Wartsila 32

Wärtsilä 32 - Project guide
W0202 / Bock´s Office / Prodo

Project guide
Wärtsilä Finland Oy
P.O. Box 252 Tel: +358 10 709 0000
65101 Vaasa, Finland Fax: +358 6 356 7188
Introduction
Introduction
This Project Guide provides engine data and system proposals for the early design phase of marine engine instal-
lations. For contracted projects specific instructions for planning the installation are always delivered.
Any data and information herein is subject to revision without notice.
This 1/2004 issue replaces all previous issues of the Wärtsilä 32 Project Guides. Numerous revisions have been
made. Also the structure of this Project Guide has been amended.
Marine
Application Technology
Vaasa, January 2004
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 THE RESPECTIVE PRODUCT BEING DIFFERENT
FROM THOSE SHOWN IN THIS PUBLICATION. THE PUBLISHER AND COPYRIGHT OWNER SHALL NOT BE LIABLE UNDER ANY CIRCUMSTANCES,
FOR ANY CONSEQUENTIAL, SPECIAL, CONTINGENT, OR INCIDENTAL DAMAGES OR INJURY, FINANCIAL OR OTHERWISE, SUFFERED BY ANY
PART ARISING OUT OF, CONNECTED WITH, OR RESULTING FROM THE USE OF THIS PUBLICATION OR THE INFORMATION CONTAINED
THEREIN.
COPYRIGHT © 2004 BY WÄRTSILÄ FINLAND OY

ALL RIGHTS RESERVED. NO PART OF THIS PUBLICATION MAY BE REPRODUCED OR COPIED IN ANY FORM OR BY ANY MEANS, WITHOUT PRIOR
WRITTEN PERMISSION OF THE COPYRIGHT OWNER.
Marine Project Guide W32 - 1/2004 i

Table of Contents
12.2 Compressor cleaning system. . . . . . . . . . . . . . . . . 98

Table of Contents 13. Exhaust emissions . . . . . . . . . . . . . . . . . . . . . . . . 99
13.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
1. General data and outputs . . . . . . . . . . . . . . . . . . . 1 13.2 Diesel engine exhaust components . . . . . . . . . . . . 99
1.1 Technical main data . . . . . . . . . . . . . . . . . . . . . . . . . 1 13.3 Marine exhaust emissions legislation. . . . . . . . . . 100
1.2 Maximum continuous output . . . . . . . . . . . . . . . . . . 1 13.4 Methods to reduce exhaust emissions . . . . . . . . 101
1.3 Reference conditions . . . . . . . . . . . . . . . . . . . . . . . . 1 13.5 Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
1.4 Principal dimensions and weights . . . . . . . . . . . . . . 4
14. Automation system . . . . . . . . . . . . . . . . . . . . . . 104
2. Operating ranges . . . . . . . . . . . . . . . . . . . . . . . . . . 8 14.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 14.2 Power supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . 105
2.2 Matching the engines with driven equipment . . . . . 9 14.3 Speed measuring . . . . . . . . . . . . . . . . . . . . . . . . . 105
2.3 Loading capacity . . . . . . . . . . . . . . . . . . . . . . . . . . 16 14.4 Safety system. . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
2.4 Ambient conditions . . . . . . . . . . . . . . . . . . . . . . . . 16 14.5 Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 110
3. Technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . 18 14.6 Overview of hardwired signals . . . . . . . . . . . . . . . 112
14.7 Modbus communication link . . . . . . . . . . . . . . . . 113
4. Description of the engine . . . . . . . . . . . . . . . . . . 30 14.8 Monitoring and alarm sensors . . . . . . . . . . . . . . . 114
4.1 Definitions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 14.9 Instrumentation . . . . . . . . . . . . . . . . . . . . . . . . . . 115
4.2 Main components . . . . . . . . . . . . . . . . . . . . . . . . . 30 14.10 Stand-by pumps . . . . . . . . . . . . . . . . . . . . . . . . . 116
4.3 Cross section of the engine . . . . . . . . . . . . . . . . . . 33 14.11 Electric pre-lubricating pump. . . . . . . . . . . . . . . . 117
4.4 Overhaul intervals and expected life times . . . . . . 35 14.12 Preheating of cooling water . . . . . . . . . . . . . . . . . 117
5. Piping design, treatment and installation . . . . . 36 14.13 Electric turning device . . . . . . . . . . . . . . . . . . . . . 117
14.14 Speed control. . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
5.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
14.15 Modbus description . . . . . . . . . . . . . . . . . . . . . . . 119
5.2 Pipe dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
5.3 Trace heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 15. Electrical power generation and management 122
5.4 Pressure class . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38 15.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122
5.5 Pipe class . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 15.2 Electric power generation . . . . . . . . . . . . . . . . . . 123
5.6 Insulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 15.3 Electric power management system (PMS) . . . . . 125
5.7 Local gauges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39 15.4 Typical one line main diagrams . . . . . . . . . . . . . . 128
5.8 Cleaning procedures . . . . . . . . . . . . . . . . . . . . . . . 39
5.9 Flexible pipe connections . . . . . . . . . . . . . . . . . . . 40 16. Foundation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
5.10 Clamping of pipes . . . . . . . . . . . . . . . . . . . . . . . . . 40 16.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 130
16.2 Steel structure design . . . . . . . . . . . . . . . . . . . . . 130
6. Fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 16.3 Reduction gear foundations . . . . . . . . . . . . . . . . . 130
6.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 42 16.4 Free end PTO driven equipment foundations . . . 130
6.2 MDF installations . . . . . . . . . . . . . . . . . . . . . . . . . . 42 16.5 Mounting of main engines . . . . . . . . . . . . . . . . . . 130
6.3 Example system diagrams (MDF) . . . . . . . . . . . . . 48 16.6 Mounting of generating sets . . . . . . . . . . . . . . . . 142
6.4 HFO installations . . . . . . . . . . . . . . . . . . . . . . . . . . 50 16.7 Flexible pipe connections . . . . . . . . . . . . . . . . . . 144
6.5 Example system diagrams (HFO). . . . . . . . . . . . . . 58
17. Vibration and noise . . . . . . . . . . . . . . . . . . . . . . 145
7. Lubricating oil system . . . . . . . . . . . . . . . . . . . . . 60 17.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 145
7.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60 17.2 External forces and couples. . . . . . . . . . . . . . . . . 145
7.2 Lubricating oil quality . . . . . . . . . . . . . . . . . . . . . . . 60 17.3 Torque variations . . . . . . . . . . . . . . . . . . . . . . . . . 146
7.3 Internal lubricating oil system. . . . . . . . . . . . . . . . . 64 17.4 Mass moments of inertia . . . . . . . . . . . . . . . . . . . 146
7.4 External lubrication oil system . . . . . . . . . . . . . . . . 66 17.5 Air borne noise . . . . . . . . . . . . . . . . . . . . . . . . . . . 147
7.5 Separation system . . . . . . . . . . . . . . . . . . . . . . . . . 67
7.6 Filling, transfer and storage . . . . . . . . . . . . . . . . . . 67 18. Power transmission . . . . . . . . . . . . . . . . . . . . . . 148
7.7 Crankcase ventilation system . . . . . . . . . . . . . . . . 68 18.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 148
7.8 Flushing instructions . . . . . . . . . . . . . . . . . . . . . . . 68 18.2 Connection to generator . . . . . . . . . . . . . . . . . . . 148
7.9 Example system diagrams . . . . . . . . . . . . . . . . . . . 69 18.3 Flexible coupling . . . . . . . . . . . . . . . . . . . . . . . . . 149
18.4 Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
8. Compressed air system. . . . . . . . . . . . . . . . . . . . 71 18.5 Shaftline locking device and brake . . . . . . . . . . . 149
8.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71 18.6 Power-take-off from the free end. . . . . . . . . . . . . 150
8.2 Compressed air quality . . . . . . . . . . . . . . . . . . . . . 71 18.7 Torsional vibration calculations . . . . . . . . . . . . . . 151
8.3 Internal starting air system . . . . . . . . . . . . . . . . . . . 71 18.8 Turning gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 151
8.4 External starting air system . . . . . . . . . . . . . . . . . . 72
19. Engine room layout . . . . . . . . . . . . . . . . . . . . . . 152
9. Cooling water system . . . . . . . . . . . . . . . . . . . . . 75 19.1 Crankshaft distances . . . . . . . . . . . . . . . . . . . . . . 152
9.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 75 19.2 Space requirements for maintenance . . . . . . . . . 159
9.2 Internal cooling water system . . . . . . . . . . . . . . . . 76 19.3 Transportation and storage of spare parts and tools
9.3 External cooling water system . . . . . . . . . . . . . . . . 80 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 159
9.4 Example system diagrams . . . . . . . . . . . . . . . . . . . 84 19.4 Required deck area for service work . . . . . . . . . . 159
10. Combustion air system . . . . . . . . . . . . . . . . . . . . 89 20. Transport dimensions and weights . . . . . . . . . 164
10.1 Engine room ventilation . . . . . . . . . . . . . . . . . . . . . 89 20.1 Lifting of engines . . . . . . . . . . . . . . . . . . . . . . . . . 164
10.2 Combustion air quality . . . . . . . . . . . . . . . . . . . . . . 89 20.2 Engine components . . . . . . . . . . . . . . . . . . . . . . . 166
10.3 Combustion air system design. . . . . . . . . . . . . . . . 89
21. Dimensional drawings . . . . . . . . . . . . . . . . . . . . 168
11. Exhaust gas system . . . . . . . . . . . . . . . . . . . . . . . 92 21.1 Notes for the CD-ROM. . . . . . . . . . . . . . . . . . . . . 168
11.1 Internal exhaust gas system. . . . . . . . . . . . . . . . . . 92
22. ANNEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 169
11.2 External exhaust gas system . . . . . . . . . . . . . . . . . 95
22.1 Ship inclination angles . . . . . . . . . . . . . . . . . . . . . 169
12. Turbocharger cleaning. . . . . . . . . . . . . . . . . . . . . 98 22.2 Unit conversion tables . . . . . . . . . . . . . . . . . . . . . 170
12.1 Turbine cleaning system . . . . . . . . . . . . . . . . . . . . 98 22.3 Collection of drawing symbols used in drawings. 173
ii Marine Project Guide W32 - 1/2004

1. General data and outputs

1.1 Technical main data
The Wärtsilä 32 is a 4-stroke, non-reversible, turbocharged Table 1.1 Rating table for main engines.
and intercooled diesel engine with direct injection of fuel. Engine Output at
Cylinder bore 320 mm 720 RPM 750 RPM*
Stroke 400 mm 450 kW/cyl 480 kW/cyl 460 kW/cyl 500 kW/cyl
Piston displacement 32.2 l/cyl kW kW kW kW
Number of valves 2 inlet valves and 6L32 2700 2880 2760 3000
2 exhaust valves 8L32 3600 3840 3680 4000
Cylinder configuration 6, 8 and 9 in-line 9L32 4050 4320 4140 4500
12, 16 and 18 in V-form 12V32 5400 5760 5520 6000
Direction of rotation Clockwise, counter- 16V32 7200 7680 7360 8000
clockwise on request 18V32 8100 8640 8280 9000
* 750 rpm is recommended for main engines.

1.2 Maximum continuous output
The mean effective pressure Pe can be calculated as fol- The maximum fuel rack position is mechanically limited to
lows: 100% of the continuous output for main engines.
The permissible overload is 10% for one hour every twelve
9
P ´ c ´ 1.2 ´ 10 hours. The maximum fuel rack position is mechanically
Pe = 2 limited to 110% continuous output for auxiliary engines.
D ´ L´n´p
The generator outputs are calculated for an efficiency of
0.96 and a power factor of 0.8.
Where:
Pe = mean effective pressure [bar]
P = output per cylinder [kW]
1.3 Reference conditions
n = engine speed [r/min] The output is available up to a charge air coolant tempera-
D = cylinder diameter [mm] ture of max. 38°C and an air temperature of max. 45°C. For
higher temperatures, the output has to be reduced accord-
L = length of piston stroke [mm]
ing to the formula stated in ISO 3046-1:2002(E).
c = operating cycle (4)
Table 1.2 Rating table for auxiliary engines.

Engine Output at
720 RPM/60 Hz 750 RPM/50 Hz
450 kW/cyl 480 kW/cyl 460 kW/cyl 500 kW/cyl
Engine Generator Engine Generator Engine Generator Engine Generator
(kW) (kVA) (kW) (kVA) (kW) (kVA) (kW) (kVA)
6L32 2700 3240 2880 3460 2760 3310 3000 3600
8L32 3600 4320 3840 4610 3680 4420 4000 4800
9L32 4050 4860 4320 5180 4140 4970 4500 5400
12V32 5400 6480 5760 6910 5520 6620 6000 7200
16V32 7200 8640 7680 9220 7360 8830 8000 9600
18V32 8100 9720 8640 10370 8280 9940 9000 10800
Marine Project Guide W32 - 1/2004 1

The specific fuel consumption is stated in the chapter for • air temperature 25°C
Technical data with the reference for the engine driven • relative humidity 30%
equipment and the effect they have on the specific fuel
consumption. The statement applies to engines operating • charge air coolant temperature 25°C
in ambient conditions according to ISO. For other than ISO 3046-1 conditions the same standard
• total barometric pressure 100 kPa gives correction factors on the fuel oil consumption.
1.3.1 Fuel characteristics

Table 1.3 MDF Specifications.
Property Unit ISO-F-DMX ISO-F-DMA ISO-F-DMB ISO-F-DMC1) Test method ref.
Viscosity min., before injection pumps 2) cSt 2 2 2 2 ISO 3104
Viscosity max. cSt at 40°C 5.5 6 11 14 ISO 3104
Viscosity max, before injection pumps 2) 24 24 24 24 ISO 3104
Density, max. kg/m³ at 3) 890 900 920 ISO 3675 or
15°C 12185
Cetane number 45 40 35 — ISO 5165 or 4264
Water, max. % volume — — 0.3 0.3 ISO 3733
Sulphur, max. % mass 1 1.5 2 2 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
Aluminium + Silicon before engine, mg/kg — — — 15 ISO 10478
max. 2)
Carbon residue (micro method, 10 % % mass 0.30 0.30 — — ISO 10370
vol dist.bottoms), max.
Carbon residue (micro method), max. % mass — — 0.30 2.50 ISO 10370
Flash point (PMCC), min. 2) °C 60 60 60 60 ISO 2719
Pour point, max. 4) °C — -6 - 0 0–6 0–6 ISO 3016
Sediment % mass — — 0.07 — ISO 3735
Total sediment potential, max. % mass — — — 0.1 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.
Lubricating oil, foreign substances or chemical waste, hazardous to the safety of the installation or detrimental to the perfor-
mance of the engines, should not be contained in the fuel.
2 Marine Project Guide W32 - 1/2004

The fuel specification “HFO 2" is based on the ISO This tighter specification is an alternative and by using this
8217:1996(E) standard and covers the fuel categories specification, longer overhaul intervals of specific engine
IS-F-RMA10 - RMK55. Additionally ”HFO 1" has been components are possible. See table in the chapter for De-
defined. scription of the engine.
Table 1.4 HFO Specifications.

Property Unit Limit HFO 1 Limit HFO 2 Test method ref.
Viscosity, max. cSt at 50°C 55 55 ISO 3104
cSt at 100°C 730 730
Redwood No. 1 s at 7200 7200
100°F
Density, max. kg/m³ at 15°C 991 1)/1010 991 1)/1010 ISO 3675 or 12185
CCAI, max.4) 850 870 2) ISO 8217
Water, max. % volume 1.0 1.0 ISO 3733
Water before engine, max.4) % volume 0.3 0.3 ISO 3733
Sulphur, max. % mass 2.0 5.0 ISO 8754
Ash, max. % mass 0.05 0.20 ISO 6245
Vanadium, max. mg/kg 100 600 3) ISO 14597
Sodium, max.4) mg/kg 50 100 3) ISO 10478
Sodium before engine, max.4) mg/kg 30 30 ISO 10478
Aluminium + Silicon, max. mg/kg 30 80 ISO 10478
Aluminium + Silicon before engine, mg/kg 15 15 ISO 10478
max.4)
Conradson carbon residue, max. % mass 15 22 ISO 10370
Asphaltenes, max.4) % mass 8 14 ASTM D 3279
Flash point (PMCC), min. °C 60 60 ISO 2719
Pour point, max. °C 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 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 max. 850 to 870 range at the
moment.
3) Sodium contributes to hot corrosion on exhaust valves when combined with high sulphur and vanadium contents. So-
dium also contributes strongly to fouling of the exhaust gas turbine blading at high loads. The aggressiveness of the fuel de-
pends 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 difficult to set strict limits
based only on the sodium and vanadium content of the fuel. Also a fuel with lower sodium and vanadium contents that
specified above, can cause hot corrosion on engine components.
4) Additional properties specified by the engine manufacturer, which are not included in the ISO specification.
Lubricating oil, foreign substances or chemical waste, haz- specifically mentioned in the standards but should also be
ardous to the safety of the installation or detrimental to the fulfilled.
performance of the engines, should not be contained in the • BS MA 100: 1996, RMH 55 and RMK 55
fuel.
• CIMAC 1990, Class H55 and K55
The limits above also correspond to the demands of the
following standards. The properties marked with 4) are not • ISO 8217: 1996(E), ISO-F-RMH 55 and RMK 55

1.4 Principal dimensions and weights

Figure 1.1 In-line engines (3V58E0475h).
Engine A* A B* B C D E F G H I K
6L32 5108 5267 2268 2268 2207 2345 500 1153 3670 250 886 1350
8L32 6478 6480 2438 2418 2207 2345 500 1153 4650 250 886 1350
9L32 6968 7086 2438 2418 2207 2345 500 1153 5140 250 886 1350
Weight
Engine M N* N P* P R* R S* S T* T
[ton]
6L32 1258 877 1185 1848 1848 420 420 660 660 100 261 35.5
8L32 1258 1294 1418 1920 1900 495 525 730 730 85 275 45.0
9L32 1258 1294 1534 1920 1900 495 495 730 730 85 325 48.5
* Turbocharger at flywheel end

Weights (in metric tons) with liquids (wet sump) but without flywheel
[All dimensions in mm]

Figure 1.2 V-engines (3V58E0603, 3V58E0476h).
Engine A* A B* B C* C D E F G H I K
12V32 6795 6435 2350 2390 2857 2870 2120 650 1475 4150 300 1220 1590
12V32 1) (6828) (6837) (2338) (2378)
16V32 - 7890 - 2523 - 3293 2120 650 1475 5270 300 1220 1590
16V32 1) (8206) (2433) (3296)
18V32 - 8450 - 2523 - 3293 2120 650 1475 5830 300 1220 1590
18V32 1) (8766) (2433) (3296)
Weight
Engine M N* N O P* P R* R S* S T* T [ton]
12V32 1429 1568 1577 850 1918 1958 420 420 545 552 563 573 60.5
12V32 1) (1435)
16V32 1647 - 1912 850 - 1998 - 495 - 525 - 625 76.0
16V32 1) (1648) (1826) (1915) (535)
18V32 1647 - 1912 850 - 1998 - 495 - 525 - 625 82.5
18V32 1) (1648) (1826) (1915) (535)
1)Engines with a cylinder output of 450, 460 kW/cyl.

* Turbocharger at flywheel end
Weights (in metric tons) with liquids (wet sump) but without flywheel

Figure 1.3 Generating sets, in-line engine (3V58E0478f).
Engine A** B C** D** E F G H I K L Weight [ton]

6L32 9029 1271 7060 3789 2290 1910 1600 1046 1450 2345 3718 58.5
8L32 10463 1418 8260 4000 2690 2310 2000 1046 1630 2345 4055 75.0
9L32 10612 1534 8695 3552 2890 2510 2200 1046 1630 2345 4025 79.5
** Dependent on generator and coupling length

Weight is based on wet sump engine with engine liquids

Figure 1.4 Generating sets, V-engine (3V58E0477f, 3V58E0611).
Engine A** B C** D** E F G H I K L Weight [ton]

12V32 9992 1577 8020 3885 3060 2620 2200 1364 1700 2120 4089 100.5
12V32 1) (10065) (1650) (4078)
16V32 11692 1912 9380 4085 3060 2620 2200 1364 1850 2120 4373 115.0
16V32 1) (11605) (1825) (4260)
18V32 12007 1912 9690 3580 3360 2920 2500 1364 1850 2120 4373 132.5
18V32 1) (11920) (1825) (4260)
1)Engines with a cylinder output of 450, 460 kW/cyl.

** Dependent on generator and coupling length.
Weight is based on wet sump engine with engine liquids.

2. Operating ranges
2. Operating ranges
2.1 General Today’s development towards lower emissions, lower fuel
consumption and SCR compatibility also contribute to the
The operating field of the engine depends on the required restriction of the operating field.
output, and these should therefore be determined together.
This applies to both FPP and CPP applications. Concern- A matter of high importance is the matching of the propel-
ing FPP applications also the propeller matching must be ler and the engine. Weather conditions, acceleration, the
clarified. loading condition of the ship, draught and trim, the age and
fouling of the hull, and ice conditions all play an important
A diesel engine can deliver its full output only at full engine role.
speed. At lower speeds the available output and also the
available torque are limited to avoid thermal overload and With a FP propeller these factors all contribute to moving
turbocharger surging. This is because the turbocharger is the power absorption curve towards higher thermal load-
less efficient and the amount of scavenge air supplied to the ing of the engine. There is a risk for surging of the
engine is low. Often e.g. the exhaust valve temperature can turbocharger (when moving to the left in the power-rpm
be higher at low load (when running according to the pro- diagram). On the other hand, with a new and clean hull in
peller law) than at full load. Furthermore, the smallest dis- ballast draft the power absorption is lighter and full power
tance to the so-called surge limit of the compressor will not be absorbed as the maximum engine speed limits
typically occurs at part load. Margin is required to permit the speed range upwards. These drawbacks are avoided by
reasonable wear and fouling of the turbocharging system specifying CP-propellers.
and different ambient conditions (e.g. suction air tempera- A similar problem is encountered on twin-screw (or
ture). multi-screw) ships with fixed-pitch propellers running
As a rule, the higher the specified mean effective pressure with only one propeller. If one propeller is wind-milling
the narrower is the permitted engine operating range. This (rotating freely), the other propeller will feel an increased
is the reason why separate operating fields may be specified power absorption, and even more so, if the other propeller
for different output stages, and the available output for is blocked. The phenomenon is more pronounced on ships
FP-propellers may be lower than for CP-propellers. with a small block coefficient. The issue is illustrated in the
diagram below.
Figure 2.1. Propeller power absorption in different conditions - example.

3
Single screw ships
Bollard pull
Free running
Propeller power absorption, relative
2 Twin screw ships

Other propeller locked
Other propeller trailing (windmilling)
0
0 20 40 60 80 100
Propeller speed, relative

2. Operating ranges
The figure also indicates the magnitude of the so-called In projects where the standard operating field, standard
bollard pull curve, which means the propeller power ab- output or standard nominal speed do not satisfy all project
sorption curve at zero ship speed. It is a relevant condition specific demands, the engine maker should be contacted.
for some ship types, such as tugs, trawlers and icebreakers.
This diagram is valid for open propellers. Propellers run-
ning in nozzles are less sensitive to the speed of advance of
the ship. 2.2 Matching the engines with
The bollard pull curve is also relevant for all FPP applica- driven equipment
tions since the power absorption during acceleration is al-
ways somewhere between the free running curve and the 2.2.1 CP-propeller
bollard pull curve! If the free sailing curve is very close to
the 100% engine power curve and the bollard pull curve at Controllable pitch propellers are normally dimensioned
the same time is considerably higher than the 100% engine and classified to match the Maximum Continuous Rating
power curve, then the acceleration from zero ship speed of the prime mover(s). In case two (or several) engines are
will be very difficult. This is because the propeller will re- connected to the same propeller it is normally dimensioned
quire such a high torque at low speed that the engine is not corresponding to the total power of all connected prime
capable of increasing the speed. As a consequence the pro- movers. This is also the case if the propeller is driven by
peller will not develop enough thrust to accelerate the ship. prime movers of different types, as e.g. one diesel engine
and one electric motor (which may work as a shaft genera-
Heavy overload will also occur on a twin-screw vessel with
tor in some operating modes). In case the total power of all
FP propellers during manoeuvring, when one propeller is
connected prime movers will never be utilised, classifica-
reversed and the other one is operating forward. When
tion societies can approve a dimensioning for a lower
dimensioning FP propellers for a twin screw vessel, the
power in case the plant is equipped with an automatic over-
power absorption with only one propeller in operation
load protection system. The rated power of the propeller
should be max. 90% of the engine power curve, or alterna-
will affect the blade thickness, hub size and shafting dimen-
tively the bollard pull curve should be max 120% of the en-
sions.
gine power curve. Otherwise the engine must be de-rated
20-30% from the normal output for FPP applications. This Designing a CP-propeller is a complex issue, requiring
will involve extra costs for non-standard design and sepa- compromises between efficiency, cavitation, pressure
rate EIAPP certification. For this reason it is recom- pulses, and limitations imposed by the engine and a possi-
mended to select CP-propellers for twin-screw ships with ble shaft generator, all factors affecting the blade geometry.
mechanical propulsion. Generally speaking the point of optimisation (an optimum
pitch distribution) should correspond to the service speed
FP propeller should never be specified for a twin-in / sin-
and service power of the ship, but the issue may be compli-
gle-out reduction gear as one engine is not capable of driv-
cated in case the ship is intended to sail with various ship
ing a propeller designed for the power of two engines.
speeds, and even with different operating modes. Shaft
For ships intended for operation in heavy ice, the addi- generators or generators (or any other equipment) con-
tional torque of the ice should furthermore be considered. nected to the free end of the engine should be considered
For selecting the machinery, typically a sea margin of in case these will be used at sea.
10…15 % is applied, sometimes even 25…30 %. This The propeller efficiency is typically highest when running
means the relative increase in shaft power from trial condi- along the propeller curve defined by the design pitch, in
tions to typical service conditions (a margin covering in- other word requiring the engine at part load to run slowly
crease in ships resistance due to fouling of hull and and heavily. Typically also the efficiency of a diesel engine
propeller, rough seas, wind, shallow water depth etc). Fur- running at part load is somewhat higher when running at a
thermore, an engine margin of 10…15 % is often applied, lower speed than the nominal.
meaning that the ship’s specified service speed should be
Pressure side cavitation may easily occur when running at
achieved with 85…90 % of the MCR. These two inde-
high propeller speed and low pitch. This is a noisy type of
pendent parameters should be selected on a project spe-
cavitation and it may also be erosive. However the pressure
cific basis.
side cavitation behaviour can be improved a lot by a suit-
The minimum speed of the engine is a project specific is- able propeller blade design. Also cavitation at high power
sue, involving torsional vibrations, elastic mounting, may cause increased pressure pulses, which can be reduced
built-on pumps etc. by increased skew angle and optimized blade geometry.
It is of outmost importance that the propeller designer has
information about all the actual operation conditions for
the vessel. Often the main objective is to minimise the ex-

2. Operating ranges
tent and fluctuation of the suction side cavitation to reduce To optimise the operating performance considering these
propeller-induced hull vibrations and noise at high power, limitations CP-propellers are typically operating along a
while simultaneously avoiding noisy pressure side cavita- preset combinator curve, combining optimum speed and
tion and a large drop in efficiency at reduced propeller pitch throughout the whole power range, controlled by
pitch and power. one single control lever on the bridge. Applications with
The propeller may enter the pressure side cavitation area al- two engines connected to the same propeller must have
ready when reducing the power to less than half, maintain- separate combinator curves for one engine operation and
ing nominal speed. In twin-in/single-out installations the twin engine operation. This applies similarly to twin-screw
plant cannot be operated continuously with one engine and vessels. Two or several combinator curves may be foreseen
a shaft generator connected, if the shaft generator requires in complicated installations for different operating modes
operation at nominal propeller speed. (one-engine, two-engines, manoeuvring, free running etc).
Many solutions are possible to solve this problem: At a given propeller speed and pitch, the ship’s speed af-
fects the power absorption of the propeller. This effect is
• The shaft generator (connected to the secondary side of
to some extent ship-type specific, being more pronounced
the clutch) is used only when sailing with high power.
on ships with a small block coefficient. The power absorp-
• The shaft generator (connected to the secondary side of tion of the propeller can sometimes be almost twice as high
the clutch) is used only when manoeuvring with low or during acceleration than during free steady-state running.
moderate power, the transmission ratio being selected to Navigation in ice can also add to the torque absorption of
give nominal frequency at reduced propeller speed. the propeller.
• The shaft generator is connected to the primary side of An engine can deliver power also to other equipment like a
the clutch of one of the engines, and can be used inde- pump, which can overload the engine if used without prior
pendently from the propeller, e.g. to produce power for load reduction of the propeller.
thrusters during manoeuvring. For the above mentioned reasons an automatic load con-
• No shaft generator is installed. trol system is required in all installations running at variable
This type of issues are not only operational of nature, they speed. The purpose of this system is to protect the engine
have to be considered at an early stage when selecting the from thermal load and surging of the turbocharger. With
machinery configuration. For all these reasons it is essential this system the propeller pitch is automatically reduced
to know the ship’s operating profile when designing the when a pre-programmed load versus speed curve (the
propeller and defining the operating modes. “load curve”) is exceeded, overriding the combinator
curve if necessary. The load information must be derived
In normal applications no more than two engines should
from the actual fuel rack position and the speed should be
be connected to the same propeller.
the actual speed (and not the demand). A so-called over-
CP-propellers typically have the option of being operated load protection, which is active only at full fuel pump set-
at variable speed. To avoid the above mentioned pressure tings, is not sufficient in variable speed applications.
side cavitation the propeller speed should be kept suffi-
The diagrams below show the operating ranges for
ciently below the cavitation limit, but not lower than neces-
CP-propeller installations. The design range for the
sary. On the other hand, there are also limitations on the
combinator curve should be on the right hand side of the
engine’s side, such as avoiding thermal overload at lower
load limit curve. Operation in the shaded area is permitted
speeds.
only temporarily during transients.

2. Operating ranges
Figure 2.2. Operating field for CP Propeller (750rpm, 460 kW/cyl).
Wärtsilä 8L32 (750rpm, 460 kW/cyl)
Mech. fuel stop limit
450
400
Operating range temporarily
allowed e.g. during acceleration
and manouvering
350
Max. overload
limit
300
Load [kW/cyl]
250
Load limit curve

200
150 Combinator curve

example
100
Idling/clutch-in speed
range 500-550 rpm
50
0
400 450 500 550 600 650 700 750 800
Speed [rpm]
Wärtsilä 6L, 9L, V32 (750rpm, 460 kW/cyl)

450
400

350
and manouvering
300 Max. overload

limit
250
Load [kW/cyl]
200 Load limit curve
150
Combinator curve
example
100
50 Idling/clutch-in speed
range 450-500 rpm
400 450 500 550 600 650 700 750 800
Speed [rpm]

2. Operating ranges
Figure 2.3 Operating field for CP Propeller (750rpm, 500kW/cyl).
Wärtsilä 8L32 (750rpm, 500 kW/cyl)

500
450
and manouvering
400
350
Max. overload limit
300
Load [kW/cyl]
Load limit curve

250
200
150 Combinator curve

(example)
100
Idling / clutch-in speed range

50 500-550 rpm
0
400 450 500 550 600 650 700 750 800
Speed [rpm]
Wärtsilä 6L, 9L, V32 (750rpm, 500 kW/cyl)

500
450 Operating range temporarily

and manouvering
400
350
Max. overload limit
300
Load limit curve
Load [kW/cyl]
250
200
Combinator curve
150 (example)
100
50 Idling / clutch-in speed range

450-500 rpm
0
400 450 500 550 600 650 700 750 800
Speed [rpm]

2. Operating ranges
The clutch-in speed is a project specific issue. From the en- 2.2.2 FP-propeller
gine point of view, the clutch-in speed should be high
enough to have a sufficient torque available, but not too The fixed pitch propeller needs a very careful matching, as
high. The slip time on the other hand should be as long as explained above. The operational profile of the ship is very
possible. In practise longer slip times than 5 seconds are important (acceleration requirements, loading conditions,
exceptions, but the clutch should typically be dimensioned sea conditions, manoeuvring, fouling of hull and propeller
so that it allows a slip time of at least 3 seconds. From the etc).
clutch point of view, a high clutch-in speed causes a high The FP-propeller should normally be designed to absorb
thermal load on the clutch itself, which has to be taken into maximum 85 % of the maximum continuous output of the
account when specifying the clutch. A reasonable compro- main engine (power transmission losses included) at nomi-
mise is to select the idle speed as clutch-in speed. In appli- nal speed when the ship is on trial. Typically this corre-
cations with two engines connected to the same propeller sponds to 81 – 82 % for the propeller itself (excluding
(CP), it might be necessary to select a slightly higher power transmission losses). This is typically referred to as
clutch-in speed. In case the engine has to continue driving the “light running margin”, a compensation for expected
e.g. a pump or a generator (connected on the primary side future drop in revolutions for a constant given power, typi-
of the clutch) during the clutch-in process a higher cally 5-6 %.
clutch-in speed may be necessary, but then also some For ships intended for towing, the bollard pull condition
speed drop has to be permitted. needs to be considered as explained earlier. The propeller
CP-propellers in single-screw ships typically rotate coun- should be designed to absorb not more than 95 % of the
ter-clockwise, requiring a clockwise sense of rotation of maximum continuous output of the main engine at nomi-
the engine with a typically single-stage reduction gear. The nal speed when operating in towing or bollard pull condi-
sense of rotation of propellers in twin-screw ships is a pro- tions, whichever service condition is relevant. In order to
ject specific issue. reach 100 % MCR it is allowed to increase the engine speed
to 101.7 %. The speed does not need to be restricted to 100
% after bollard pull tests have been carried out. The ab-
sorbed power in free running and nominal speed is then
relatively low, e.g. 50 – 65 % of the output at service condi-
tions.
Figure 2.4 Operating field for FP Propeller (750rpm, 460kW/cyl).

MCR
450
400 CSR
85%
350
allowed e.g. during acc. and
300 manouvering
Load (kW/cyl)
250
Max. overload
200 limit
150 Propeller
curves
100
50 Idling/clutch-in speed
range 400-450 rpm
0
250 350 450 550 650 750
Engine speed (rpm)

2. Operating ranges
The engine is non-reversible, so the reduction gear has to The reversal of the thrust from the water jet is achieved by
be of the reversible type. A shaft brake should also be in- a reversing bucket. Moving the bucket into the jet stream
stalled. and thereby deflecting it forward, towards the bow, re-
A Robinson diagram (= four-quadrant diagram) showing verses the thrust from the jet. The bucket can be gradually
the propeller torque ahead and astern for both senses of ro- inserted in the water jet, so that only part of the jet is de-
tation is needed to determine the parameters of the crash flected. This way the thrust can be controlled continuously
stop. from full ahead to full astern just by adjusting the position
of the bucket. The reversing bucket is typically operated at
FP-propellers in single-screw ships typically rotate clock-
part speed only.
wise, requiring a counter clockwise sense of rotation of the
engine with a typically single-stage (in the ahead mode) re- The speed of the ship has only a small influence on the rev-
verse reduction gear. olution speed of water jet, unlike the case for a fixed
pitched propeller. This means that there will only be a very
Note!
small change in water jet speed when the ship speed drops.
Only 6L32, 9L32 and 12V32 cylinder configurations with Increased resistance, due to fouling of the hull, rough seas,
750 rpm (460 kW/cyl) are available for FP-propeller instal- wind or shallow water depth, will therefore not affect the
lations. torque demand on an engine coupled to a water jet in the
same degree as on an engine coupled to a fixed pitched pro-
2.2.3 Water jets peller. This means that the water jet can be matched closer
to the MCR than a fixed pitched propeller. In fact, the wa-
Water jets also require a careful matching with the engine,
ter jet power absorption should be dimensioned close to
similar to that of the fixed pitched propeller. However,
100% MCR to get out as much power as possible. How-
there are some distinctive differences between the
ever, some margin should be left, due to tolerances in the
dimensioning of a water jet compared to that of a fixed
power estimates of the jet and the small, but still present,
pitch propeller.
increase in torque demand due to a possible increase in
Water jets operate at variable speed depending on the ship resistance.
thrust demand. The power absorption vs. rpm of a water
The torque demand at lower speeds should also be care-
jet follows a cubic curve under normal operation. The
fully compared to the operating field of the engine.
power absorption vs. rpm is higher when the ship speed is
Engines with highly optimised turbo chargers can have an
reduced, with the maximum torque demand occurring
operating field that does not cover the water jet power de-
when manoeuvring astern. The power absorption vs. revo-
mand over the entire speed range. Also the lower efficiency
lution speed for a typical water jet is illustrated in the dia-
of the transmission and the reduction gear at part load
gram below.
should be accounted for in the estimation of the power ab-
sorption. The time spent at manoeuvring should be con-
Figure 2.5 Water jet power absorption.
sidered as well, if the power absorption in manoeuvring
Normal operation
mode exceeds the operating field for continuous operation
Manoeuvring ahead for the engine. In projects where the standard operating
Manoeuvring astern field does not satisfy all project specific demands, the en-
100 gine maker should be contacted.
Relative waterjet power absorption
90
80 2.2.4 Other propulsors

70
Azimuth thrusters
60
Azimuth thrusters can be equipped with fixed-pitch or
50
controllable-pitch propellers. Most of the above given in-
40
structions for CP- and FP-propellers are valid also in case
30
of azimuth thrusters, however with some specific features.
20 The azimuth thrusters offer a good manoeuvrability by
10 turning the propulsor. During slow manoeuvring in har-
0 bour the propeller works close to the bollard pull curve,
0 10 20 30 40 50 60 70 80 90 100 which therefore has to be properly considered especially
Relative impeller sped when matching azimuth thrusters with FP-propeller with
the engine. Reversing and crash stop are also performed by
turning the FP-thrusters (rather than changing the sense of

2. Operating ranges
rotation), causing a heavy propeller curve but in a different 2.2.6 Generators

way than with an ordinary shaft line.
Generators are typically operated at nominal speed. Mod-
Tunnel thrusters ern generators are synchronous AC machines, producing a
Tunnel thrusters are typically driven by electric motors, but frequency equalling the number of pole pairs times the ro-
can also be driven by diesel engines. Tunnel thrusters can tational speed. The synchronous speed of such generators
be equipped with fixed-pitch or controllable-pitch propel- is listed below.
lers. Tunnel thrusters with CP-propellers can be operated
at constant speed, which may be feasible to get the quickest Table 2.1 Synchronous speed of generators.
possible response, or according to a combinator curve. A
load control system is required. A non-reversible diesel en- Number of Number of Synchr. speed, rpm
gine driving a tunnel thruster with FP-propeller is typically pole pairs poles 50 Hz 60 Hz
not a feasible solution, as an extra reversible gear box 1 2 3000 3600
would be needed.
2 4 1500 1800
3 6 1000 1200
2.2.5 Dredgers
4 8 750 900
The power generation plant of a dredger can be of different 5 10 600 720
configurations:
6 12 500 600
• Diesel-electric. Propulsors and dredging pumps are elec- 7 14 428.6 514.3
trically driven. This is a good and flexible solution, but
8 16 375 450
also the most expensive.
• Mechanically driven main propellers, and electrically
driven dredging pumps and thrusters. The main engines In some rare installations, shaft generators or die-
and generators driven e.g. from the free end of the sel-generators may be operated at variable frequency,
crankshaft are running at constant speed, and the dredg- sometimes referred to as floating frequency. This may be
ing pumps can be operated at variable speed with a fre- the case with a shaft generator supplying the ship’s service
quency converter. This is a good, flexible and electricity, when it may be clearly feasible to operate the
cost-effective solution. propulsion plant at variable speed for reasons of propeller
efficiency or cavitation.
The configuration with the main engine running at con-
stant speed has proved to be a good solution, also capable Desired transmission ratios between main engines and
of taking the typical load transients coming from the shaft generators cannot always be exactly found, as the
dredging pumps. number of teeth in the reduction gear has to be selected in
steps of complete teeth.
• Mechanically driven main propellers and dredging
This is also the case when the generator nominal speed is a
pumps. The main engines have to operate at variable
multiple of the nominal speed of the engine. The number
speed. This may appear to be the cheapest solution, but
of teeth is selected to permit all teeth being in contact with
it has operational limitations.
all teeth of the other gear wheel, to avoid uneven wear. To
In this configuration, when the dredging pumps are me- achieve this target, gear wheels with a multiple number of
chanically driven, dredging requires a capability to run a teeth compared with its smaller pair should be avoided.
constant torque down to 70 or 80 % of the nominal speed. This is valid for the main power transmission from the en-
This kind of torque requirement results in normally signifi- gine to the propeller, as well as for PTOs for shaft genera-
cant de-rating of the main engines. tors. In other words cases where a combination of tooth
numbers giving exactly the desired transmission ratio can
be found, it is not feasible to use them.
The maximum output of diesel engines driving auxiliary
generators and diesel engines driving generators for pro-
pulsion is 110 % of the MCR.

2. Operating ranges
2.3 Loading capacity The electrical system onboard the ship must be designed so
that the diesel generators are protected from load steps that
The loading rate of a highly supercharged diesel engine exceed the limit. Normally system specifications must be
must be controlled, because the turbocharger needs time to sent to the classification society for approval and the func-
accelerate before it can deliver the required amount of air. tionality of the system is to be demonstrated during the
In an emergency situation the engine can be loaded in three ship’s trial.
equal steps in accordance with class requirement. However
in normal operation the load should always be applied
gradually. 2.4 Ambient conditions
2.3.1 Diesel-mechanical propulsion 2.4.1 High air temperature

The loading is to be controlled by a load increase The maximum inlet air temperature is + 45ºC. Higher tem-
programme, which is included in the propeller control sys- peratures would cause an excessive thermal load on the en-
tem. gine, and can be permitted only by de-rating the engine
(permanently lowering the MCR) 0.35 % for each 1ºC
above + 45ºC.
2.3.2 Diesel-electric propulsion
Class rules regarding load acceptance capability should not 2.4.2 Low air temperature
be interpreted as guidelines on how to apply load on the en-
gine in normal operation. The class rules only determine When designing ships for low temperatures the following
what the engine must be capable of, if an emergency situa- minimum inlet air temperature shall be taken into consid-
tion occurs. eration:
The electrical system onboard the ship must be designed so • For starting + 5ºC.
that the diesel generators are protected from load steps that • For idling: - 5ºC.
exceed the limit. Normally system specifications must be • At high load: - 10ºC.
sent to the classification society for approval and the func-
At high load, cold suction air with a high density causes
tionality of the system is to be demonstrated during the
high firing pressures. The given limit is valid for a standard
ship’s trial.
engine.
The loading performance is affected by the rotational iner-
For temperatures below 0ºC special provisions may be
tia of the whole generating set, the speed governor adjust-
necessary on the engine or ventilation arrangement.
ment and behaviour, generator design, generator excitation
system, voltage regulator behaviour and nominal output. Other guidelines for low suction air temperatures are given
in the chapter for Combustion air system.
Loading capacity and overload specifications are to be de-
veloped in co-operation between the plant designer, engine
manufacturer and classification society at an early stage of 2.4.3 High water temperature
the project. Features to be incorporated in the power man- The maximum inlet LT-water temperature is + 38ºC.
agement systems are presented in the Chapter for electrical Higher temperatures would cause an excessive thermal
power generation. load on the engine, and can be permitted only if de-rating
the engine (permanently lowering the MCR) 0.3 % for each
2.3.3 Auxiliary engines driving 1ºC above + 38ºC.
generators
The load should always be applied gradually in normal op- 2.4.4 Operation at low load and idling
eration. This will prolong the lifetime of engine compo- The engine can be started, stopped and operated on heavy
nents. The class rules only determine what the engine must fuel under all operating conditions. Continuous operation
be capable of, if an emergency situation occurs. Provided on heavy fuel is preferred rather than changing over to die-
that the engine is preheated to a HT-water temperature of sel fuel at low load operation and manoeuvring. The fol-
60…70ºC the engine can be loaded immediately after start. lowing recommendations apply:
The fastest loading is achieved with a successive gradual in-
crease in load from 0 to 100 %. It is recommended that the
switchboards and the power management system are de-
signed to increase the load as smoothly as possible.

2. Operating ranges
Absolute idling (declutched main engine,

disconnected generator)
Maximum 10 minutes (recommended 3 to 5 min for post
cooling), if the engine is to be stopped after the idling.
Maximum 6 hours, if the engine is to be loaded to min. 70%
of the rated load for at least 1 hour.
Operation at 5 – 20 % load
Maximum 100 hours continuous operation. At intervals of
100 operating hours the engine must be loaded to mini-
mum 70 % of the rated load.
Operation at higher load than 20 %
No restrictions.

3. Technical data
3. Technical data
Wärtsilä 6L32 AE/DE ME AE/DE ME
Engine speed RPM 720 750 750 720 750 750
Cylinder output kW/cyl 480 500 500 450 460 460
Engine output kW 2880 3000 3000 2700 2760 2760
Engine output HP 3920 4080 4080 3670 3750 3750
Cylinder bore mm 320 320
Stroke mm 400 400
Mean effective pressure MPa (bar) 2.5 (24.9) 2.3 (23.3) 2.3 (22.9) 2.3 (23.3)
Mean piston speed m/s 9.6 10 10 9.6 10 10
Minimum speed, FPP-installation RPM 300
Combustion air system
Flow of air at 100% load kg/s 6 6.1 6.1 5.4 5.7 5.4
Ambient air temperature, max. °C 45 45
Air temperature after air cooler °C 55 55
Air temperature after air cooler, alarm °C 75 75
Exhaust gas system
Exhaust gas flow (100% load) 1) kg/s 6.1 6.2 6.2 5.6 5.9 5.9
( 90% load) 1) kg/s 5.1 5.5 5.5 4.8 5.1 5
( 75% load) 1) kg/s 4.6 4.9 4.8 4.4 4.5 4.4
( 50% load) 1) kg/s 3.3 3.4 3.3 3 3.2 3.1
Exhaust gas temperature after turbocharger
(100% load) 2) °C 348 351 351 346 344 344
( 90% load) 2) °C 344 341 344 343 340 345
( 75% load) 2) °C 343 340 346 344 342 349
( 50% load) 2) °C 360 356 382 365 360 395
Exhaust gas temperature after cylinder, alarm °C 500 500
Exhaust gas back pressure, rec. max. mmWC 300 300
Exhaust gas pipe diameter, min. mm 600 600
Heat balance 3)
HT-circuit, total kW 850 899 899 769 794 794
- Jacket water, HT-circuit 4) kW 458 478 478 434 449 449
- Charge air, HT-circuit 4) kW 392 421 421 335 345 345
LT-circuit, total kW 670 712 712 631 654 654
- Charge air, LT-circuit 4) kW 347 376 376 325 338 338
- Lubricating oil, LT-circuit 4) kW 323 336 336 306 316 316
Exhaust gases 4) kW 2058 2150 2163 1895 1984 1984
Radiation 5) kW 126 135 135 122 126 126
Fuel system
Pressure before injection pumps kPa (bar) 700...800 (7...8) 700...800 (7...8)
HFO viscosity range before engine cSt 16-24 16-24
Max. HFO temperature before engine °C 135 135
Min. MDF viscosity before engine cSt 2 2
Fuel consumption (100% load) 6) g/kWh 183 185 185 182 184 184
( 85% load) 6) g/kWh 182 184 183 182 184 182
( 75% load) 6) g/kWh 183 184 184 185
( 50% load) 6) g/kWh 189 191 191 193
Leak fuel quantity, clean fuel (100% load) kg/h 2 2 2 2
Lubricating oil system

Pressure before engine, nom. kPa (bar) 500 (5.0) 500 (5.0)
Pressure before engine, alarm kPa (bar) 300 (3.0) 300 (3.0)
Pressure before engine, stop kPa (bar) 200 (2.0) 200 (2.0)
Priming pressure, nom. kPa (bar) 50 (0.5) 50 (0.5)
Priming pressure, alarm kPa (bar) 30 (0.3) 30 (0.3)
Temperature before engine, nom. °C 66 66
Temperature before engine, alarm °C 80 80
Temperature after engine, abt. °C 78 78
Pump capacity (main), direct driven m³/h 78 81 81 78 81 81
Pump capacity (main), separate m³/h 67 70 70 67 70 70
Pump capacity (priming) 7) m³/h 15/18 15/18

3. Technical data

Engine speed RPM 720 750 750 720 750 750
Oil volume, wet sump, nom. m³ 1.6 1.6
Oil volume in separate system oil tank, nom. m³ 4.1 3.7
Filter fineness, mesh size microns 30 30
Filters difference pressure, alarm kPa (bar) 80 (0.8) 80 (0.8)
Oil consumption (100% load), abt. 8) g/kWh 0.5 0.5
Lubricating oil volume in turning device l 8.5-9.5 8.5-9.5
Lubricating oil volume in speed governor l 1.9 1.9
Cooling water system
High temperature cooling water system
Pressure at engine inlet, after pump, nom. kPa (bar) 250 (2.5) + static 250 (2.5)+ static
Pressure at engine inlet, after pump, alarm kPa (bar) 150 (1.5)+ static 150 (1.5)+ static
Pressure at engine inlet, after pump, max. kPa (bar) 400 (4.0) 400 (4.0)
Temperature before engine, abt. °C 85 85
Temperature after engine, nom. °C 96 96
Temperature after engine, alarm °C 105 105
Temperature after engine, stop °C 110 110
Pump capacity, nom. m³/h 60 60
Pressure drop over engine bar 200 (2.0) 200 (2.0)
Water volume in engine m³ 0.41 0.41
Pressure from expansion tank kPa (bar) 70...150 (0.7...1.5) 70...150 (0.7...1.5)
Pressure drop over central cooler, max. kPa (bar) 60 (0.6) 60 (0.6)
Delivery head of stand-by pump kPa (bar) 250 (2.5) 250 (2.5)
Low temperature cooling water system
Pressure at engine inlet, after pump, nom. kPa (bar) 250 (2.5)+ static 250 (2.5)+ static
Pressure at engine inlet, after pump, alarm kPa (bar) 150 (1.5) + static 150 (1.5) + static
Temperature before engine, max. °C 38 38
Pressure drop over charge air cooler kPa (bar) 100 (1.0) 100 (1.0)
Pressure drop over oil cooler kPa (bar) 30 (0.3) 30 (0.3)
Pressure from expansion tank kPa (bar) 70...150 (0.7...1.5) 70...150 (0.7...1.5)
Stating air system
Air pressure, nom. MPa (bar) 3.0 (30) 3.0 (30)
Air pressure, min. (20°C) MPa (bar) 1.0 (10) 1.0 (10)
Air pressure, max. MPa (bar) 3.0 (30) 3.0 (30)
Air pressure, alarm MPa (bar) 1.8 (18) 1.8 (18)
Air consumption per start (20°C) 9) Nm³ 0.7 0.7
1) At ISO 3046/1 conditions. Tolerance ±5%.

2) At ISO 3046/1 conditions. Tolerance ±10°C.
3) At ISO 3046/1 conditions and 100% load, constant speed (AE/DE), nominal speed (ME) and double-stage charge air cooler.
4) Tolerance ±10%.
5) Tolerance ±15%.
6) At ISO 3046/l conditions, lower calorific value 42,700 kJ/kg at constant engine speed(AE/DE),
variable speed (ME) according to the propeller law, with engine driven pumps. Tolerance +5%.
7) Capacities at 50 and 60 Hz respectively.
8) Lubricating oil treatment losses and oil changes are not included in oil consumption.
9) At remote and automatic starting the consumption is 2…3 times higher.
Subject to revision without notice.

3. Technical data

Engine speed RPM 720 750 750 720 750 750
Engine output kW 3840 4000 4000 3600 3680 3680
Engine output HP 5220 5440 5440 4890 5000 5000
Stroke mm 400 400
Flow of air at 100% load kg/s 7.9 8.4 8.4 7.3 7.5 7.3
Exhaust gas system
( 90% load) 1) kg/s 6.8 7.3 7.2 6.4 6.8 6.6
( 75% load) 1) kg/s 6.1 6.5 6.3 5.8 6.1 5.8
( 50% load) 1) kg/s 4.3 4.6 4.4 4 4.3 4.1
(100% load) 2) °C 348 351 351 346 344 344
( 90% load) 2) °C 344 341 345 343 340 350
( 75% load) 2) °C 343 340 353 344 342 360
( 50% load) 2) °C 360 356 389 365 360 395
Heat balance 3)
Exhaust gases 4) kW 2744 2867 2883 2527 2645 2645
Radiation 5) kW 168 180 172 163 168 168
Fuel system
( 85% load) 6) g/kWh 182 184 183 182 184 182
( 75% load) 6) g/kWh 183 184 184 185
( 50% load) 6) g/kWh 189 191 191 193
Leak fuel quantity, clean fuel (100% load) kg/h 2.7 2.7 2.7 2.6 2.7 2.7
Pump capacity (priming) 7) m³/h 21.6/25.9 21.6/25.9
Oil volume, wet sump, nom. m³ 2 2

3. Technical data

Engine speed RPM 720 750 750 720 750 750
Pressure at engine inlet, after pump, nom. kPa (bar) 250 (2.5 + static) 250 (2.5 + static)
Pressure at engine inlet, after pump, alarm kPa (bar) 150 (1.5 + static) 150 (1.5 + static)
Pressure drop over engine kPa (bar) 200 (2.0) 200 (2.0)
Pressure from expansion tank kPa (bar) 70...150 (0.7…1.5) 70...150 (0.7…1.5)
Pressure at engine inlet, after pump, nom. kPa (bar) 250 (2.5) + static 250 (2.5) + static
Starting air system

4) Tolerance ±10%.
5) Tolerance ±15%.

3. Technical data

Engine speed RPM 720 750 750 720 750 750
Engine output kW 4320 4500 4500 4050 4140 4140
Engine output HP 5870 6120 6120 5510 5630 5630
Stroke mm 400 400
Minimum speed, FPP-installations RPM 300
Exhaust gas system
( 90% load) 1) kg/s 7.6 8.3 8.2 7.2 7.7 7.5
( 75% load) 1) kg/s 6.9 7.3 7.2 6.5 6.8 6.6
( 50% load) 1) kg/s 4.9 5.1 4.9 4.5 4.8 4.9
(100% load) 2) °C 348 351 351 346 344 344
( 90% load) 2) °C 344 341 341 343 340 345
( 75% load) 2) °C 343 340 349 344 342 358
( 50% load) 2) °C 360 356 391 365 360 395
Heat balance 3)
Exhaust gases 4) kW 3087 3225 3244 2843 2976 2976
Radiation 5) kW 189 203 202 183 189 189
Fuel system
( 85% load) 6) g/kWh 182 184 183 182 184 182
( 75% load) 6) g/kWh 183 184 184 185
( 50% load) 6) g/kWh 189 191 191 193
Leak fuel quantity, clean fuel (100% load) kg/h 3 2.9 3 3
Pump capacity (priming) 7) m³/h 21.6/25.9 21.6/25.9

3. Technical data

Engine speed RPM 720 750 750 720 750 750
Stating air system

4) Tolerance ±10%.
5) Tolerance ±15%.

3. Technical data
Wärtsilä 12V32 AE/DE ME AE/DE ME

Engine speed RPM 720 750 750 720 750 750
Engine output kW 5760 6000 6000 5400 5520 5520
Engine output HP 7830 8160 8160 7340 7510 7510
Stroke mm 400 400
Minimum speed, FPP-installations RPM 300
Exhaust gas system
( 90% load) 1) kg/s 10.2 11.1 10.8 9.7 10.3 10
( 75% load) 1) kg/s 9.2 9.9 9.6 8.7 9.1 8.9
( 50% load) 1) kg/s 6.2 6.6 6.5 5.8 6.2 6
(100% load) 2) °C 351 353 353 346 345 344
( 90% load) 2) °C 342 341 341 342 340 345
( 75% load) 2) °C 343 340 349 344 342 358
( 50% load) 2) °C 360 356 391 364 360 395
Exhaust gas pipe diameter, (outlet) mm 2 x 600 2 x 600
Heat balance 3)
Exhaust gases 4) kW 3966 4156 4156 3739 3919 3919
Radiation 5) kW 280 280 280 245 253 253
Fuel system
( 85% load) 6) g/kWh 182 184 183 182 184 182
( 75% load) 6) g/kWh 183 184 184 185
( 50% load) 6) g/kWh 189 191 191 193
Leak fuel quantity, clean fuel (100% load) kg/h 4 3.9 4 4
Pump capacity (priming) 7) m³/h 30/36.2 30/36.2
Oil volume, wet sump, nom. m³ 3 3

3. Technical data

Engine speed RPM 720 750 750 720 750 750
Stating air system

4) Tolerance ±10%.
5) Tolerance ±15%.

3. Technical data

Engine speed RPM 720 750 750 720 750 750
Engine output kW 7680 8000 8000 7200 7360 7360
Engine output HP 10440 10880 10880 9790 10010 10010
Stroke mm 400 400
Exhaust gas system
( 90% load) 1) kg/s 12.5 13.6 14.3 11.6 12.3 13.4
( 75% load) 1) kg/s 10.9 11.7 12.9 10.2 10.6 11.8
( 50% load) 1) kg/s 7.1 7.5 11 6.5 7 9.8
(100% load) 2) °C 350 328 380 342 340 355
( 90% load) 2) °C 353 351 319 357 355 300
( 75% load) 2) °C 365 361 315 367 365 295
( 50% load) 2) °C 400 394 299 402 400 310
Exhaust gas pipe diameter, min. (common) mm 900 900
Heat balance 3)
Exhaust gases 4) kW 5023 5249 5775 4919 5160 5160
Radiation 5) kW 360 350 360 325 335 335
Fuel system
( 85% load) 6) g/kWh 179 181 180 179 181 179
( 75% load) 6) g/kWh 181 181 181 181
( 50% load) 6) g/kWh 185 188 186 189
Leak fuel quantity, clean fuel (100% load) kg/h 5.3 5.1 5.3 5.3

3. Technical data

Engine speed RPM 720 750 750 720 750 750
Stating air system

4) Tolerance ±10%.
5) Tolerance ±15%.

3. Technical data

Engine speed RPM 720 750 750 720 750 750
Engine output kW 8640 9000 9000 8100 8280 8280
Engine output HP 11750 12240 12240 11010 11260 11260
Stroke mm 400 400
Exhaust gas system
( 90% load) 1) kg/s 14 15.3 16 13.1 13.9 15
( 75% load) 1) kg/s 12.3 13.2 14.4 11.4 12 13.2
( 50% load) 1) kg/s 8 8.5 12.2 7.4 7.8 10.5
(100% load) 2) °C 350 328 380 342 340 355
( 90% load) 2) °C 353 351 319 357 355 300
( 75% load) 2) °C 365 361 315 367 365 295
( 50% load) 2) °C 400 394 299 402 402 310
Exhaust gas pipe diameter, min. (common) mm 1000 1000
Heat balance 3)
Exhaust gases 4) kW 5651 5905 6497 5534 5805 5821
Radiation 5) kW 380 394 380 366 377 377
Fuel system
( 85% load) 6) g/kWh 179 181 180 179 181 179
( 75% load) 6) g/kWh 181 181 181 181
( 50% load) 6) g/kWh 185 188 186 189
Leak fuel quantity, clean fuel (100% load) kg/h 5.9 5.7 5.9 5.9

3. Technical data

Engine speed RPM 720 750 750 720 750 750
Stating air system

4) Tolerance ±10%.
5) Tolerance ±15%.

4. Description of the engine

4.1 Definitions 4.2 Main components
The dimensions and weights of engine parts are shown in
Figure 4.1 In-line engine (1V93C0029).
the chapter for General data and outputs.
4.2.1 Engine block

The engine block, made of nodular cast iron, is cast in one
piece for all cylinder numbers. It incorporates the jacket
water manifold, the camshaft bearing housings and the
charge air receiver. In V-engines the charge air receiver is
located between the cylinder banks. The crankshaft is
mounted in the engine block in an underslung way.
The main bearing caps, made of nodular cast iron, are fixed
from below by two hydraulically tensioned screws. They
are guided sideways by the engine block at the top as well as
at the bottom. Hydraulically tightened horizontal side
screws at the lower guiding provide a very rigid crankshaft
bearing.
A hydraulic jack, supported in the oil sump, offers the pos-
sibility to lower and lift the main bearing caps, e.g. when in-
specting the bearings. Lubricating oil is led to the bearings
and piston trough this jack. A combined flywheel/trust
bearing is located at the driving end of the engine.
The oil sump, a light welded design, is mounted on the en-
gine block from below and sealed by O-rings. The oil sump
is available in two alternative designs, wet or dry sump, de-
Figure 4.2 V-engine (1V93C0028). pending on the type of application. The wet oil sump com-
prises, in addition to a suction pipe to the lube oil pump,
also the main distributing pipe for lube oil as well as suction
pipes and a return connection for the separator. The dry
sump is drained at either end (free choice) to a separate sys-
tem oil tank.
The engine holding down bolts are hydraulically tightened
in order to facilitate the engine installation to the founda-
tion.
4.2.2 Crankshaft
The crankshaft is forged in one piece and mounted on the
engine block in an under-slung way.
The connecting rods, at the same crank in the V-engine, are
arranged side-by-side in order to achieve as vast standardi-
sation as possible of the in-line and V-engine details. For
the same reason the diameters of the crank pins and jour-
nals are equal irrespective of the cylinder number.
The crankshaft is fully balanced to counteract bearing
loads from eccentric masses. If necessary, it is provided
with a torsional vibration damper at the free end of the en-
gine.

4.2.3 Connecting rod The mechanical load is absorbed by a strong intermediate

deck, which together with the upper deck and the side walls
The connecting rod is of forged alloy steel. All connecting form a box section in the four corners of which the hydrau-
rod studs are hydraulically tightened. Oil is led to the lically tightened cylinder head bolts are situated. The ex-
gudgeon pin bearing and piston through a bore in the con- haust valve seats are directly water-cooled.
necting rod.
The valve seat rings are made of specially alloyed cast iron
The connecting rod is of a three-piece design, which gives a with good wear resistance. The inlet valves as well as, in
minimum dismantling height and enables the piston to be case of MDF installation, the exhaust valves have
dismounted without opening the big end bearing. stellite-plated seat faces and chromium-plated stems.
Engines for HFO operation have Nimonic exhaust valves.
4.2.4 Main bearings and big end All valves are equipped with valve rotators.
bearings A “multi-duct” casting is fitted to the cylinder head. It con-
The main bearings and the big end bearings are of tri-metal nects the following media with the cylinder head:
design with steel back, lead-bronze lining and a soft run- • charge air from the air receiver
ning layer. The bearings are covered all over with Sn-flash • exhaust gas to exhaust system
of 0.5-1 mm thickness for corrosion protection. That’s the
reason why even minor form deviations become visible on • cooling water from cylinder head to the return pipe
the bearing surface in the running in phase. This has no
negative influence on the bearing function. 4.2.9 Camshaft and valve mechanism
The camshaft is built of one piece for each cylinder cam
4.2.5 Cylinder liner piece with separate bearing pieces in between. The cam and
The cylinder liners are centrifugally cast of a special grey bearing pieces are held together with two hydraulically
cast iron alloy developed for good wear resistance and high tightened centre screws. The drop forged completely hard-
strength. They are of wet type, sealed against the engine ened camshaft pieces have fixed cams. The camshaft bear-
block metallically at the upper part and by O-rings at the ing housings are integrated in the engine block casting and
lower part. To eliminate the risk of bore polishing the liner are thus completely closed. The bearings are installed and
is equipped with an anti-polishing ring. removed by means of a hydraulic tool. The original installa-
tion in the factory is done with cooling of the bearing. The
camshaft covers, one for each cylinder, seal against the en-
4.2.6 Piston gine block with a closed O-ring profile.
The piston is of composite design with nodular cast iron The valve tappets are of piston type with self-adjustment of
skirt and steel crown. The piston skirt is pressure lubri- roller against cam to give an even distribution of the con-
cated, which ensures a well-controlled oil flow to the cylin- tact pressure. The valve springs make the valve mechanism
der liner during all operating conditions. Oil is fed through dynamically stable.
the connecting rod to the cooling spaces of the piston. The
piston cooling operates according to the cocktail shaker 4.2.10 Camshaft drive
principle. The piston ring grooves in the piston top are
hardened for better wear resistance. The camshafts are driven by the crankshaft through a gear
train.
4.2.7 Piston rings
4.2.11 Turbocharging and charge air
The piston ring set consists of two directional compression
rings and one spring-loaded conformable oil scraper ring.
cooling
All rings are chromium-plated and located in the piston The selected turbocharger offers the ideal combination of
crown. high-pressure ratios and good efficiency at full and part
load.
4.2.8 Cylinder head In-line engines have one turbocharger and V-engines have
one turbocharger per cylinder bank. For in-line engines
The cylinder head is made of grey cast iron. The thermally
and 12V32, the turbocharger(s) can be placed either at the
loaded flame plate is cooled efficiently by cooling water led
driving end or at the free end. 16V32 and 18V32 have the
from the periphery radially towards the centre of the head.
turbochargers always placed at free end.
The bridges between the valves cooling channels are
drilled to provide the best possible heat transfer.

For cleaning of the turbocharger during operation there is, 4.2.13 Exhaust pipes
as standard, a water-washing device for the air side as well
as the exhaust gas side. The exhaust manifold pipes are made of special heat resis-
tant nodular cast iron alloy.
The turbocharger is supplied with inboard plain bearings,
which offers easy maintenance of the cartridge from the The complete exhaust gas system is enclosed in an insulat-
compressor side. The turbocharger is lubricated by engine ing box consisting of easily removable panels. Mineral
lubricating oil with integrated connections. wool is used as insulating material.
4.2.12 Injection equipment 4.2.14 Wärtsilä engine control system

(WECS)
The fuel injection equipment and system piping are located
in a hotbox, providing maximum reliability and safety WECS is used for monitoring and control of the engine. It
when using preheated heavy fuels. The fuel oil feed pipes is developed for diesel engines and designed for the harsh
are mounted directly to the injection pumps, using a spe- environment. Wärtsilä 32 is equipped with WECS 2000
cially designed connecting piece. The return pipe is inte- and the structure of the system depends on the cylinder
grated in the tappet housing. configuration.
For HFO-installations is cooling of the nozzles by means More information about WECS is presented in chapter
of lubricating oil standard, while MDF-installations are “Automation system”.
non-cooled.
There is one fuel injection pump per cylinder with shielded 4.2.15 Direct water injection, optional
high-pressure pipe to the injector. The injection pumps,
Direct water injection (DWI) reduces NOx emissions. Wa-
which are of the flow-through type, ensure good perfor-
ter and fuel are injected separately direct into the cylinder.
mance with all types of fuel. The pumps are completely
sealed off from the camshaft compartment. Water is supplied from an external pump unit to a manifold
in the hot-box, and further via a flow fuse to each injector.
Setting the fuel rack to zero position stops the fuel injec-
The injector is equipped with a dual nozzle with separate
tion. For emergencies the fuel rack of each injection pump
needles for water and fuel. Excessive water is taken back to
is fitted with a stop cylinder. The fuel pump and pump
an external tank.
bracket are adjusted in manufacturing to tight tolerances.
This means that adjustments are not necessary after initial An engine with DWI can be operated with or without the
assembly. DWI system in operation. More information about DWI is
presented in chapter “Exhaust emissions”.
The fuel injection pump design is a reliable mono-element
type designed for injection pressures up to 2000 bar. The
constant pressure relief valve system provides for opti-
mum injection, which guarantees long intervals between
overhauls. The injector holder is designed for easy mainte-
nance.
Common rail, optional
Common rail fuel injection technology has been developed
to provide smokeless engines. The main differences
between a conventional injection system and a common
rail injection system are:
• The fuel injection pressure is independent of load and
speed. In reality this means that high injection pressure
can be utilized also at low load, improving the combus-
tion process significantly.
• The timing of the injection is numerically controlled, i.e.
totally independent of mechanical hardware. In theory a
great number of parameters can be made to influence the
injection timing and duration.
The design enables upgrading of conventional injection
systems to common rail fuel injection technology.

4.3 Cross section of the engine
Figure 4.3 Cross section of the in-line engine.

Figure 4.4 Cross section of the v-engine.

4.4 Overhaul intervals and

expected life times
The following overhaul intervals and lifetimes are for guid-
ance only. Actual figures will be different depending on
service conditions. Expected component lifetimes have
been adjusted to match overhaul intervals.
In this list HFO is based on HFO2 specification stated in
the chapter for general data and outputs.
Table 4.5 Time between overhauls and expected component lifetimes.

HFO MDF HFO MDF
Time between Expected component
overhauls (h) lifetimes (h)
Piston 12000 - 20000 20000 - 24000 48000 - 60000 60000 - 100000
Piston rings 12000 - 20000 20000 - 24000 12000 - 20000 20000 - 24000
Cylinder liner 12000 - 20000 20000 - 24000 60000 - 100000 > 100000
Cylinder head 12000 - 20000 20000 - 24000 60000 - 100000 > 100000
Inlet valve 12000 - 20000 20000 - 24000 36000 - 40000 40000 - 48000
Exhaust valve 12000 - 20000 20000 - 24000 24000 - 40000 20000 - 48000
Injection valve nozzle 2000 2000 4000 - 6000 4000 - 6000
Injection pump 24000 24000 24000 - 48000 24000 - 48000
Main bearing 16000 - 20000 16000-20000 32000 - 40000 32000 - 40000
Big end bearing 12000 - 20000 20000-24000 24000 - 40000 24000 - 40000

5. Piping design, treatment and installation

5.1 General • in the tank top sections ( blocks) larger pipes shall be in-
stalled prior to smaller and if/when the deck sections are
This chapter provides general guidelines for the design,
upside down the large pipes comes closer to the under-
construction and installation of piping systems, however,
side of the deck.
not excluding other solutions of at least equal standard.
• the main lines shall be installed before the branches
Fuel, lubricating oil, fresh water and compressed air piping
is usually made in seamless carbon steel (DIN 2448) and • technically more difficult systems to be built before sim-
seamless precision tubes in carbon or stainless steel (DIN pler systems
2391), exhaust gas piping in welded pipes of corten or car- • the plan shall include the time schedule and manpower
bon steel (DIN 2458). Sea-water piping should be in needed
Cunifer or hot dip galvanized steel. Plastic pipes for part of
• pockets shall be avoided and when not possible
the seawater piping require a special approval process.
equipped with drain plugs and air vents
Attention shall be given to the fire risk aspects. The fuel
• leak fuel drain pipes shall have continuous slope
supply and return lines shall be designed so that they can be
fitted without tension. When flexible hoses are used, they • vent pipes shall be continuously rising
shall be double hoses of approved type. If flexible hoses are • flanged connections shall be used, cutting ring joints for
used in the compressed air system an outlet valve shall be precision tubes
fitted in front of the hose(s). Maintenance access and dismounting space of valves,
As it is already in the design phase necessary to know in ad- coolers and other devices shall be taken into consideration.
dition to how the system is supposed to work also how the Flange connections and other joints shall be located so that
system most feasible can be built a fitting order plan shall dismounting of the apparatuses can be made with reason-
be done prior to construction. The following aspects but able effort. The estimated need of service during the ship’s
not necessarily limited to these shall be taken into consider- lifetime shall be taken into consideration when deciding
ation: the “open-inspect” priority order. This determines the ac-
cepted amount of dismantling and refitting work.

5.2 Pipe dimensions
Table 5.1 Recommended maximum fluid velocities and flow rates for pipework*.
Nominal pipe Flow rate [m/sec]
diameter Flow amount [m³/h]
(Media -> Sea-water Fresh water Lubricating oil Marine diesel oil Heavy fuel oil
Pipe material -> Steel galvanized Mild steel Mild steel Mild steel Mild steel
Pump side ->) suction delivery suction delivery suction delivery suction delivery suction delivery
32 1 1.4 1.5 1.5 0.6 1 0.9 1.1 0.5 0.6
2.9 4.1 4.3 4.3 1.7 2.9 2.6 3.2 1.4 1.7
40 1.2 1.6 1.7 1.7 0.7 1.2 1 1.2 0.5 0.7
5.4 7.2 7.7 7.7 3.2 5.4 4.5 5.4 2.3 3.2
50 1.3 1.8 1.9 1.9 0.8 1.4 1.1 1.3 0.5 0.8
9.2 12.7 13.4 13.4 5.7 9.9 7.8 9.2 3.5 5.7
65 1.5 2 2.1 2.1 0.8 1.5 1.2 1.4 0.6 0.9
17.9 23.9 25.1 25.1 9.6 17.9 14.3 16.7 7.2 10.8
80 1.6 2.1 2.2 2.2 0.9 1.6 1.3 1.5 0.6 1
29 38 39.8 39.8 16.3 29 23.5 27.1 10.9 18.1
100 1.8 2.2 2.3 2.3 0.9 1.6 1.4 1.6 0.7 1.2
50.9 62.2 65 65 25.5 45.2 39.6 45.2 19.8 33.9
125 2 2.3 2.4 2.4 1.1 1.7 1.5 1.7 0.8 1.4
88.4 101.6 106 110.4 48.6 75.1 66.3 75.1 35.3 61.9
150 2.2 2.4 2.5 2.6 1.3 1.8 1.5 1.8 0.9 1.6
140 152.7 159 165.4 82.7 114.5 95.4 114.5 57.3 108.2
200 2.3 2.5 2.6 2.7 1.3 1.8 — — — —
260.2 282.8 294.1 305.4 147 203.6 — — — —
Aluminium brass 2.6
294
250 2.5 2.6 2.7 2.7 1.3 1.9 — — — —
441.8 459.5 477.2 477.2 229.8 335.8 — — — —
Aluminium brass 2.7
447.2
300 2.6 2.6 2.7 2.7 1.3 1.9 — — — —
661.7 661.7 687.2 687.2 330.9 483.6 — — — —
Aluminium brass 2.8
712.5
350 2.6 2.6 2.7 2.7 1.4 2 — — — —
900.5 900.5 935.2 935.2 484.9 692.7 — — — —
Aluminium brass 2.8
969.8
400 2.6 2.7 2.7 2.7 1.4 2 — — — —
1176.2 1221.5 1221.5 1221.5 633.3 904.8 — — — —
Aluminium brass 2.8
1266.7
450 2.6 2.7 2.7 2.7 1.4 2 — — — —
1488.6 1545.9 1545.9 1545.9 801.6 1145.1 — — — —
Aluminium brass 2.9
1660.4
* The velocities given in the above table are guidance figures only. National standards can also be applied.

5.2.1 Special considerations for fuel 5.4 Pressure class

oil piping
The pressure class of the piping should be higher than or
The engine fuel injection pumps generate pressure pulses equal to the design pressure, which should be higher than
into the fuel supply and return pipes. Pulsation dampers or equal to the highest operating (working) pressure. The
are fitted on the engine but pulses may still under unfavour- highest operating (working) pressure is equal to the setting
able circumstances excite vibration of the fuel piping out- of the safety valve in a system. The pressure in the system
side the engine. can
To avoid fuel pipe vibrations the following measures are • originate from a positive displacement pump
recommended:
• be a combination of the static pressure and the pressure
• Size of supply and return lines should be larger than re- on the highest point of the pump curve for a centrifugal
quired by flow to increase their rigidity and to provide pump
volume which dampens pulses.
• rise in an isolated system if the liquid is heated e.g. pre-
Recommended dimensions:
heating of a system
DN40 for 6, 8 and 9L
DN50 for 12V Within this Project Guide there are tables attached to
DN65 for 16 and 18V drawings, which specify pressure classes of connections.
The pressure class of a connection can be higher than the
• Clamping of the fuel pipes must be sturdy and provided pressure class required for the pipe.
with frequent spacing.
The clamps closest to the engine must be installed imme- Example 1:
diately next to the flexible hose or omega-pipes. These The fuel pressure before the engine should be 7 bar. The
clamps shall be fixed (not sliding or axially weak sup- safety filter in dirty condition may cause a pressure loss of
ports). The distance between each pipe clamp is recom- 1.0 bar. The viscosimeter, automatic filter, preheater and
mended to be 1.1 m between engine and fuel supply unit. piping may cause a pressure loss of 2.5 bar. Consequently
the discharge pressure of the circulating pumps may rise to
10.5 bar, and the safety valve of the pump shall thus be ad-
5.3 Trace heating justed e.g. to 12 bar.
The following pipes shall be equipped with trace heating • a design pressure of not less than 12 bar has to be se-
(steam, thermal oil or electrical). It shall be possible to shut lected.
off the trace heating. • the nearest pipe class to be selected is PN16.
• all heavy fuel pipes • piping test pressure is normally 1.5 x the design pressure
• all leak fuel and filter flushing pipes carrying heavy fuel = 18 bar.
Example 2:
The pressure on the suction side of the cooling water
pump 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 pump curve (at or near zero flow) is 1.0 bar higher
than the nominal point, and consequently the discharge
pressure may rise to 5.0 bar (with closed or throttled
valves).
• consequently 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.
Standard pressure classes are PN4, PN6, PN10, PN16,
PN25, PN40, etc.

5.5 Pipe class 5.7 Local gauges

The principle of categorisation of piping systems in classes Local thermometers should be installed wherever a new
(e.g. DNV) or groups (e.g. ABS) by the classification soci- temperature occurs, i.e. before and after heat exchangers,
eties can be used for choosing of: etc.
• type of joint to be used Pressure gauges should be installed on the suction and dis-
• heat treatment charge side of each pump.
• welding procedure,
• test method 5.8 Cleaning procedures
Systems with high design pressures and temperatures and Instructions shall be given to manufacturers and/or fitters
hazardous media belong to class I (or group I), others to II of how different piping systems shall be treated, cleaned
or III as applicable. Quality requirements are highest on and protected before and during transportation and before
class I. block assembly or assembly in the hull. All piping should be
Examples of classes of piping systems as per DNV rules checked to be clean from debris before installation and
are presented in the table below. joining. All piping should be cleaned according to the pro-
cedures listed below.
5.6 Insulation Table 5.3 Pipe cleaning

In addition to the operational aspects of the different pip- System Methods
ing systems requiring insulation the fire risk aspect shall be Fuel oil A, B, C, D, F
given attention (e.g. Insulating and/or shielding of hot sur- Lubricating oil A, B, C, D, F
faces). The following pipes shall be insulated 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 lubricating
oil separator Where:
• pipes between engine and jacket water preheater A Washing with alkaline solution in hot water at
80°C for degreasing (only if pipes have been
• for personnel protection work safety any exposed parts greased)
of pipes at walkways, etc., to be insulated to avoid exces-
B Removal of rust and scale with steel brush
sive temperatures and risks for personnel injury.
(not required for seamless precision tubes)
C Purging with compressed air
D Pickling
F Flushing
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

5.8.1 Pickling 5.10 Clamping of pipes

Pipes are pickled in an acid solution of 10% hydrochloric The pipe clamps and supports for the pipe outside the flex-
acid and 10% formaline inhibitor for 4-5 hours, rinsed with ible connection must be very rigid and welded to the steel
hot water and blown dry with compressed air. structure of the foundation to prevent vibrations, which
After the acid treatment the pipes are treated with a neu- could damage the flexible connections.
tralizing solution of 10% caustic soda and 50 grams of Supports should never be welded directly to the pipe. Pipe
trisodiumphosphate per litre of water for 20 minutes at clamps, or alternatively supports that are connected to the
40...50°C, rinsed with hot water and blown dry with com- flange at the flexible connection should be used (see draw-
pressed air. ing 4V60L0796). The pipe clamps must be made of steel;
plastic clamps or similar may not be used. The first three
5.8.2 Flushing supports closest to the engine or generating set should be
fixed supports. A typical pipe clamp for a fixed support is
More detailed recommendations on flushing procedures
shown is drawing 4V61H0842. After these three fixed sup-
are when necessary described under the relevant chapters
ports sliding supports can be used to allow thermal expan-
concerning the fuel oil system and the lubricating oil sys-
sion of the pipe, where necessary.
tem. Provisions are to be made to ensure that necessary
temporary bypasses can be arranged and that flushing The first support should be located as close as possible to
hoses, filters and pumps will be available when required. the flexible connection. The next support should be
0.3-0.5 m from the first support. Holes through structures
etc. should be machined, not burred.
5.9 Flexible pipe connections
Great care must be taken to ensure the proper installation
of flexible pipe connections between resiliently mounted
engines and ship’s piping.
• flexible pipe connections must not be twisted Figure 5.1 Flexible hoses (4V60B0100).
• installation length of flexible pipe connections must be

correct Bending radius
• minimum bending radius must respected

• piping must be concentrically aligned
• when specified the flow direction must be observed Radially not aligned
• mating flanges shall be clean from rust, burrs and
anticorrosion coatings
• bolts are to be tightened crosswise in several stages
Too short inst. length
• flexible elements must not be painted
• rubber bellows must be kept clean from oil and fuel
• the piping must be rigidly supported close to the flexible
piping connections Stretched
Twisted
CORRECTLY
INSTALLED

Figure 5.2 Flexible pipe connections (4V60L0796).
Figure 5.3 Pipe clamp for fixed support (4V61H0842).
D
a
c
d

6. Fuel oil system
6. Fuel oil system

6.1 General 6.2 MDF installations
Characteristics of the fuels are presented under the heading
Fuel characteristics in the Chapter for General data and 6.2.1 General
outputs. When running on MDF the fuel oil inlet temperature
should be kept at +45°C ±5°C. When running long peri-
6.1.1 Operating principles ods with low load this requires an external MDF cooler
(1E04) to be installed.
A fuel system is needed for viscosity and temperature con-
trol of the fuel. Heavy fuel oil systems are recommended to
be closed for better control of viscosity and temperature 6.2.2 Internal fuel system
and conservation of the heating energy. The standard system comprises the following built-on
Fuel heating and cooling equipment:
The fuel temperature has to be controlled so that the vis- • fuel injection pumps
cosity of the fuel before injection pumps is stable and ac- • injection valves
cording to the limits specified in chapter for General data • pressure control orifice in the outlet pipe
and outputs.
Controlled leak fuel from the injection valves and the injec-
tion pumps is drained to atmospheric pressure (Clean leak
6.1.2 Black out starting fuel system). The clean leak fuel can be reconducted to the
For stand-by generating set engines sufficient fuel pressure system without treatment. The quantity of leak fuel is given
for a safe start must be ensured in a case of a black out. This in chapter for Technical data. Possible uncontrolled leak
can be done with: fuel and spilled water and oil is separately drained from the
hot-box and shall be led to a sludge tank (“Dirty” leak fuel
• a gravity tank min. 15 m above the engine centerline system).
• a pneumatic emergency pump (1P11)
• an electric motor driven pump (1P11) fed from an emer-
gency supply
If the engines are equipped with engine driven fuel feed
pumps, see heading for MDF installations.
6.1.3 Number of engines

In multi-engine installations, the following main principles
should be followed when dimensioning the fuel system:
• a separate fuel feed circuit is recommended for each pro-
peller shaft (two-engine installations); in four- engine in-
stallations so that one engine from each shaft is fed from
the same circuit.
• main and auxiliary engines are recommended to be con-
nected to separate fuel feed circuits.
• the recommended maximum number of engines con-
nected in parallel to the same fuel feed circuit is three.

6. Fuel oil system
Figure 6.1 Internal fuel oil system, in-line engines (4V76F6632).
System components: Pipe connections:

01 Injection pump 101 Fuel inlet DN25
02 Injection valve 102 Fuel outlet DN25
03 Pulse damper 1031 Clean fuel leakage, outlet OD28
1033 Clean fuel leakage, outlet OD28
Option A: Pressure relief valve 1041 Dirty fuel leakage, outlet OD18
Option B: Throttle valve 1043 Dirty fuel leakage, outlet OD28
Option C: Without valve 106 Fuel to external filter DN25
107 Fuel from external filter DN25
Sensors, transmitters and switches:
LS103A Fuel oil leakage, injection pipe A-bank
LS108A Fuel oil leakage, dirty fuel A-bank
PT101 Fuel oil pressure, engine inlet
TE101 Fuel oil temperature, engine inlet

6. Fuel oil system
Figure 6.2 Internal fuel oil system, V-engines (4V76F6633).

01 Injection pump 101 Fuel inlet DN32
02 Injection valve 102 Fuel outlet DN32
03 Pulse damper 1031, 1032 Clean fuel leakage, outlet OD28
1033, 1034 Clean fuel leakage, outlet DN20
Option A: Pressure relief valve 1041, 1042 Dirty fuel leakage, outlet OD18
Option B: Throttle valve 1043, 1044 Dirty fuel leakage, outlet DN32
Option C: Without valve

LS103A Fuel oil leakage, injection pipe A-bank
LS103B Fuel oil leakage, injection pipe B-bank
LS108A Fuel oil leakage, dirty fuel A-bank
LS108B Fuel oil leakage, dirty fuel B-bank
PT101 Fuel oil pressure, engine inlet
TE101 Fuel oil temperature, engine inlet

6. Fuel oil system
Engine driven fuel feed pump Feed pump, separator (1P02)

If the engine is equipped with an engine driven gear type The use of a screw pump is recommended. The pump
fuel feed pump, the day tank shall be arranged so that the should be separate from the separator and electrically
minimum level always remains above the top of the engine. driven.
This arrangement enables deaeration of the circuit and Design data:
minimizes the risk of sucking air into the system, if there is The pump should be dimensioned for the actual fuel qual-
a leakage e.g. in a pipe joint. Special measures for black-out ity and recommended throughput through the separator.
start are not required. The flow rate through the separator should not exceed the
maximum fuel consumption by more than 10%. No con-
6.2.3 External fuel system trol valve should be used to reduce the flow of the pump.
General • operating pressure, max. 0.5 MPa (5 bar)
The design of the external fuel system may vary from ship • operating temperature 40°C
to ship but every system should provide well cleaned fuel Preheater, separator (1E01)
with the correct temperature and pressure to each engine.
Fuels having a viscosity higher than 5 mm²/s (cSt) at 50°C
Filling, transfer and storage need preheating before the separator. For MDF the pre-
heating temperature should be according to the separator
The ship must have means to transfer the fuel from bunker
suppliers recommendations.
tanks to settling tanks and between the bunker tanks in or-
der to balance the ship. MDF separator (1S02)
Separation The fuel oil separator should be sized according to the rec-
ommendations of the separator supplier.
Even if the fuel to be used is marine diesel fuel or gas oil
only, it is recommended to install a separator as there Sludge tank, separator (1T05)
should be some means of separating water from the fuel. The sludge tank should be placed below the separators and
Settling tank, MDF (1T10) as close as possible. The sludge pipe should be continu-
ously falling without any horizontal parts.
In case where MDF is the only fuel onboard the settling
tank should normally be dimensioned to ensure fuel supply Fuel feed system
for min. 24 operating hours when filled to maximum. The General
tank should be designed to provide the most efficient
sludge and condensed water rejecting effect. The bottom For marine diesel fuel (MDF) and fuels having a viscosity
of the tank should have slope to ensure good drainage. The of less than 11.5 mm²/s(cSt)/50°C and if the tanks can be
MDF settling tank does not need heating coils or insula- located high enough to prevent cavitation in the fuel feed
tion. pump, a system with an open de-aeration tank may be in-
stalled.
The temperature in the MDF settling tank should be be-
tween 20 and 40°C. Day tank, MDF (1T06)
Separator unit, MDF (1N05) The diesel fuel day tank is dimensioned to ensure fuel sup-
ply for 12...14 operating hours when filled to maximum*.
Suction filter for separator feed pump (1F02)
*Note that according to SOLAS 1974 Chapter II-1 Part C
A suction filter shall be fitted to protect the feed pump. Regulation 26.11 (as amended in 1981 and 1996), ships are
• fineness 0.5 mm to be fitted with two separate service tanks for fuel to pro-
pulsion and vital systems such as main engines (ME), auxil-
iary engines (AE) and auxiliary boilers (AB). Settling tanks
must not be considered instead of service tanks.

6. Fuel oil system
Table 6.1 Acceptable arrangements acc. to SOLAS

For MDO operation: For HFO operation:
TANK CAPACITY FOR TANK CAPACITY FOR
MDO 1 service ME+AE+AB 8 hours HFO 1 service ME+AE+AB 8 hours
MDO 2 service ME+AE+AB 8 hours HFO 2 service ME+AE+AB 8 hours
MDO service cold start and repairs
or
HFO service ME+AE+AB 8 hours
MDO service ME+AE+AB 8 hours
For ME and AB operating on HFO and AE operating on MDO:

TANK CAPACITY FOR
HFO 1 service ME+AB 8 hours
HFO 2 service ME+AB 8 hours
MDO 1 service AE 8 hours
MDO 2 service AE 8 hours
or
HFO service ME+AB 8 hours
MDO 1 service The greater of ME+AE+AB 4 hours or ME+AB 8 hours
MDO 2 service The greater of ME+AE+AB 4 hours or ME+AB 8 hours
Suction strainer, MDF (1F07) Safety filter, MDF (1F05)

A suction strainer with a min. fineness of 0.5 mm should be When no fuel filters are built on the engine, one duplex
installed for protecting the feed pumps. type safety filter with an alarm contact for high differential
pressure should be installed before each engine. The filter
Pressure control (overflow) valve, MDF (1V02)
should be located as close to the engine as possible.
The pressure control valve maintains the pressure in the
• min. fineness 35 mm
feed line directing the surplus flow to the suction side of
the feed pump. Fuel feed pump unit, MDF (1N08)
Flow meter, MDF (1I03) As an alternative to the engine driven pump the fuel feed
equipment can also be combined to form a unit.
If a totalizer fuel consumption meter is required, it should
be fitted in the day tank feed line. In case of continuous en- The pump maintains the pressure before the engine. It is
gine fuel consumption indication is required, it can be ar- recommended to use a screw pump as circulation pump. A
ranged either using two meters per engine or by installing suction strainer shall be installed before each pump.
only one meter between the day tank and a fuel return tank. Design data:
Heater • capacity to cover the total consumption of the engines
and the flush quantity of a possible automatic filter
Since the viscosity before the engine must stay between the
allowed limits stated in the chapter for General data and • the pumps should be placed so that a positive static pres-
outputs, a heater might be necessary in case the day tank sure of about 30 kPa (0.3 bar) is obtained on the suction
temperature is low. side of the pumps
Cooler, MDF return line (1E04) • min. strainer fineness 0.5 mm
A cooler is needed where long periods of low load opera-

tion is expected since fuel gets heated in the engine during
the circulation. The cooler is located in the return line after
the engine(s). LT-water is normally used as cooling me-
dium.

6. Fuel oil system
Leak fuel tank, clean fuel (1T04) Leak fuel tank, dirty fuel (1T07)
Clean leak fuel drained from the injection pumps can be re- Under normal operation no fuel should leak out of the dirty
used without repeated treatment. The fuel should be col- system. Fuel, water and oil is drained only in the event of
lected in a separate clean leak fuel tank and, from there, be unattended leaks or during maintenance. Dirty leak fuel
pumped to the settling tank. The pipes from the engine to pipes shall be led to a sludge tank.
the drain tank should be arranged continuously sloping.

6. Fuel oil system
6.3 Example system diagrams (MDF)
Figure 6.3 Typical example of fuel oil system (MDF) with engine driven pump (3V76F6629a).
System components: Pipe connections: L32 V32

1E04 Cooler (MDF return line) 101 Fuel inlet DN25 DN32
1F05 Fine filter (MDF) 102 Fuel outlet DN25 DN32
1F07 Suction strainer (MDF) 1031 Leak fuel drain, clean fuel OD28 OD28
1I03 Flowmeter (MDF) 1032 Leak fuel drain, clean fuel - OD28
1P08 Stand-by pump (MDF) 1033 Leak fuel drain, clean fuel OD28 DN20
1T04 Leak fuel tank (clean fuel) 1034 Leak fuel drain, clean fuel - DN20
1T06 Day tank (MDF) 1041 Leak fuel drain, dirty fuel OD18 OD18
1T07 Leak fuel tank (dirty fuel) 1042 Leak fuel drain, dirty fuel - OD18
1T13 Return fuel tank 1043 Leak fuel drain, dirty fuel OD28 DN32
1044 Leak fuel drain, dirty fuel - DN32
106 Fuel to external filter DN25 -
107 Fuel from external filter DN25 -

6. Fuel oil system
Figure 6.4 Typical example of fuel oil system (MDF) without engine driven pump (3V76F6116).

1E04 Cooler (MDF return line) 101 Fuel inlet DN25 DN32
1F05 Fine filter (MDF) 102 Fuel outlet DN25 DN32
1I03 Flow meter (MDF) 1031 Leak fuel drain, clean fuel OD28 OD28
1N08 Fuel feed pump unit (MDF) 1032 Leak fuel drain, clean fuel - OD28
1T04 Leak fuel tank (clean fuel) 1033 Leak fuel drain, clean fuel OD28 DN20
1T06 Day tank (MDF) 1034 Leak fuel drain, clean fuel - DN20
1T07 Leak fuel tank (dirty fuel) 1041 Leak fuel drain, dirty fuel OD18 OD18
1042 Leak fuel drain, dirty fuel - OD18
1043 Leak fuel drain, dirty fuel OD28 DN32
1044 Leak fuel drain, dirty fuel - DN32

6. Fuel oil system
6.4 HFO installations Fuel heating

In ships intended for operation on heavy fuel, steam or
6.4.1 General thermal oil heating coils must be installed in the bunker
tanks.
For pumping, the temperature of fuel storage tanks must
All heat consumers should be considered:
always be maintained 5 - 10°C above the pour point - typi-
cally at 40 - 50°C. The heating coils can be designed for a • bunker tanks
temperature of 60°C. • day and settling tanks
The design of the external fuel system may vary from ship • trace heating
to ship, but every system should provide well cleaned fuel
• fuel separators
with the correct temperature and pressure to each engine.
When using heavy fuel it is most important that the fuel is • fuel booster modules
properly cleaned from solid particles and water. In addition The heating requirement of tanks is calculated from the
to the harm poorly centrifuged fuel will do to the engine, a maximum heat losses from the tank and from the require-
high content of water may cause damage to the heavy fuel ment of raising the temperature by typically 1°C/h. The
feed system. For the feed system, well-proven components heat loss can be assumed to be 15 W/m²°C between tanks
should be used. and shell plating against the sea and 3 W/m²°C between
The fuel treatment system should comprise at least one set- tanks and cofferdams. The heat capacity of fuel oil can be
tling tank and two (or several) separators to supply the en- taken as 2 kJ/kg°C.
gine(s) with sufficiently clean fuel. Dimensioning of the The day and settling tank temperatures are usually in the
HFO separators is of greatest importance and therefore range 50 - 80°C. A typical heating capacity is 12 kW each.
the recommendations of the separator designer should be Trace heating of insulated fuel pipes requires about 1.5
closely followed. W/m²°C. The area to be used is the total external area of
The vent pipes of all tanks containing heavy fuel oil must the fuel pipe.
be continuously upward sloping. Fuel separators require typically 7 kW/installed engine
Remarks: MW and booster units 30 kW/installed engine MW. See
When dimensioning the pipes of the fuel oil system com- also formulas presented later in this chapter.
mon known rules for recommended fluid velocities must
be followed.
The fuel oil pipe connections on the engine can be smaller
than the pipe diameter on the installation side.

6. Fuel oil system
Example: A fuel oil with a viscosity of 380 mm²/s (cSt) (A) Example: Known viscosity 60 mm²/s (cSt) at 50°C (K).
at 50°C (B) or 80 mm²/s (cSt) at 80°C (C) must be pre- The following can be read along the dotted line: viscosity at
heated to 115 - 130°C (D-E) before the fuel injection 80°C = 20 mm²/s (cSt), temperature at fuel injection
pumps, to 98°C (F) at the centrifuge and to minimum 40°C pumps 74 - 87°C, centrifuging temperature 86°C, mini-
(G) in the storage tanks. The fuel oil may not be pumpable mum storage tank temperature 28°C.
below 36°C (H).
To obtain temperatures for intermediate viscosities, draw a
line from the known viscosity/temperature point in paral-
lel to the nearest viscosity/temperature line in the diagram.
Figure 6.5 Fuel oil viscosity-temperature diagram for determining the preheating temperatures of fuel oils
(4V92G0071a).

6. Fuel oil system
6.4.2 Internal fuel system 6.4.3 External fuel system

The standard system comprises the following built-on General
equipment:
The engine is designed for continuous heavy fuel opera-
• heavy fuel injection pumps tion. It is, however, possible to operate the engine on diesel
• injection valves fuel without making any alterations.
• pressure control orifice in the outlet pipe The engine can be started and stopped on heavy fuel pro-
vided that the engine and the fuel system are preheated to
Leak fuel from the injection valves and the injection pumps
operating temperature. Switch-over from HFO to MDF
is drained to atmospheric pressure (Clean leak fuel system).
for start and stop is not recommended.
The clean leak fuel can be reconducted to the system with-
out treatment. The quantity of leak fuel is given in the chap-
ter for Technical data. Possible uncontrolled leak fuel and
spilled water and oil is separately drained from the hot-box
and shall be led to a sludge tank (“Dirty” leak fuel system).
Figure 6.6 Fuel transfer and separating system (3V76F6626).
System components:
1N02 Separator unit (HFO)
1F02 Suction filter
1P02 Feed pump
1E01 Heater
1S01 Separator (HFO)
1N05 Separator unit (MDF)
1F02 Suction filter
1P02 Feed pump
1E01 Heater
1S02 Separator (MDF)
1F09 Suction filter (HFO)

1P09 Transfer pump (HFO)
1P10 Transfer pump (MDF)
1T01 Bunker tank
1T02 Settling tank (HFO)
1T03 Day tank (HFO)
1T05 Sludge tank
1T06 Day tank (MDF)
1T10 Settling tank (MDF)
1T14 Overflow tank

6. Fuel oil system
Note that settling and day tanks have been drawn separate Separator unit (1N02)
in order to show overflow pipe. They normally have com-
Suction strainer for separator feed pump (1F02)
mon intermediate wall and insulation.
A suction strainer shall be fitted to protect the feed pump.
Filling, transfer and storage The strainer should be equipped with a heating jacket in
The ship must have means to transfer the fuel from bunker case the installation place is cold.
tanks to settling tanks and between the bunker tanks in or- • Fineness 0.5 mm
der to balance the ship.
Feed pump, separator (1P02)
The amount of fuel in the bunker tanks depends on the to-
tal fuel consumption of all consumers onboard, maximum The pump should be dimensioned for the actual fuel qual-
time between bunkering and the decided margin. ity and recommended throughput through the separator.
The flow rate through the separator should not exceed the
Separation maximum fuel consumption by more than 10%. No con-
Heavy fuel (residual, and mixtures of residuals and distil- trol valve should be used to reduce the flow of the pump.
lates) must be cleaned in an efficient centrifugal separator Design data:
before entering the day tank. • operating pressure (max.) 0.2 MPa (2 bar)
Separator mode of operation • operating temperature 100°C
Two separators, both of the same size, should be installed. • viscosity for dimensioning electric motor
The capacity of one separator to be sufficient for the total 1000 mm²/s (cSt)
fuel consumption. The other (stand-by) separator should
Preheater, separator (1E01)
also be in operation all the time.
It is recommended that conventional separators with grav- The preheater is normally dimensioned according to the
ity disc are arranged for operation in series, the first as a pu- feed pump capacity and a given settling tank temperature.
rifier and the second as a clarifier. This arrangement can be The heater surface temperature must not be too high in or-
used for fuels with a density up to max. abt. 991 kg/m³ at der to avoid cracking of the fuel.
15°C. The heater should be controlled to maintain the fuel tem-
Separators with controlled discharge of sludge (without perature within ± 2°C. The recommended preheating tem-
gravity disc) operating on a continuous basis can handle fu- perature for heavy fuel is 98°C.
els with densities exceeding 991 kg/m³ at 15°C. In this case Design data:
the main and stand-by separators should be run in parallel. The required minimum capacity of the heater is:
Settling tank, HFO (1T02)
m· Dt
The settling tank should normally be dimensioned to en- P=
1700
sure fuel supply for min. 24 operating hours when filled to
maximum. The tank should be designed to provide the
where:
most efficient sludge and water rejecting effect. The bot-
tom of the tank should have slope to ensure good drainage. P = heater capacity [kW]
The tank is to be provided with a heating coil and should be m = capacity of the separator feed pump [l/h]
well insulated. Dt = temperature rise in heater [°C]
To ensure constant fuel temperature at the separator, the For heavy fuels Dt = 48°C can be used, i.e. a settling tank
settling tank temperature should be kept stable. The tem- temperature of 50°C.
perature in the settling tank should be between 50...70°C.
Fuels having a viscosity higher than 5 mm²/s (cSt) at 50°C
The min. level in the settling tank should be kept as high as need preheating before the separator.
possible. In this way the temperature will not decrease too
The heaters to be provided with safety valves with escape
much when filling up with cold bunker.
pipes to a leakage tank ( so that the possible leakage can be
seen).

6. Fuel oil system
HFO separator (1S01) Day tank, HFO (1T03)

The fuel oil separator should be sized according to the rec- The heavy fuel day tank is usually dimensioned to ensure
ommendations of the separator supplier. fuel supply for about 24 operating hours when filled to
Based on a separation time of 23 or 23.5 h/day, the max maximum (see note for MDF day tanks). The design of the
service through put of the separator can be estimated acc. tank should be such that water and dirt particles do not ac-
to the following formula: cumulate in the suction pipe. The tank has to be provided
with a heating coil and should be well insulated.
P· b · 24 Maximum recommended viscosity in the day tank is 140
Q= r· t mm²/s (cSt). Due to the risk of wax formation, fuels with a
viscosity lower than 50 mm²/s (cSt)/50°C must be kept at
where: higher temperatures than what the viscosity would require.
Q = flow [l/h]
Fuel viscosity Minimum day tank
P = max. continuous rating of the diesel engine [kW] (mm²/s (cSt) at 50°C) temperature (°C)
b = specific fuel consumption [g/kWh]
730 80
+ 15% safety margin
r = density of the fuel [kg/m³] 380 70
t = daily separating time for selfcleaning separator [h] 180 60

(usually = 23 h or 23.5 h)
The flow rates recommended for the separator and the Feeder/booster unit (1N01)
grade of fuel in use must not be exceeded. The lower the A completely assembled fuel feed unit can be supplied as
flow rate the better the separation efficiency. an option.
Sludge tank, separator (1T05) This unit normally comprises the following equipment:
The sludge tank should be placed below the separators and • two suction strainers
as close as possible. The sludge pipe should be continu- • two feeder pumps of screw type, equipped with built-on
ously falling without any horizontal parts. safety valves and electric motors
Fuel feed system • one pressure control/overflow valve
General • one pressurized de-aeration tank, equipped with a level
The fuel feed system for HFO shall be of the pressurized switch operated vent valve
type in order to prevent foaming in the return lines and cav- • two booster/circulation pumps, same type as above
itation in the circulation pumps. • two heaters, steam, electric or thermal oil (one in opera-
The heavy fuel pipes shall be properly insulated and tion, the other as spare)
equipped with trace heating, if the viscosity of the fuel is • one automatic back-flushing filter with by-pass filter
180 mm²/s (cSt)/50°C or higher. It shall be possible to
shut-off the heating of the pipes when running on MDF • one viscosimeter for the control of the heaters
(the tracing pipes to be grounded together according to • one steam or thermal oil control valve or control cabinet
their use). for electric heaters
Any provision to change the type of fuel during operation • one thermostat for emergency control of the heaters
should be designed to obtain a smooth change in fuel tem- • one control cabinet with starters for pumps, automatic
perature and viscosity, e.g. via a mixing tank. When chang- filter and viscosimeter
ing from HFO to MDF, the viscosity at the engine should
be above 2.8 mm²/s(cSt) and not drop below 2.0 • one alarm panel
mm²/s(cSt) even during short transient conditions. In cer- The above equipment is built on a steel frame, which can
tain applications a cooler may be necessary. be welded or bolted to its foundation in the ship. All heavy
fuel pipes are insulated and provided with trace heating.
When installing the unit, only power supply, group alarms
and fuel, steam and air pipes have to be connected.

6. Fuel oil system
Figure 6.7 Feeder/booster unit, example (2V76F5613).
3120
1200
Suction strainer HFO (1F06) • The pumps should be placed so that a positive static
A suction strainer with a fineness of 0.5 mm should be in- pressure of about 30 kPa (0.3 bar ) is obtained on the suc-
stalled for protecting the feed pumps. The strainer should tion side of the pumps.
be equipped with a heating jacket. • operating pressure 0.5 MPa (5 bar)
Feed pump, HFO (1P04) • design temperature 100°C
The feed pump maintains the pressure in the fuel feed sys- • viscosity for dimensioning
tem. It is recommended to use a high temperature resistant electric motor 1000 mm²/s (cSt)
screw pump as feed pump. Pressure control (overflow) valve HFO (1V04)
Design data:
The pressure control valve maintains the pressure in the
• capacity to cover the total consumption of the engines de-aeration tank directing the surplus flow to the suction
and the flush quantity of a possible automatic filter side of the feed pump.
• set point 0.3…0.5 MPa (3...5 bar)

6. Fuel oil system
Automatically cleaned fine filter, HFO (1F08) Design data:

The use of an automatic back-flushing filter with an insert • capacity constant (see below) times the total consump-
filter in parallel as the stand-by half is recommended. It tion of the engines and the flushing of the automatic fil-
shall be installed between the feeder pumps and the ter
deaeration tank. • capacity constant 4
For back-flushing filters the feed pump capacity should be • operating pressure 1 MPa (10 bar)
sufficient to prevent pressure drop during the flushing op-
eration. • design temperature 150°C
Design data: • viscosity for dimensioning
electric motor 500 mm²/s (cSt)
• fuel oil according to spec.
• operating temperature 0...100°C Heater (1E02)
• preheating from 180 mm²/s The heater(s) is normally dimensioned to maintain an in-
(cSt)/50°C jection viscosity of 14 mm²/s (cSt) (for fuels having a vis-
cosity higher than 380 cSt/50°C, the temperature at the
• flow feed pump capacity
engine inlet should not exceed 135 °C) according to the
• operating pressure 0.5 MPa (5 bar) maximum fuel consumption and a given day tank tempera-
• design pressure 1.6 MPa (16 bar) ture.
• test pressure fuel side 2 MPa (20 bar) To avoid cracking of the fuel the surface temperature in the
heater must not be too high. The surface power of electric
heating jacket 1 MPa
heaters must not be higher than 1 W/cm2. The output of
(10 bar)
the heater shall be controlled by a viscosimeter. As a re-
Fineness: serve a thermostat control may be fitted.
• back-flushing filter 35 mm (absolute mesh The set point of the viscosimeter shall be somewhat lower
size) than the required viscosity at the injection pumps to com-
• insert filter 35 mm (absolute mesh pensate for heat losses in the pipes.
size) Design data:
Maximum recommended pressure drop for normal filters The required minimum capacity of the heater is:
at 14 mm²/s (cSt):
• clean filter 20 kPa (0.2 bar) m· Dt
P=
1700
• dirty filter 60 kPa (0.6 bar)
• alarm 80 kPa (0.8 bar)
where:
Fuel consumption meter (1I01) P = heater capacity [kW]
If a fuel consumption meter is required, it should be fitted m = fuel consumption of the engines the total max.
between the feed pumps and the de-aeration tank. An auto- increased by 20% [l/h]
matically opening by-pass line around the consumption
Dt = temperature rise, higher with increased fuel viscosity
meter is recommended in case of possible clogging.
[°C]
De-aeration tank (1T08) To compensate for heat losses the above power should be
The volume of the tank should be about 50 l. It shall be increased with by 5 kW.
equipped with a vent valve, and a level switch for low level The following values can be used:
alarm. It shall also be insulated and equipped with a heating
coil. The vent pipe should, if possible, be led downwards, Fuel viscosity Temperature rise
e.g. to the overflow tank. (mm²/s (cSt) at 50°C) in heater (°C)
Booster/circulation pump, HFO (1P06) 730 65 (80 in day tank)
The purpose of this pump is to circulate the fuel in the sys- 380 65 (70 in day tank)
tem and to maintain the pressure stated in the chapter for
Technical data at the injection pumps. It also circulates the 180 60 (60 in day tank)
fuel in the system to maintain the viscosity, and keeps the
piping and injection pumps at operating temperature.

6. Fuel oil system
Viscosimeter (1I02) Overflow valve (1V05)

For the control of the heater(s) a viscosimeter has to be in- This valve limits the maximum pressure in fuel line to the
stalled. A thermostatic control shall be fitted, to be used as engine by relieving the pressure to the return line.
safety if the viscosimeter is out of order. The viscosimeter
Pressure control valve (1V04)
should be of a design, which stands the pressure peaks
caused by the injection pumps of the diesel engine. This valve controls the pressure in the return line from the
engine. Only to be installed if the engine is not equipped
Design data:
with an engine built pressure relief valve.
• operation range 0...50 mm²/s (cSt)
Leak fuel tank, clean fuel (1T04)
• design temperature 150°C
Clean leak fuel drained from the injection pumps can be re-
• design pressure 1.6 MPa (16 bar)
used without repeated treatment. The fuel should be col-
Safety filter (1F03) lected in a separate clean leak fuel tank and, from there, be
Since no fuel filters are built on the engine, one duplex type pumped to the settling tank. The pipes from the engine to
safety filter with an alarm contact for high differential pres- the drain tank should be arranged continuously sloping and
sure should be installed before each engine. The filter should be provided with heating and insulation.
should be located as close to the engine as possible. Leak fuel tank, dirty fuel (1T07)
• min. fineness 50 mm Under normal operation no fuel should leak out of the dirty
Pump and filter unit, HFO (1N03) system. Fuel, water and oil is drained only in the event of
unattended leaks or during maintenance. Dirty leak fuel
In multiple engine installations it is preferable to have a pipes shall be led to a sludge tank and be trace heated and
pump in front of each engine. This can be accomplished by insulated.
the pump and filter unit. The unit consists of the safety fil-
ter (1F03) and a circulating pump. The unit shall be in-
stalled as close to the engine as possible.
Design data:
• capacity constant (see below) times the total consump-
tion of the engines
• capacity constant 4
• operating pressure 1 MPa (10 bar)
• design temperature 150°C
• viscosity for dimensioning
the el. motor 500 mm²/s (cSt)
• min. filter fineness 50 mm

6. Fuel oil system
6.5 Example system diagrams (HFO)

Figure 6.8 Typical example of fuel oil system (HFO) one engine installation (3V76F6627).

1N01 Feeder/booster unit 101 Fuel inlet DN25 DN32
1E02 Heater 102 Fuel outlet DN25 DN32
1E03 Cooler 1031 Leak fuel drain, clean fuel OD28 OD28
1F06 Suction filter 1032 Leak fuel drain, clean fuel - OD28
1F08 Automatic filter 1033 Leak fuel drain, clean fuel OD28 DN20
1I01 Flowmeter 1034 Leak fuel drain, clean fuel - DN20
1I02 Viscosimeter 1041 Leak fuel drain, dirty fuel OD18 OD18
1P04 Fuel feed pump 1042 Leak fuel drain, dirty fuel - OD18
1P06 Circulation pump 1043 Leak fuel drain, dirty fuel OD28 DN32
1T08 De-aeration tank 1044 Leak fuel drain, dirty fuel - DN32
1V03 Pressure control valve
1V07 Venting valve
1F03 Safety filter
1T03 Day tank (HFO)
1T04 Leak fuel tank (clean fuel)
1T06 Day tank (MDF)
1T07 Leak fuel tank (dirty fuel)
1V01 Changeover valve

6. Fuel oil system
Figure 6.9 Typical example of fuel oil system (HFO) multiple engine installation (3V76F6628).

1N01 Feeder/booster unit 101 Fuel inlet DN25 DN32
1E02 Heater 102 Fuel outlet DN25 DN32
1E03 Cooler 1031 Leak fuel drain, clean fuel OD28 OD28
1F06 Suction filter 1032 Leak fuel drain, clean fuel - OD28
1F08 Automatic filter 1033 Leak fuel drain, clean fuel OD28 DN20
1I01 Flowmeter 1034 Leak fuel drain, clean fuel - DN20
1I02 Viscosimeter 1041 Leak fuel drain, dirty fuel OD18 OD18
1P04 Fuel feed pump 1042 Leak fuel drain, dirty fuel - OD18
1P06 Circulation pump 1043 Leak fuel drain, dirty fuel OD28 DN32
1T08 De-aeration tank 1044 Leak fuel drain, dirty fuel - DN32
1V03 Pressure control valve
1V07 Venting valve
1F03 Safety filter
1F07 Suction strainer (MDF)
1N03 Pump and filter unit (HFO)
1T03 Day tank (HFO)
1T04 Leak fuel tank (clean fuel)
1T06 Day tank (MDF)
1T07 Leak fuel tank (dirty fuel)
1V01 Changeover valve
1V02 Pressure control valve (MDF)
1V05 Overflow valve

7. Lubricating oil system

7.1 General 7.2 Lubricating oil quality
Each engine should have a lubricating oil system of its own. Engine lubricating oil
The lubricating oil must not be mixed between different
The system oil should be of viscosity class SAE 40 (ISO
systems. Engines operating on heavy fuel should have con-
VG 150).
tinuous centrifuging of the lubricating oil.
The alkalinity, BN, of the system oil should be 30 - 55
The following equipment is built on the engine as standard:
mg/KOH/g in heavy fuel use; higher at higher sulphur
• engine driven lubricating oil pump content of the fuel. It is recommended to use BN 40 lubri-
• prelubricating oil pump cants with category C fuels. The use of high BN (50 - 55) lu-
bricants in heavy fuel installations is recommended, if the
• lubricating oil cooler
use of BN 40 lubricants causes short oil change intervals.
• thermostatic valve
Modern trunk piston diesel engines are stressing the lubri-
• automatic filter cating oils due to low specific lubricating oil consumption.
• centrifugal filter Also the ingress of residual fuel combustion products into
The following equipment can be mounted on the engine as the lubricating oil can cause deposit formation on the sur-
optional: face of certain engine components. Due to this many lubri-
cating oil suppliers have developed new lubricating oil
• stand by pump connections formulations with better fuel and lubricating oil compati-
The engine sump is normally: bility.
• dry sump on main engines
• wet sump on diesel-electric and auxiliary engines

If MDF is used as fuel, a lubricating oil with a BN of 10 - 22

is recommended. However, an approved lubricating oil
with a BN of 24 - 30 can also be used, if the desired lower
BN lubricating oil brand is not included in table below.
Table 7.1 Approved system oils - fuel categories A and B recommended in the first place, in gas oil or marine. diesel oil
installations.
Supplier Brand name Viscosity BN Fuel category

BP Energol HPDX40 SAE 40 12 A
Energol IC-HFX 204 SAE 40 20 A,B
Castrol MHP 154 SAE 40 15 A, B
Seamax Extra 40 SAE 40 15 A, B
TLX 204 SAE 40 20 A, B
ChevronTexaco Delo 1000 Marine 40 SAE 40 12 A
(Caltex + FAMM) Delo 2000 Marine 40 SAE 40 20 A, B
Taro 20 DP 40 SAE 40 20 A, B
ExxonMobil Mobilgard ADL 40 SAE 40 15 A, B
Mobilgard 412 SAE 40 15 A, B
Mobilgard 1 SHC SAE 40 15 A, B
Petrobas Marbrax CCD-410-AP SAE 40 12 A
Marbrax CCD-415 SAE 40 15 A, B
Marbrax CCD-420 SAE 40 20 A, B
Shell Gadinia Oil 40 SAE 40 12 A
Sirius FB Oil 40 SAE 40 13 A
Statoil MarWay SP40 SAE 40 12 A
TotalFinaElf / Disola M 4015 SAE 40 14 A
Lubmarine Aurelia 4020 SAE 40 20 A, B
Caprano S 412 SAE 40 12 A
Stellano S 420 SAE 40 20 A, B

The lubricating oils mentioned in the table below are repre- These lubricating oils are recommended in the first place in
senting a new detergent/dispersant additive chemistry and order to reach full service intervals.
have shown good performance in HFO operation.
Table 7.2 Approved system oils: lubricating oils with improved detergent/dispersant additive chemistry - fuel category
C, recommended in the first place.
Supplier Brand name Viscosity BN Fuel category

BP Energol IC-HFX 404 SAE 40 40 C
Energol IC-HFX 504 SAE 40 50 C
Castrol TLX 404 SAE 40 40 C
TLX 504 SAE 40 50 C
TLX 554 SAE 40 55 C
Cepsa Troncoil 4040 PLUS SAE 40 40 C
Troncoil 4050 PLUS SAE 40 50 C
Ertoil Koral 4040 SHF SAE 40 40 C
Ertoil Koral 5040 SHF SAE 40 50 C
ChevronTexaco Taro 40 XL 40 SAE 40 40 C
(Caltex + FAMM) Taro 50 XL 40 SAE 40 50 C
Delo 3400 Marine 40 SAE 40 40 C
Delo 3550 Marine 40 SAE 40 55 C
ExxonMobil Exxmar 40 TP 40 SAE 40 40 C
Exxmar 50 TP 40 SAE 40 50 C
Mobilgard M 440 SAE 40 40 C
Mobilgard M50 SAE 40 50 C
Mobilgard 440 SAE 40 40 C
Mobilgard 50 M SAE 40 50 C
Mobilgard SP 55 SAE 40 55 C
Pertamina Martron 440 SAE 40 40 C
Martron 450 SAE 40 50 C
Petrobas Marbrax CCD-440 SAE 40 40 C
Marbrax CCD-450 SAE 40 50 C
Petron Petromar XC 4040 SAE 40 40 C
Petromar XC 5540 SAE 40 55 C
Repsol YPF Neptuno W NT 4000 SAE 40 SAE 40 40 C
Neptuno W NT 5500 SAE 40 SAE 40 55 C
Shell Argina X 40 SAE 40 40 C
Argina XL 40 SAE 40 50 C
Statoil MarWay 4040 SAE 40 40 C
MarWay 4050 SAE 40 50 C
TotalFinaElf / Aurelia XL 4055 SAE 40 55 C
Lubmarine Aurelia XT 4040 SAE 40 40 C
Aurelia XT 4055 SAE 40 55 C
Stellano S 440 SAE 40 40 C
Stellano S 450 SAE 40 50 C

Turning gear lubricating oil
Table 7.1 Approved lubricating oils for engine turning device.

Supplier Brand name Viscosity [cSt at 40°C] Viscosity [cSt at 100°C] Viscosity index (VI)
Agip Blasia 300 23.0 95
BP Energol GR-XP 460 425 27.0 88
Castrol Alpha SP 460 460 30.5 95
ChevronTexaco Meropa 460 460 31.6 100
(Caltex + FAMM)
ExxonMobil Spartan EP 460 460 30.8 96
Mobilgear 634 437 27.8 96
Shell Omala Oil 460 460 30.8 97
TotalFinaElf / Epona Z 460 470 30.3 93
Lubmarine

7.3 Internal lubricating oil system

Depending on the type of application the lubricating oil system built on the engine can vary somewhat in design.
Figure 7.2 Internal lubricating oil system, in-line engines (4V76E4568).
* If stand-by pump
** If common rail
01 Lubricating oil main pump 202 Lubricating oil outlet (if dry sump) DN150
02 Prelubricating oil pump 203 Lubricating oil to engine driven pump (if dry sump) DN200
03 Lubricating oil cooler 205 Lubricating oil to priming pump (if dry sump) DN80
04 Thermostatic valve 207 Lubricating oil to el. driven pump DN150
05 Automatic filter 208 Lubricating oil from el. driven pump DN100
06 Centrifugal filter 213 Lubricating oil from separator and filling (if wet sump) DN40
07 Pressure control valve 214 Lubricating oil to separator and drain (if wet sump) DN40
08 Turbocharger 236 Sludge from external filter (common rail) DN25
09 Camshaft bearings and 701 Crankcase ventilation DN80
cylinder head lubrication 721 Control oil to external filter (common rail) DN25
All connections DIN 2576, PN10

LS204 Lube oil level, wet sump, low PT241 Lube oil pressure, filter inlet
PSZ201 Lube oil pressure, engine inlet TE201 Lube oil temperature, engine inlet
PT201-1 Lube oil pressure, engine inlet TE231 Lube oil temperature, LOC inlet
PT201-2 Lube oil pressure, engine inlet (back-up) TE70_ Main bearing temperature

Figure 7.3 Internal lubricating oil system, V-engines (4V76E4569).
* If stand-by pump
01 Lubricating oil main pump 202 Lubricating oil outlet (if dry sump) DN150
02 Prelubricating oil pump 203 Lubricating oil to engine driven pump (if dry sump) DN250
03 Lubricating oil cooler 205 Lubricating oil to priming pump (if dry sump) DN125
04 Thermostatic valve 207 Lubricating oil to el. driven pump DN200
05 Automatic filter 208 Lubricating oil from el. driven pump DN125
06 Centrifugal filter 213 Lubricating oil from separator and filling (if wet sump) DN40
07 Pressure control valve 214 Lubricating oil to separator and drain (if wet sump) DN40
08 Turbocharger 701 Crankcase ventilation DN100
09 Camshaft bearings and
cylinder head lubrication All connections DIN 2576, PN10

LS204 Lube oil level, wet sump, low PT241 Lube oil pressure, filter inlet
PSZ201 Lube oil pressure, engine inlet TE201 Lube oil temperature, engine inlet
PT201-1 Lube oil pressure, engine inlet TE231 Lube oil temperature, LOC inlet
PT201-2 Lube oil pressure, engine inlet (back-up) TE70_ Main bearing temperature

7.3.1 Lubricating oil pump • Alarm for high pressure drop over the filter
The direct driven lubricating oil pump is of the gear wheel High level 80 kPa (0.8 bar)
type. The pump is dimensioned to provide sufficient flow High-High level 180 kPa (1.8 bar)
even at low speeds and is equipped with an overflow valve By-passing the filter 200 kPa (2.0 bar)
which is controlled from the oil inlet pipe. If necessary, the
engine is provided with pipe connections for a separate, 7.3.6 Centrifugal filter
electric motor driven stand-by pump.
Concerning flow rates and pressures, see Technical Data. The centrifugal filter is installed to clean the back-flushing
The suction height of the pump should not exceed 4 m. oil from the automatic filter.
7.3.2 Prelubricating pump 7.3.7 Lubricating oil module

The prelubricating pump is an electric motor driven con- The lubricating oil module, consisting of the oil cooler,
stant volume pump equipped with a safety valve. thermostatic valve and centrifugal filter is mounted on the
engine as one complete unit.
The pump is of gear wheel type.
The pump is used for:
• Filling of the engine lubricating oil system before start-
7.4 External lubrication oil
ing, e.g. when the engine has been out of operation for a system
long time.
When designing the piping diagram, the procedure to flush
• Continuous prelubrication of a stopped engine through the system should be clarified and presented in the dia-
which heated heavy fuel is circulating. gram.
• Continuous prelubrication of a stopped engine(s) in a
multi-engine installation always when any one engine is 7.4.1 System oil tank (2T01)
running.
The dry engine sump has two drain outlets at the flywheel
Concerning flow and pressures, see chapter Technical
end and two at the free end. Two of the drains shall be con-
Data. The suction height of the built-on prelubricating
nected. The pipe connection between the sump and the
pump should not exceed 3.5 m.
system oil tank should be arranged flexible enough to allow
thermal expansion.
7.3.3 Lubricating oil cooler Recommendations for the tank design are given in the
Lubricating oil cooler is tube type and integrated in the lu- drawing of the engine room arrangement. The tank must
bricating oil module. not be placed so that the oil is cooled so much that the rec-
ommended lubricating oil temperature cannot be ob-
7.3.4 Thermostatic valve tained. If there is space enough a cofferdam below the tank
is recommended.
The thermostatic valve of direct acting type is integrated in Design data:
the lubricating oil module.
• oil volume 1.2...1.5 l/kW
Design data:
• tank filling 75...80%
• opening temperature,
set point 62-65°C
7.4.2 Suction strainer (2F06)
• operating pressure, max. 0.8 MPa (8 bar)
A suction strainer complemented with magnetic rods can
7.3.5 Automatic filter be fitted in the suction pipe to protect the lubricating oil
pump.
The automatic filter, which is integrated in the lubricating The suction strainer as well as the suction pipe diameter
oil module, is a fully automatic continuous back-flushing should be amply dimensioned to minimize the pressure
filter. loss. The suction strainer should always be provided with
Design data: alarm for high differential pressure.
• full flow fine filter 30 mm • fineness 0.5...1.0 mm
• full flow safety filter 100 mm

7.4.3 Lubricating oil pump, stand-by (Pt.4 Ch.6 Sec.5 C 203) “For diesel engines burning resid-
(2P04) ual oil fuel, cleaning of the lubrication oil by means of puri-
fiers are to be arranged. These means are additional to
The stand-by lubricating oil pump is normally of screw filters.”
type and should be provided with an overflow valve.
Design data: 7.5.2 Separator pump (2P03)
• capacity see Technical data
The separator pump can be directly driven by the separator
• operating pressure, max 0.8 MPa (8 bar) or separately driven by an electric motor. The flow should
• operating temperature, max. 100°C be adapted to achieve the above mentioned optimal flow.
• lubricating oil viscosity SAE 40
7.5.3 Separator preheater (2E02)
• viscosity for dimensioning
the electric motor 500 mm²/s (cSt) The preheater can be a steam, thermal oil or an electric
heater. The surface temperature of the heater must not ex-
ceed 150°C in order to avoid coking of the oil.
7.5 Separation system
Design data:
7.5.1 Separator (2N01) • For engines with centrifuging during operation, the
heater should be dimensioned for this operating condi-
For HFO operation the lubrication oil separator should be tion. The temperature in the separate system oil tank in
dimensioned for continuous centrifuging. For MDF inter- the ship’s bottom is normally 65 - 75°C.
mittent centrifuging might be sufficient. Each lubricating
• For engines with centrifuging stopped engine, the heater
oil system should have a separator unit of its own.
should be large enough to allow centrifuging at optimal
Each main engine operating on heavy fuel shall have a ded- rate of the separator without heat supply from the diesel
icated separator. engine.
Auxiliary engines operating on a fuel having a viscosity of Note!
max. 35 mm²/s (cSt) / 100°C may have a common separa-
The heaters are to be provided with safety valves with es-
tor unit. In installations with four or more auxiliary engines
cape pipes to a leakage tank so that the possible leakage can
two separator units should be installed.
be seen.
The separators should preferably be of a type with con-
trolled discharge of the bowl to minimize the lubricating oil
7.5.4 Renovating oil tank (2T04)
losses.
The separators should be dimensioned for continuous op- In case of wet sump engines the oil sump content can be
eration. drained to this tank prior to separation.
Design data:
• Centrifuging temperature 90 - 95°C 7.5.5 Renovated oil tank (2T05)
• Capacity: This tank contains renovated oil ready to be used as a re-
placement of the oil drained for separation.
1.36· P· n
Q=
t 7.6 Filling, transfer and storage
Where:
7.6.1 New oil tank (2T03)
Q = volume flow [l/h]
In engines with wet sump the lubricating oil may be filled
P = total engine output [kW]
into the engine using the separator pipe or the filling con-
n = number of through-flows of dry sump system oil nection on the engine. The system should be arranged so
tank volume n/day: 5 for HFO, 4 for MDF that it is possible to measure the filled oil volume.
t = operating time [h/day]: 24 for continuos separator
operation, 23 for normal dimensioning 7.6.2 Sludge tank (1T05)
Note! Det Norske Veritas states in their class rules of July
2001 that come into force 1.1.2002 the following: The sludge tank can be used for the storage of used lubrica-
tion oil.

7.7 Crankcase ventilation system 7.8 Flushing instructions

A crankcase vent pipe shall be provided for each engine. If If the engine is equipped with a wet oil sump and the com-
the engine has a dry sump and there is a system oil tank, this plete lubricating oil system is built on the engine, flushing is
tank shall have its own vent pipe. Vent pipes of several en- not required. The system oil tank should be carefully
gines and vent pipes of engine crankcases and tanks should cleaned and the oil separated to remove dirt and welding
not be joined together. slag.
The connection between the engine and the vent pipe is to If the engine is equipped with a dry sump and parts of the
be flexible. lubricating oil system are off the engine, these must be
A condensate trap shall be fitted on all vent pipes within 1 - flushed in order to remove any foreign particles before
2 meters of the engine, see drawing 4V76E2522. start up.
Pipe connection engine: If an electric motor driven stand-by pump is installed, this
should be used for the flushing. In case only an engine
701 Crankcase air vent DN100, DIN2576, PN10
driven main pump is installed, the ideal is to use for flush-
Figure 7.4 Crankcase ventilation (4V76E3565b) ing a temporary pump of equal capacity as the main pump.
The circuit is to be flushed drawing the oil from the sump
W L32 - DN100 W L32 - DN100 tank pumping it through the off-engine lubricating oil sys-
W V32 - DN125 W V32 - DN125
tem and a flushing oil filter with a mesh size of 34 microns
or finer and returning the oil through a hose and a crank-
case door to the engine sump.
The flushing pump should be protected by a suction
From engine
crankcase strainer. Automatic lubricating oil filters, if installed, must
be bypassed during the first hours of flushing.
W L32 - DN80
W V32 - DN100 The flushing is more effective if a dedicated heated low vis-
cosity flushing oil is used or if the engine oil is heated. Fur-
thermore, lubricating oil separators should be in operation
prior to and during the flushing.
The minimum recommended flushing time is 24 hours.
W L32 - DN80 During this time the welds in the lubricating oil piping
W V32 - DN100
Crankcase vent should be gently knocked at with a hammer to release slag
and the flushing filter inspected and cleaned at regular in-
tervals.
Either a separate flushing oil or the approved engine oil can
Bilge Sludge tank be used for flushing. Even if an approved engine oil is used,
it cannot further be used as engine oil.

7.9 Example system diagrams

Figure 7.5 Typical example of lubricating oil system, main engines (3V76E4562).
1T05 Sludge tank 202 Lubricating oil outlet DN150 DN150

2E02 Heater (separator unit) 203 Lubricating oil to engine driven pump DN200 DN250
2F01 Suction strainer (main lube oil pump) 208 Lubricating oil from el. driven pump DN100 DN125
2F03 Suction filter (separator unit) 701 Crankcase air vent DN80 DN100
2F06 Suction strainer (stand-by pump)
2N01 Separator unit
2P03 Separator pump (separator unit)
2P04 Stand-by pump
2S01 Separator
2S02 Condensate trap
2T01 System oil tank

Figure 7.6 Lubricating oil system, auxiliary engines (3V76E4563).
1T05 Sludge tank 213 Lubricating oil from separator and filling DN40 DN40
2E02 Heater (separator unit) 214 Lubricating oil to separator and drain DN40 DN40
2F03 Suction filter (separator unit) 215 Lubricating oil filling DN40 DN40
2N01 Separator unit 701 Crankcase air vent DN80 DN100
2P03 Separator pump (separator unit)
2S01 Separator
2S02 Condensate trap
2T03 New oil tank
2T04 Renovating oil tank
2T05 Renovated oil tank

8. Compressed air system

8.1 General 8.3 Internal starting air system
Compressed air is used to start engines and to provide ac- All engines, independent of cylinder number, are started by
tuating energy for safety and control devices. Compressed means of compressed air with a nominal maximum pres-
air is used onboard also for other purposes with different sure of 30 bar. The start is performed by direct injection of
pressures. The use of starting air supply for these other air into the cylinders through the starting air valves in the
purposes is limited in the classification regulations. cylinder heads. V-engines are provided with starting air
valves for the cylinders on the A-bank only. The master
starting valve, built on the engine, can be operated both
8.2 Compressed air quality manually and electrically.
To ensure the functionality of the components in the com- All engines have built-on non-return valves and flame ar-
pressed air system, the compressed air has to be dry and resters. As a precaution the engine can not be started when
clean from solid particles and oil. the turning gear is engaged.
Figure 8.1 Internal starting air system (4V76H4147)
System components:
01 Main starting air valve
02 Starting air distributor Pipe connections:
03 Starting air valve in cylinder head 301 Starting air inlet DN32
04 Blocking valve, when turning gear engaged 311 Instrument air to waste gate valve OD10
05 Air container (instrument air 5.5-7 bar)
06 Pneumatic stop cylinder at each injection pump
07 Non return valve Sensors, transmitters and switches:
08 Starting booster for speed governor
09 Flame arrester PT301 Starting air pressure, engine inlet
10 Safety valve PT311 Control air pressure
11 Drain valve
12 Start solenoid valve
13 Stop solenoid valve

8.4 External starting air system It should be noted that the minimum pressures stated in
the chapter for technical data assume that this pressure is
The design of the starting air system is partly determined by available at engine inlet.
the rules of the classification societies. Most classification The rule requirements of some classification societies are
societies require the total capacity to be divided over two not precise for multiple engine installations.
roughly equally sized starting air receivers and starting air
compressors.
If the inertia of the directly coupled equipment is much
larger than the normal reference equipment used on test-
bed the starting air consumption per start value has to be
increased in relation to total (engine included) inertial
masses involved.
Figure 8.2 External starting air system (3V76H4142).
3N02 Starting air compressor unit 301 Starting air inlet DN32
3P01 Compressor
3S01 Separator
3T01 Starting air vessel

Starting air receiver (3T01) The starting air receivers are to be equipped with at least a
manual valve for condensate drainage. If the air receivers
The starting air receiver should be dimensioned for a nom-
are mounted horizontally, there must be an alignment of
inal pressure of 3 MPa (30 bar).
3-5° towards drain valve to ensure efficient draining.
The number and the capacity of the air receivers for pro-
pulsion engines depend on the requirements of the classifi-
cation societies and the type of installation.
Figure 8.3 Starting air vessel (3V49A0133).
30-355l 500 l 710-2500 l

Starting valve DN 38 Starting valve DN 38 Starting valve DN 50
(Open)
(Open)
(Open)
~ 243
~ 243
255
~
~
~
D D
D
D
L
L
OD OD OD
110
110
110
D D D D
D D
G
C G C
A
A B B
D E
Valve head DN38 form c Valve head DN50 form b

dismounting height 160 mm dismounting height 500 mm
Connections: Connections:
A Inlet G 3/4" in A Inlet G 3/4" in
B Outlet * B Outlet *
C Pressure gauge G 1/4" in C Pressure gauge G 1/4" in
D Drain G 1/4" in D Drain G 1/4" in
G Safety valve G 1/2" in E Aux. connection G 1/2" in
G Safety valve G 1/2" in
* After order max 48,3 or G 1 1/2" in
* After order max 60,5 or G 2" in

Oil and water separator (3S01) Starting air compressor (3N02)

An oil and water separator should always be installed in the At least two starting air compressors must be installed. It is
pipe between the compressor and the air receiver. De- recommended that the compressors are capable of filling
pending on the operation conditions of the installation, an the starting air receiver from minimum to maximum pres-
oil and water separator may be needed in the pipe between sure in 15 - 30 minutes. For exact determination of the
the air receiver and the engine. minimum capacity, the rules of the classification societies
The starting air pipes should always be drawn with slope must be followed.
and be arranged with manual or automatic draining at the
lowest points.
Table 8.1 Starting air compressor and reciver capacities for starting the engine.
Application Starts 1) 6L32 8L32 9L32 12V32 16V32 18V32
Single main engine 6 Min. receiver [l] 2 x 350 2 x 450 2 x 450 2 x 500 2 x 600 2 x 650
Compressor [m³/h] 2 x 11 2 x 14 2 x 14 2 x 15 2 x 18 2 x 20
Multiple main engines 12 Min. receiver [l] 2 x 700 2 x 900 2 x 900 2 x 1000 2 x 1200 2 x 1300
3 x diesel-electric engines 12 Min. receiver [l] 2 x 700 2 x 900 2 x 900 2 x 1000 2 x 1200 2 x 1300
3 x auxiliary engines 9 Min. receiver [l] 2 x 530 2 x 680 2 x 680 2 x 750 2 x 900 2 x 980
1) Number of starts according to the classification societies. For exact determination of the minimum capacity, the rules of
the classification societies must be followed.

9. Cooling water system

9.1 General 9.1.2 Approved cooling water
Only treated fresh water may be used for cooling the en-
treatment products
gines. Product Supplier
To allow start on heavy fuel, the cooling water system has Drewgard 4109 Drew Ameroid Marine
to be preheated to a temperature as near to the operating Maxigard Division, Ashland
temperature as possible.
DEWT-NC powder Chemical Company
Liquidewt Boonton, USA
9.1.1 Water quality
Vecom CWT Diesel QC-2
The pH-value and hardness of the water should be within Dearborn 547 Grace Dearborn Ltd.
normal values. The chlorine and sulphate content should
be as low as possible. To prevent forming of rust in the Widnes, Chesire, U.K.
cooling water system, a corrosion inhibitor must be added Cooltreat 651 Houseman Ltd.
to the water according to the instructions in the Instruction Burnham, Slough, U.K.
Manual. Marisol CW Maritech AB
Shore water is not always suitable. The hardness of shore Kristianstad, Sweden
water may be too low, which can be compensated by addi-
Nalco 39 L Nalco Chemical
tives, or too high, causing scale deposits even with addi-
Company
tives.
Nalcool 2000 Naperville, Illinois, USA
Fresh water generated by a reverse osmosis plant onboard
often has a high chloride content (higher than the permit- Nalfleet EWT 9-108 Nalfleet Marine
ted 80 mg/l) causing corrosion. Chemicals
For ships with a wide sailing area a safe solution is to use Nalfleet CWT 9-131C Nortwich, Cheshire, U.K.
fresh water produced by an evaporator (onboard), using Nalcool 2000
additives according to the Instruction Manual (important). RD11 Rohm & Haas
Sea-water will cause severe corrosion and deposits forma- RD11M Paris, France
tion even in small amounts.
RD25
Rain water is unsuitable as cooling water due to a high oxy-
Texaco ETX6282 S.A. Arteco N.V.
gen and carbon dioxide content, causing a great risk for
corrosion. Belgium
The cylinder, charge air and oil are all cooled with fresh wa- Ruostop XM Tampereen
ter. The pH-value and hardness of the water should be Prosessi- Insinöörit
within normal values (hardness < 10°dH, pH > 6.5). The Tampere, Finland
chloride and sulphate contents should be as low as possible Dieselguard NB Unitor A/S
(chlorides < 80 mg/l). To prevent rust formation in the
Rocor NB liquid Kolbotn, Norway
cooling water system, the use of corrosion inhibitors is
mandatory. See the instructions in the Instruction Manual. Vecom CWT Diesel Vecom Holding B.V.
Maassluis, Holland
Glycol
Use of glycol in the cooling water is not recommended. It is
however possible to use up to 10% glycol without engine
derating. For higher concentrations the engine shall be de-
rated 0.1%(when single stage charge air cooler) and 0.04%
(when two-stage charge air cooler) for each percentage unit
exceeding 10.

9.2 Internal cooling water system The HT-circuit includes the cylinders and the HT charge
air cooler. The outlet temperature of the HT-circuit is con-
The cooling water system comprises a low-temperature trolled by a thermostatic valve, nom 96°C.
(LT) circuit and a high-temperature (HT) circuit. The
LT-circuit includes the LT charge air cooler and lubricating
oil cooler. The outlet temperature of the LT-circuit is con-
trolled by a thermostatic valve, nom. 43°C.
Figure 9.1 Internal cooling water system, single stage air cooler, in-line engines (4V76C5802).
* Can as option be mounted in the external system

** Exchangable orifice
01 HT-cooling water pump 401 HT-water inlet DN100

02 LT-cooling water pump 402 HT-water outlet DN100
03 Charge air cooler 404 HT-water air vent OD12
04 Lubricating oil cooler 406 Water from preheater to HT-circuit OD28
05 HT-thermostatic valve 408 HT-water from stand-by pump DN100
06 LT-thermostatic valve 451 LT-water inlet DN100
07 Shut-off valve 452 LT-water outlet DN100
08 Connection piece 454 LT-water air vent from air cooler OD12
457 LT-water from stand-by pump DN100

PT401 HT-water pressure, engine inlet PT471 LT-water pressure, CAC inlet
TE401 HT-water temperature, engine inlet TE471 LT-water temperature, CAC inlet
TE402 HT-water temperature, engine outlet TE472 LT-water temperature, CAC outlet
TE402-2 HT-water temperature, engine outlet (backup) TE482 LT-water temperature, LOC outlet
TEZ402 HT-water temperature, engine outlet

Figure 9.2 Internal cooling water system, two stage air cooler, in-line engines (4V76C5803).

** Exchangeable orifice

03 Charge air cooler (LT) 404 HT-water air vent OD12
04 Lubricating oil cooler 406 Water from preheater to HT-circuit OD28
08 Charge air cooler (HT) 454 LT-water air vent from air cooler OD12
09 Connection piece 457 LT-water from stand-by pump DN100

TE432 HT-water temperature, CAC outlet

Figure 9.3 Internal cooling water system, V-engines (4V76C5804).

03 Charge air cooler (LT) 404 HT-water air vent OD12
04 Lubricating oil cooler 406 Water from preheater to HT-circuit DN32
08 Charge air cooler (HT) 483 LT-water air vent from air cooler OD12
457 LT-water from stand-by pump DN125

TE432 HT-water temperature, CAC outlet

9.2.1 Charge air cooler 9.2.3 Engine driven circulating cooling

The charge air cooler built on the in-line engine is water pumps
alternativly of single or two stage type and for v-engine The LT and HT circuit circulating pumps are always engine
normally of two stage type. driven. The pumps are centrifugal pumps driven by the en-
Design data: gine crankshaft through a gear transmission.
• See Technical data The HT and LT water pump curves are presented in the
pump diagrams.
9.2.2 Lubricating oil cooler Pump materials:
• housing cast iron
The lubricating oil cooler is cooled by fresh water and con-
nected in series with the LT-charge air cooler. • impeller cast iron
• shaft stainless steel
• sealing mechanical
On request, connections for electric motor driven stand-by
pumps can be provided.
Capacities are according to Chapter for Technical data.
Figure 9.4 Pump diagrams for engine driven HT- and LT-water pumps (4V19L0342, -343, -344, -345).
In-line engines 750rpm

In-line engines 720rpm
V-engines 720rpm V-engines 750rpm

9.3 External cooling water 9.3.5 Expansion tank (4T05)

system The expansion tank should compensate for volume
changes in the cooling water system, serve as venting ar-
The fresh water pipes should be designed to minimize the rangement and provide sufficient static pressure for the
flow resistance in the external piping. Galvanized pipes cooling water circulating pumps.
should not be used for fresh water.
Design data:
Ships (with ice class) designed for cold sea-water should
have temperature regulation with a recirculation back to • pressure from the
the sea chest: expansion tank 70-150 kPa (0.7-1.5 bar)
• for heating of the sea chest to melt ice and slush, to avoid • volume min. 10% of the system
clogging the sea-water strainer Concerning engine water volumes, see Chapter for Tech-
• to increase the sea-water temperature to enhance the nical data.
temperature regulation of the LT-water The tank should be equipped so that it is possible to dose
water treatment agents.
9.3.1 Sea water pump (4P11) The vent pipe of each engine should be drawn to the tank
separately, continuously rising, and so that mixing of air
The sea water pumps are usually electrically driven. The ca- into the water cannot occur (the outlet should be below the
pacity of the pumps is determined by the type of coolers water level).
used and the heat to be dissipated.
The expansion tank is to be provided with inspection de-
vices.
9.3.2 Stand-by circulating cooling
water pumps 9.3.6 Drain tank (4T04)
The pumps should be centrifugal pumps driven by an elec- It is recommended to provide a drain tank to which the en-
tric motor. Capacities according to Chapter for Technical gines and coolers can be drained for maintenance so that
data. the water and cooling water treatment can be collected and
reused. For the water volume in the engine, see Technical
9.3.3 Thermostatic valve, LT (4V03) data (HT-circuit).
As option an externally mounted thermostatic valve can re- Most of the cooling water in the engine can be recovered
place the engine mounted thermostatic valve. from the HT-circuit, whereas the amount of water in the
LT circuit is small.
• set point: 43°C for control of outlet temperature
from engine
35-38°C for control of inlet temperature
to engine
9.3.4 Thermostatic valve, HT (4V01)

As option (V-engines only) an externally mounted thermo-
static valve can replace the engine mounted thermostatic
valve.
• set point: 96°C

9.3.7 Fresh water central cooler • pressure drop on fresh water side, max.
(4E08) 60 kPa (0.6 bar)
If the flow resistance in the external pipes is high it should
The fresh water cooler can be of either tube or plate type.
be observed when designing the cooler.
Due to the smaller dimensions the plate cooler is normally
used. The fresh water cooler can be common for several • sea-water flow acc. to cooler manufacturer, normally
engines, also one independent cooler per engine is used. 1.2 - 1.5 x the fresh water flow
Design data: • pressure drop on sea water side, norm.
see Technical Data 80 - 140 kPa (0.8 - 1.4 bar)
• fresh water flow
In case where fresh water central cooler is used for com- • fresh water temperature after cooler (before engine),
bined LT and HT water flows in a parallel system the total max. 38°C see Technical Data
flow can be calculated with the following formula: • margin for fouling and safety min 15%
3.6· F
Q = QLT +
4.19· (Tout - Tin)
where:
Q = total fresh water flow [m³/h
QLT = nominal LT pump capacity [m³/h
F = heat dissipated to HT water [kW]
Tout= HT water temperature after engine (96°C)
Tin= HT water temperature after cooler (38°C)
Figure 9.5 Main dimensions of the central cooler.
E H
D
Note! The sizes are for guidance only.
These central coolers are dimensioned to
A F exchange the heat of the engine only,
C B other equipment such as CPP, gearbox etc.
is not taken into account.
Engine type P [kW] Weight [kg] Dimension [mm]

dry wet A B C D E F H
1 x 6L32 1611 500 580 247 450 1041 220 1189 226 1675
1 x 8L32 2091 540 660 331 450 1041 220 1189 226 1675
1 x 9L32 2417 570 700 376 450 1041 220 1189 226 1675
1 x 12V32 3274 630 800 490 450 1391 220 1189 226 1675
1 x 16V32 4404 720 950 665 450 1391 220 1189 226 1675
1 x 18V32 4955 1240 1480 543 630 1406 300 1143 300 1730

9.3.8 Preheating Heater, preheating unit (4E05)

Engines started and stopped on heavy fuel and all engines Steam, electrical or thermal oil heaters can be used.
on which high load will be applied immediately after start Design data:
(stand-by generating sets) have to be preheated as close to • preheating temperature: 70°C
the actual operating temperature as possible, or minimum
Required preheating power for keeping engine preheated
60°C. Preheating is however, recommended for all en-
is approx. 2kW/cyl. Recommended preheating power for
gines, also main engines running on MDF only.
heating the engine (including water and oil) with 5-6°C/h
The energy required for heating of the HT-cooling water in is 5kW/cyl.
the main and auxiliary engines can be taken from a running
engine or a separate source. In both cases a separate circu- Circulating pump, preheating unit (4P04)
lating pump should be used to ensure the circulation. If the Design data:
cooling water systems of the main and auxiliary engines are
• capacity: 0.4 m³/h per cyl
separated from each other in other respects, the energy is
recommended to be transmitted through heat exchangers. • pressure: 80 kPa (0.8 bar)
For installations with several engines the preheater unit can Preheating unit (4N01)
be chosen for heating up two engines. The heat from a run-
A complete preheating unit can be supplied as option. The
ning engine can be used and therefore the power consump-
unit comprises:
tion of the heater will be less than the nominal capacity.
• electric or steam heaters
• circulating pump
• control cabinet for heaters and pump
• one set of thermometers
Figure 9.6 Preheating unit, electric (3V60L0562c).

C
D
B A
SERVICE SPACE E
Heater capacity [kW] Pump capacity [m³/h] Weight [kg] Pipe conn. Dimensions [mm]
50 Hz / 60 Hz In / Outlet A B C D E
18 11 / 13 95 DN40 1250 900 660 240 460
22.5 11 / 13 100 DN40 1050 720 700 290 480
27 12 / 13 103 DN40 1250 900 700 290 480
30 12 / 13 105 DN40 1050 720 700 290 480
36 12 / 13 125 DN40 1250 900 700 290 480
45 12 / 13 145 DN40 1250 720 755 350 510
54 12 / 13 150 DN40 1250 900 755 350 510
72 12 / 13 187 DN40 1260 900 805 400 550
81 12 / 13 190 DN40 1260 900 805 400 550
108 12 / 13 215 DN40 1260 900 855 450 575

9.3.9 Air venting (4S01) 9.3.11 Waste heat recovery

Air and gas may be entrained in the piping after overhaul, The waste heat of the HT-circuit may be used for fresh wa-
centrifugal pump seals may leak, or air or gas may leak from ter production, central heating, tank heating etc. In such
in any equipment connected the HT- or LT-circuit, such as cases the piping system should permit by-passing of the
diesel engine, water cooled starting air compressor etc. central cooler. With this arrangement the HT-water flow
As presented in the external cooling diagrams, it is recom- through the heat recovery can be increased.
mended that air venting equipment is installed in the LT
system line for venting of any entrained air.
9.3.10 Orifices
Orifices must be mounted after the HT outlet, after lubri-
cating oil cooler and in all by-pass lines in order to adjust
the circulations pumps and to balance the pressure drop
when the water is not flowing through the cooler.

9.4 Example system diagrams

Figure 9.7 Typical example of external cooling water system, single main engine (MDF) (3V76C5775).

4E05 Heater (preheating unit) 401 HT-water inlet DN100 DN125
4E08 Central cooler 402 HT-water outlet DN100 DN125
4E10 Cooler (reduction gear) 404 HT-water air vent OD12 OD12
4F01 Suction strainer (sea water) 406 Water from preheater to HT-circuit OD28 DN32
4N01 Preheating unit 408 HT-water from stand-by pump DN100 DN125
4N02 Evaporator unit 451 LT-water inlet DN100 DN125
4P03 Stand-by pump (HT) 452 LT-water outlet DN100 DN125
4P04 Circulating pump (preheating unit) 454 LT-water air vent from air cooler OD12 -
4P05 Stand-by pump (LT) 483 LT-water air vent from air cooler - OD12
4P09 Transfer pump 457 LT-water from stand-by pump DN100 DN125
4P11 Circulating pump (sea water)
4S01 Air venting
4T04 Drain tank
4T05 Expansion tank
4V02 Thermostatic valve (heat recovery)
4V03 Thermostatic valve (LT)

Figure 9.8 Typical example of external cooling water system, single main engine (HFO),
reduction gear fresh water cooled (3V76C5262).

4P03 Stand-by pump (HT) 451 LT-water inlet DN100 DN125
4P04 Circulating pump (preheating unit) 452 LT-water outlet DN100 DN125
4P05 Stand-by pump (LT) 454 LT-water air vent from air cooler OD12 -
4P09 Transfer pump 483 LT-water air vent from air cooler - OD12
4P11 Circulating pump (sea water) 457 LT-water from stand-by pump DN100 DN125
4P15 Circulating pump (LT)
4S01 Air venting
4T04 Drain tank
4T05 Expansion tank

Figure 9.9 Typical example external cooling water system, single main engine (HFO),
reduction gear sea water cooled (3V76C5791).

4P03 Stand-by pump (HT) 451 LT-water inlet DN100 DN125
4P04 Circulating pump (preheating unit) 452 LT-water outlet DN100 DN125
4P05 Stand-by pump (LT) 454 LT-water air vent from air cooler OD12 -
4P09 Transfer pump 483 LT-water air vent from air cooler - OD12
4P11 Circulating pump (sea water) 457 LT-water from stand-by pump DN100 DN125
4S01 Air venting
4T04 Drain tank
4T05 Expansion tank

Figure 9.10 Typical example of external cooling water system, multiple main engines (3V76C5263).

4N01 Preheating unit 404 HT-water air vent OD12 OD12
4N02 Evaporator unit 406 Water from preheater to HT-circuit OD28 DN32
4P04 Circulating pump (preheating unit) 451 LT-water inlet DN100 DN125
4P09 Transfer pump 452 LT-water outlet DN100 DN125
4S01 Air venting 454 LT-water air vent - OD12
4T04 Drain tank 483 LT-water air vent OD12 -
4T05 Expansion tank

Figure 9.11 Typical example of external cooling water system common for auxiliary engines and main engine
(2V76C5793).
System components: Pipe connections: L32

4E03 Heater (evaporator unit) 401 HT-water inlet DN100
4E05 Heater (preheating unit) 402 HT-water outlet DN100
4E08 Central cooler 404 HT-water air vent OD12
4E12 Cooler (installation parts) 406 Water from preheater to HT-circuit OD28
4E15 Cooler (generator) 451 LT-water inlet DN100
4N01 Preheating unit 452 LT-water outlet DN100
4P04 Circulating pump (preheating unit) 454 LT-water air vent from air cooler OD12
4P09 Transfer pump 460 LT-water to alternator cooler -
4P14 Circulating pump (HT) 461 LT-water from alternator cooler -
4P15 Circulating pump (LT)
4S01 Air venting
4T04 Drain tank
4T05 Expansion tank
4V01 Thermostatic valve (HT)

10. Combustion air system

10.1 Engine room ventilation The ventilation air is to be equally distributed in the engine
room considering air flows from points of delivery towards
To maintain acceptable operating conditions for the en- the exits. This is usually done so that the funnel serves as an
gines and to ensure trouble free operation of all equipment, exit for the majority of the air. To avoid stagnant air, extrac-
attention shall be paid to the engine room ventilation and tors can be used.
the supply of combustion air.
It is good practice to provide areas with significant heat
The air intakes to the engine room must be so located that sources, such as separator rooms with their own air supply
water spray, rain water, dust and exhaust gases cannot en- and extractors.
ter the ventilation ducts and the engine room.
The dimensioning of blowers and extractors should ensure
that an over pressure of about 5 mmWC is maintained in 10.2 Combustion air quality
the engine room in all running conditions. During normal operating conditions the air temperature at
For the minimum requirements concerning the engine the turbocharger inlet should be kept between 15ºC and
room ventilation and more details, see applicable stan- 35ºC. Temporarily max. 45ºC is allowed.
dards, such as ISO 8861.
Ventilation 10.3 Combustion air system
The amount of air required for ventilation is calculated design
from the total heat emission Φ to evacuate. To determine
Usually, the air required for combustion is taken from the
Φ, all heat sources shall be considered, e.g.:
engine room through a filter fitted on the turbocharger.
• main and auxiliary diesel engines This reduces the risk for too low temperatures and contam-
• exhaust gas piping ination of the combustion air. It is imperative that the com-
• generators bustion air is free from sea water, dust, fumes, etc.
The combustion air should be delivered through a dedi-
• electric appliances and lighting
cated duct close to the turbocharger(s), directed towards
• boilers the turbocharger air intake(s). Also auxiliary engines shall
• steam and condensate piping be served by dedicated combustion air ducts.
• tanks For the required amount of combustion air, see the chapter
It is recommended to consider an outside air temperature for Technical data.
of not less than 35°C and a temperature rise of 11°C for the If necessary, the combustion air duct can be directly con-
ventilation air. nected to the turbocharger with a flexible connection
The amount of air required for ventilation is then calcu- piece. To protect the turbocharger a filter must be built into
lated from the formula: the air duct. The permissible pressure drop in the duct is
max. 100 mmWC.
F
Qv = Charge air shut-off valve
r · Dt · c
In installations where it is possible that the combustion air
includes combustible gas or vapour the engines can be
Where: equipped with charge air shut-off valve. This is regulated
Qv = amount of ventilation air [m³/s] mandatory where ingestion of flammable gas or fume is
Φ= total heat emission to be evacuated [kW] possible.
r= density of ventilation air 1.13 kg/m³ Combustion air for engines
Dt = temperature rise in the engine room [°C] Each engine has its own combustion air fan, with a capacity
c= specific heat capacity of the ventilation air slightly higher than the maximum air consumption. The
1.01 kJ/kgK fan should have a two-speed electric motor (or variable
The heat emitted by the engine is listed in the chapter for speed) for enhanced flexibility. In addition to manual con-
Technical data. trol, the fan speed can be controlled by the engine load.

The combustion air is conducted close to the turbocharger, For very cold conditions a preheater in the system should
the outlet being equipped with a flap for controlling the di- be considered. Suitable media could be thermal oil or wa-
rection and amount of air. ter/glycol to avoid the risk for freezing. If steam is speci-
With these arrangements the normally required minimum fied as a heating system for the ship the preheater should be
air temperature to the engine, see Chapter for operation in a secondary circuit.
ranges, can typically be maintained. For lower tempera- This system permits flexible operation, e.g. in port the ca-
tures special provisions are necessary. pacity can be reduced during overhaul of the main engine
In special cases the duct can be connected directly to the when it is not preheated (and therefore not heating the
turbocharger, with a stepless change-over flap to take the room).
air from the engine room or from outside depending on en-
gine load.
Engine room ventilation
The rest of the engine room ventilation is provided by sep-
arate ventilation fans. These fans should preferably have
two-speed electric motors (or variable speed) for enhanced
flexibility.
Figure 10.1 Engine room ventilation (4V69E8169).
1 Diesel engine
2 Suction louver *
3 Water trap
4 Combustion air fan
5 Engine room ventilation fan
6 Flap
7 Outlets with flaps
* Recommended to be equipped with a filte

for areas with dirty air (rivers, coastal area

Condensation in charge air coolers

Figure 10.2 Condensation in charge air coolers.
Example, according to the diagram:
At an ambient air temperature of 35°C and a relative hu-
Ambient air temperature

midity of 80%, the content of water in the air is 0.029 kg
water/ kg dry air. If the air manifold pressure (receiver
pressure) under these conditions is 2.5 bar (= 3.5 bar abso-
lute), the dew point will be 55°C. If the air temperature in
the air manifold is only 45°C, the air can only contain 0.018
kg/kg. The difference, 0.011 kg/kg (0.029 - 0.018) will ap-
pear as condensed water.
Water dewpoint

11. Exhaust gas system

11.1 Internal exhaust gas system
Figure 11.1 Internal system, in-line engines (4V76A2942).
System components: Pipe connections: W 6L32 W 8L32, W 9L32

01 Air filter 501 Exhaust gas outlet DN400 DN500
02 Turbocharger 507 Cleaning water to turbine and compressor Quick coupling Quick coupling
03 Charge air cooler (1-stage)

TE511 Exhaust gas temp, turbocharger A intlet TE5_DA/ Exhaust gas temperature valve D/
TE517 Exhaust gas temp, turbocharger A outlet TE5_CA Exhaust gas temperature valve C
SE518 Turbocharger A speed
PDT623 Pressure difference, CAC
PT622 Charge air pressure, CAC outlet
TE622 Charge air temperature, CAC outlet

Figure 11.2 Internal system, v-engines (3V76A2943).
System components: Pipe connections: W 12V32 W 16V32, W 18V32

01 Air filter 501 Exhaust gas outlet DN400 DN500
02 Turbocharger 507 Cleaning water to turbine and compressor Quick coupling Quick coupling
03 Charge air cooler (2-stage)
04 Exhaust wastegate valve *
05 Air by-pass valve **
* 16V, 18V engines for mechanical propulsion and 16V, 18V engines for DE propulsion, if intake air < +15°C.
** 16V, 18V engines for mechanical propulsion.

TE511 Exhaust gas temp, turbocharger A inlet TE5_DA/ Exhaust gas temperature valve D (A-bank)/
TE517 Exhaust gas temp, turbocharger A outlet TE5_CA Exhaust gas temperature valve C (A-bank)
TE521 Exhaust gas temp, turbocharger B intlet TE5_DB/ Exhaust gas temperature valve D (B-bank)/
TE527 Exhaust gas temp, turbocharger B outlet TE5_CB Exhaust gas temperature valve C (B-bank)
SE518 Turbocharger A speed
SE528 Turbocharger B speed
PDT623 Pressure difference, CAC (A-bank)
PDT633 Pressure difference, CAC (B-bank)
PT622 Charge air pressure, CAC outlet
TE622 Charge air temperature, CAC outlet

11.1.1 Exhaust gas outlet
Figure 11.3 Exhaust pipe connections (4V60A1023b).
In-line engine:
Turbocharger at free end Turbocharger at flywheel end
V-engine:
Pipe connections:
501 Exhaust gas outlet DIN 2501, PN 2.5
Figure 11.4 Exhaust pipe, diameters and support in-line engine(4V76A2747b).
Support, stiff in all directions

on both sides of the pipe
ÆB
ÆA
Exhaust gas bellows Exhaust gas pipe inner

Engine
inner diameter (ØA [mm]) diameter (ØB [mm])
6L32 400 600
8L32 500 700
9L32 500 700

Figure 11.5 Exhaust pipe, diameters and support v-engines (4V76A2748a, -49b).
Support, stiff in all directions
on both sides of pipe
ÆB
ÆB Stiff deck
ÆB
Stiff deck
ÆA ÆA ÆA ÆA
Exhaust gas bellows inner Exhaust gas pipe inner

Engine
diameter (ØA [mm]) diameter (ØB [mm])
12V32 400 800
16V32 500 900
18V32 500 1000
11.2 External exhaust gas system of conical type, or high damping stainless steel wire pads.
Adequate thermal insulation must be provided to protect
Each engine should have its own exhaust pipe into open the rubber mounts from high temperatures. When using
air. Flexible bellows have to be mounted directly to the resilient mounting, the alignment of the exhaust bellows
turbocharger outlet, to compensate for thermal expansion must be checked on a regular basis and corretced when
and prevent damages on the turbocharger due to vibra- necessary.
tions. The piping should be as short and straight as possible.
It is very important that the exhaust pipe is properly fixed The bends should be made with the largest possible bend-
to a support rigid in all directions directly after the bellows. ing radius, minimum radius used should be 1.5 D. The ex-
There should be a fixing point on both sides of the pipe at haust pipe must be insulated all the way from the
the support. Absolutely rigid mounting between the pipe turbocharger and the insulation is to be protected by a cov-
and the support is recommended at the first fixing point af- ering plate or similar to keep the insulation intact. Closest
ter the turbocharger. to the turbocharger the insulation should consist of a
Resilient mounts can be accepted for resiliently mounted hook- on padding to facilitate maintenance. It is especially
engines with long bellows, provided that the mounts are important to prevent the airstream to the turbocharger
self-captive; maximum deflection at total failure being less from detaching insulation, which will clog the filters.
than 2 mm radial and 4 mm axial with regards to the bel- The exhaust gas pipes and/or silencers should be provided
lows. The natural frequencies of the mounting should be with water separating pockets and drainage.
on a safe distance from the running speed, the firing fre-
quency of the engine and the blade passing frequency of
the propeller. The resilient mounts can be rubber mounts

Recommended flow velocity is 35...40 m/s. Lower veloci- 11.2.1 Exhaust gas silencer (5R02)
ties might be needed with long piping or if there are many
resistance factors in the piping. When included in the scope of supply, the standard si-
lencer is of the absorption type, equipped with a spark
The exhaust gas mass flow given in the Chapter for Techni-
arrestor. It is also provided with a soot collector and a wa-
cal data can be translated to velocity using the formula:
ter drain, but it comes without mounting brackets and in-
4·m sulation. The silencer can be mounted either horizontally
v [m/s] = —————— or vertically.
273
( )
1.3 · —————— · p · D²
273 + t The noise attenuation of the standard silencer is either 25
or 35 dB(A).
Where:
v = gas velocity [m/s]
m = exhaust gas mass flow [kg/s]
t = exhaust gas temperature [°C]
D = exhaust gas pipe diameter [m]
Figure 11.6 Exhaust gas silencer (3V49E0142c).
Table 11.1 Main dimensions of suitable exhaust gas silencers.

Engine Attenuation 25 dB (A) 35 dB (A)
NS D[mm] A[mm] B[mm] L[mm] Weight [kg] L[mm] Weight [kg]
6L32 600 1300 635 260 4010 980 5260 1310
8L32, 9L32 700 1500 745 270 4550 1470 6050 1910
12V32 800 1700 840 280 4840 1930 6340 2490
16V32 900 1800 860 290 5360 2295 6870 2900
18V32 1000 1900 870 330 5880 2900 7620 3730
NS = Nominal size

11.2.2 Exhaust gas boiler 11.2.4 Supporting

If exhaust gas boilers are installed, each engine should have The number of mounting supports should always be kept
a separate exhaust gas boiler. Alternatively, a common to a minimum and positioned at stiffened locations within
boiler with separate gas sections for each engine is accept- the ship’s structure, e.g. decklevels, framewebs or specially
able. constructed supports.
For dimensioning the boiler, the exhaust gas quantities and The supporting must allow thermal expansion and ship’s
temperatures given in the Chapter for Technical data may structural deflections during construction and operation.
be used.
11.2.5 Back pressure
11.2.3 Exhaust gas bellows (5H01)
The maximum permissible exhaust gas back pressure is 3
Bellows must be used in exhaust gas piping where thermal kPa at full load, which should be verified by a calculation,
expansion or ship’s structural deflections have to be segre- made by the shipyard. The back pressure should also be
gated in order to limit stress levels. measured on the sea trial. A measuring connection should
be provided on each exhaust piping system during the con-
struction.

12. Turbocharger cleaning
12. Turbocharger cleaning

12.1 Turbine cleaning system 12.2 Compressor cleaning system
Regular water cleaning of the turbine reduces the forma- The compressor side of the turbocharger is cleaned with
tion of deposits and extends the interval between over- the same equipment after every turbine cleaning. The wa-
hauls. The cleaning interval varies between 50 to 250 hours ter injection time is however shorter; 2-6 s and only one in-
depending on the quality of the heavy fuel. Fresh water is jection.
injected before the turbine at reduced engine load. Addi-
tives, solvents or salt water may not be used and the clean-
Table 12.2 Required water supply.
ing instructions in the operation manual must be carefully
followed. Engine Turbocharger Flow [l/min]
Water is injected 5 x 60 s with 90 s between injections. The 6L, 12V TPL65/NA297 16 - 19
water supply should have a pressure of at least 0.3 MPa (3.0 8-9L, 16-18V TPL69 23 - 27
bar). The turbochargers are cleaned one at a time on V-en- 8-9L, 16-18V NA357 24 - 30
gines.
Figure 12.1 Turbocharger cleaning system (4V76A2937).
Fresh water supply:

Max. pressure = 2 MPa (20 bar)
Max. temperature = 80°C
System components:
01 Shut-off and flow adjusting unit (bulkhead mounted)
02 Rubber hose, about 10m
Pipe connections:
507 Cleaning water to turbine and compressor Quick coupling

13. Exhaust emissions

13.1 General 13.2.2 Sulphur Oxides (SOx)
Exhaust emissions from the diesel engine mainly consist of Sulphur oxides (SOx) are a direct result of the sulphur con-
nitrogen, carbon dioxide (CO2) and water vapour with tent of the fuel oil. During the combustion process the fuel
smaller quantities of carbon monoxide (CO), sulphur ox- bound sulphur is rapidly oxidised to sulphur dioxide (SO2).
ides (SOx) and nitrogen oxides (NOx), partially reacted A small fraction of SO2 may be further oxidised to sulphur
and non-combusted hydrocarbons and particulates. Emis- trioxide (SO3). The SOx emission controls are directed
sion control of large diesel engines means primarily the mainly at limiting the sulphur content of the fuel.
control of the NOx emissions.
13.2.3 Particulates
13.2 Diesel engine exhaust The particulate fraction of the exhaust emissions repre-
components sents a complex mixture of inorganic and organic sub-
stances mainly comprising soot (elemental carbon), fuel oil
Due to the high efficiency of the diesel engines, the emis- ash (together with sulphates and associated water), nitrates,
sions of carbon dioxide (CO2), carbon monoxide (CO) carbonates and a variety of non or partially combusted hy-
and hydrocarbons (HC) are low. The same high combus- drocarbon components of the fuel and lubricating oil.
tion temperatures that give thermal efficiency in the diesel The main parameters affecting the particulate emissions
engine also cause high emissions of nitrogen oxides are the fuel oil injection and fuel oil parameters. The use of
(NOx). The emissions of sulphur oxides (SOx) and fuel oil with good ignition and combustion properties and
particulates are formed in the combustion process out of low content of ash and sulphur will reduce the formation of
the sulphur, ash and asphaltenes that are always present in particulates. For marine diesel engines the particulate re-
heavy fuel oil. moval systems, because of their size and high cost, are not
for the time being economically or practically potential so-
13.2.1 Nitrogen oxides (NOx) lutions.
Nitric oxide (NO) and nitrogen dioxide (NO2) are usually
grouped together as NOx emissions. Predominant oxide 13.2.4 Smoke
of nitrogen found inside the diesel engine cylinder is NO, Although smoke is usually the visible indication of
which is formed mainly in the oxidation of atmospheric particulates in the exhaust, the correlations between par-
(molecular) nitrogen in the high temperature gas regions. ticulate emissions and smoke is not fixed. The lighter and
NO can also be formed through oxidation of the nitrogen more volatile hydrocarbons will not be visible nor will the
in fuel and through chemical reactions with fuel radicals. particulates emitted from a well maintained and operated
The amount of NO2 emissions is approximately 5 %. diesel engine.
All standard Wärtsilä engines meet the NOx emission level Smoke can be black, blue, white, yellow or brown in ap-
set by the IMO (International Maritime Organisation) and pearance. Black smoke is mainly comprised of carbon
most of the local emission levels without any modifica- particulates (soot). Blue smoke indicates the presence of
tions. Wärtsilä has also developed solutions to significantly the products of the incomplete combustion of the fuel or
reduce NOx emissions when it is required. These optional lubricating oil. White smoke is usually condensed water
NOx reduction methods are: vapour. Yellow smoke is caused by NOx emissions. When
• Direct Water Injection (DWI) the exhaust gas is cooled significantly prior to discharge to
• Selective Catalytic Reduction (SCR) the atmosphere, the condensed NO2 component can have
a brown appearance.

13.3 Marine exhaust emissions The IMO NOx limit is defined as follows:
NOx [g/kWh]
legislation
= 17 rpm < 130
The increasing concern over the air pollution has resulted = 45 x rpm-0.2 130 < rpm < 2000
in the introduction of exhaust emission controls to the ma-
rine industry. To avoid the growth of uncoordinated regu- = 9.8 rpm > 2000
lations, the IMO (International Maritime Organisation)
has developed the Annex VI of MARPOL 73/78, which Figure 13.1 IMO NOx emission limit
represents the first set of regulations on the marine exhaust
emissions. 18
17
There is yet no legislation concerning the particulate emis-
NOx, weighted (g/kwh)

16
sions from the marine diesel engines, although the authori- 15
ties are planning to set strict limits to the particulates in the 14
13
near future. Smoke is regulated in some countries or re- 12
gions based on its visibility. 11
10
9
13.3.1 MARPOL Annex VI 8
0 500 1000 1500 2000
MARPOL 73/78 Annex VI includes regulations for exam-
Rated engine speed (rpm)
ple on such emissions as nitrogen oxides, sulphur oxides,
volatile organic compounds and ozone depleting sub-
stances. The Annex VI has yet to be ratified. The regula- 13.3.2 EIAPP Statement of Compliance
tions will enter into force 12 months after the date on
which at least 15 states, constituting not less than 50 % of An EIAPP (Engine International Air Pollution Preven-
the gross tonnage of the world’s merchant shipping, have tion) Statement of Compliance will be issued for each en-
signed the protocol. The most important regulation of the gine showing that the engine complies with the NOx
MARPOL Annex VI is the control of NOx emissions. regulations set by the IMO. For the time being only a State-
ment of Compliance can be issued, because the regulation
The engines comply with the proposed NOx levels set by is not yet in force.
the IMO in the MARPOL Annex VI. The NOx controls
apply to diesel engines over 130 kW installed on ships built When testing the engine for NOx emissions, the reference
(defined as date of keel laying or similar stage of construc- fuel is Marine Diesel Fuel (distillate) and the test is per-
tion) on or after January 1, 2000 along with engines which formed according to ISO 8178 test cycles. Subsequently,
have undergone a major conversion on or after January 1, the NOx value has to be calculated using different weight-
2000. ing factors for different loads that have been corrected to
ISO 8178 conditions. The most commonly used ISO 8178
For Wärtsilä 32 with a rated speed of 720 rpm, the NOx test cycles are presented in following table.
level is below 12.1 g/kWh and with 750 rpm, the NOx
emissions are below 12.0 g/kWh, when tested according to For EIAPP certification, the “engine family” or the “en-
IMO regulations (NOx Technical Code). gine group” concepts may be applied. This has been done
for the Wärtsilä 32 diesel engine. The engine family is rep-
resented by the parent engine and the certification emis-
sion testing is only necessary for these parent engines.
Further engines can be certified by checking documents,
Table 13.2 ISO 8178 test cycles.

E2: Diesel electric propulsion, Speed (%) 100 100 100 100
variable pitch Power (%) 100 75 50 25
Weighting factor 0.2 0.5 0.15 0.15
E3: Propeller law Speed (%) 100 91 80 63
Power (%) 100 75 50 25
Weighting factor 0.2 0.5 0.15 0.15
D2: Auxiliary engine Speed (%) 100 100 100 100 100
Power (%) 100 50 50 25 10
Weighting factor 0.05 0.3 0.3 0.3 0.1

components, settings etc., which have to show correspon- General system description
dence with those of the parent engine.
The high pressure water injection and the fuel injection are
All non-standard engines, for instance over-rated engines, completely independent of each other. Fuel and water are
non-standard-speed engines etc. have to be certified indi- injected through separate nozzles integrated in the same in-
vidually, i.e. “engine family” or “engine group” concepts jector. The performance of the engine is thus unaffected
do not apply. whether the water injection system is in operation or not.
According to the IMO regulations, a Technical File shall be The water injection typically ends before the fuel injection
made for each engine. This Technical File contains infor- starts in order not to interfere with the fuel injection spray
mation about the components affecting NOx emissions, pattern and the combustion process.
and each critical component is marked with a special IMO The injection of water is electronically controlled. A sole-
number. Such critical components are injection nozzle, in- noid valve, which is mounted on the injector, opens on
jection pump, camshaft, cylinder head, piston, connecting command from the control unit to let the high pressure wa-
rod, charge air cooler and turbocharger. The allowable set- ter itself open and close the needle. On each cylinder, there
ting values and parameters for running the engine are also is a flow fuse mounted as an essential safeguard against
specified in the Technical File. flooding of the engine cylinders. If the injection nozzle
The marked components can later, on-board the ship, be does not close properly, the water flow is physically
identified by the surveyor and thus an IAPP (International blocked and the system is shut down. The transfer to
Air Pollution Prevention) Statement of Compliance for the “non-water” operational mode is automatic and instant.
ship can be issued on basis of the EIAPP Statement of The required pressure is generated using a piston pump.
Compliance and the on-board inspection. Excessive water is taken back to a small tank. The water
used should be clean fresh water, for instance from the
13.4 Methods to reduce exhaust evaporator. The required water quality is as follows:
• pH > 5
emissions
• hardness < 10°dH
Diesel engine exhaust emissions can be reduced either with
• chlorides < 80 mg/dm3
primary or secondary methods. The primary methods limit
the formation of specific emissions during the combustion • SiO2 < 50 mg/dm3
process. The secondary methods reduce emission compo- • particulates < 50 mg/dm3
nents after formation as they pass through the exhaust gas The water system is to be regarded as a high pressure hy-
system. draulic water system, which means that the water quality
and the filtration of the water is of outmost importance to
13.4.1 Direct Water Injection (DWI) ensure the system reliability.
Water has a positive effect of reducing NOx emissions by Typical NOx levels with DWI on Wärtsilä engines are 4-6
reducing temperature peaks during the combustion. g/kWh when operating on marine diesel fuel (MDF) and
Wärtsilä has chosen Direct Water Injection (DWI) as the 5-7 g/kWh when operating on heavy fuel oil (HFO).
method for introducing water into the cylinder. The required investment (assuming that fresh water is
Direct Water Injection has the following merits: available) consists of the special fuel injectors, one high
pressure pump module, one low pressure pump module
• efficient NOx reduction – up to 60 %
plus piping and electronic control system. When retrofit-
• possibility to switch on and off without stopping the en- ting, the cylinder heads have to be modified.
gine Required fresh water supply is typically more than half of
• no negative influence on engine components the fuel oil consumption, i.e. 100-130 g/kWh (margin in-
• water injection system completely independent of the cluded). However, if the DWI system is used only in coastal
fuel oil system or port areas, the water consumption has to be related to
this.
• easy retrofit
When operating the DWI system the fuel oil consumption
will increase with 2-3%.

Figure 13.3 Typical P&ID for Direct Water Injection (3V27A0017c).
System components:
11N01 Low pressure water module 11N02 High pressure water module
11F01 Low-pressure filter 11F02 High-pressure filter
11I01 Flowmeter 11I02 Frequency converter
11P01 Low-pressure pump 11P02 High-pressure pump
11T01 Water tank 11S01 Venting tank
11V01 Valve (manual operated) 11V07 Solenoid valve
11V02 Flow control valve 11V08 Safety valve
11V03 Drain valve 11V09 Non-return valve
11V04 Manual shut-off valve 11V10 Valve
11V05 Three way valve 11V11 Pressure control valve
11Z01 Pressure damper
11E01 Heater (optional)
13.4.2 Selective Catalytic Reduction ramic structure with the active catalytic material spread
(SCR) over the catalyst surface.
The injection of urea is controlled by feedback from a
Selective Catalytic Reduction (SCR) is the only way to NOx measuring device after the catalyst. The rate of NOx
reach a NOx reduction level of 85-95%. reduction depends on the amount of urea added, which
General system description can be expressed as NH3/NOx ratio. The increase of the
catalyst volume can also increase the reduction rate.
The reducing agent, aqueous solution of urea (40 wt-%), is
injected into the exhaust gas directly after the turbocharger. When operating on HFO, the exhaust gas temperature be-
Urea decays immediately to ammonia (NH3) and carbon fore the SCR must be at least 330°C, depending on the sul-
dioxide. The mixture is passed through the catalyst where phur content of the fuel. When operating on MDF, the
NOx is converted to harmless nitrogen and water, which exhaust gas temperature can be lower. If needed, the ex-
are normally found in the air that we breathe. The catalyst haust gas waste gate control system can be specified to
elements are of honeycomb type and are typically of a ce- maintain the exhaust gas temperature on the correct level.
If an exhaust gas boiler is specified, it should be installed af-
ter the SCR.

The disadvantages of the SCR are the large size and the rel- 13.5 Summary
atively high installation and operation costs. To reduce the
size, Wärtsilä has together with sub-suppliers developed All Wärtsilä diesel engines comply with the NOx regula-
the Compact SCR, which is a combined silencer and SCR. tions set by the IMO. For further NOx emissions reduc-
The Compact SCR will require only a little more space than tions Wärtsilä can offer a stepwise approach by using the
an ordinary silencer. DWI or SCR systems based on ISO 8178 test fuel (MDF)
The lifetime of the catalyst is mainly dependent on the fuel and test cycles.
oil quality and also to some extent on the lubricating oil
quality. The lifetime of a catalyst is typically 3-5 years for Table 13.1 Summary.
liquid fuels and slightly longer if the engine is operating on
Reduction [%] NOx [g/kWh]
gas. The total catalyst volume is usually divided into three
layers of catalyst, and thus one layer at time can be replaced, Standard engine max. 12.1
and remaining activity in the older layers can be utilised. Direct water injection 50 – 60 4 – 6 on MDF
5 – 7 on HFO
Urea consumption and replacement of catalyst layers are
generating the main running costs of the catalyst. The urea Compact SCR 80 – 95 1–2
consumption is about 15 g/kWh of 40 wt-% urea. The urea
solution can be prepared mixing urea granulates with water
or the urea can be purchased as a 40 wt-% solution. The
urea tank should be big enough for the ship to achieve the
required autonomy.
Figure 13.4 Typical P&ID for Compact SCR (3V28A0006b).

14. Automation system

14.1 General As an option, an intermediate junction box plus multicore
cables (connected to female-connectors) between engine
The engine is equipped with the Wärtsilä Engine Control and junction box can be delivered. The standard cable
System (WECS) 2000. WECS 2000 is a microproces- lengths are 5, 10, 15, 20 and 25m. The junction box is to be
sor-based system used for monitoring and control of the mounted off-engine and connected at junction box end by
engine. It is developed for the engine and designed for others.
harsh environment.
WECS 2000 comprises:
The various components of WECS 2000 are shown in the
picture below. Only the components shown as engine • measuring engine and turbocharger speed
mounted are included in the delivery of the engine. • engine safety system
WECS 2000 is built-up of a number of Distributed Control - starting
Units (DCU), Sensor Multiplexer Units (SMU), a Main - start blocking
Control Unit (MCU), a Relay Module (RM), a Local Dis-
- stopping
play Unit (LDU) and a Local Control Panel (LCP). The ex-
act structure of the system depends on the cylinder - automatic shutdown
configuration. Signals to and from the external systems are - load reduction request
connected to engine-mounted connectors. Exceptions are • signal processing of monitoring and alarm sensors
the speed governor or speed control signals that are con-
• readout of important engine parameters on a graphical
nected to a dedicated junction box.
display
• data communication with external systems (e.g. alarm
and monitoring systems).
Figure 14.1 Components of WECS 2000.
Monitoring and alarm system Hardwired signals

to external systems
RS-485, MODBUS RTU
Intermediate
junctionbox
External systems
Multicores between junction box Engine mounted

and engine connectors Junction box
for speed control
WECS 2000 Female

connectors
ENGIN E
SPEED Main page
LUBE OIL
Exhaust gas temperature 483 °C
80 80
60 60
40 40
PRESSURE
20 20
0 0
-20 -20
-40 -40
-60 -60
-80 -80
Mode: Running A L O
HT WATER
TEMPERATURE CAN RS-486
REMOTE LOCAL
START STOP SHUTDOWN ENGINE

RESET MODE
Local Control Panel Relay Main Distributed Sensor

with Display Unit, Module Control Control Multiplexer
Backup Instruments Unit Unit Unit
and Controls

14.2 Power supply 14.3 Speed measuring

Three power supply lines shall be connected to WECS The engine speed is measured by two pick-ups and the
2000 as shown in the picture below. The main supply feeds turbocharger speed by one pick-up per turbocharger.
the WECS 2000 units, while the backup supply feeds stop There are 2 independent overspeed protections on the en-
related functions in the relay module. The auxiliary supply gine, level 1 and level 2. Level 1 will initiate a shutdown of
feeds auxiliary equipment on the engine (e.g. oil mist detec- the engine at 115% of nominal rpm. As a backup, level 2
tor). will initiate a shutdown of the engine at 118% of nominal
Technical requirements: rpm. Shutdown due to low lubricating oil pressure initiated
• main supply: 24 V DC / 4 A (18 - 32 VDC), by the relay module (backup) is suppressed by the second
UPS, max. ripple 500 mVp-p speed pick-up, while the engine is not running.
• backup supply: 24 V DC / 2 A (18 - 32 VDC),
UPS, max. ripple 500 mVp-p 14.3.1 Hardwired signals
• aux. supply: 24 V DC / 2 A max (18 - 32 VDC), The following hardwired signals are available from the
UPS or normal supply, max. ripple 500 mVp-p speed measuring function:
Note! Outputs:
UPS = Uninterrupted Power Supply • 'Engine running output', potential free contact
The 0V is common for the main and backup supply. (closed = running)
Main and auxiliary supplies may be connected to the same • 'Overspeed indication', potential free contact
power source while the backup supply is recommended to (closed = overspeed limit reached)
have it's own power source. The backup source is not • 'Engine speed', 4 - 20 mA for engine speed 0 - 1000
loaded unless failure of the main supply. RPM, max. load 400W
It is also recommended that the supplies are galvanically • 'Turbocharger A speed', 4 - 20 mA for turbocharger
isolated from other equipment. The supplies shall be in ac- speed 0 - 30000 RPM, max. load 400W
cordance with the classification society requirements.
• ‘Turbocharger B speed', 4 - 20 mA for turbocharger
speed 0 - 30000 RPM, max. load 400W(V-engines only)
• 'Engine speed pulse', potential free opto connection,
0 - 400 Hz for engine speed 0 - 1000 RPM.
Figure 14.2 WECS 2000 power supply.
MCU supply 24VDC Main supply +24VDC External

Relay
WECS system
DCU1 supply 24VDC module
units
DCU2 supply 24VDC Backup supply +24VDC
LDU supply 24VDC
Stop supply 24VDC
Aux. supply +24VDC
Yard connections

14.4 Safety system Start blocking

An engine start is blocked by the following conditions:
14.4.1 General • engine running
The safety system is implemented in the software of WECS • low pre-lubricating oil pressure
2000. In addition, there is some redundant safety functions • turning gear engaged
in the relay module. The safety system can be split into five
• stop lever in stop position
major parts: starting, stopping, start blocking, shutdowns
and load reduction requests. • local/remote switch in local position
(blocks the remote start)
14.4.2 Starting • local/remote switch in remote position
(blocks the local start)
Normal start of the engine
• active shutdown (incl. emergency shut down)
The engine is started remotely via the 'remote start' input or
• external start blocking input
in local control by the start pushbutton on the engine.
Note!
Note!
If a start blocking is active, it is not possible to start the en-
The engine will not start after a shutdown, before either lo-
gine. On the modbus communication link, an alarm is
cal or 'remote reset' has been done.
raised for each active start blocking.
Blackout start of engine
There is a 'blackout start' input configured that can be acti-
vated by an external system within 5min of lost pre-lubrica-
tion pressure or blackout. After 5min, the blackout start
input is inhibited.
Emergency start of the engine
Would the electrical system fail the engine can be started by
operating the master starting valve manually. Note that the
start is mechanically blocked, if the stop lever on the engine
is in STOP position, or pneumatically blocked, if the turn-
ing gear is engaged. When starting manually, the accelera-
tion can be controlled by the stop lever.

Figure 14.3 WECS 2000 start sequence.
1.0 STA RT SEQUENCE
BLACKOUT START
NOT BLACKOUT STA RT
START BLOCK =0 START BLOCK =1 1.5
SET MODBUS: SET MODBUS:

1.1 READY FOR START
1.2 START BLOCKED
CLEAR MODBUS: SET MODBUS:

START BLOCKED START BLOCK SOURCE
SET HARDWI RED: CLEAR MODBUS:

READY FOR START READY FOR START
CLEAR HARDW IRE D:

READY FOR START
START =1 START BLOCK =1 =1
CLEAR MODBUS:
1.0
1.3 READY FOR START
CLEAR HARDW IRE D:

READY FOR START
CLEAR MODBUS:
1.4 FA ILED START
=1
CLEAR HARDW IRE D:
FA ILED START
ACTIVA TE START SOLENOID 5 s
1.5 IF SPEED <START SPEED LIMIT
=1
=1
1.0
SPEED >RUN LIMIT AND t <30 s SPEED <RUN LIMIT AND t >30 s
CLEAR MODBUS: SET MODBUS:

1.6 FA ILED START
1.7 FAILED START 20 s
CLEAR HARDW IRE D: SET MODBUS:

FA ILED START START BLOCKED 20 s
SET MODBUS: CLEAR MODBUS:

ENGINE RUNNING ENGINE RUNNING
SET HARDWI RED: CLEAR HARDW IRE D:

ENGINE RUNNING ENGINE RUNNING
START SEQUENCE SET HARDWI RED:

ENDS FAILED START 20 s
20 s
1.0

14.4.3 Stopping Engine shutdowns

Normal stop of the engine The number of shutdowns will vary depending on the en-
gine configuration and application. Conditions causing
The engine is stopped remotely via the 'remote stop' input shutdown are specified in the project specific MODBUS
or in local control by the stop button on the engine. Manual list delivered with the documentation for contracted pro-
stop can also be done by turning the stop lever into the stop jects.
position.
Note!
Emergency stop of the engine All shutdowns except overspeed and emergency stop can
There is an 'emergency stop' input available. This function be suppressed by the shutdown override input.
cannot be overridden by the 'shutdown override' input. Shutdown backup system
Note!
In order to comply with classification society require-
The 'engine stop/shutdown' output is always closed when ments, the following shutdown functions are backed up in
the stop signal is active, while the indication 'shutdown' the relay module, that is an independent hardwired system.
output only is activated when an automatic shutdown has These functions are:
occurred.
• low lubricating oil pressure safety trip *
14.4.4 Shutdowns • overspeed trip

* Suppressed by the shutdown override input.
The sensors used for shutdown are of analogue type, and
the shutdown levels are defined in the WECS 2000 soft-
ware.
The shutdown is latching, and a shutdown reset has to be
given before it is possible to re-start. Naturally, before this
the reason of the shutdown must be investigated. The rea-
son for the shutdown will be indicated as a 11xxx address
on the Modbus communication link to the external sys-
tems.

Figure 14.4 WECS 2000 stop sequence.
2.0 STOP COMMAND
SHUTDOWN OVERRIDE = 1 AND

SHUTDOWN
(EMERGENCY STOP OR SHUTDOWN OVERRIDE = 0
OVERRIDE = 1
OVERSPEEED)
LOCAL STOP OR INTERNAL SHUTDOWN OR

REMOTE STOP EXTERNAL SHUTDOWN OR
EMERGENCY STOP OR OVERSPEED

2.1 STOP
2.2 SHUTDOWN
ACTIVATE STOP ACTIVATE STOP
SOLENOIDS AND SOLENOIDS AND
SET HARDWIRED: SET HARDWIRED:
RUN/STOP AND RUN/STOP AND
START BLOCKED START BLOCKED
60 s IF SPEED > 1 rpm 60 s IF SPEED > 1 rpm
INDICATE STOP INDICATE SHUTDOWN
SOURCE SOURCE
ALARM BLOCKING ON ALARM BLOCKING ON
SET HARDWIRED: SET HARDWIRED:

STOP/SHUTDOWN IF STOP/SHUTDOWN IF
SPEED > 1 rpm SPEED > 1 rpm
SET HARDWIRED:
SPEED < RUN LIMIT SHUTDOWN
INDICATION
CLEAR HARDWIRED:
2.3 ENGINE RUNNING
=1
SET HARDWIRED:
PRELUBE PUMP SPEED < RUN LIMIT
STOP
HOURCOUNTER CLEAR HARDWIRED: SHUTDOWN
2.4 ENGINE RUNNING
2.5 RESET
SET HARDWIRED:
SHUTDOWN RESET = 1
PRELUBE PUMP
STOP CLEAR HARDWIRED:

HOURCOUNTER
2.6 SHUTDOWN
CLEAR MODBUS:
STOP SOLENOID ACTIVE SHUTDOWN
SET MODBUS:
2.7 ENGINE STOP
STOP SOLENOID NOT ACTIVE
STOP SOLENOID DEACTIVATED
CLEAR MODBUS:
2.8 ENGINE STOP
CLEAR MODBUS:
START BLOCK
STOP SEQUENCE
ENDS

14.4.5 Load reduction Outputs:

• indication 'ready for start', potential free opto connec-
Main engine load reductions
tion (closed = ready)
The number of load reductions will vary depending on the
• indication 'start failure', potential free opto connection
engine type and application. Conditions causing 'load re-
(closed = failure)
duction request' are specified as a 12xxx address in the pro-
ject specific MODBUS list delivered with the • indication 'shutdown', potential free opto connection
documentation for contracted projects. (closed = shutdown)
Note! • indication 'engine stop/shutdown' , potential free con-
In case of a 'load reduction request', the external control tact (closed = stop/shutdown)
system or the power management system should reduce • indication 'local control mode', potential free opto con-
the load demand on the engine. If the load reduction is not nection (closed = local mode)
made automatic, an alarm should be raised requesting the • indication 'load reduction request', potential free opto
operator to manually reduce the load. connection (closed = request load reduction) (standard
Diesel Electric and Auxiliary Generator Set on main engines only)
load reductions Note!
On a diesel electric installation or for an auxiliary generator The number of I/O can vary depending on the type of en-
set there are no conditions causing 'load reduction request'. gine and application.
Hardwired signals
14.5 Alarms
The following hardwired signals are available to/from the
safety system:
14.5.1 General
Inputs:
• 'remote start', potential free pulse contact (~2s), The alarm settings are documented in the project specific
(closed = start) MODBUS list delivered with the documentation for con-
tracted projects.
• 'blackout start', potential free pulse contact (~2s),
An alarm condition activates the following:
(closed = start)
• the measured value is shown inverted on the LDU
• 'remote stop', potential free pulse contact (~2s),
(closed = stop) • an alarm message is shown on the history page of the
LDU
• 'remote reset shutdown', potential free pulse contact
(~2s), (closed = reset) • on the Modbus the alarm bit is set to value 1
• 'emergency stop', potential free contact, • the hardwired common engine alarm is activated
(closed = shutdown) When the alarm condition is over, the following actions are
• 'external shutdown 1', potential free contact, taken:
(closed = shutdown) • the measured value is shown as normal text on the LDU
• 'external shutdown 2,' potential free contact, • on the modbus the alarm bit is set to value 0
(closed = shutdown) (standard on main engines only) • the hardwired common engine alarm is deactivated, if
• 'shutdown override', potential free contact, there are no other active alarms
(closed = override), (if used)
• 'external start blocking 1', potential free contact,
(closed = start blocked)
• 'external start blocking 2', potential free contact, (closed
= start blocked) (standard on main engines only)

The number of MODBUS addresses can vary depending 14.5.2 Common engine alarm
on the application and engine type. However, as a rough
estimate for determine the size and type of the alarm sys- The hardwired 'common engine alarm' output is activated
tem, the following number of addresses per engine can be in case of an alarm condition generated by WECS 2000.
used for main propulsion engines (Aux/DE-engines in These are the alarms indicated by a 10xxx address in the
brackets): alarm-column of the project specific MODBUS list deliv-
ered with the documentation for contracted projects.
Table 14.1 The number of MODBUS addresses.
14.5.3 RM-failure
Engine type Required Recommended Optional
The hardwired 'RM-failure' signal from the relay module is
6L32 110 (89) 55 89 activated when:
8L32 130 (102) 61 110 • power supply to the WECS system is missing
9L32 140 (109) 65 120
1. Main supply
12V32 162 (122) 76 (78) 152
2. Backup supply
16V32 198 (146) 88 (90) 192
• fuse is burned
18V32 216 (158) 94 (96) 212
1. F1 - F5
• cable is broken on
Required:
1. Lube oil switch
• address required by classification society and/or
2. Optional switch
• address required by Wärtsilä in order for the operator to
3. 'Energised to stop' solenoids
have a basic view of engine parameters
Recommended:
14.5.4 WECS failure
• additional address recommended by Wärtsilä to give the
operator a more comprehensive view of engine parame- The hardwired WECS failure is activated if one or more of
ters. To be used in conjunction with the required ad- the WECS units (DCU or SMU) is not sending measure-
dresses. ment values to the MCU.
Optional:
• additional optional address to give the operator an opti-
14.5.5 Hardwired signals
mal view of engine parameters. To be used in conjunc- The following hardwired signals are available from the
tion with the required and/or recommended addresses. alarm function:
Note! Outputs:
WECS 2000 shall not be considered as an alarm system. • 'load switch' (def. at 100% fuelrack position), potential
The local LDU-screen can be used only to monitor the cur- free opto connection (closed when >100%) (standard
rent status of WECS 2000. The Modbus link shall always on main engines only)
be connected to the ship's alarm & monitoring system,
• 'speed switch 3', configurable set-point, potential free
where all alarm-functions including latching and acknowl-
opto connection (closed = limit reached) (standard on
edge of alarms shall be handled.
main engines only)
If preferred and where applicable, the alarm & monitoring
• 'speed switch 4', configurable set-point, potential free
system can read the analogue address only (the 30xxx ad-
opto connection (closed = limit reached) (standard on
dress on the project specific MODBUS list delivered with
main engines only)
the documentation for contracted projects). The alarms
must be generated in the alarm & monitoring system in- • 'common engine alarm', potential free opto connection
stead, preferably at the set points indicated in the Modbus (open = alarm)
list. Choosing to generate the alarms this way also allows • 'RM failure', potential free contact (open = alarm)
the end-user to change the alarm parameters in the alarm &
• 'WECS failure', potential free opto connection (open =
monitoring system (else only possible by Wärtsilä engineer
alarm)
at the engine).

14.6 Overview of hardwired signals

An overview of available hardwired input signals are shown in the picture below. Please note that the input signals may vary,
depending on the engine and application type.
Figure 14.5 WECS 2000 Hardwired inputs.

Remote start
Main Remote stop External
Control system
Unit
(MCU) Blackout start
External shutdown 1
External start block 1
External shutdown 2
External start block 2
Remote reset Remote reset
Shutdown override Shutdown override

Relay
Emergency stop Emergency stop
module
Yard connections
An overview of available hardwired output signals is shown in the picture below. There are two types of ON/OFF output
signals: potential free contacts and potential free opto connections. Please note that the output signals will vary, depending
on the engine and application type.
Figure 14.6 WECS 2000 Hardwired outputs.

Engine speed (4-20 mA) Engine speed (4-20 mA)
Main Turbo A speed (4-20 mA) Isolating Turbo A speed (4-20 mA) External
Control converters system
Turbo B speed (4-20 mA) Turbo B speed (4-20 mA)
Unit
(MCU) Local control mode Local control mode indication
Ready for start mode Opto Ready for start indication
Start failed mode relays Start failure indication
Shutdown mode Shutdown indication
Supply to indications
Prelubricating pump control Prelubricating pump control
Load reduction request Load reduction request
Common engine alarm Common engine alarm
WECS failure WECS failure
Engine speed pulse
Engine speed pulse Relay

Module RM failure
Engine running
Overspeed alarm switch
Engine stop & shutdown Engine stop & shutdown
Speed switch 3 reserved Speed switch 3 reserved
Speed switch 4 reserved Opto Speed switch 4 reserved
relays
Load switch Load switch
Fuel oil standby pump control Fuel oil standby pump control
Lube oil standby pump control Lube oil standby pump control
HT water standby pump control HT water standby pump control
LT water standby pump control LT water standby pump control

The principle of the output signals is shown in the pictures 14.7 Modbus communication link
below.
The communication between the external system and
Figure 14.7 WECS 2000 potential free contact. WECS 2000 is done through a Modbus communication
link. Modbus is a standard defined by Modicon primarily
Breaking capacity max. 2 A, 30 V DC for use in industrial applications.
Modbus is a binary data transfer protocol. In WECS 2000,
Relay the Modbus serial link is used for transferring measure-
24 V DC ment data and status information from WECS 2000 to the
external alarm & monitoring system.
WECS 2000 always operate as a slave in a Modbus net-
0V work, i.e. the alarm & monitoring system is always the mas-
ter. The physical connection is standard 4-wire RS-485
with optical isolation at WECS 2000 side. The used com-
munication parameters are:
Yard connection
• baud rate 9600
• 8 data bits
Figure 14.8 WECS 2000 potential free opto connection. • 1 stop bit
• no parity.
Breaking capacity max. 3 A, 24 V DC
Opto relay
Figure 14.9 WECS 2000 modbus communication link.
24 V DC
0V
Yard connection
Note!
The number of I/O can vary depending on the type of en-
gine and application.
The optional (second) MODBUS communication link can

e.g. be used for an EXPERT-system like Wärtsilä Fault
Avoidance Knowledge System (FAKS is an optional deliv-
ery) or as a redundant MODBUS link to the ships alarm &
monitoring system.
For further information, see the dedicated MODBUS
DESCRIPTION in the end of this chapter.

14.8 Monitoring and alarm

sensors Table 14.2 Sensors for remote monitoring and alarms
Code Name Type

14.8.1 WECS signal processing LS103A Fuel oil leakage, injection pipe A-bank b
In WECS 2000 the data acquisition is distributed. The sen- LS103B Fuel oil leakage, injection pipe B-bank 3) b
LS108A Fuel oil leakage, dirty fuel driving end,
sors are connected to the distributed units - SMU's or A-bank
b
DCU's - located close to sensors. Only start and stop re- LS108B Fuel oil leakage, dirty fuel driving end,
lated switches and backup sensors are connected to the b
B-bank 3)
MCU and the RM. PT101 Fuel oil pressure, engine inlet a
TE101 Fuel oil temperature, inlet a
LS204 Lube oil level low alarm (if wet sump) b
14.8.2 Sensors for remote monitoring PT201 Lube oil pressure, engine inlet a
and alarms PT201-2 Lube oil pressure, engine inlet 2 a
PSZ201 Lube oil pressure switch, stop b
The table below contains a typical sensor set for the engine. PT241 Lube oil pressure, filter inlet a
However, the project specific sensors/signals for monitor- TE201 Lube oil temperature, engine inlet a
ing, alarm and safety are listed in the project specific TE231 Lube oil temperature, LOC inlet a
MODBUS list delivered with the documentation for con- PT301 Starting air pressure a
PT311 Control air pressure a
tracted projects. PT401 HT-water pressure, engine inlet a
Also alarm and stop functions required for marine engines PT471 LT-water pressure, CAC inlet a
by the classification societies and by Wärtsilä are shown in TE401 HT-water temperature, engine inlet a
the above-mentioned MODBUS list. TE402 HT-water temperature, engine outlet a
TE402-2 HT-water temperature, engine outlet 2 a
Explanations: TEZ402 HT-water temperature, A-bank outlet a
a) analogue sensor TEZ403 HT-water temperature, B-bank outlet 3) a
TE432 HT-water temperature, CAC outlet 2) a
b) binary (on/off) sensor TE471 LT-water temperature, CAC inlet a
1) Number of sensors depending on cylinder configuration TE472 LT-water temperature, CAC outlet a
TE482 LT-water temperature, LOC outlet a
2) Only if 2-stage CAC TE511-
Exhaust gas temp., Turbo A inlet 1) a
3) V-engines only TE513
TE517 Exhaust gas temp., Turbo A outlet a
Note!
TE521-
Sensors connected to WECS 2000 can communicate with Exhaust gas temp., Turbo B inlet 1) 3) a
TE522
remote systems only by means of the MODBUS RTU TE527 Exhaust gas temp., Turbo B outlet 3) a
communication link. TE51CA- Exhaust gas temp., (1/exh.gas valve =
a
TE59DB 2/cylinder) 1)
PT622 Charge air pressure, CAC outlet a
PDT623 CAC pressure difference, A-bank a
PDT633 CAC pressure difference, B-bank 3) a
TE622 Charge air temperature, CAC outlet a
NS700 Oil mist detector failure b
QS700 Oil mist detector alarm & load reduction b
QS701 Oil mist detector shutdown b
PT701 Crankcase pressure a
TE700
Main bearing temperature (1/bearing) 1) a
-TE710
TE711A-
Cylinder liner temperature (2/cylinder) 1) a
TE792B
GT165 Fuel rack position a
GS171 Stop lever in stop position b
ST173 Engine speed a
ST174 Engine speed 2 a
SE518 Turbocharger A speed a
SE528 Turbocharger B speed 3) a
GS792 Turning gear engaged b

14.9 Instrumentation
14.9.1 Local display unit
The Local Display Unit (LDU) replaces the traditional
pressure gauge panel, the thermometers and other instru-
ments. It is connected to the MCU, which sends the neces-
sary data to the display.
Figure 14.10 The Local Display Unit.
Main page
Main Exhaust gas temperature 483 °C
80
60
80
60
Up
40 40
Info 20
0
20
0
-20 -20
-40
-60
-40
-60
Enter
-80 -80
History Engine speed Fuel rack pos.
Down
Shift 720 rpm 33 mm
Mode: Running A L O
Startblocks and air Additional info

pressures
Oil
Engine Exhaust Cylinder Crankcase Water system
performance gas liners system
14.9.2 Main functions

On the main page, the LDU will display important engine
parameters: Typical data showed on the information pages is
• exhaust gas temperature deviation • logical name of sensor
• fuel rack position • analogue value
• engine speed • bar graph
• engine mode • abnormal value inverted
• common engine alarm Additional service information showed is
• load reduction request information • sensor code
• stop/shutdown override information • connection information
Separate information pages are also available for the fol-
lowing systems 14.9.3 The history page
• start blocks and air pressures The history page shows the 100 latest events of the engine,
• engine performance e.g. engine being started, alarms, shutdowns, etc. In the
case of alarm and shutdown the sensor code, date and time
• exhaust gas is also shown on the display.
• cylinder liners
• crankcase
• water systems
• oil systems

14.9.4 Backup instruments and local Figure 14.12 WECS 2000 Backup instruments.
controls
In addition to the LDU there are three backup instruments ENGINE
independent of the rest of the system: SPEED
• engine speed, (SI174)

• lubricating oil press, engine inlet (PI201) LUBE OIL
• HT water temperature, engine outlet (TI402) PRESSURE
HT WATER
TEMPERATURE
The following four (4) local controls are located adjacent to

the LDU: Figure 14.11 WECS 2000 Local controls.
• engine start button, (HS721)
BLOCKED LOCAL
• engine stop button, (HS722) BLOW REMOTE
• shutdown reset button, (HS725) START STOP SHUTDOWN ENGINE

RESET MODE
• blow/blocked/local/remote selector switch, (HS724)
14.10 Stand-by pumps

WECS 2000 has four (4) standby pump start outputs avail-
able: 14.10.1 Hardwired signals
Outputs: The following hardwired signals are available for standby
• HT-water pump control (standard on main engines only):
• LT-water Outputs:
• fuel oil (used only for L-engine if engine driven main • HT cooling water standby pump, activated when pump
pump) should start
• lubricating oil • LT cooling water standby pump, activated when pump
should start
If the pressure drops below a pre-set level when the engine
is running, WECS activates the standby output. The • lubricating oil standby pump, activated when pump
stand-by pump starter shall include an interposing relay should start
controlling the main contactor. An alarm on the • fuel oil standby pump, activated when pump should
MODBUS is raised. start
When the pressure is raised to normal level by the standby Note!
pump, both the standby output and alarm from WECS In accordance with classification requirements, the
2000 are reset, thus meaning no latching of the output(s) is standby pump output and the MODBUS alarm is triggered
done in WECS 2000. Latching must be done in the standby in case of a sensor failure.
starter and alarm system respectively. The reason for the
pressure drop should be investigated as soon as possible.
Stop of the standby pump should always be a manual oper-
ation. Before stopping the standby pump, the reason for
the pressure drop must have been investigated and recti-
fied.

14.11 Electric pre-lubricating 14.12.1 Hardwired signals

pump The following hardwired signals are available to control the
preheating:
The engine is equipped with an electric pre-lubricating
pump. The pump is used for filling of the lubricating oil Outputs:
system, pre-lubricate a stopped engine before start and for • the 'engine running' output can be used by the external
preheating by circulating warm lubricating oil. system as reference to start the circulation pump (engine
The pump may also be run continuously when the engine is stopped = start circ.pump)
stopped. In that case, the automatic starting and stopping
of the pre-lubricating pump can be controlled by the 14.13 Electric turning device
'pre-lubricating pump output'. When the pump is to be
started, 24VDC is fed to the pump starter, i.e. the starter The engine is equipped with an electric turning device. The
shall include a 24VDC-interposing relay which controls turning device is used for cranking the engine, e.g. during
the main contactor. maintenance.
For dimensioning the pre-lubricating pump starter, the For dimensioning the turning device starter, the values in-
values indicated below can be used. For different voltages, dicated below can be used. For different voltages, the val-
the values may differ slightly. The starter is not included in ues may differ slightly. The starter is available as option.
the standard delivery of the engine.
Table 14.3 Dimensioning of the turning device starter.
Voltage Freq. Power Current

Engine type
Table 14.13 Electric motor data. [V] [Hz] [kW] [A]
W L32 & 400 50 2.2 5.0
Voltage Freq. Power Current W V32 440 60 2.6 5.3
Engine type
[V] [Hz] [kW] [A]
400 50 7.5 14.7
W L32
440 60 8.6 14.6
14.14 Speed control
400 50 22.0 41.0
W V32
440 60 26.0 44.5
14.14.1 Mechanical-hydraulic
governors for main engines
14.11.1 Hardwired signals The engines are normally provided with mechanical-hy-
draulic governors prepared for pneumatic remote control
The following hardwired signals are available to control the
form e.g. a Propulsion Control System (PCS).
pre-lubricating pump:
The governor is equipped with a shutdown solenoid and
Outputs:
with either a pneumatic smoke limiter or an electrical start
• 'Pre-lubricating pump', 24VDC supply when pump fuel limiter.
should start
The idling speed is selected for each installation based on
calculations, for CP-propeller installations at 60 - 70% of
14.12 Preheating of cooling water the nominal speed and for FP-propeller installations at
about 40 - 50%.
In order to heat the engine and maintain a cooling water The standard control air pressure for pneumatically con-
temperature >70°C, preheating has to be arranged. Pre- trolled governors is:
heating can be done by an electric preheater or alternatively
steam- or thermal oil heaters. For required heating power p = 0.857 * n - 143
and more information about the preheating unit see chap- p = control air pressure [kPa]
ter Cooling water system. The preheater unit is available as n = engine speed [RPM]
option.
The temperature control should be automatic.
For automatic starting and stopping of the circulating
pump to circulate cooling water through the stopped en-
gine(s), the 'engine running' signal can be used as reference.

Governors for engines in FP-propeller installations are Speed droop means that the governor speed reference au-
provided with a smoke limiting function, which limits the tomatically decreases as the engine load increases. The
fuel injection as a function of the charge air pressure. speed droop is normally adjusted to about 4%. This is to
Governors are as standard equipped with a built-in delay of ensure proper load sharing between parallelling units. To
the speed change rate so that the time for speed accelera- compensate for the speed decrease of the plant when the
tion from idle to rated speed and vice versa is 10-12 sec- load increases, and vice versa when the load decreases, the
onds. PMS may in an outer (cascade) loop correct for the fre-
quency drift.
14.14.2 Mechanical-hydraulic Isochronous load sharing means that the governor speed
reference stays the same, regardless of the load level. A
governors for auxiliary
shielded twisted pair cable between the speed controllers is
generator set necessary for isochronous load sharing. If the ship has two
Auxiliary generator sets are normally provided with me- or more switchboard sections, which can be either con-
chanical-hydraulic governors for remote electric speed set- nected or separated, there must be a breaker also for the
ting from e.g. a Power Management System (PMS). load sharing lines between each speed control.
The governor is equipped with a speed setting motor for
synchronizing, load sharing and frequency control. 14.14.4 Electronic speed control for
The governor is also equipped with a shutdown solenoid main engines
and an electrically controlled start fuel limiter. The syn- An electronic speed control is recommended for more de-
chronizing is operated by ON/OFF control as "increase" manding installations, e.g. main engine installations with
or "decrease" by polarity switching. Normal speed change two engines connected to the same reduction gear, in par-
rate is about 0.3 Hz/s. ticular if there is a shaft generator on the reduction gear.
Engines, which are to be run in parallel have governors The remote speed setting can be either an increase/de-
with the same speed droop, about 4%, to obtain basic load crease signal, or an analog 4-20mA speed reference, both
sharing. During load sharing and frequency control, the ex- from e.g. a PCS. The rate at which the speed changes is ad-
ternal load sharing system (PMS) must have a control justable in the speed controller.
deadband implemented, allowing for an uneven load or
frequency drift of 1 - 2%. Actuators with mechanical backup are only recommended
for single main engines. The actuator should in case of a
single main engine be reverse acting, so that the change
14.14.3 Electronic speed control over to the mechanical backup takes place automatically.
An electronic speed control, comprising a separately Should however mechanical backup be used on any other
mounted electronic speed control unit and a built-on actu- applications, the actuator should be of direct acting type.
ator, offers efficient tools for filtering speed and load sig-
nals. This is often required in order to achieve good 14.14.5 Electronic speed control for
stability without sacrificing the transient response. Further diesel electric/generator set
the dynamic response can easily be adjusted and optimised
for the particular installation, or even for different operat- An electronic speed control is always recommended for
ing modes of the same engine. An electronic speed control diesel electric installations due to the sometimes strongly
is also capable of isochronous load sharing. In isochronous fluctuating power demand from the dominant consumer
mode, there is no need for external load sharing, frequency (propulsion).
adjustment, or engine loading/unloading control in the ex- For an auxiliary generating set, an electronic speed control
ternal control system. Both isochronous load sharing and can be specified as an option.
traditional speed droop are standard features in all elec- Actuators with mechanical backup are not recommended
tronic speed controllers and either mode can be easily se- for multi-engine installations. Should mechanical backup
lected. be used however, the actuator should be of direct acting
type.

14.15 Modbus description The general message format for "Read Input Status 02" is
described below.
14.15.1 Modbus RTU protocol Request to read inputs 10197dec -10218dec from slave de-
vice 17dec. The inputs are assumed to be pre-set to: 0011
WECS 2000 uses the transmission mode RTU. The fol- 0101 1101 1011 1010 1100bin
lowing commands are in use at the moment: Poll message:
• 02 Read Input Status 11hex slave address ID
offset 10000dec 02hex function code
1 = ON or ALARM 00hex starting address HI
0 = OFF or NORMAL C4hex starting address LO
returns information about alarm, shutdown and load re- 00hex number of points HI
duction packed into bit fields
16hex number of points LO
• 04 Read Input Registers - error check CRC
offset 30000dec Reply message
returns sensors values packed as two bytes per register, 11hex slave address ID, same as in the poll mes-
WECS 2000 returns an exception response in case of an il- sage
legal query. This may occur if the master tries to use a func- 02hex function code, same as in the poll message
tion that is not supported by WECS 2000. The exception
response is formed according to instructions given in Ap- 03hex byte count
pendix A of the "Modicon Modbus Protocol Reference Achex data inputs 10204dec -10197dec
Guide". Dbhex data inputs 10212dec -10205dec
Note! 35hex data inputs 10218dec -10213dec
The commands follow the "Modicon Modbus Protocol - error check CRC
Reference Guide", PI-MBUS-300 Rev. D, March 1992. A The general message format for "Read Input Register 04"
misprint on page 113 should be noticed. The reference is described below.
guide states in section "Placing the CRC into the Message"
Request to read register 30009dec from slave device 17dec.
that "When the 16-bit CRC (2 8-bit bytes) is transmitted in
The register is assumed to contain value 10dec.
the message, the low-order byte will be transmitted first,
followed by the high-order byte". It should be the other Poll message:
way around, i.e. "When the 16-bit CRC (2 8-bit bytes) is 11hex slave address ID
transmitted in the message, the high-order byte will be 04hex function code
transmitted first, followed by the low-order byte". For ex-
00hex starting address HI
ample, if the CRC value is 1241hex (0001 0010 0100
0001bin). 08hex starting address LO
00hex number of points HI
Figure 14.14 WECS 2000 CRC byte sequence. 01hex number of points LO
Addr Func
Data
Data Data Data Data
CRC CRC - error check CRC
count Hi Lo
Reply message
12 41
11hex slave address ID, same as in the poll mes-
sage
14.15.2 Packets in Modbus 04hex function code, same as in the poll message
02hex byte count
Modbus packets are binary. The packets are recognized
with delays in communications. A master initiates all com- 00hex data HI, register 30009dec
munication, the slave can send data only when requested. 0ahex data LO, register 30009dec
A 1.5 character delay means that the packet was inter- - error check CRC
rupted and should be discarded by recipients. A 2.5 charac-
ter delay means that the next character starts a new packet.
Message format

Data addressing and requests Polling sequence

Registers in a Modbus slave are addressed starting with 1 Normally a Modbus master cannot poll all analog ad-
(e.g. 30001dec, 10001dec, 11001dec, 12001dec). In con- dresses on one query (Modbus Reference Guide recom-
trast the poll messages, which refer to registers, are begin- mends maximum 125 addresses per query). Therefore
ning with 0 and without the tens thousands (e.g. 0, 0). several queries are required for analog address series
Note! whereas alarm/stop/load reduction address series require
one query per address series. The exact analog value is not
If an external alarm & monitoring system tries to read
normally as time critical as the alarm/stop/ load reduction
non-existing registers (e.g. the registers 30000dec,
information. Therefore binary addresses are sometimes
10000dec, 11000dec, 12000dec), no value and/or status in-
polled more often than analog addresses.
formation for the whole polling will be returned.
Two example sequences are shown in the following. The
Scaling time-stamp indicates when a new polling should begin.
Scaling is needed, because Modbus can transfer only inte-
gers. The value of the signal is scaled with the scaling factor. Table 14.4 Sequence 1.
When reading this value in the alarm & monitoring system
Time [ms] From To
it must be re-scaled with 1/scaling factor (see the Modbus
list). 0 - - - - 30001dec 30125dec
Analogue information from WECS 2000 500 - - - - 10001dec 10250dec
Addresses beginning from 30001dec contain analogue val- 11001dec 11250dec
ues of the signals. The analogue value is below -900, if the 12001dec 12250dec
status of the measured value is not normal in the MCU da- 1000 - - - - 30126dec 30250dec
tabase. The status may be abnormal for several reasons; 1500 - - - - 10001dec 10250dec
sensor failure, update delayed more than 60 seconds or
11001dec 11250dec
measured value out of range. Consequently error informa-
tion is read from analogue address series for all sensors. 12001dec 12250dec
Every signal of the engine has its own address in this series. 2000 - - - - 30001dec 30125dec
All unused addresses are set to value 0. These addresses can aso.
be read with command 04dec (offset 30000dec).
Note!
For a complete list of error codes, see section error codes. The bus is approximately 55 - 60% loaded when analog ad-
dresses are read once every 2 seconds and binary addresses
Digital information from WECS 2000 once every second.
The alarm/stop/load reduction information of the signal
is represented in addresses beginning from 10001dec. This Table 14.5 Sequence 2.
series is divided so that alarm values begin from 10001dec,
Time (ms) From To
stop values from 11001dec and load reduction values from
12001dec. Binary and switch information is normally read 0 - - - - 30001dec 30085dec
only from these addresses, not from analogue address. The 330 - - - - 10001dec 10250dec
information in this series is of ON/OFF type. Alarm ON 11001dec 11250dec
situation is indicated with value 1, whereas alarm OFF situ- 12001dec 12250dec
ation is indicated with value 0. The information can be read
833 - - - - 30086dec 30170dec
with command 02dec (offset 10000dec).
1160 - - - - 10001dec 10250dec
Multiple engine projects 11001dec 11250dec
In multiple engine projects it is recommended to have a 12001dec 12250dec
separate Modbus network for each engine to speed up the 1660 - - - - 30171dec 30250dec
communication.
1990 - - - - 10001dec 10250dec
However, WECS 2000 can be configured for
11001dec 11250dec
point-to-point communication where all engines have the
same MODBUS SLAVE ID and a separate network or for 12001dec 12250dec
multidrop communication where all engines will have dif- 2490 - - - - 30001dec 30085dec
ferent MODBUS SLAVE ID and one network. aso.

The bus is approximately 55 - 60% loaded when analog ad- Update fail to MCU
dresses are read once every 2.49 seconds and binary ad-
Whenever the measured value is not updated within 60 sec-
dresses once every 0.83 seconds.
onds the data item status is set to OLD_VALUE. If the
In sequence 2 the update frequency is lower for analog ad- data item has never been updated, the status is set to
dresses and higher for binary addresses than in sequence 1. DEFAULT_VALUE. In both cases an error code is up-
Messages are also shorter in sequence 2, which is good in dated to the data item. The error code is calculated accord-
case of failed transmission. The purpose of this example is ing to the formula:
to show that in every project the correct update rate must
Error code = -(900 + value of the data item).
be carefully investigated for all data blocks. This is the only
way to guarantee safe and optimised communication.
Table 14.6 Communication fail on DCU/SMU-link.
14.15.3 Error codes Error code Explanation
The analogue value is set to error code value, if there is a -1000 Timeout before reply received
failure in the measurement. The error code value is always -1001 Checksum error in the received message
less than -900. On analog Modbus addresses which are
STX not found in the start frame or data
scaled in the MCU and divided in the external system, the -1002
length is zero
error code value differs from the values shown below, be-
-1003 Data field is too wide
cause the error code values are not multiplied in the MCU
(e.g. error code -906 may be -90.6 in the external system). -1004 Measured value out of measurement range
Three basic error types are explained below. -1005 The result is not a floating point number
The difference between two consecutive
-1006
measurements is too big
Table 14.7 Measurement fail on SMU Board. -1007 Failed to initialise SMU
Error code Explanation

-901 Power error
-902 A/D-converter error
-903 Shift register error
-904 Connection error
-905 Sensor short error
-906 Sensor break error
-908 Temperature reference error
-909 Overflow error
-910 Underflow error
-911 E2-prom error
-912 Hardware error or no measurements done yet

15. Electrical power generation and management
15. Electrical power generation and manage-

ment
15.1 General 15.1.2 Electric load demand at
consumers and generators
15.1.1 Definitions The load demand analysis (electric load balance) listing the
The marine vessel’s electric supply system is an alternating various loads and modes onboard ship is usually evaluated
current (a.c.) three-phase, three–wire insulated. The engine in the concept design phase and made available to the gen-
produced mechanical energy is converted into electrical erator set supplier as the basis for dimensioning the genera-
energy by a generator, which usually is of the synchronous tor sets.
type and intended for continuous operation. The generator feeds power to the consumers in the net-
The voltage of the network and generator is low voltage work including all electrical transmission losses. If only the
(LV) up to 1000 V and medium voltage (MV) from 1 kV. consumer power consumption is advised, the total re-
Ordinary low voltages are 400 V (50 Hz), 450 V (60 Hz) quired power supplied by the generator shall be increased
and 690 V (50 or 60 Hz). with the network losses, which typically could be 5…9 %
depending on type, size and quality of electrical compo-
Nominal medium system voltages are 3 kV, 3,3 kV, 6 kV, nents.
6,6 kV, 10 kV and 11 kV for 50 Hz or 60 Hz.
Low voltage is normally used in installations with total
15.1.3 Operation modes
power up to about 10 MVA due to short circuit current re-
strictions in the switchgear. The generators shall be capable of operating in parallel.
The common network frequency (f) is 50 Hz or 60 Hz and The operation modes of the vessel have different demands
the generator synchronous rated speed nrG [rpm] is calcu- of electric power and number of generating sets in opera-
lated from: tion. Important factors are:
nrG = 60 * f/p • operation profile
Where: • actual operation mode and maximum expected load
p = pole pairs, • operational practice (e.g. at least 2 generating sets run-
and subsequently the number of poles = 2 * p ning)
• redundancy requirements
Generator power definitions: • accepted loading practice of the generating sets (e.g. 90
Sr = rated output, rated apparent power in % of Pr)
kilovolt-amperes kVA
Sr = Pr/cos nr 15.1.4 Basic requirements
Pr = rated active power in kilowatts kW
For a.c. generating sets used onboard ships and offshore
cos nr = rated power factor installations which have to comply with rules of classifica-
cos nr = Pr/Sr tion society (Class), the specific requirements of the Class
shall be observed.
The generator rated active power limit Pr should match The main source of electrical power consists of at least two
with the diesel rated output power PDIESEL taking into ac- generating sets, and a shaft generator may be considered to
count the efficiency hGEN of the generator. be one of the required generators if capable of operating in
parallel. The capacity of the generating sets shall be such
Pr = hGEN * PDIESEL
that in the event of any one set being stopped it will still be
Generator hGEN is typically 95…97 % at full load and cos n possible to supply those services necessary to provide nor-
0,8. mal operational conditions of propulsion, safety and mini-
mum comfortable conditions of habitability.
In the following there are some common basic require-
ments of the generating set performance.

15.2.2 Power factor

Table 15.1 Frequency and voltage variations in a.c.
installations: Rated power factor cos nr of the generator shall be selected
in accordance with the network load cos n, which usually is
Load condition: Steady state Transient state 0.8 … 0.85.
Freq./speed regulation 95 – 105 % 90 – 110 % In a diesel electric drive vessel e.g.: with cyclo converters
A.c. voltage regulation 97.5 – 102.5 % 85 – 120 % and/or low loading of propulsors, the power factor is usu-
ally 0.7…0.8 and the generators are to be dimensioned ac-
cordingly.
Although the Class sets requirements for sudden load
The most common power factor for generators is 0,8.
changes, the general recommendation is to apply electrical
loads in a ramp function rather than in sudden load steps.
Reference is also made to Chapter 2: Operating Ranges and 15.2.3 Generator reactances
loading capacity. An important issue with regard to short circuit figures and
starting capacity in the network is the generators’
15.2 Electric power generation subtransient reactance xd”. The xd” is typically 15…20 (up
to 25) %.
15.2.1 General dimensioning criteria Generally a high xd” causes a lower short circuit current
but reduces the starting capacity of high power motors in
The generator voltage, capacity and number of units are the network due to an excessive voltage drop.
basically defined from the operation mode with the highest A very low xd” increases the generator size in comparison
expected electric load. The most demanding operation to a high xd”, but the possibility to choose a specific xd” is
mode is usually manoeuvring or cargo handling, while max somewhat restricted.
speed at sea in a diesel-electric ship may require more
A compromise between high starting capacity and low
power.
short circuit level of the network, and low distortion level
It should be considered that at least one generating set of the distorted voltage waveform in a ‘polluted’ vessel, is
should be stand-by offering flexibility to perform mainte- to be done when deciding the generator reactances.
nance work on any other generating set.
For example, in an uncomplicated vessel the generator ca- 15.2.4 Generator protection and
pacity could be selected in a way that one unit is suitable for
switchgear
port and sea conditions, and two units for manoeuvring
conditions having a 3rd unit as a stand-by. Generator set switchgear, control gear and monitoring
General dimensioning criteria with respect to power, equipment is usually mounted off the generating set. All
among others: components incorporated in the switchgear shall be ade-
quately rated to suit the generating set and the specified
• type of vessel
mains operation, including the prospective fault current.
• operation mode and application
The generator is basically protected by the generator
• requirements of the connected load breaker and protection devices, usually being tripped by
• load power factor cos n the following protection functions:
• cost efficient loading level, optimum specific fuel con- • short circuit
sumption • overload
• redundancy requirements • time delayed over-current
• starting characteristics of high power motors • reverse-power
Due consideration is to be given to the transient frequency • differential-current
and voltage characteristics of the generating set during and
• voltage protections (over and under voltage release)
after a sudden load change. Any particular requirement of
the load acceptance shall be subject to agreement between • earth fault
the customer and Wärtsilä. • stator RTD temperature HI/HI
Generating set protection systems mainly related to the en-
gine are set in the chapter for Automation System, and
comprise among others:
• load shedding

• overspeed An isochronous load sharing for parallelling generators is

• engine shutdown possible with an electronic governor. All parallelling gener-
ators are to have the same maker and type of electronic
• emergency stop governor. The isochronous mode governor will maintain a
• major alarm from the speed governor. constant speed up to 100 % load.
15.2.5 Motor starting capacity of the 15.2.7 Automatic Voltage Regulator

network (AVR)
The starting capacity of the electrical network depends The AVR controls the generator voltage and the reactive
mainly on the connected spare generator capacity, genera- load sharing. The brushless exciter-AVR system is to de-
tor xd”, xd’ and allowed voltage drop. The maximum al- tect changes in terminal voltage (e.g. caused by a sudden
lowed transient voltage drop is 15 %, which in some cases load change) and to vary the field excitation as required to
is too much for sensitive equipment. restore the terminal voltage of the generator.
The starting characteristics of the most power consuming The AVR, including the spare AVR where applicable, shall
motor or consumer is to be carefully checked. The genera- be tested and approved by the Class together with the gen-
tor manufacturer is to be informed (preferably at the offer- erator forming a unit.
ing stage) on the motor characteristics, operation and The exciter and AVR are normally supplied from the gen-
starting method in order to evaluate the expected voltage erator (shunt excitation) or sometimes from a
drop. shaft-mounted external Permanent Magnet Generator
An excessive voltage drop causes generator dimensioning (PMG), which is used on generators, e.g. in a network with
adjustments and/or means of alternative motor starting notable voltage distortion.
methods, e.g. soft starting device. In order to maintain a possible network short-circuit cur-
rent, high enough (at least 3 * IN) to trip the generator or
15.2.6 Speed Governor achieve selectivity in the distribution, a booster
(short-circuit excitation) circuit is provided for the shunt
The speed governor is a device, which senses the speed of excitation.
the engine and controls the fuel flow to the engine to main-
tain the speed at the desired level to meet changes in load The reactive load sharing of parallelling generators is pro-
output. Governor types are mainly hydraulic/mechanical vided by the AVR using parallelling compensation circuits
or electronic, which are used in more complex projects. called:
In electrical terms, the speed governor controls the genera- • voltage droop compensation
tor’s and network’s frequency and the active load sharing • crosscurrent compensation
by speed droop feedback or an ‘isochronous’ (zero droop) The droop compensation is the most commonly used cir-
mode. cuit for reactive load sharing and is possible with an ana-
The steady state frequency characteristics depend mainly logue or a digital AVR. The voltage droop depends on the
on the performance of the engine speed governor, while reactive load, i.e. a decrease in voltage for an increase in re-
the transient frequency characteristics depend on the com- active load.
bined behaviour of all engine system components. The crosscurrent compensation is a more complex
Basic definition of speed droop: method for reactive load sharing. The voltage is main-
A decrease in speed reference for an increase in load, i.e. tained constant without ‘droop’, and the reactive load is
the % of the current speed reference by which the speed balanced.
reference is drooped (decreased) from zero to full load. Manual voltage control in the main switchboard as a
An external speed setting from the power management back-up is generally provided only on the request of the
system compensates the speed droop effect keeping the customer.
frequency stable in long term steady state conditions.
Speed droop based load sharing is possible with both a hy- 15.2.8 Shaft generators
draulic/mechanical and an electronic governor. For most A shaft generator (SG) is driven by a main propulsion unit,
applications a droop of 3…5 % is recommended. The which usually is intended to operate at constant speed in a
droop setting, as well as the dynamical performances of the CPP installation.
governor, shall be equal for all parallelling generators in or-
der to have a proportional load sharing. Shaft generators are normally connected to:

• a secondary PTO from a step-up gear (generator runs gency electrical consumer (motor) often determines the
parallel to the propeller shaft) size of EDG. Allowance is also recommended for possible
• a primary PTO from a step-up gear (generator runs par- future additional emergency loads.
allel to the engine) The emergency consumers comprises e.g.: emergency
lighting, navigational and communication equipment, fire
• an engine free end
alarm systems, fire and sprinkler pumps, bilge pump, wa-
A constant frequency shaft generator may be an alternative ter-tight doors, person lifts, steering gear.
in a vessel with a diesel driving a FPP.
Many shipowners have additional requirements with re-
It is recommended to provide the main engines with elec- gard to EDG-supplied services as precautionary measures
tronic speed governors when shaft generator installations against blackout, e.g.: essential (non-emergency) auxiliaries
are applied in multi engine installations (twin-in/sin- for electric power generation and propulsion. This further
gle-out). loading of EDG shall of course be reflected in the EDG
The SG is dimensioned with regard to the operating mode, size, and a shedding system for non-emergency consumers
electric load at sea and thruster (or other high power con- to be provided and trip, in case the EDG should be over-
sumer) sizes. loaded.
In the case with secondary PTO the shaft generator speed It is not recommended to use the EDG as a harbour gener-
nrG and the gear ratio is to correspond to a suitable high ator, ref. Solas Ch. II-1 Part D Reg. 42. 1.4 and Reg. 43. 1.4.
speed of the main engine, in order to have power enough
to run both shaft generator and CPP at a constant speed at
sea. In the manoeuvring mode the propeller cavitation can 15.3 Electric power management
be reduced, by selecting a 2-stage (speed) PTO gear en- system (PMS)
abling a lower main engine and propeller speed.
15.3.1 General
15.2.9 Earthed neutral
The main task of an electric power management (PMS) is
The vessels’ generation and distribution systems are ordi- to control the generation plant and to ensure the availabil-
narily insulated in low voltage installations as well as for ity of electrical power in the network as well as to avoid
tankers. blackout situations.
The network in medium voltage installations is mostly The PMS controls the starting/stopping and synchronis-
earthed via a high resistance connected to the generators’ ing of a generator to the network, frequency monitoring,
neutral. The rating of the earthed neutral system shall be steady state load sharing between on-line generators,
defined taking into account the ratings of all components blackout starting, shaft generator, gear clutches and exe-
of electrical equipment in the generation circuit. cutes load tripping when the power plant is overloaded
Earthed neutral options are e.g. a separate earthing trans- (load shedding).
former with a resistance, a low resistance earthed neutral or The main busbar is normally subdivided into at least two
a direct earthed neutral. parts connected by bus tie breakers, and the connection of
The earthed neutral cabinet is normally delivered by the generating sets and other duplicated equipment shall be
switchgear supplier and co-ordinated with the generator equally divided between the parts.
supplier.
15.3.2 Control modes
15.2.10 Emergency diesel generator The PMS is to have redundant hierarchy of control modes,
The emergency source of electrical power shall be the following provisions being typical:
self-contained independently from engine room systems • automatic, independently derived signals without man-
with more stringent requirements as to operability when ual intervention
heeling and listing as well as location, starting arrange- • remote control, manually initiated
ments and load acceptance.
• local control, e.g. hand or electric
The emergency diesel generator (EDG), supplying the
emergency consumers required by statutory requirements, The automatic mode is the normal operation mode. It is
is basically dimensioned according to worst loading case of recommended that means are provided to start an engine
fire fighting, flooding and blackout start. locally and to synchronise manually at the main switch-
board in case of PMS failure. The back-up system is recom-
The starting capacity of the emergency network shall be
mended to be an independent operating system, hard wired
specially considered, as the most power consuming emer-
and with galvanic isolation to the main system.

Monitoring of the generating set operation to verify correct The PMS controls the active (kW) load sharing over the
functioning by measurement or protection and supervi- speed governor:
sory control parameters in accordance to Class and require- • droop control, characteristics about 4 %
ments are set in the chapter for Automation System.
• isochronous load sharing, possible by means of an elec-
tronic speed governor taking care of ramping up, load
15.3.3 Main breaker control sharing and ramping down; PMS only connects the set
The following main breakers in the main switchboard are and after allowance by the governor disconnects the set.
typically controlled from the PMS: Active load sharing between diesel generators is normally
• diesel generator proportional (balanced). The droop setting shall be equal
for all parallelling generators in order to have a propor-
• shaft generator tional load sharing.
• bus tie breaker Some feature mode options could promote an economical
• shore connection and environment-friendly operation of the engines, e.g.:
• high p o w er co n sume rs , e .g.: bow t hrus ter, • master-topping up, i.e. master(s) with constant optimal
AC-compressor, load and a topping up set taking care of the load varia-
• emergency switchboard connection tions
• sequencing of the master-topping up units
15.3.4 Blackout start and precautionary
measures 15.3.6 Shaft generator load transfer
In case of blackout in the main switchboard (MSB) the re- The PMS controls the main engine in shaft generator (SG)
lated generating sets get a starting order and the first avail- applications giving priority to the electric generation, in-
able generating set to ‘run up’ will connect to the MSB. The cluding possible propulsion load reduction where applica-
following units are to be automatically synchronised. ble.
Precautions against failing blackout start are: Operating with SG supplying the main switchboard (MSB)
in parallel with the connected propulsion line, the fre-
• booster and fuel supply pumps connected to emergency
quency may be unstable in rough sea, etc. It is recom-
switchboard (ES)
mended to use the SG independently supplying the MSB
• pre lubricating pump connected to ES or part of it. If 2 SG are available e.g. in a twin-screw vessel,
• sequential re-start of essential pumps, fans and heavy the MSB should be split into 2 parts, each part being sup-
consumers to achieve a loading ramp rather than big plied by a dedicated SG.
loading steps The load transfer from/to the auxiliary diesel generator(s)
Precautions against total loss of propulsion (diesel me- should normally be on a short time basis, i.e. parallelling
chanical concepts) in a blackout situation could be follow- only for the time of unloading the generator(s) followed by
ing measures: generator breaker opening.
• essential ME pumps are engine driven The shaft generator is typically supplying thruster(s) in a
separate network during the manoeuvring mode.
• essential propulsion train pumps are gear driven
In the following a typical example of load transfer at sea to
• essential electrical pumps and fans for propulsion are
a running shaft generator when the thrusters have been dis-
connected to ES
connected:
• operate with split network
• assure that the main engine load is stable and that the
constant speed mode is selected
15.3.5 Parallelling of generators, load
• synchronise the SG-section and the MSB (i.e. the auxil-
sharing iary diesel engine(s) are usually synchronised to the main
The PMS provides automatic synchronising of auxiliary engine) and close the SG-section bustie breaker
diesel generators i.e. frequency adjustment to bring the in- • transfer load to SG by unloading the auxiliary diesel gen-
coming set into synchronism and phase with the existing erator(s) according to unloading rate
system, considering possible restrictions (e.g.: short circuit
• open the auxiliary diesel generator’s breaker(s) when un-
level) regarding max number of generators allowed to be
loading trip level is reached
connected to the MSB.
• stop the auxiliary diesel engine(s)

15.3.7 Load dependent start/stop In order to protect the generator(s) against sustained over-
load, and to ensure the integrity of supplies to services re-
The PMS includes functions for automatic load dependent quired for propulsion and steering as well as the safety of
start/stop of diesel generation sets. the ship, suitable load shedding arrangements shall be ar-
The start/stop limits and start order in an installation with ranged.
several parallelling generating sets are set to achieve an op- Typical consumers that may be tripped are:
timal loading of the engines in the specific operation mode
of the vessel. The PMS calculates the network’s nominal • galley consumers
power and total generator load over a defined period of • AC-compressors
time and compares that against the load dependent • accommodation ventilation
autostart/autostop limits. The objective is to ensure that
• reduction of propulsion power
the actual load is supplied by an appropriate number of
generating sets to achieve best possible energy efficiency
and fuel economy. 15.3.10 Special applications, e.g.:
Auxiliary Propulsion Drive (APD)
15.3.8 Power reservation for heavy A special application providing limited redundancy with
consumers respect to increased availability of the vessel’s propulsion
system is the so-called Auxiliary Propulsion Drive (APD).
Heavy consumers may be connected to a power reserva-
The principle idea of this solution is that the ship can be
tion system in the PMS, which checks if there is enough re-
propelled by the auxiliary generating sets, by using the shaft
serve power capacity in the network upon a start request
generator as an electric motor, in case the main engine
from the heavy consumer. If necessary the PMS will start
(ME) is not available.
and synchronise the next standby unit, and gives the start
permission to the heavy consumer when the needed start- The benefit of the combined shaft generator and APD is an
ing capacity is available. increase of safety when it is used as back-up propulsion in
e. g. following operating modes:
15.3.9 Load shedding (preference • booster mode, both ME and PTO are driving the pro-
tripping) peller
• standby mode, ME disconnected for maintenance and
Auto start function is not fast enough as blackout preven- APD is connected if manoeuvring is required
tion after rapid and large loss of power generating capacity,
e.g. after tripping of a generator. • emergency mode (take me home), APD is used to propel
the ship if ME fails

15.4 Typical one line main diagrams

Figure 15.1 4 ADG low voltage network.
ES
EE G
MSB
AE G BT ~
~
MCC
AE G
AE G
MCC
AE G BT
Figure 15.2 3 ADG + 2 SG low voltage network.
ES
EE G
ME MSB ~
~
SG BT
AE G MCC
AE G
MCC
AE G
SG BT
ME

Figure 15.3 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 BT
MCC

16. Foundation
16. Foundation
16.1 General between the seating top plate and the lower nut in order to
provide a sufficient guiding length for the fitted bolt in the
Engines can be either rigidly mounted on chocks, or resil- seating top plate. The guiding length in the seating top
iently mounted on rubber elements. plate should be at least equal to the bolt diameter. Æ44 mm
Wärtsilä should be informed about existing excitations holes are drilled for the clearance bolts. The holes can be
(other than Wärtsilä supplied engine excitations) and natu- drilled through the holes in the engine feet.
ral hull frequencies, if resilient mounting is considered. The design of the various holding down bolts appear from
Dynamic forces caused by the engine are shown in the the respective foundation drawing. It is recommended that
Chapter for Vibration and noise. the bolts are made from a high strength steel, e.g. 42CrMo4
or similar, but the bolts are designed to allow the use of St
52-3 steel quality, if necessary. A high strength material
16.2 Steel structure design makes it possible to use a higher bolt tension, which results
The system oil tank should not extend under the reduction in a larger bolt elongation (strain). A large bolt elongation
gear, if the engine is of dry sump type and the oil tank is lo- improves the safety against loosening of the nuts.
cated beneath the engine foundation. Neither should the To avoid a gradual reduction of tightening tension due to
tank extend under the support bearing, in case there is a unevenness in threads, the threads should be machined to
PTO arrangement in the free end. The oil tank must also be a finer tolerance than normal threads. The bolt thread must
symmetrically located in transverse direction under the en- fulfil tolerance 6g and the nut thread must fulfil tolerance
gine. 6H. In order to avoid bending stress in the bolts and to en-
The foundation and the double bottom should be as stiff as sure proper fastening, the contact face of the nut under-
possible in all directions to absorb the dynamic forces neath the seating top plate should be counterbored.
caused by the engine, reduction gear and thrust bearing. The tensile stress in the bolts is allowed to be max. 80% of
The foundation should be dimensioned and designed so the material yield strength. It is however permissible to ex-
that harmful deformations are avoided. ceed this value during installation in order to compensate
for setting of the bolt connection, but it must be verified
that this does not make the bolts yield. Bolts made from St
16.3 Reduction gear foundations 52-3 are to be tightened to 80% of the material yield
The engine and the reduction gear must have common strength. Bolts made from a high strength steel, e.g.
foundation girders. 42CrMo4, can be tightened to a lower relative stress level.
The tool included in the standard set of engine tools is used
for hydraulic tightening of the holding down bolts. The hy-
16.4 Free end PTO driven draulic tightening pressure is calculated from the formula:
equipment foundations where:
The foundation of the driven equipment must be inte- Fbolt [N]
grated with the engine foundation. phyd = 2
Apiston ´ C [mm ]
16.5 Mounting of main engines Apiston= 7130 mm2 (effective piston area)
C = Coefficient considering the setting of the bolt con-
16.5.1 Rigid mounting nection when the load is transferred from the hy-
Main engines can be rigidly mounted to the foundation ei- draulic tool to the nut. For relatively short bolts,
ther on steel chocks or resin chocks. such as the engine holding down bolts, C=0.85
The holding down bolts are usually through-bolts with a should be used.
lock nut at the lower end and a hydraulically tightened nut
at the upper end. Two of the holding down bolts are fitted
bolts and the rest are clearance bolts. The two Æ43H7/n6
fitted bolts are located closest to the flywheel, one on each
side of the engine. A distance sleeve should be used to-
gether with the fitted bolts. The distance sleeve is mounted

16. Foundation
The elongation of holding down bolts can be calculated Depending on the material of the bolts, the following hy-
from the following formula: draulic tightening pressures should be used with the sup-
plied tightening tool, provided that the minimum bolt
diameter is 35 mm:
• 42CrMo4, tightened to 73% of yield strength.
where: Phyd = 7.45 MPa (745 bar)
DL = bolt elongation [mm] • St52-3, tightened to 80% of yield strength.
F = tensile force in bolt [N] Phyd = 4.25 MPa (425 bar)
Li = part length of bolt with diameter Di [mm] Resin chocks
Di = part diameter of bolt with length Li [mm] Installation of main engines on resin chocks is possible
provided that the requirements of the classification societ-
Lateral supports must be installed for all engines. Six, eight, ies are fulfilled. During normal conditions, the support face
twelve and sixteen cylinder engines should have two sup- of the engine feet has a maximum temperature of about
ports on each side, while nine and eighteen cylinder en- 75°C, which should be considered when selecting the type
gines should have three supports on each side. One pair of of resin. The recommended bolt design and chock dimen-
supports should be located at the free end and one pair (at sions are shown in drawings 1V69A0140 and 1V69A0146.
least) near the middle of the engine. The lateral supports The size of the resin chocks should be 150 x 400 mm. The
are to be welded to the seating top plate before aligning the total surface pressure on the resin must not exceed the
engine and fitting the chocks. The wedges in the supports maximum value, which is determined by the type of resin
are to be installed without clearance, when the engine has and the requirements of the classification society. It is rec-
reached normal operating temperature. The wedges are ommended to select a resin that has a type approval from
then to be secured in position with welds. An acceptable the relevant classification society for a total surface pres-
bearing surface must be obtained on the wedges of the sup- sure of 5 N/mm2. (A typical conservative value is ptot £
ports. 3.5 N/mm2).
Prior to installation the shipyard must send detailed plans The bolts must be made as tensile bolts with a reduced
and calculations of the chocking arrangement to the classi- shank diameter to ensure a sufficient elongation. For a
fication society and to Wärtsilä for approval. given bolt diameter the permissible bolt tension is limited
either by the strength of the bolt material (max. stress 80%
Steel chocks
of the yield strength), or by the maximum permissible sur-
The top plates of the engine girders are normally inclined face pressure on the resin. Assuming bolt dimensions and
outwards with regard to the centre line of the engine. The chock dimensions according to drawings 1V69L0140 and
inclination of the supporting surface should be 1/100. The 1V69L0146 the following hydraulic tightening pressures
seating top plate should be designed so that the wedge-type should be used with the supplied tightening tool:
steel chocks can easily be fitted into their positions. The
• 42CrMo4, max. total surface pressure of 4.5 N/mm2.
supporting surface of the seating top plate should be ma-
Phyd = 3.75 MPa (375 bar)
chined so that a bearing surface of at least 75% is obtained.
• 42CrMo4 or St52-3, max. total surface pressure
The size of the chocks should be 150 x 200 mm and they
3.5 N/mm2.
should have an inclination of 1:100 (inwards with regard to
Phyd = 2.80 MPa (280 bar)
the engine centre line). The cut out in the chocks for the
clearance bolts shall be 44 mm (M42 bolts), while the hole
in the chocks for the fitted bolts shall be drilled and reamed
to the correct size (Æ43H7) when the engine is finally
aligned to the reduction gear. The chocks are preferably
made of steel but also cast iron chocks are permitted.
The design of the holding down bolts are shown in draw-
ing 1V69A0144 for in-line engines and in drawing
1V69A0145 for V-engines. The bolts are designed as ten-
sile bolts with a reduced shank diameter to achieve a large
elongation, which improves the safety against loosening of
the nuts.

16. Foundation
Figure 16.1 Main engine seating and fastening, in-line engines, steel chocks (1V69A0144e).
Steel chock
Distance sleeve
View B-B
View A-A
Fitted bolt Clearance bolt Lateral support

16. Foundation
Fitted bolt Clearance bolt

(steel chock) (steel chock)
Round nut Distance sleeve
Number of pieces per engine

6L32 8L32 9L32
Fitted bolt 2 2 2
Clearance bolt 14 18 20
Round nut 16 20 22
Lock nut 16 20 22
Distance sleeve 2 2 2
Lateral support 4 4 6
Chocks 16 20 22

16. Foundation
Figure 16.2 Main engine seating and fastening, in-line engines, resin chocks (1V69A0140e).
Resin chock
Distance sleeve
View B-B
View A-A

16. Foundation

(resin chock) (resin chock)

6L32 8L32 9L32
Fitted bolt 2 2 2
Round nut 16 20 22
Lock nut 16 20 22
Chocks 16 20 22

16. Foundation
Figure 16.3 Main engine seating and fastening, v-engines, steel chocks (1V69A0145f).
Steel chock
Distance sleeve
View B-B
View A-A Fitted bolt Clearance bolt Lateral support

16. Foundation

(steel chock) (steel chock)

12V32 16V32 18V32
Fitted bolt 2 2 2
Round nut 16 20 22
Lock nut 16 20 22
Chocks 16 20 22

16. Foundation
Figure 16.4 Main engine seating and fastening, v-engines, resin chocks (1V69A0146g).
Resin chock
Distance sleeve
View B-B
View A-A

16. Foundation

(resin chock) (resin chock)

12V32 16V32 18V32
Fitted bolt 2 2 2
Round nut 16 20 22
Lock nut 16 20 22
Chocks 16 20 22

16. Foundation
16.5.2 Resilient mounting The resilient elements are compressed to the calculated
height under load by using M30 bolts through the engine
In order to reduce vibrations and structure borne noise, feet and distance pieces between the two steel plates. Resin
main engines can be resiliently mounted on rubber ele- chocks are then cast under the resilient elements. Shims are
ments. The transmission of forces emitted by the engine is provided for installation between the engine feet and the
10-20% when using resilient mounting. resilient elements to facilitate alignment adjustments in
The rubber elements are mounted to steel plates in groups, vertical direction. Steel chocks must be used under the side
forming six to eight units depending on the length of the and end buffers located at each corner if the engine.
engine. These units, or resilient elements, each consist of For resiliently mounted engines a speed range of 500-750
an upper steel plate that is fastened directly to the engine rpm is generally available.
feet, rubber elements and a lower steel plate that is fastened
to the foundation. The holes in the foundation for the fas-
tening bolts can be drilled through the holes in the engine
feet, when the engine is finally aligned to the reduction
gear.
Figure 16.5 Principle of flexible mounting, in-line engines (2V69A0247).

16. Foundation
Figure 16.6 Principle of flexible mounting, v-engines (2V69A0248).

16. Foundation
16.6 Mounting of generating sets

16.6.1 Generator feet design
Figure 16.7 Distance between fixing bolts on generator (4V92F0143).
H [mm] W 6L32 W 8L32 W 9L32 W 12V32 W 16V32 W 18V32

1400 715 - - - - -
1600 810 810 810 - - -
1800 - 905 905 985 985 985
1950 - 980 980 1045 1045 1045
2200 - - 1090 - - 1155
Engine G [mm] F E [mm] D [mm] C [mm] B [mm]

W L32 85 M24 or M27 Ø35 475 100 170
W V32 100 M30 Ø48 615 130 200

16. Foundation
16.6.2 Resilient mounting Note!

To avoid induced oscillation of the generating set, the fol-
Generating sets, comprising engine and generator
lowing data must be sent by the shipyard to Wärtsilä at the
mounted on a common base frame, are usually installed on
design stage:
resilient mounts on the foundation in the ship.
The resilient mounts reduce the structure borne noise • main engine speed [RPM] and number of cylinders
transmitted to the ship and also serve to protect the gener- • propeller shaft speed [RPM] and number of propeller
ating set bearings from possible fretting caused by hull vi- blades
bration. The selected number of mounts and their final position is
The number of mounts and their location is calculated to shown in the generating set drawing.
avoid resonance with excitations from the generating set
engine, the main engine and the propeller.
Figure 16.8 Recommended design of the generating set seating (3V46L0294, 3V46L0295).
In-line engines
V-engines

16. Foundation
Rubber mounts
The generating set is mounted on conical resilient mounts, sign, see drawing 3V46L0295 (in-line engines) and
which are designed to withstand both compression and 3V46L0294 (V-engines).
shear loads. In addition the mounts are equipped with an
internal buffer to limit the movements of the generating set
due to ship motions. Hence, no additional side or end buff- 16.7 Flexible pipe connections
ers are required. When the engine or generating set is resiliently installed, all
The rubber in the mounts is natural rubber and it must connections must be flexible and no grating nor ladders
therefore be protected from oil, oily water and fuel. may be fixed to the engine or generating set. When install-
The mounts should be evenly loaded, when the generating ing the flexible pipe connections, unnecessary bending or
set is resting on the mounts. The maximum permissible stretching should be avoided. The external pipe must be
variation in compression between mounts is 2.0 mm. If precisely aligned to the fitting or flange on the engine. It is
necessary, chocks or shims should be used to compensate very important that the pipe clamps for the pipe outside
for local tolerances. Only one shim is permitted under each the flexible connection must be very rigid and welded to
mount. the steel structure of the foundation to prevent vibrations,
which could damage the flexible connection.
The transmission of forces emitted by the engine is 10
-20% when using conical mounts. For the foundation de-
Figure 16.9 Main dimensions of the rubber mounts (4V46H009, 4V46L0257).

In-line engines:
V-engines:

17. Vibration and noise

17.1 General 17.2 External forces and couples
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.
Table 17.1 External forcesand couples.

Engine Speed Frequency My Mz Frequency My Mz Frequency My Mz
[rpm] [Hz] [kNm] [kNm] [Hz] [kNm] [kNm] [Hz] [kNm] [kNm]
8L32 720 – – – – – – 48 – 5.3
750 – – – – – – 50 – 5.7
9L32 720 12 44 44 24 26 – – – –
750 12.5 47 47 25 28 – – – –
16V32 720 – – – – – – 48 4.6 3.2
750 – – – – – – 50 4.9 3.5
18V32 720 12 57 57 24 30 22 – – –
750 12.5 62 62 25 32 24 – – –
– forces and couples are zero or insignificant

17.3 Torque variations

Table 17.2 Torque variations at 100% load.
Engine Speed Frequency Mx Frequency Mx Frequency Mx
[rpm] Hz] [kNm] [Hz] [kNm] [Hz] [kNm]
6L32 720 36 32 72 18 108 2.9
750 37.5 29 75 18 112.5 3.0
8L32 720 48 59 96 7.4 144 0.3
750 50 59 100 7.5 150 0.4
9L32 720 54 55 108 4.4 – –
750 56.2 55 112.5 4.5 – –
12V32 720 36 8.4 72 34 108 2.2
750 37.5 7.5 75 34 112.5 2.3
16V32 720 48 40 96 11 144 0.5
750 50 40 100 11 150 0.6
18V32 720 54 61 108 3.3 – –
750 56.2 61 112.5 3.4 – –
Table 17.2 Torque variation at 0% load.

Engine Speed Frequency Mx Frequency Mx Frequency Mx
[rpm] [Hz] [kNm] [Hz] [kNm] [Hz] [kNm]
6L32 720 36 25 72 5.2 108 1.4
750 37.5 29 75 5.2 112.5 1.4
8L32 720 48 11 96 2.9 144 0.5
750 50 10 100 3.0 150 0.6
9L32 720 54 14 108 2.1 – –
750 56.2 14 112.5 2.2 – –
12V32 720 36 6.6 72 10 108 1.1
750 37.5 7.5 75 10 112.5 1.1
16V32 720 48 7.4 96 4.5 144 0.9
750 50 7.2 100 4.5 150 1.0
18V32 720 54 16 108 1.6 – –
750 56.2 16 112.5 1.7 – –
– forces and couples are zero or insignificant
Table 17.3 Typical mass-moments of inertia of the main

17.4 Mass moments of inertia engines.
The mass-moments of inertia of the main engines (includ-
Engine J [kgm2]
ing flywheel) are typically as follows:
6L32 500 - 560
8L32 520 - 650
9L32 650 - 690
12V32 730 - 810
16V32 830 - 900
18V32 980 - 1010

17.5 Air borne noise The minimum value is the smallest sound power level
found in the measurements. The 90% level is such that
The airborne noise of the engine is measured as a sound 90% of all measured values are below this figure.
power level according to ISO 9614-2. The results are pre-
sented with A-weighing in octave bands, reference level 1
pW. Two values are given; a minimum value and a 90%
value.
Figure 17.4 Sound power level for engine noise.
170
150
Lw [dB(A)], ref 1 pW
130 129
126
122
119 117 117 90%
110 113
111
103
M in .
90 94 124
117 121
109 113 114 112
98 103
76
70
82
70
50
A-weight*
Linear
31.5
63
125
250
500
1000
2000
4000
8000
1/1 Octave band [Hz]
* Corresponding sound pressure level for 18V32 is 110 dB(A)

when reverberation time in engine room is 1.5 seconds.
Figure 17.3 Sound power level for exhaust noise.
170
150
147
Lw [dB(A)], ref 1 pW
130 135
127 130 129
127 121
115 90 %
110
107 109 Mi n .
141
90 124
121 119 116
108 112 112
98 101
70
50
A-weight*
Linear
31.5
63
125
250
500
1000
2000
4000
1/1 Octave band [Hz]
The values are based on measurements perpendicular to the

free exhaust pipe outlet (no exhaust gas silencer installed in the piping).

18. Power transmission

18.1 General For in-line engines full engine power is also available at the
free end of the engine. On V-engines the engine power at
The engine power can be taken from both ends of the en- free end must be verified according to the torsional vibra-
gine. Full engine power can be taken from the driving end. tion calculations.
There is always a flywheel for the management of the tor-
sional vibration characteristics of the system and to facili-
tate manual turning of the engine. 18.2 Connection to generator
Figure 18.1 Connection engine-generator (3V64L0058b).
Figure 18.2 Directives for generator end design (4V64F0003).

18.3 Flexible coupling • The use of clutch reduces torsional stresses in elastic
coupling while starting and stopping.
The power transmission of propulsion engines is accom- • The clutch creates investment and maintenance costs. It
plished through a flexible coupling or a combined flexible usually increases the length of the propulsion machinery.
coupling and clutch mounted on the flywheel. The crank-
shaft is equipped with an additional shield bearing at the • The clutch can lead to the loss of propulsion in case of
flywheel end. Therefore also a rather heavy coupling can be automation or pressure problem.
mounted on the flywheel without intermediate bearings. • Badly adjusted clutch can cause torque peaks that cause
The type of flexible coupling to be used has to be decided damage to elastic coupling and reduction gear.
separately in each case on the basis of the torsional vibra- • Dry-friction type clutch can cause smoke formation to
tion calculations. set off the fire alarm and sparks to ignite the oil on tank
top causing engine room fire.
18.4 Clutch
The clutch is required when two or more engines are con- 18.5 Shaftline locking device and
nected to the same driven machinery like a reduction gear. brake
The clutch is also required when the engine is connected to
a reduction gear having a primary PTO. 18.5.1 Locking device
Some consideration when deciding whether to have a
clutch installed or not: A shaftline locking device is needed when the operation of
the ship makes it possible to turn the shafting by the water
• In ships having more than one propeller it is possible to flow in the propeller.
run the ship with just one propeller letting the other pro-
peller(s) to windmill. This makes it possible to save the
running hours of the standstill engine(s) or do mainte-
18.5.2 Brake
nance on them. Anyhow for safety reasons the shaft is A shaftline brake is needed when the shaftline needs to be
to be locked when working around rotating shafts in the actively stopped. This is the case when the direction of ro-
engine. tation needs to be reversed.
• In case of blackout and no oil pressure the stopping of a
declutched engine is so fast that the damages are minor
even without gravity tank.

18.6 Power-take-off from the free end
Figure 18.3 Power take off at free end, in-line engines (4V62L0583).
View A
Engine Rating [kW] D1 [mm] D2 [mm] D3 [mm] D4 [mm] L [mm] PTO-shaft connected to
In-line engines 4500 200 200 300 260 650 extension shaft with support bearing
In-line engines 4500 200 200 300 260 670 flexible coupling, max weight = 900 kg
V-engines 5000 200 200 300 260 800 extension shaft with support bearing
V-engines 3000 200 200 300 260 1070 flexible coupling, max weight = 390 kg

18.7 Torsional vibration Data of main generator or shaft alternator

calculations A mass-elastic diagram or an generator shaft drawing
showing:
A torsional vibration calculation is made for each installa-
• generator output, speed and sense of rotation
tion. For this purpose exact data of all components in-
cluded in the shaft system are required. See the list below. • mass moment of inertia of all rotating parts or a total in-
ertia value of the rotor, including the shaft
General
• torsional stiffness or dimensions of the shaft
• classification • material of the shaft including tensile strength and
• ice class modulus of rigidity
• operating modes • drawing number of the diagram or drawing
Data of reduction gear Data of flexible coupling/clutch
A mass elastic diagram showing: If a certain make of flexible coupling has to be used, the fol-
• all clutching possibilities lowing data of it must be informed:
• sense of rotation of all shafts • mass moment of inertia of all parts of the coupling
• dimensions of all shafts • number of flexible elements
• mass moment of inertia of all rotating parts including • linear, progressive or degressive torsional stiffness per
shafts and flanges element
• torsional stiffness of shafts between rotating masses • dynamic magnification or relative damping
• material of shafts including tensile strength and modulus • nominal torque, permissible vibratory torque and per-
of rigidity missible power loss
• gear ratios • drawing of the coupling showing make, type and draw-
ing number
• drawing number of the diagram
Data of propeller and shafting 18.8 Turning gear
A mass-elastic diagram or propeller shaft drawing show-
ing: The engine is equipped with an electrically driven turning
gear, capable of turning the flywheel.
• mass moment of inertia of all rotating parts including the
rotating part of the OD-box, SKF couplings and rotat-
ing parts of the bearings
• mass moment of inertia of the propeller at full/zero
pitch in water
• torsional stiffness or dimensions of the shaft
• material of the shaft including tensile strength and
modulus of rigidity
• drawing number of the diagram or drawing

19. Engine room layout

19.1 Crankshaft distances
Minimum crankshaft distances have to be followed in or-
der to provide sufficient space between engines for mainte-
nance and operation.
19.1.1 In-line engines
Figure 19.1 Engine room arrangement, auxiliary engines (2V69C0183e).
Engine Dimensions [mm]

A *** B *** C *** D *** E F
6L32 1600 1660 1910 2500 210 1700
8L32 2000 2060 2310 2800 110 1900
9L32 2200 2260 2510 3000 110 2000
* Piston and connecting rod can be freely transported over adjacent cylinder head covers.
** Piston and connecting rod can be freely transported over insulation box.
*** A, B, C and D can vary with the type of generator.

Figure 19.2 Engine room arrangement, main engines TC in free end (2V69C0184c).
Dimension D:
W 6L32 min.2500
W 8L32 min.2600
W 9L32 min.2600

19.1.2 V-engines
Figure 19.3 Engine room arrangement, main engines TC in free end (2V69C0186c).

19.1.3 Father-and-son arrangement • When using a combination of in-line and v-engine, the
operating side of in-line engine should face the v-engine
When connecting two engines of different type and/or in order to minimise the distance between crankshafts.
size to the same reduction gear the minimum crankshaft
distance has to be evaluated case by case. However, some • Special care has to be taken checking the maintenance
general guidelines can be given: platform elevation between the engines to avoid struc-
tures that obstruct maintenance.
• It is essential to check that all engine components can be
dismounted. The most critical are usually turbochargers
and charge air coolers.
Figure 19.4 Example of father-and-son arrangement, 9L32 + 12V32, TC in free end (2V69C0307).
Alternative 1: Alternative 2:
*) 50 mm for clearance included *) 50 mm for clearance included

Figure 19.5 Example of father-and-son arrangement, 9L32 + 12V32, TC in flywheel end (2V69C0316).
Alternative 1: Alternative 2:
*) 50 mm for clearance included *) 50 mm for clearance included
To enable safe working conditions the shaft has to be cov-

19.1.4 Distance from adjacent ered. It must be noticed that also dimensions of this cover
intermediate/propeller shaft have to be taken into account when determining the shaft
distances in order to fulfil the requirement for minimum
Some machinery arrangements feature an intermediate free space between the shaft and the engine.
shaft or propeller shaft running adjacent to engine. To al-
low adequate space for engine inspections and mainte-
nance there has to be sufficient free space between the
intermediate/propeller shaft and the engine.

Figure 19.6 Main engine arrangement (2V69C0303,04).

A
B
C
A
B
C
Engine type A* [mm] B* [mm] C [mm] D [mm]

6L32 940 1880 2500 1480
8L32 940 1880 2700 1480
9L32 940 1880 2700 1480
12V32 935 1870 3400 1470
16V32 935 1870 3700 1470
18V32 935 1870 3700 1470
*) Depends on the type of shaft bearing
Intermediate shaft diameter to be determined case by case.

Figure 19.7 Main engine arrangement (2V69C305, 06).
In-line engines
B
A
D
V-engines
A
A
D
C
D
Engine type A* [mm[ B* [mm] C [mm] D [mm]

6L32 1880 3760 2500 1480
8L32 1880 3760 2700 1480
9L32 1880 3760 2700 1480
12V32 1870 3740 3400 1470
16V32 1870 3740 3700 1470
18V32 1870 3740 3700 1470
*) Depends on the type of shaft bearing
Intermediate shaft diameter to be determined case by case.

19.2 Space requirements for 19.3 Transportation and storage

maintenance of spare parts and tools
Transportation arrangement from engine room to storage
19.2.1 Working space around the and workshop has to be prepared for heavy engine compo-
engine nents. This can be done with several chain blocks on rails
The required working space around the engine is mainly or alternatively utilising pallet truck or trolley. If transpor-
determined by the dismounting dimensions of some en- tation must be carried out using several lifting equipment,
gine components, as well as space requirement of some coverage areas of adjacent cranes should be as close as pos-
special tools. It is especially important that no obstructive sible to each other.
structures are built next to engine driven pumps, as well as Engine room maintenance hatch has to be large enough to
camshaft and crankcase doors. allow transportation of main components to/from engine
However, also at locations where no space is required for room.
any engine part dismounting, a minimum of 1000 mm free It is recommended to store heavy engine components on
space everywhere around the engine is recommended to be slightly elevated adaptable surface e.g. wooden pallets. All
reserved for maintenance operations. engine spare parts should be protected from corrosion and
excessive vibration.
19.2.2 Engine room height and lifting On single main engine installations it is important to store
equipment heavy engine parts close to the engine to make overhaul as
quick as possible in an emergency situation.
It is essential for efficient and safe working conditions that
the lifting equipment are applicable for the job and they are
correctly dimensioned and located. 19.4 Required deck area for
The required engine room height depends on space reser- service work
vation of the lifting equipment and also on the lifting and
During engine overhaul some deck area is required for
transportation arrangement. The minimum engine room
cleaning and storing dismantled components. Size of the
height can be achieved if there is enough transversal and
service area is dependent of the overhauling strategy cho-
longitudinal space, so that there is no need to transport
sen, e.g. one cylinder at time, one bank at time or the whole
parts over insulation box or rocker covers.
engine at time. Service area should be plain steel deck
Separate lifting arrangement for overhauling turbocharger dimensioned to carry the weight of engine parts.
is required (unless overhead travelling crane, which also
covers the turbocharger is used). Turbocharger lifting ar-
rangement is usually best handled with a chain block on a
rail located above the turbocharger axis.
19.2.3 Maintenance platforms

In order to enable efficient maintenance work on the en-
gine, it is advised to build the maintenance platforms on
recommended elevations. The width of the platforms
should be at minimum 800 mm to allow adequate working
space. The surface of maintenance platforms should be of
non-slippery material (grating or chequer plate).

Service space requirement for the in-line engine
Figure 19.8 Service space requirement, turbocharger in driving end (1V69C0261b).
D1 Width needed for dismantling CAC and air

inlet box sideways by using lifting tool.
D2 Height of the lifting eye for the CAC lifting tool.
D3 Recommended lifting point for CAC lifting tool.
H Distance needed to dismantle LO pump.
J Distance needed to dismantle water pumps.
K Distance needed to dismantle pump cover with
fitted pumps.
L1 The recommended axial clearance for dismantling
and assembly of silencers is 500mm, min clearance
for 6L=100mm, 8-9L=120mm.
L2 Recommended lifting point for the TC.
L3 Recommended lifting point sidewats for the TC.
L4 Height needed for dismantling the TC.
M1 Height of the lifting eye for the LO module
lifting tool.
M2 Width needed for dismantling LO module.
M3 Recommended lifting point for dismantling
the LO module.
M4 Recommended lifting point sideways for
dismantling the LO module.
M5 Recommended lifting point sideways for
dismantling the LO module.
A Height needed for overhauling cylinder head.

B Height needed for transporting cylinder liner freely over
injection pump.
C1 Height needed for overhauling piston and connecting rod.
C2 Height needed for transporting piston and connecting rod
freely overadjacent cylinder head covers.
freely over exhaust gas insulation box.
E Width needed for dismantling connecting rod big end bearing.
F Width needed for removing main bearing side screw.
G Width of lifting tool for hydraulic cylinder/main bearing nuts.

Figure 19.9 Service space requirement, turbocharger in free end (1V69C0279a).

B Height needed for transporting cylinder liner freely over
injection pump.
C1 Height needed for overhauling piston and connecting rod.
freely over adjacent cylinder head covers.
D2 Height of the lifting eye for the CAC lifting tool
E Width needed for dismantling connecting rod big end bearing
F Width needed for removing main bearing side screw.
H Distance needed to dismantle lube oil pump
Rail to workshop
J Distance needed to dismantle water pumps
K Distance needed to dismantle pump cover with fitted pumps
L4 Height needed for dismantling the turbocharger
M1 Height of the lifting eye for the LO module lifting tool
D1 Width needed for dismantling CAC and air

inlet box sideways by using lifting tool.
L1 The recommended axial clearance for dismantling
and assembly of silencers is 500mm, min clearance
for 6L=100mm, 8-9L=120mm.
L3 Recommended lifting point sideways for the TC.
M2 Width needed for dismantling LO module.
M3 Recommended lifting point for dismantling
the LO module.
M4 Recommended lifting point sideways for dismantling
the LO module.
M5 Recommended lifting point sideways for dismantling
the LO module.

Service space requirement for the v-engine
Figure 19.10 Service space requirement 12V32, turbocharger in driving end (1V69C0262b).

B Height needed for transporting cylinder liner freely H Distance needed to dismantle LO pump.
over injection pump. J Distance needed to dismantle water pumps.
C1 Height needed for overhauling piston and connecting rod. K Distance needed to dismantle pump cover with fitted pumps.
C2 Height needed for transporting piston and connecting rod L1 The recommended axial clearance for dismantling
freely over adjacent cylinder head covers. and assembly of silencers is 500mm, min clearance=110mm.
C3 Height needed for transporting piston and connecting rod L2 Recommended lifting point for the TC.
freely over exhaust gas insulation box. L3 Recommended lifting point sideways for the TC.
C4 Width needed for transporting piston and connecting rod. L4 Height needed for dismantling the TC.
D1 Length needed for dismantling charge air box, protecting cover L5 Recommended lifting point for the TC.
and CAC. M1 Height of the lifting eye for the LO module lifting tool.
D2 Width needed for dismantling CAC. M2 Width needed for dismantling LO module.
D3 Recommended location of rail for removing the CAC. M3 Width needed for dismantling LO module insert.
D4 Recommended location of rail for removing the CAC. M4 Recommended lifting point for dismantling the LO module.
E Width needed for dismantling connecting rod big end bearing. M5 Recommended lifting point for dismantling the LO module.
F Width needed for removing main bearing side screw. N Space necessary for access to the WECS control cabinet.

Figure 19.11 Service space requirement, turbocharger in free end (1V69C0277a).

Recommended location of rail
NOTE! The rails have to be bent in order

to pass a high generator.
Rail to workshop
Dismounting of CAC 16V, 18V (480, 500 kW/cyl)

B Height needed for transporting cylinder liner freely
over injection pump.
C1 Height needed for overhauling piston and connecting rod. [All dimensions in mm]
freely over adjacent cylinder head covers.
C4 Width needed for transporting piston and connecting rod.
D1 Length needed for dismantling charge air box, protecting cover
and CAC.
D2 Width needed for dismantling CAC.
D3 Recommended location of rail for removing the CAC.
D4 Recommended location of rail for removing the CAC.
E Width needed for dismantling connecting rod big end bearing.
F Width needed for removing main bearing side screw. L2 Recommended lifting point for the TC.
G Width of lifting tool for hydraulic cylinder/main bearing nuts. L3 Recommended lifting point sideways for the TC.
H Distance needed to dismantle LO pump. L4 Height needed for dismantling the TC.
J Distance needed to dismantle water pumps. L5 Recommended lifting point for the TC.
K Distance needed to dismantle pump cover with fitted pumps. M1 Height of the lifting eye for the LO module lifting tool.
L1 The recommended axial clearance for dismantling M2 Width needed for dismantling LO module.
and assembly of silencers is 500mm, min clearance M3 Width needed for dismantling LO module insert.
for 12-16V=110mm, 18V=120mm. M4 Recommended lifting point for dismantling the LO module.
M5 Recommended lifting point for dismantling the LO module.
N Space necessary for access to the WECS control cabinet.

20. Transport dimensions and weights

20.1 Lifting of engines
Figure 20.1 Lifting of main engines (2V83D0253b).
Dimension L [mm]
6L32 - 3340
8L32 - 4320
9L32 - 4810
Dimension L [mm]
12V32 - 3690
16V32 - 4810
18V32 - 5370

Figure 20.2 Lifting of auxiliary engine, in-line engines (3V83D0251b).
Figure 20.3 Lifting of auxiliary engine, V-engines (3V83D0252a).

20.2 Engine components

Figure 20.4 Turbocharger and cooler inserts (2V92L1099b).
1. Lubricating oil cooler insert
2. Charge air cooler insert
3. Turbocharger
Engine Item weight [kg] Dimensions [mm]

1 2 3 A B C D E
6L32 87 450 690 730 369.4 963 630 400
8L32 110 500 870 1220 369.4 963 630 / 710 * 400 / 436 *
9L32 110 500 870 1220 369.4 963 630 / 710 * 400 / 436 *
12V32 165 / 250 * 850 2 x 690 1188 / 1338 * 479.4 1896 630 400
16V32 175 / 250 * 950 2 x 870 1188 / 1338 * 479.4 1896 / 2056 * 600 / 630 * 400 / 600 *
18V32 175 / 250 * 950 2 x 870 1188 / 1338 * 479.4 1896 / 2056 * 600 / 630 * 400 / 600 *
* Depends on the cylinder output
Engine Dimensions [mm]

Na-7 series TPL
F G F G
6L32 1186 863 1313 880
8L32 1445 1000 1574 1036
9L32 1445 1000 1574 1036
12V32 1186 863 1313 880
16V32 1445 1000 1574 1036
18V32 1445 1000 1574 1036

Figure 20.5 Major spare parts (1V92L1098b).
Item no Description Weight [kg] Item no Description Weight [kg]

1 Connecting rod 153.5 9 Starting valve 1.0
2 Piston 82.0 10 Main bearing shell 8.5
3 Cylinder liner 253.0 11 Split gear wheel 127.0
4 Cylinder head 410.0 12 Small intermediate gear 31.0
5 Inlet valve 3.0 13 Large intermediate gear 156.0
6 Exhaust valve 2.8 14 Camshaft gear wheel 103.0
7 Injection pump 37.0 15 Piston ring set 1.5
8 Injection valve 12.0 Piston ring 0.5

21. Dimensional drawings
21. Dimensional drawings

Dimensional drawings can be found in the CD-ROM in-
cluded in the back cover pocket of this project guide. The
drawing formats are Adobe portable document file (.pdf)
and AutoCAD (.dxf).
Table 21.1 List of drawings.
Engine Main engines Generating sets

450, 460 kW/cyl 480, 500 kW/cyl 450, 460 kW/cyl 480, 500 kW/cyl
TC free end TC driving end TC free end TC driving end TC free end TC free end
6L32 3V58E0459d 3V58E0469c 3V58E0459d 3V58E0469c 1V58E0460g
8L32 3V58E0461e 3V58E0470b 3V58E0461e 3V58E0470b 1V58E0462g
9L32 3V58E0482b 3V58E0484b 3V58E0482b 3V58E0484b 1V58E0483e
12V32 3V58E0485e 3V58E0510b 3V58E0604 3V58E0605 1V58E0518e 1V58E0612
16V32 3V58E0487d - 3V58E0606 - 1V58E0488g 1V58E0613
18V32 3V58E0489c - 3V58E0607 - 1V58E0495f 1V58E0614
21.1 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 pdf-files
• AutoCAD 13 or later or other application capable of
reading the dxf-files.

22. ANNEX
22. ANNEX
22.1 Ship inclination angles
Figure 22.1 Inclination angles at which main and essential auxiliary machinery is to operate satisfactorily (4V92C0200).
Classification society Lloyd’s Register Det Norske American Bureau Germanischer Bureau Veritas
of Shipping Veritas of Shipping Lloyd
Rules referred to 2002 2003 2003 2003 2003

Paragraphs Pt.5 Ch.1 Sec.3 Pt.4 Ch.1 Sec.3 Pt.4 Ch.1 Sec.1 Pt.1 Ch.2 Sec.1 Pt.C Ch.1 Sec.1
where referenced Par.3.6 Par.B200 Par.7.9 Par.C 1.1 Par.2.4.1
Pt.6 Ch.2 Sec.1 Pt.4 Ch.4 Sec.2 Pt.1 Ch.3 Sec.1 Pt.C Ch.2 Sec.2
Par.1.9 Par.A101 Par.E 1.1 Par.1.6.1
Classification society Russian Maritime Registro Italiano China Indian Register

Reg. of Shipping Navale Classification of Shipping
Society
Rules referred to 2000 2001 2002 1999
Paragraph VII-2.3 Pt.C Ch.2 Pt.III Ch.1 Pt.4 Ch.1.7.1
where referenced Sec.2.1.6.1 Sec.1.1.3.1
Main and aux. engines

Heel to each side 15
Rolling to each side 22.5 ****
Ship length, L L < 100 L> Ship length is used for LR, DNV and CCS
100
Trim 5 500/L Other Classes have constant trim of 5 degrees
Pitching 7.5 ****
Emergency sets
Heel to each side 22.5*
Rolling to each side 22.5
Trim 10
Pitching 10
Electrical installation**
Heel to each side 15
Rolling to each side 22.5***
Ship length, L L < 100 L> Ship length is used for LR, DNV and CCS
100
Trim 5 500/L Other Classes have constant trim of 5 degrees
Pitching 7.5
Athwartships and fore-and-aft inclinations may occur simultaneously.
* In ships for the carriage of liquefied gases and of chemicals the emergency power supply must also remain
operable to a final inclination up to a maximum of 30 degrees.
** Not emergency equipment.
*** DNV, ABS, RINA, GL and BV stipulate that up to an angle of 45 degrees no undesired switching or functional operations
may occur. IRS stipulates that no undesired switching or functional operations may occur withou angle statement.
**** RINA states the period for rolling period of 10 s and pitching period of 5 s.

22. ANNEX
22.2 Unit conversion tables

Table 22.1 Length converion table.
Length m in ft mile nautical mile
m 1 39.370 3.2808 6.2137e-04 5.3996e-04
in 0.0254 1 8.3333e-02 1.5783e-05 1.37149e-05
ft 0.3048 12 1 1.8939e-04 1.6458e-04
mile 1609.3 63360 5280 1 0.86898
nautical mile 1852 72913 6076.1 1.1508 1
Values are rounded to five meaning digits where not accurate.
Length m in ft mile nautical mile

m 1 1/0.0254 1/(12*0.0254) 1/(0.0254*63360) 1/1852
in 0.0254 1 1/12 1/(63360) 0.0254/1852
ft 0.0254*12 12 1 1/(5280) 12*0.0254/1852
mile 0.0254*63360 63360 5280 1 63360*0.0254/1852
nautical mile 1852 1852/0.0254 1852/(12*0.0254) 1852/(63360*0.0254) 1
Equations are accurate.
Table 22.2 Area conversion table.

Area square m square inch square foot Area square m square inch square foot
square m 1 1550.0 10.764 square m 1 1/0.0254^2 1/(12*0.0254)^2
square inch 6.4516e-04 1 6.9444e-03 square inch 0.0254^2 1 1/144
square foot 9.2903e-02 144 1 square foot (12*0.0254)^2 144 1
Values are rounded to five meaning digits where not Equations are accurate.
accurate.
Table 22.3 Voulme conversion table.

Volume cubic m l (liter) cubic inch cubic foot Imperial gallon US gallon
cubic m 1 1000 61024 35.315 219.97 264.17
l (liter) 0.001 1 61.024 3.5315e-02 0.21997 0.26417
cubic inch 1.6387e-05 1.6387e-02 1 5.7870e-04 3.6047e-03 4.3290e-03
cubic foot 2.8317e-02 28.317 1728 1 6.2288 7.4805
Imperial gallon 4.5461e-03 4.5461 277.42 0.16054 1 1.2009
US gallon 3.7854e-03 3.7854 231 0.13368 0.83267 1
Volume cubic m l (liter) cubic inch cubic foot Imperial gallon US gallon
cubic m 1 1000 1/0.0254^3 1/(12*0.0254)^3 1/0.00454609 1/(231*0.0254^3)
l (liter) 0.001 1 1/0.254^3 1/(12*0.254)^3 1/4.54609 1/(231*0.254^3)
cubic inch 0.0254^3 0.254^3 1 1/12^3 0.254^3/4.54609 1/231
cubic foot (12*0.0254)^3 (12*0.254)^3 12^3 1 (12*0.254)^3/4.54609 12^3/231
Imperial gallon 0.00454609 4.54609 4.54609/0.254^3 4.54609/ 1 4.54609/
(12*0.0254)^3 (231*0.254^3)
US gallon 231*0.0254^3 231*0.254^3 231 231/12^3 231*0.254^3/4.54609 1
Equations are accurate but some of them are reduced in order to limit the number of decimals.

22. ANNEX
Table 22.4 Energy conversion table.

Energy J BTU cal lbf ft
J 1 9.4781e-04 0.23885 0.73756
BTU 1055.06 1 252.00 778.17
cal 4.1868 3.9683e-03 1 0.32383
lbf ft 1.35582 1.2851e-03 3.0880 1
Table 22.5 Mass conversion table.

Mass kg lb oz
kg 1 2.2046 35.274
lb 0.45359 1 16
oz 0.028350 0.0625 1
Table 22.6 Density conversion table.

Density kg / cubic m lb / US gallon lb / Imperial gallon lb / cubic ft
kg / cubic m 1 0.0083454 0.010022 0.062428
lb / US gallon 119.83 1 0.83267 0.13368
lb / Imperial gallon 99.776 1.2009 1 0.16054
lb / cubic ft 16.018 7.4805 6.2288 1
Table 22.2 Power conversion table.

Power W hp US hp
W 1 0.0013596 0.0013410
hp 735.499 1 1.0136
US hp 745.7 0.98659 1
Table 22.7 Pressure conversion table.

Pressure Pa bar mmWG psi
Pa 1 0.00001 0.10197 0.00014504
bar 100000 1 10197 14.504
mmWG 9.80665 9.80665e-05 1 0.0014223
psi 6894.76 0.0689476 703.07 1
Table 22.8 Massflow conversion table.

Massflow kg / s lb / s
kg / s 1 2.2046
lb / s 0.45359 1
Values are rounded to five meaning digits where not
accurate.

22. ANNEX
Table 22.9 Volumeflow conversion table.

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 60000 3600 61024 35.315 127133 264.17 951019
l / min 1.6667e-05 1 0.06 0.98322 1699.0 0.47195 227.12 0.063090
cubic m / h 0.00027778 16.667 1 0.058993 101.94 0.028317 13.627 0.0037854
cubic in / s 1.6387e-05 1.0171 16.951 1 1728 0.48 231 0.064167
cubic ft / s 0.028317 0.00058858 0.0098096 0.00057870 1 0.00027778 0.13368 3.7133e-05
cubic ft / h 7.8658e-06 2.1189 35.315 2.0833 3600 1 481.25 0.13368
USG / s 0.0037854 0.0044029 0.073381 0.0043290 7.4805 0.0020779 1 0.00027778
USG / h 1.0515e-06 15.850 264.17 15.584 26930 7.4805 3600 1
Temperature
Below are the most common temperature conversion for-
mulas:
°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
m = micro = divided by 1 000 000
n = nano = divided by 1 000 000 000

22. ANNEX
22.3 Collection of drawing symbols used in drawings
Figure 22.3 List of symbols (4V92A1402).

Wärtsilä 32 - Project guide
W0202 / Bock´s Office / Prodo
Project guide
P.O. Box 252 Tel: +358 10 709 0000
65101 Vaasa, Finland Fax: +358 6 356 7188

Wartsila 32

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Wärtsilä 32 - Project guide

W0202 / Bock´s Office / Prodo

Vaasa, January 2004

COPYRIGHT © 2004 BY WÄRTSILÄ FINLAND OY

Marine Project Guide W32 - 1/2004 i

12.2 Compressor cleaning system. . . . . . . . . . . . . . . . . 98

ii Marine Project Guide W32 - 1/2004

1. General data and outputs

* 750 rpm is recommended for main engines.

Table 1.2 Rating table for auxiliary engines.

Marine Project Guide W32 - 1/2004 1

1.3.1 Fuel characteristics

2 Marine Project Guide W32 - 1/2004

Table 1.4 HFO Specifications.

Marine Project Guide W32 - 1/2004 3

1.4 Principal dimensions and weights

* Turbocharger at flywheel end

4 Marine Project Guide W32 - 1/2004

Figure 1.2 V-engines (3V58E0603, 3V58E0476h).

1)Engines with a cylinder output of 450, 460 kW/cyl.

Marine Project Guide W32 - 1/2004 5

Figure 1.3 Generating sets, in-line engine (3V58E0478f).

Engine A** B C** D** E F G H I K L Weight [ton]

** Dependent on generator and coupling length

6 Marine Project Guide W32 - 1/2004

Figure 1.4 Generating sets, V-engine (3V58E0477f, 3V58E0611).

Engine A** B C** D** E F G H I K L Weight [ton]

1)Engines with a cylinder output of 450, 460 kW/cyl.

Marine Project Guide W32 - 1/2004 7

Figure 2.1. Propeller power absorption in different conditions - example.

2 Twin screw ships

8 Marine Project Guide W32 - 1/2004

Marine Project Guide W32 - 1/2004 9

10 Marine Project Guide W32 - 1/2004

Figure 2.2. Operating field for CP Propeller (750rpm, 460 kW/cyl).

Wärtsilä 8L32 (750rpm, 460 kW/cyl)

Mech. fuel stop limit

Load limit curve

150 Combinator curve

Wärtsilä 6L, 9L, V32 (750rpm, 460 kW/cyl)

Operating range temporarily

300 Max. overload

200 Load limit curve

400 450 500 550 600 650 700 750 800

Marine Project Guide W32 - 1/2004 11

Figure 2.3 Operating field for CP Propeller (750rpm, 500kW/cyl).

Wärtsilä 8L32 (750rpm, 500 kW/cyl)

Load limit curve

150 Combinator curve

Idling / clutch-in speed range

Wärtsilä 6L, 9L, V32 (750rpm, 500 kW/cyl)

450 Operating range temporarily

50 Idling / clutch-in speed range

12 Marine Project Guide W32 - 1/2004

Figure 2.4 Operating field for FP Propeller (750rpm, 460kW/cyl).

Engine speed (rpm)

Marine Project Guide W32 - 1/2004 13

80 2.2.4 Other propulsors

14 Marine Project Guide W32 - 1/2004

rotation), causing a heavy propeller curve but in a different 2.2.6 Generators

Marine Project Guide W32 - 1/2004 15

2.3.1 Diesel-mechanical propulsion 2.4.1 High air temperature

16 Marine Project Guide W32 - 1/2004

Absolute idling (declutched main engine,

Engine A B C D** E F G H I K L Weight [ton]

Engine A B C D** E F G H I K L Weight [ton]