] 3.7 3.9 3.7 3.9 4.0 4.2
Temperature of suction air [°C] 15-45
Air temperature after air cooler [°C] 50-55
Maximum recommended pressure drop inlet [kPa] (mbar) 3 (30)
Exhaust gas system WW ISO WW ISO WW ISO WW ISO WW ISO WW ISO
1)2)
Exhaust gas flow (100% load) [kg/s] 3.8 3.6 4.0 3.8 3.8 3.6 4.0 3.8 4.1 3.9 4.3 4.0
1)3)
Exhaust gas temp. after TC (100% load) [°C] 350 376 359 386 363 390 359 386 313 337 335 360
Max. exhaust gas back pressure [kPa] (mbar) 3 (30)
Exhaust gas pipe diameter, min. [mm] 450
Heat balance 1, 4)
WW ISO WW ISO WW ISO WW ISO WW ISO WW ISO
5)
Jacket water [kW] 450 469 452 471 450 469 452 471 428 446 432 451
5)
Charge air HT [kW] 308 358 293 342 308 358 293 342 362 417 350 406
5)
Lubricating oil [kW] 272 277 298 304 272 277 298 304 258 263 285 290
5)
Charge air LT [kW] 211 205 214 206 211 205 214 206 232 225 237 229
6)
Radiation [kW] 40
Fuel system
Pressure before injection pumps, minimum [kPa] (bar) 600 (6,0)
Pump capacity, LFO, engine driven [m³/h] 1.6 1.8 1.6 1.8 1.6 1.8
Required minimum pump capacity (HFO) [m³/h] 1.5 1.6 1.5 1.6 1.5 1.6
8)
Bsfc (100% load) [g/kWh] 187 188 187 188 187 188
8)
Bsfc (85% load) [g/kWh] 188 189 188 189 188 189
8)
Bsfc (75% load) [g/kWh] 189 190 189 190 189 190
8)
Bsfc (50% load) [g/kWh] 200 200 200 200 200 200
8)
Bsfc (85% load) at var. speed [g/kWh] - - 186 187 186 187
8)
Leak fuel quantity, clean fuel (100% load), HFO/LFO [kg/h] 1,5/6
Fuel filter fineness abs. (LFO only) [µm] 30
1) The two values reffer respectively to ambient conditions ISO 3046/I and Tropical conditions
2) Tolerance +/- 5%
3) Tolerance +/- 20°C
4) The figures are at 100% load.
5) Tolerance +/- 10%
8) According to ISO 3046/I, lower calorific value 42,700 kJ/kg.
With engine driven pumps. Tolerance +5%. Guarantees only at 85%
Subject to revision without notice.

3 Technical data
Diesel engine Wärtsilä 6L26A DE,aux, CPP, FPP

Engine speed [rpm] 900 1000
Lubricating oil system

Pressure before engine, nom. [kPa] (bar) 450 (4.5)
Pressure before engine, alarm (>600/<600rpm) [kPa] (bar) 300/200 (3.0/2.0)
Pressure before engine, stop (>600/<600rpm) [kPa] (bar) 250/150 (2.5/1.5)
Priming pressure, nom. [kPa] (bar) 50 (0.5)
Temperature before engine, nom. [°C] 63
Temperature before engine, alarm [°C] 70
Temperature after engine, abt. [°C] 76
Pump capacity (main), engine driven [m³/h] 60 67
Suction height main pump [mH2O] (bar) 4(0.4)
7)
Pump capacity (priming) [m³/h] 13.7/16.4
Suction height priming pump [mH2O] (bar) 3.5(0.35)
Recommended oil volume in ext oil tank, HFO/LFO [m³] 2.6/1.3
Oil volume wet sump, nominal running engine [m³] 1.3
Main filter fineness abs. [µm] 30
Filter difference pressure, alarm [kPa] (bar) 80 (0.8)
9)
Oil consumption (100% load), abt. [l/h] 1.7
High temperature cooling water system
Pressure before engine, nom. [kPa] (bar) 280 (2.8) + static 340 (3.4) + static
Pressure before engine, alarm [kPa] (bar) 100 (1.0) + static
Pressure before engine, max. [kPa] (bar) 500 (5.0)
Temperature before engine, abt. [°C] 73
Temperature after engine, nom. [°C] 93
Temperature after engine, alarm [°C] 95
Temperature after engine, stop [°C] 100
Pump capacity, nom. [m³/h] 30 33
Pressure drop over engine [kPa](bar) 90(0.9) 110(1.1)
Water volume in engine [m³] 0.33
Pressure drop over external system, max. [kPa] (bar) 180 (1.8)
Pressure from expansion tank [kPa] (bar) 50-150 (0.5-1.5)
10)
Delivery head of stand-by pump [kPa] (bar) 330 (3.3)
Low temperature cooling water system
Pressure before charge air cooler, nom. [kPa] (bar) 280 (2.8) + static 340(3.4) + static
Pressure before charge air cooler, alarm [kPa] (bar) 100 (1.0) + static
Pressure before charge air cooler, max. [kPa] (bar) 500 (5.0)
Temperature before engine, max [°C] 38
Temperature after engine, min [°C] 44
Pressure drop over engine [kPa] (bar) 90(0.9) 110 (1.1)
Pressure drop over external system, max. [kPa] (bar) 180 (1.8) 220 (2.2)
10)
11)
Max capacity engine driven seawater pump [m³/h] 108 120
Air supply pressure before engine (max.)
Air supply pressure before engine (nom.) [MPa] (bar) 3.0 (30)
Air supply pressure, alarm [MPa] (bar) 1.5 (15)
12)
Air consumption per start (20°C) [Nm³ ] 1.4
7) Capacities at 50 and 60 Hz respectively.
9) Lubricating oil treatment losses and oil changes not included.
10) Flow of standby pump equal to flow of main pump
11) Optional for in-line engines only. Capacity with head of 300(3) kPa (bar). Smaller capacities available.
12) Starting air consumption for a 2...3 seconds long start impulse which is the shortest time required for a safe start.

3 Technical data
3.2.2 6L26A High output version- Technical data sheets
Diesel engine Wärtsilä 6L26A High Output DE, aux CPP FPP
Engine speed [rpm] 900 1000 900 1000 900 1000
Engine output [kW] - 2025 - 2025 - 1950
Engine output [HP] - 2753 - 2753 - 2651
Stroke [mm] 320
Charge air pressure, absolute [KPa] (bar) - 350 (3.5) - 350 (3.5) - 380 (3.80)
Mean effective pressure [bar] - 23.8 - 23.8 - 23.0
Mean piston speed [m/s] - 10.7 - 10.7 - 10.7
Flow of air at 100% load, ISO conditions [kg/s] - 4.0 - 4.0 - 4.3
Exhaust gas system ISO WW ISO WW ISO WW
Exhaust gas flow (100% load) 1) 2) [kg/s] - - 4.1 4.1 - - 4.1 4.1 - - 4.4 4.2
Exhaust gas temp. after TC (100% load) 1) 3) [°C] - - 359 386 - - 359 386 - - 331 356
Exhaust gas back pressure recomm. max [kPa] (mbar) 3 (30)
1) 4)
Heat balance ISO WW ISO WW ISO WW
5)
Jacket water [kW] - - 470 490 - - 470 490 - - 452 471
5)
Charge air HT [kW] - - 315 409 - - 315 409 - - 387 446
5)
Lubricating oil [kW] - - 310 316 - - 310 316 - - 298 304
5)
Charge air LT [kW] - - 223 230 - - 223 230 - - 251 244
6)
Radiation [kW] 40
Fuel system
Pressure before injection pumps, minimum [kPa] (bar) 600 (6.0)
Pump capacity, LFO, engine driven [m³/h] - 1.8 - 1.8 - 1.8
Required minimum pump capacity (HFO) [m³/h] - 1.6 - 1.6 - 1.6
8)
Bsfc (100% load) [g/kWh] - 190 - 190 - 190
8)
Bsfc (85% load) [g/kWh] - 190 - 190 - 190
8)
Bsfc (75% load) [g/kWh] - 191 - 191 - 191
8)
Bsfc (50% load) [g/kWh] - 201 - 202 - 202
8)
Bsfc (85% load) at var. speed [g/kWh] - - - 189 - 189
8)
Bsfc (75% load) at var. speed [g/kWh] - - - 190 - 190
Leak fuel quantity, clean fuel, HFO/LFO [kg/h] 1.5/6
1) The two values refer to ambient conditions ISO 3046/I and Tropical conditions (World Wide) respectively.
2) Tolerance +/- 5%
With engine driven pumps. Tolerance +5%.

3 Technical data
Diesel engine Wärtsilä 6L26A High Output DE,aux, CPP, FPP

Lubrica ting oil syste m

Pump capacity (main), engine driven [m³/h] - 67
Suction height main pump [mH2O] (bar) - 4(0.4)
7)
9)
High te m pe ra ture cooling w a te r syste m
Pressure before engine, nom. [kPa] (bar) - 340 (3.4) + static
Pump capacity, nom. [m³/h] - 33
Pressure drop over engine [kPa](bar) - 110(1.1)
W ater volume in engine [m³] 0.33
Pressure from expansion tank [kPa] (bar) - 50-150 (0.5-1.5)
10)
Low te m pe ra ture cooling w a te r syste m
Pressure before charge air cooler, nom. [kPa] (bar) - 340(3.4) + static
Pump capacity, nom. [m³/h] - 33
Pressure drop over engine [kPa] (bar) - 110 (1.1)
W ater volume in engine [m³] 0.16
Pressure drop over external system, max. [kPa] (bar) - 220 (2.2)
10)
11)
Sta rting a ir syste m
12)
9) Lub ricating oil treatment losses and oil changes not included.
10) Flow of standb y pump equal to flow of main pump
11) Optional for in-line engines only. Capacity with head of 300(3) k Pa (b ar). Smaller capacities availab le.
Sub ject to revision without notice.

3 Technical data

Engine speed [rpm] 900 1000 900 1000 900 1000
Engine output [kW] 2480 2600 2480 2600 2360 2480
Engine output [HP] 3372 3535 3372 3535 3209 3372
Stroke [mm] 320
Charge air pressure, absolute [KPa] (bar) 360 (3.6) 340 (3.4) 360 (3.6) 340 (3.4) 385 (3.85) 365 (3.65)
Flow of air at 100% load, ISO conditions [kg/s] 5.0 5.2 5.0 5.2 5.3 5.6
Exhaust gas system WW ISO WW ISO WW ISO WW ISO WW ISO WW ISO
1) 2)
1) 3)
1) 4)
Heat balance WW ISO WW ISO WW ISO WW ISO WW ISO WW ISO
5)
Jacket water [kW] 600 626 603 629 600 626 603 629 571 595 575 600
5)
Charge air HT [kW] 411 478 390 456 411 529 390 510 484 612 467 599
5)
5)
Charge air LT [kW] 282 273 285 275 282 291 285 296 310 321 316 326
6)
Radiation [kW] 53
Fuel system
8)
Bsfc (100% load) [g/kWh] 187 188 191 192 191 192
8)
Bsfc (85% load) [g/kWh] 188 189 188 189 188 189
8)
Bsfc (75% load) [g/kWh] 189 190 189 190 189 190
8)
Bsfc (50% load) [g/kWh] 200 200 200 200 200 200
8)
8)
Leak fuel quantity, clean fuel, HFO/LFO [kg/h] 2/8
2) Tolerance +/- 5%

3 Technical data


7)
Safety filter fineness abs. [µm] 70
9)
Pressure drop over engine [kPa](bar) 125 (1.25) 150 (1.5)
10)
Pressure before charge air cooler, nom. [kPa] (bar) 320 (3.2) + static 390 (3.9) + static
Pressure drop over engine [kPa] (bar) 125 (1.25) 150 (1.5)
10)
11)
Starting air system
12)

3 Technical data

Engine speed [rpm] 900 1000 900 1000 900 1000
Engine output [kW] 2790 2925 2790 2925 2655 2790
Engine output [HP] 3793 3977 3793 3977 3610 3793
Stroke [mm] 320
Exhaust gas system ISO WW ISO WW ISO WW ISO WW ISO WW ISO WW
1) 2)
1) 3)
1) 4)
Heat balance ISO WW ISO WW ISO WW ISO WW ISO WW ISO WW
5)
Jacket water [kW] 675 704 679 708 675 704 679 708 643 671 647 675
5)
Charge air HT [kW] 463 537 439 514 463 537 439 514 543 626 526 609
5)
5)
Charge air LT [kW] 317 307 321 309 317 307 321 309 347 338 355 344
6)
Radiation [kW] 60
Fuel system
8)
Bsfc (100% load) [g/kWh] 187 188 187 188 187 188
8)
Bsfc (85% load) [g/kWh] 188 189 188 189 188 189
8)
Bsfc (75% load) [g/kWh] 189 190 189 190 189 190
8)
Bsfc (50% load) [g/kWh] 200 200 200 200 200 200
8)
8)
Leak fuel quantity, clean fuel, HFO/LFO [kg/h] 2.2/8.8
2) Tolerance +/- 5%

3 Technical data


7)
9)
Pressure from expansion tank [kPa] (bar) 50-150 (0.5-1.5) 50-150 (0.5-1.5)
10)
Pressure drop over engine [kPa] (bar) 150 (1.5)
10)
11)
Starting air system
12)

3 Technical data
3.2.5 12V26A - Technical data sheets
Diesel engine Wärtsilä 12V26A DE, aux CPP FPP

Engine speed [rpm] 900 1000 900 1000 900 1000
Engine output [kW] 3720 3900 3720 3900 3540 3720
Engine output [HP] 5058 5303 5058 5303 4813 5058
Stroke [mm] 320
1) 2)
1) 3)
Exhaust gas pipe diameter, min. [mm] 2*450/1*650
1) 4)
5)
Jacket water [kW] 900 939 905 944 900 939 905 944 857 894 863 900
5)
Charge air HT [kW] 617 716 586 685 617 793 586 766 727 919 701 898
5)
5)
Charge air LT [kW] 423 409 428 413 423 437 428 442 465 481 473 489
6)
Radiation [kW] 80
Fuel system
8)
Bsfc (100% load) [g/kWh] 186 187 190 191 190 191
8)
Bsfc (85% load) [g/kWh] 187 188 187 188 187 188
8)
Bsfc (75% load) [g/kWh] 188 189 188 189 188 189
8)
Bsfc (50% load) [g/kWh] 199 200 199 200 199 200
8)
8)
Leak fuel quantity, clean fuel, HFO/LFO [kg/h] 3/12
2) Tolerance +/- 5%

3 Technical data
Diesel engine Wärtsilä 12V26A DE,aux, CPP, FPP

7)
9)
Pressure from expansion tank [kPa] (bar) 50-150 (0.5-1.5) 50-150 (0.5-1.5)
10)
10)
Starting air system
12)

3 Technical data

Engine speed [rpm] 900 1000 900 1000 900 1000
Engine output [kW] 4960 5200 4960 5200 4720 4960
Engine output [HP] 6744 7070 6744 7070 6417 6744
Stroke [mm] 320
Charge air pressure [KPa] (bar) 360 (3,6) 340 (3,4) 360 (3,6) 340 (3,4) 385 (3,85) 365 (3,65)
1)
Flow of air at 100% load [kg/s] 10.0 10.3 10.0 10.4 10.6 11.1
1)2)
1)3)
Heat balance 1, 4)
ISO WW ISO WW ISO WW ISO WW ISO WW ISO WW
5)
Jacket water [kW] 1200 1251 1206 1258 1200 1251 1206 1258 1142 1191 1151 1200
5)
Charge air HT [kW] 823 955 781 913 823 1058 781 1021 969 1225 935 1197
5)
5)
Charge air LT [kW] 564 546 571 550 564 583 571 589 620 641 631 652
6)
Radiation [kW] 107
Fuel system
Pressure before injection pumps, minimum [kPa] (bar) 600 (6,0)
8)
Bsfc (100% load) [g/kWh] 186 187 190 191 190 191
8)
Bsfc (85% load) [g/kWh] 187 188 187 188 187 188
8)
Bsfc (75% load) [g/kWh] 188 189 188 189 188 189
8)
Bsfc (50% load) [g/kWh] 199 200 199 200 199 200
8)
8)
Leak fuel quantity, clean fuel (100% load), HFO/LFO [kg/h] 4/16
1) The two values reffer respectively to ambient conditions ISO 3046/I and Tropical conditions
2) Tolerance +/- 5%
With engine driven pumps. Tolerance +5%. Guarantees only at 85%

3 Technical data

7)
Recommended oil volume in ext oil tank, HFO/LFO [m³] 3.5/7
9)
10)
10)
Starting air system
12)

3 Technical data

Engine speed [rpm] 900 1000 900 1000 900 1000
Engine output [kW] 5580 5850 5580 5850 5310 5580
Engine output [HP] 7587 7954 7587 7954 7220 7587
Stroke [mm] 320
1) 2)
1) 3)
1) 4)
5)
Jacket water [kW] 1350 1408 1357 1415 1350 1408 1357 1415 1285 1340 1295 1350
5)
Charge air HT [kW] 925 1074 878 1027 925 1190 878 1149 1090 1378 1051 1347
5)
5)
Charge air LT [kW] 634 614 642 619 634 655 642 663 698 721 710 734
6)
Radiation [kW] 120
Fuel system
8)
Bsfc (100% load) [g/kWh] 186 187 190 191 190 191
8)
Bsfc (85% load) [g/kWh] 187 188 187 188 187 188
8)
Bsfc (75% load) [g/kWh] 188 189 188 189 188 189
8)
Bsfc (50% load) [g/kWh] 199 200 199 200 199 200
8)
8)
Leak fuel quantity, clean fuel, HFO/LFO [kg/h] 4.6/18.5
2) Tolerance +/- 5%

3 Technical data

7)
0
9)
10)
10)
Starting air system
12)

3 Technical data
3.3 Exhaust gas and heat balance diagrams

Figure 3.1 Exhaust gas temperature and flow variation against load for engines operated at constant speed.
100% output is taken as reference.
Operated at constant speed
120
110
100
90
Relative quantity [%]
80
70
60
50
40
Exhaust gas flow
30
20 Exhaust gas temperature
10
0
40 50 60 70 80 90 100
Output [%]
Figure 3.2 Available heat versus load for engines operated at constant speed. 100% output is taken as reference.
Operated at constant speed
100
90
80
Heatdissipation [%]
70
60
50
40 HT circuit (jacket + HT charge air

cooler
30
LT circuit (luboil + LT charge air
20 cooler
10
0
40 50 60 70 80 90 100
Output [%]

3 Technical data
Figure 3.3 Exhaust gas temperature and flow variation against load for engines operated according a propeller
law. 100% output is taken as reference.
Operated according propeller curve
120
110
100
90
Relative quantity [%]
80
70
60
50
40
30 Exhaust gas flow
20
10 Exhaust gas temperature
0
40 50 60 70 80 90 100
Output [%]
Figure 3.4 Available heat versus load for propulsion engines operated according a propeller law 100% output is
taken as reference.
Operated according propeller curve
100
90
80
Heatdissipation [%]
70
60
50
40
HT circuit (jacket + HT charge air
30 cooler
LT circuit (luboil + LT charge air
20
cooler
10
0
40 50 60 70 80 90 100
Output [%]

3 Technical data
3.4 Specific fuel oil consumption curves

In figure 3.5, 3.6 and 3.8 and specific fuel oil consumption curves are presented. As a reference the lowest point on the
curve is taken. The reference values can be found in the technical data sheets in this chapter.
Figure 3.5 SFOC trend for engines designed for and running at constant speed (9910ZT400 rev. c)
W26A DE + auxiliary
20
15
+ S.F.O.C. [g/kWh]
10
0
40 50 60 70 80 90 100
Output [%]
Figure 3.6 SFOC trend for propulsion engines operated at constant speed (9910ZT400 rev. c)
W26A CPP tuned engine, operated at constant speed
20
8L, 12V, 16V, 18V
6L, 9L
15
+ S.F.O.C. [g/kWh]
10
0
40 50 60 70 80 90 100
Output [%]

3 Technical data
Figure 3.8 SFOC trend for propulsion engines operated according a propeller law (9910ZT400 rev c)
FPP tuned engine, operated according propeller curve
20
8L, 12V, 16V, 18V
6L, 9L
15
+ S.F.O.C. [g/kWh]
10
0
40 50 60 70 80 90 100
Output [%]
3.5 Correction values on heat balance data

The heat data can be calculated to site conditions by using the correction factors as presented in figures 3.7 and 3.9
3.5.1 Influence of suction air temperature
Figure 3.7 Influence of suction air temperature on heat balance data (9910DT157 rev. d)
Influence of suction air temperature
1.4
1.35
1.3
1.25
Correction factor [-]
1.2
1.15
1.1
1.05
1
0.95
0.9 Air, exhaust mass flow
0.85 Exhaust gas temperature
0.8 HT
0.75 LT
0.7
0 10 20 30 40 50 60
Suction air temperature [ºC]

3 Technical data
3.5.2 Influence of LT cooling water temperature before engine
Figure 3.9 Influence of LT cooling water temperature before engine (9910ZT302 rev. a)
LT cooling water temperature before engine
1.5
1.4 Air, exhaust mass flow

Exhaust gas temperature
1.3 HT
Correction factor [-]
LT
1.2
1.1
0.9
0.8
0.7
15 20 25 30 35 40 45 50
LT Temperature at engine inlet [ºC]

4 Description of the design

4.1 Definitions
Figure 4.1 Definitions (9604DT105 rev. -)
The following definitions are used in this Project Guide:
Operating side Designation of cylinders
Longitudinal side of the engine where the operating Designation of cylinders begins at the driving end
controls are located
Clockwise rotating
Non-operating side
The rotation as viewed from the position of the observer
Longitudinal side opposite of the operating side
A-bank and B-bank
Driving end
See figure 4.1 in relation to observer
End of the engine where the flywheel is located
Inlet and exhaust valves
Free end
See figure 4.1 in relation to observer.
The end opposite the driving end

4.2 Main engine components Depending on the outcome of the torsional vibration
calculation, vibration dampers will be fit at the free end of
The dimensions and weights of engine parts are shown in the engine. If required full output can be taken from either
the chapter for dimensions and weights. end of the engine.
The engine is designed to fulfil the requirements of the 4.2.3 Connecting rod
different classification societies, SOLAS rules and IMO
requirements. The connecting rod is of forged alloy steel. All connecting
rod studs are hydraulically tightened.
4.2.1 Engine block
The connecting rod has a horizontal split at the crankpin
The engine block is a one piece nodular cast iron bearing. The advantages of this type of connecting rod are:
component. The engine block is of stiff and durable design
to absorb internal forces. The engine can be resiliently • Shorter length
mounted without requiring any intermediate foundations. • High rigidity (stiffness)
• Low mass (results in smaller bearing load)
The engine block carries the under-slung crankshaft.
For overhaul the piston and connecting rod are removed
The main bearing caps, made of nodular cast iron, are fixed together with the cylinder liner as one unit. The oil supply
from below by two hydraulically tensioned studs. They are for the piston cooling, gudgeon pin bush and piston skirt
guided sideways by the engine block at the top as well as at lubrication takes place through a single drilling in the
the bottom. Hydraulically tightened horizontal side studs connecting rod.
provide a very rigid crankshaft bearing.
4.2.4 Main bearings and big end
For ease of mounting the engine feet (nodular cast iron) bearings
can be mounted in a number of positions along the engine
block. This minimises modifications to existing foundation The main bearings and the crankpin bearings are of the
and makes various mounting configurations easy to bi–metal type with a steel backing and a soft running layer
implement. with excellent corrosion resistance.
The inlet air receiver and most of the cooling water and 4.2.5 Cylinder liner
lubricating oil channels are integrated in the engine block.
The cylinder liners are centrifugally cast of a special grey
Engine–driven cooling water pumps and a lubricating oil cast iron alloy developed for good wear resistance and high
pump are mounted on a multi functional cast iron housing strength. They are of wet type, sealed against the engine
(pump module) which is fitted at the free end of the engine. block metallically at the upper part and by O-rings at the
lower part. To eliminate the risk of bore polishing the liner
4.2.2 Crankshaft is equipped with an anti-polishing ring.
The crankshaft is forged in one piece and is underslung in Cooling around the liner is divided into two parts: the
the engine block. The crankshaft design satisfies the greater volume in the lower part for uniform cooling water
requirements of all classification societies. distribution and a smaller volume at the top of the jacket to
facilitate an efficient cooling due to a high flow velocity.
The crankshaft design features a very short cylinder
distance with a maximum bearing length resulting in a
short engine. The crankshaft is forged from one piece of
high tensile steel.
Counterweights are fitted on the crankshaft webs. The high

degree of balancing results in an even and thick oil film for
all bearings. The gear on the crankshaft is fitted by a flange
connection.

4.2.6 Piston The valve tappets are of piston type with self-adjustment of
roller against cam to give an even distribution of the
The piston is of composite design with nodular cast iron contact pressure. The valve springs make the valve
skirt and steel crown. The piston skirt and cylinder liner are mechanism dynamically stable.
lubricated by a unique lubricating system utilizing
lubricating nozzles in the piston skirt. This system ensures 4.2.9 Camshaft drive
excellent running behaviour, and constant low lubrication
oil consumption. during all operating conditions. Oil is fed The camshaft is driven from the crankshaft through a fully
through the connecting rod to the cooling spaces of the integrated gear train.
piston. The piston cooling operates according to the
cocktail shaker principle. The piston ring grooves in the Camshaft gear is shrunk on camshaft. Adjusting of timing
piston top are hardened for better wear resistance. is possible by means of oil pressure on the gear wheel.
The crown and piston skirt are connected with one central 4.2.10 Turbo charging and charge air
bolt, which results in symmetrical load distribution in the cooling
piston.
The charge air module for the V–engine is a casting in
4.2.7 Piston rings which the charge air cooler is accommodated and which
supports the turbo chargers.
The piston ring set consists of two directional compression
rings and one spring-loaded conformable oil scraper ring. For the in–line engine the turbo charger support and the
All rings are chromium-plated and located in the piston charge air housing are different modules. Connections
crown. The two compression rings are asymmetrically between turbo charger, charge air cooler and scavenging air
profiled. duct as well as the connections to the cooling water
systems and turbo charger housing(s) are integrated. This
4.2.8 Cylinder head construction eliminates the conventional piping outside
the engine.
The cylinder head is made of grey cast iron. The thermally
loaded flame plate is cooled efficiently by cooling water led The selected turbo charger offers the ideal combination of
from the periphery radially towards the centre of the head. high-pressure ratios and good efficiency at full and part
The bridges between the valve cooling channels are drilled load.
to provide the best possible heat transfer
The turbo charger(s) is (are) as standard located at the
The mechanical load is absorbed by a strong intermediate driving end, but can also be mounted on the free end.
deck, which together with the upper deck and the side walls
form a box section in the four corners of which the The charge–air cooler is of the two–stage type consisting of
hydraulically tightened cylinder head bolts are situated. The HT and LT cooling water sections. Treated fresh water is
exhaust valve seats are directly water-cooled. used in both sections. The charge–air cooler is an insert
type element and can easily be removed for cleaning the air
All valves are equipped with valve rotators. side.
The cams are integrated in the drop forged completely The water side is accessible through removal of the cooler
hardened camshaft material. To provide the required end covers.
rigidity to deal with the high transmission forces involved,
the fuel cam is located very close to the bearing. 4.2.11 Fuel injection equipment
The bearing journals are made in separate pieces which are The high injection pressure and bore to stroke ratio ensure
fitted to the camshaft sections by means of flanged low NOx emission and low fuel oil consumption. The fuel
connections. This design allows lateral dismantling of the injection equipment and system piping are located in a hot
camshaft sections. box, providing maximum reliability and safety when using
pre-heated heavy fuel oils. The fuel oil circulation lines are
The camshaft bearings are located in integrated bores in mounted directly in the fuel injection pump tappet
the engine block casting. The built–on valve tappet unit housing. Particular design attention has been made to
bolted to the engine block makes maintenance easy. significantly reduce pressure pulses in the system.

The HP fuel pumps are individual per cylinder with 4.2.13 Pump module
shielded high pressure pipes. The HP fuel pumps are of the
flow through type to ensure good performance with all fuel The pump module is a cast iron housing fitted at the free
oil types. The pumps are completely isolated from the end of the engine which supports the cooling water pumps,
camshaft compartment preventing fuel contamination of the lubricating oil pump(s) and the fuel oil circulating
the lubricating oil. pump (for distillate fuel oil only). The module contains the
liquid channels between the pumps and the corresponding
The nozzles of the fuel injector are cooled with lubricating channels in the engine block, the charge air module, the
oil. lubricating oil module and the engine sump. Also the
thermostatic valves of the cooling water systems are
The HP fuel pump is a reliable mono–element type mounted in the pump module.
designed for injection pressures up to 2000 bar. The engine
is stopped through activation of the individual stop 4.2.14 Automation system
cylinders on each HP fuel pump.
The engine can be provided with either a basic automation
4.2.12 Exhaust pipes system or with an advanced integrated engine control
system (WECS). These systems are described in detail in
The complete exhaust gas system is enclosed in an chapter 14 (page 121).
insulated box consisting of easily removable panels.
Mineral wool is used as insulating material.

4.3 Cross sections and cut outs
Figure 4.2 Cross section of in-line engine

Figure 4.3 Cross section of V-engine

5 Piping design, treatment and installation

5.1 General In order to ensure a sufficient NPSH the velocities in the
suction pipes are typically 2/3 of the velocities in the
This chapter provides general guidelines for the design, delivery pipes. Recommended maximum fluid velocities
construction and installation of piping systems, however, and flow rates are given in table 5.1.
not excluding other solutions of at least equal standard.
Table 5.1 Recommended maximum fluid velocities and
Fuel, lubricating oil, fresh water and compressed air piping flow rates for pipework*
is usually made in seamless Carbon steel (DIN 2448) and
seamless precision tubes in Carbon or stainless steel (DIN Material Max recommended velocity [m/s]
2391), exhaust gas piping in welded pipes of corten or Galvanised steel 3.0
Carbon steel (DIN 2458). It is recommended to execute Aluminum brass 3.0
Sea-water piping in Cunifer, hot dip galvanized steel or in 10/90 copper-nickel-iron 3.5
rubber lined pipes. 70/30 copper-nickel 5.0
Rubber lined pipes 5.0
Lubricating oil and fuel oil pipes shall be of steel or other
* The velocities give in the above table are guidance figures only.
approved materials. When flexible hoses are used, these National standards can also be applied
flexibles and the attachments shall be of adequate strength.
An integral part of the design phase is not only knowledge of 5.2 Trace heating
how a particular system works, but also how best to install the
system, prior to construction. The following aspects (but not The following pipes shall be equipped with trace heating
necessarily limited to these) should be taken into (steam, thermal oil or electrical). It shall be possible to shut
consideration: off the trace heating.
• In the tank top sections ( blocks) larger pipes shall • All heavy fuel pipes
be installed prior to smaller and if/when the deck • All leak fuel and filter flushing pipes carrying heavy
sections are upside down the large pipes comes fuel
closer to the underside of the deck.
• The main lines shall be installed before the branches 5.3 Pressure class
• Technically more difficult systems to be built before
simpler systems The pressure class of the piping should be higher than or
• Pockets shall be avoided and when not possible equal to the design pressure, which should be higher than
equipped with drain plugs and air vents or equal to the highest operating (working) pressure. The
• Leak fuel drain pipes shall have continuous slope highest operating (working) pressure is equal to the setting
• Vent pipes shall be continuously rising of the safety valve in a system. The pressure in the system
can:
• Flanged connections shall be used, cutting ring
joints for precision tubes
• Originate from a positive displacement pump
Maintenance access and dismounting space of valves, • Be a combination of the static pressure and the
coolers and other devices shall be taken into consideration. pressure on the highest point of the pump curve for
Flange connections and other joints shall be located so that a centrifugal pump
dismounting of the equipment can be made with • Rise in an isolated system if the liquid is heated e.g.
reasonable effort. The estimated need of service during the pre-heating of a system
ship’s lifetime shall be taken into consideration when
deciding the “open-inspect” priority order. This
determines the accepted amount of dismantling and
refitting work.

Example 1: Standard pressure classes are PN4, PN6, PN10, PN16,

PN25, PN40, etc.
The fuel pressure before the engine should be 7 bar. The
safety filter in dirty condition may cause a pressure loss of 5.4 Pipe class
1.0 bar. The viscosimeter, automatic filter, pre-heater and
piping may cause a pressure loss of 2.5 bar. Consequently The principle of categorisation of piping systems in classes
the discharge pressure of the circulating pumps may rise to (e.g. DNV) or groups (e.g. ABS) by the classification
10.5 bar, and the safety valve of the pump shall thus be societies can be used for selection of:
adjusted e.g. to 12 bar.
• Type of joint to be used
• A design pressure of not less than 12 bar has to be • Heat treatment
selected.
• Welding procedure,
• The nearest pipe class to be selected is PN16. • Test method
• Piping test pressure is normally 1.5 x the design
pressure = 18 bar. Systems with high design pressures and temperatures and
Example 2: hazardous media belong to class I (or group I), others to II
or III as applicable. Quality requirements are highest on
The pressure on the suction side of the cooling water pump class I.
is 1.0 bar. The delivery head of the pump is 3.0 bar, leading
to a discharge pressure of 4.0 bar. The highest point of the Examples of classes of piping systems as per DNV rules
pump curve (at or near zero flow) is 1.0 bar higher than the are presented in table 5.2.
nominal point, and consequently the discharge pressure
may rise to 5.0 bar (with closed or throttled valves).
• A design pressure of not less than 5.0 bar shall be

selected.
• The nearest pipe class to be selected is PN6.
• Piping test pressure is normally 1.5 x the design
pressure = 7.5 bar.
Table 5.2 Classes of piping systems as per DNV rules
Media Class I Class II Class III

bar °C bar °C bar °C
Steam > 16 or > 300 < 16 and < 300 <7 and < 170
Fuel oil > 16 or > 150 < 16 and < 150 <7 and < 60
Other media > 40 or > 300 < 40 and < 300 < 16 and < 200

5.5 Insulation Table 5.3 Pipe cleaning
In addition to the operational aspects of the different piping

systems requiring insulation attention should be paid to the System Methods
fire risk aspect (e.g. Insulating and/or shielding of hot Fuel oil A, B, C, D, F
surfaces). The following pipes shall be insulated: Lubricating oil A, B, C, D, F
Starting air A, B, C
• All trace heated pipes Cooling water A, B, C
• Exhaust gas pipes Exhaust gas A, B, C
Charge air A, B, C
Insulation is also recommended for:
• Pipes between engine or system oil tank and A Washing with alkaline solution in hot water at 80°C for
lubricating oil separator de-greasing (only if pipes have been greased)
• Pipes between engine and jacket water pre-heater
B Removal of rust and scale with steel brush (not required
• Any exposed parts of pipes at walkways, etc., are to for seamless precision tubes)
be insulated to avoid temperatures above 60°C for
personnel protection. C Purging with compressed air
Note! Special attention shall be paid when designing D Pickling
maintenance platforms to prevent hot parts of the engine
mounted exhaust gas cover being touched. F Flushing
5.6 Local gauges 5.7.1 Pickling
Local thermometers should be installed wherever a new Pipes are pickled in an acid solution of 10% HydroChloric
temperature occurs, i.e. before and after heat exchangers, acid and 10% Formaline inhibitor for 4-5 hours, rinsed
etc. with hot water and blown dry with compressed air.
Pressure gauges should be installed on the suction and After the acid treatment the pipes are treated with a
discharge side of each pump. neutralizing solution of 10% caustic soda and 50 grams of
triSodiumPhosphate per litre of water for 20 minutes at
5.7 Cleaning procedures 40...50°C, rinsed with hot water and blown dry with
compressed air.
Instructions shall be given to manufacturers and/or fitters
of how different piping systems shall be treated, cleaned 5.7.2 Flushing
and protected before and during transportation and before
block assembly or assembly in the hull. All piping should More detailed recommendations on flushing procedures are
be checked to be free from debris before installation and described under the relevant chapters concerning the fuel oil
joining. All piping should be cleaned according to the system and the lubricating oil system. Provisions are to be
procedures listed in table 5.3. made to ensure that necessary temporary by-passes can be
arranged and that flushing hoses, filters and pumps will be
available when required.

5.8 Flexible pipe connections • The piping must be rigidly supported close to the
flexible piping connections.
When the engine or generating set is resiliently mounted, all
connections must be flexible. Especially the connection to Attention shall be paid to the fire risk aspects. Lubricating
turbo chargers must be arranged so that all the oil and fuel oil pipes and fittings shall be of steel or other
displacements can be absorbed. When installing the approved* materials. When flexible hoses are used, these
flexible pipe connections, unnecessary bending or flexibles and their attachments shall be of approved
stretching should be avoided. The external pipe must be fire-resisting material of adequate strength.
precisely aligned to the fitting or flange on the engine. The
piping outside the flexible connection must be well fixed Figure 5.1 summarizes the main aspects of a correct
and clamped to prevent vibrations, which could damage installation.
the flexible connection and increase structure borne noise.
* Refer to ISO 15540:1999 Test methods for fire resistence of hose
For rigid mounted engines only flexible pipe connections assembliesISO 15541:1999 Requirements for the test bench of
are compulsory for: fire resistance of hose assemblies.
• Exhaust gas connections Figure 5.1 Mounting of flexible hoses

(V60B0100 rev.-)
• Crankcase breathing
• All connections to the sump with a diameter >=
DN40
Respect minimum
bending radius
However this requires all external piping to be aligned very
precisely!
Radially not aligned
Note! No external forces can be carried by the exhaust gas
flange of the turbo charger. This means always a bellow
must be directly mounted to the turbo charger before any
other equipment such as bends are installed.
Too short inst. length
Great care must be taken to ensure the proper installation
of flexible pipe connections:
• Flexible pipe connections must not be twisted Stretched
• Installation length of flexible pipe connections

must be correct
• Minimum bending radius must be respected
Twisted
• Piping must be concentrically aligned
• When specified the flow direction must be
observed
• Mating flanges shall be clean from rust, burrs and Correctly installed
anti-corrosion coatings
• Bolts are to be tightened crosswise in several stages
• Flexible elements must not be painted
• Rubber bellows must be kept clean from oil and fuel

6 Fuel oil system
6 Fuel oil system

6.1 General Settling tank, MDF (1T10)
The engine is designed for continuous operation on heavy In cases where MDF is the only fuel onboard the settling
fuel. It is however possible to operate the engine on marine tank should normally be dimensioned to ensure fuel supply
diesel fuel without modifications for limited periods of for min. 24 operating hours when filled to maximum. The
time. tank should be designed to provide the most efficient
sludge and condensed water rejecting effect. The bottom
Alternatively the engines can be specified for operation on of the tank should be sloped to ensure good drainage. The
marine diesel fuels. Engines running on marine diesel fuels MDF settling tank does not need heating coils or
have extended maintenance intervals (see Table 21.1 on insulation.
page 174).
The temperature in the MDF settling tank should be
Fuel characteristics are presented in the chapter 1 for between 20 - 40°C.
general data and outputs.
Sludge tank, separator (1T05)
6.2 Marine Diesel Fuel
The sludge tank should be placed below the separators as
installations close as possible. The sludge pipe should be continuously
falling without any horizontal parts.
6.2.1 Internal fuel system
On engines specified for marine diesel oil (only) the system Fuel feed system
built on the engine comprises:
For marine diesel fuel (MDF) and fuels having a viscosity
of less than 115 mm²/s(cSt)/50°C and if the tanks can be
• Fuel injection pumps
located high enough to prevent cavitation in the fuel feed
• Injection valves pump, a system with an open de-aeration tank may be
• Pressure control valve in the outlet pipe installed.
• Fuel fine filter 30µm nominal (duplex type)
• Engine driven fuel feed pump (gear-wheel type) Day tank, MDF (1T06)
• Standby connections (if applicable)
The MDF day tank is dimensioned to ensure fuel supply
Clean leak fuel originating from the injection valves and the for 12...14 operating hours when filled to maximum*. The
injection pumps is collected on the engine and drained by MDF tank must be placed sufficiently high above the fuel
gravity through a clean leak fuel connection. (Clean leak oil circulating pump (min 2m above crankshaft)
fuel can be reused without treatment) For the quantity of
clean leak fuel refer to Technical Data. Fuel, oil and water * SOLAS Chapter II-1 Part C Regulation 26 states that: “Two fuel oil
spilled in the hotbox and fuel originating from a broken service tanks for each type of fuel used on board necessary for propulsion
injection pipe is drained from the engine by gravity and and vital systems or equivalent arrangements shall be provided on each
shall be led from a separate dirty leak fuel connection to new ship, with the capacity of at least 8 h at maximum continuous rating
sludge tank. of the propulsion plant and normal operating load at sea of the generator
plant. This paragraph applies only to ships constructed on or after 1 July
6.2.2 External fuel system 1998.”
General
The design of the external fuel system may vary from ship
to ship but every system should provide well cleaned fuel
with the correct viscosity and pressure to each engine.
Main and auxiliary engines are recommended to be

connected to separate circuits.

6 Fuel oil system
Figure 6.1 Internal fuel system MDF installations (9517ZT101 rev. a)
System components Electrical Instruments *

01 HP fuel pump LS103A Fuel oil leakage, injection pipe, A-Bank
02 Fuel injector LS103B Fuel oil leakage, injection pipe, B-Bank (V engine only)
03 Fine Filter (duplex Type) PT101 Fuel oil pressure, engine inlet
04 Fuel circulating pump PT111 Fuel oil pressure, filter inlet
05 Pressure control valve TE101 Fuel oil temperature, engine inlet.
06 Valve
07 Non-return valve * Shown sensors are an example for engine with WECS. Project
specific diagrams with applicable sensors will be provided.
Pipe connections
101 Fuel inlet DN 25
102 Fuel outlet DN 25
103 Leak fuel drain, clean fuel DN 15
104 Leak fuel drain, dirty fuel DN 15
105 Fuel stand-by connection DN 25
111 Drain from fuel filter drip tray
114 Fuel from starting tank/ day tank DN 25

6 Fuel oil system
Starting tank, MDF (1T09) Standby pump (1P08)
When the day tank cannot be placed sufficiently high above In case the day-tank can not be placed more than 15 m
the engine (>2m) a separate starting tank should be above the crankshaft, for single engine installations a
installed to keep the fuel supply line to the HP fuel pumps standby fuel oil circulating pump is required by
filled with fuel oil. Contents ca. 60 l. classification.
Suction filter, MDF (1F07) Note! Some classification societies require spare pumps to
be carried on board also in case of a multiple engine
A suction filter with a fineness of 0.5 mm should be installation. By installing standby pumps also for multiple
installed for protecting the fuel feed pumps. The filter may engine installation this requirement can be fulfilled.
be either of duplex type with change over valves or simplex
filters in parallel. The design should be such that air suction Hereafter 2 typical examples of external fuel systems are
is prevented. shown. The first one is for a single main engine installation.
The second one shows a typical example for a multiple
Fuel consumption meter (1I03) engine installation.
If a fuel consumption meter is required, it should be fitted Filling, transfer and storage
in the day tank feed line. In case of individual engine fuel
consumption metering is required, two meters need to be The filling methods of the bunker tanks depend on the off
installed per engine. They should then be located in the fuel board facilities available.
feed line and in the return line after the engine. An
automatically opening by-pass line around the The ship must have possibilities to transfer the fuel
consumption meter is recommended in case of possible between the different bunker tanks in order to balance the
clogging. ship.
Fuel oil cooler (1E04) The amount of fuel in the bunker tanks depends on the
total fuel consumption of all consumers onboard,
The fuel pumps produce up to 1 kW of heat per cylinder. maximum time between bunkering and the decided
Most of this heat has to be dissipated by the return fuel oil, margin.
especially in part-load. Since in part-load the amount of
cold fresh fuel oil is small, this heat has to be dissipated by 6.2.3 Separation
the external fuel oil system. When the fuel oil system is not
laid out to dissipate this heat directly to the sea, a fuel oil Even if the fuel to be used is marine diesel fuel or gas oil
cooler should be installed in the return line after the only, it is recommended to install a separator between the
engine(s). LT-water is normally used as cooling medium. bunker tanks and the settling tank or day tanks, as there
should be some possibilities of separating water from the
Leak fuel tank, clean fuel (1T04) fuel.
Clean leak fuel drained from the injection pumps and the Separator unit, MDF (1N05)
injectors can be reused without repeated treatment. The
fuel should be collected in a separate clean leak fuel tank Suction filter for separator feed pump (1F02)
and, from there, be pumped to the settling tank. The pipes
from the engine to the drain tank should be arranged A suction filter shall be fitted to protect the feed pump.
continuously sloping. To prevent dirt entering the system The filter can be either a duplex filter with change over
the leakline(s) should be connected via a closed system. valves or two separate simplex filters. The design of the
filter should be such that air suction cannot occur.
Leak fuel tank, dirty fuel (1T07)
Fineness 0.5 mm
Under normal operation no fuel should leak out of the dirty
system. Fuel, water and oil is drained only in the event of
unattended leaks or during maintenance. Dirty leak fuel
pipes shall be led to a sludge tank.

6 Fuel oil system
Feed pump, separator (1P02) MDF separator (1S02)
The use of a screw pump is recommended. The pump The fuel oil separator should be sized according to the
should be separate from the separator and electrically recommendations of the separator supplier.
driven.
Design data:
The pump should be dimensioned for the actual fuel

quality and recommended throughput through the
separator. The flow rate through the separator should not In which:
exceed the maximum fuel consumption by more than 10%.
No control valve should be used to reduce the flow of the P = Max. continuous rating of the diesel engine [kW]
pump.
b = Specific fuel consumption + 15% safety margin
Operating pressure, max. 0.5 Mpa (5 bar) [g/kWh]
Operating temperature 40 °C ρ = Density of the fuel [g/kWh]
Viscosity for dimensioning 100 mm2/s (cSt) t = Daily separating time for self cleaning separator
the electric motor (usually = 23 or 23.5) [h]
Pre-heater, separator (1E01) For max viscosity 11 mm²/s (cSt) at 50°C fuels a flow rate
of 80% and a pre-heating temperature of 45°C are
Fuels having a viscosity higher than 5 mm²/s (cSt) at 50°C recommended.
need pre-heating before the separator. For MDF the
pre-heating temperature should be according to the Before and after the separator sample valves should be
separator supplier. The heaters are to be provided with installed.
safety valves with escape pipes to a leakage tank so that
possible leakage can be detected.

6 Fuel oil system
Figure 6.2 Typical example of external fuel system for single engine installation, MDF (9517ZT255 rev. -)
System components Pipe connections

1E04 Cooler 101 Fuel inlet
1F07 Suction filter (duplex type) 102 Fuel outlet
1H01* Flexible pipe connection (101) 103 Leak fuel drain, clean fuel
1H02* Flexible pipe connection (102) 104 Leak fuel drain, dirty fuel
1H03* Flexible pipe connection (103) 105 Fuel standby connection
1H05* Flexible pipe connection (105)
1P08 Standby pump
1T04 Leak fuel tank, clean fuel
1T06 Day-tank MDF
1T07 Leak fuel tank, dirty fuel
1T09 Starting tank
* Only required for resiliently mounted engines

6 Fuel oil system
Figure 6.3 Typical example of external fuel system for multiple engine installation, MDF (9517ZT256 rev. -)

1F07 Suction filter (duplex type) 102 Fuel outlet
1H01* Flexible pipe connection (101) 103 Leak fuel drain, clean fuel
1H02* Flexible pipe connection (102) 104 Leak fuel drain, dirty fuel
1H03* Flexible pipe connection (103) 114 Fuel from starting tank/day-tank
1H14* Flexible connection (114)
1T06 Day-tank MDF
1T09 Starting tank

6 Fuel oil system
6.3 HFO installations When designing the piping diagram, the procedure to flush
the fuel system with service air should be clarified and
6.3.1 General presented in the diagram.
The design of the external fuel system may vary from ship The vent pipes of all tanks containing heavy fuel oil must
to ship, but every system should provide well cleaned fuel be continuously upward sloping.
with the correct viscosity and pressure to each engine.
When using heavy fuel it is most important that the fuel is Remarks:
properly cleaned from solid particles and water. In addition
to the harm poorly centrifuged fuel will do to the engine, a • When dimensioning the pipes of the fuel oil system
high content of water causes corrosion to the heavy fuel common known rules for recommended fluid
feed system. For the feed system, well-proven components velocities must be followed (see table 5.1 on page
should be used. 43).
• The fuel oil pipe connections on the engine can be
The fuel treatment system should comprise at least one smaller than the pipe diameter on the installation
settling tank and two (or several) separators to supply the side.
engine(s) with sufficiently clean fuel. When operating on
heavy fuel the dimensioning of the separators is of greatest
importance and therefore the recommendations of the
separator designer should be closely followed.
Figure 6.4 Fuel oil viscosity-temperature diagram for determining the pre-heating temperatures of fuel oils
(4V92G0071 rev. a)
[mm2 /s]
5000
Residual fuels Approx.pumping limit
2000 o
RM-55 (Max.55 mm2/s at 100 C)
H 2 o
1000 RM-45 (Max.45 mm /s at 100 C)
o
G RM-35 (Max.35 mm2/s at 100 C)
600 o
2
RM-25 (Max.25 mm /s at 100 C)
400 2 o
A RM-15 (Max.15 mm /s at 100 C)
300 o
2
Distillate fuels RM-10 (Max.10 mm /s at 100 C)
200
Centrifuging
Minimum storage temperature
100 temperature
80
C Viscosity range
60 residual fuels before
50 HP fuel pumps
40 F
30 B
25 D
20
16 E
14
12
10
9
8
7 o
DMC(Max.14 mm2/s at 40 C)
6 o
2
DMB (Max.11 mm /s at 40 C) Max.temperature
o beforeHP fuel pumps
5 DMA(Max.6,0 mm2/s at 40 C)
o
DMX (Max.5,5 mm2/s at 40 C)
4
o
-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 [ C]

6 Fuel oil system
Fuel heating The heating requirement of tanks is calculated from the

maximum heat losses from the tank and from the
In ships intended for operation on heavy fuel, steam or requirement of raising the temperature by typically 1°C/h.
thermal oil heating coils must be installed in the bunker The heat loss can be assumed to be 15 W/m²°C between
tanks. tanks and shell plating against the sea and 3 W/m²°C
between tanks and cofferdams. The heat capacity of fuel oil
All heat consumers should be considered: can be taken as 2 kJ/kg°C.
• Bunker tanks For pumping, the temperature of fuel storage tanks must
• Day and settling tanks always be maintained 5 - 10°C above the pour point -
• Trace heating typically at 40 - 50°C (or even higher temperature,
depending on the pour point and viscosity of the fuel
• Fuel separators
used). The heating coils can be designed for a temperature
• Fuel feeder booster modules
of 60°C.
The day and settling tank temperatures are usually in the

range 50 - 80°C. A typical heating capacity is 12 kW each.
Figure 6.5 Internal fuel system HFO installations (9517ZT102 rev. a)

01 HP fuel pump LS103A Fuel oil leakage, injection pipe, A-Bank
02 Fuel injector LS103B Fuel oil leakage, injection pipe, B-Bank (V engine only)
05 Adjustable orifice PT101 Fuel oil pressure, engine inlet
06 Valve TE101 Fuel oil temperature, engine inlet.
Pipe connections
* Shown sensors are an example for engine with WECS. Project
101 Fuel inlet DN 25 specific diagrams with applicable sensors will be provided.
102 Fuel outlet DN 25
103 Leak fuel drain, clean fuel DN 15
104 Leak fuel drain, dirty fuel DN 15

6 Fuel oil system
Trace heating of insulated fuel pipes requires about 1.5 Controlled leak fuel from the injection valves and the
W/m²°C. The area to be used is the total external area of injection pumps is drained to atmosphere (clean leak fuel
the fuel pipe. system). The clean leak fuel can be reconducted to the
system without treatment. The quantity of leak fuel is given
Fuel separators typically require 7 kW/installed engine in chapter for Technical Data. Possible uncontrolled leak
MW and feeder booster units 30 kW/installed engine MW. fuel and spilled water and oil are separately drained from
See also formulas presented later in this chapter. the hot-box and shall be led to a sludge tank (“dirty” leak
fuel system).
Example:
Adjustable orifice setting
RM 35 a fuel oil with a viscosity of 380 mm²/s (cSt) at 50°C
(A) or 35 mm²/s (cSt) at 100°C (B) The oil pressure before each engine must be tuned with the
adjustable orifice. It is recommended to install pressure
• At 80°C (C) the estimated viscosity is 77 mm²/s gauges at suitable places to be able to verify the pressure drop.
• Is pumpable above 35°C (H) If pressures can not be measured onboard, the temperatures
• Minimum storage temperature is 40°C (G). It is can be used for a rough estimation.
advised to keep the fuel about 10°C above this
temperature. The adjustment on the control valves should be carried out
• Centrifuging temperature is 98°C (F) after the pressure regulating valve in the fuel system has
• Heating temperature before entering the engine for been adjusted to approximately 6-7 bar with all control
proper atomisation with a viscosity between 24 and valves fully open. The adjustment must be tested in
16 mm²/s, fuel must be heated between 112°C (D) different loading situations including the cases with one or
and 126°C (E) more of the engines being in standby mode. If the main
engine is connected to the same fuel feeder booster unit the
• Maximum temperature before the fuel pumps is
circulation/ temperatures must also be checked with and
130°C (dotted line)
without the main engine being in operation.
6.3.2 Internal fuel system
Matters other than piping geometry that can influence on
The standard system comprises the following built-on the circulation/temperatures are:
equipment:
• Overflow valve adjustment
• Fuel injection pumps • Fuel pipe insulation
• Injection valves • Trace heating efficiency
• Adjustable orifice in the outlet pipe • Booster pump and/or heater sizing
• Set point on the feeder and/or booster pump safety
valve

6 Fuel oil system
6.3.3 External fuel system The min. level in the settling tank should be kept as high as
possible. In this way the temperature will not decrease too
General much when filling up with cold bunker.
The engine is designed for continuous heavy fuel To avoid the possibility of incompatibility of different fuel
operation. It is, however, possible to operate the engine on oils it is recommended that a smaller second settling tank is
diesel fuel for limited periods of time without making any installed.
alterations.
Separation
The engine can be started and stopped on heavy fuel
provided that the engine and the fuel system are pre-heated Heavy fuel (residual, and mixtures of residuals and
to operating temperature. Switch-over from HFO to MDF distillates) must be cleaned in an efficient centrifugal
for start and stop is not recommended. separator before entering the day tank.
Filling, transfer and storage Separator mode of operation
The filling methods of the bunker tanks depend on the off At least two separators, both of the same size, should be
board facilities available. installed. The capacity of one separator to be sufficient for
the total fuel consumption. The other (standby) separator
The ship must have means to transfer the fuel between the should also be in operation all the time.
different bunker tanks in order to balance the ship.
It is recommended that conventional separators with
The amount of fuel in the bunker tanks depends on the gravity disc are arranged for operation in series, the first as
total fuel consumption of all consumers onboard, a purifier and the second as a clarifier. This arrangement
maximum time between bunkering and the decided can be used for fuels with a density up to max. abt. 991
margin. kg/m³ at 15°C.
6.3.4 Black out starting Separators with controlled discharge of sludge (without
gravity disc) operating on a continuous basis can handle
In installations where the standby engines can be fed from fuels with densities exceeding 991 kg/m³ at 15°C. In this
the diesel fuel day tank, sufficient fuel pressure for a safe case the main and standby separators should be run in
start must also be ensured in the case of a black-out. This parallel.
can be done with:
Separator unit, HFO (1N02)
• A starting tank (1T09) of minimum 60 litres placed
minimum 15m above the engine centerline, or Suction filter for separator feed pump (1F02)
• A pneumatic emergency pump (1P11), or
• An electric motor driven pump (1P11) fed from an A suction filter shall be fitted to protect the feed pump.
emergency supply The filter should be equipped with a heating jacket in case
the installation place is cold. The filter can be either a
Settling tank, HFO (1T02) duplex filter with change over valves or two separate
simplex filters. The design of the filter should be such that
The settling tank should normally be dimensioned to air suction cannot occur.
ensure fuel supply for min. 24 operating hours when filled
to maximum. The tank should be designed to provide the fineness 0.5 mm
most efficient sludge and water rejecting effect. The
bottom of the tank should be sloped to ensure good
drainage. The tank is to be provided with a heating coil and
should be well insulated.
To ensure constant fuel temperature at the separator, the

settling tank temperature should be kept stable. The
temperature in the settling tank should be between
50...70°C.

6 Fuel oil system
Feed pump, separator (1P02) For heavy fuels D T = 48°C can be used, i.e. a settling tank
temperature of 50°C.
Design data:
Fuels having a viscosity higher than 5 mm²/s (cSt) at 50°C
The pump should be dimensioned for the actual fuel need pre-heating before the separator.
quality and recommended throughput through the
separator. The flow rate through the separator should not HFO separator (1S01)
exceed the maximum fuel consumption by more than 10%.
No control valve should be used to reduce the flow of the The fuel oil separator should be sized according to the
pump. recommendations of the separator supplier.
Operating pressure, max. 0.5 Mpa (5 bar) The nominal capacity of the separator can be estimated
with the following formula as already presented in
Operating temperature 100 °C paragraph 6.2.3 on page 57.
Viscosity for dimensioning 2000 mm²/s (cSt)

the electric motor
Pre-heater, separator (1E01)

In which
The pre-heater is normally dimensioned according to the
feed pump capacity and a given settling tank temperature. P = Max. continuous rating of the diesel engine [kW]
The heater surface temperature must not be too high in
order to avoid cracking of the fuel. b = Specific fuel consumption + 15% safety margin
[g/kWh]
The heater should be controlled to maintain the fuel
temperature within ± 2°C. The recommended pre-heating ρ = Density of the fuel [g/kWh]
temperature for heavy fuel is 98°C.
t = Daily separating time for self cleaning separator
Design data: (usually = 23 or 23.5) [h]
The required minimum capacity of the heater is: Recommended flow rates for the separator and the grade
of fuel in use must not be exceeded. The lower the flow rate
the better the separation efficiency.
Before and after the separator sample valves should be

installed.
where Sludge tank, separator (1T05)
P= Heater capacity [kW] The sludge tank should be placed as close to and below the
separators as possible. The sludge pipe should be
m= Capacity of the separator feed pump [l/h] continuously falling without any horizontal parts.
∆T = Temperature rise in heater

6 Fuel oil system
Figure 6.6 HFO Separating system (9517ZT291 rev. -)
System components
1E01 Separator heater 1T01 Bunker tank
1F02 Separator feed pump duplex filter 1T02 Settling tank HFO
1N02 Separating unit 1T03 Day tank HFO
1P02 Separator feed pump 1T04 Overflow tank, clean fuel
1P09 Transfer pump 1T05 Sludge tank
1S01 Separator, HFO

6 Fuel oil system
Fuel feed system Table 6.1 Minimum day tank temperature

General
Nominal viscosity Minimum daytank
The fuel feed system for HFO shall be of the pressurized
at 50ºC [mm 2 /s] temperature ºC
type in order to prevent foaming in the return lines and
180 60
cavitation in the circulation pumps.
380 70
720 80
The amount of fuel in the bunker tanks depends on the
total fuel consumption of all consumers onboard,
maximum time between bunkering and the decided Fuel oil feeder booster unit (1N01)
margin.
A completely assembled fuel oil feeder booster unit can be
The heavy fuel pipes shall be properly insulated and supplied as an option.
equipped with trace heating, if the viscosity of the fuel is
180 mm²/s (cSt)/50°C or higher. It shall be possible to This unit normally comprises the following equipment:
shut-off the heating of the pipes when running MDF (the
tracing pipes to be grounded together according to their • Two suction strainers
use). • Two fuel feed pumps of screw type, equipped with
built-on safety valves and electric motors
Any provision to change the type of fuel during operation • One pressure control/overflow valve
should be designed to obtain a smooth change in fuel • One pressurized de-aeration tank, equipped with a
temperature and viscosity, e.g. via a mixing tank. When level switch operated vent valve
changing from HFO to MDF, the viscosity at the engine • Two circulation pumps, same type as above
should be above 2.8 mm²/s(cSt) and must not drop below
• Two heaters, steam, electric or thermal oil (one in
2.0 mm²/s(cSt) even during short transient conditions. In
operation, the other as spare)
certain applications a cooler may be necessary.
• One automatic back-flushing filter with by-pass
Day tanks, HFO (1T03) filter
• One viscosimeter for the control of the heaters
The heavy fuel day tank is usually dimensioned to ensure • One steam or thermal oil control valve or control
fuel supply for about 24 operating hours when filled to cabinet for electric heaters
maximum*. The design of the tank should be such that • One control cabinet with starters for pumps,
water and dirt particles do not accumulate in the suction automatic filter and viscosimeter
pipe. The tank has to be provided with a heating coil and • One alarm panel
should be well insulated.
The above equipment is built on a steel frame, which can
* Note anyhow that SOLAS Chapter II-1 Part C Regulation 26 be welded or bolted to its foundation in the ship. All heavy
states that “Two fuel oil service tanks for each type of fuel used on fuel pipes are insulated and provided with trace heating.
board necessary for propulsion and vital systems or equivalent
arrangements shall be provided on each new ship, with the capacity of When installing the unit, only power supply, group alarms
at least 8 h at maximum continuos rating of the propulsion plant and and fuel, steam and air pipes have to be connected.
normal operating load at sea of the generator plant.This paragraph
applies only to ships constructed on or after 1 July 1998.” It is recommended to supply not more than two engines
from the same system. Alternatively, an individual
Maximum recommended viscosity in the day tank is 140 circulation pump (and a standby pump if required) is
mm²/s (cSt). Due to the risk of wax formation, fuels with a recommended to be provided for each engine. It is very
viscosity lower than 50 mm²/s (cSt)/50°C must be kept at important to obtain the correct and sufficient flow to the
higher temperatures than what the viscosity would require. engine, ensuring that nothing is “lost” in pressure control
valves, safety valves, overflow valves, etc.

6 Fuel oil system
Figure 6.7 Fuel oil feeder booster unit example
The frame of the panel to be supported

to ship’s steelstructure.
L
500 700
Service for
heater
B
600
Dimensions Mass Dimensions Mass
Cylinders Cylinders
LxBxH [mm] [kg] LxBxH [mm] [kg]
6 3120 x 1200 x 2050 1950
8 3120 x 1200 x 2050 1950 18 3120 x 1200 x 2050 1950
9 3120 x 1200 x 2050 1950 24 4300 x 1800 x 2050 3200
12 3120 x 1200 x 2050 1950 32 4300 x 1800 x 2050 3200
16 3120 x 1200 x 2050 1950 36 4300 x 1800 x 2050 3200
Dimensions and weights are for indication only

6 Fuel oil system
Figure 6.8 Fuel oil feeder booster unit (9517ZT292 rev. -)

1E02 Heater 1N01-A Fuel oil from day tank, HFO
1E03 Cooler 1N01-B Fuel oil to engine
1F06 Suction strainer 1N01-D Venting pipe to leak fuel tank, clean fuel
1F08 Automatic cleaned fine filter 1N01-E Heating medium outlet
and by-pass filter 1N01-F Fuel oil from Day tank, MDF
1I01 Fuel consumption meter (optional) 1N01-G Heating medium inlet
1I02 Viscosimeter 1N01-H Fuel oil return from engine
1P04 Fuel feed pump 1N01-P Sludge from automatic filter
1P06 Circulation pump
1T08 De-aeration tank
1V03 Pressure control valve
1V07 Venting valve

6 Fuel oil system
Suction strainer HFO (1F06) Design data:
A suction strainer with a fineness of 0.5 mm should be Fuel oil viscosity According to specification
installed for protecting the feed pumps. The strainer
should be equipped with a heating jacket. The strainer may Operating temperature 0...100°C
be either of duplex type with change over valves or simplex
strainers in parallel. The design should be such that air Design temperature 150°C
suction is prevented.
Pre-heating From 25 mm²/s
Fuel feed pump (1P04) (cSt)/100°C
The fuel feed pump maintains the pressure in the fuel feed Minimum flow Fuel feed pump capacity
system. It is recommended to use a high temperature
resistant screw pump as fuel feed pump. Operating pressure 400 kPa (4 bar)
Design data: Design pressure 1.6 MPa (16 bar)
• Capacity to cover the total consumption of the Test pressure Fuel side 1.5 MPa (15 bar)
engines and the flush quantity of a possible
automatic filter Heating jacket 1.0 MPa (10
• The pumps should be placed so that a positive static bar)
pressure of about 30 kPa is obtained on the suction
side of the pumps. Fineness:
Delivery pressure 0.4 Mpa (4 bar) Back-flushing filter 35 µm (absolute mesh size)
Operating temperature 100°C Insert filter 35 µm (absolute mesh size)
Viscosity for dimensioning 1000 mm²/s (cSt) Maximum recommended pressure drop for normal filters
the electric motor at 14 mm²/s (cSt):
Pressure control valve (1V03) Clean filter 20 kPa (0.2 bar)
The pressure control valve maintains the pressure in the Dirty filter 60 kPa (0.6 bar)
de-aeration tank directing the surplus flow to the suction
side of the booster pump. Alarm 80 kPa (0.8 bar)
Set point 0.3…0.5 MPa (3...5 bar) Fuel consumption meter (I101)
Design pressure 1 MPa (10 bar) If a fuel consumption meter is required, it should be fitted
between the fuel feed pumps and the de-aeration tank. An
Design flow full flow of booster pump automatically opening by-pass line around the
consumption meter is recommended in case of possible
Automatically cleaned fine filter, HFO (1F08) clogging.
The use of automatic back-flushing filters is If the meter is provided with a pre-filter, it is
recommended, installed between the fuel feed pumps and recommendable to install an alarm for high pressure
the deaeration tank in parallel with an insert filter as the difference across the filter.
standby half.
For back-flushing filters the fuel feed pump capacity

should be sufficient to prevent pressure drop during the
flushing operation.

6 Fuel oil system
De-aeration tank (1T08) The required minimum capacity of the heater is:
The volume of the tank should be about 50 l. It shall be

equipped with a vent valve, controlled by a level switch. It
shall also be insulated and equipped with a heating coil. The
vent pipe should, if possible, be led downwards, e.g. to the
overflow tank. where
Circulation pump (1P06) P= Heater capacity [kW]
The purpose of this pump is to circulate the fuel in the m = Evaluated by multiplying the specific fuel
system and to maintain the pressure stated in the chapter consumption of the engines by the total max. output of the
for Technical data at the injection pumps. It also circulates engines [l/h]
the fuel in the system to maintain the viscosity, and keeps
the piping and injection pumps at operating temperature.
∆T = Temperature rise, higher with increased fuel
viscosity [°C]
Design data:
To compensate for heat losses due to radiation the above
Capacity minimum 4 times the total
power should be increased with 10%.
consumption of the
engines
The following values can be used:
Operating pressure 0.8 MPa (8 bar)
Table 6.2 Temperature rise in heater
Design pressure 1.6 MPa (16 bar)
Fuel viscosity Temperature rise in heater
Operating temperature 135°C
(mm 2 /s (cSt) at 50ºC) ºC
720 60 (80 in day tank)
Design temperature 150°C
380 60 (70 in day tank)
180 60 (60 in day tank)
Viscosity for dimensioning 500 mm²/s (cSt)
the electric motor
Viscosimeter (1I02)
Booster unit heater (1E02)
For the control of the heater(s) a viscosimeter has to be
The heater(s) is normally dimensioned to maintain an installed. A thermostatic control shall be fitted, to be used
injection viscosity of 14 mm2/s (cSt) (for fuels having a as safety when the viscosimeter is out of order. The
viscosity higher than 35mm2/s (cSt)/100ºC, the viscosimeter should be of a design, which stands the
temperature at the engine inlet should not exceed 135ºC), pressure peaks caused by the injection pumps of the diesel
according to the maximum fuel consumption and a given engine.
day tank temperature.
Design data:
To avoid cracking of the fuel the surface temperature in the
heater must not be too high. The surface power of electric viscosity range (at injection
heaters must not be higher than 1.5 W/cm2. The output of pumps) 16...24 mm²/s (cSt)
the heater shall be controlled by a viscosimeter. As a
reserve a thermostat control may be fitted. Operating temperature 135°C
The set point of the viscosimeter shall be somewhat lower Design temperature 150°C
than the required viscosity at the injection pumps to
compensate for heat losses in the pipes. Operating pressure 0.4 MPa (4 bar)
Design data: Design pressure 1.6 MPa (16 bar)

6 Fuel oil system
Leak fuel tank, clean fuel (1T04) Clean filter 20 [kPa] (0.2 bar)
Clean leak fuel drained from the injection pumps can be Alarm 80 [kPa] (0.8 bar)
reused without repeated treatment. The fuel should be
collected in a separate clean leak fuel tank and, from there, Fuel oil cooler (1E04)
be pumped to the settling tank. The pipes from the engine
to the drain tank should be arranged continuously sloping Note! A cooler in the fuel oil return line might be necessary
and should be provided with heating and insulation. To in case of prolonged part-load operating at MDF (see
prevent dirt entering the system the leakline(s) should be paragraph 6.2.2).
connected via a close system.
Flushing
Leak fuel tank, dirty fuel (1T07)
The possibility to install a temporary flushing oil filter shall
Under normal operation no fuel should leak out of the dirty be considered in the piping design.
system. Fuel, water and oil is drained only in the event of
unattended leaks or during maintenance. Dirty leak fuel Disconnect the fuel pipes at the engine inlet and outlet
pipes shall be led to a sludge tank and be trace heated and (connections 101 and 102). Install a temporary pipe or hose
insulated. to connect the supply line to the return line, by-passing the
engine.
Safety filter HFO (1F03)
The piping should be flushed through a flushing filter with
Since no fuel filters are built on the engine, one duplex type mesh size 34 microns or finer.
safety filter with steelnet equipped with an alarm contact
for high differential pressure is installed between the feeder The inserts of other filters should be removed. Heaters,
booster module and the engine. The filter should be automatic filters and the viscosimeter should be bypassed
located as close to the engine as possible. A common filter to prevent permanent damage caused by debris in the
can be used for all engines connected to the same feeder piping. The automatic fuel filter must not be used as
booster module. The filter should be equipped with flushing filter.
heating jacket.
The pump used should be protected by a suction strainer.
Design data: Flushing must be continued until no more dirt is collected
in the flushing filter. This will be after some 6 hours
Fuel viscosity According to specification minimum. During this time the welds in the fuel piping
should be gently knocked at with a hammer to release slag
Design temperature 150 [°C] and the filter inspected and carefully cleaned at regular
intervals.
Flow See Technical Data,
chapter 3 6.4 Pulse damping
Design pressure 1.6 [MPa] (16 bar) The fuel pipes must be amply sized and firmly clamped in
order to withstand pressure pulsation normally occurring
Fineness in fuel systems of diesel engines. Straight pipes with large
diameters must be applied. If bends are used they should
Mesh size max. 35 [µm] (absolute mesh have a R/ D radius of 2,5-3.
size)
Hereafter a typical example of an external fuel system for
Maximum permitted pressure drops at auxiliary engines is shown.

6 Fuel oil system
Figure 6.9 Typical example of an external fuel system for auxiliary engines running at HFO (9517ZT257 rev. -)

1F03 Safety filter HFO (duplex type) 102 Fuel outlet
1F07 Suction filter (duplex type) 103 Leak fuel drain, clean fuel
1H01 Flexible pipe connection (101)* 104 Leak fuel drain, dirty fuel
1H02 Flexible pipe connection (102)*
1H03 Flexible pipe connection (103)*
1N01 Fuel oil feeder booster unit
1P03 Circulation pump MDF
1T03 Day tank, HFO
1T06 Day tank MDF
1V01 HFO/ MDF changeover valve
1V02 Valve
1V05 Overflow valve

7 Lubricating oil system

7.1 General gravity to a separate tank that is connected to the
suction line of the oil pump.
Each engine should have a separate lubricating oil system • Dry sump with higher located sump. Available as
of its own. Engines operating on heavy fuel should have option for in-line engines. This dry sump system with
continuous centrifuging of the lubricating oil. a suction pipe and engine driven scavenging pump is
used when the oil tank is located higher than the
The standard system comprises the following built on engine sump.
equipment:
Local gauges
• Engine driven lubricating oil pump
Local thermometers should be installed wherever a new
• Pre-lubricating oil pump
temperature occurs, i.e. before and after heat exchangers,
• Lubricating oil cooler
etc.
• Thermostatic valve
• Automatic back-flush filter Pressure gauges should be installed on the suction and
• Centrifugal filter discharge side of each pump.
• Pressure control valve
• Standby pump connections (if applicable) 7.2 Lubricating oil quality
• Sample valve
• Non return valve Engine lubricating oil
For the oil sump the following possibilities are available: In table 7.1 the division of the fuel and their lubricating oil
requirements can be found. The system oil should be of
• Wet sump. Is normally used on diesel electric main viscosity class SAE 40 (ISO VG 150).
and auxiliary engines, but can also be applied for
main engines. The wet oil sump is provided with a
low-level switch connected to the automation
system and a suction strainer.
• Dry sump. Recommended for FPP and CPP main
engines designed for heavy fuel. The oil flows by
Table 7.1 Fuel standards and lubricating oil requirements (9910DT153 rev. e)
Category Fuel standard Lube oil BN

ASTM D 975-94 GRADE 1D, 2D
BS MA 100:1996 DMX, DMA
A 10 - 30
CIMAC 1990 DX, DA
ISO 8217:1996(E) ISO-F-DMX, DMA
ASTM D 975-94 GRADE 4D
BS MA 100:1996 DMB
B 15 - 30
CIMAC 1990 DB
ISO 8217:1996(E) ISO-F-DMB
ASTM D 396-94 GRADE No 4-6
BS MA 100:1996 DMC, RMA-RMK55
C 30 - 55
CIMAC 1990 DC, A10-K55
ISO 8217:1996(E) ISO-F-DMC, RMA10-RMK55
D Crude oil (CRO) 30

Table 7.2 Approved system oils - fuel categories A and B recommended in the first place in marine diesel fuel
installations (9910DT153 rev. e)
Supplier Brand name Viscosity BN Fuel category
Energol HPDX 40 SAE 40 12 A

BP
Energol IC-HFX 204 SAE 40 20 A,B
MHP 154 SAE 40 15 A,B
Castrol Seamax Extra 40 SAE 40 15 A,B
TLX 204 SAE 40 20 A,B
Delo 1000 Marine 40 SAE 40 12 A
ChevronTexaco
(Caltex + FAMM) Delo 2000 Marine 40 SAE 40 20 A,B
Taro 20 DP 40 SAE 40 20 A,B
Mobilgard ADL 40 SAE 40 15 A,B
ExxonMobil Mobilgard 412 SAE 40 15 A,B
Mobilgard 1 SHC SAE 40 15 A,B
Marbrax CCD-410-AP SAE 40 12 A
Petrobas Marbrax CCD-415 SAE 40 15 A,B
Marbrax CCD-420 SAE 40 20 A,B
Gadinia Oil 40 SAE 40 12 A
Shell
Sirius FB Oil 40 SAE 40 13 A
Satoil MarWay SP40 SAE 40 12 A
Disola M 4015 SAE 40 14 A
TotalFinaElf / Aurelia 4020 SAE 40 20 A,B
Lubmarine Caprano S 412 SAE 40 12 A
Stellano S 420 SAE 40 20 A,B
It is recommended to use in the first place BN 50-55 BN 30 oils are also a recommended alternative when
lubricants when operating on heavy fuel. This operating on crude oil. Though crude oils many times have
recommendation is valid especially for engines having wet low Sulphur content, they can contain other acid
lubricating oil sump and using heavy fuel with Sulphur compounds and thus an adequate alkali reserve is
content above 2.0 % mass. BN 40 lubricants can be used important.
when operating on heavy fuel as well, if experience shows
that the lubricating oil BN equilibrium remains at an Today’s modern trunk piston diesel engines are stressing
acceptable level. the lubricating oils heavily due to a.o. low specific
lubricating oil consumption. Also, ingress of residual fuel
BN 30 lubricants are recommended to be used only in combustion products into the lubricating oil can cause
special cases, such as installations equipped with an SCR. deposit formation on the surface of certain engine
Lower BN products eventually have a positive influence on components, resulting in severe operating problems. Due
cleanliness of the SCR. With BN 30 oils lubricating oil to this, many lubricating oil suppliers have developed new
change intervals may be rather short, but lower total lubricating oil formulations with better fuel and lubricating
operating costs may be achieved because of better plant oil compatibility.
availability provided that the maintenance intervals of the
SCR can be increased. If MDF is used as fuel, a lubricating oils with a BN of 10 -
25 are recommended to be used as presented in table 7.2.
Also BN 30 lubricating oils included in table 7.4 can be
used in MDF installations.

Table 7.3 Approved system oils - fuel category C (9910DT153 rev. e)

Energol IC-HFX 404 SAE 40 40 C
BP
Energol IC-HFX 504 SAE 40 50 C
TLX 404 SAE 40 40 C
Castrol TLX 504 SAE 40 50 C
TLX 554 SAE 40 55 C
Troncoil 4040 PLUS SAE 40 40 C
Troncoil 4050 PLUS SAE 40 50 C
Cepsa
Ertoil Koral 4040 SHF SAE 40 40 C
Ertoil Koral 5040 SHF SAE 40 50 C
Taro 40 XL 40 SAE 40 40 C
ChevronTexaco Taro 50 XL 40 SAE 40 50 C
(Clatex+FAMM) Delo 3400 Marine 40 SAE 40 40 C
Delo 3550 Marine 40 SAE 40 55 C
Exxmar 40 TP 40 SAE 40 40 C
Exxmar 50 TP 40 SAE 40 50 C
Mobilgard M 440 SAE 40 40 C
ExxonMobil Mobilgard M 50 SAE 40 50 C
Mobilgard 440 SAE 40 40 C
Mobilgard 50 M SAE 40 50 C
Mobilgard SP 55 SAE 40 55 C
Matron 440 SAE 40 40 C
Pertamina
Matron 450 SAE 40 50 C
Marbrax CCD-440 SAE 40 40 C
Petrobas
Marbrax CCD-450 SAE 40 50 C
Petromar XC 4040 SAE 40 40 C
Petron
Petromar XC 5540 SAE 40 55 C
Neptuno W NT 4000 SAE 40 SAE 40 40 C
Repsol YPF
Neptuno W NT 5500 SAE 40 SAE 40 55 C
Argina X 40 SAE 40 40 C
Shell
Argina XL 40 SAE 40 50 C
MarWay 4040 SAE 40 40 C
Statoil
MarWay 5040 SAE 40 50 C
Aurelia XL 4055 SAE 40 55 C
Aurelia XT 4040 SAE 40 40 C
TotalFinaElf /
Lubmarine Aurelia XT 4055 SAE 40 55 C
Stellano S 440 SAE 40 40 C
Stellano S 450 SAE 40 50 C
7.2.1 Change of lubricating oil brand • If possible, change the lubricating oil brand in
connection with an engine (piston) overhaul
In order to minimize the risk of lubricating oil foaming, • Drain old lubricating oil from the lubricating oil
deposit formation, blocking of lubricating oil filters, system
damage of engine components, etc., the following • Clean the lubricating oil system in case of an
procedure should be followed when lubricating oil brand is excessive amount of deposits on the surfaces of
changed from one to another: engine components, like crankcase, camshaft
compartment, etc.

Table 7.4 Approved system oils - fuel categories A, B, C and D (9910DT153 rev. e)
BP Energol IC-HFX 304 SAE 40 30 A,B,C,D

Castrol TLX 304 SAE 40 30 A,B,C,D
Troncoil 3040 PLUS SAE 40 30 A,B,C,D
Cepsa
Ertoil Koral 3040 SHF SAE 40 30 A,B,C,D
ChevronTexaco Taro 30 DP 40 SAE 40 30 A,B,C,D
(Caltex + FAMM) Delo 3000 Marine 40 SAE 40 30 A,B,C,D
Exxmar 30 TP 40 SAE 40 30 A,B,C,D
ExxonMobil Mobilgard M 430 SAE 40 30 A,B,C,D
Mobilgard 430 SAE 40 30 A,B,C,D
Pertamina Matron 430 SAE 40 30 A,B,C,D
Petrobas Marbrax CCD-430 SAE 40 30 A,B,C,D
Petron Petromar XC 3040 SAE 40 30 A,B,C,D
Shell Argina T 40 SAE 40 30 A,B,C,D
Statoil MarWay 3040 SAE 40 30 A,B,C,D
TotalFinaElf / Aurelia 4030 SAE 40 30 A,B,C,D
Lubmarine Stellano S 430 SAE 40 30 A,B,C,D
• Fill the lubricating oil system with fresh lubricating N.B. The different oil blends not to be blended unless
oil approved by oil supplier and, during guarantee time, by
engine manufacturer.
If the procedure described above is not followed,
responsibility of possible damage and malfunctions caused
by lubricating oil change should always be agreed between 7.3 Internal lubricating oil system
the oil company and customer.
Depending on the type of application the lubricating oil
The lubricating oils mentioned in table 7.3 are representing system built on the engine can vary somewhat in design.
a new detergent/dispersant additive chemistry and have
shown good performance in Wärtsilä engines. These 7.3.1 Lubricating oil, main pump
lubricating oils are recommended in the first place in order
to reach full service intervals for engines running on HFO. The direct driven lubricating oil pump is of the gear wheel
type. The pump is dimensioned to provide sufficient flow
Lubricating oils with BN 30 included in Table 7.4 are even at low engine speeds and is equipped with an overflow
designed to be used when operating on crude oil and in valve, which is controlling the oil pressure in the main
special cases when operating on heavy fuel, e.g. in engine distributing pipe.
installations equipped with an SCR catalyst.
Concerning flow rates and pressures, see technical data on
Before using a lubricating oil not listed in tables 7.1-7.4, the chapter 3. The suction height of the pump should not
engine manufacturer must be contacted. lubricating oils exceed 4 m.
that are not approved have to be tested according to engine
manufacturer’s procedures.

7.3.2 Pre-lubricating pump 7.3.5 Thermostatic valve
The pre-lubricating pump is an electric driven gear-wheel The thermostatic valves are of the direct acting type with
pump equipped with a safety valve. wax elements installed in the lubricating oil module.
The pump is of gear wheel type. 7.3.6 Lubricating oil filter
The pump is used for: The lubricating oil filter is of the automatic back flushing
type. It comprises a main filter, a safety valve bypassing
• Filling of the engine lubricating oil system before only the main filter, and a safety mesh.
starting, e.g. when the engine has been out of
operation for a long time Design data:
• Increasing the lubricating oil pressure at low
engines speeds • Main filter mesh size 30 µm absolute (e 30 = 100%)
• Safety filter mesh size 70 µm absolute (e 70 = 100%)
Concerning flow and pressures, see technical data on • Alarm for high pressure drop over the filter
chapter 3. The suction height of the built-on • Safety valves opening at 2.0 bar
pre-lubricating pump should not exceed 3.5 m.
7.3.7 Centrifugal filter
7.3.3 Lubricating oil scavenging pump
A centrifugal filter is installed in the back-flushing line of
In-Line engines with a ‘Dry sump special’ can be delivered the main lubrication oil filter, and is drained to the engine
with an engine driven lubricating oil-scavenging pump. Oil sump. It has an additional drive oil supply from after the
is pumped out of the ‘dry sump’ to a tank located on a pump.
higher level.
7.3.8 Running in filter
This engine driven pump is of the gear type and has 5%
more capacity than the main lubricating oil pump. Every dry sump engine is provided with a temporary
full-flow cartridge filter in the oil inlet line to the main
7.3.4 Lubricating oil cooler bearings. Running-in filters are removed after some 50
running hours.
The lubricating oil cooler is placed in a lubricating oil
module together with the oil-filters and the 7.3.9 Sample valve
oil-thermostats. This lubricating oil module can be
delivered with a normal cooler up to 38°C LT cooling The system is equipped with a sample valve in order to
water temperature or with coolers with higher capacity up monitor the quality of the lubricating oil.
to 53°C cooling water temperature at engine inlet. The
lubricating oil cooler is a finned tube-stack in a cast iron
housing.

Figure 7.1 Internal lubricating oil system dry sump (9517ZT106 rev. a)
System components
Pipe connections
01 Main lubricating oil pump
202 Lubricating oil outlet (from oil sump) DN 150
02 Non return valve
203 Lubricating oil to engine driven pump 6 DN 100
03 Pressure control valve
8 & 9L DN 125
04 Lubricating oil cooler
12,16 & 18V DN 150
05 Thermostatic valve
208 Lubricating oil from standby pump 6,8 & 9L DN 80
06 Main lubricating oil filter (if applicable) 12,16 & 18V DN 100
07 Sample valve
216 Lubricating oil drain D = 40
08 Centrifugal filter
701 Crankcase air vent 6,8 & 9L DN 80
09 Pre-lubricating oil pump
12,16 & 18V DN 100
10 Dry sump
717 Crankcase breather drain 6,8 & 9L DN 8
12 Turbo charger DN 9
12,16 & 18V
13 Test pressure valve
15 Explosion valves
Electrical Instruments *
16 Valve
TE Temperature sensing element
PSZ Pressure switch with emergency acting
PT Pressure transmitter
LS Level switch
QY Oil mist detector (if applicable)
QS Oil mist concentration switch (if applicable)
NS Failure oil mist detactor (if applicable)
* Shown sensors are an example for engine with WECS. Project specific
diagrams with applicable sensors will be provided.

Figure 7.2 Internal lubricating oil system dry sump special, only possible for in-line engines (9517ZT107 rev. a)
01 Main lubricating oil pump 202 Lubricating oil outlet (from oil sump) DN 150
02 Non return valve 203 Lubricating oil to engine driven pump 6 DN 100
03 Pressure control valve 8 & 9L DN 125
04 Lubricating oil cooler 208 Lubricating oil from standby pump (if applicable) DN 80
05 Thermostatic valve 216 Lubricating oil drain D = 40
06 Lubricating oil filter 234 Lubricating oil from scavenge pump DN 100
07 Sample valve 701 Crankcase air vent DN 80
08 Centrifugal filter 717 Crankcase breather drain DN 8
09 Pre-lubricating oil pump
10 Dry sump Electrical Instruments *
12 Turbo charger
13 Test pressure valve
14 Strainer
15 Explosion valves
LS Level switch
16 Valve
17 Valve
18 Scavenge pump


Figure 7.3 Internal lubricating oil system wet sump (9517ZT104 rev. a)

01 Main lubrificating oil pump 207 Lubricating oil to electric driven pump 6, 8 & 9L DN 125
02 Non return valve
12, 16 &18V DN 150
03 Pressure control valve
208 Lubricating oil from standby pump 6, 8 & 9L DN 80
04 Lubricating oil cooler
(if applicable) 12, 16 &18V DN 100
05 Thermostatic valve
06 Lubricating oil filter 213 Lubricating oil from separator 6, 8 & 9L D = 40
07 Sample valve 12, 16 &18V DN 40
08 Centrifugal filter 214 Lubricating oil to separator D = 40
09 Pre-lubricating oil pump 215 Lubricating oil filling D = 40
10 Wet sump 216 Lubricating oil drain D = 40
12 Turbo charger 701 Crankcase air vent DN 80
13 Test pressure valve 717 Crankcase breather drain DN 8
14 Strainer
15 Explosion valves
16 Valve Electrical Instruments *
LS Level switch


7.4 External lubricating oil Design data:
system Oil volume (recommended) DMC and HFO 1.4

l/kW
Each engine should have an individual lubricating oil
system. Main engines as well as auxiliary engines operating MDF =0,7 l/kW
on heavy fuel oil should have continuous centrifuging of
the lubricating oil. 7.4.2 High located sump tank (2T01)
In order to avoid cavitation in the pumps and to have a low When the lubricating oil cannot be drained by gravity from
pressure drop in the suction pipes, the system lay–out the engine sump into the (external) sump tank a lubricating
must be as short as possible and sharp bends must be oil scavenging pump is needed to transfer the lubricating
avoided. oil from the engine to the tank. The in-line engine can be
equipped with an engine driven scavenge pump as an
Piping must be effectively supported in order to prevent option (see paragraph 7.3.3).
vibration, but must be free of any bending or tensile
stresses at the connections to the engine and the auxiliaries. In case of failure of the scavenging pump the engine will
All pressure gauge piping from the engine to the control have to be operated with a wet sump. The required amount
panel must be of annealed cold drawn steel tube. At the of lubricating oil, is to be drained into the engine sump and
highest and lowest points in the system, venting and drain the change over valve in the suction line of the lubricating
connections should be provided. oil pump is set in the position to take suction from the
engine sump while the valve at the sump tank is closed, see
The suction pipe must be as short as possible. It is figure 7.5.
recommended to provide a filling plug in the lubricating oil
suction line close to the pump.
7.4.3 Suction strainer (2F01)
Before initial engine start the suction pipe must be filled
A suction strainer should be installed in the suction pipe to
with lubricating oil.
protect the main lubricating oil pump.
7.4.1 System oil tank (2T01) The suction strainer as well as the suction pipe diameter
should be amply dimensioned to minimize the pressure
The engine dry sump has two drain outlets at each end. The loss. The suction strainer should always be provided with
outlets at the lowest side are normally used. The pipe alarm for high differential pressure.
connection between the sump and the lubricating oil tank
should be arranged flexible to prevent damage due to Fineness 2.0 to 3.0 mm
thermal expansion.
7.4.4 Lubricating oil pump, standby
The drain pipe from the engine to the sump tank must end
below the minimum oil level and must not end in the
(2P04)
vicinity of the suction pipe. The end of the suction pipe
The standby lubricating oil pump is normally of screw type
should be trumpet shaped or conical in order to reduce the
and should be provided with an overflow valve.
pressure loss. The suction and return pipes for the
separator should also not be located near to each other. Design data:
Recommendation for the design of the tank is given in the
drawing of the engine room arrangement. The tank must Capacity see Technical data
not be placed such that the oil is cooled so much that the
recommended lubricating oil temperature cannot be Operating pressure, max 8 bar
obtained. The tank has to be designed such that the entire
inner surface is easily accessible for cleaning operations. Operating temperature, 100°C
The tank internal surface above the minimum oil level shall max.
be preserved against corrosion. Prior to filling the tank
after construction or repair work it must be thoroughly Lubricating oil viscosity SAE 40
cleaned and wiped out.
Viscosity for dimensioning 500 cSt
the electric motor

Note! Some classification societies require spare pumps to Hereafter some typical examples of external lubricating oil
be carried on board also in case of a multiple engine systems are shown.
installation. By installing standby pumps also for multiple
engine installation this requirement can be fulfilled.
Figure 7.4 Typical example of an external lubricating oil system for a single main engine with a dry sump
(9517ZT258 rev. -)
Components Pipe connections
2F01 Suction strainer engine driven pump 202 Lubricating oil outlet
2F06 Suction strainer electric driven pump 203 Lubricating oil to engine driven pump
2H02 Flexible pipe connection (202) 208 Lubricating oil from electric driven pump
2H03 Flexible pipe connection (203) * 701 Crankcase air vent
2H08 Flexible pipe connection (208) * 717 Crankcase breather drain
7H01 Flexible pipe connection (701)
2P04 Lubricating oil pump, stand-by
2T01 Sump tank

Figure 7.5 Typical example of an external lubricating oil system for a single engine installation with dry sump and
higher located sump (9517ZT259 rev. -)
2F01 Suction strainer engine driven pump 202 Lubricating oil outlet
2F06 Suction strainer electric driven pump 203 Lubricating oil to engine driven pump
2H02 Flexible pipe connection (202) 208 Lubricating oil from electric driven pump
2H03 Flexible pipe connection (203) * 234 Lubricating oil from scavenge pump
2H08 Flexible pipe connection (208) * 701 Crankcase air vent
2H34 Flexible pipe connection (234) * 717 Crankcase breather drain
7H01 Flexible pipe connection (701)
2P04 Lubricating oil pump, stand-by
2T01 Sump tank

Figure 7.6 Typical example of an external lubricating oil system for a wet sump engine (9517ZT260 rev. -)
2H07 Flexible pipe connection (207) 207 Lubricating oil to electric driven pump
2H08 Flexible pipe connection (208) * 208 Lubricating oil from electric driven pump
2H13 Flexible pipe connection (213) * 213 Lubricating oil from separator
2H14 Flexible pipe connection (214) * 214 Lubricating oil to separator
7H01 Flexible pipe connection (701) 701 Crankcase air vent
2P04 Lubricating oil pump, stand-by 717 Crankcase breather drain

7.5 Separating unit (2N01) t = Separation time [h/day]
7.5.1 Separator (2S01) 7.5.2 Separator pump (2P03)
Suction filter for separator feed pump (2F03) The separator pump can be directly driven by the separator
or separately driven by an electric motor. The flow should
A suction filter shall be fitted to protect the feed pump. be adapted to achieve the above mentioned optimal flow.
The design of the filter should be such that air suction
cannot occur. 7.5.3 Separator pre-heater (2E02)
For HFO the separator should be dimensioned for The pre-heater can be a steam, thermal oil or an electric
continuous centrifuging. For MDF intermittent heater. The surface temperature of the heater must not
centrifuging might be sufficient. Each lubricating oil exceed 150°C in order to avoid decomposition of the
system should have a separator of its own. The separator additives in the oil.
system must not be designed for water mixing when
centrifuging. Design data
Design data: • For engines with centrifuging during operation, the

heater should be dimensioned for this operating
Flow through the separator According to manufacturer condition. The temperature in the separate system
recommendations oil tank in the ship’s bottom is normally 65 - 75°C.
• For engines with centrifuging stopped engine, the
Centrifuging temperature 90 - 95°C heater should be large enough to allow centrifuging
at optimal rate of the separator without heat supply
System tank oil volume see chapter 3 Technical from the diesel engine.
data
Note! The heaters are to be provided with safety valves
The following rule, based on the above data and a with escape pipes to a leakage tank so that the possible
separation time of 23 h/day, can be used for estimating the leakage can be seen.
nominal capacity of the separator:
7.5.4 Sludge tank, separator (2T06)
The sludge tank should be placed below the separators and

as close as possible. The sludge pipe should be
P = Total engine output [kW] continuously falling without any horizontal parts.
m = Rate of circulation (4 for LFO and 5 for HFO)

Figure 7.7 Separator lubricating oil system (9517ZT293 rev. -)
System components
2E02 Separator pre-heater
2F03 Suction filter
2N01 Separating unit
2P03 Separator pump
2S01 Separator
2T06 Sludge tank, separator
7.7 Crankcase ventilation system

7.6 Filling, transfer and storage
A crankcase vent pipe shall be provided for each engine. If
7.6.1 Lubricating oil storage tank (2T03)
the engine has a dry sump and there is a system oil tank, this
tank shall have its own vent pipe. Vent pipes of several
In engines with wet sump, the lubricating oil may be filled
engines and vent pipes of engine crankcases and tanks
into the engine, using a hose or an oil can, through the
should not be joined together.
separator pipe or through the filling connection. The
system should be arranged so that it is possible to measure
The connection between the engine and the vent pipe is to
the filled oil volume.
be flexible.
A condensate trap shall be fitted on all vent pipes within 1 -

2 meters of the engine, see drawing 4V76E2522 in figure
7.8.
The breath pipe should be dimensioned for a flow of 150

l/min per cylinder. The crankcase pressure should not
exceed 1 mbar.

7.8 Flushing instructions A dedicated low viscosity flushing oil shall be used. The
flushing oil shall be drained and disposed when the
If the engine is equipped with a dry sump and parts of the flushing has been completed.
lubricating oil system are off the engine, these must be
flushed in order to remove any foreign particles before
start up. Figure 7.8 Condensate trap (V76E2522)
If an electric motor driven standby pump is installed, this

should be used for the flushing. In case only an engine
driven main pump is installed, the ideal is to use for
flushing a temporary pump of equal capacity as the main
pump.
from tank
The circuit is to be flushed drawing the oil from the sump
tank pumping it through the external lubricating oil system
and a flushing oil filter with a mesh size of 34 microns or
finer and returning the oil through a hose and a crankcase
door to the engine sump.
The flushing pump should be protected by a suction

strainer. Automatic lubricating oil filters, if installed, must
be bypassed during the first hours of flushing.
The flushing is more effective if the lubricating oil is from tank

heated. Furthermore, lubricating oil separators should be
in operation prior to and during the flushing.
The minimum recommended flushing time is 24 hours. sludge tank sludge tank
During this time the welds in the lubricating oil piping
should be gently knocked at with a hammer to release slag
and the flushing filter inspected and cleaned at regular
intervals.

8 Compressed air system

8.1 General 8.5 External starting air system
Compressed air is used to start engines and to provide The design of the starting air system is partly determined by
actuating energy for safety and control devices. the rules of the classification societies. Most classification
Compressed air is also used at varying pressures onboard. societies require the total capacity to be divided between
two equally sized starting air receivers and starting air
The use of starting air supply for these other purposes is compressors.
limited in the classification regulations.
The external starting air system shall be designed to
8.2 Compressed air quality provide the engine with oil and water free air of correct
pressure and quantity.
To ensure the functionality of the components in the
compressed air system, the compressed air has to be dry If the inertia of the directly coupled equipment is much
and clean from solid particles and oil. higher than the normal reference equipment used on the
testbed, the starting air consumption per start value has to
be increased in relation to total (engine included) inertial
8.3 Internal starting air system masses involved.
The engine is started with a pneumatic starting motor It should be noted that the minimum pressures stated in
operating at a nominal pressure of 30 bar. The starting the chapter for technical data assume that this pressure is
motor drives a pinion that turns the gear mounted on the available at engine inlet. When directly coupled equipment
flywheel. The starting motor is of the spur gear type. requires significant torque to break loose, minimum
pressure may be higher.
The engine starts when the master starter valve is opened, be
it electrical or manual. The pinion of the air starter moves Starting air receiver (3T01)
forward slightly, turning into the flywheel gear. When the
pinion has reached its most outward position, the main slave An oil and water separator should always be installed in the
valve opens and the full airflow accelerates the diesel engine. pipe between the compressor and the air receiver.
Depending on the operating conditions of the installation,
At 100 rpm the master starter valve closes, and the pinion is an oil and water separator may be needed in the pipe
drawn back by spring force. If the electric system fails, the between the air receiver and the engine.
pinion will be pushed back by the driving force of the diesel
engine. The starting air pipes should always be slightly inclined and
be arranged with manual or automatic draining at the
As a precaution the engine can not be started when the lowest points.
turning gear is engaged.
The starting air receivers are to be equipped with a manual
8.4 Stopping air system valve for condensate drainage. If the air receivers are
mounted horizontally, there must be an alignment of 5-15°
Each HP fuel pump is provided with a pneumatic stop towards drain valve to ensure efficient draining
cylinder which pushes the fuel injection pumps to
zero-delivery when activated. The stop solenoid valve Note! For installations without clutches, the total required
which admits air to the pneumatic stop cylinders will be energy depends on the total mass of inertia to rotate, so
activated by the engine stop and safety system, also in case please contact Wärtsilä for additional information.
of an overspeed or an emergency stop command.

Figure 8.1 Internal starting air system (9517ZT108)

01 Start solenoid valve (with manual switch) PT311 Control air pressure
02 Stop unit PT301 Starting air pressure at engine inlet
03 Emergency shut off valve (optionally available for V engines) CV153 Stopping valve solenoid
04 Pneumatic stop cylinder at each HP fuel pump CV656 Cold air waste gate solenoid (if applicable)
05 Booster for governor (only mechanical driven actuator) CV519 Waste gate solenoid (if applicable)
06 Compressed air starter motor CVS643 Bypass solenoid (if applicable)
07 Oil mist detector (Option on 6L, standard on other cylindernumbers)
09 Booster solenoid valve (in case of by-pass) * Shown sensors are an example for engine with
10 By-pass valve (if applicable) WECS. Project specific diagrams with applicable
11 Exhaust waste gate valve (if applicable) sensors will be provided.
12 Air waste gate (if applicable)
14 Air filter with water separator
15 Blocking valve, turning gear engaged
16 Valve
Pipe connections
301 Starting air inlet 6, 8 9L and 12 , 16V DN 40
18V DN 65
302 Control air inlet DN 5
703 Outlet from oil mist detector

Figure 8.2 Starting air receiver Table 8.1 Dimensions starting air receiver
Size [dm3] L [mm] D [mm] mass [kg]

250 1767 480 274
355 2370 480 345
Starting valve DN 38 Starting valve DN 50
500 3227 480 450
(Open)
710 2763 650 625
(Open)
243
255
1000 3583 800 810
~
~
~
~
1100 2703 800 907
1250 2953 800 980
1500 3483 800 1150
1650 3803 800 1250
1750 4023 800 1310
2000 4633 800 1490
2250 4068 900 1520
L
2500 4493 900 1620

OD OD Note: for guidance only
Starting air compressor (3N02)

110
110
At least two starting air compressors must be installed. It is

recommended that the compressors are capable of filling
the starting air receiver from minimum to maximum
pressure in 15 - 30 minutes.
For exact determination of the minimum capacity, the rules

Oil and water separator (3S01) of the classification societies must be followed.
An oil and water separator should always be installed in the

pipe between the compressor and the air receiver.
Depending on the operation conditions of the installation,
an oil and water separator may be needed in the pipe
between the air receiver and the engine.
The starting air pipes should always be drawn with slope

and be arranged with manual or automatic draining at the
lowest points.
Table 8.2 Starting air compressor and receiver capacities for starting the engine
Number of cylinders 6L 8L 9L 12V 16V 18V

3
Single propeller vessel with 1 engine Receiver [dm ] 2 * 355 2 * 500 2 * 500 2 * 710 2 * 1000 2 * 1250
Number of starts: 6 2) Compressor [m3/h] 2 * 10.5 2 * 15 2 * 15 2 * 23 2 * 29 2 * 34
Single propeller vessel with 2 engines Receiver [dm3] 2 * 500 2 * 750 2 * 750 2 * 1000 2 * 1500 2 * 1650
Number of starts: 9 1,2) Compressor [m3/h] 2 * 15 2 * 20 2 * 23 2 * 34 2 * 43 2 * 50
Twin propeller vessel with one engine per
Receiver [dm3] 2 * 500 2 * 750 2 * 750 2 * 1000 2 * 1500 2 * 1650
shaft
Number of starts: 9 1,2) Compressor [m3/h] 2 * 15 2 * 20 2 * 23 2 * 34 2 * 43 2 * 50
Twin propeller vessel with 2 engines per
Receiver [dm3] 2 * 710 2 * 1000 2 * 1000 2 * 1500 2 * 2000 2 * 2000
shaft
Number of starts: 12 2) Compressor [m3/h] 2 * 23 2 * 27 2 * 29 2 * 47 2 * 59 2 * 73
1)
For multiple engine installations the number of starts required by the classification societies is normally not specified in the rules. If the
requirements differ from the number of starts specified above, the capacities must be corrected in the same way.
2)
For installations with clutches
Note! For installations without clutches the total amount of starting air depends on the total mass of inertia to rotate and the total break
loose torque and is therefor a project specific value.

Figure 8.3 External starting air system, single engine (9517ZT261 rev. -)

3H01 Flexible pipe connection (301) * 301 Starting air inlet
3H02 Flexible pipe connection (302) * 302 Control air inlet
3N02 Starting air compressor unit
3T01 Starting air receiver
Instruments
3S01 Oil and water separator
PI Pressure indicator
* Only required for resiliently mounted engine TI Temperature indicator

Figure 8.4 External starting air system, 2 engines (9517ZT262 rev. -)

3H01 Flexible pipe connection (301) * 301 Starting air inlet
3H02 Flexible pipe connection (302) * 302 Control air inlet
3N02 Starting air compressor unit
3T01 Starting air receiver
Instruments
3S01 Oil and water separator
PI Pressure indicator
* Only required for resiliently TI Temperature indicator
mounted engines

9 Cooling water system

9.1 General Rain water is unsuitable as cooling water due to a high
oxygen and Carbon diOxide content, causing a great risk
Treated fresh water is used for cooling the cylinders, charge for corrosion.
air and lubricating oil.
9.1.2 Approved cooling water treatment
9.1.1 Water quality products
The pH-value and hardness of the water should be within The approved cooling water treatment products are
normal values. The Chlorine and sulphate content should presented in table 9.1
be as low as possible. To prevent forming of rust in the
cooling water system, a corrosion inhibitor must be added Table 9.1a Approved cooling water treatment products
to the water according to the Instructions Manual. (9910DT163 rev. b)
Raw water quality to be used in the cooling water circuits of

Supplier Product
engines has to meet the following specification:
S.A. Arteco N.V.
Property Limit Technologiepark-Zwijnaarde 2 Havoline XLi
B-9052 Ghent/Zwijnaarde, Belgium
pH min 6.5 GE Betz
Interleuvenlaan 25 CorrShield NT 4293
B-3001 Heverlee, Belgium
Hardness max 10°dH
GE Betz
4636 Somerton Road CorrShield NT 4200
Chlorides max 80mg/l Trevose
PA 19053, United States
Sulphates max 150mg/l DEWT-NC powder
Drew Ameroid Marine Division Drewgard 4109
Shore water is not always suitable. The hardness of shore Ashland Chemical Company Liquidewt
water may be too low, which can be compensated by One Drew Plaza Maxigard
additives, or too high, causing scale deposits even with Boonton, NJ 07005, USA Vecom CWT
additives. Diesel QC-2
Houseman Ltd
The Priory, Burnham Cooltreat 651
Fresh water generated by a reverse osmosis plant onboard Slough SL1 7LS, UK
often has a high Chloride content (higher than the Kuwait Petroleum (Danmark) AS Q8 Corrosion Inhi-
permitted 80 mg/l) causing corrosion. Hummetoftveij 49 bitor Long-Life
DK-2830 Virum, Denmark
For ships with a wide sailing area a safe solution is to use Maritech AB
fresh water produced by an evaporator (onboard), using Box 143 Marisol CW
additives according to the Instruction Manual (important). S-29122 Kristianstad, Sweden
Nalco Chemical Company
One Nalco Centre Nalco 39 (L)
Sea-water will cause severe corrosion and deposits formation,
Naperville, Illinois Nalcool 2000
even in small amounts and should therefore NEVER be used
60566-1024 USA
in the internal cooling water system.

Table 9.1b Approved cooling water treatment products The outlet temperatures of the LT and the HT circuits are
(9910DT163 rev. b) controlled by thermostatic valves.
Supplier Product
9.2.1 Charge air cooler
Nalfleet Marine Chemicals Nalcool 2000 The engine is equipped with a two-stage charge air cooling
PO Box 11 Nalfleet EWT 9-108 system. The tube-stack is easy removable for cleaning the
Winnington Avenue, Northwich Nalfleet CWT-
airside. The waterside is accessible by removing the end
Cheshire, CW8 4DX, UK 9-131C
Rohm & Haas RD11
covers of the cooler.
La Tour de Lyon RD11M
185, Rue de Bercy RD25 9.2.2 Lubricating oil cooler
75579 Paris, Cedex 12, France
Tampereen Prosessi-Insinöörit Oy The lubricating oil cooler is cooled by fresh water and
Keisarinviitta 22 Ruostop XM connected in series with the LT section of the charge air
33960 Pirkkala, Finland
cooler. The lubricating oil cooler is placed in the lubricating
RRS-Yhtiöt
Pieksämäentie 398A Korrostop KV
oil module. The oil cooler is a finned tube-stack in a cast
77570 Jäppilä, Finland iron housing.
Texaco Global Products, LLC
1111 Bagby Havoline XLi 9.2.3 Thermostatic valve LT circuit
Houston, TX 77002
TotalFinaElf The thermostatic valve is of the direct acting type with wax
Diamant B, 16, rue de la République WT Supra elements. The working range of the thermostatic valve,
92922 Paris La Défense Cedex, France
controlling the temperature at engine outlet, is 40°C –
Unitor ASA Dieselguard NB
P.O. Box 300 Skøyen Rocor NB liquid
50°C. By controlling the outlet temperature, receiver
N-0212 Oslo, Norway Cooltreat AL temperature increases in part-load to reduce risk of cold
Vecom Holding BV Vecom CWT corrosion.
PO Box 27 Diesel QC-2
3140 AA Maassluis, The Netherlands 9.2.4 Thermostatic valve HT circuit
Glycol The thermostatic valve is of the direct acting type with wax
elements. The working range of the thermostatic valve,
Use of glycol in the cooling water is not recommended. It is controlling the temperature at engine outlet, is 87°C –
however possible to use up to 10% glycol without engine 98°C.
de-rating. For higher concentrations the engine shall be
de-rated. In cases where glycol is applied in the cooling 9.2.5 Engine driven circulating cooling
system, the capacity of the lubricating oil cooler on the water pumps
engine and all external heat exchangers have to be designed
for the specified glycol percentage. The LT and HT circuit circulating pumps are always engine
driven. The pumps are centrifugal pumps driven by the
If glycol is applied in the cold season only, then de-rating engine crankshaft through a gear transmission. Non return
for glycol can be avoided when the settings of the valves are installed on the delivery side of the pumps. The
thermostatic valves are reduced. At changing from the cold LT and HT pump are identical.
to the warm season the glycol cooling water has than to be
replaced by fresh water. Material:
9.2 Internal cooling water system housing cast iron
The cooling water system comprises a low-temperature impeller cast iron

(LT) circuit and a high-temperature (HT) circuit. The
LT-circuit includes the LT-charge air cooler and Pump curves are presented in figure 9.1.
lubricating oil cooler while the HT-circuit includes the
jacket cooling and the HT-charge air cooler.

Figure 9.1 Pump curves W26 (9910ZT141 rev. -)
Pump curves W6L26 Pump curves 8 + 9 W26L

45 50
1000 rpm 45 1000 rpm
40
900 rpm 900 rpm
35 40
500 rpm 500 rpm
Pressure [m H20]
Pressure [m H20]
35
30
30
25
25
20
20
15
15
10 10
5 5
0 0
0 10 20 30 40 50 60 70 0 10 20 30 40 50 60 70
3 3
Flow [m /h] Flow [m /h]
Pump curves W12V26 Pump curves 16 + 18 W26V

45 60
1000 rpm 1000 rpm
40
900 rpm 50 900 rpm
35 500 rpm 500 rpm
Pressure [m H20]
Pressure [m H20]
30 40
25
30
20
15 20
10
10
5
0 0
0 20 40 60 80 100 120 0 20 40 60 80 100 120 140
3 3
Flow [m /h] Flow [m /h]

Figure 9.2 Internal cooling water system (9517ZT112 rev. a)

01 HT cooling water pump 401 HT cooling water inlet 6,8 & 9L DN 80
02 LT cooling water pump 12, 16 & 18V DN 100
03 Charge air cooler LT section 402 HT cooling water outlet 6,8 & 9L DN 80
04 Charge air cooler HT section 12, 16 & 18V DN 100
06 Lubricating oil cooler 404 HT air vent DN 25
07 Thermostatic valve HT 405 HT cooling water to pre-heater 6,8 & 9L DN 80
08 Thermostatic valve LT 12, 16 & 18V DN 100
09 Manifold 406 Cooling water from pre-heater 6,8 & 9L DN 80
10 Connecting piece separated system to HT circuit 12, 16 & 18V DN 100
11 Non-return-valve 407 HT cooling water to standby pump 6,8 & 9L DN 80
12 Valve (if applicable) 12, 16 & 18V DN 100
13 Sea water pump (optional for in-line engines) 408 HT cooling water from standby pump 6,8 & 9L DN 80
(if applicable) 12, 16 & 18V DN 100
451 LT cooling water inlet 6,8 & 9L DN 80
Electrical Instruments *
12, 16 & 18V DN 100
PT401 HT water pressure, engine inlet 452 LT cooling water outlet 6,8 & 9L DN 80
PT451 LT water pressure, engine inlet 12, 16 & 18V DN 100
TE401 HT water temperature, engine inlet 456 LT cooling water to standby pump 6,8 & 9L DN 80
TE402 HT water temperature, engine outlet 12, 16 & 18V DN 100
TE402.2 HT water temperature, engine outlet, backup 457 LT cooling water from standby pump 6,8 & 9L DN 80
TE451 LT water temperature, engine inlet 12, 16 & 18V DN 100
476 Raw water to engine driven pump 6,8 & 9L DN 125
477 Raw water from engine driven pump 6,8 & 9L DN 80
* Shown sensors are an example for engine with WECS.
Project specific diagrams with applicable sensors will be
provided.

9.3 External cooling water 9.3.3 Fresh water central cooler (4E08)
system The fresh water cooler can be of either tube, plate or box
cooler type. The fresh water cooler can be common for the
In large multi-engine plants it is recommended to split the high and low temperature circuit, but also independent
engines into two cooling circuits, main and auxiliary coolers can be used. When several engines are used, it is
engines in separate circuits etc. This gives safety against advised to have separate coolers for the different engines,
malfunctions. however, also one common cooler for several engines can be
used.
When dimensioning the pipes of the cooling water system,
the maximum water velocities mentioned in chapter 5 Design data:
should not be exceeded. Especially the sea-water suction
pipes should be designed and installed to minimise the flow Fresh water flow see Technical Data,
resistance as much as possible. chapter 3
The use of pipes having galvanised inner surfaces is not Pressure drop on fresh 60 kPa (0.6 bar)
allowed in the external cooling water system because water side, max.
additives might react with the galvanised coating, resulting
in the formation of deposits which may block the system. If the flow resistance in the external pipes is high it should
The use of galvanised pipes in the cooling water system be observed when designing the cooler.
results in corrosion of engine components.
Sea-water flow acc. to cooler
9.3.1 Raw water pump (4P11) manufacturer, normally 1.2
- 1.5 x the fresh water flow
The raw-water pumps are usually electrically driven, but
in-line engines can be equipped with an engine driven Pressure drop on sea-water
seawater pump (see figure 9.16). There is a range of
capacities available. The highest capacity is 120 m3/h with a side, norm. 80-140 kPa (0.8 - 1.4 bar)
pump head of 3 bar. The capacity of the pumps is
determined by the type of coolers used and the heat to be Fresh water temperature 38°C
dissipated. after cooler (for LT), max.
9.3.2 Thermostatic valve raw water Fresh water temperature 60-65°C

(4V07) after HT cooler (in case of
separate coolers for HT
Ships (with ice class) designed for cold raw water should and LT), max.
have temperature regulation with a re-circulation back to
the sea chest (see figure 9.16): Safety margin to be added 15% + margin for fouling
• For heating of the sea chest to melt ice and slush, to In figure 9.3 typical dimensions for central coolers of the
avoid clogging the raw water strainer. plate type are given.
• To increase the raw water temperature to enhance
the temperature regulation of the LT-water.

Figure 9.3 Central cooler, main dimensions (V47F0003 An artist impression showing the principle of box coolers
rev. -) is given in figure 9.4.
Figure 9.4 Principle of box cooling
H
from engine
to engine
sea
water
B
L out
HT Cooler
Engine Type H [mm] B [mm] L [mm] mass [kg] (wet)
W6L26A 1550 500 700 280
W8L26A 1550 500 700 290
W9L26A 1550 500 700 300
W12V26A 1550 500 850 320
W16V26A 1550 600 1000 410
W18V26A 1550 600 1000 430
LT Cooler
W6L26A 1550 500 700 290
W8L26A 1550 500 700 310
W9L26A 1550 500 850 320
W12V26A 1550 500 850 350
W16V26A 1550 500 850 390
W18V26A 1550 600 1100 410
Combined Cooler sea water in

W6L26A 1550 500 850 350
W8L26A 1750 600 1100 630
W9L26A 1750 600 1100 640
9.3.4 Temperature control valve (4V08)
W12V26A 1900 650 1150 960
W16V26A 1900 700 1300 1080 When there is no thermostatic valve placed in the seawater
W18V26A 1900 700 1450 1110
system (4V07, see figure 9.16) it is advised to install a
temperature control valve over the central cooler(s) in
Note! Above mentioned sizes are for guidance only. These order to maintain the temperature before engine at a
coolers are dimensioned to exchange the heat of the engine constant value.
only, other equipment such as CPP, gearbox, etc. is not
taken into account. 9.3.5 Standby circulating cooling water
pumps (4P03) and (4P05)
Box cooler (4E08)
The pumps should be centrifugal pumps driven by an
As an alternative for the central coolers of the plate or of electric motor. Capacities according to chapter 3 for
the tube type a box cooler can be installed. The principle of technical data.
box cooling is very simple. Cooling water is forced through
a U-tube-bundle, which is placed in a sea-chest having Note! Some classification societies require spare pumps to
inlet- and outlet-grids. Cooling effect is reached by natural be carried on board also in case of a multiple engine
circulation of the surrounding water. The outboard water is installation. By installing standby pumps also for multiple
warmed up and rises by its lower density, thus causing a engine installation this requirement can be fulfilled.
natural upward circulation flow which removes the heat.
Box cooling has the advantage that no raw water system is

needed, and box coolers are less sensitive for fouling and
therefor well suited for shallow or muddy waters.

9.3.6 Thermostatic valve LT-circuit HT system, HT-piping, coolers, and additive dosing vessel
(4V03) to have separate venting pipes (from all engines), provided
with name plates at the expansion tank.
For installations with repeated changes in engine
load, The vent pipe of each engine should be drawn to the tank
separately, continuously rising, and so that mixing of air
an externally mounted temperature control valve can into the water cannot occur (the outlet should be below the
water level).
replace the engine mounted thermostatic valve (see figure
9.14. The balance pipe down from the expansion tank should
have a cross-section area at least four times as big as the
Note! The LT cooling water temperature at engine inlet combined cross-section area of the venting pipes with a
should not exceed 38 °C. minimum of DN25.
9.3.7 Thermostatic valve HT-circuit The expansion tank is to be provided with inspection
(4V01) devices.
For installations with repeatedly big changes in engine load, In case the static pressure can not be achieved by placing
an externally mounted temperature control valve can the tank sufficiently high, static pressure can be obtained
replace the engine mounted thermostatic valve (see figure by pressurising the expansion tank. The air pressure should
9.15). This temperature control valve can be an advanced then be controlled by a pressure control valve in order to
microprocessor based control valve, which takes into account have the correct static pressure. For safety reasons the tank
several parameters for optimal control of the cooling water must be provided with a safety valve, set at 1.5 bar.
temperature.
Figure 9.5 Pressurised expansion tank (9811MR166
The cooling water temperature after the engine should be rev. -)
maintained at approximately 95°C at full load.
9.3.8 Expansion tank (4T05)
The expansion tank should compensate for volume

changes in the cooling water system, serve as venting
arrangement and provide sufficient static pressure to the
cooling water circuit to avoid cavitation in circulating water
pumps.
Design data:
Pressure from the 50 - 150 [kPa] (0,5 - 1,5

expansion tank bar) at crankshaft
Volume min. 10% of the system, 9.3.9 Additive dosing tank (4T03)
with a minimum of 500 l.
In case cooling water treatment products are added in solid
See Chapter 3 “Technical data” for engine water volumes. form an additive dosing tank should be incorporated
through which additives can be added to the cooling water.
In case no separate additive dosing tank (see paragraph Also when additives are added in liquid form the use of an
9.3.9) is incorporated in the system, the expansion tank additive dosing tank is advised.
should be equipped so that it is possible to dose these
additives. This is only possible in case cooling water By placing the tank in parallel with the standby pump no
additives are added in liquid form. extra pump is needed (see figure 9.10). When the system
does not incorporate standby pumps a flow through the
tank can be created by using an adjustable throttle in the
by-pass line as shown in figure 9.13.

It should be made impossible to completely shut–off the For installations with several engines the pre-heater unit
main cooling water line when actually adding additives. can be selected for heating up only part of the engines. The
heat from a running engine can be used to heat the other
9.3.10 Elysator engines and therefore the power consumption of the
heater can be less than the nominal capacity.
As an alternative to the approved cooling water additives,
the elysator cooling water treatment system can also be Heater, pre-heating unit (4E05)
used. The elysator protects the engine from corrosion
without any chemicals. It provides a cathodic protection to Steam, electric or thermal oil heaters can be used.
the engine’s cooling water system by letting magnesium
anodes corrode instead of the engine itself. Raw water Design data:
quality specification is the same as in connection with
cooling water additives. Pre-heating temperature min. 60°C
The elysator can be an alternative where the environmental Required heating power 2 kW/cyl.
impact is important.
(2.6kW/cyl. to achieve
9.3.11 Drain tank (4T04) operating conditions)
To reduce additive use and hence save the environment, it Pre-heating pump (4P04)
is recommended to provide a drain tank in which the fresh
cooling water can be stored when this has to be drained Design data of the pump:
from the engine or the system during maintenance and
overhaul. A pump (4P09) should be provided to refill the Capacity Min. 4% of nominal flow
water into the system.
Pressure abt. 80 kPa (0.8 bar)
9.3.12 Pre-heating
Pre-heating unit (4N01)
Engines started and stopped on heavy fuel and all engines
on which high load will be applied immediately after start A complete pre-heating unit can be supplied as an option.
(standby generating sets) have to be pre-heated as close to The unit comprises:
the actual operating temperature as possible, or at least to
60°C. Pre-heating is however, recommended for all • Electric or steam heaters
engines, also main engines running on MDF only. A • Circulating pump
pre-heated engine will suffer less wear during warming • Control cabinet for heaters and pump
up.To heat the engine, the pre-heating water is circulated
through the cylinder liners and cylinder heads on the In figure 9.6 guidance dimensions of an electric pre-heater
HT-side. can be found
The energy required for heating of the HT-cooling water in

the main and auxiliary engines can be taken from a running
engine or a separate source. In both cases a separate
circulating pump should be used to ensure the circulation.
If the cooling water systems of the main and auxiliary
engines are separated from each other, the energy is
recommended to be transmitted through heat exchangers.

Figure 9.6 Electric pre-heating unit, main dimensions
HT cooling water
from engine
HT cooling water
to engine
Heating power L H B Mass (wet)

Engine Type
[kW]* [mm] [mm] [mm] [kg]
W6L26 12 (16) 1050 800 460 93
W8L26 16 (21) 1250 800 460 95
W9L26 18 (24) 1250 800 460 95
W12V26 24 (32) 1250 840 480 103
W16V26 32 (42) 1250 840 480 125
W18V26 36 (46) 1250 840 480 125
* Heating power between brackets needed to achieve a pre-heating temperature of 75°C.

Dimensions and masses are for guidance only!

9.3.13 Air separator 9.3.14 Local thermometers
Air and gas may be entrained in the piping after overhaul, Local thermometers should be installed wherever a new
centrifugal pump seals may leak, or air or gas may leak in temperature occurs, i.e. before and after each heat
from any equipment connected the HT- or LT-circuit, exchanger, etc.
such as diesel engine, water cooled starting air compressor
etc. In figure 9.7 an automatic de-aerator is shown. 9.3.15 Pressure gauges
As presented in the external cooling diagrams, it is Pressure gauges should be installed on the suction and
recommended that either of the following air venting discharge side of each pump.
equipment is installed:
9.3.16 Throttles (4R01..7)
1. At the HT-outlet from the engine. This is necessary for a
quick venting after starting the engine, especially after At part-load when all cooling water circulates through the
overhaul when entrained air may remain in the system, and internal by-pass, the flow of both HT and LT cooling water
especially at departures at low load, when the HT system is tuned with a flow resistance in the engine. This is
thermostatic valve re-circulates all water. At higher load done by selecting the correct opening in the thermostatic
when a part of the HT-water passes to the cooler, any air or bush. At higher loads (part of the) water is circulated
gas bubbles may still be re-circulated depending on the through the external system.
geometry and position of the HT thermostatic valve.
In order to achieve a stable temperature control, the
2. One in the LT system line for venting of any entrained resistance of the external system must be balanced with the
air. internal system in order to make the total resistance more
or less independent of the position of the thermostatic
Figure 9.7 Automatic de-aerator (9811MR102 rev. -) valve. Therefor throttles must be mounted in all main
streams and by-pass lines in the external system to adjust
and balance the pressure drop in all running modes.
9.3.17 Installation parts cooler (4E12)
For applications running at high speed, only the 6 and the

12 cylinder engines have the possibility to feed cooling
water to an externally placed installation parts cooler in
parallel. In this case these engines will be equipped with the
cooling water pump of a 9 respectively 18 cylinder. The
installation parts cooler can in this case be connected to the
standby connection as is shown in figure 9.10. To prevent
the engine from cooling down in part-load an thermostatic
valve (4V08, as described in paragraph 9.3.4) must be
placed over the seawater cooler to keep the temperature
before engine close to 38° C. Maximum 40% of the
nominal flow can be taken from the standby connection.
Alternatively an installation parts cooler can be placed in

series with the internal cooling water system as shown in
figure 9.11. To assure sufficient flow over the installation
parts cooler, the engine mounted thermostatic valve must
be replaced by an external one (4V03, as described in
paragraph 9.3.6).
Note! Maximum cooling water temperature before the

engine may not exceed 38°C.

9.4 Waste heat recovery Note! The heat flow in the cooling water is affected by the
ambient conditions. The available heat is reduced due to
The heat available from the HT circuit may be used for leakage’s in the thermostatic valves, flow to the expansion
make–up water production, central heating, tank heating tank and radiation losses from the piping. In practice
etc. approx. 90% of the heat dissipation shown in the diagrams
(valid in ISO conditions) in chapter 3 may be available. The
The amount of heat to be extracted depends on the HT heat flow in ISO conditions is clearly lower than in
temperature before the engine. The most heat can be tropical conditions.
extracted with a temperature of the HT cooling water
before engine of about 70°C. This can be achieved by using 9.4.1 Heat recovery temperature control
separate coolers for the HT and LT cooling water system valve (4V02)
or by using a heat recovery temperature control valve as
described in paragraph. In figure 9.8 the influence of the In cases of a combined cooler system, the HT cooling
temperature before the engine on the external cooling water temperature before engine can be increased by using
water flow is shown. Figure is for indication only. a heat recovery temperature control valve. This also
prevents the engine from undercooling when too much
In the typical examples of external cooling water systems heat is extracted in the heat recovery. In the example
the location of the heat recovery in the external system can system of figure 9 .10, a heat recovery valve is used.
be found.
Hereafter some typical examples of external cooling water
systems are shown.
Figure 9.8 External HT cooling water flow as a function of the HT inlet temperature.
External HT flow. Engine operated at constant speed
70%
60%
External flow in % of nominal (pump) flow
50%
40%
30%
20%
38°C
10% 52°C
65°C
0%
40 50 60 70 80 90 100
Engine load [%]

Figure 9.9 Cooling water system single engine installation with combined cooler, small amount of heat recovery,
standby pumps, additive dosing tank and drain tank (9517ZT263 rev. -)

4E03 Heat recovery (optional) 401 HT cooling water inlet
4E05 Heater, pre-heating unit 402 HT cooling water outlet
4E08 Central cooler, combined 404 HT cooling water air vent
4H Flexible pipe connection* 406 HT cooling water from pre-heater
4N01 Pre-heating unit 407 HT cooling water to standby pump
4P03 Standby circulation pump, HT 408 HT cooling water from standby pump
4P04 Pre-heating pump 451 LT cooling water inlet
4P05 Standby circulation pump, LT 452 LT cooling water outlet
4P09 Transfer pump, cooling water 456 LT cooling water to standby pump
4R03 Throttle by-pass cooler LT 457 LT cooling water from standby pump
4S01 Automatic de-aerator
4T03 Additive dosing tank
Indicators
4T04 Drain tank
4T05 Expansion tank TI Temperature indicator
4V08 Temperature control valve PI Pressure indicator

Figure 9.10 Cooling water system single engine installation with combined cooler, maximum heat recovery,
standby pumps, additive dosing tank and drain tank. Equipment cooler in parallel only possible for 6L and 12V
engines (9517ZT265 rev. -)

4E12 Cooler, installation parts** 406 HT cooling water from pre-heater
4H Flexible pipe connection* 407 HT cooling water to standby pump
4N01 Pre-heating unit 408 HT cooling water from standby pump
4P03 Standby circulation pump, HT 451 LT cooling water inlet
4P04 Pre-heating pump 452 LT cooling water outlet
4P05 Standby circulation pump, LT 456 LT cooling water to standby pump
4P09 Transfer pump, cooling water 457 LT cooling water from standby pump
4R03 Throttle by-pass cooler LT
4R05 Throttle, by-pass cooler HT
Indicators
4R07 Throttle, installation parts cooler
4S01 Automatic de-aerator TI Temperature indicator
4T03 Additive dosing tank PI Pressure indicator
4T04 Drain tank
4T05 Expansion tank
4V02 Heat recovery temperature control valve
4V08 Temperature control valve***

** Only possible for 6L and 12V engines if installed in this way.
*** It may also be a thermostatic valve

Figure 9.11 Cooling water system single engine installation, small amount of heat recovery, equipment
cooler,standby pumps, additive dosing tank and drain tank. (9517ZT264 rev. -)
System components Connections

4E12 Installation parts cooler 406 HT cooling water from pre-heater
4R07 Throttle by-pass LT
Indicators
4T03 Additive dosing tank TI Temperature indicator
4T04 Drain tank PI Pressure indicator
4T05 Expansion tank
4V02 Heat recovery temperature control valve
4V03 Temperature control valve LT
4V08 Temperature control valve

Figure 9.12 Cooling water system single engine installation separate coolers, maximum heat recovery,standby
pumps, additive dosing tank and drain tank (9517ZT266 rev. -)

4E04 Central cooler, HT 402 HT cooling water outlet
4E05 Heater, pre-heating unit 404 HT cooling water air vent
4E06 Central cooler, LT 406 HT cooling water from pre-heater
Indicators
4T03 Additive dosing tank TI Temperature indicator
4T04 Drain tank PI Pressure indicator
4T05 Expansion tank
4V02 Temperature control valve HT
4V04 Temperature control valve LT

Figure 9.13 Cooling water system multiple engine installation with combined cooler, additive dosing tank and drain
tank (9517ZT267 rev. -)

4E05 Heater, pre-heating unit 401 HT cooling water inlet
4E08 Central cooler, combined 402 HT cooling water outlet
4H Flexible pipe connection* 404 HT cooling water air vent
4N01 Pre-heating unit 406 HT cooling water from pre-heater
4P04 Pre-heating pump 451 LT cooling water inlet
4P09 Transfer pump, cooling water 452 LT cooling water outlet
Indicators
4T03 Additive dosing tank
4T04 Drain tank TI Temperature indicator
4T05 Expansion tank PI Pressure indicator
4V08 Temperature control valve
4R07 Throttle

Figure 9.14 External thermostatic valve arrangement, LT cooling water system (9517ZT268 rev. -)

4E12 Installation parts cooler 451 LT cooling water inlet
4H Flexible pipe connection* 452 LT cooling water outlet
4V03 Thermostatic valve, LT circuit

Figure 9.15 External thermostatic valve arrangement, HT cooling water system (9517ZT269 rev. -)

4H Flexible pipe connection* 401 HT cooling water inlet
4V01 Thermostatic valve, HT circuit 402 HT cooling water outlet

Figure 9.16 Optionally in-line engines can be delivered with an engine driven raw water pump (9517ZT270 rev. -)

4E08 Central cooler 476 Raw water to engine driven pump
4F01 Suction strainer, sea water 477 Raw water from engine driven pump
4H Flexible pipe connection*
4V07 Thermostatic valve, raw water

10 Combustion air system

10.1 General ρ = Density of ventilation air 1.15 kg/m³
To maintain acceptable operating conditions for the ∆T = Temperature rise in the engine room [°C]
engines and to ensure trouble free operation of all
equipment, attention shall be paid to the engine room c = Specific heat capacity of the ventilation air 1.01 kJ/kgK
ventilation and the supply of combustion air.
The heat emitted by the engine is listed in the chapter for
The air intake(s) to the engine room must be located so that Technical data, chapter 3.
water spray, rain water, foam, sand, dust and exhaust gases
cannot enter the ventilation ducts and the engine room. The ventilation air is to be equally distributed in the engine
room considering air flows from points of delivery towards
Separate ventilators are recommended for the combustion the exits. This is usually done so that the funnel serves as an
air and ventilating system. exit for the majority of the air. To avoid stagnant air,
extractors can be used.
The dimensioning of blowers and extractors should ensure
that an over-pressure of about 50 Pa (5 mmWC) is It is good practice to provide areas with significant heat
maintained in the engine room in all running conditions. sources, such as separator rooms with their own air supply
and extractors.
10.2 Ventilation
10.3 Combustion air system
The amount of air required for ventilation is calculated
from the total heat emission Q to evacuate. To determine design
Q, all heat sources shall be considered, e.g.:
Usually, the air required for combustion is taken from the
engine room through a filter fitted on the turbo charger.
• Main and auxiliary diesel engines
This reduces the risk for too low temperatures and
• Exhaust gas piping contamination of the combustion air. It is imperative that
• Alternators the combustion air is free from sea water, dust, fumes, etc.
• Electric appliances and lighting The maximum dust concentration at turbo charger inlet
• Boilers after filtration is 3 mg/Nm3 with particles above 5µm.
• Steam and condense piping
• Tanks The combustion air should be delivered through a
dedicated duct close to the turbo charger(s), directed
It is recommended to consider an outside air temperature towards the turbo charger air intake(s). Also auxiliary
of not less than 35°C and a temperature rise of 11°C for the engines shall be served by dedicated combustion air ducts.
ventilation air.
For the required amount of combustion air, see chapter 3
The amount of air required for ventilation is then for technical data. When locating and designing the air
calculated from the formula: intakes for the engine room, the following factors should
be taken into consideration:
• During normal operating conditions the air

temperature at the turbo charger inlet should be
kept between 15ºC and 45ºC.
Where: • No pipework carrying any flammable medium
should run in the vicinity of the air intake filters.
Φv = Amount of ventilation air [m³/s]
Q = Total heat emission to be evacuated [kW]

As an alternative, the combustion air duct can be directly 10.4 Cold operating conditions
connected to the turbo charger with a flexible connection
piece see figures 11.1-3 on pages 109-109. To protect the In installations intended for operation in cold air
turbo charger a filter must be built into the air duct. The conditions, restrictions for operation at low air
maximum pressure drop in the duct and filter is 3 kPa (30 temperature must be considered. See also paragraph 2.6.2
mbar). on page 16.
Quality of suction air after filtration
10.4.1 Cold air waste gate (application
dependent)
• Sulphur DiOxide (SO2) < 1.25 [mg/Nm3]
• Hydrogen Sulphide (H2S) < 375 [µg/Nm3] To protect the engine against too high firing pressures and
• Chlorides (Cl-) < 1.5 [mg/Nm3] surging due to cold suction air, the air waste gate as
• Ammonia (NH3) < 94 [µg/Nm3] described in paragraph 10.3.1 can also be applied for the
other cylinder numbers.
10.3.1 Air waste gate (application
dependent) In figures 11.4 and 11.5 (pages 110 and 111) the location of
the cold air waste gate can be seen.
To protect the engine against too high firing pressure the 6
cylinder engines with high output (see paragraph 1.2.1 on
page 1) are equipped with a proportional controlled air
10.4.2 Combustion air for engines
waste gate valve which opens at high loads. The outlet of • Each engine should have its own combustion air
the air waste gate is provided with a silencer and is directly fan, with a capacity slightly higher than the
into the engine room. maximum air consumption. The fan should have a
two-speed electric motor (or variable speed) for
In figure 11.4 on page 110 the location of the air waste gate enhanced flexibility. In addition to manual control,
in the system can be seen. the fan speed can be controlled by the engine load.
• The combustion air is ducted close to the turbo
10.3.2 Charge air shut-off valve (rig-saver) charger, the outlet being equipped with a flap for
controlling the direction and amount of air.
In installations where it is possible that the combustion air
includes combustible gas or vapour, V-engines can With these arrangements the normally required minimum
optionally be equipped with a charge air shut-off valve. air temperature to the main engine, see paragraph 2.6 on
This is also regulated in the classification rules for Offshore page 16, can typically be maintained. For lower
Units as mandatory. The emergency shut off valve should temperatures special provisions are necessary.
be controlled by an external signal.
In special cases the duct can be connected directly to the
Please contact Wärtsilä for the availability of a charge air turbo charger, with a step-less change-over flap to take the
shut-off valve for in-line engines. air from the engine room or from outside depending on
engine load.
In figure 11.5 (page 111) the location of the charge air
shut-off valve in the system can be seen.

10.4.3 Engine room ventilation

• The rest of the engine room ventilation is provided
by separate ventilation fans. These fans should
preferably have two-speed electric motors (or
variable speed) for enhanced flexibility.
• For very cold conditions a pre-heater in the system
should be considered. Suitable media could be
thermal oil or water/glycol to avoid the risk for
freezing. If steam is specified as a heating system for
the ship the pre-heater should be in a secondary
circuit.
• This system permits flexible operation, e.g. in port
the capacity can be reduced during overhaul of the
main engine when it is not pre-heated (and
therefore not heating the room).
Figure 10.1 Engine room ventilation (V69E8169 rev. -)
System components
1 Diesel engine
2 Suction louver*
3 Water trap
4 Combustion air fan
5 Engine room ventilation fan
6 Flap
7 Outlets with flap
* Recommended to be equipped
with a filter for areas with dirty air
(river, coastal areas, etc.)

11 Exhaust gas system

11.1 Internal exhaust gas system 11.1.3 By-pass system (application
dependent)
Engine exhaust pipes are separate for each cylinder. Metal
bellows are fitted in the pipe system as well as between the To increase part-load turbo charging efficiency and
turbo charger and the pipe system. An insulation box prevent surging of the turbo charger compressor, the
encloses the complete exhaust system. Sensors for remote system can be equipped with an open/closed controlled
measuring of the temperature are mounted after each by-pass valve (see figure 11.4 and 11.5).
cylinder as well as before and after the turbo charger.
11.1.4 Exhaust waste gate system
11.1.1 Pulse exhaust system (application dependent)
The blow down process (i.e. when the exhaust valves open) To protect the engine against too high firing pressure the
of the different cylinders results in pressure pulses in the system can be equipped with a proportional controlled
exhaust pipe. These pressure pulses contain useful energy exhaust waste gate valve (see figure 11.4 and 11.5) By
to drive the turbine. With the pulse system the exhaust opening the exhaust waste gate valve, part of the exhaust
channels of the different cylinders are connected with the gasses by-passes the turbine of the turbo charger. The
turbine by a pipe with a small volume in order to damp the turbo charger speed decreases, which results in lower
pulses as little as possible. In order to avoid interference charge air pressure and firing pressure.
with other cylinders maximum three cylinders can be
connected to the same pipe for a four stroke engine. 11.1.5 Exhaust gas outlet
In figure 11.4 an overview of the pulse exhaust system is The exhaust gas outlet from the turbo charger can be
shown. inclined into several positions. The possibilities depend on
the cylinder configuration as shown in figures 11.1-3.
11.1.2 SPEX - Single Pipe Exhaust system Turbo-charger can be located at both ends, figures shows
only free end solutions. A flexible bellow has to be
When a by-pass or exhaust waste gate is needed or when mounted directly on the turbine outlet to protect the turbo
the pulse system results in too many pipes, a SPEX system charger from external forces.
is applied. With the SPEX system all cylinders of one bank
are connected to the same exhaust pipe. The geometry of
the pipe in combination with the firing order is such that
the energy contained in the pulses of the different cylinders
is damped away as little as possible and interference is
reduced to a minimum. However the scavenging of the
different cylinders is not equal which appears in different
temperature readings of the exhaust gases per cylinder.
In figure 11.5 an overview of the SPEX system is shown.

Figure 11.1 Exhaust outlet possibilities W6L26A (9604ZT517+526+527)
Figure 11.2 Exhaust outlet possibilities W26A 8 & 9L (9604ZT517+526+527)
Figure 11.3 Exhaust outlet possibilities W26A 12, 16 & 18V (9604ZT517+526+527)

Figure 11.4 Internal charge air and exhaust gas system, pulse system (9517ZT113 rev. a)

01 Charge air cooler HT-section 501 Exhaust gas outlet 6L DN 300
02 Charge air cooler LT-section 9L DN 400
03 Turbo charger 502 Cleaning water to turbine quick lock 1/2" hose
04 Compressor cleaning device 503 Cleaning water from turbine funnel 28 x 3
05 Air filter and silencer 601 Air inlet to turbo charger 6L DN 350
06 Valve (in case of suction branch) 9L DN 450
07 Turbine cleaning device 607 Condensate from cooler funnel 8x1
09 Safety valve
10 Indicator valve
Electrical instruments *
11 (Cold) air waste gate, application dependent*
14 Suction branche, as alternative for 05 TE Temperature sensing element
SE Speed sensing element
* Cold air waste gate is optional PT Pressure transmitter
* Shown sensors are an example for engine with WECS. Project specific

Figure 11.5 Internal charge air and Exhaust gas system, SPEX system (9517ZT114 rev. a)

01 Charge air cooler HT-section 501 Exhaust gas outlet 6L DN 300
02 Charge air cooler LT-section 8, 9L, 12, 16 & 18V DN 400
03 Turbo charger 502 Cleaning water to turbine quick lock 1/2" hose
04 Compressor cleaning device 503 Cleaning water from turbine funnel 28 x 3
05 Air filter and silencer 601 Air inlet to turbo charger 6L DN 350
06 Valve (in case of suction branch) 8, 9L, 12, 16 & 18V DN 450
07 Turbine cleaning device (HFO only) 607 Condensate from cooler D = 10 10 x 1
08 Charge air shut-off valve (optional for V engines only,
remotely controled)
Electrical Instruments
09 By-pass system (application dependent)
10 Exhaust gas waste gate system (application dependent) TE Temperature sensing element
11 Cold air waste gate (optional) SE Speed sensing element
12 Indicator valve PT Pressure transmitter
13 Safety valve
14 Suction branch (as alternative for 05) * Shown sensors are an example for engine with WECS. Project specific

11.2 External exhaust gas system m
Each engine should have its own external exhaust pipe.

The exhaust gas piping should be as short and straight as
possible. V-engines with two turbo chargers can have a
branch pipe that connects the exhaust gas pipes from each Where:
turbo charger to a common exhaust gas pipe. A flexible
bellows has to be mounted directly on the turbo charger V= Gas velocity [m/s]
outlet, to compensate for thermal expansion to protect the
turbo charger from external forces. Φm= Exhaust gas mass flow [kg/s]
It is very important that the exhaust pipe is properly fixed T = Exhaust gas temperature [°C]
to a rigid support directly after the bellows. Thereby any
thermal expansion of the pipe is to be directed away from D = Exhaust gas pipe diameter [m]
the engine and the turbo charger. Resilient mounts are
acceptable at the fixing points between the exhaust pipe 11.2.1 Exhaust gas silencer (5R02)
and the rigid support. The mounts must however be stiff
enough to prevent dynamic deflections in excess of 1 mm When included in the scope of supply, the silencer can be
peak to peak. Conical rubber mounts can be used. of the absorption type (I) (25 dB(A)), or of the
Adequate thermal insulation must be provided to protect absorption/resonance type (II) (35dB(A)). A spark arrester
the rubber mounts from high exhaust gas temperatures. is optional. It is provided with a soot collector and a water
drain. Normally it is delivered without mounting brackets
The bends should be made with the largest possible and insulation. The silencer can be mounted either
bending radius, minimum radius used should be 1.5 D. The horizontally or vertically. To limit noise and vibration
exhaust pipe must be insulated all the way from the turbo transfer to the surrounding structures, it is recommended
charger and the insulation is to be protected by a covering to support the piping and silencer elastically.
plate or similar to keep the insulation intact. Closest to the
turbo charger the insulation should consist of a hook on Note! Yard/ designer should take into account that due to
padding to facilitate maintenance. It is especially important an adverse layout of the exhaust system (length of straight
to prevent that the airstream to the turbo charger detaches parts in the exhaust system) amplification of the exhaust
insulation, which will then clog the filters. noise can occur between engine outlet and the damper.
Hence the attenuation of the silencer does not give any
The exhaust gas pipes and/or silencers should be provided guarantee for the noise level after the silencer.
with water separating pockets and drainage.
The exhaust gas silencer dimensions in table 11.1 are based
Recommended flow velocity is 35...40 m/s. Lower on an average flow velocity of approximately 35 m/s and a
velocities might be needed with long piping or if there are flow resistance of about 100 mmWC. Dimensions are for
many resistance factors in the piping. indication only.
The exhaust gas mass flow given in chapter 3 for technical

data can be translated to velocity using the formula:

Figure 11.6 Exhaust gas silencer (9855MR366 rev. -) 11.2.2 Exhaust gas boiler
When used each engine should have a separate exhaust gas

boiler. Alternatively, a common boiler with separate gas
sections for each engine is acceptable.
For dimensioning the boiler, the exhaust gas quantities and

temperatures given in the chapter 3 may be used.
11.2.3 Exhaust gas bellows (5H01)
Bellows must be used in exhaust gas piping where thermal

expansion or ship’s structural deflections have to be
segregated in order to limit stress levels.
11.2.4 Exhaust gas supports
The number of mounting supports should always be kept

to a minimum and positioned at stiffened locations within
the ship’s structure, e.g. deck levels, frame webs or specially
constructed supports.
The supporting must allow thermal expansion and ship’s

structural deflections during construction and operation.
Table 11.1 Typical dimensions of the exhaust gas
silencer. Attenuation 35 dB(A) 11.2.5 Exhaust gas back pressure
With spark arrestor The maximum permissible exhaust gas back pressure is 3
Engine type A [mm] C [mm] L [mm] Mass [kg] kPa (30 mbar) at full load, which should be verified by a
6L26 450 1200 5300 1325
calculation, made by the shipyard. The back pressure
8L26 500 1500 5100 1825
should also be measured on the sea trial. A measuring
9L26 550 1500 4800 1750 connection should be provided on each exhaust piping
12V26 600 1675 5900 2350 system during the construction. A higher back pressure will
16V26 700 1850 6100 2775 result into thermal overload and has to be compensated for
18V26 800 1900 6100 2875 by de-rating (permanently lowering the MCR) the engine
1.5% for each kPa (10 mbar) above 3 kPa. (30 mbar).
Without spark arrestor
Engine type A [mm] C [mm] L [mm] Mass [kg] In figures 11.7 and 11.8 examples of the layout of the
6L26 450 1200 4300 1175
external exhaust gas system without and with an SCR unit
8L26 500 1250 4100 1250 are presented. A functional description of the SCR system
9L26 550 1350 3800 1325 can be found in paragraph 13.4.1. on page 119.
12V26 600 1550 4600 1700
16V26 700 1600 4600 1775
18V26 800 1800 4100 2025
Note! For guidance only

Figure 11.7 External exhaust gas system (V69E8170 Figure 11.8 External exhaust gas system with SCR
rev. -) (V69E8171 rev. -)
System components
1 Diesel engine
2 Flexible pipe joint
3 Connection for measurement of backpressure
4 Transition piece
5 Drainage with water trap, continuously open
System components
6 Urea injection equipment
1 Diesel engine 7 Evaporation pipe
2 Flexible pipe joint 8 Static mixer
3 Connection for measurement of backpressure 9 Selective Catalytic Reduction plant
4 Transition piece 10 NOx analyser
5 Drainage with water trap, continuously open 11 Exhaust gas boiler
6 Exhaust gas boiler 12 Silencer (unless integrated in SCR)
7 Silencer

12 Turbo charger cleaning system
12 Turbo charger cleaning system

12.1 General Compressor side cleaning
The diesel engine efficiency is closely related to the In order to clean the compressor during operation the
efficiency of the turbo charger. The turbo charger necessary provisions are mounted on the engine. The
efficiency is directly influenced by the degree of fouling of cleaning is done by filling a container with water (0.4 litre).
the compressor wheel, exhaust gas nozzle ring and turbine After opening the washing valves the water is shot into the
wheel. The fouling exists mainly of deposits on nozzle
vanes and rotor blades and by dust and greasy substances in compressor via injection pipes. The water does not act as a
the suction air. Regularly cleaning is necessary during solvent but the dirt is removed by the mechanical impact of
engine operation. The cleaning is not effective on very dirty the water drops. The engine has to run at 70% or more load
components. The engine is always equipped with a during the cleaning of the compressor.
cleaning device for the compressor. For residual fuels and
DMC type of fuels engine is also equipped with a turbine Depending on the quality of the air used the cleaning
cleaning device. The cleaning has to be performed interval varies between every 24 to 170 running hours. The
according to instructions given for the turbo charger in the cleaning process will have good results as long as the
sub-supplier manual. deposit formation has gone not too far. The used water
must be clean without additives. The use of seawater is
Turbine side cleaning prohibited
Wet cleaning of the turbine is based on the thermal shock .

principle. This principle used to remove hard deposits, Figure 12.1 Turbine cleaning (9517ZT248 rev. -)
normally produced at high exhaust gas temperatures and
particularly on the nozzle ring. It is the impact of the
thermal shock that removes the deposit. Components
For cleaning of the turbine side of the turbo charger, fresh 1 Hose 1/2"
water is injected before the turbine with a pressure of 250 2 Valve (manual operated)
kPa (2,5 bar) above the exhaust gas pressure before 3 Quick relase connection
turbine. Neither Additives nor solvents nor salt must be 4 Water spray nozzles
used in the cleaning water. The cleaning interval varies 5 Drain valve (not for 6L)
between 24 to 250 hours for engines equipped with Napier 6 Valve (manual operated)
blowers, depending on the load and the quality of the fuel 7 Container for cleaning water FI
used. For ABB TPS, applied on W6L26A engine cleaning 8 Valve (manual operated)
must be performed every 24 hours. During the cleaning of 9 Turbine
the turbine the load has to be reduced until 15-20% of the 10 Compressor
FI Flow indicator
full load rate.
Cleaning water flow per turbine:
W6L26A 25 l/min
Other W26A engines 15-30 l/min (/blower)
For engines with two turbo chargers both chargers need to

be cleaned. However they shall be cleaned one after the
other and not at the same time.

13 Exhaust gas emissions

13.1 General 13.2.2 Sulphur Oxides (SOx)
Exhaust gas emissions from the diesel engine mainly Sulphur Oxides (SOx) are a direct result of the Sulphur
consist of Nitrogen, Carbon diOxide (CO2) and water content of the fuel oil. During the combustion process the
vapour with smaller quantities of Carbon monOxide (CO), fuel bound Sulphur is rapidly oxidised to Sulphur diOxide
Sulphur Oxides (SOx) and Nitrogen Oxides (NOx), (SO2). A small fraction of SO2 may be further oxidised to
partially reacted and non-combusted HydroCarbons and Sulphur triOxide (SO3). The SOx emission controls are
particulates. Emission control of large diesel engines directed mainly at limiting the Sulphur content of the fuel.
means primarily the control of the NOx emissions.
13.2.3 Particulates
To improve the combustion process and reduce the
emissions, especially NOx emissions, Wärtsilä has The particulate fraction of the exhaust emissions
developed a Low NOx combustion process that represents a complex mixture of inorganic and organic
substantially reduces the NOx level without compromising substances mainly comprising soot (elemental Carbon),
thermal efficiency. The Low NOx combustion concept has fuel oil ash (together with Sulphates and associated water),
been implemented in all Wärtsilä engines. Nitrates, Carbonates and a variety of non or partially
combusted HydroCarbon components of the fuel and
13.2 Diesel engine exhaust gas lubricating oil.
components The main parameters affecting the particulate emissions
are the fuel oil injection and fuel oil parameters. The use of
Due to the high efficiency of the diesel engines, the fuel oil with good ignition and combustion properties and
emissions of Carbon diOxide (CO2), Carbon monOxide low content of ash and Sulphur will reduce the formation
(CO) and HydroCarbons (HC) are low. The same high of particulates. For marine diesel engines the particulate
combustion temperatures that give thermal efficiency in removal systems, because of their size and high cost, are
the diesel engine also cause high emissions of Nitrogen not for the time being economically or practically potential
Oxides (NOx). The emissions of Sulphur Oxides (SOx) and solutions.
particulates are formed in the combustion process out of
the Sulphur, ash and Asphaltenes that are always present in
13.2.4 Smoke
heavy fuel oil.
Although smoke is usually the visible indication of
13.2.1 Nitrogen Oxides (NOx) particulates in the exhaust, the correlations between
particulate emissions and smoke is not fixed. The lighter
Nitrogen Oxide (NO) and Nitrogen diOxide (NO2) are and more volatile HydroCarbons will not be visible nor will
usually grouped together as NOx emissions. Predominant the particulates emitted from a well maintained and
Oxide of Nitrogen found inside the diesel engine cylinder operated diesel engine.
is NO, which forms mainly in the oxidation of atmospheric
(molecular) Nitrogen in the high temperature gas regions. When visibility of smoke is an important issue, special
NO can also be formed through oxidation of the Nitrogen attention has to be paid to the outlet of the exhaust pipe.
contained in the fuel and through chemical reactions with The visibility of the smoke is significantly influenced by the
fuel radicals. The amount of NO2 emissions is diameter of the exhaust gas column after the outlet. The
approximately 5 %. bigger the diameter of this column, the more visible the
smoke appears whilst the amount of particulates remains
All standard Wärtsilä engines meet the NOx emission level the same. Therefore the design of the outlet of the exhaust
set by the IMO (International Maritime Organisation) and pipe must aim at a small diameter of the exhaust gas
most of the local emission levels without any column. This can be achieved by using a small diameter of
modifications. Wärtsilä has also developed solutions to the exhaust pipe outlet.
significantly reduce NOx emissions when this is required.
For Wärtsilä 26, the Selective Catalytic Reduction (SCR) is
an optional NOx reduction method.

When this results in too high exhaust gas back pressure (see 13.3.1 MARPOL Annex VI
paragraph 11.2.5) at full load, an exhaust pipe with a
variable outlet diameter might be considered. MARPOL 73/78 Annex VI includes regulations for
emissions such as Nitrogen Oxides, Sulphur Oxides,
Smoke can be black, blue, white, yellow or brown in volatile organic compounds and ozone depleting
appearance. Black smoke is mainly comprised of Carbon substances. The Annex VI has yet to be ratified. The
particulates (soot). Blue smoke indicates the presence of MARPOL 73/78 Annex VI regulations will enter into
the products of the incomplete combustion of the fuel or force, 12 months after the date on which at least 15 states,
lubricating oil. White smoke is usually condensed water constituting not less than 50 % of the gross tonnage of the
vapour. Yellow smoke is caused by NOx emissions. When world’s merchant shipping, have signed the protocol. The
the exhaust gas is cooled significantly prior to discharge to most important regulation of the MARPOL Annex VI is
the atmosphere, the condensed NO2 component can have the control of NOx emissions.
a brown appearance. In table 13.1 these evidences are
summarised. The NOx controls apply only to diesel engines over 130 kW
installed on ships built (defined as date of keel laying or
Table 13.1 Smoke evidences similar stage of construction) on or after January 1, 2000
along with engines which have undergone a major
conversion on or after January 1, 2000. Compliance with
the annex will be supervised by the classification societies.
Color Cause
Black Carbon particulates, soot The IMO NOx limit is defined as follows:
Blue Incomplete combustion, or burning lubricating oil
White Condensed water vapour Weighted average NOx [g/kWh]
Yellow Caused by NOx
Brown Condensed NO2 when exhaust gas cooled down
= 17 rpm < 130
= 45 x rpm-0.2 130 < rpm < 2000

13.3 Marine exhaust emissions
legislation = 9.8 rpm > 2000
The increasing concern over the air pollution has resulted For Wärtsilä 26 with a rated speed of 900 rpm the weighted
in the introduction of exhaust emission controls to the average NOx level may not exceed 11.5 g/kWh and with
marine industry. To avoid the growth of uncoordinated 1000 rpm the level may not exceed 11.3 g/kWh, when
regulations, the IMO (International Maritime tested according to IMO regulations (NOx Technical
Organisation) has developed the Annex VI of MARPOL Code).
73/78, which represents the first set of regulations on the
marine exhaust emissions.
There is yet no legislation concerning the particulate

emissions from the marine diesel engines, although the
authorities are planning to set strict limits to the
particulates in the near future. Smoke is regulated in some
countries or regions based on its visibility.

Figure 13.1 IMO NOx emission limit All non-standard engines, for instance over-rated engines,
de-rated engine, non-standard-speed engines etc. have to
be certified individually, i.e. “engine family” or “engine
group” concepts do not apply.
18
According to the IMO regulations, a Technical File shall be
made for each engine. This Technical File contains
NOx weighted [g/kWh]
16
information about the components affecting NOx

14
Wartsila 26 Low NOx
emissions, and each critical component is marked with a
12
special IMO number. Such critical components are:
10
• Injection nozzle
8
• Injection pump
• Camshaft
6
0 200 400 600 800 1000 1200 1400 1600 • Cylinder head
Rated engine speed [rpm] • Piston
• Connecting rod
• Charge air cooler
• Turbo charger
13.3.2 EIAPP Statement of Compliance
The allowable setting values and parameters for running
An EIAPP (Engine International Air Pollution the engine are also specified in the Technical File.
Prevention) Statement of Compliance will be issued for
each engine showing that the engine complies with the The marked components can later, on-board the ship, be
NOx regulations set by the IMO. For the time being only a easily identified by the surveyor and thus an IAPP
Statement of Compliance can be issued, because the (International Air Pollution Prevention) Statement of
regulation is not yet in force. Compliance for the ship can be issued on basis of the
EIAPP Statement of Compliance and the on-board
When testing the engine for NOx emissions, the reference inspection.
fuel is Marine Diesel Fuel (distillate) and the test is
performed according to ISO 8178 test cycles.
Subsequently, the NOx value has to be calculated using
different weighting factors for different loads that have
been corrected to ISO 8178 conditions. The most
commonly used ISO 8178 test cycles are presented in table
13.2.
Table 13.2 ISO 8178 test cycles defining the weighted averages.
E2 - DE and CPP propulsion Power [%] 100 75 50 25

Speed [%] 100 100 100 100
Weighting factor 0.2 0.5 0.15 0.15
E3 - FPP propulsion Power [%] 100 75 50 25
Speed [%] 100 91 80 63
Weighting factor 0.2 0.5 0.15 0.15
D2 - Auxiliary engine Power [%] 100 75 50 25 10
Speed [%] 100 100 100 100 100
Weighting factor 0.05 0.25 0.3 0.3 0.1

13.4 Methods to reduce exhaust When operating on HFO, the exhaust gas temperature
before the SCR must at least be 330°C, depending on the
emissions Sulphur content of the fuel. When operating on MDF, the
exhaust gas temperature can be lower. If an exhaust gas
Diesel engine exhaust emissions can be reduced either with boiler is specified, it should be installed after the SCR.
primary or secondary methods. The primary methods limit
the formation of specific emissions during the combustion The disadvantages of the SCR are the large size and the
process. The secondary methods reduce emission relatively high installation and operation costs. To reduce
components after formation as they pass through the the size, Wärtsilä has together with sub-suppliers
exhaust gas system. developed the Compact SCR, which is a combined silencer
and SCR. The Compact SCR will require only a little more
13.4.1 Selective Catalytic Reduction space than an ordinary silencer.
(SCR)
The lifetime of the catalyst is mainly dependent on the fuel
Selective Catalytic Reduction (SCR) is the only way to oil quality and also to some extent on the lubricating oil
reach a NOx reduction level of 85-95%. quality. The lifetime of a catalyst is typically 3-5 years for
liquid fuels and slightly longer if the engine is operating on
General system description gas. The total catalyst volume is usually divided into three
layers of catalyst, and thus one layer at time can be replaced,
The reducing agent, aqueous solution of urea (40 wt-%), is and remaining activity in the older layers can be utilized.
injected into the exhaust gas directly after the turbo
charger. Urea decays immediately to ammonia (NH3) and Urea consumption and replacement of catalyst layers are
Carbon diOxide (CO2). The mixture is passed through the generating the main running costs of the catalyst. The urea
catalyst where NOx is converted to harmless Nitrogen and consumption is about 15-20 g/kWh of 40 wt-% urea. The
water, which are normally found in the air that we breathe. urea solution can be prepared mixing urea granulates with
The catalyst elements are of honeycomb type and are water or the urea can be purchased as a 40 wt-% solution.
typically of a ceramic structure with the active catalytic The urea tank should be big enough for the ship to achieve
material spread over the catalyst surface. relative autonomy. A functional layout of the SCR system
can be seen in figure 13.2.
The injection of urea is controlled by feedback from a NOx
measuring device after the catalyst. The rate of NOx
reduction depends on the amount of urea added, which can
be expressed as NH3/NOx ratio. The increase of the
catalyst volume can also increase the reduction rate.

Figure 13.2 Typical diagram for Compact SCR (V28A0006 rev. a)

14 Automation system
14.1 General • Local indicators for temperatures and pressures
• An engine mounted over-speed trip module
The engine can be equipped with two different automation • Engine junction box
systems. • An external start/stop system (optional delivery)
• Ships alarm monitoring system (part of the external
• Basic engine automation system (at present only system)
available for in-line engines)
• Speed controller (part of the external system,
• Wärtsilä Engine Control System (WECS) 2000 optional delivery)
The two systems differ in the way signals are handled and An external start/stop system controls the start, stop and
in the amount of functionality’s carried out. The WECS shutdown sequences and presents related status for alarm
system has active outputs to start and stop standby pumps and monitoring system and for operational control. For
and generates alarms when set point values are exceeded. not start/stop related signals the engine is provided with
Whilst for the basic engine automation system provisions sensors. The actuator is mounted on the engine, while the
have to be foreseen for these functionalities in the external speed controller and external start/stop system are not
system, for example in the start/stop system. engine mounted. The engine-mounted equipment is
developed and designed for the harsh environment.
The basic engine automation system is described in
paragraph 14.2. A description of the WECS system is In figure 14.1 an overview of the basic engine automation
placed in paragraph 14.3. system is presented.
14.2 Basic engine automation

The basic engine automation systems consists of:
Figure 14.1 Engine overview W26 with basic engine automation
Local thermometers
on engine
Engine Junction Speed controller

Alarm & Monitoring system
box on engine
Start/Stop system
23478
1 9
5
. 213479
8 213479
8 213479
8
6
5 5 5
6 6 6
C
-
Connection cables

Local instruments basic engine Table 14.2 Thermometers, locally placed on the engine
automation
The engine is equipped with the following set of

Tag.nr. Description
instruments for local reading of pressures, temperatures
and other parameters. TI101 Fuel oil temperature before engine
TI201 Lubricating oil temperature before lube oil cooler
TI402 HT cooling water temperature after engine
Table 14.1 Pressure gauges placed near the engine TI601 Charge air temperature after charge air cooler
TI621 Charge air temperature before charge air cooler
junction box (see figure 14.2)
Tag.nr. Description
PI101 Fuel oil pressure Table 14.3 Electrical indication instruments on engine
PI201 Lubricating oil pressure junction box (see figure 14.2)
PI301 Starting air pressure
PI311 Control air pressure, optional, required for class GL
Tag.nr. Description
PI401 Cooling water pressure, HT circuit
PI451 Cooling water pressure, LT circuit SI173 Engine speed
PI601 Charge air pressure SI518 Turbo charger speed
KI791 Running hour counter
TI50ab Exh. gas temp. each cylinder (a=bank, b=cylinder)
TI517 Exhaust gas temperature after turbo charger
Note! Speed and temperature selectable via selector switches.
Figure 14.2 Engine junction box/ local control panel.
Exhaust gas Speeds

temperatures display
ENG.SPD.
CHARGE AIR TC.SPD.

PRESS
4 5 6
3 7
STARTING 2 8
AIR PRESS 1 9
EXH. TEMP.
HOUR COUNTER
LUB. OIL
PRESS.
LOCAL
HT COOL- BLOCK REMOTE
.WATER
PRESS.
START STOP
ENG.SPD. TC.SPD.
FUEL. OIL
PRESS.
LT COOL-
.WATER
PRESS.
ENGINE
CONNECTIONS
X1 X2 X3 X4
pressure gauges
MULTI PIN CONNECTIONS FOR CONNECTION TO
MONITORING, SAFETY, ALARM AND CONTROL SYSTEMS

Power supply basic engine automation the application, customer and classification requirements
an additional selection of indicators and sensors has to be
Two (2) power supply lines (for main supply and backup made. An overview of the used sensors/ available signals is
supply) shall be connected to the engine junction box via placed in table 14.4.
the multi pin connector and multi core cable to a
start/stop system. The main and backup supply feed the Within the basic engine automation system several
units on the engine. selections / options can be made. The selection is built up
in several groups and individual sensors:
Technical requirements:
• Governor (customer dependent) options:
Main supply: 24 VDC / 5 A (± • Fuel rack position sensor (for external governor)
25%), UPS, max. ripple • Charge air pressure sensor (for external governor)
=< 5% • Signal transmitters or switches: changes analogue
sensors into switches (except PT201 is always specified
Backup supply: 24 VDC / 5 A (± as an analogue sensor).
25%), UPS, max. ripple • Standby pump switches (SBP) option: switches for
=< 5% start/stop signal for electrical standby pumps.
Note! Optional sensors (for readout devices):
• UPS = Uninterrupted Power Supply • TE101, fuel oil temperature. Standard for HFO and
• The 0V is common for the Main and backup supply. DMC, otherwise optional.
• The main and backup supplies are recommended to • TE401, HT cooling water temperature before
have their own power source. If the Main supply engine
fails the backup supply must take over the power • PT601, charge air pressure
supply.
• TE7xx, main bearing temperature
• It is strongly recommended that the supplies are • QY700, oil mist detector (option if not required by
galvanically isolated from other equipment. The
class)
supplies shall be in accordance with the
classification society requirements.
• GT165, fuel rack position transmitter or GS166,
fuel rack switch
• The 24 VDC is inclusive the power supply for the
oil mist detector (24VDC, 2 A) and exclusive power
The exhaust gas temperature sensors (TC: type K
supply for the speed controller and actuator.
(NiCr/Ni) thermocouples) are connected to converters
Galvanic isolation with an output signal of 4-20 mA, two-wire connection,
the other analogue temperature sensors are of type PT-100
It’s important to have the galvanic isolation between the (100W at 0ºC).
systems right. This will prevent false earth-fault indications
and misreading of analogue signals. The analogue pressure transmitters have an output signal
of 4-20 mA, two-wire connection.
Depending on the power system layout the devices needed
for isolation can be: All sensors are connected with a wiring harness or
connection rail to the common engine junction box. The
• 24V DC/DC converters (power supply) speed measuring system and converters for thermocouple
• 10V DC norm signal - signal isolators (engine to mA signals are located in the common engine junction
speed, turbo speed) box.
14.2.1 Sensors for remote monitoring and The common engine junction box is provided with multi
alarm basic engine automation pin connectors for connection to the ship’s system by the
yard with multi core cables (screened and halogen free) to
For a typical engine a minimum set of standard sensors is monitoring, alarm and control systems.
available for alarm & monitoring and safety. Depending on

Table 14.4a Available sensors for basic engine automation (9530ZT644 rev. b)
Note! Some sensors are optional. A project specific sensor list will be supplied for every project.
Fuel Oil Type Unit Comments

TE101 Fuel oil temperature, engine inlet PT100 °C Standard for HFO
PT101 Fuel oil pressure, engine inlet 4-20mA bar Transmitter option
PS101 Fuel oil pressure switch, engine inlet Sw: closed if above setting bar Switch option
LS103A Fuel oil leakage, injection pipe A-bank Sw: closed if no fuel detected
PS110 Fuel oil standby pump switch Sw: closed if below setting bar Standby pump option
PT111 Fuel oil pressure, safety filter inlet 4-20mA bar Transmitter option
PDS113 Fuel oil pressure, safety filter difference Sw: NC if below setting bar Switch option
Fuel Control Type Unit Comments
GT165 Fuel rack position Inductive position: 4-20mA mm Optional, alt. GS166
GS166 Engine overload Sw: closed < 100% load Optional, alt. GT165
GS171 Stop lever position Sw: closed in base position
Lubricating Oil Type Unit Comments
TE201 Lubricating oil temperature, engine inlet PT100 °C
PT201 Lubricating oil pressure, engine inlet 4-20mA bar
PS201.3 Lubricating oil pressure switch, engine inlet Sw: closed if above setting bar Switch option
PSZ201 Lubricating oil pressure, engine inlet Sw: closed if below setting bar
LS204 Lubricating oil level sump Sw: closed if oil detected Only if wet sump
PS210 Lubricating oil standby pump switch Sw: closed if below setting bar Standby pump option
PT241 Lubricating oil filter pressure, Lubricating oil filter inlet 4-20mA bar Transmitter option
PDS243 Lubricating oil filter pressure difference Sw: closed if below setting bar Switch option
PT271 Lubricating oil pressure at turbo charger inlet 4-20mA bar Depending on turbo charger
TE272 Lubricating oil temperature, turbo charger outlet PT100 °C
Starting and control air Type Unit Comments
PT301 Starting air pressure 4-20mA bar Transmitter option
PS301 Starting air pressure Sw: closed if above setting bar Switch option
PT311 Control air pressure 4-20mA bar Transmitter option
PS311 Control air pressure Sw: closed if above setting bar Switch option
Cooling Water Type Unit Comments
TE401 HT cooling water temperature, engine inlet PT100 °C Optional
PT401 HT cooling water pressure, engine inlet 4-20mA bar Transmitter option
PS401 HT cooling water pressure, engine inlet Sw: closed if above setting bar Switch option
2)
PSZ401 HT cooling water pressure, engine inlet Sw: closed if above setting bar Switch option
TE402 HT cooling water temperature, after cylinders before CAC PT100 °C
TSZ402 HT cooling water temperature, after cylinders before CAC Sw: closed if above setting °C
PS410 HT cooling water standby pump start switch Sw: closed if below setting bar Standby pump option
TE451 LT cooling water temperature, engine inlet PT100 °C
PT451 LT cooling water pressure, engine inlet 4-20mA bar Transmitter option
PS451 LT cooling water pressure, engine inlet Sw: closed if below setting bar Switch option
PS460 LT cooling water standby pump start switch Sw: closed if below setting bar Standby pump option
Exhaust Gas Type Unit Comments
1)
TE50x Exhaust gas temperature, cylinders TC:K °C 4-20mA out
TE511 Exhaust gas temperature, TC A1 inlet TC:K °C 4-20mA out
TE517 Exhaust gas temperature, TC A1 outlet TC:K °C 4-20mA out
Charge Air Type Unit Comments
TE601 Charge air temperature, after cooler PT100 °C
PT601 Charge air pressure 4-20 mA bar Optional

Table 14.4b Available sensors for basic engine automation (9530ZT644 rev. b)
Note! Some sensors are optional. A project specific sensor list will be supplied for every project.
Miscellaneous Type Unit Comments
GS792 Turning gear position Sw: closed if not engaged
Speed Type Unit Comments
SS181 Spemos system C3: SS n1.1 (Engine running indication) Sw: open if below setting rpm
SS: CV321 Spemos system C3: SS n2.1 (CV321 Start air cut off) Sw: closed if below setting rpm
SSZ173 Spemos system C3: SS n3.1 (Engine overspeed) Sw: open if below setting rpm
STT173 Spemos system C2: out 2 (Engine speed, output) 0-10V: 0-1500 rpm rpm
SET518 Spemos system C4: out 2 (Turbo A speed, output) 0-10V: 0-45.000 rpm rpm
Spemos system C5: SS n5.2 (CV223 Pre-Lubricating pump
SS: CV223 Sw: closed if below setting rpm
control)
NS881 Spemos system C2: tacho/power fault Sw: closed if SPEMOS normal
SSZ174 Overspeed trip module, BU engine overspeed Sw: open if below setting rpm
Actuators / valves Type Unit Comments
CV153 Stop / shutdown solenoid Solenoid
CV321 Starting solenoid Solenoid
Main bearing (optional) Type Unit Comments
3)
TE7xx Main bearing temperature TC-K °C in-line / V
Oilmist detector (optional if engine < 2200 kW) Type Unit Comments
QS700 Oil mist detector: alarm Sw: closed if no oilmist detect
QS701 Oil mist detector: shutdown Sw: open if no oilmist detect
NS700 Oil mist detector: failure Sw: closed if OMD normal
PT700 Crankcase pressure (inc. in OMD) 4-20 mA mbar
Wastegate and by-pass (application dependent) Type Unit Comments
PC519 Wastegate valve position Analog converter mA
U601.2 PT601 Charge air pressure signal Opto: Closed if above setp. mA
SS: CV643 Spemos system C2: SS n1 (by-pass valve speed set) Sw: NC if below setting rpm
CV643 By-pass valve open command Opto: Close if activated
GS643.1 By-pass valve opened indication Opto: Close if activated
GS643.2 By-pass valve closed indication Opto: Close if activated
Governor (customer dependent) [optional ] Type Unit Comments
CV152 Stop/shutdown solenoid actuator Solenoid
CV 161 Fuel actuator 0- …..mA % value dep. type actuator
GT165.2 Fuel rack position for ext.governor Cap. position %
SE167 Engine speed, flywheel for ext. governor Magn.pick up Hz
SE168 Engine speed, flywheel for ext. governor Magn.pick up Hz
PT601.2 Charge air pressure for external governor 4-20 mA bar
Notes: 1) 1 sensor for each cylinder (1-6, 1-8, 1-9)

2) 0nly required by Germanischer Lloyd for main engines
3) 1 sensor for each bearing
• Start fuel limiter (100 rpm below minimum speed)

14.2.2 Speed measuring system basic
• De-energise start solenoid CV321, start air cut off
engine automation (SPEMOS) (115 rpm + 20 sec.)
An electronic speed measuring and monitoring system
• Engine running (300 rpm) [SS181]
(SPEMOS) is built into the engine junction box. The • Engine over-speed (15% above nominal speed)
system consists of measuring converters and relay outputs. [SSZ173]
Measuring of engine speed from the camshaft by two • Engine over-speed backup (18% above nominal
pick-ups and the turbo charger speed by one single speed) [SSZ174]
pick-up. Engine speed operated relays with contact outputs • Pre-lubricating oil pump control [CV223]
for:

• By-pass valve control (application dependent) • Engine already running (>300 rpm)
[CV643] • Stop signal to engine is activated. (safety shutdown,
• Waste gate valve control [CV519] (application emergency stop, normal stop etc.)
dependent) • GS792, turning gear engaged
• PS201.3, pre-lubricating oil pressure low
Analogue outputs for: • PS271, turbo charger pre-lubricating oil pressure
low
• 0-10 VDC for engine speed 0-1500 rpm [SET173] • HS724, selector switch in position engine blocked
• 0-10 VDC for turbo charger speed 0 –45000 rpm • GS171, stop-lever out of base position
[SET518] • External start block active (when connected)
• Alarm output contact for power failure and tacho
failure [NS188] Note!
• Running hour counter [KI791], mounted in the
panel In case of blackout, starting should be allowed within 60
seconds after the pre-lubricating pressure has dropped
The maximum relay breaking capacity is 1.0 A at 24 VDC. below the set point of 0.5 bar. In an emergency case, the
The analogue output signals are NOT galvanic isolated. To engine can be started by manually operating the main
prevent electronic equipment, like “SPEMOS”, of mutual starting valve. This is by-passing the pre-lubricating
influence it is strongly recommended for all analogue pressure blocking.
signals to use galvanic isolation in the system.
Starting air cut off (de-energise start solenoid
The power supply (main and backup) for the engine CV321)
mounted equipment, “SPEMOS” and measuring
converters for thermocouple signals, is 24 VDC/ 3A(5A in The start signal to be cut off by:
case of OMD).
• Speed switch 115 rpm (tacho relay contact in Speed
14.2.3 External start / stop system basic Monitoring System “SPEMOS”).
engine automation • A time relay function, which allows the start signal
to be activated about 5 seconds. The time between
For running the engine a typical start/stop system is each starting attempt should be about 30 seconds.
required as described as control, safety and sequencing • Stop signal to engine activated.
system. The functions for the start/stop system can be
built up in relay techniques or incorporated in the power Start sequence override of lubricating oil
management or vessel automation system in accordance pressure shutdown
with the requirements of the classification.
To enable start of the engine, the automatic shutdown for
A complete start / stop system can be be delivered as an low lubricating oil pressure must be disabled during the
option. starting sequence. This is most conveniently done using the
“engine running” contact. Further a time delay of about 10
Start seconds is to be arranged in order to allow the engine
driven lubricating oil pump to establish sufficient pressure,
The engine is equipped with a pneumatic starting motor, before an alarm can be generated.
which drives the engine through a gear mounted on the
flywheel. The starting motor is controlled by solenoid valve Stop
CV321.
There are two stop solenoids on the engine. CV152 is built
The engine can be started by activating the solenoid valve, into the speed governor. The other one, CV153, is
locally on the engine by start button HS721 or remotely, if controlling compressed air, which is fed to pneumatic
applicable for the installation e.g. from the control room. cylinders at each fuel injection pump, forcing the pumps to
no-fuel when activated. This system is independent of the
Start blocking speed controller and actuator. Emergency and safety
shutdown should activate both solenoids.
Starting shall be inhibited by the following functions:

Normal stop monitoring and alarming. Signal types can be found in the
instrument list (table 14.4). The start/stop system should
Activating one or both of the solenoids for at least 60 present status and shutdown signals to the alarm panel.
seconds will stop the engine. Notice there is also a manually
activated stop, when the stop lever is pushed in stop 14.2.5 Electric turning device
position
The engine is equipped with an electric turning device. The
The local stop button HS722 is mounted on the engine and turning device is used for cranking the engine, e.g. during
connected to an external start/stop system. maintenance.
Emergency stop For dimensioning the turning gear starter, the values
indicated below can be used. The actual value may differ
The emergency pushbutton is of the type mechanical slightly. The starter is an optional delivery of the engine.
self-latching and should be handled as a shutdown. The
emergency stop is part of the safe guarding circuit of the • 3x400V / 50Hz; 1.1 kW, In = 2.6A
external start/stop system, meaning, “latching circuits” • 3x440V / 60Hz; 1.3 kW, In = 2.8A
and “reset” included.
14.2.6 Pre-lubricating oil pump basic
Shutdown engine automation
The engine shall be automatically shutdown in the The engine is equipped with an electric pre-lubricating
following cases: pump. The pre-lubricating pump is used for filling of the
lubricating oil system prior to start, e.g. when the engine
• SSZ173 over-speed (from speed measuring system has been out of operation for a long time.
“SPEMOS”)
• SSZ174 over-speed backup (from backup In standby mode the pump can run continuously.
overspeed module “OTM”) Automatic starting and stopping of the pre-lubricating
• PSZ201 lubricating oil pressure low pump is recommended. This can be achieved using the 300
• PSZ401 HT cooling water low pressure (only if rpm speed switch to indicate if the engine is running or not.
switch option is chosen)
For dimensioning the pre-lubricating pump starter, the
• TSZ402 HT cooling water temperature high
values indicated below can be used. For different voltages,
• QS701 oil mist detected (optional sensor)
the values may differ slightly. The starter is an optional
• External shutdown activated (when connected) delivery.
The above mentioned switches are mounted on the engine,
• 3*400V / 50Hz 7.5kW, In=16.0A
but shall be connected to an external start/stop system
which shall include “latching circuits” and a “reset”
• 3*440V / 60Hz 5.5kW In=10.3A
function. After an automatic shutdown, the stop solenoids 14.2.7 Cooling water pre-heater &
shall be activated and start of the engine inhibited until the circulation pump basic engine
shutdown is manually reset. automation
Alarm and load reduction In order to heat the engine up and maintain a cooling water
temperature >60°C, pre-heating has to be arranged.
Depending on the application alarms and load reduction Pre-heating can be done by an electric pre-heater with a
requests have to be generated by an external system. An required heating power depending on the engine size.
overview of the requirements can be found in the engine Alternatively steam- or thermal oil heaters can be used. The
specific sensor list. pre-heater is an optional delivery. The temperature control
should be automatic. For automatic starting and stopping
14.2.4 Other measuring & alarm sensors of the circulating pump, the “Engine running” signal can
basic engine automation be used as reference.
Other measuring and alarm sensors mounted on the engine For the capacity of the pre-heater see paragraph 9.3.12 on
shall be connected to an external alarm panel for page 93.

14.2.8 Standby pumps basic engine The engine can optionally be provided with switches for
automation starting the standby pumps.
Standby pumps are required for (single) main engine. If the 14.3 WECS 2000
pressure drops below a pre-set level when the engine is
running, the standby pump should be started. The standby 14.3.1 General
pump starter shall include an interposing relay controlling
the main contactor. The Wärtsilä Engine Control System (WECS) 2000 is an
engine automation system for monitoring and controlling
Latching must be done in the standby starter and alarm the safety functions of the engine.
system respectively. Stop of the standby pump should
always be a manual operation. Before stopping the standby
pump, the reason for the pressure drop must have been
investigated and rectified. The starter is an optional
delivery.
Figure 14.3 Engine overview W26 with WECS
SMU
LCP
LDU
SMU
DCU
DCU
Actuator
Figure 14.4 Components in a WECS system

Monitoring and alarm system
RS-485, Modbus RTU Hardwired signals to

external system
Multicores between
external systems and
engine connectors External system
Multi-pin Junction box for Engine mounted

WECS 2000 speed control
connectors
ENGI
SPE
NE
ED
Engine
LUBO running
PRESSU
IL
RE
LUBE
LUBE
OIL
SHUTD
OPTIO
OW
SHUTDO
OIL
N
EC
NAL
SHUTDO
WN
BLOCKI
U
STOP/S
HARD
WN
NG
OVERSP
WIR
HUT
ED
DOW
EMERG
EED
STOP
N
SHUTDO
ST
HARDWI
OP
REL
HARD
AY
STA
RED
EC
WIR
ED
RT
BLOCKI
U
STA
FU
START
NG
SLO
EL
R
LIMI
FAILU
W
TE
TURN
R
BA
KU
C
P
CAN VAIS
ALA
RS-485 VAIS
ALA
HT
EN
EC
CY
WN RE
SPE
ALA
G
IN REL
U
STOP
STOP/SHU
WATC SPE
ED
RM
SWIT AY
MODU
TEMPERAT
TDO
SHUT
WN
O
HD ED
SWIT
CH
WATER
OVERRIDE
DO CH LE
W
G
LUBE
N
RES
OPTIO
OIL
SHUTDOWN
URE
ET
NAL
ENERGIZED
SHUTDOWN
SWITCH
FAILU
STOP
SWITCH
SOLENOID
FAILU
RE
FAILURE
RE
Analog
LOCAL
REMOTE
Signals
STA ST SHUT DOWN ENGINE
RT OP RESET MODE
mA, V, f
etc.
Local Control Local Relay Main Distributed Sensor
panel with Display Module Control Control Multiplexer
backup Unit (RM) Unit Unit Unit
instruments (LDU) (MCU) (DCU) (SMU)

Summary of main functionality of modules: The functionality of the relay module comprises:
WECS comprises: • Speed measuring

• Overspeed shutdown
• Measuring analogue and digital signals • Lubricating oil shutdown
• Measuring of the engine speed and turbo charger speed • Optional shutdown
• Engine safety system • Emergency Stop
• Starting of the engine • Shutdown override
• Stopping of the engine • Shutdown reset
• Start blocking • MCU Stop/shutdown
• Automatic shutdown of the engine • Failure detection
• Load reduction request • Hardwired start
• Signal processing of all monitoring and alarm sensors • Hardwired stop
(temperatures, pressures, etc.) • Start fuel limiter
• Readout of important engine parameters on a graphical
display Power supply WECS 2000
• Data communication with external systems (e.g. ships
alarm and monitoring systems) via MODBUS Two power supply lines (see figure 14.5) shall be connected
communication. to WECS. The main supply feeds the WECS units and the
relay module, while the backup supply only feeds the relay
WECS 2000 is built-up from: module.
Technical requirements:
• Distributed Control Units (DCU’s). (A
micro-processor based sensor interface)
Main supply: 24 V DC / 5 A, (18 -
• Sensor Multiplexer Units (SMU’s) (A 32 VDC), UPS, max.
micro-processor based sensor interface)
ripple 500 mVp-p
• Main Control Unit (MCU)
• Relay Module (RM) Backup supply: 24 V DC / 5 A, (18 -
• Local Display Unit (LDU) 32 VDC), UPS, max.
• Local Control Panel (LCP) ripple 500 mVp-p
The number of modules depends on the cylinder Note!

configuration. The signals to and from the external system
are connected to engine-mounted multi-pin connectors. • UPS = Uninterrupted Power Supply
Exceptions are the Speed Governor signals that are • The 0V is common for the Main and backup supply.
connected to the engine mounted junction box. The engine • Backup supply is recommended to have it’s own
parameters are shown on the Local Display Unit (LDU). In power source. If the Main supply fails the backup
figure 14.3 & 14.4 an overview of the WECS system is supply to take over the power to the relay module.
presented.
• It is strongly recommended that the supplies are
galvanically isolated from other equipment. The
14.3.2 Relay module supplies shall be in accordance with the
classification society requirements.
The relay module is a hardwired safety backup. According
classification requirements some sensor signals have to be
monitored independently of the main processor. The
RM-11 is located in the WECS cabinet. LEDS in front of
the module indicate failure and status of the measured
values.

Figure 14.5 Power supply for WECS
MCU 24VDC
WECS DCU’s 24VDC Main supply
unit 24VDC/ max. 6 (3)A
SMU’s 24VDC
LDU 24VDC
Relay RM supply 24VDC Back-up supply

Module 24VDC/max. 6(3)A
Oil mist detector

Auxiliary 24VDC (OMD)
systems
WECS cabinet
Located on engine
Figure 14.7 Potential free opto connection

14.3.3 WECS Hardwired Inputs & Outputs
WECS 2000
Breaking capacity max. 3 A, 24 V DC
Hard-wired connections for digital I/O’s are shown in the
figure 14.9 and 14.8 for respectively in- and output signals. Opto relay
24 V DC
Notice that there are in principle two types of ON/OFF
output signals: potential free relay contacts and potential
free opto connections.
Figure 14.6 Potential free contact 0V
Breaking capacity max. 2 A, 30 V DC Yard connection
Relay
24 V DC
Note! The exact hard-wired connections are given in a
project specific block diagram with terminal pins, which
can be found in the IPI (Installation Planning Instruction).
0V Optional junction box.
Normally the hardwired connections are connected via de

multi-pin connectors directly to the MCU of the WECS.
Yard connection Optionally a junction box (as placed in figure 14.3 on page
128) can be delivered. To this junction box the cables to
and from the external system are connected via a terminal
strip in stead of via the multi-pin connectors.

Figure 14.8 Hardwired outputs
First speed pickup (pulse)

Engine Second speed pickup (pulse)
Speed
Receiver pressure 4-20mA controller
sensors
Ships
Fuel rack sensor 4-20mA
alarm &
Actuator
monito-
ring
WECS
2000 System
cabinet Start/stop command to speed controller
Main
control
Engine speed (4 - 20 mA)
unit Turbo A speed (4 - 20 mA)
Turbo B speed (4 - 20 mA)
(MCU)
Engine speed (pulse) (optional)
Ready for start

Start failed
Common engine alarm
Local control mode
Load reduction request
Load switch (optional)
Speed switch 3 (optional)
Shut down
Speed switch 4 (optional)
Fuel oil stand-by pump control (optional)
HT water stand-by pump control (optional)
LT water stand-by pump control (optional)
Lube oil stand-by pump control (optional)
Pre-lubricating pump control
Engine stop & shutdown

Relay RM failure
module Overspeed alarm
Engine running
Located on
engine

Figure 14.9 Hardwired inputs
WECS 2000
cabinet
Remote shutdown reset
Stop/ Shutdown override Relay
Emergency stop Module
Ship’s
Remote start
auto- Remote stop
External shutdown 1
mation Main
External startblock 1
Control
Blackout start Unit
system
External shutdown 2 (optional) (MCU)
External startblock 2 (optional)
Speed setting Speed Actuator control

controler Actuator
Located on
the engine
Blackout start of engine
14.3.4 Safety system WECS 2000 A ‘blackout start’ input can be configured which can be
activated by an external system. All start blocks will be
General overridden except turning gear engaged and stop lever out
of base position. Pre-lubricating will be overruled for 5
The safety system is implemented in the software of the minutes. After this period the engine must be
WECS. In addition, there are some redundant safety pre-lubricated again before starting. The ‘blackout start’
functions in the Relay Module. The safety system can be must been seen as an emergency start and can do damage
split into five major parts: to the engine.
• Starting Emergency start of the engine

• Stopping
• Start blocking In case of dual supply failure, the engine can be started and
• Shutdowns controlled direct at the engine. Emergency is activated by
• Load reduction requests pushing the start button on the start solenoid. The fuel
supply is mechanically blocked, if the stop lever on the
Starting engine is in STOP position, or pneumatically blocked if the
Normal start of the engine turning gear is engaged.
The engine is started remotely via the remote start input or

in local control by the START pushbutton on the engine.
Note! The engine will not start after a shutdown, before

either local or remote reset pushbutton is pressed.

Stopping Note! All shutdowns except over-speed and emergency

shutdown can be suppressed by the shutdown override
Normal stop input.
The engine is stopped by turning the stop lever to the stop Shutdown backup system
position or by energising the solenoid valve(s). The
solenoid valve(s) is/are energised by pressing the STOP Some shutdown functions of the WECS are backed-up in
button on the engine or remotely via the remote stop input. the Relay Module, which is an independent hardwired
The solenoid valve operates the pneumatic cylinders on the system. These functions are:
injection pumps cutting the fuel injection.
• Low lubricating oil pressure safety trip
Emergency stop of the engine
• Over-speed trip
There is an “emergency stop” input available. This • Optional shutdown switch, connected to the
function cannot be overridden by the “shutdown override” backup HT cooling water temperature
input. Load Reduction requests
Start blocking Main engines
An engine start is blocked by the following conditions: The number of load reductions will vary depending on the
application. Conditions that will cause a load reduction
• Engine running request are specified in the MODBUS list.
• Low pre-lubricating oil level turbo charger
On main engines the following conditions may cause a load
• Turning gear engaged
reduction request:
• Stop lever in stop position
• Local/remote switch in local position (blocks the • High lubricating oil temperature
remote start)
• High cooling water temperature
• Local/remote switch in remote position (blocks the • High main bearing temperature
local start)
• High exhaust gas temperature
• Active shutdown (incl. emergency shutdown)
• External start blocking input There is one hardwired signal from the load reduction
function: load reduction request. It is a potential free
If a start blocking is active, it is not possible to start the opto-connection and closes when load reduction is
engine. On the MODBUS communication link an alarm is requested.
raised for each active start blocking.
Note! The external control system or the power
Shutdowns management system should reduce the load demand for
the engine. If the load reduction is not made automatic, an
An engine shutdown is carried out in the same way as a alarm should be raised requesting the operator to manually
normal stop, i.e. by energising two solenoid valves. The reduce the load.
sensors used for shutdown are of analogue type, and the
shutdown levels are defined in the WECS software. Auxiliary engine
The shutdown is latching, and a shutdown reset has to be There are no conditions that will cause load reduction.
given before it is possible to re-start. Naturally, before this
the reason of the shutdown must be investigated. The 14.3.5 Electric turning device
reason of any shutdown will be indicated on the MODBUS
communication link to the external systems. The engine is equipped with an electric turning device. The
turning device is used for cranking the engine, e.g. during
Engine shutdowns maintenance.
The number of reasons for a shutdown will vary depending
on the application. Conditions that will cause a shutdown
are specified in the project specific MODBUS list.

In general the supply voltage of the turning device starter is 14.3.7 Cooling water pre-heater &
380-415 Vac, 50 Hz or 440-480 Vac, 60Hz. Power circulation pump WECS 2000
consumption approximately 2 kW. For different voltages,
the values may differ slightly. In order to heat up the engine and maintain a cooling water
temperature >60°C, pre-heating has to be arranged.
14.3.6 Electric pre-lubricating pump Pre-heating can be done by an electric pre-heater with a
WECS 2000 required heating power depending on the engine type.
Alternatively steam- or thermal oil heaters can be used. The
The engine is equipped with an electric pre-lubricating pre-heater is an optional delivery. Pre-heating of the
pump. The automatic starting and stopping of the cooling water is preferably controlled automatically. For
pre-lubricating pump is controlled by the “pre-lubricating automatic starting and stopping of the circulating pump,
pump output”. A selection can be made in operating mode the yard has to arrange a potential free contact to the
and should be provided in the starter box: pre-heater by using the “Engine Running Output” as
reference. Temperature must be automatically controlled
• In off position the pre-lubricating pump is off. within the pre-heater and is independent of the WECS.
• In manual position the engine is manual lubricated
before starting the engine. For the capacity of the pre-heater see paragraph 9.3.12 on
• When engine speed is below 300 rpm intermittent page 93.
lubrication will be provided to keep the engine
ready to start. The intermittent lubrication will start 14.3.8 Standby pumps WECS 2000
with 5 minutes of lubrication followed by 25
minutes of no lubrication. This will make sure that In case of a single propulsion engine the WECS system has
the pre-lubricating pump will keep on running for 5 standby pump start signals for, HT-cooling water,
minutes when the engine has stopped. The “ready LT-cooling water, lubricating oil and fuel oil.
for start” status will be maintained. If the lubricating
oil pressure sensor is not working properly the If the pressure of the engine driven pumps, drops below a
pre-lubricating pump will be switched on when the pre-set level, WECS activates the standby pump contacts.
engine is not running and otherwise be switched When the pre-set value is passed an indication on the
off. MODBUS is raised. When the pressure is back to normal,
• When the engine is started or running the both the standby output and alarm from WECS are reset
pre-lubricating pump should support the engine (no latching of the output(s) is done in WECS). Latching
driven pumps if the lubricating oil pressure drops must be provided in the standby starter and alarm system.
below a predefined set-point. The pressure limit is The reason for the pressure drop should be investigated.
set to 2,5 bar (hysteresis 0,5 bar). When the
lubricating oil pressure is below 2,5 bar, the pump Note!
will be switched on. When the lubricating oil
pressure is above 3,0 bar again, the pump will switch • Stop of the standby pump should always be a
off. This will be done when engine speed comes manual operation. Before stopping the standby
above 300 rpm. The 2,5 bar limit and the speed limit pump, the reason for the pressure drop must have
will make sure that the pre-lubricating pump will been investigated and rectified.
start when the engine is started and when the engine • For multi engine installations and for auxiliary
is stopped. generator sets no standby pumps are required.
For dimensioning the pre-lubricating pump starter, the

14.3.9 Speed measuring WECS 2000
values indicated below can be used. For different voltages,
The engine speed is measured by two pick up’s:
the values may differ slightly. The starter is an optional
delivery.
• One pick-up for the main safety system
• 3*400V / 50Hz 7.5kW, In=16.0A • One pick-up for the backup system.
• 3*440V / 60Hz 5.5kW In=10.3A
The turbo charger speed is measured by one pick-up per
turbo charger. The speed calculations are carried out in the
software.

There are two independent over speed protections on the When the alarm condition is over, the following actions are
engine, Level 1 and Level 2. Level 1 will initiate a shutdown taken:
of the engine at 115% of nominal rpm. As a backup, Level
2 will initiate a shutdown of the engine at 118% of nominal • The measured value is shown as normal text on the
rpm. LDU
• On the MODBUS the alarm bit is set to value 0
14.3.10 Monitoring and alarm sensors • Common engine alarm is deactivated, if there are no
WECS 2000 other active alarms
An overview of the available sensors for the WECS is Note! WECS shall not be considered as an alarm system.
presented in table 14.6 The local LDU-screen can be used only to monitor the
current status of WECS. The MODBUS link shall always
WECS signal processing be connected to the ship’s alarm & monitoring system,
where all alarm-functions including latching and
In WECS the data acquisition is distributed. The sensors acknowledge of alarms shall be handled.
are connected to the distributed units - SMU’s or DCU’s -
which are located close to groups of sensors. Only start and If preferred and where applicable, the ship’s alarm &
stop related switches are connected directly to the MCU. monitoring system can only read the analogue values from
Backup sensors are connected to the Relay Module. the WECS. The alarms must be generated in the alarm &
monitoring system, respecting the set points indicated in
Sensors for monitoring and hard wired the MODBUS list.
connections
Common Engine Alarm
The sensors/signals for monitoring, alarm and safety are
listed on the project specific MODBUS list. The hardwired Common Engine Alarm (CEA) output is
activated in case of an alarm condition generated by
Also alarm and stop functions required for marine engines WECS. These are the alarms indicated by a 10xxx address
by the classification societies and by Wärtsilä are shown. in the alarm-column of the MODBUS list delivered with
the documentation for contracted projects.
Note! Most sensors are connected to WECS and the
related information can only be communicated to the Relay Module failure
ship’s alarm system by means of the MODBUS RTU
communication link. Additionally a limit number of hard The hardwired “RM-failure” signal from the Relay Module
wired signals are available for yard connection to and from is activated when:
the WECS.
• Power supply to the WECS system is missing
In table 14.6 an overview of the available sensors is
presented. Some sensors are application dependent. A 1. Main supply
project specific MODBUS list (including alarm, load
reduction and shut down requests) will be made for every 2. Backup supply
project.
• Fuses burned
14.3.11 Alarms WECS 2000
1. F1 - F5
General
• Broken cable on:
The alarm settings are documented in the project specific
MODBUS list. An alarm condition activates the following: 1. Lube oil switch
• The measured value is shown inverted on the LDU 2. Optional switch

• An alarm message is shown on the history page of
the LDU Energised stop solenoids
• On the MODBUS the alarm bit is set to value 1
• Common engine alarm is activated

Table 14.6a MODBUS signal list for WECS2000.
Code Name Type
Fuel oil
LS103A Fuel oil leakage, injection pipe A-bank Switch
LS103B Fuel oil leakage, injection pipe B-bank Switch
PS101 Fuel oil pressure, inlet
PT101 Fuel oil pressure, inlet Analogue
PT111 Fuel oil pressure at safety filter inlet Analogue
TE101 Fuel oil temperature, inlet Analogue
Lubricating oil
LE204 Lub. oil level, wet sump Analogue
LS271 Lub. oil level at turbo charger Switch
PDS113 Fuel filter differential pressure Switch
PDS243 Lub. oil filter differential pressure Switch
PS201 Lub. oil pressure, inlet (> 600 rpm)
PSZ201 Lub. oil pressure, inlet Switch
PT201 Lub. oil pressure, inlet (< 600 rpm) Analogue
PT241 Lub. oil pressure at lub. oil filter inlet Analogue
TE201 Lub. oil temperature, inlet Analogue
TE272 Lub. oil temp. at turbo charger outlet Analogue
Starting air
PT301 Starting air pressure Analogue
PT311 Control air pressure Analogue
Cooling water
PS401 HT cooling water pressure, inlet
PS451 LT cooling water pressure, inlet
PT401 HT cooling water pressure, inlet Analogue
PT451 LT cooling water pressure, inlet Analogue
TE401 HT cooling water temp., inlet Analogue
TE402 HT cooling water temp., outlet Analogue
TE451 LT cooling water temp., inlet Analogue
Exhaust gas
TE50nA Exhaust gas temp. cylinder n, A-bank Analogue
TE50nB Exhaust gas temp. cylinder n, B-bank Analogue
1)
TE51n Exhaust gas temp. TC inlet 1 Analogue
TE517 Exhaust gas temp. TC outlet Analogue
Charge air
PT6014) Charge air pressure, inlet Analogue
TE601 Charge air temperature, after cooler Analogue
2)
TE604 Charge air temperature, TC inlet Analogue

Table 14.6b MODBUS signal list for WECS2000.
Code Name Type
Crank case
NS700 Oil mist detector failure Switch
QS700 Oil mist detector alarm Switch
QS701 Oil mist detector shutdown Switch
3)
TE70n Main bearing temp cylinder n Analogue
Miscellaneous Analogue
GS171 Stop lever in stop position Switch
GT165 Fuel rack position Analogue
SS174 Engine speed sensor(s) failure Switch
ST173 Engine speed Analogue
ST174 Engine speed, back up system Analogue
SY518 Turbo charger speed Analogue
UI794 Running hours, minutes Switch
UI795 Running hours, 1-9999 Switch
UI796 Running hours, 10000- Switch
Back up system (Relay module)
PSZ201 Lub. oil press. safety trip (backup syst.) Switch
STZ174 Engine overspeed trip (backup syst.) Ind. 0-460 Hz
TSZ402 HT-Water temp. safety trip (backup syst.) Switch
LY271B Engine not pre-lubricated Switch
GS792B Turning gear engaged Switch
GS171B Stop lever in stop position Switch
SY173B Engine still running (ST173 or ST174) Switch
Active shutdown
SY174B Engine speed difference Switch
Automation system
TA802 Temperature in, MCU Analogue
TA831 Temperature in, DCU1 Analogue
TA841 Temperature in, SMU1-2 Analogue
Notes:
1)
In case of puls exhaust one sensor for every puls pipe.
2)
Setpoint: Low alarm at 110 °C in case of HFO
3)
One sensor for every main bearing
4)
Only applied in case of cold air waste-gate

14.3.12 MODBUS Communication Link Figure 14.10 Local Display Unit WECS 2000 (engine
WECS 2000 mounted)
The communication between the external system and

WECS is done through a MODBUS communication link.
MODBUS is a standard defined by Modicon primarily for Main
Up
use in industrial applications. Info
Enter
History
Down
MODBUS is a binary data transfer protocol. In WECS, the Shift
MODBUS serial link is used for transferring measurement
data and status information from WECS to the external Startblocks and air Additional info
alarm & monitoring system. pressures
WECS always operate as a slave in a MODBUS network, Engine Exhaust Cylinder Crank Water Oil system
i.e. the ship’s alarm & monitoring system is always the performance gas liners case system
master. The physical connection is standard 4-wire RS-485

with optical isolation at WECS side. The used
communication parameters are: Main functions
• Baud rate 9600 On the Main Page, the LDU will display important engine
• 8 Data bits parameters:
• 1 Stop bit
• No parity. • Exhaust gas temperature deviation
• Fuel rack position
The optional (second) MODBUS communication links is a • Engine speed
standard RS 232 connection. This link can be used for an • Engine mode
EXPERT-system like Wärtsilä Fault Avoidance
• Common engine alarm
Knowledge System (F.A.K.S, an optional delivery) or as a
redundant MODBUS link to the ships alarm & monitoring • Load reduction request information
system. • Stop/shutdown override information
• Maximum cable length 15 m Separate information pages are also available for the
following systems
For further information, see the dedicated MODBUS
description in the end of this chapter. • Start blocks and air pressures
• Engine performance
14.3.13 Local Display Unit WECS 2000 • Exhaust gas
• Cylinder liners
The Local Display Unit (LDU) replaces the traditional • Crankcase
pressure gauge panel, the thermometers and other • Water systems
instruments (see figure 14.10). It is connected to the MCU, • Oil systems
which sends the necessary data to the display. The LDU is
integrated in the WECS (see figure 14.3 on page 128). Typical data showed on the information pages is
• Logical name of sensor

• Analogue value
• Barograph
• Abnormal value inverted
Additional service information showed is
• Sensor code
• Connection information

The History page Emergency operation
The history page shows the 100 latest events of the engine, In case of complete lost of WECS system, the engine is
e.g. engine being started, alarms, shutdowns, etc. In the provided with emergency pushbuttons direct on the
case of alarm and shutdown the sensor code, date and time starting and stopping solenoid valve. The engine speed can
is also shown on the display. be controlled by the speed setting governor system and in
worse case directly with the stop lever.
Backup instruments and Local controls
14.3.14 Description of main control
In addition to the LDU there are three (3) backup (software) structure for operations
instruments independent of the rest of the system (see WECS 2000
figure 14.11):
The WECS-2000 control software is structured around
• Engine speed so-called engine sequences, which reflects the main
• Lubricating oil press, engine inlet operational conditions of the engine. Those sequences can
• HT water temperature, engine outlet be called by sub-sequences, interrupts or sometimes called
modes (start blocking, shutdowns and load reduction), for
Figure 14.11 Backup instruments WECS 2000 (placed special functions. The program is running continuously
on the WECS cabinet next to the LDU) through all sequences at the most efficient route of
selectivity.
ENGINE
SPEED Start sequence
The start sequence guides the engine start-up procedure

and starts logical wise at the stop mode. In the first part of
LUBRICATING
the start sequence a check for start blocks is done. If there
OIL is a start block present the engine can not be started until
PRESSURE that start block is removed. The statuses of the start blocks
are shown on the LDU display.
HT COOLING If there is no start block present the engine is “ready for

WATER start” as shown on the LDU. In special situations the
TEMPERATURE
engine can be (re)started with the “blackout” start. By
using the “blackout start” all start blocks are overruled
The following four (4) local control buttons are located except turning gear engaged and stop lever in stop position.
adjacent to the LDU (see figure 14.12):
In the “ready for start” status the engine can be started
locally or remotely by pressing the start button. The engine
• Engine start button
start is guided by the sequence and when successfully the
• Engine stop button
status “running” will be present otherwise “start fail”
• Shutdown reset button occurs and the engine is going to the stop sequence. For
• Local/remote selector switch investigation of the “start fail” the history page in the LDU
provides with information.
Figure 14.12 Local control buttons WECS 2000 (placed
on the WECS cabinet below the LDU)
REMOTE LOCAL
START STOP SHUTDOWN ENGINE

RESET MODE

Stop sequence Packets in MODBUS
The stop sequence guides the engine shutdown procedure MODBUS packets are binary. The packets are recognised
and starts logical wise at the start mode. In the first part of with delays in the data transfer. The WECS acts as a slave
the stop sequence a check at shutdowns is done. If there is in the communication with the ships alarm system
a shutdown present the engine will immediately stop. A (master).
shutdown action is always introduced by an alarm. To
prevent engine stop on a shutdown request the “shutdown Data addressing and requests
override” switch can be used. This switch can not override
an “emergency stop” and “overspeed”. A shutdown stays Registers in a MODBUS slave are addressed starting with 1
active until a “reset shutdown” is given. The status of the (e.g. 30001dec, 10001dec, 11001dec, 12001dec). In
shutdowns is shown on the LDU display. contrast the poll messages, which refer to registers, are
beginning with 0 and without the tens thousands (e.g. 0, 0).
In the “running” status the engine can be stopped locally or
remotely by pressing the stop button. The engine stop is Scaling
guided by the sequence and when successfully the status
“ready for start” occurs. Scaling is needed, because MODBUS can transfer only
integers. The value of the signal is scaled with the scaling
Load reduction factor. When reading this value in the alarm & monitoring
system it must be re-scaled with 1/scaling factor.
Load reduction is not a sequence but a request. This
request will be done in case essential parameters exceed the Analogue information from WECS
allowed design limits. The load of the engine should be
reduced manually or automatically. Addresses beginning from 30001dec contain analogue
values of the signals. The analogue value is below -900, if
After a request has raised the load must be reduced within the status of the measured value is not normal in the MCU
180 seconds to a fuel rack position of less than 15 mm. database. The status may be abnormal for several reasons;
sensor failure, update delayed more than 60 seconds or
14.3.15 MODBUS description WECS 2000 measured value out of range. Consequently error
information is read from analogue address series for all
MODBUS RTU protocol sensors. Every signal of the engine has its own address in
this series. All unused addresses are set to value 0.
WECS 2000 uses the transmission mode RTU. The
following commands are in use at the moment: Digital information from WECS
• 02 Read Input Status The alarm/stop/load reduction information of the signal is

• 04 Read Input Registers represented in addresses beginning from 10001dec. This
• 05 Force Single Coil series is divided so that alarm values begin from 10001dec,
stop values from 11001dec and load reduction values from
WECS 2000 returns an exception response in case of an 12001dec. Binary and switch information is normally read
illegal query. This may occur if the master tries to use a only from these addresses, not from analogue address. The
function that is not supported by WECS 2000. The information in this series is of ON/OFF type. Alarm ON
exception response is formed according to instructions situation is indicated with value 1, whereas alarm OFF
given in Appendix A of the “Modicon MODBUS Protocol situation is indicated with value 0.
Reference Guide”, PI-MBUS-300 Rev. D, March 1992.
Multiple engine projects
Figure 14.13 WECS CRC byte sequence
In multiple engine projects it is recommended to have a
separate MODBUS network for each engine.

Polling sequence 14.3.16 Precautions WECS 2000
Normally a MODBUS master cannot poll all analog The WECS 2000 contains circuit boards that are sensitive
addresses on one query (MODBUS Reference Guide both to damage by electrostatic discharge (ESD) and
recommends maximum 125 addresses per query). mechanical damage.
Therefore several queries are required for analog address
series whereas alarm/stop/load reduction address series Therefore, the following precautions must be taken into
require one query per address series. The exact analog value account to significantly reduce the risk of system failure or
is not normally as time critical as the alarm/stop/ load malfunction of the WECS:
reduction information. Therefore binary addresses are
sometimes polled more often than analogue addresses. • Protect MCU, DCU and SMU components against
moisture and uncleanness by using moisture proof
The bus is approximately 55 - 60% loaded when analogue covering during storing at yard/site. If exposed to
addresses are read once every 2 seconds and binary humidity during these stages, the components must
addresses once every second. be carefully dried. Otherwise wiring connections
may become unreliable.
Related information and MODBUS • Avoid ESD to WECS units by not touching circuit
addresses. boards and module connectors without ESD
protection.
The number of MODBUS addresses can vary depending • Locate the communication cables between engine
on the application and engine type. However, as a rough and control panels as far away as possible, at least
estimate for determine the size and type of the alarm 300mm, from power and high voltage cables. If this
system, the number of addresses per engine mentioned in is not possible, pull the communication cables in
table 14.7 can be used for main propulsion engines grounded steel conduits.
(Aux/DE-engines in brackets): • Make sure the engine is well grounded, not
connected to external systems and that the WECS is
More detailed information about alarm/stop/load switched off before installation work is done near
reduction limits is represented in installation specific the engine. This is especially important before
instruction (e.g. MODBUS list). electrical welding is done in the vicinity of the
engine.
Table 14.7 Number of MODBUS addresses for • Power of the WECS may not be switched on before
different cylinder numbers a Wärtsilä Service Engineer has checked and
approved the cabling/connections.
Required amount of • Cabling/connections should be done according to
Engine type
MODBUS addresses Wärtsilä project specific drawings. Important is to
W 6L26 154 (131) use shields and cable-pairs accordingly.
W 8L26 166 (139) • Keep cabinets closed at all time, as far as practically
W 9L26 177 (146) possible. If opened for some reason, avoid touching
W 12V26 187 (151)
circuit boards and connector pins.
W 16V26 207(165)
• Avoid using RF-equipment near WECS units when
covers are open or there are unconnected
W 18V26 217 (172)
connectors or wires.

14.4 Electronic speed controllers the speed pickup’s can be placed on the secondary
side of the flexible coupling)
A detailed description of the governing system is placed in • Reference speed (coming from the external system)
paragraph 2.4 on page 13. • Receiver pressure (to limit the amount of fuel in
case of insufficient receiver pressure)
In case for the governing an electronic speed controller is • Fuel rack position (feedback signal coming from the
used, this speed controller is normally placed close to the actuator)
engine. The speed controller communicates with the • Load sharing information (in case of multiple
engine mounted actuator via electric signals. engine installation. For a description see paragraph
15.3 page 145)
As input signal the electronic speed controller uses:
• Actual speed (measured with a master and a slave

speed pickup. Depending on the installation one of
Figure 14.14 Principal diagram speed governor with electronic speed controller.
I/O digital: Power supply

Isochroon/ droop 24 VDC / 2 A
Clutch closed/ open
Etc.
Speed controller VDC

Control logic
VDC
+ PID LSS LSS Actuator

Speed controller control
setting
Rpm var.gain Torque Booster
limiter limiter
mA mA
Hz mA
Actual
speed speedsensors Receiver
pressure
Fuel rack
sensor
Actuator
Engine Driver

15 Electric power generation and management

15.1 General cos(ϕr) = Pr/Sr
The electrical concept design, either performed by the ship The generator rated active power limit Pr should match
owner, consultant, yard or Wärtsilä as the “Ship Power with the diesel rated output power PDIESEL taking into
Supplier”, is the basis for co-ordination and optimization account the efficiency ηgen of the generator.
of the electric power generation and management being
supplemented by these general guidelines. Pr =ηgen * PDIESEL
15.1.1 Definitions ηgen is typically 95…97 % at full load and cos(ϕr) = 0,8
The marine vessel’s electric supply system is basically an
15.1.2 Electric load demand at
alternating current (AC) three-phase, three–wire insulated.
The engine produced mechanical energy is converted into consumers and generators
electrical energy by a generator, which usually is of the
synchronous type and intended for continuous operation. The load demand analysis (electric load balance) listing the
various loads and modes onboard ship is usually evaluated
The voltage of the network and generator is low voltage in the concept design phase and made available to the
(LV) up to 1000 V or medium voltage (MV) from 1 kV. generator set supplier as the basis for dimensioning the
generator sets.
Ordinary low voltages are 400 V (50 Hz), 450 V (60 Hz)
and 690 V (50 or 60 Hz). The generator feeds power to the consumers in the
network including all electrical transmission losses. If only
Nominal medium system voltages are 3 kV, 3,3 kV, 6 kV, the consumer power consumption is advised, the total
6,6 kV, 10 kV and 11 kV for 50 Hz or 60 Hz. required power supplied by the generator shall be increased
with the network losses, which typically could be 5…9 %
Low voltage is normally used in installations with total depending on type, size and quality of electrical
power up to about 10 MW due to short circuit current components.
restrictions in the switchgear.
15.1.3 Operation modes
The common network frequency (f) is 50 Hz or 60 Hz and
the generator synchronous rated speed nr,G [rpm] is The generators shall be capable of operating in parallel.
calculated from:
The operation modes of the vessel have different demands
nr,G = 60 * f/p of electric power and number of generating sets in
operation. Important factors are amongst others:
Where:
• Operation profile
P= Pole pairs, • Actual operation mode and maximum expected
and subsequently the number of poles = 2 * p load
• Operational practice (e.g. at least 2 generating sets
Generator power definitions: running)
• Redundancy requirements
Sr = Rated output, rated apparent power in • Accepted loading practice of the generating sets
kiloVolt-Amperes [kVA] (e.g. 90 % of Pr)
Sr = Pr/cos(ϕr) 15.1.4 Basic requirements
Pr = Rated active power in kiloWatts [kW] For AC generating sets used onboard ships and offshore
installations which have to comply with rules of
classification society (Class), the specific requirements of
cos(ϕr) =Rated power factor [ - ]
the Class shall be observed.

The main source of Electric power consists of at least two • Cost efficient loading level, optimum specific fuel
generating sets, and a shaft generator may be considered to consumption
be one of the required generators if capable of operating in • Redundancy requirements
parallel. The capacity of the generating sets shall be such • Starting characteristics of high power motors
that in the event of any one set being stopped it will still be
possible to supply those services necessary to provide Due consideration is to be given to the transient frequency
normal operational conditions of propulsion, safety and and voltage characteristics of the generating set during and
minimum comfortable conditions of habitability. after a sudden load change. Any particular requirement of
the load acceptance shall be subject to agreement between
In table 15.1 there are some common basic requirements the customer and Wärtsilä.
of the generating set performance.
15.2.2 Power factor
Table 15.1 Maximum allowed frequency and voltage
drop according class.
Rated power factor cos(ϕ) of the generator shall be
selected in accordance with the network load cos(ϕ),
Load condition: Steady state Transient state which regularly is 0,8 … 0,85.
Freq./speed regulation 95–105% 90–110%
AC voltage regulation 97,5–102,5% 85–120%
In a diesel electric drive vessel e.g.: with cyclo converters
and/or low loading of propulsors, the power factor is
0,7…0,8 and the generators are to be dimensioned
Although the Class sets requirements for sudden load accordingly.
changes, the general recommendation is to apply electrical
loads in a ramp function rather than in sudden load steps. The most common power factor for generators is 0,8.
Reference is also made to paragraph 2.5 on page 13.
15.2.3 Generator reactances
15.2 Electric power generation
An important issue with regard to short circuit figures and
15.2.1 General dimensioning criteria starting capacity in the network is the generators’
sub-transient reactance xd”. The xd” is typically 15…20
The generator voltage, capacity and number of units are (up to 25) %.
basically defined from the operation mode with the
maximum connected electric load, which can be expected Generally a high xd” causes a lower short circuit current
used simultaneously. The most demanding operation but reduces the starting capacity of high power motors in
mode is usually manoeuvring or cargo handling, while max the network due to an excessive voltage drop.
speed at sea in a diesel-electric ship may be the most
demanding mode. A very low xd” increases the generator size in comparison
to a high xd”, but the possibility to choose a specific xd” is
It should be considered that at least one generating set somewhat restricted.
should be standby offering flexibility to perform
maintenance work on any other generating set. A compromise between high starting capacity and low
short circuit level of the network, and low distortion level
For example, in an uncomplicated vessel the generator of the distorted voltage waveform in a ‘polluted’ vessel, is
capacity could be selected in a way that one unit is suitable to be done when deciding the generator reactances.
for port and sea conditions, and two units for manoeuvring
conditions having a 3rd unit as a standby. 15.2.4 Generator protection and
switchgear
For dimensioning the electric power capacity the following
must be considered: Generator set switchgear, control gear and monitoring
equipment is usually mounted off the generating set. All
• Type of vessel components incorporated in the switchgear shall be
• Operation mode and application adequately rated to suit the generating set and the specified
• Requirements of the connected load means of operation, including the prospective fault
• Load power factor cos(ϕ) current.

The generators are basically protected by the generator Speed droop based load sharing is possible with both a
breaker and protection devices, usually being tripped by hydraulic/mechanical and an electronic governor. For
the following protection functions: most applications a droop of 3…5 % is recommended. The
droop setting, as well as the dynamical performances of the
• Short circuit governor, shall be equal for all parallelling generators in
• Overload order to have a proportional load sharing.
• Time delayed over-current
• Reverse-power An external speed setting from the power management
system compensates the speed droop effect keeping the
• Differential-current
frequency stable in long term steady state conditions
• Voltage protections (over and under voltage
release)
As an alternative isochronous load sharing for paralleling
• Earth fault diesel generator sets can be applied when using electronic
• Stator RTD temperature HI/HI governors. In this case the speed controllers of the
different diesel generator sets “communicate” with each
The temperature rise of the generator windings is other to equalise the loads. One of the speed controllers
recommended to be one class lower than the temperature acts as master, the others act as slave. In case the master
class of the insulation, e.g.: diesel generator is shutdown another speed controller will
take over the master function.
Insulation class/Temperature rise: F/B or H/F
Because the speed controllers have to communicate with
15.2.5 Motor starting capacity of the each other, Isochronous load sharing is only possible when
network the different diesel generator sets have the speed
controllers of same make and type.
The starting capacity of the electrical network depends
mainly on the connected spare generator capacity, 15.3.1 AVR (Automatic Voltage Regulator)
generator xd”, xd’ and allowed voltage drop. The
maximum allowed transient voltage drop is 15 %, which in The AVR controls the generator voltage and the reactive
some cases is too much for sensitive equipment. load sharing. The brush-less exciter-AVR system is to
detect changes in terminal voltage (e.g. caused by a sudden
The starting characteristics of the most power consuming load change) and to vary the field excitation as required
motor or consumer is to be carefully checked. The basically to restore the terminal voltage of the generator.
generator manufacturer is to be informed (preferably at the
offering stage) on the motor characteristics, operation and The AVR, including the spare AVR where applicable, shall
starting method in order to evaluate the expected voltage be tested and approved by the Class together with the
drop. generator forming a unit.
An excessive voltage drop causes generator dimensioning The exciter and AVR are normally supplied from the
adjustments and/or means of alternative motor starting generator (shunt excitation) or sometimes from a
methods, e.g. soft starting device. shaft-mounted external Permanent Magnet Generator
(PMG), which is used on generators, e.g. in a network with
15.3 Load sharing notable voltage distortion.
When running in parallel two possibilities are applied to In order to maintain a possible network short-circuit
share the load between the different generator sets: current, high enough (at least 3 * IN) to trip the generator
or achieve selectivity in the distribution, a booster
Droop based load sharing (short-circuit excitation) circuit is provided for the shunt
excitation.
Isochronous load sharing
The reactive load sharing of parallelling generators is
Droop an isochronous operation are explained in provided by the AVR using parallelling compensation
paragraph 2.4 on page 13. circuits called:
• Voltage droop compensation

• Crosscurrent compensation The network in medium voltage installations is mostly

earthed via a high resistance connected to the generators’
The droop compensation is the most commonly used neutral. The rating of the earthed neutral system shall be
circuit for reactive load sharing and is possible with an defined taking into account the ratings of all components
analogue or a digital AVR. The voltage droop depends on of electrical equipment in the generation circuit.
the reactive load, i.e. a decrease in voltage for an increase in
reactive load. Earthed neutral options are e.g. a separate earthing
transformer with a resistance, a low resistance earthed
The crosscurrent compensation is a more complex method neutral or a direct earthed neutral.
for reactive load sharing. The voltage is maintained
constant without ‘droop’, and the reactive load is balanced. The earthed neutral cabinet is normally delivered by the
switchgear supplier and co-ordinated with the generator
Manual voltage control in the main switchboard as a supplier.
backup is generally provided only on the request of the
customer. 15.3.4 Emergency diesel generator
15.3.2 Shaft generators The emergency source of Electric power shall be

self-contained independently from engine room systems
A shaft generator (SG) is driven by a main propulsion unit, with more stringent requirements as to operability when
which usually is intended to operate at constant speed in a heeling and listing as well as location, starting arrangements
CPP installation. and load acceptance.
Shaft generators are normally connected to: The emergency diesel generator (EDG), supplying the
emergency consumers as required by classification, is
• A secondary PTO from a step-up gear (generator basically dimensioned according to worst loading case of
runs // propeller shaft) fire fighting, flooding and blackout start.
• A primary PTO from a step-up gear (generator runs
// engine) The starting capacity of the emergency network shall be
• An engine free end via PTO specially considered, as the most power consuming
emergency electrical consumer (motor) often determines
A constant frequency shaft generator may be an alternative the size of EDG. Allowance is also recommended for
in a vessel with a diesel driving a FPP. possible future additional emergency loads.
The SG is basically dimensioned with regard to the The emergency consumers comprises e.g.: emergency
operating mode, electric load at sea and thruster (or other lighting, navigational and communication equipment, fire
high power consumer) sizes. alarm systems, fire and sprinkler pumps, bilge pump,
water-tight doors, person lifts, steering gear.
In the case with secondary PTO the shaft generator speed
nr,G and the gear ratio is to correspond to a suitable high Many shipowners have additional requirements with
speed of the main engine, in order to have power enough to regard to EDG-supplied services as precautionary
run both shaft generator and CPP at a constant speed at measures against blackout, e.g.: essential (non-emergency)
sea. In the manoeuvring mode the propeller cavitation can auxiliaries for electric power generation and propulsion.
be reduced, by selecting a 2-stage (speed) PTO gear This further loading of EDG shall of course be reflected in
enabling a lower main engine and propeller speed. the EDG size, and a shedding system for non-emergency
consumers to be provided and trip, in case the EDG
should be overloaded.
15.3.3 Earthed neutral
It is not recommended to use the EDG as a harbour
The vessels’ generation and distribution systems are
generator, ref. Solas Ch. II-1 Part D Reg. 42 1.4 and Reg. 43
ordinary insulated in low voltage installations as well as for
1.4.
tankers.

15.4 Electric power management 15.4.4 Blackout start and precautionary

measures
system (PMS)
15.4.1 General In case of blackout in the main switchboard (MSB) the
related generating sets get a starting order and the first
The main task of the electric power management system available generating set to ‘run up’ will connect to the MSB,
(PMS) is to control the generation plant and to ensure the and the following units to be automatically synchronised.
availability of Electric power in the network as well as to
avoid blackout situations. Precautions against failing blackout start are among others:
The PMS basically controls the starting/stopping and • Booster and fuel supply pumps connected to
synchronising of a generator to the network, frequency emergency switchboard (ES)
monitoring, steady state load sharing between on-line • Pre-lubricating pump connected to ES
generators, blackout starting, shaft generator, gear clutches • Sequential re-start of essential pumps, fans and
and executes load tripping when the power plant is heavy consumers to achieve a loading ramp rather
overloaded (load shedding). than big loading steps
The main busbar is normally subdivided into at least two Precautions against total loss of propulsion (diesel
parts connected by bustie circuit breakers, and the mechanical concepts) in a blackout situation could be
connection of generating sets and other duplicated following measures among others:
equipment shall be equally divided between the parts.
• Essential ME pumps are engine driven
15.4.2 Control modes • Essential propulsion train pumps are gear driven
• Essential electrical pumps and fans for propulsion
The PMS is to have redundant hierarchy of control modes, are connected to ES
the following provisions being typical: • Operate with split network
• Automatic, independently derived signals without 15.4.5 Parallelling of generators, load
manual intervention sharing
• Remote control, manually initiated
• Local control, e.g. hand or electric The PMS provides automatic synchronising of auxiliary
diesel generators i.e. voltage and frequency adjustment to
The automatic mode is the normal operation main system. bring the incoming set into synchronism and phase with
It is recommended that means are provided to start an the existing system, considering possible restrictions (e.g.:
engine locally and to synchronise manually at the main short circuit level) regarding max number of generators
switchboard in case of the PMS failure. The backup system allowed to be connected to the MSB.
is recommended to be an independent operating system,
hard wired and with galvanic isolation to the main system. The PMS controls the active (kW) load sharing over the
speed governor:
15.4.3 Main breaker control
• Droop control, characteristics about 4 % or,
The following main breakers in the main switchboard are • Isochronous load sharing, possible by means of an
typically controlled from the PMS: electronic speed governor taking care of ramping
up, load sharing and ramping down; PMS only
• Diesel generator connects the set and after allowance by the
• Shaft generator governor disconnects the set.
• Bustie breaker
Active load sharing between diesel generators is normally
• Shore connection proportional (balanced). The droop setting shall be equal
• High power consumers, e.g.: bow thruster, for all parallelling generators in order to have a
AC-compressor, proportional load sharing.
• Emergency switchboard connection

But some feature mode options could promote an The start/stop limits and starting order in an installation
economical and environment-friendly operation of the with several parallelling generating sets are set to achieve an
engines, e.g.: optimal loading of the engines in the specific operation
mode of the vessel. The PMS calculates the network’s
• Master-topping up, i.e. master(s) with constant nominal load and total generator load over a defined period
optimal load and a topping up set taking care of the of time and compares that against the load dependent
load variations auto-start/auto-stop limits. The objective is to ensure that
• Sequencing of the master-topping up units the actual load is supplied by an appropriate number of
generating sets to achieve best possible energy efficiency
15.4.6 Shaft generator load transfer and fuel economy.
The PMS controls the main engine in shaft generator (SG) 15.4.8 Power reservation for heavy
applications giving priority to the electric generation, consumers
including possible propulsion load reduction where
applicable. Heavy consumers may be connected to a power
reservation system in the PMS, which checks if there is
When operating with SG supplying the main switchboard enough reserve power capacity in the network upon a start
(MSB) in parallel with the connected propulsion line, the request from the heavy consumer. If necessary the PMS
frequency may be unstable in rough sea, etc. It is will start and synchronise the next standby unit, and gives
recommended to use the SG independently supplying the the start permission to the heavy consumer when the
MSB or part of it. If two SG are available e.g. in a needed starting capacity is available.
twin-screw vessel, the MSB should be split into two 2 parts,
each part being supplied by a dedicated SG.
15.4.9 Load shedding (preference
The load transfer from/to the auxiliary diesel generator(s)
tripping)
should normally be on a short time basis, i.e. parallelling
The auto start function is not fast enough as blackout
only for the time of unloading the generator(s) followed by
prevention after rapid and large loss of power generating
generator breaker opening.
capacity, e.g. after tripping of a generator.
The shaft generator is typically supplying thruster(s) in a
In order to protect the generator(s) against sustained
separate network during the manoeuvring mode.
overload, and to ensure the integrity of supplies to services
required for propulsion and steering as well as the safety of
Below a typical example of load transfer at sea from the
the ship, suitable load shedding arrangements shall be
auxiliary generator set to a running shaft generator when
arranged.
the thrusters have been disconnected:
Typical consumers that may be tripped are e.g.:
• Assure that the main engine load is stable and that
the constant speed mode is selected
• Galley consumers
• Synchronise the SG-section and the MSB (i.e. the
auxiliary diesel engine(s) are usually synchronised to
• AC-compressors
the main engine) and close the SG-section bustie • Accommodation ventilation
breaker
In some applications also the propulsion power can be
• Transfer load to SG by unloading the auxiliary
reduced.
diesel generator(s)
• Open the auxiliary diesel generator’s breaker(s)
when unloading trip level is reached
15.4.10 Auxiliary Propulsion Drive (APD)
• Stop the auxiliary diesel engine(s) after the cooling A special application providing limited redundancy with
down time
respect to increased availability of the vessel’s propulsion
15.4.7 Load dependent start/stop system is the so-called Auxiliary Propulsion Drive (APD).
The principle idea of this solution is that the ship can be
The PMS should include functions for automatic load propelled by the auxiliary generating sets, by using the shaft
dependent start/stop of diesel generation sets. generator as an electric motor, in case the main engine
(ME) is not available.

The benefit of the combined shaft generator and APD is, among others, an increase of safety when it is used as backup
propulsion in e. g. following operating modes:
• Booster mode, both ME and PTO are driving the propeller. This can be used to achieve higher vessel speed.
• Standby mode, ME disconnected for maintenance and APD is connected if manoeuvring is required
• Emergency mode (take me home), APD is used to propel the ship if ME fails
15.5 Typical one line main diagrams
Figure 15.1 Diesel electric ship, medium voltage network
ES
EE G
~
~
MSB/MV MSB/LV
ME G BT MCC
AC
MCC
ME G AC
PM
PM
ME G AC
MCC
BT
ME G MCC
BT
AC Air conditioning G Generator MSB Main switch board

AE Auxiliary engine LV Low voltage MV Medium voltage
BT Bow thruster MCC Motor control center PM Propulsion motor
EE Emergency engine ME Main Engine SG Shaft generator
ES Emergency switch board

Figure 15.2 Auxiliary Diesel Generator sets, low voltage network
ES
EE G
MSB
AE G BT ~
~
MCC
AE G
AE G
MCC
AE G BT
Figure 15.3 Combined network of shaft generator(s) and Auxiliary Diesel Generator sets, low voltage
ES
EE G
ME MSB ~
~
SG BT
AE G MCC
AE G
MCC
AE G
SG BT
ME

16 Foundation
16 Foundation
16.1 General The clearance bolts shall be through bolts with lock nuts at
both the lower and upper ends. Ø33 holes can be drilled
Engines can be either rigidly mounted on chocks, or into the seating through the holes in the mounting
resiliently mounted on rubber elements. The engine is brackets.
mounted on feet which are bolted to the engine block.
The design of the foundation bolts can be seen in figure
The engine has 4 to 6 mounting brackets bolted to the 16.1 and 16.2. When these dimensions are followed,
engine block. Each bracket has threaded holes for M30x2 standard bolts can be used for the clearance bolts in order
jacking screws and two Ø33 holes for M30 clearance bolts to fulfill the requirements of the classification societies. For
or Ø34 fitting bolts. the fitting bolts is recommended to use a high strength
steel, e.g. 42CrMo4 TQ+T or similar. A high strength
Wärtsilä should be informed about existing excitations material makes it possible to use a higher bolt tension,
(other than Wärtsilä supplied engine excitations) and which results in a larger bolt elongation (strain). A large
natural hull frequencies, especially if resilient mounting is bolt elongation improves the safety against loosening of
considered. the nuts.
Dynamic forces caused by the engine are shown in the To ensure sufficient elongation distance sleeves according
Chapter for Vibration and noise. to the bolt drawings shall be used.
16.2 Steel structure design In order to avoid bending stresses in the foundation bolts
the nuts underneath the top-plate must be provided with
The system oil tank may not extend under the reduction spherical washers which can compensate for an inclined
gear, if the engine is of dry sump type and the oil tank is surface. Alternatively the contact face of the nut/bolthead
located beneath the engine foundation. Neither should the underneath the top plate should be counter bored
tank extend under the support bearing, in case there is a perpendicular to the orientation of the bolt.
PTO arrangement in the free end. The oil tank must also be
symmetrically located in transverse direction under the When tightening the bolts with a torque wrench, the
engine. equivalent stress in the bolts is allowed to be max. 90% of
the material yield strength.
The foundation and the double bottom should be as stiff as
possible in all directions to absorb the dynamic forces Side and end supports should be fitted to the engine feet at
caused by the engine, reduction gear and thrust bearing. the free end of all engines. For 8, 9, 16 and 18 cylinder
engines side supports are also required at the engine feet at
The foundation of the driven equipment must be half length of the engine. Side supports are to be welded to
integrated with the engine foundation. the top plate before aligning the engine and fitting the
chocks. If resin shocks are used an additional pair of lateral
The foundation should be dimensioned and designed so supports shall be fitted at the flywheel end of the engine.
that harmful deformations are avoided. The clearance hole in the chock and top plate should have a
diameter about 2 mm. larger than the bolt diameter for all
clearance bolts.
16.2.1 Rigid mounting
When main-engines are rigid mounted normally either 16.2.2 Adjustable steel chocks
adjustable steel chocks or resin chocks are used. The
chocking arrangement shall be sent to the classification When fitting the engine on steel chocks it is recommended
society and Wärtsilä for approval. to use adjustable steel chocks. Adjustable refers to the
possibility of aligning and re-adjusting the element every
The bolt closest to the flywheel at either side of the engine time when required. This gives benefits like:
shall be made as a Ø34H7/m6 fitted bolt. All other bolts
are clearance bolts. • No hardening time like epoxy resin chocks
• No time consuming fitting of rigid steel chocks

16 Foundation
• Alignment can be carried out when ship is still in the • No parallel or angular soft foot problems, even
dry dock. Only alignment check and (if required) when foundation is not machined
realignment has to be carried out after the ship has • No machining of foundation, only local (where the
been launched. elements will be fitted) machining is required.
Figure 16.1 Clearance bolt (9813ZT122 rev. -)
In-line W26 V W26

L TOPPLATE + FILLING + 210 TOPPLATE + FILLING + 220
Item Name Description Material

1 Spherical washer DIN 6319 - C 31
2 Conical seat DIN 6319 - D 35
3 Clearance bolt ISO 4014 - M30 - 8.8
4 Distance bush St. 37-2
5 Hexagon nut ISO 4032 - M30 - 8

16 Foundation
Figure 16.2 Fitting bolt (9813ZT121 rev. -)
In-line W26 V W26

L topplate + filling + 245 topplate + filling + 255
F topplate + filling + 25 topplate + filling + 35
Resin chocks Vibracons

φ φ26 φ 30
Item Name Description Material

1 Split pen ISO 1234 - 6.3 x 50 - St
2 Castle nut DIN 935 - M30 - 8
3 Spherical washer DIN 6319 - C 31
4 Conical seat DIN 6319 - D 35
5 Fitted bolt 42CrMo4V
6 Distance bush St. 37-2
7 Hexagon nut ISO 4032 - M30 - 8

16 Foundation
16.2.3 Resin chocks 16.2.4 Resilient mounting
Installation of main engines on resin chocks is possible Engines driving gearboxes, generators, pumps etc. can be
provided that the requirements of the classification resiliently mounted in order to reduce vibrations and
societies are fulfilled. structure borne noise, while the driven equipment is fixed
to a solid foundation. The engine block is rigid, therefore
During normal conditions, the support face of the engine no intermediate base-frame is necessary. The resiliently
feet has a maximum temperature of about 75°C, which elements are bolted to the engine feet directly.
should be considered when selecting the type of resin.
The transmission of forces emitted by the engine is
The total surface pressure on the resin must not exceed the 10...30% when comparing resiliently mounting with rigid
maximum value, which is determined by the type of resin mounting.
and the requirements of the classification society. It is
recommended to select a resin type, which has a type Note! For resiliently mounted 9L and 18V engines the
approval from the relevant classification society for a total available speed range is limited. Please contact Wärtsilä for
surface pressure of 5 N/mm² (typical conservative value is further information.
ptot < 3.5 N/mm²).
The standard engine mountings are of conical type. With
When installing an engine on resin chocks the following conical mounting the rubber rubber element is loaded by
issues are important: both compression and shear. The mounts are equipped
with an internal central buffer. Hence no additional side or
• Sufficient elongation of the foundation bolts end supports are required to limit the movements of the
• Maximum allowed surface pressure on the resin engine due to ships motions. The material of the
ptot = pstatic + pbolt mountings is rubber, which has superior vibration
• Correct tightening torque of the foundation bolts technical properties. Unfortunately natural rubber is prone
to damage by mineral oil, therefore such elements should
The recommended dimensions of resin chocks can be seen not be installed directly on the tank top, where they might
in figures 16.4 and 16.3. The surface of the chocking and come into contact with oily water. The rubber elements are
the resulting static pressure due to the engine weight are protected against dripping and splashing from above by
given in table 16.1. means of covers.
The number of resilient elements and their location is

Table 16.1 Total load on resin chocks
calculated to avoid resonance with excitations from the
engine and the propeller.
Total Pressure due to
Cylinder Weight
number [t]*
bearing surface engine weight only When installing and aligning the engine on resilient
[mm2] [Mpa] elements it should be aimed at getting the same force on
6L 19.0 90000 x 4 0.52 each rubber element. This means that the compression of
8L 24.2 90000 x 6 0.44
9L 26.4 90000 x 6 0.48 all elements is equal. Due to creep of the resilient elements
12V 31.5 115400 x 4 0.67 the alignment needs to be checked at regular intervals and
16V 38.1 115400 x 6 0.54 corrected when necessary. To facilitate the alignment and
18V 42.2 115400 x 6 0.60
re-alignment resilient elements of the height adjustable
*) Includes weight of the primary part of the flexible coupling type are used for resiliently mounted engines.
The resulting surface pressure leaves sufficient margin for Due to the soft mounting the engine will move when
a correct bolt tension. The design of the foundation bolts passing resonance speeds at start and stop. Also due to
presented in figures 16.1 and 16.2 ensure sufficient heavy seas engines will move. Typical amplitudes are ±3.5
elongation without exceeding the allowed surface mm at the crankshaft centre and ± 17 mm at top of the
pressure of the resin chock. engine (the figures are calculated for a 22.5° roll angle). The
torque reaction (at 1000 rpm and 100% load) will cause a
displacement of the engine of up to 1 mm at the crankshaft
centre and 5 mm at the turbo charger outlet. The coupling
between engine and driven equipment should be flexible
enough to be able to cope with these displacements.

16 Foundation
Figure 16.3 Feet seating top-view, W26 in-line engines (9813ZT111 rev. -)
Figure 16.4 Feet seating top-view, W26 V-engines (9813ZT113 rev. -)
* *
* Both one or two elements per foot are applied depending on the specific application

16 Foundation
Figure 16.5 Recommended foundation design and mounting possibilities for W26 engines. (9813ZT120 rev. -)
A [mm] B [mm] C [mm] D [mm] E [mm] F [mm] G [mm]

Engine type
wet sump dry sump vibracon choking flexible
in-line engine 950 792 60-72 35 179* 400 1420 1250 940 35
V engine 1262 800 60-72 35 179* 460 1530 1370 1060 45
* Loaded condition

16 Foundation
Figure 16.6 Foundation top-view and drilling plan, W26 in-line engines (9813ZT110 rev. -)
6L26
8L26
9L26

16 Foundation
Figure 16.7 Foundation top-view and drilling plan, W26 V-engines (9813ZT112 rev. -)
450 300 1380 300 605

elements / Vibracons
450 300 1380 300 605 Positions of foundation

bolts with resin chocks
12V26 with Turbo Charger at Driving End End of block

1370
Driving Free
End End
12V26 with Turbo Charger at Free End 12V26
870 300 1380 300 185 Positions of foundation

870 300 1380 300 185 Positions of resilient

450
300 1260 960 300 605 Positions of resilient
450 300 960 300 960 300 605 Positions of foundation


1370
Driving Free
End End

870 300 960 1260 300 185 Positions of resilient




1370
Driving Free
End End



16 Foundation
16.3 Mounting of generating sets generating set bearings against possible fretting caused by
hull vibrations.
16.3.1 Common base plate design
The number of resilient elements and their location is
Generating sets can be delivered as a complete package on calculated to avoid resonance with excitations from the
a common base plate. For this standard generating sets are generating set engine, the main engine and the propeller.
designed, offering a good solution based on a proven
design. The advantages of a common base plate are: To avoid induced oscillation of the generating set, the
following data must be sent by the shipyard to Wärtsilä at
• Engine and alternator are rigidly mounted on the the design stage:
common baseframe, resulting into minor
deflections of the flexible coupling. • Main engine speed and number of cylinders
• The generating set is assembled at the factory. • Propeller shaft speed and number of propeller
Meaning that no alignment is needed onboard of blades
the ship. Alignment only needs to be checked after
installation and to be corrected if necessary. The selected number of resilient elements and their final
• Lubricating oil is contained within the unit. position is shown in the generating set drawing.
16.3.2 Resilient mounting Resilient elements

Generating sets, comprising engine and generator The resilient elements used are as described in paragraph
mounted on a common base plate, are usually installed on 16.2.4, though being non-adjustable.
resilient mounts on the foundation in the ship.
Complete generator sets are delivered with resilient
The resilient mounts reduce the structure borne noise elements already properly mounted.
transmitted to the ship and also serve to protect the
Figure 16.8 Standard generator dimensions and common base frame arrangement. (9506ZT732 rev. -)
in-line engines
A B C
1600 1910 2300
1800 2110 2500
2000 2310 2700
V- engines
A B C
2000 2310 2700
2200 2510 2900

17 Vibration and noise

17.1 General
Dynamic forces and moments caused by the engine appear from the table. Due to manufacturing tolerances some
variation of these values may occur.
Figure 17.1 Coordinate system of the external torques
X
Y
Y
x Y
X
z
Z
17.2 External forces and couples
Table 17.1 External forces (AEM00038)
Engine Speed [rpm] Fy / frequency [kN / Hz] Fz / frequency [kN / Hz]

900 3,1 / 15 3,1 / 15
9L26
1000 3,8 / 16,7 3,8 / 16,7
900 6,5 / 15 6,5 / 15
18V26
1000 8,0 / 16,7 8,0 / 16,7

Table 17.2 External couples (AEM00038)
Engine Speed My/frequency [kNm / Hz] Mz/frequency [kNm / Hz]

[rpm] 1 st order 2 nd order 1 st order 2 nd order
900 28.8 / 15 15.1 / 30 20.6 / 15 ---
9L26
1000 35.6 / 16.7 18.7 / 33.3 25.4 / 16.7 ---
900 38 .2/ 15 16.6 / 30 22.8 / 15 12.3 / 30
18V26
1000 47.2 / 16.7 20.5 / 33.3 28.2 / 16.7 15.2 / 33.3
17.3 Torque variations 17.4 Mass moments of inertia

In case of misfiring the maximum power and/or speed These typical inertia values include the flexible coupling
should be reduced as indicated on the torsional vibration part connected to the flywheel and torsional vibration
calculation which is carried out for each individual damper (without engine PTO shaft).
installation.
Under misfiring conditions higher torsional couples may Table 17.4 Mass moments of inertia.
be transmitted as indicated in table 17.3 until the
appropriate corrective action has been taken. This
conditions should be taken into account when carrying out Mass moments of inertia J
the design calculations. Engine
[kgm 2 ]
6L26 125 - 150
Table 17.3 Torque variation (AEM00038)
8L26 130 - 165
9L26 185 - 210
Speed Mx/frequency 12V26 240 - 270
Engine
[rpm] [kNm / Hz] 16V26 280 - 340
1 st order 2 nd order 18V26 320 - 370
900 15.4 / 45 10.2 / 90
6L26
1000 12.0 / 50 10.2 / 100
900 31.4 / 60 4.7 / 120
8L26
1000 31.8 / 66.7 4.3 / 133.3
900 30.7 / 67.5 3.0 / 135
9L26
1000 31.6 / 75 2.6 / 150
900 4.0 / 45 19.6 / 90
12V26
1000 3.1 / 50 19.6 / 100
900 21.5 / 60 7.2 / 120
16V26
1000 21.8 / 66.7 6.7 / 133.3
900 51.0 / 67.5 2.3 / 135
18V26
1000 52.5 / 75 2.0 / 150

17.5 Structure borne Figure 17.2 Typical structure borne noise levels for W26 (Lowest value for
6L, highest for 18V) (9910ZT460 rev. a)
noise
The expected vibration velocity 160
3
Lv [dB] ref. 1*10-9m/s

2 2 2
level averaged over the four corners 140 3 3
3
of the engine foundation flange in 120 4 3
100
three perpendicular directions with
80
reference level vref = 1.10-9 m/s per 133 135 131 132 130 129
60 119 107
octave band with center frequency 103
40
in Hz. 20
0
31.5 63 125 250 500 1K 2K 4K 8K
1/1 Octave band center frequency [Hz]
17.6 Air borne noise Figure 17.3 Typical surface radiated noise levels for W26 (Lowest value for
6L, highest for 18V) (9910ZT460 rev. a)
The averaged octave band sound
pressure levels represent free field
120 5
conditions, and are based on 4 4 3 4 5 7
100 4 7
measurement results over at least 8 5
Lp [dB] ref. 2*10-5 Pa
up to 14 measuring points around 80

tested engines corrected for the 60
96 98 98 99 96 104
influence of reflected sound. 40 86 92 95 93
20
Measuring points are taken at
cylinder height and overhead the 0
cylinder heads at 1 metre from the 31.5 63 125 250 500 1K 2K 4K 8K A.P.
engine reference surface. The 1/1 Octave band center frequency [Hz]
averaged sound pressure levels are Figure 17.4 Typical exhaust noise levels for W26 (Lowest value for 6L,
in dB ref. 2*10-5 Pa per octave band highest for 18V) (9910ZT460 rev. a)
with center frequency in Hz and
160
A-weighted ‘All pass’ levels. 4 5
140 4
L [dB] ref. 1*10 -12 [W]
4 4 4
120 5 4
4
100
80
17.7 Exhaust gas 60 118 128 130 127 121 120 113 108 98
noise 40
W
20
0
The unsilenced exhaust noise of the 31.5 63 125 250 500 1K 2K 4K 8K
opening directly downstream of the 1/1 Octave band center frequency [Hz]
exhaust gas turbine in sound power
levels in dB ref. 10-12 W per octave Figure 17.5 Typical inlet air noise levels for W26 (Lowest value for 6L,
band with center frequency in Hz. highest for 18V) (9910ZT460 rev. a)
160
17.8 Air inlet noise 140 4 5 4
L [dB] ref. 1*10 -12 [W]
4 4 4
120 5 4
4
The unsilenced air inlet noise 100
upstream the charge air compressor 80
128 130 127
stage in sound power levels in dB 60 118 121 120 113 108 98
ref. 10-12W per octave band with 40
W
center frequency in Hz. 20

0
31.5 63 125 250 500 1K 2K 4K 8K
1/1 Octave band center frequency [Hz]

18 Power transmission
18.1 General Anyhow for safety reasons the shaft is to be locked
when working around rotating shafts in the engine.
The full engine power can be taken from both ends of the • In case of blackout and no oil pressure the stopping
engine. At the flywheel end there is always a flywheel for of a de-clutched engine is so fast that the damages
the management of the torsional vibration characteristics are minor even without lubricating oil gravity tank.
of the system. On the flywheel a tooth-ring is mounted • The use of a clutch reduces torsional stresses in the
which is used for starting and turning of the engine. The elastic coupling while starting and stopping.
flywheel creates a natural flange connection and in case • The clutch creates investment and maintenance
needed also a shaft connection can be provided. costs. It usually increases the length of the
propulsion machinery.
Note! For in-line engines equipped with the combination • The clutch can lead to the loss of propulsion in case
of an optional lubricating oil scavenge pump (as described of automation or pressure problem.
in paragraph 7.3.3 on page 70) and an optional seawater
• Badly adjusted clutch can cause torque peaks that
pump (as described in paragraph 9.3.1 on page 90) there is
cause damage to elastic coupling and reduction
no space for a PTO shaft.
gear.
• Dry-friction type clutch can cause smoke formation
18.2 Flexible coupling to set off the fire alarm and sparks to ignite the oil
on tank top causing engine room fire.
The power transmission of propulsion engines is
accomplished through a flexible coupling or a combined For clutch-in speed recommendations see paragraph 2.2
flexible coupling and clutch mounted on the flywheel. The on page 8.
crankshaft is equipped with an additional shield bearing at
the flywheel end. Therefore also a rather heavy coupling
can be mounted on the flywheel without intermediate
18.4 Shaft-line locking device and
bearings. brake
The type of flexible coupling to be used has to be decided 18.4.1 Locking device
separately in each case on the basis of the torsional
vibration calculations. A shaft-line locking device is needed when the operation of
the ship makes it possible for the water to flow along the
Also in generating set installations a flexible coupling propeller to propel the shafting.
between the engine and the generator is required. This
means that the generator must be of the 2-bearing type. 18.4.2 Brake
A shaft-line brake is needed when the shaft-line needs to be

18.3 Clutch actively stopped. This is the case when the direction of
rotation needs to be reversed. When no brake is installed
The clutch is required when two or more engines are only frictional forces will reduce the shaft speed.
connected to the same driven machinery like a reduction
gear. The clutch is also required when the engine is
connected to a reduction gear having a primary PTO. 18.5 Power-Take-Off from the
free end
Some consideration when deciding whether to have a
clutch installed or not: At the free end a shaft connection can be provided in case a
power take off is provided. If required full output can be
• In ships having more than one propeller it is taken from the PTO shaft.
possible to run the ship with just one propeller
letting the other propeller(s) to windmill. This In figure 18.1 and 18.3 the arrangement of the standard
makes it possible to save the running hours of the PTO shaft is shown. The maximum allowable bending
standstill engine(s) or do maintenance on them. moments on the PTO shaft depend on several criteria’s. As
a guidance the values as mentioned in table 18.1 can be

used for the maximum allowed bending moments and Table 18.1 Maximum allowable loading crankshaft
radial forces. When these values are exceeded, an extra flanges (can be applied simultaneously) (9910ZT161
support bearing is needed. rev. c)
Radial Moments Axial
In figure 18.2 and 18.4 an indication is given how an extra Force [kNm] Force
support bearing could be arranged externally. Such a [kN] L V [kN]
support bearing is only possible when engine and support Driving end 100 13 9 10
Free end (PTO) 100 6.5 4.5 7
bearing are rigidly mounted on the same base. This can be
the ship’s foundation but this can also be a flexible
mounted common base frame.
Figure 18.1 PTO-shaft arrangement of standard PTO shaft for in-line engines (9582ZT101 rev. -)
- cooling water pump

A - fuel oil circulating pump
A B
- PTO shaft end 6L26 712 877
B - Dismounting of fuel oil circulating pump 8L26 787 932
- PTO shaft end from final bearing 9L26 787 932
Figure 18.2 Special PTO-shaft arrangement with external support bearing for in-line engines (9582ZT103 rev. -)
A B
A - cooling water pump 6L26 712 877
B - fuel oil circulating pump 8L26 787 932
- Dismounting of fuel oil circulating pump 9L26 787 932

Figure 18.3 PTO-shaft arrangement of standard PTO shaft for V engines (9582ZT102 rev. -)
985
- fuel oil circulating pump
- Dismounting of fuel oil circulating pump
- PTO shaft end
- PTO shaft end from final bearing
Figure 18.4 Special PTO-shaft arrangement with external support bearing for V engines (9582ZT104 rev. -)
985
- fuel oil circulating pump
- Dismounting of fuel oil circulating pump

18.6 Torsional vibration • Stiffness of the electrical grid

calculations Data of main alternator or shaft alternator
A torsional vibration calculation is made for each A mass-elastic diagram or an alternator shaft drawing
installation. For this purpose exact data of all components showing:
included in the shaft system are required. See the list below.
• Alternator output, speed and sense of rotation
Note! Late delivery of the required data obstructs the • Mass moment of inertia of all rotating parts or a
calculations and hence can influence the delivery time. total inertia value of the rotor, including the shaft
• Torsional stiffness or dimensions of the shaft
General • Material of the shaft including tensile strength and
• Classification modulus of rigidity
• Ice class • Drawing number of the diagram or drawing
• Operating modes Data of flexible coupling/clutch
Data of reduction gear
If a certain make of flexible coupling has to be used, the
following data of it must be provided:
A mass elastic diagram showing:
• All clutching possibilities

• Mass moment of inertia of all parts of the coupling
• Direction of rotation of all shafts
• Number of flexible elements
• Dimensions of all shafts
• Linear, progressive or degressive torsional stiffness
per element
• Mass moment of inertia of all rotating parts
including shafts and flanges
• Dynamic magnification or relative damping
• Torsional stiffness of shafts between rotating
• Nominal torque, permissible vibratory torque and
permissible power loss
masses
• Material of shafts including tensile strength and
• Drawing of the coupling showing make, type and
drawing number
modulus of rigidity
• Gear ratios
• Linear, progressive or degressive torsional stiffness
per element
• Drawing number of the diagram
• Dynamic magnification or relative damping
Data of propeller and shafting • Nominal torque, permissible vibratory torque and
permissible power loss
A mass-elastic diagram or propeller shaft drawing showing: • Drawing of the coupling showing make, type and
drawing number
• Mass moment of inertia of all rotating parts
including the rotating part of the Oil Delivery (OD) Operational data
box , SKF couplings and rotating parts of the • Operational profile (load distribution over time)
bearings • Clutch-in speed
• Mass moment of inertia of the propeller including • Power distribution between the different users
entrained water. Preferably with pitch-angles
• Power speed curve of the load
according the combinator curve. Values for full and
zero pitch as a minimum.
• Torsional stiffness or dimensions of the shaft
18.7 Turning gear
• Material of the shaft including tensile strength and The engine is equipped with an electrical turning gear for
modulus of rigidity turning of the engine. Alternatively the engine can be
• Drawing number of the diagram or drawing turned manually.
• Inertia of the electrical grid

19 Engine room layout

19.1 Crankshaft distances
Minimum crankshaft distances have to be followed in order to provide sufficient space between engines for maintenance
and operation.
Figure 19.1 Crankshaft centre distances, in-line engines (9506ZT720 rev. a)
Engine type A1 min [mm] A2 min [mm]

W6L26 2500 2300
W8L26 2500 2400
W9L26 2500 2400
1
) Maintenance charge air cooler with standard service tool
2
) Maintenance charge air cooler without standard service tool
Figure 19.2 Crankshaft centre distances, V engines (9506ZT721 rev. a)
Engine type A1 min [mm]

W12V26 3000
W16V26 3000
W18V26 3000
1) Removing camshaft pieces with standard service tool

• When using a combination of in-line and v-engine,

the operating side of in-line engine should face the
19.1.1 Father-and-son arrangement v-engine in order to minimise the distance between
crankshafts.
When connecting two engines of different type and/or size • Special care has to be taken checking the
to the same reduction gear the minimum crankshaft maintenance platform elevation between the
distance has to be evaluated case by case. However, some engines to avoid structures that obstruct
general guidelines can be given: maintenance.
• It is essential to check that all engine components

can be dismounted. The most critical are usually
turbo chargers and charge air coolers.
Figure 19.3 Main engine arrangement in-line and Vee. (9506ZT727 rev. -)
*
* Only possible if the lubricating oil cooler of the V engine is dismounted outwards

19.2 Four-engine arrangements The required engine room height depends on space
reservation of the lifting equipment and also on the lifting
19.2.1 Distance from adjacent and transportation arrangement. The minimum engine
intermediate/propeller shaft room height can be achieved if there is enough transversal
and longitudinal space, so that there is no need to transport
Some machinery arrangements feature an intermediate parts over insulation box or rocker covers.
shaft or propeller shaft running adjacent to engine. To
allow adequate space for engine inspections and Separate lifting arrangement for overhauling turbo charger
maintenance there has to be sufficient free space between is required (unless overhead travelling crane, which also
the intermediate/propeller shaft and the engine. covers the turbo charger is used). turbo charger lifting
arrangement is usually best handled with a chain block on a
To enable safe working conditions the shaft has to be rail located above the turbo charger axis.
covered. It must be noticed that also dimensions of this
cover have to be taken into account when determining the 19.4 Handling and storage of
shaft distances in order to fulfil the requirement for
minimum free space between the shaft and the engine.
spare parts and tools
Transportation arrangement from engine room to storage
19.3 Space requirements for and workshop has to be prepared for heavy engine
maintenance components. This can be done with several chain blocks
on rails or alternatively utilising pallet truck or trolley. If
19.3.1 Working space around the engine transportation must be carried out using several lifting
equipment, coverage areas of adjacent cranes should be as
The required working space around the engine is mainly close as possible to each other.
determined by the dismounting dimensions of some
engine components, as well as space requirement of some Engine room maintenance hatch has to be large enough to
special tools. It is especially important that no obstructive allow transportation of main components to/from engine
structures are built next to engine driven pumps, as well as room.
camshaft and crankcase doors. An overview of the space
required by the main activities is shown in figures 19.4 and It is recommended to store heavy engine components on
19.5. slightly elevated adaptable surface e.g. wooden pallets. All
engine spare parts should be protected from corrosion and
However, also at locations where no space is required for excessive vibration.
any engine part dismounting, a minimum of 1000 mm free
space everywhere around the engine is recommended to be On single main engine installations it is important to store
reserved for maintenance operations. heavy engine parts close to the engine to make overhaul as
quick as possible in an emergency situation.
19.3.2 Engine room height and lifting
equipment 19.5 Required deck area for
It is essential for efficient and safe working conditions that
service work
the lifting equipment are applicable for the job and they are
During engine overhaul some deck area is required for
correctly dimensioned and located.
cleaning and storing dismantled components. Size of the
service area is dependent of the overhauling strategy
chosen, e.g. one cylinder at time, one bank at time or the
whole engine at time. Service area should be plain steel
deck dimensioned to carry the weight of engine parts.

In-line engine
Figure 19.4 maintenance space requirements for In-line engines (9582ZT105 and 9582ZT107 rev. -)

V-engine
Figure 19.5 maintenance space requirements for V engines, (9582ZT108 and 9582ZT109 rev. -)

20 Transport dimensions and weights

20.1 Lifting of engines
Figure 20.1 Lifting of in-line (9610ZT127 rev. -) and V-engines (9610ZT128 rev. -)
X
V
A
H
W X*
Drysump
TC Driving end TC Free end Weights Hoisting Transport
A V W X H X H Engine tool support
6L26 3985 1793 2130 4278 2823 4212 2853 16.9 0.5 1.5
8L26 4117 1793 2130 5369 3064 5249 3064 21.5 0.5 1.5
9L26 4117 1793 2130 5724 2911 5639 2911 23.6 0.5 1.5
12V26 6005 2473 2320 5274 3170 5249 3170 28.7 1.7 1.5
16V26 6005 2473 2320 6114 3105 6089 3105 34.7 1.7 1.5
18V26 6005 2473 2320 6534 3105 6509 3105 38.2 1.7 1.5
Wetsump
TC Driving end TC Free end Weights Hoisting Transport
A V W X H X H Engine tool support
6L26 4210 1793 2130 4278 3048 4212 3078 17.1 0.5 1.5
8L26 4210 1793 2130 5369 3214 5249 3214 21.8 0.5 1.5
9L26 4210 1793 2130 5724 3061 5639 3061 23.9 0.5 1.5
12V26 6620 2473 2320 5274 3620 5249 3620 29.0 1.7 1.5
16V26 6620 2473 2320 6114 3555 6089 3555 35.2 1.7 1.5
18V26 6620 2473 2320 6534 3555 6509 3555 38.7 1.7 1.5

Figure 20.2 Lifting of generator sets (9610ZT129 rev. -)
Overall Dimensions [m] Weights [t]

TC Driving end TC Free end Hoisting Transport
A X H X H V W Genset tool support
6L26 6800 7100 3100 7380 3100 2780 2200 36.1 1.7 0.5
8L26 7700 8180 3160 8560 3160 2780 2200 44.3 1.7 0.5
9L26 8100 8570 3160 8950 3160 2780 2200 46.9 1.7 0.5
12V26 8100 8570 3660 8980 3660 2780 2480 55 1.7 0.5
16V26 8900 9410 3660 9820 3660 2780 2480 64 1.7 0.5
18V26 9000 9550 3660 10050 3660 2780 2480 71.3 1.7 0.5

21 Maintenance and parts

21.1 Overhaul intervals and expected life times
The following overhaul intervals and and lifetimes are for guidance only. Actual figures will be different depending on
service conditions. Expected component lifetimes have been adjusted to match overhaul intervals.
Achieved life times very much depend on the operating conditions, average loading of the engine, fuel quality used, fuel
handling systems, performance of maintenance etc.
Table 21.1 Time between overhauls and expected lifetimes
HFO MDO HFO MDO

Time between Time between Expected comp. Expected comp.
overhauls (h) overhauls (h) lifetimes (h) lifetimes (h)
Main bearing 12000 16000 36000 48000
Big end bearing 12000 16000 24000 32000
Gudgeon pin bearing 12000 16000 48000 48000
Camshaft bearing bush 16000 16000 32000 32000
Camshaft intermed. gear bearing 16000 16000 32000 32000
Cylinder head 12000 16000
Inlet valve 12000 16000 36000 32000
Inlet valve seat 12000 16000 36000 32000
Exhaust valve 12000 16000 24000 32000
Exhaust valve seat 12000 16000 36000 32000
Valve guide, EX 12000 16000 24000 32000
Valve guide, IN 12000 16000 36000 48000
Piston crown 12000 16000 24000 48000
Piston rings 12000 16000 12000 16000
Cylinder liner 12000 16000 48000 64000
Antipolishing ring 12000 16000 24000 32000
Connecting rod 12000 16000
Connecting rod screws 12000 16000 24000 32000
Valve tappet and roller 24000 32000
Injection pump tappet and roller 24000 32000
Injection element 12000 16000 24000 32000
Injection valve 6000 8000
Injection nozzle 6000 8000 6000 8000
Water pump shaft seal 12000 12000 12000 12000
Water pump bearing 24000 24000
Turbocharger 24000 24000
Governor 12000 12000
Vibration damper Acc. to manuf. Acc. to manuf.

21.2 Dimensions and weights of engine parts

Figure 21.2 Turbo charger dimensions and weights (9604ZT 393 rev. e)
Engine A [mm] B [mm] (B) [mm] C [mm] (C) [mm] Weight [kg]
W6L26 1213 1001 744 756 756 335
W8L26 1185 1001 830 830 906 775
W9L26 1185 1007 830 830 906 775
W12V26 1185 830 n.a. 978 1007 2*775
W16V26 1185 830 n.a. 978 1007 2*775
W18V26 1185 830 n.a. 978 1007 2*775
Figure 21.1 Lubricating oil cooler dimensions and weights (9604ZT 393 rev. e)
Engine H J Standard Higher capacity

capacity cooler insert
[mm] [mm] Weight [kg] Weight [kg]
W6L26 330 974 75 84
W8L26 330 974 75 120
W9L26 330 974 84 120
W12V26 370 1300 145 n.a.
W16V26 370 1300 145 165
W18V26 370 1300 145 165

Figure 21.3 Charger air cooler dimensions and weights (9604ZT 393 rev. e)
Engine D [mm] E [mm] G [mm] Weight [kg]

W6L26 970 490 555 470
W8L26 955 535 1010 570
W9L26 955 535 1010 570
W12V26 625 605 1900 680
W16V26 625 605 1900 725
W18V26 625 605 1900 725

Figure 21.4 Major spare parts (9604ZT 393 rev. e)

A ANNEX
A ANNEX
A.1 List of symbols used in drawings
Figure A.1 List of used symbols (9582ZT106 rev. -)
a-i Marine Project Guide W26A - 1/2003

A ANNEX
A.2 Unit conversion tables

Length
Table A.1 Conversion table length
Length m in ft mile nautical mile

m 1 39 3 0 0
in 0 1 0 0 0
ft 0 12 1 0 0
mile 1609 63360 5280 1 1
nautical mile 1852 72913 6076 1 1
Values are rounded to four meaning digits where not accurate.
Area
Table A.2 Conversion table area
Area square m square inch square foot

square m 1 1.550E+03 1.076E+01
square inch 6.452E-04 1 6.944E-03
square foot 9.290E-02 1.440E+02 1
Values are rounded to four meaning digits

where not accurate
Volume
Table A.3 Conversion table volume
Volume cubic m l (liter) cubic inch cubic foot Imperial gallon US gallon
cubic m 1 1.000E+03 6.102E+04 3.531E+01 2.200E+02 2.642E+02
l (liter) 1.000E-03 1 6.102E+01 3.531E-02 2.200E-01 2.642E-01
cubic inch 1.639E-05 1.639E-02 1 5.787E-04 3.605E-03 4.329E-03
cubic foot 2.832E-02 2.832E+01 1.728E+03 1 6.229E+00 7.481E+00
Imperial gallon 4.546E-03 4.546E+00 2.774E+02 1.605E-01 1 1.201E+00
US gallon 3.785E-03 3.785E+00 2.310E+02 1.337E-01 8.327E-01 1
Marine Project Guide W26A - 1/2003 a-ii

A ANNEX
Energy
Table A.4 Conversion table energy
Energy J BTU cal lbf ft

J 1 9.478E-04 2.388E-01 7.376E-01
BTU 1.055E+03 1 2.520E+02 7.782E+02
cal 4.187E+00 3.968E-03 1 3.238E-01
lbf ft 1.356E+00 1.285E-03 3.088E+00 1
Mass
Table A.5 Conversion table mass
Mass kg lb oz
kg 1 2.205E+00 3.527E+01
lb 4.536E-01 1 1.600E+01
oz 2.835E-02 6.250E-02 1
Density
Table A.6 Conversion table density
Density kg / cubic m lb / US gallon lb / Imperial gallon lb / cubic ft

kg / cubic m 1 8.345E-03 1.002E-02 6.243E-02
lb / US gallon 1.198E+02 1 8.327E-01 1.337E-01
lb / Imperial gallon 9.978E+01 1.201E+00 1 1.605E-01
lb / cubic ft 1.602E+01 7.481E+00 6.229E+00 1
Power
Table A.7 Conversion table Power
Power W hp US hp
W 1 1.360E-03 1.341E-03
hp 7.355E+02 1 1.014E+00
US hp 7.457E+02 9.866E-01 1
a-iii Marine Project Guide W26A - 1/2003

A ANNEX
Pressure
Table A.8 Conversion table pressure
Pressure Pa bar mmWG psi

Pa 1 1.000E-05 1.020E-01 1.450E-04
bar 1.000E+05 1 1.020E+04 1.450E+01
mmWG 9.807E+00 9.807E-05 1 1.422E-03
psi 6.895E+03 6.895E-02 7.031E+02 1
Mass flow
Table A.9 Conversion table mass-flow
Massflow kg / s lb / s
kg / s 1 2.205
lb / s 0.4536 1
Values are rounded to four meaning digits

where not accurate.
Volume flow
Table A.10 Conversion table volume-flow
Volumeflow cubic m / s l / min cubic m / h cubic in / s cubic ft / s cubic ft / h USG / s USG / h

cubic m / s 1 6.000E+04 3.600E+03 6.102E+04 3.531E+01 1.271E+05 2.642E+02 9.510E+05
l / min 1.667E-05 1 6.000E-02 9.832E-01 1.699E+03 4.719E-01 2.271E+02 6.309E-02
cubic m / h 2.778E-04 1.667E+01 1 5.899E-02 1.019E+02 2.832E-02 1.363E+01 3.785E-03
cubic in / s 1.639E-05 1.017E+00 1.695E+01 1 1.728E+03 4.800E-01 2.310E+02 6.417E-02
cubic ft / s 2.832E-02 5.886E-04 9.810E-03 5.787E-04 1 2.778E-04 1.337E-01 3.713E-05
cubic ft / h 7.866E-06 2.119E+00 3.531E+01 2.083E+00 3.600E+03 1 4.813E+02 1.337E-01
USG / s 3.785E-03 4.403E-03 7.338E-02 4.329E-03 7.481E+00 2.078E-03 1 2.778E-04
USG / h 1.052E-06 1.585E+01 2.642E+02 1.558E+01 2.693E+04 7.481E+00 3.600E+03 1
Marine Project Guide W26A - 1/2003 a-iv

A ANNEX
Temperature
Below are the most common temperature conversion formulas:
°C = value[K] - 273.15
°C = 5 / 9 * (value[F] - 32)
K = value[°C] + 273.15
K = 5 / 9 * (value[F] - 32) + 273.15
F = 9 / 5 * value[°C] + 32
F = 9 / 5 * (value[K] - 273.15) + 32
Prefix
Below are the most common prefix multipliers:
T = Tera = 1 000 000 000 000 times
G = Giga = 1 000 000 000 times
M = Mega = 1 000 000 times
k = kilo = 1 000 times
m = milli = divided by 1 000
µ = micro = divided by 1 000 000
n = nano = divided by 1 000 000 000
Notes for the CD-ROM
Hardware requirements:
• CD-ROM drive
Software requirements:
• Adobe Acrobat Reader 4.0 or later or other application capable of reading the files
• AutoCAD 13 or later or other application capable of reading the files.
The files are organized in folders according to the engine types.
Marine Project Guide W26A - 1/2003 a-v

A ANNEX
A.3 Main fuel denominations

Table A.11 Main fuel denominations table
Division Division Commercial name ISO 8217: 1996(E)

Gasoil for emergency engines DMX
Distillate fuels Gasoil or marine gasoil DMA
Marine diesel oil or marine diesel fuel DMB
MDF or LFO
Distillate fuels with
small amount of Blended marine diesel oil DMC
residuum
cSt/50°C
30
40
60 RM(A,B,C) 10
Intermediate fuel 80
oils or thin fuel oils 100 RMD 15
or light marine fuel 120
oils 150
Residual fuels or
HFO 180
heavy fuels
240 RM(E,F) 25
280
380
MFO-420D RM(G,H) 35
MFO-420S RMK 35
Marine fuel oils or
MFO-500D RMH 45
bunker C fuels
MFO-500S RM(K,L) 45
MFO-700 RM(H,K,L) 55
A.4 Filter indications

A.4.1 Filter efficiency
The efficiency of filtration is defined as:
In which:
A = amount of arriving particles
B = amount of particles which pass the filter
A.4.2 Filter gradation
Absolute mesh size: Is the diameter of the biggest opening of the filter.
Medium mesh size: Is the average diameter of the openings in the filter.
Nominal mesh size: Is the minimum diameter of the particles which are still caught in the filter with an efficiency of 98%
a-vi Marine Project Guide W26A - 1/2003

List of figures
Figure 1.1 In line engine main dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4

Figure 1.2 V-engine main dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Figure 1.3 Generating set main dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Figure 2.1 Propeller power absorption in different conditions - example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Figure 2.2 Operating field for CP Propeller 900 rpm (9910ZT226 rev. b) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Figure 2.3 Operating field for CP Propeller 1000 rpm (9910ZT225 rev. b) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Figure 2.4 Operating field 6L26A HO for CP Propeller 1000 rpm (9910ZT230 rev. a) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Figure 2.5 Operating field for FP Propeller 900 rpm (9910ZT228 rev. b) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Figure 2.6 Operating field for FP Propeller 1000 rpm (9910ZT227 rev. b) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Figure 2.7 Operating field 6L26A HO for FP Propeller 1000 rpm (9910ZT231 rev. a) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
Figure 2.8 Operating field with constant torque from 80 to 100% of speed, 1000 rpm (9910ZT229 rev. b) . . . . . . . . . . . . . 12
Figure 2.9 Example of 4% speed droop. When the load reduces, the speed will increase.. . . . . . . . . . . . . . . . . . . . . . . . . . 13
Figure 2.10 Gradual power increase at variable speed (9910ZT700 rev. b) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Figure 2.11 Gradual power increase at constant speed (9910ZT700 rev. b) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Figure 2.12 The figure below shows limiting curves for step loading as a function of the engine load [%]
(9910ZT700 rev. b) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Figure 3.1 Exhaust gas temperature and flow variation against load for engines operated at constant speed. 100% output is
taken as reference. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
Figure 3.2 Available heat versus load for engines operated at constant speed. 100% output is taken as reference. . . . . . . 32
Figure 3.3 Exhaust gas temperature and flow variation against load for engines operated according a propeller law. 100%
output is taken as reference. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Figure 3.4 Available heat versus load for propulsion engines operated according a propeller law 100% output is taken as
reference. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 33
Figure 3.5 SFOC trend for engines designed for and running at constant speed (9910ZT400 rev. c) . . . . . . . . . . . . . . . . . . 34
Figure 3.6 SFOC trend for propulsion engines operated at constant speed (9910ZT400 rev. c) . . . . . . . . . . . . . . . . . . . . . 34
Figure 3.7 Influence of suction air temperature on heat balance data (9910DT157 rev. d) . . . . . . . . . . . . . . . . . . . . . . . . . . 35
Figure 3.8 SFOC trend for propulsion engines operated according a propeller law (9910ZT400 rev c). . . . . . . . . . . . . . . . . 35
Figure 3.9 Influence of LT cooling water temperature before engine (9910ZT302 rev. a). . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Figure 4.1 Definitions (9604DT105 rev. -) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
Figure 4.2 Cross section of in-line engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
Figure 4.3 Cross section of V-engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42
Figure 5.1 Mounting of flexible hoses
(V60B0100 rev.-) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
Figure 6.1 Internal fuel system MDF installations (9517ZT101 rev. a). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
Figure 6.2 Typical example of external fuel system for single engine installation, MDF (9517ZT255 rev. -). . . . . . . . . . . . . . 51
Figure 6.3 Typical example of external fuel system for multiple engine installation, MDF (9517ZT256 rev. -) . . . . . . . . . . . . 52
Figure 6.4 Fuel oil viscosity-temperature diagram for determining the pre-heating temperatures of fuel oils
(4V92G0071 rev. a) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 53
Figure 6.5 Internal fuel system HFO installations (9517ZT102 rev. a) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Figure 6.6 HFO Separating system (9517ZT291 rev. -) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
Figure 6.7 Fuel oil feeder booster unit example . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
Figure 6.8 Fuel oil feeder booster unit (9517ZT292 rev. -) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
Figure 6.9 Typical example of an external fuel system for auxiliary engines running at HFO (9517ZT257 rev. -). . . . . . . . . . 65
Marine Project Guide W26A - 1/2003 lof-i

List of figures
Figure 7.1 Internal lubricating oil system dry sump (9517ZT106 rev. a) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
Figure 7.2 Internal lubricating oil system dry sump special, only possible for in-line engines (9517ZT107 rev. a). . . . . . . . . 72
Figure 7.3 Internal lubricating oil system wet sump (9517ZT104 rev. a) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 73
Figure 7.4 Typical example of an external lubricating oil system for a single main engine with a dry sump
(9517ZT258 rev. -) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75
Figure 7.5 Typical example of an external lubricating oil system for a single engine installation with dry sump and higher
located sump (9517ZT259 rev. -) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
Figure 7.6 Typical example of an external lubricating oil system for a wet sump engine (9517ZT260 rev. -). . . . . . . . . . . . . 77
Figure 7.7 Separator lubricating oil system (9517ZT293 rev. -) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 79
Figure 7.8 Condensate trap (V76E2522) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80
Figure 8.1 Internal starting air system (9517ZT108) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
Figure 8.2 Starting air receiver. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Figure 8.3 External starting air system, single engine (9517ZT261 rev. -). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 84
Figure 8.4 External starting air system, 2 engines (9517ZT262 rev. -) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Figure 9.1 Pump curves W26 (9910ZT141 rev. -) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
Figure 9.2 Internal cooling water system (9517ZT112 rev. a) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Figure 9.3 Central cooler, main dimensions (V47F0003 rev. -) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Figure 9.4 Principle of box cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
Figure 9.5 Pressurised expansion tank (9811MR166 rev. -) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
Figure 9.6 Electric pre-heating unit, main dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
Figure 9.7 Automatic de-aerator (9811MR102 rev. -) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Figure 9.8 External HT cooling water flow as a function of the HT inlet temperature. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
Figure 9.9 Cooling water system single engine installation with combined cooler, small amount of heat recovery, standby
pumps, additive dosing tank and drain tank (9517ZT263 rev. -) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Figure 9.10 Cooling water system single engine installation with combined cooler, maximum heat recovery, standby pumps,
additive dosing tank and drain tank. Equipment cooler in parallel only possible for 6L and 12V engines
(9517ZT265 rev. -) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
Figure 9.11 Cooling water system single engine installation, small amount of heat recovery, equipment cooler,standby
pumps, additive dosing tank and drain tank. (9517ZT264 rev. -). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
Figure 9.12 Cooling water system single engine installation separate coolers, maximum heat recovery,standby pumps, addi-
tive dosing tank and drain tank (9517ZT266 rev. -) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 100
Figure 9.13 Cooling water system multiple engine installation with combined cooler, additive dosing tank and drain tank
(9517ZT267 rev. -) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Figure 9.14 External thermostatic valve arrangement, LT cooling water system (9517ZT268 rev. -) . . . . . . . . . . . . . . . . . . . 102
Figure 9.15 External thermostatic valve arrangement, HT cooling water system (9517ZT269 rev. -). . . . . . . . . . . . . . . . . . . 103
Figure 9.16 Optionally in-line engines can be delivered with an engine driven raw water pump (9517ZT270 rev. -) . . . . . . . 104
Figure 10.1 Engine room ventilation (V69E8169 rev. -) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
Figure 11.1 Exhaust outlet possibilities W6L26A (9604ZT517+526+527) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 11.2 Exhaust outlet possibilities W26A 8 & 9L (9604ZT517+526+527) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 11.3 Exhaust outlet possibilities W26A 12, 16 & 18V (9604ZT517+526+527) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 109
Figure 11.4 Internal charge air and exhaust gas system, pulse system (9517ZT113 rev. a). . . . . . . . . . . . . . . . . . . . . . . . . . 110
Figure 11.5 Internal charge air and Exhaust gas system, SPEX system (9517ZT114 rev. a) . . . . . . . . . . . . . . . . . . . . . . . . . 111
Figure 11.6 Exhaust gas silencer (9855MR366 rev. -) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Figure 11.7 External exhaust gas system (V69E8170 rev. -) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
Figure 11.8 External exhaust gas system with SCR (V69E8171 rev. -) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
Figure 12.1 Turbine cleaning (9517ZT248 rev. -). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
Figure 13.1 IMO NOx emission limit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
Figure 13.2 Typical diagram for Compact SCR (V28A0006 rev. a) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120
Figure 14.1 Engine overview W26 with basic engine automation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 121
lof-ii Marine Project Guide W26A - 1/2003

List of figures
Figure 14.2 Engine junction box/ local control panel. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122

Figure 14.3 Engine overview W26 with WECS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
Figure 14.4 Components in a WECS system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128
Figure 14.5 Power supply for WECS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
Figure 14.6 Potential free contact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
Figure 14.7 Potential free opto connection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
Figure 14.8 Hardwired outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
Figure 14.9 Hardwired inputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 132
Figure 14.10 Local Display Unit WECS 2000 (engine mounted) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 138
Figure 14.11 Backup instruments WECS 2000 (placed on the WECS cabinet next to the LDU) . . . . . . . . . . . . . . . . . . . . . . . 139
Figure 14.12 Local control buttons WECS 2000 (placed on the WECS cabinet below the LDU) . . . . . . . . . . . . . . . . . . . . . . . 139
Figure 14.13 WECS CRC byte sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 140
Figure 14.14 Principal diagram speed governor with electronic speed controller. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
Figure 15.1 Diesel electric ship, medium voltage network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
Figure 15.2 Auxiliary Diesel Generator sets, low voltage network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150
Figure 15.3 Combined network of shaft generator(s) and Auxiliary Diesel Generator sets, low voltage . . . . . . . . . . . . . . . . 150
Figure 16.1 Clearance bolt (9813ZT122 rev. -) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 152
Figure 16.2 Fitting bolt (9813ZT121 rev. -) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 153
Figure 16.3 Feet seating top-view, W26 in-line engines (9813ZT111 rev. -) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
Figure 16.4 Feet seating top-view, W26 V-engines (9813ZT113 rev. -) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155
Figure 16.5 Recommended foundation design and mounting possibilities for W26 engines. (9813ZT120 rev. -) . . . . . . . . . 156
Figure 16.6 Foundation top-view and drilling plan, W26 in-line engines (9813ZT110 rev. -) . . . . . . . . . . . . . . . . . . . . . . . . . 157
Figure 16.7 Foundation top-view and drilling plan, W26 V-engines (9813ZT112 rev. -) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 158
Figure 16.8 Standard generator dimensions and common base frame arrangement.
(9506ZT732 rev. -) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
Figure 17.1 Coordinate system of the external torques . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
Figure 17.2 Typical structure borne noise levels for W26 (Lowest value for 6L, highest for 18V) (9910ZT460 rev. a) . . . . . . 162
Figure 17.3 Typical surface radiated noise levels for W26 (Lowest value for 6L, highest for 18V) (9910ZT460 rev. a) . . . . . 162
Figure 17.4 Typical exhaust noise levels for W26 (Lowest value for 6L, highest for 18V) (9910ZT460 rev. a) . . . . . . . . . . . . 162
Figure 17.5 Typical inlet air noise levels for W26 (Lowest value for 6L, highest for 18V) (9910ZT460 rev. a) . . . . . . . . . . . . . 162
Figure 18.1 PTO-shaft arrangement of standard PTO shaft for in-line engines (9582ZT101 rev. -) . . . . . . . . . . . . . . . . . . . . 164
Figure 18.2 Special PTO-shaft arrangement with external support bearing for in-line engines (9582ZT103 rev. -) . . . . . . . . 164
Figure 18.3 PTO-shaft arrangement of standard PTO shaft for V engines (9582ZT102 rev. -) . . . . . . . . . . . . . . . . . . . . . . . . 165
Figure 18.4 Special PTO-shaft arrangement with external support bearing for V engines (9582ZT104 rev. -). . . . . . . . . . . . 165
Figure 19.1 Crankshaft centre distances, in-line engines (9506ZT720 rev. a) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
Figure 19.2 Crankshaft centre distances, V engines (9506ZT721 rev. a) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 167
Figure 19.3 Main engine arrangement in-line and Vee. (9506ZT727 rev. -) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 168
Figure 19.4 maintenance space requirements for In-line engines (9582ZT105 and 9582ZT107 rev. -) . . . . . . . . . . . . . . . . . 170
Figure 19.5 maintenance space requirements for V engines, (9582ZT108 and 9582ZT109 rev. -) . . . . . . . . . . . . . . . . . . . . 171
Figure 20.1 Lifting of in-line and V-engines (9610ZT127 rev. -) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 172
Figure 20.2 Lifting of generator sets (9610ZT129 rev. -) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 173
Figure 21.1 Lubricating oil cooler dimensions and weights (9604ZT 393 rev. e) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175
Figure 21.2 Turbo charger dimensions and weights (9604ZT 393 rev. e) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 175
Figure 21.3 Charger air cooler dimensions and weights (9604ZT 393 rev. e) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 176
Figure 21.4 Major spare parts (9604ZT 393 rev. e) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177
Figure A.1 List of used symbols (9582ZT106 rev. -) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i
Marine Project Guide W26A - 1/2003 lof-iii

List of tables
List of tables
Table 1.1 Rating table for main engines (9910ZT220 rev. c) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1

Table 1.2 Rating table for auxiliary and diesel electric engines (9910ZT220 rev. c) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Table 1.3 MDF Specifications (9910DT115) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
Table 1.4 HFO Specifications (9910DT115) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Table 1.5 W26 In-line engine dimensions (9604ZT394 rev. g) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Table 1.6 W26 V-engine dimensions (9604ZT383 rev. a) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Table 1.7 W26 generating set dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Table 2.1 Synchronous speed of generators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Table 5.1 Recommended maximum fluid velocities and flow rates for pipework* . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
Table 5.2 Classes of piping systems as per DNV rules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
Table 5.3 Pipe cleaning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
Table 6.1 Minimum day tank temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Table 6.2 Temperature rise in heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Table 7.1 Fuel standards and lubricating oil requirements (9910DT153 rev. e) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
Table 7.2 Approved system oils - fuel categories A and B recommended in the first place in marine diesel fuel installations
(9910DT153 rev. e) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
Table 7.3 Approved system oils - fuel category C (9910DT153 rev. e) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
Table 7.4 Approved system oils - fuel categories A, B, C and D (9910DT153 rev. e) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 69
Table 8.1 Dimensions starting air receiver . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Table 8.2 Starting air compressor and receiver capacities for starting the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
Table 9.1a Approved cooling water treatment products (9910DT163 rev. b) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 86
Table 9.1b Approved cooling water treatment products (9910DT163 rev. b) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 87
Table 11.1 Typical dimensions of the exhaust gas silencer. Attenuation 35 dB(A) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
Table 13.1 Smoke evidences . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
Table 13.2 ISO 8178 test cycles defining the weighted averages. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 118
Table 14.1 Pressure gauges placed near the engine junction box (see figure 14.2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
Table 14.2 Thermometers, locally placed on the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
Table 14.3 Electrical indication instruments on engine junction box (see figure 14.2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
Table 14.4a Available sensors for basic engine automation (9530ZT644 rev. b). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 124
Table 14.4b Available sensors for basic engine automation (9530ZT644 rev. b). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 125
Table 14.6a MODBUS signal list for WECS2000. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
Table 14.6b MODBUS signal list for WECS2000. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 137
Table 14.7 Number of MODBUS addresses for different cylinder numbers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 141
Table 15.1 Maximum allowed frequency and voltage drop according class. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 144
Table 16.1 Total load on resin chocks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 154
Table 17.1 External forces (AEM00038) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 160
Table 17.2 External couples (AEM00038) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
Table 17.3 Torque variation
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
Table 17.4 Mass moment of inertia. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 161
Table 18.1 Maximum allowable loading crankshaft flanges (can be applied simultaneously) (9910ZT161 rev. c) . . . . . . . . 164
Table 21.1 Time between overhauls and expected lifetimes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174
Table A.1 Conversion table length. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . a-ii
Marine Project Guide W26A - 1/2003 lot-i

List of tables
Table A.2 Conversion table area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . a-ii

Table A.3 Conversion table volume . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . a-ii
Table A.4 Conversion table mass . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . a-iii
Table A.5 Conversion table density . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . a-iii
Table A.6 Conversion table Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . a-iii
Table A.7 Conversion table energy . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . a-iii
Table A.8 Conversion table pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . a-iv
Table A.9 Conversion table mass-flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . a-iv
Table A.10 Conversion table volume-flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . a-iv
Table A.11 Main fuel denominations table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . a-vi
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Introduction

Wärtsilä Italia S.p.A.

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . i 7 Lubricating oil system . . . . . . . . . . . . . . . . . . . . . . 66

1 General data and outputs . . . . . . . . . . . . . . . . . . . . 1 7.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66

Marine Project Guide W26A - 1/2003 iii

14.3 WECS 2000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 128 18.3 Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 163

iv Marine Project Guide W26A - 1/2003

1 General data and outputs

2 exhaust valves 900 rpm 1000 rpm

Marine Project Guide W26A - 1/2003 1

Table 1.3 MDF Specifications (9910DT115)

ISO-F ISO-F ISO-F ISO-F Test method

2 Marine Project Guide W26A - 1/2003

• BS MA 100: 1996, RMH 55 and RMK 55

Table 1.4 HFO Specifications (9910DT115)

Marine Project Guide W26A - 1/2003 3

1.5 Principal dimensions and weights

Table 1.5 W26 In-line engine dimensions (9604ZT394 rev. g)

Engine A* A B C D E F wet F dry G H I K M N Weight 1) [ton]

4 Marine Project Guide W26A - 1/2003

1.5.2 W26 V engines

Table 1.6 W26 V-engine dimensions (9604ZT383 rev. a)

Engine A* A B C D E F wet F dry G H I K M N O Weight 1) [ton]

Marine Project Guide W26A - 1/2003 5

1.5.3 Generating sets

Length (free end)

Table 1.7 W26 generating set dimensions

Length Turbo Length Turbo

6 Marine Project Guide W26A - 1/2003

Figure 2.1 Propeller power absorption in different conditions - example

Other propeller locked

Marine Project Guide W26A - 1/2003 7

2.2 Clutch-in It is of utmost importance that the propeller designer has

Many solutions are possible to solve this problem:

8 Marine Project Guide W26A - 1/2003

OPERATING AREA W26A CPP 310kW/cyl NOMINAL SPEED 900 rpm

MECHANICAL FUEL STOP

OPERATING AREA W26A CPP 325kW/cyl NOMINAL SPEED 1000 rpm

150 FOR EMERGENCY

Marine Project Guide W26A - 1/2003 9

OPERATING AREA W6L26A HO CPP 2025kW NOMINAL SPEED 1000 rpm

OPERATING AREA W26A FPP 295kW/cyl 900 rpm

RANGE FOR OPTIONAL RANGE FOR

10 Marine Project Guide W26A - 1/2003

OPERATING AREA W26A FPP 310kW/cyl 1000 rpm

RANGE FOR TEMPORARY

100 RANGE FOR

300 400 500 600 700 800 900 1000

OPERATING AREA 6L26A HO FPP 1950kW 1000 rpm

600 RANGE FOR

300 400 500 600 700 800 900 1000

Marine Project Guide W26A - 1/2003 11

Voith-Schneider propellers This configuration, when the dredging pumps are

OPERATING AREA W26A Pump drive 300kW/cyl

300 LOAD LIMIT CURVE

12 Marine Project Guide W26A - 1/2003

• Isochronous load sharing (see also chapter 15.3 on

this way the operating areas (shown in figures 2.2-8)

In case of an electronic controller the required amount of

Marine Project Guide W26A - 1/2003 13

Figure 2.10 Gradual power increase at variable speed (9910ZT700 rev. b)

W26A CPP. FPP (gradual load increase)

2.5.1 Diesel-mechanical propulsion Loading capacity and overload specifications are to be

14 Marine Project Guide W26A - 1/2003