1D DVS Sulzer Rta48t-B Warsil 143

RTA48TB
Engine Selection
and Project Manual
Issue April 2002

This manual covers the following Sulzer diesel engine:
The Sulzer RTA48T-B engines with the following MCR rating:
– Power per cylinder 1455 kW 1980 bhp
– Speed 127 rpm
This issue of the Engine Selection and Project Manual (ESPM) replaces the
previous issues for the RTA48T-B engines. It is based on the approved
concept for these manuals.
The contents have been newly arranged and divided into more chapters. In
addition to minor revisions, particular attention is drawn to the following:
a) All data are related to engines tuned for compliance with the
IMO-2000 regulations.
b) The estimation of engine performance data (BSFC, BSEF and tEaT)
are given only for MCR rating. Derating and part load performance
figures can be obtained from the winGTD-program.
c) The inclusion of information referring to winGTD (version 2.5,
mentioned under b) and EnSel (version 4.0), both on the CD-ROM
included in this manual. This CD-ROM also contains the complete
manual (ESPM).
d) Chapter B ‘Considerations on engine selection’ amended and
section B3.8 ‘Load range limit with controllable pitch propeller’ added.
e) Section D5 ‘Vibration aspects’ completely revised including additional
tables and figures.
f) Selection for ABB TPL-type turbochargers added.
g) Table D7 ‘Pressure and temperature ranges’ max. gauge pressures
of lubricating oil low-pressure system increased from 4.4 bar to
5.0 bar.
h) Updated list of lub. oils presented in table G4 and revised ‘Leakage
collection and washing layout’ as per figure G16.
25.61.07.40 – Issue IV.02 – Rev. 0 Wärtsilä Switzerland Ltd

RTA48TB Engine Selection and Project Manual
List of contents
A Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–1
A1 Primary engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–2
B Considerations on engine selection . . . . . . . . . . . . . . . . . . . . . . B–1
B1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1
B2 Layout field . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1

B2.1 Rating points R1, R2, R3 and R4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–2
B2.2 Influence of propeller revolutions on the power requirement . . . . . . . . . . . . . . . . . . . B–2
B3 Load range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–3

B3.1 Propeller curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–3
B3.2 Sea trial power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–3
B3.3 Sea margin (SM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–4
B3.4 Light running margin (LR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–4
B3.5 Engine margin (EM) or operational margin (OM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–5
B3.5.1 Continuous service rating (CSR=NOR=NCR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–5
B3.5.2 Contract maximum continuous rating (CMCR = Rx) . . . . . . . . . . . . . . . . . . . . . . . . . . B–5
B3.6 Load range limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–5
B3.7 Load range with main-engine driven generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–7
B3.8 Load range limit with controllable pitch propeller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–8
B3.8.1 Requirements for control system with CPP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–9
B4 Ambient temperature consideration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–10

B4.1 Engine air inlet: operating temperatures from 45°C to 5°C . . . . . . . . . . . . . . . . . . . . . B–10
B4.2 Engine air inlet: arctic conditions at operating temp. below 5°C . . . . . . . . . . . . . . . . . B–10
C Engine description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1
D Engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1
D1 Reference conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1
D2 Design conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1
D3 Ancillary system design parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1
D4 Estimation of engine performance data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1

D4.1 Estimating brake specific fuel consumption (BSFC) . . . . . . . . . . . . . . . . . . . . . . . . . . . D–2
D4.2 Estimating brake specific exhaust gas flow (BSEF) . . . . . . . . . . . . . . . . . . . . . . . . . . . D–3
D4.3 Estimating temperature of exhaust gas after turbocharger (tEaT) . . . . . . . . . . . . . . . D–4
Wärtsilä Switzerland Ltd a 25.61.07.40 – Issue IV.02 – Rev. 0

Engine Selection and Project Manual RTA48TB
List of contents
D5 Vibration aspects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–5

D5.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–5
D5.2 External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–5
D5.2.1 Balancing free first order moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–6
D5.2.2 Balancing free second order moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–6
D5.2.3 Power related unbalance (PRU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–8
D5.3 Lateral engine vibration (rocking) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–9
D5.3.1 Stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–10
D5.3.2 Electrically driven compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–10
D5.4 Longitudinal engine vibration (pitching) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–10
D5.5 Torsional vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–10
D5.6 Axial vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–11
D5.7 Hull vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–11
D5.8 Summary of countermeasures for dynamic effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–11
D5.9 Summary of external forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–12
D5.10 Questionnaire about engine vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–13
D6 Turbocharger and scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–14

D6.1 Turbocharger and scavenge air cooler selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–15
D7 Auxiliary blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–19
D8 Turning gear requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–19
D9 Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–20
E Installation data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1
E1 Dimensions, masses and dismantling heights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1

E1.1 Contents of fluid in the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–2
E2 Engine outlines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–3

E2.1 Engine outline 5RTA48T-B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–3
E2.5 Engine seating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–7
F Auxiliary power generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1
F1 General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1

F1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1
F1.2 System description and layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–2
F2 Waste heat recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–2
25.61.07.40 – Issue IV.02 – Rev. 0 b Wärtsilä Switzerland Ltd

List of contents
F3 Power take off (PTO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–2

F3.1 Arrangements of PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–2
F3.2 PTO power and speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–2
F3.3 Constant-speed gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–2
G Ancillary systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1
G1 General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1

G1.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1
G1.2 Part-load data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1
G1.3 Engine system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1
G1.3.1 Questionnaire for engine data (winGTD, see chapter J) . . . . . . . . . . . . . . . . . . . . . . . G–2
G1.3.2 Full power (R1) engine system data for conventional sea-water cooling system . . G–3
G1.3.3 Full power (R1) engine system data for central fresh water cooling system
(single-stage) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–4
(two-stage) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–5
G2 Piping systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–6

G2.1 Cooling and pre-heating water systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–6
G2.1.1 Conventional sea-water cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–6
G2.1.2 Central fresh water cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–7
G2.1.3 Cylinder cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–8
G2.1.4 Pre-heating system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–10
G2.2 Lubricating oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–11
G2.2.1 General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–11
G2.2.2 Lubricating oil systems for turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–11
G2.2.3 Lubricating oil maintenance and treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–12
G2.3 Fuel oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–17
G2.3.1 Fuel oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–17
G2.3.2 Fuel oil treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–19
G2.3.3 Pressurized fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–21
G2.4 Starting and control air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–22
G2.5 Leakage collection system and washing devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–24
G3 Tank capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–25
G4 Fire protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–25
G5 Exhaust gas system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–26
G6 Engine air supply / Engine room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–29
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H Engine management systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–1
H1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–1
H2 DENIS family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–2

H2.1 DENIS specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–2
H2.1.1 Remote control systems suppliers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–3
H2.2 Speed control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–4
H2.2.1 Approved speed control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–4
H2.2.2 Selection of speed control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–4
H2.2.3 Technical assistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–4
H2.3 Alarm sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–5
H3 MAPEX Engine Fitness Family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–8

H3.1 SIPWA-TP (Piston Ring Wear) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–9
H3.2 MAPEX-PR (Piston-running Reliability) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–11
H3.3 MAPEX-CR (Combustion Reliability) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–13
H3.4 MAPEX-TV / AV (Torsional Vibration / Axial Vibration Detection) . . . . . . . . . . . . . . . H–14
H3.5 MAPEX-SM (Spare parts and Maintenance) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–15
I Engine emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1
I1 IMO-2000 regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1

I1.1 IMO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1
I1.2 Establishment of emission limits for ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1
I1.3 Regulation regarding NOx emissions of diesel engines . . . . . . . . . . . . . . . . . . . . . . . I–1
I1.4 Date of application of Annex VI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1
I1.5 Procedure for certification of engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–2
I1.6 Measures for compliance with the IMO regulation of the RTA48T-B engines . . . . . I–2
I1.6.1 Low NOx tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–2
I1.6.2 Extended measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–2
I2 Engine noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–3

I2.1 Surface sound pressure level at 1 m distance under free field conditions . . . . . . . . I–3
I2.2 Sound pressure level in suction pipe at turbocharger air inlet,
reference diameter = 1.2 m . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–4
I2.3 Sound pressure level in exhaust pipe at turbocharger outlet,
reference diameter = 1.2 m . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–4
25.61.07.40 – Issue IV.02 – Rev. 0 d Wärtsilä Switzerland Ltd

List of contents
J winGTD – General Technical Data . . . . . . . . . . . . . . . . . . . . . . . . J–1
J1 Included CD-ROM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1

J1.1 Installation of winGTD and EnSel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
J1.1.1 System requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
J1.1.2 Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
J1.1.3 Changes to previous versions of winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
J1.2 Using winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
J1.2.1 Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
J1.2.2 Data input . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
J1.2.3 Output results . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–2
J1.2.4 Service conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–2
J1.2.5 Saving a project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–2
J1.3 EnSel program . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–2
K Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–1
K1 Reference to other Wärtsilä Switzerland Ltd documentation . . . . . . . . . . . . . . . . . . . K–1
K2 Piping symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–2
K3 SI dimensions for internal combustion engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–5
K4 Approximate conversion factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–6
K5 Wärtsilä Corporation Worldwide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–7

K5.1 Headquarters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–7
K5.2 Production Companies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–7
K5.3 Corporation Network . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–8
K5.4 Licensees . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–12
K6 Questionnaire order specification for Sulzer RTA48T-B engines . . . . . . . . . . . . . . . . K–15
Wärtsilä Switzerland Ltd e 25.61.07.40 – Issue IV.02 – Rev. 0

List of figures
Fig. A1 Power/speed range of all IMO-2000 regulation compatible RTA engines . . . . . . . . . A–1
Fig. B1 Layout field of the Sulzer RTA48T-B engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1

Fig. B2 Load range limits of an engine corresponding to a specific rating point Rx . . . . . . . B–3
Fig. B3 Load diagram for a specific engine showing the corresponding
power and speed margins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–4
Fig. B4 Load range limits, with the load diagram of an engine corresponding to
a specific rating point Rx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–6
Fig. B5 Load range diagram for an engine equipped with a main-engine driven generator,
whether it is a shaft generator or a PTO-driven generator . . . . . . . . . . . . . . . . . . . . . B–7
Fig. B6 Load range diagram for CPP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–8
Fig. B7 Scavenge air system for arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–10
Fig. B8 Blow-off effect at arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–11
Fig. C1 Sulzer RTA48T-B cross section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1
Fig. D1 Estimation of BSFC for Rx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–2

Fig. D2 Estimation of BSEF for Rx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–3
Fig. D3 Estimation of tEaT for Rx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–4
Fig. D4 External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–5
Fig. D5 Engine-fitted second order balancer gears . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–6
Fig. D6 Locating balancer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–7
Fig. D7 Locating electrically driven balancer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–7
Fig. D8 Free external mass moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–8
Fig. D9 External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–9
Fig. D10 General arrangement of lateral stays (end elevation) . . . . . . . . . . . . . . . . . . . . . . . . . D–10
Fig. D11 Turbocharger and scavenge air cooler selection (ABB VTR type turbochargers) . . D–15
Fig. D12 Turbocharger and scavenge air cooler selection (ABB TPL type turbochargers) . . D–16
Fig. D13 Turbocharger and scavenge air cooler selection (MHI MET type turbochargers) . . D–17
Fig. D14 Turbocharger and scavenge air cooler selection (MAN NA type turbochargers) . . D–18
Fig. E1 Engine dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1

Fig. E2 5RTA48T-B engine outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–3
Fig. E6 Engine foundation for RTA48T-B engine seating with epoxy resin chocks . . . . . . . . E–7
Fig. F1 Heat recovery system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1

Fig. F2 Tunnel PTO gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–2
Fig. G1 Conventional sea-water cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–3

Fig. G2 Central fresh water cooling system, single-stage SAC . . . . . . . . . . . . . . . . . . . . . . . . G–4
Fig. G3 Central fresh water cooling system, two-stage SAC . . . . . . . . . . . . . . . . . . . . . . . . . . G–5
Fig. G4 Conventional sea-water cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–6
25.61.07.40 – Issue IV.02 – Rev. 0 f Wärtsilä Switzerland Ltd

List of figures
Fig. G5 Central fresh water cooling layout for single-stage scavenge air cooler . . . . . . . . . . G–7
Fig. G6 Central fresh water cooling layout for two-stage scavenge air cooler . . . . . . . . . . . . G–7
Fig. G7 Cylinder cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–8
Fig. G8 Engine pre-heating power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–10
Fig. G9 Main lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–13
Fig. G10 Typical layout of a separate lubricating oil system for turbochargers (optional) . . . G–14
Fig. G11 Cylinder lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–15
Fig. G12 Fuel oil viscosity-temperature diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–18
Fig. G13 Heavy fuel oil treatment layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–20
Fig. G14 Pressurized fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–21
Fig. G15 Starting and control air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–22
Fig. G16 Leakage collection and washing layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–24
Fig. G17 Determination of exhaust pipe diameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–26
Fig. G18 Estimation of exhaust gas density . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–27
Fig. G19 Estimation of exhaust pipe diameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–27
Fig. G20 Air filter size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–30
Fig. H1 Intelligent engine management comprising DENIS and MAPEX modules . . . . . . . . H–1
Fig. H2 DENIS-6 remote control for Sulzer RTA48T-B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–2
Fig. H3 SIPWA-TP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–10
Fig. H4 MAPEX-PR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–12
Fig. H5 MAPEX-CR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–13
Fig. H6 MAPEX-AV / TV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–14
Fig. H7 MAPEX communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–15
Fig. H8 The maintenance circle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–16
Fig. I1 Speed dependent maximum average NOx emissions by engines . . . . . . . . . . . . . . . I–1

Fig. I2 RTA48T-B compliance with the IMO regulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–2
Fig. I3 Sound pressure level at 1 m distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–3
Fig. I4 Sound pressure level at turbocharger air inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–4
Fig. I5 Sound pressure level at turbocharger exhaust outlet . . . . . . . . . . . . . . . . . . . . . . . . . . I–4
Fig. J1 winGTD: Selection of engine window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1

Fig. J2 winGTD: Main window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1
Fig. J3 winGTD: General technical data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–2
Fig. J4 winGTD: Two-stroke engine propulsion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–2
Fig. K1 Piping symbols 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–2

Wärtsilä Switzerland Ltd g 25.61.07.40 – Issue IV.02 – Rev. 0

List of tables
Table A1 Primary engine data of Sulzer RTA48T-B engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–2
Table D1 Countermeasures for dynamic effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–11

Table D2 External forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–12
Table D3 Scavenge air cooler details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–14
Table D4 Turbocharger details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–19
Table D5 Auxiliary blower requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–19
Table D6 Approximative turning gear requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–19
Table D7 Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–20
Table E1 Dimensions and masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1
Table F1 PTO power and speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–2
Table G1 R1 data for conventional sea-water cooling system for engines with ABB VTR
turbochargers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–3
Table G2 R1 data for central fresh water cooling system for engines with
ABB VTR turbochargers, single-stage SAC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–4
Table G3 R1 data for central fresh water cooling system for engines with
ABB VTR turbochargers, two-stage SAC. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–5
Table G4 Lubricating oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–16
Table G5 Fuel oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–17
Table G6 Air receiver and air compressor capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–23
Table G7 Tank capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–25
Table G8 Recommended quantities of fire extinguishing medium . . . . . . . . . . . . . . . . . . . . . . . G–25
Table G9 Guidance for air filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–29
Table H1 Suppliers of remote control systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–3

Table H2 Alarm and safety functions of RTA48T-B marine diesel engines
(continued table H3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–6
Table H3 Alarm and safety functions of RTA48T-B marine diesel engines
(continuation of table H2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–7
25.61.07.40 – Issue IV.02 – Rev. 0 h Wärtsilä Switzerland Ltd

List of tables
Table K1 SI dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–5

Table K2 Questionnaire 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–16
Table K11 Questionnaire 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–25
Table K12 Questionnaire 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–26
Wärtsilä Switzerland Ltd i 25.61.07.40 – Issue IV.02 – Rev. 0

Abbreviations
ABB ASEA Brown Boveri mep Mean effective pressure

ALM Alarm MET Turbocharger (Mitsubishi manufacture)
AMS Attended machinery space MHI Mitsubishi
BFO Bunker fuel oil MIM Marine Installation Manual
BN Base Number N, n Speed of rotation
BSEF Brake specific exhaust gas flow NA Turbocharger (MAN manufacture)
BSFC Brake specific fuel consumption NCR Nominal continuous rating
CCR Conradson carbon NOR Nominal operation rating
CCW Cylinder cooling water OM Operational margin
CMCR Contract maximum continuous rating (Rx) P Power
CPP Controllable pitch propeller PI Pressure indicator
CSR Continuous service rating (also PIG Proportional integral governor
designated NOR and NCR) ppm Parts per million
cSt centi-Stoke (kinematic viscosity) PRU Power related unbalance
DENIS Diesel engine control and optimizing PTO Power take off
specification RCS Remote control system
EM Engine margin RW1 Redwood seconds No. 1 (kinematic
EnSel Engine selection program viscosity)
ESPM Engine selection and project manual SAC Scavenge air cooler
FPP Fixed pitch propeller SAE Society of Automotive Engineers
FQS Fuel quality setting S/G Shaft generator
FW Fresh water SHD Shut down
GEA Scavenge air cooler (GEA manufacture) SIPWA-TP Sulzer integrated piston ring wear detecting
HFO Heavy fuel oil arrangement with trend processing
HT High temperature SLD Slow down
IMO International Maritime Organisation SM Sea margin
IND Indication SSU Saybolt second universal
IPDLC Integrated power-dependent liner cooling SW Sea-water
ISO International Standard Organisation TBO Time between overhauls
kW Kilowatt TC Turbocharger
kWe Kilowatt electrical tEat Temperature of exhaust gas after turbine
kWh Kilowatt hour TPL Turbocharger (ABB manufacture)
LCV Lower calorific value UMS Unattended machinery space
LR Light running margin VEC Variable exhaust valve closing
LT Low temperature VI Viscosity index
M Torque VIT Variable injection timing
MAPEX Monitoring and maintenance performance VTR Turbocharger (ABB manufacture)
enhancement with expert knowledge WCH Wärtsilä Switzerland Ltd
M1H External moment 1st order horizontal WG Water gauge
M1V External moment 1st order vertical winGTD General Technical Data program
M2V External moment 2nd order vertical (windows version)
MCR Maximum continuous rating (R1) M Torque variation
MDO Marine diesel oil
25.61.07.40 – Issue IV.02 – Rev. 0 j Wärtsilä Switzerland Ltd

Abbreviations
Wärtsilä Switzerland Ltd k 25.61.07.40 – Issue IV.02 – Rev. 0

A. Introduction
The Sulzer RTA48T-B low-speed diesel engines are designed for today’s and future tanker and bulk
carrier vessels, large and fast general cargo ships, container ships and are available with any or all of the
following options:
1. Turbochargers: ABB VTR, ABB TPL or
Mitsubishi MET
(approval pending for MAN NA);
2. Engine monitoring and remote control.
The purpose of this manual is to provide our clients

with information enabling them to select the engine
and options to meet the needs of their vessels.
F10.5219
Fig. A1 Power/speed range of all IMO-2000 regulation

compatible RTA engines
This manual is intended to provide the information required for the layout of marine propulsion
plants. Its content is subject to the understanding that any data and information herein have been
prepared with care and to the best of our knowledge. We do not, however, assume any liability with
regard to unforeseen variations in accuracy thereof or for any consequences arising therefrom.
Wärtsilä Switzerland Ltd

PO Box 414
CH-8401 Winterthur, Switzerland
Telephone: +41 52 2624922
Telefax: +41 52 2124917
Direct Fax: +41 52 2620707
http://www.wartsila.com
Wärtsilä Switzerland Ltd A–1 25.61.07.40 – Issue IV.02 – Rev. 0

A. Introduction
A1 Primary engine data
Bore x stroke [mm] 480 x 2000

Speed [rpm] 127 127 102 102
Engine power (MCR)
Number of
Power R1 R2 R3 R4
Cylinders
[kW] 7275 5100 5825 5100
5
[bhp] 9900 6925 7925 6925
[kW] 8730 6120 6990 6120
6
[bhp] 11 880 8310 9510 8310
[kW] 10 185 7140 8155 7140
7
[bhp] 13 860 9695 11 095 9695
[kW] 11 640 8160 9320 8160
8
[bhp] 15 840 11 080 12 680 11 080
Brake specific fuel consumption (BSFC)
[g/kWh] 167 162 168 165

85 %
[g/bhph] 123 119 123 121
[g/kWh] 171 163 171 167
100 %
[g/bhph] 126 120 126 123
mep [bar] 19.0 13.3 18.9 16.6
Lubricating oil consumption (for fully run-in engines under normal operating conditions)
System oil approximately 6 kg/cyl per day

Cylinder oil *1) 0.9–1.3 g/kWh
Remark: *1) This data is for guidance only, it may have to be increased as the actual cylinder lubricating oil consumption in
service is dependent on a number of operational factors.
Table A1 Primary engine data of Sulzer RTA48T-B engines
All brake specific fuel consumptions (BSFC) are quoted for fuel of lower calorific value 42.7 MJ/kg
(10200 kcal/kg). All other reference conditions refer to ISO standard (ISO 3046-1).
The figures for BSFC are given with a tolerance of +5%.
The values of power in kilowatt (kW) and fuel consumption in g/kWh are the standard figures, and
discrepancies occur between these and the corresponding brake horsepower (bhp) values owing to
the rounding of numbers.
To determine the power and BSFC figures accurately in bhp and g/bhph respectively, the standard
kW-based figures have to be converted by factor 1.36.
25.61.07.40 – Issue IV.02 – Rev. 0 A–2 Wärtsilä Switzerland Ltd

F. Auxiliary power generation
F1 General information
F1.1 Introduction
This chapter covers a number of auxiliary power Although the waste heat option might be less at-
arrangements for consideration. However, if your tractive today, it is still a practical proposition for en-
requirements are not fulfilled, please contact our gines employed on long voyages. The electrical
representative or consult Wärtsilä Switzerland Ltd, power required when loading and discharging can-
Winterthur, directly. Our aim is to provide flexibility not be met with a main-engine driven generator or
in power management, reduce overall fuel con- with the waste heat recovery system, and for
sumption and maintain uni-fuel operation. vessels employed on comparatively short voyages
the waste heat system is not viable. Stand-by die-
The sea load demand for refrigeration com- sel generator sets (Wärtsilä GenSets), burning
pressors, engine and deck ancillaries, machinery heavy fuel oil or marine diesel oil, available for use
space auxiliaries and hotel load can be met using in port, when manoeuvring or at anchor, provide
a main-engine driven generator, by a steam-tur- the flexibility required when the main engine power
bine driven generator utilising waste heat from the cannot be utilised.
engine exhaust gas, or simply by auxiliary gener-
ator sets.
F10.4091
Fig. F1 Heat recovery system layout
Wärtsilä Switzerland Ltd F–1 25.61.07.40 – Issue IV.02 – Rev. 0

F. Auxiliary power generation
F1.2 System description and layout

T1 T2 T3
Although initial installation costs for a heat recov- T T
ery plant are relatively high, these are recovered
by fuel savings if maximum use is made of the
steam output, i.e., electrical power and domestics, T4 T5
space heating, heating of tank, fuel and water.
CS CS
F2 Waste heat recovery

T1... T5 Tunnel gear
Controllable-pitch propeller
T Thyristor bridge
Before any decision can be made about installing
Generator CS Constant-speed gear
a waste heat recovery system (see figure F1) the F10.5231
steam and electrical power available from the ex- Fig. F2 Tunnel PTO gear
haust gas is to be established.
For more information see chapter F ‘winGTD – the F3.2 PTO power and speed
General Technical Data’.
F3 Power take off (PTO) PTO with without

tunnell gear Constant-speed gear
Main-engine driven generators are an attractive Generator speed
1000 1200
1000, 1200, 1500
1500, 1800
option when consideration is given to simplicity of [rpm]
operation and low maintenance costs. The gener- 700
ator is driven through a tunnel PTO gear with fre- Power 1200 to suit
the ship
quency control provided by thyristor inverters or [kWe] 1800 requirement
constant-speed gears. *1)
Remark: *1) Higher powers on request
The tunnel gear is mounted at the intermediate
propeller shaft. Positioning the PTO gear in that Table F1 PTO power and speed
area of the ship depends upon the amount of

space available. F3.3 Constant-speed gear
F3.1 Arrangements of PTO The constant-speed gear unit is coupled to the

main engine PTO to provide controlled constant
Figure F2 illustrates various arrangements for speed of the generator drive when the main
PTO with generator. If your particular requirements engine speed is varied over a range of 70–104 per
are not covered, please do not hesitate to contact cent. It uses the inherent variable-ratio possibi-
our representative or Wärtsilä Switzerland Ltd, lities of epicyclic gears, combining the epicyclic
Winterthur, directly. gear itself with hydraulic variable transmission.
The generator supply frequency is maintained
within extremely narrow limits by the fast re-
sponse of the constant-speed gear to input speed
variations. It also allows for continuous parallel
operation between PTO generator and auxiliary
diesel generator(s).
25.61.07.40 – Issue IV.02 – Rev. 0 F–2 Wärtsilä Switzerland Ltd

E. Installation data
E1 Dimensions, masses and dismantling heights
F10.5259
Fig. E1 Engine dimensions
Number of cylinders 5 6 7 8
Dimensions
e s o s in mm with a A 4966 5800 6634 7468
t l
tolerance off approx. ± 10 mm B 3170
C 1085
D 7297
E 3850
F1 9030
F2 9040
F3 8790
G 1700
I 603
K 348
L 1024
M 834
N 606
O 4050
T1 5400
T2 5570
V1 3253
V2 3263
Net engine mass without oil/water [tonnes] 171 205 225 250
Minimum crane capacity [tonnes] 2.5
Remark: E: Dimension across platform for engine with turbocharger VTR454 or VTR 564.
F1: Min. height to crane hook for vertical removal.
F2: Min. height to deck beam for vertical removal using a double-jib (special) crane.
F3: Min. height to deck beam for tilted piston removal using a double-jib (special) crane.
M: Cylinder distance.
T1: Height for engine with turbocharger VTR454.
T2: Height for engine with turbocharger VTR564.
V1: Dimension across with turbocharger VTR454.
V2: Dimension across with turbocharger VTR564
Mass: Calculated according to nominal dimensions of drawings, incl. turbochargers and SAC (specified for R1 and ABB VTR
turbochargers), pipings and platforms.
Table E1 Dimensions and masses
Wärtsilä Switzerland Ltd E–1 25.61.07.40 – Issue IV.02 – Rev. 0

E1.1 Contents of fluid in the engine
Number of cylinders
System fl
fluid
id
5 6 7 8
Cylinder cooling water [kg] 650 850 940 1030
Lubricating oil [kg] 660 770 970 1095
Sea-water in scavenge
[kg] 300 460 460 460
air cooler(s) *2)
Total of water and oil in
[kg] 1610 2080 2370 2585
engine *1)
Remark: *1) The above quantities include engine piping.

*2) The given sea-water content is approximate; for exact data, please refer to table D3.
The engine is supplied with scavenge air cooling water pipes.
25.61.07.40 – Issue IV.02 – Rev. 0 E–2 Wärtsilä Switzerland Ltd

E2 Engine outlines
The following engine outline illustrations are produced to scale. They each represent R1-rated engine ar-
rangements with ABB VTR turbocharger.
E2.1 Engine outline 5RTA48T-B
315.987
Fig. E2 5RTA48T-B engine outline

315.989

315.990

315.991

E2.5 Engine seating
Remarks:
* 1) Tank height to be determined by the shipyard.
* 2) Chock thickness to be determined by the shipyard.
Note: – This is a typical example, other arrangements are possible.

– The lub. oil drain tank can also be designed without cofferdam.
246.035d
Fig. E6 Engine foundation for RTA48T-B engine seating with epoxy resin chocks


J. winGTD – General Technical Data
J1 Included CD-ROM
J1.1 Installation of winGTD and EnSel
J1.1.1 System requirements
winGTD and EnSel require the following minimum

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

– Microsoft Windows 95 or higher
– 16 MB of RAM
– 20 MB free hard disk space
– CD-ROM drive
Fig. J1 winGTD: Selection of engine window
J1.1.2 Installation
The installed CD-ROM contains only the engine
Use the following procedure to install winGTD or types presented in this ESPM.
EnSel: Double click on selected engine type or click the
‘Select’ button to access the main window (fig. J2)
1. Insert winGTD CD-ROM. and select the particular engine according to the
2. Follow the on-screen instructions. When in- number of cylinders (eg 6RTA48T-B).
stallation is complete, a message confirms
that installation was successful. J1.2.2 Data input
J1.1.3 Changes to previous versions of In the main window (fig. J2) enter the desired
winGTD power and speed to specify the engine rating. The
rating point must be within the rating field. The
The amendments and how this version differs from shaft power can either be expressed in units of kW
previous versions are explained in file ‘Read- or bhp.
me.txt’ located in the winGTD directory on the CD-
ROM.
J1.2 Using winGTD
J1.2.1 Start
After starting winGTD by double clicking winGTD

icon click on ‘Start new Project’ button on ‘Wel-
come’ screen and specify desired engine type in
appearing window (fig. J1):
Fig. J2 winGTD: Main window
Wärtsilä Switzerland Ltd J–1 25.61.07.40 – Issue IV.02 – Rev. 0

J. winGTD – General Technical Data
Further input parameters can be entered in sub-

panels to be accessed by clicking on tabs ‘Engine
Spec.’ (eg for turbocharger selection), ‘Cooling’,
‘Lub. Oil’, ‘Fuel Oil’, ‘Starting Air’ or ‘Exhaust Gas’
relating to the relevant ancillary systems.
J1.2.3 Output results
Clicking the ‘Start Calculation’ button (fig. J2) initi-

ates the calculation with the chosen data to deter-
mine the temperatures, flows of lubricating oil and
cooling water quantities.
Firstly the ‘Engine performance data’ window (fig.
J3) is displayed on the screen.
To see further results, click appropriate button in
Fig. J4 winGTD: Two-stroke engine propulsion
the tool bar or click the ‘Show results’ menu option
in the menu bar.
The calculation is carried out with all the relevant
design parameters (pump sizes etc.) of the ancil-
To print the results click the button or click the
laries set at design conditions.
button for export to a ASCII file, both in the tool
bar.
J1.2.5 Saving a project
To save all data belonging to your project choose

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

character suffix based on the program you have
selected) and choose a directory location for the
project.
Once you have specified a project name and se-
lected the desired drive and directory, click the
‘Save’ button to save your project data.
Fig. J3 winGTD: General technical data
J1.3 EnSel program
J1.2.4 Service conditions
EnSel helps in selecting the most suitable SULZER
Click the button ‘Service Conditions’ in the main diesel engine for a given project. It presents a list of
window (fig. J2) to access the option window (fig. all SULZER diesel engines which fulfil your power
J4) and enter any ambient condition data deviating and speed demands and provides for each
from design conditions. arrangement selected the engine performance data
(BSFC, BSEF and tEaT), engine dimensions and
masses.
25.61.07.40 – Issue IV.02 – Rev. 0 J–2 Wärtsilä Switzerland Ltd

B. Considerations on engine selection
B1 Introduction
Selecting a suitable main engine to meet the power Engine power
demands of a given project involves proper tuning [% R1]
100 R1
in respect of load range and influence of operating
conditions which are likely to prevail throughout 95
the entire life of the ship. This chapter explains the
90
main principles in selecting a Sulzer RTA low-
speed diesel engine. 85 Rx2 Rating line
Rx1 fulfilling a
R3 ship’s power
Every engine has a layout field within which the 80 requirement
for a constant
combination of power and speed (= rating) can be speed
75
selected. Contrary to the ‘layout field’, the ‘load
range’ is the admissible area of operation once the
70
CMCR has been determined. R4 R2
65
In order to define the required contract maximum
continuous rating (CMCR), various parameters
need to be considered such as propulsive power, 60
propeller efficiency, operational flexibility, power
and speed margins, possibility of a main-engine 55
driven generator, and the ship’s trading patterns.
Engine speed
Selecting the most suitable engine is vital to 50 [% R1]
70 75 80 85 90 95 100
achieving an efficient cost/benefit response to a
The contract maximum continuous rating (Rx)
specific transport requirement. may be freely positioned within the layout field
for that engine. F10.5246
B2 Layout field Fig. B1 Layout field of the Sulzer RTA48T-B engine.
The layout field shown in figure B1 is the area of

The engine speed is given on the horizontal axis
power and engine speed. In this area the contract
and the engine power on the vertical axis of the lay-
maximum continuous rating of an engine can be
out field. Both are expressed as a percentage (%)
positioned individually to give the desired com-
of the respective engine’s nominal R1 parameters.
bination of propulsive power and rotational speed.
Engines within this layout field will be tuned for
maximum firing pressure and best efficiency. Ex-
perience over the last years has shown that en-
gines are ordered with CMCR-points in the upper
part of the layout field only.
Wärtsilä Switzerland Ltd B–1 25.61.07.40 – Issue IV.02 – Rev. 0

Percentage values are being used so that the Rating points Rx can be selected within the entire
same diagram can be applied to various engine layout field to meet the requirements of each par-
models. The scales are logarithmic so that expo- ticular project. Such rating points require specific
nential curves, such as propeller characteristics engine adaptations.
(cubic power) and mean effective pressure (mep)
curves (first power), are straight lines. B2.2 Influence of propeller revolutions
on the power requirement
The layout field serves to determine the specific
fuel oil consumption, exhaust gas flow and tem- At constant ship speed and for a given propeller
perature, fuel injection parameters, turbocharger type, lower propeller revolutions combined with a
and scavenge air cooler specifications for a given larger propeller diameter increase the total propul-
engine. sive efficiency. Less power is needed to propel the
vessel at a given speed.
Calculations for specific fuel consumption, ex-
haust gas flow and temperature after turbine are The relative change of required power in function
explained in further chapters. of the propeller revolutions can be approximated
by the following relation:
B2.1 Rating points R1, R2, R3 and R4

Px 2Px 1 N 2N 1
The rating points (R1, R2, R3 and R4) for the
Sulzer RTA engines are the corner points of the Pxj = Propulsive power at propeller revolution Nj.
Nj = Propeller speed corresponding with propulsive
engine layout field (figure B1). power Pxj.
α = 0.15 for tankers and general cargo ships up to
The point R1 represents the nominal maximum 10 000 dwt.
= 0.20 for tankers, bulkcarriers from 10 000 dwt to
continuous rating (MCR). It is the maximum 30 000 dwt.
power/speed combination which is available for a = 0.25 for tankers, bulkcarriers larger than
30 000 dwt.
particular engine. = 0.17 for reefers and container ships up to
3000 TEU.
= 0.22 for container ships larger than 3000 TEU.
The point R2 defines 100 per cent speed, and 70
percent power of R1.
This relation is used in the engine selection pro-
cedure to compare different engine alternatives
The point R3 defines 80 per cent speed and 80 per-
and to select optimum propeller revolutions within
cent power of R1.
the selected engine layout field.
The connection R1–R3 is the nominal 100 per cent
Usually, the selected propeller revolution depends
line of constant mean effective pressure of R1.
on the maximum permissible propeller diameter.
The maximum propeller diameter is often deter-
The point R4 defines 70 per cent power and 80 per
mined by operational requirements such as:
cent speed of R1.
• Design draught and ballast draught limitations.
• Class recommendations concerning pro-
The connection line R2–R4 is the line of 70 per
peller/hull clearance (pressure impulse in-
cent power between 80 and 100 per cent speed of
duced by the propeller on the hull).
R1.
25.61.07.40 – Issue IV.02 – Rev. 0 B–2 Wärtsilä Switzerland Ltd

The selection of main engine in combination with The relation between absorbed power and rota-
the optimum propeller (efficiency) is an iterative tional speed for a fixed-pitch propeller can be ap-
procedure where also commercial considerations proximated by the following cubic relation:
(engine and propeller prices) play a great role.
P 2P 1 N 2N 1
3
According to the above approximation, when a re- in which

quired power/speed combination is known – for Pi = propeller power
example point Rx1 as shown in figure B1 – a Ni = propeller speed
CMCR-line can be drawn which fulfils the ship’s
power requirement for a constant speed. The The propeller curve without sea margin is often
slope of this line depends on the ship’s characteris- called the ‘light running curve’. The nominal pro-
tics (coefficient α). Any other point on this line peller characteristic is a cubic curve through the
represents a new power/speed combination, for CMCR-point. (For additional information, refer to
example Rx2, and requires a specific propeller section B3.4 ‘light running margin’).
adaptation.
B3.2 Sea trial power
B3 Load range
The sea trial power must be specified. Figure B2
The load range diagram shown in figure B2 defines shows the sea trial power to be the power required
the power/speed limits for the operation of the en- for point ‘B’ on the propeller curve. Often and alter-
gine. Percentage values are given as explained in natively the power required for point ‘A’ on the pro-
section B2, in practice absolute figures might be peller curve is referred to as ‘sea trial power’.
used for a specific installation project.
B3.1 Propeller curves
In order to establish the proper location of propeller

curves, it is necessary to know the ship’s speed to
power response.
The propeller curve without sea margin is for a ship

with a new and clean hull in calm water and
weather, often referred to as ‘trial condition’.
The propeller curves can be determined by using

full scale trial results of similar ships, algorithms
developed by maritime research institutes or
model tank results. Furthermore, it is necessary to
define the maximum reasonable diameter of the
propeller which can be fitted to the ship. With this
information and by applying propeller series such
as the ‘Wageningen’, ‘SSPA’ (Swedish Maritime
Research Association), ‘MAU’ (Modified AU), etc., F10.5248
the power/speed relationships can be established
Fig. B2 Load range limits of an engine corresponding to a
and characteristics developed. specific rating point Rx

B3.3 Sea margin (SM) Engine power

[% Rx] CMCR (Rx)
The increase in power to maintain a given ship’s

speed achieved in calm weather (point ‘A’ in fig-
100 10%
ure B2) and under average service condition (point engine /
‘D’), is defined as the ‘sea margin’. This margin can operational
margin
D
vary depending on owner’s and charterer’s ex- 90 (EM /OM)
pectations, routes, season and schedules of the B
15%
ship. The location of the reference point ‘A’ and the sea
5% margin margin
magnitude of the sea margin are determined be- light running LR (SM)
tween the shipbuilder and the owner. They form 76.5
part of the newbuilding contract. A
With the help of effective antifouling paints, dry-

docking intervals have been prolonged up to 4 or a
5 years. Therefore, it is still realistic to provide an
average sea margin of about 15 per cent of the sea Propeller curve
trial power, refer to figure B2, unless as mentioned without sea margin
above, the actual ship type and service route dic- Engine speed
tate otherwise. [% Rx]
F10.3148 100
B3.4 Light running margin (LR) Fig. B3 Load diagram for a specific engine showing
the corresponding power and speed margins
The sea trial performance (curve ‘a’) in figure B3
should allow for a 3 to 7 per cent light running of the Assuming, for example, the following:
propeller when compared to the nominal propeller • Drydocking intervals of the ship 5 years.
characteristic (the example in figure B3 shows a • Time between overhauls of the engine 2 years
light running margin of 5 per cent). This margin pro- or more.
vides a sufficient torque reserve whenever full • Full service speed must be attainable, without
power must be attained under unfavourable condi- surpassing the torque limit, under less favour-
tions. Normally, the propeller is hydrodynamically able conditions and without exceeding 100 per
optimised for a point ‘B’. The trial speed found for cent mep.
‘A’ is equal to the service speed at ‘D’ stipulated in
the contract at 90 per cent of CMCR. Therefore the ‘light running margin’ required will be
5 to 6 per cent. This is the sum of the following fac-
The recommended light running margin originates tors:
from past experience. It varies with specific ship
designs, speeds, drydocking intervals, and trade 1. 1.5–2% influence of wind and weather with
routes. an adverse effect on the intake water flow of
the propeller. Difference between Beaufort 2
Please note: it is the shipbuilder’s responsibility to sea trial condition and Beaufort 4–5 average
determine the light running margin large enough service condition. For vessels with a pro-
so that, at all service conditions, the load range li- nounced wind sensitivity, i.e. containerships or
mits on the left side of nominal propeller character- car carriers this value will be exceeded.
istic line are not reached (see section B3.6 and fig-
ure B4).

2. 1.5–2% increase of ship’s resistance and ‘D’ or ‘D’ (in our example 5 per cent) and then
mean effective wake brought about by: along the nominal propeller characteristic to obtain
• Rippling of hull (frame to frame). the CMCR-point. In the examples, the engine
• Fouling of local, damaged areas, i.e. boot power at point ‘B’ was chosen to be at 90 per cent
top and bottom of the hull. and 85 per cent respectively.
• Formation of roughness under paint.
• Influence on wake formation due to small B3.5.1 Continuous service rating
changes in trim and immersion of bulbous (CSR=NOR=NCR)
bow, particularly in the ballast condition.
Point ‘A’ represents power and speed of a ship
3. 1% frictional losses due to increase of pro- operating at contractual speed in calm seas with a
peller blade roughness and consequent drop new clean hull and propeller. On the other hand,
in efficiency, e.g. aluminium bronze propellers: the same ship at the same speed requires a
• New: surface roughness = 12 microns. power/speed combination according to point ‘D’,
• Aged: rough surface but no fouling shown in figure B2 and B3, under service condition
= 40 microns. with aged hull and average weather. ‘D’ is then the
CSR-point.
4. 1% deterioration in engine efficiency such
as: B3.5.2 Contract maximum continuous
• Fouling of scavenge air coolers. rating (CMCR = Rx)
• Fouling of turbochargers.
• Condition of piston rings. By dividing, in our example, the CSR (point D) by
• Fuel injection system (condition and/or 0.90, the 100 per cent power level is obtained and
timing). an operational margin of 10 per cent is provided
• Increase of back pressure due to fouling of (see figures B2 and B3). The found point Rx, also
the exhaust gas boiler, etc. designated as CMCR, can be selected freely
within the layout field defined by the four corner
B3.5 Engine margin (EM) or operational points R1, R2, R3 and R4 (see figure B1).
margin (OM)
The Sulzer RTA engines are optimised for the se-
Most owners specify the contractual ship’s loaded lected CMCR point. The built-in variable injection
service speed at 85 to 90 per cent of the contract timing (VIT) feature provides lowest fuel consump-
maximum continuous rating. The remaining 10 to tion at part load. Therefore other optimisation
15 per cent power can then be utilized to catch up points than at CMCR are not required.
with delays in schedule or for the timing of drydock-
ing intervals. This margin is usually deducted from B3.6 Load range limits
the CMCR. Therefore, the 100 per cent power line
is found by dividing the power at point ‘D’ by 0.85 Once an engine is optimised at CMCR (Rx), the
to 0.90. The graphic approach to find the level of working range of the engine is limited by the follow-
CMCR is illustrated in figures B2 and B3. ing border lines, refer to figure B4:
In the examples two current methods are shown. Line 1 is a constant mep or torque line through
Figure B2 presents the method of fixing point ‘B’ CMCR from 100 per cent speed and
and CMCR at 100 per cent speed thus obtaining power down to 95 per cent power and
automatically a light running margin B–D of 3.5 per speed.
cent. Figures B3 and B5 show the method of plot-
ting the light running margin from point ‘B’ to point

Line 2 is the overload limit. It is a constant mep Line 6 is defined by the equation:
line reaching from 100 per cent power and
P 2P 1 N 2N 1
2.45
93.8 per cent speed to 110 per cent power

and 103.2 per cent speed. The latter one through 100 per cent power and 93.8 per
is the point of intersection between the cent speed and is the maximum torque
nominal propeller characteristic and 110 limit in transient conditions.
per cent power. The area above line 1 is the overload
Line 3 is the 104 per cent speed limit where an range. It is only allowed to operate en-
engine can run continuously. For Rx with gines in that range for a maximum dur-
reduced speed (NCMCR ≤ 0.98 NMCR) this ation of one hour during sea trials in the
limit can be extended to 106 per cent, how- presence of authorized representatives of
ever, the specified torsional vibration limits the engine builder.
must not be exceeded. The area between lines 5 and 6 and
constant torque line (grey area of fig. B4)
Line 4 is the overspeed limit. The overspeed should only be used for transient condi-
range between 104 (106) and 108 per cent tions, i.e. during fast acceleration. This
speed is only permissible during sea trials range is called ‘service range with oper-
if needed to demonstrate the ship’s speed ational time limit’.
at CMCR power with a light running pro-
peller in the presence of authorized repre-
sentatives of the engine builder. However,
the specified torsional vibration limits must
not be exceeded.
Line 5 represents the admissible torque limit and

reaches from 95 per cent power and
speed to 45 per cent power and 70 per
cent speed. This represents a curve de-
fined by the equation:
P 2P 1 N 2N 1
2.45
When approaching line 5 , the engine will

increasingly suffer from lack of scavenge
air and its consequences. The area
formed by lines 1 , 3 and 5 represents
the range within which the engine should
be operated. The area limited by the nom-
inal propeller characteristic, 100 per cent
power and line 3 is recommended for F10.5249
continuous operation. The area between
the nominal propeller characteristic and Fig. B4 Load range limits, with the load diagram of an en-
gine corresponding to a specific rating point Rx
line 5 has to be reserved for acceler-
ation, shallow water and normal oper-
ational flexibility.

B3.7 Load range with main-engine

driven generator
The load range diagram with main-engine driven

generator, whether it is a shaft generator (S/G)
mounted on the intermediate shaft or driven
through a power take off gear (PTO), is shown by
curve ‘c’ in figure B5. This curve is not parallel to
the propeller characteristic without main-engine
driven generator due to the addition of a constant
generator power over most of the engine load. In
the example of figure B5, the main-engine driven
generator is assumed to absorb 5 per cent of the
nominal engine power.
The CMCR-point is, of course, selected by taking

into account the max. power of the generator.
Engine power CMCR (Rx)
[% Rx]
100 10 %
engine /
operational
margin
D EM / OM
90 5 % for
c shaft-
85 generator
D’ B S/G
15 %
5 % light running sea margin
SM
margin LR
72.3
A
PTO
power
a
Propeller curve
without sea margin
Engine speed
[% Rx]
100
F10.3149
Fig. B5 Load range diagram for an engine equipped with

a main-engine driven generator, whether it is a
shaft generator or a PTO-driven generator

B3.8 Load range limit with controllable

pitch propeller
For controllable pitch propeller (CPP), the load

range limit is defined in figure B6.
After starting, the engine is operated at an idle

speed of up to 70 per cent of the rated engine
speed with zero pitch. From idle running the pitch
is to be increased with constant engine speed up
to at least point E, the intersection with the line 6 .
Line 6 is the lower load limit between 70 per cent

speed and 100 per cent speed, with such a pitch
position that at 100 per cent speed a minimum
power of 37 per cent is reached, point F. It is de-
fined by the following equation:
P 2P 1 N 2N 1
3
Along line 8 the power increase from 37 per cent

power (point F) to 100 per cent power (CMCR) at
100 per cent speed is the constant speed mode for
shaft generator operation, covering electrical sea
load with constant frequency.
Line 5 is the upper load limit and corresponds to

the admissible torque limit as defined in section
B3.6 and shown in figure B4.
The area formed between 70 per cent speed and

100 per cent speed and between lines 5 and 6
represents the area within which the engine with
CPP has to be operated.
Line 7 represents a typical combinator curve for

variable speed mode. A suitable light running mar-
gin (refer to section B3.4) has to be considered
when selecting the combinator propeller curve.
F10.5247
Fig. B6 Load range diagram for CPP

Therefore, manoeuvring at nominal speed with low For manual and/or emergency operation, separate
or zero pitch is not allowed. Thus installations with setpoints for speed and pitch are usually provided.
main-engine driven generators must be equipped At any location allowing such operation, a warning
with a frequency converter when electric power is plate must be placed with the following text:
to be provided (e.g. to thrusters) at constant fre-
quency during manoeuvring. Alternatively, power Engine must not be operated continuously
from auxiliary engines may be used for this pur- with a pitch lower than xx per cent at any
pose.
engine speed above xx rpm.
For test purposes, the engine may be run at rated

speed and low load during a one-time period of 15 These values (xx) are to be defined according to
minutes on testbed (e.g. NOx measurements) and the engine’s actual data.
30 minutes during dock trials (e.g. shaft-generator The rpm value normally corresponds to 70 per cent
adjustment) in the presence of authorized repre- of CMCR speed, and the pitch to approximately 60
sentatives of the engine builder. Further requests per cent of the pitch required for rated power.
must be agreed by WCH.
In addition, an alarm has to be provided in either
B3.8.1 Requirements for control the main-engine safety system or the vessels
system with CPP alarm and monitoring system when the engine is
operated for more than 3 minutes in the prohibited
WCH strongly recommends to include CPP control operation area. Is the engine operated for more
functions into an engine remote control system than 5 minutes in the prohibited operation area, the
from an approved supplier (see section H2.1.1). engine speed must be reduced to idle speed
This ensures, among others, that the requirements (below 70 per cent speed).
of the engine builder are strictly followed.
The following operating modes shall be included in

the control system:
• Combinator mode 1
Combinator mode for operation without shaft
generator. Any combinator curve including a
suitable light running margin may be set
within the permissible operating area, typi-
cally line 7 .
• Combinator mode 2
Optional mode used in connection with shaft
generators. During manoeuvring, the combi-
nator curve follows line 6 . At sea the engine
is operated between point F and 100 per cent
power (line 8 ) at constant speed.

B4 Ambient temperature consideration
B4.1 Engine air inlet: operating tem- B4.2 Engine air inlet: arctic conditions
peratures from 45°C to 5°C at operating temp. below 5°C
Due to the high compression ratio, Sulzer RTA Under arctic conditions the ambient air tempera-
diesel engines do not require any special tures can meet levels below –50°C. If the combus-
measures, such as pre-heating the air at low tem- tion air is drawn directly from outside, these en-
peratures, even when operating on heavy fuel oil gines may operate over a wide range of ambient air
at part load or idling. The only condition which must temperatures between arctic condition and tropical
be fulfilled is that the water inlet temperature to the (design) condition (45°C).
scavenge air cooler must not be lower than 25°C.
To avoid the need of a more expensive combustion
This means that: air preheater, a system has been developed that
enables the engine to operate directly with cold air
• When combustion air is drawn directly from the from outside.
engine room, no pre-heating of the combus-
tion air is necessary. If the air inlet temperature drops below 5°C, the air
• When the combustion air is ducted from out- density increases to such an extent that the maxi-
side the engine room and the air temperature mum permissible cylinder pressure is exceeded.
before the turbocharger does not fall below This can be compensated by blowing off a certain
5°C, no measures have to be taken. mass of the scavenge air through a blow-off device
as shown in figure B7.
The sea-water or the central fresh water cooling
Engine
system permits the recovery of the engine’s dissi-
pated heat and maintains the required scavenge Turbocharger
Air intake casing
air temperature after the scavenge air cooler by re-
Scavenge
circulating part of the warm water to the scavenge air cooler Blow-off
valves
Air filter
air cooler.
The scavenge air cooling water inlet temperature F10.1964
is to be maintained at a minimum of 25°C. This Fig. B7 Scavenge air system for arctic conditions
means that the scavenge air cooling water will
have to be pre-heated in the case of low power
operation. The required heat is obtained from the
lubricating oil cooler and the engine cylinder
cooling.

There are up to three blow-off valves fitted on the

scavenge air receiver. In case the air inlet tempera-
ture to the scavenge air cooler is below 5°C the first
blow-off valve vents. For each actuated blow-off
valve, a higher suction air temperature is simulated
by reducing the scavenge air pressure which com-
pensates the high air density. The second blow-off
valve automatically vents as required to maintain
the desired scavenge and firing pressures. Figure
B8 shows the effect of the blow-off valves to the air
flow, the exhaust gas temperature after turbine and
the firing pressure.
Two blow-off One blow-off Blow-off valves closed

valves open valve open normal operation
m [kg/kwh]
0.6
0.4
0.2
0
Specific air consumption
t [°C] Exhaust gas temp.
0
–20
–40
–60
p [bar]
10 Firing pressure
5
0
–50 –40 –30 –20 –10 0 10 20 30 40 [°C]

Suction air temperature
F10.1965
Fig. B8 Blow-off effect at arctic conditions


D. Engine data
D1 Reference conditions D3 Ancillary system design para-

meters
The engine can be operated in the ambient condi-
tion range between reference conditions and de- The layout of the ancillary systems of the engine
sign (tropical) conditions, (see section B4). bases on the performance of its specified rating
point Rx (CMCR). The given design parameters
The engine performance data BSFC, BSEF and must be considered in the plant design to ensure
tEaT in figures D1, D2 and D3 are based on refer- a proper function of engine and ancillary systems.
ence conditions as shown below. They are fol- • Cylinder water outlet temp. : 85°C
lowing the ISO Standard 3046-1: • Oil temperature before engine : 45°C
• Exhaust gas back pressure
• Air temperature before blower : 25°C at rated power (Rx) : 30 mbar
• Engine room ambient air temp. : 25°C
• Coolant temp. before SAC : 25°C for SW The engine power is independent from ambient
• Coolant temp. before SAC : 29°C for FW conditions. The cylinder water outlet temperature
• Barometric pressure : 1000 mbar and the oil temperature before engine are system-
internally controlled and have to remain at the spe-
The reference value for the fuel lower calorific cified level.
value (LCV) follows an international marine con-
vention. The specified LCV of 42.7 MJ/kg differs D4 Estimation of engine performance
from the ISO Standard. data
D2 Design conditions To estimate the engine performance data BSFC,

BSEF and tEaT for any engine rating Rx in the de-
The design data for the ancillary systems are fined rating field, figures D1, D2 and D3 may be
based on standard design (tropical) conditions used.
as shown below. They are following the IMO-2000
recommendations. The estimation of the performance data for any en-
• Air temperature before blower : 45°C gine power will be done with the help of the
• Engine ambient air temp. : 45°C winGTD program on CD-ROM, which is enclosed
• Coolant temp. before SAC : 32°C for SW in this book.
• Coolant temp. before SAC : 36°C for FW
• Barometric pressure : 1000 mbar If needed we offer a computerized information ser-
vice to analyse the engine’s heat balance and de-
The reference value for the fuel lower calorific termine main system data for any rating point
value (LCV) of 42.7 MJ/kg follows an international within the engine layout field.
marine convention. For details of this service please refer to section
G1.3.1 and chapter J.
The installation of the winGTD and the hardware
specification are explained in chapter J.
Wärtsilä Switzerland Ltd D–1 25.61.07.40 – Issue IV.02 – Rev. 0

D. Engine data
D4.1 Estimating brake specific fuel

consumption (BSFC)
Example:
Estimation of BSFC for Sulzer 6RTA48T-B

CMCR (Rx) specified, for reference condition:
Power (R1) = 8730 kW
Speed (R1) = 127 rpm
Power (Rx) = 87.0% R1 = 7595 kW
Speed (Rx) = 92.9% R1 = 118 rpm
BSFC (R1) = 171 g/kWh
BSFC at Rx-point:
BSFC – 2.7 g/kWh (figure D1)
BSFC (Rx) 171 – 2.7 = 168.3 g/kWh
For design (tropical) conditions add 3 g/kWh to

the calculated values.
The estimated brake specific fuel consumption

is within a tolerance of +5 per cent.
Please note that any BSFC guarantee

must be subject to confirmation
by the engine manufacturer.
F10.4081
Derating and part load performance figures can be
Fig. D1 Estimation of BSFC for Rx
obtained from the winGTD-program which is en-
closed in this book in the form of a CD-ROM.
25.61.07.40 – Issue IV.02 – Rev. 0 D–2 Wärtsilä Switzerland Ltd

D. Engine data
D4.2 Estimating brake specific exhaust

gas flow (BSEF)
Example:
Estimation of BSEF for Sulzer 6RTA48T-B

CMCR (Rx) specified, reference condition:
Power (Rx) = 87.0% R1 = 7595 kW
Speed (Rx) = 92.9% R1 = 118 rpm
BSEF (R1) = 8.10 kg/kWh
BSEF at Rx-point:
BSEF – 0.07 kg/kWh (figure D2)
BSEF (Rx) 8.10 – 0.07 = 8.03 kg/kWh
For design (tropical) conditions subtract

0.4 kg/kWh from the calculated values.
The estimated brake specific exhaust gas

flows are within a tolerance of ± 5 per cent.
An increase of BSEF by 5 per cent corresponds
to a decrease of the tEaT by 15°C.
Please note that any BSEF figure

F10.4082
Fig. D2 Estimation of BSEF for Rx by the engine manufacturer.


D. Engine data
D4.3 Estimating temperature of

exhaust gas after turbocharger
(tEaT)
Example:
Estimation of tEaT for Sulzer 6RTA48T-B

CMCR (Rx) specified, for reference condition:
Power (Rx) = 87.0% R1 = 7595 kW
Speed (Rx) = 92.9% R1 = 118 rpm
tEaT (R1) = 257°C
tEaT at Rx-point:
tEaT – 5.2°C (figure D3)
tEaT (Rx) 257 – 5.2 = 251.8 °C
For design (tropical) conditions add 30°C to

calculated values.
The estimated temperatures after turbo-

charger are within a tolerance of ± 15°C. An in-
crease of tEaT by 15°C corresponds to a de-
crease in BSEF of 5 per cent.
Please note that any tEaT figure

F10.4083 by the engine manufacturer.
Fig. D3 Estimation of tEaT for Rx

D. Engine data
D5 Vibration aspects Figure D4 shows the external forces and moments

acting on the engine.
D5.1 Introduction
External forces and moments due to the recipro-
As a leading designer and licensor we are con- cating and rotating masses (see table D2):
cerned that satisfactory vibration levels are ob-
tained with our engine installations. The assess- F1V: resulting first order vertical force.
ment and reduction of vibration is subject to F1H: resulting first order horizontal force.
continuing research. Therefore, we have devel- F2V: resulting second order vertical force.
oped extensive computer software, analytical pro- F4V: resulting fourth order vertical force.
cedures and measuring techniques to deal with M1V: first order vertical mass moment.
this subject. M1H: first order horizontal mass moment.
M2V: second order vertical mass moment.
For successful design, the vibration behaviour M4V: fourth order vertical mass moment.
needs to be calculated over the whole operating
range of the engine and propulsion system. The
following vibration types and their causes are to be
considered:
– External mass forces and moments;

– Lateral engine vibration;
– Longitudinal engine vibration;
– Torsional vibration of the shafting;
– Axial vibration of the shafting.
D5.2 External forces and moments
In the design of the Sulzer RTA48T-B engine free

mass forces are eliminated and unbalanced exter-
nal moments of first, second and fourth order are Forces and moments due to reciprocating
minimized. However, five- and six-cylinder en- and rotating masses
gines generate second order unbalanced mo- F10.5173
ments of a magnitude greater than those encoun- Fig. D4 External forces and moments
tered with higher numbers of cylinders.
Depending on the ship’s design, the moments of
fourth order have to be considered too.
Under unfavourable conditions, depending on hull

structure, type, distribution of cargo and location of
the main engine, the unbalanced moments of first,
second and fourth order may cause unacceptable
vibrations throughout the ship and thus call for
countermeasures.

D. Engine data
D5.2.1 Balancing free first order

moments
Standard counterweights fitted to the ends of the On five- and six-cylinder engines, the second order
crankshaft reduce the first order mass moments to balancers at the driving end are mounted inside
acceptable limits. However, in special cases non- the housing of the crankshaft drive. They are
standard counterweights can be used to reduce driven by the camshaft drive.
either M1V or M1H, if needed.
At the free end, an independent electrically driven
D5.2.2 Balancing free second order second order balancer (ELBA) is adapted to the
moments structure of the main engine. The balancer lubrica-
tion is connected to the engine lubricating oil
The second order vertical moment (M2V) is higher system.
on five- and six-cylinder engines and negligible for
other numbers of cylinders. For five- and six-cylin- The second order balancers are not included in the
der engines, Wärtsilä Switzerland Ltd has de- standard scope of supply.
signed second order balancers to be fitted at the
free end, and/or driving end of the engine. They will
reduce the second order moments to acceptable
values. Figure D5 shows the second order ba-
lancer arrangement for the driving and free end.
F10.5251
Fig. D5 Engine-fitted second order balancer gears

D. Engine data
F10.5217 F10.5216
Fig. D6 Locating balancer Fig. D7 Locating electrically driven balancer
If no experience is available from a sister ship, it is However, when the ship’s vibration pattern is not
advisable to establish at the design stage, what yet known and it is decided not to install ba-
form the ship’s vibration will be. The table D2 as- lancer(s) fitted to the engine, a separate electri-
sists in determining the effect of installing the Sul- cally driven second order balancer can be installed
zer RTA48T-B engine. later, should disturbing vibration occur.
Such a balancer is usually installed in the steering
When the ship’s vibration pattern is known and the compartment, as shown in figure D7. It is tuned to
necessity for compensation of the second order the engine operating speed and controlled accord-
vertical moment is evident, it can furthermore be ingly. The effect of this balancer type is comparable
checked, if the installation of only one balancer at to the engine balancers fitted to the engine.
one end of the engine is sufficient (refer to figure
D6).
If at design stage the ship’s vibration pattern is not

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

D. Engine data
D5.2.3 Power related unbalance (PRU)

The so-called Power Related Unbalance (PRU) values can be used to evaluate if there is a risk that free
external mass moments of 1st and 2nd order may cause unacceptable hull vibrations, see figure D8.
F10.5245
Fig. D8 Free external mass moments
The external moments M1 and M2 given in table D2 are related to R1 speed. For other engine speeds, the
corresponding external moments are calculated with the following formula:
MRx = MR1 (nRx/nR1)2

D. Engine data
D5.3 Lateral engine vibration (rocking) The ‘X-type’ lateral vibrations are caused by the re-
sulting lateral guide force moment MLX. The driv-
The lateral components of the forces acting on the ing- and free-end side of the engine top vibrate in
crosshead induce lateral rocking depending on the counterphase.
number of cylinders and firing order. These forces
may be transmitted to the engine-room bottom Table D2 gives the values of resulting lateral guide
structure. From there hull resonance or local vibra- forces and moments of the relevant orders.
tions in the engine room may be excited.
The amplitudes of the vibrations transmitted to the
There are two different modes of lateral engine hull depend on the design of the engine seating,
vibration, the so-called ‘H-type’ and ‘X-type’, frame stiffness and exhaust pipe connections. As
please refer to figure D9. the amplitude of the vibrations cannot be predicted
with absolute accuracy, the support to the ship’s
The ‘H-type’ lateral vibrations are characterized by structure and space for installation of lateral stays,
a deformation where the driving and free end side should be considered in the early design stages of
of the engine top vibrate in phase as a result of the the engine-room structure. (Please refer to table
lateral guide force FL and the lateral H-type mo- D1, countermeasure for dynamic effects.)
ment. The torque variation (∆M) is the reaction mo-
ment to MLH.
FL resulting guide force MLX resulting lateral X-type moment

MLH resulting lateral H-type moment
F10.5172
Fig. D9 External forces and moments

D. Engine data
D5.3.1 Stays D5.4 Longitudinal engine vibration

(pitching)
Two stay types can be considered:
In some cases with five-cylinder engines,
– Friction stay (installed only on the engine ex- specially those coupled to very stiff intermediate
haust side). and propeller shafts, the engine foundation can be
– Hydraulic stay. excited at a frequency close to the full load speed
range resonance. Thus leading to increased axial
(longitudinal) vibration at the engine top and as a
Fig. D10 illustrates typical attachment points for result of this to vibrations in the ship’s superstruc-
lateral stays. ture. In order to prevent this vibration, stiffness of
the double-bottom structure should be as high as
possible.
D5.5 Torsional vibration
This involves the whole shafting system compris-

ing crankshaft, propulsion shafting, propeller, en-
gine running gear, flexible couplings and power
take off. It is caused by gas and inertia forces, as
well as by variations of the propeller torque.
It is vitally important to limit torsional vibration in
order to avoid damage to the shafting. If the vibra-
tion at a critical speed reaches dangerous stress
levels, the corresponding speed range has to be
passed through rapidly (barred-speed range).
However, barred-speed ranges can be reduced,
shifted, and in some cases avoided by installing a
heavy flywheel at the driving end, and/or a tuning
wheel, or a torsional vibration damper at the free
end of the crankshaft.
F10.3156 Torsional vibration dampers of various designs are
Fig. D10 General arrangement of lateral available to reduce energy on different levels of
stays (end elevation) vibration.
Lower energy vibrations are absorbed by viscous
D5.3.2 Electrically driven compensator dampers.
Higher energy vibrations are absorbed by a spring
If for some reasons it is not possible to install lateral loaded damper type. In this case the damper is
stays, an electrically driven compensator can be supplied with oil from the engine’s lubricating sys-
installed which is able to reduce the lateral engine tem and the heat dissipated can range from 20 kW
vibrations and their effect on the ship’s superstruc- to 60 kW depending on the size of the damper.
ture. It is important to note, that only one harmonic
excitation can be compensated at a time. In the
case of an ‘X-type’ vibration mode, two compensa-
tors, one fitted at each end of the engine top, are
necessary.

D. Engine data
D5.6 Axial vibration D5.7 Hull vibration
The shafting system is also able to vibrate in axial The hull and accommodation are susceptible to
direction. This vibration is due to axial excitations vibration caused by the propeller, machinery and
coming from the engine and the propeller and due sea conditions. Controlling hull vibration is
to the coupling effect with torsional vibrations. In achieved by a number of different means and may
order to limit the influence of these excitations, and require fitting longitudinal and lateral stays to the
limit the level of axial vibration, an integrated axial main engine and installing second order balancer.
damper is fitted to the crankshaft of all Sulzer RTA
engines. Eliminating hull vibration requires co-operation be-
tween the propeller manufacturer, naval architect,
shipyard and engine builder.
D5.8 Summary of countermeasures for dynamic effects
The following table indicates where special attention is to be given to dynamic effects and the countermea-
sures required to reduce them. Where installations incorporate PTO arrangements further investigation
is required and Wärtsilä Switzerland Ltd, Winterthur, should be contacted.
Lateral Longitudinal
External couples
Number of Torsional Axial rocking rocking
cylinders
li d 2nd order vibration
ib ti vibration
ib ti
lateral stays longitudinal stays
balancer
5 *1) *2) A B
6 refer *1) *2) B C
to
7 fig. D8 *1) *2) C C
8 *1) *2) A C
Remarks: *1) Detailed calculations have to be carried out for every installation, countermeasures to be selected accordingly
(shaft diameter, critical or barred speed range, flywheel, tuning wheel, damper).
*2) An integrated axial damper is fitted as standard.
A: The countermeasure indicated is needed.
B: The countermeasure indicated may be needed and provision for the corresponding countermeasure
is recommended.
C: The countermeasure indicated is not needed.
Table D1 Countermeasures for dynamic effects

D. Engine data
D5.9 Summary of external forces and moments
Engine type: Sulzer RTA48T-B Number of cylinders 5 6 7 8

Rating R1: 1455 kW/cyl. at 127 rpm Engine power kW 7275 8730 10185 11640
Massmoments / Forces
Free forces
F1V [kN] 0 0 0 0
F1H [kN] 0 0 0 0
F2V [kN] 0 0 0 0
F4V [kN] 0 0 0 0
External moments *1)
M1V [kNm] 100 0 60 196
M1H [kNm] 75 0 44 153
M2V without balancer [kNm] 1128 785 228 0
M2V with balancers [kNm] 635 286 – –
M4V [kNm] 8 64 182 74
Lateral H-moments MLH *2) *3)
Order 1 [kNm] 0 0 0 0
Order 2 [kNm] 0 0 0 0
Order 3 [kNm] 0 0 0 0
Order 4 [kNm] 0 0 0 0
Order 5 [kNm] 644 0 0 0
Order 6 [kNm] 0 460 0 0
Order 7 [kNm] 0 0 361 0
Order 8 [kNm] 0 0 0 252
Order 9 [kNm] 0 0 0 0
Order 10 [kNm] 57 0 0 0
Order 11 [kNm] 0 0 0 0
Order 12 [kNm] 0 21 0 0
Lateral X-moments MLX *3)
Order 1 [kNm] 81 0 48 162
Order 2 [kNm] 83 57 17 0
Order 3 [kNm] 81 146 159 204
Order 4 [kNm] 25 190 540 220
Order 5 [kNm] 0 0 43 535
Order 6 [kNm] 9 0 6 0
Order 7 [kNm] 75 0 0 14
Order 8 [kNm] 43 30 2 0
Order 9 [kNm] 2 43 5 4
Order 10 [kNm] 0 12 34 0
Order 11 [kNm] 1 0 17 22
Order 12 [kNm] 4 0 1 4
Torque variation (Synthesis value) [kNm] 660 466 364 252
Remarks: *1) The external moments M1 and M2 are related to R1 speed. For other engine speeds the corresponding external moments
are calculated with the relation: MRx = MR1 (nRx/nR1)2.
*2) The resulting lateral guide force can be calculated as follows: FL = MLH 0.349 [kN].
*3) The values for other engine ratings are available on request.
Table D2 External forces and moments

D. Engine data
D5.10 Questionnaire about engine vibration
To enable us to provide the most accurate information and advice on protecting the installation and vessel from the effects of
main engine/propeller induced vibration, please photocopy this questionnaire and send us the completed copy.
Client specification
Client name
Owner, yard, consultant, other:
Address:
Department, reference:
Country: Tel., telefax, e-mail:
Contact person:
Project
Type, size of vessel: Owners name (if available):
Wärtsilä Switzerland Ltd representative:
Engine specification
Engine type: Sulzer RTA48T-B Engine speed [rpm]:
Engine power [kW]: Engine rotation: [clockwise] / [anti-clockwise]
Barred speed range accepted: [Yes] / [No]
Power take off specification

PTO: [Yes] / [No] (If ‘Yes’ please continue, if ‘No’ continue with ‘Shafting’)
ConSpeed type:
Gear
Manufacturer: Drawing number:
(detailed drawings with the gearwheel inertias and gear ratios to be enclosed)
Clutches/elastic couplings
(detailed information of type/manufacturer of all clutches and/or elastic couplings used, to be enclosed)
PTO – Generator
Manufacturer: Type:
Generator speed [rpm]: Rated voltage [V]:
Rated apparent power [kVA]: Power factor [cos ϕ]:
Rotor inertia [kgm2]: Drawing number:
Shafting
Manufacturer: Drawing number:
(detailed drawings with the propulsion shafting used, to be enclosed)
Propeller
Pitch: [fixed] / [controllable]
Manufacturer: Number of blades:
Drawing number: Diameter [m]:
Mass [kg]: Expanded area blade ratio:
Mean pitch [m]:
Inertia without water [kgm2]: Inertia with water [kgm2]:
General
Order number: Deadline:

D. Engine data
D6 Turbocharger and scavenge air cooler

The selections of turbochargers covering the types The data can be calculated directly by the winGTD-
ABB VTR, ABB TPL and MHI MET are shown in program (see chapter F). Parameters and details
figures D11 to D13. MAN NA type turbochargers of the scavenge air coolers (SAC) are shown in
are available on request (approval pending). The table D3, weights of turbochargers in table D4.
selection of scavenge air coolers follows the de-
mand of the selected turbochargers.
Sea-water: Single-stage scavenge air coolers

Design Design air flow
Cooler Pressure drop Water content Insert
water flow
[m3/h] [kg/h] Water [bar] *1) Air [mbar] *1) [dm3/cooler] Length [mm] Mass [tonnes]
SAC43S 260 97200 0.7 20 450 2024 2.1
SAC45S 135 61200 0.6 20 290 1754 1.3
F10.3840
Fresh water: Single-stage scavenge air coolers

Design Design air flow
Cooler Pressure drop Water content Insert
water flow
[m3/h] [kg/h] Water [bar] *1) Air [mbar] *1) [dm3/cooler] Length [mm] Mass [tonnes]
SAC43F 175 97200 0.7 20 450 2024 2.0
SAC45F 135 61200 0.6 20 290 1754 1.2
Fresh water: Two-stage scavenge air coolers

SAC44F LT/HT 105/105 97200 0.5/0.5 25 250/250 2024 1.1/1.1
SAC46F LT/HT 75/75 61200 0.5/0.5 25 160/160 1754 0.7/0.7
F10.5264
Table D3 Scavenge air cooler details

D. Engine data
D6.1 Turbocharger and scavenge air cooler selection
The SAC and TC selection for the engines RTA48T-B is given in the layout fields in figures D11 to D14.
F10.4084
Fig. D11 Turbocharger and scavenge air cooler selection (ABB VTR type turbochargers)

D. Engine data
F10.5258
Fig. D12 Turbocharger and scavenge air cooler selection (ABB TPL type turbochargers)

D. Engine data
F10.4420
Fig. D13 Turbocharger and scavenge air cooler selection (MHI MET type turbochargers)

D. Engine data
Approval pending
Please contact WCH for confirmation before selecting MAN NA turbochargers.
F10.4421
Fig. D14 Turbocharger and scavenge air cooler selection (MAN NA type turbochargers)

D. Engine data
Type VTR454D VTR454E VTR564D VTR564E ––

ABB VTR
Mass [tonnes] 3.4 6.7 ––
Type TPL73-B11 TPL73-B12 TPL77-B11 TPL77-B12 ––
ABB TPL
Type MET53SD MET53SE MET66SD MET66SE MET71SD MET71SE
MHI
Mass [tonnes] 2.8 5.2 6.7
Type NA48/S NA57/T9 ––
MAN
Table D4 Turbocharger details
D7 Auxiliary blower
For manoeuvring and operating at low powers, Table D5 shows the number of blowers and the
electrically driven auxiliary blowers must be used power required (the indicated power applies only
to provide sufficient combustion air. to WCH specified blowers).
Number of cylinders
5 6 7 8
Auxiliary air blowers required 2 2 2 2
Max. power consumption per blower 50 Hz 19 19 20 20

(shaft output) *1) [kW] 60 Hz 21 21 25 25
Remark: *1) The output of the installed electric motor should be at least 10% higher than the maximum power demand at the shaft of the
auxiliary blower.
Table D5 Auxiliary blower requirements
D8 Turning gear requirements
El. mot. power El. mot. speed

Cylinder Main supply
[kW] [rpm]
5–8 2.2 1800 440 V/ 60 Hz
5–8 1.8 1500 380 V/ 50 Hz
Table D6 Approximative turning gear requirements

D. Engine data
D9 Pressure and temperature ranges

Table D7 represents a summary of the required the pressure losses in the piping system, filters,
pressure and temperature ranges at continuous coolers, valves, etc., and the vertical level pres-
service rating (CSR). The gauge pressures are sure difference between pump suction and pres-
measured about 4 m above the crankshaft centre sure gauge to the values in the table below.
line. The pump delivery head is obtained by adding
Medium System Location of Gauge pressure Temperature

measurement Limit values [bar] Limit values [° C]
Min. Max. Min. Max. Diff.
Inlet 3.0 5.0 – –
Cylinder cooling max 15
max.15
Outlet cylinder – – 80 90
Inlet TC 1.0 4.5 65 –
VTR type TC)
Turbine cooling (ABB VTR-type max 10
max.10
Outlet TC – – – 90
HT circuit Inlet 3.0 5.0 65 80
Fresh water –
air ccooliling
(two-stage SAC) Outlet – – – 120

LT circuit Inlet 2.0 4.0 25 36
*3)
(two-stage SAC) Outlet – – – –
ea
nge
LT circuit Inlet 2.0 4.0 25 36

caven
*3)
(single-stage SAC) Outlet – – – –
Sca
Inlet 1.0 4.0 25 32

Sea water
Sea-water Conventional cooling *3)
Outlet – – – 57
Lubricating oil
Crosshead bearing Supply 10.0 12.0 40 50 –
(high pressure)
Main bearing Supply 3.6 5.0 40 50 –
Electrical balancer (ELBA) at free end Inlet 3.6 5.0 – – –
Inlet 3.6 5.0 40 50
Piston cooling max 30
max.
Outlet – – – –
L b i ti oilil
Lubricating
Thrust bearing Outlet – – – 60 –
(low pressure)
Torsional vibration damper
dam er Supply 3.6 5.0 – – –
(if steel spring damper is used) Inlet casing 1.0 – – – –
Integrated axial vibration detuner Supply 3.6 5.0 – – –
Turbocharger bearing (ABB VTR-type) Housing – – – 120 –
Booster (injection pump) Inlet 7.0 *1) 10.0 *2) – 150 –
Fuel oil
After retaining valve (injection pump) Return 3.0 5.0 – – –
Intake from engine room (pressure drop) Air filter / Silencer max. 10 mbar – – –
Intake from outside (pressure drop) Ducting and filter max. 20 mbar – – –
Scavenge air
New SAC max. 30 mbar – – –
Cooling (pressure drop)
Fouled SAC max. 50 mbar – – –
Starting air Engine inlet – 25 or 30 – – –
Air Control air Engine inlet 6.5 9.0 – – –
Air spring of exhaust valve Main distributor 6.5 9.0 – – –
Deviation
After cylinder – – – 515
Receiver ±50
Exhaust gas TC inlet – – – 515 –
Design max. 30 mbar – – –
Manifold after turbocharger
Fouled max. 50 mbar – – –
Remark: *1) At 100 % engine power.

*2) At stand-by condition; during commissioning of the fuel oil system the fuel oil pressure is adjusted to 10 bar.
*3) The water flow has to be within the prescribed limits.
Table D7 Pressure and temperature ranges

C. Engine description
The Sulzer RTA48T-B type engine is a low-speed,

direct-reversible, single-acting, two-stroke engine,
comprising crosshead-guided running gear, hy-
draulically operated poppet-type exhaust valves,
turbocharged uniflow scavenging system and oil-
cooled pistons.
The Sulzer RTA48T-B is designed for running on a
wide range of fuels from marine diesel oil (MDO)
to heavy fuel oils (HFO) of different qualities.
Main features:
Bore 480 mm
Stroke 2000 mm
Number of cylinders 5 to 8
Main parameters (R1):
Power (MCR) 1455 kW/cyl
Speed (MCR) 127 rpm
Mean effect. press. 19.0 bar
Mean piston speed 8.47 m/s
The Sulzer RTA48T-B is available with five to eight Remark: * Direction of rotation: clockwise as standard
cylinders rated at 1455 kW/cyl to provide a maxi- (viewed from the propeller towards the engine).
mum output of 11640 kW for the eight-cylinder en-

gine (primary engine data on table A1). Note: This illustration of the cross section is
considered as general information only.
F10.3153
Overall sizes of engines 5 cyl. 8 cyl.
Fig. C1 Sulzer RTA48T-B cross section
Length [m] 5.9 8.4
1. Welded bedplate with integrated thrust bear-
Height [m] 8.4 8.4
ings and large surface main bearing shells.
Dry weight [t] 171 250 2. Sturdy engine structure with low stresses and
high stiffness comprising A-shaped fabricated
The development of the RTA48T-B range to pro- double-wall columns and cylinder blocks at-
vide an engine for the marine market concentrated tached to the bedplate by pre-tensioned verti-
around providing power and reliability at economic cal tie rods.
service speeds. The well-proven bore-cooling 3. Fully built-up camshaft driven by gear wheels
principle for pistons, liners, cylinder covers and ex- housed in a double column located at the driv-
haust valve seats is incorporated with variable in- ing end.
jection timing (VIT) which maintains the nominal 4. A combined injection pump and exhaust valve
maximum combustion pressure within the power actuator unit for two cylinders each. Camshaft
range compliant with the IMO regulation. driven fuel pump with double spill valves for
timing fuel delivery to uncooled injectors.
Refer to figure C1 and the following text for the Camshaft-driven actuator for hydraulic drive of
characteristic design features: poppet-type exhaust valve working against an
air spring.
Wärtsilä Switzerland Ltd C–1 25.61.07.40 – Issue IV.02 – Rev. 0

C. Engine description
5. Standard pneumatic control – fully equipped

local control stand. Diesel Engine CoNtrol and
optImizing Specification (DENIS-6), standard
set of sensors and actuators for control, safety
and alarms. Speed control system according
to section H2.2.
6. Rigid cast iron cylinder monoblock or iron
jacket moduls bolted together to form a rigid
cylinder block.
7. Special grey cast iron, bore-cooled cylinder
liners with load dependent cylinder lubrication.
8. Solid forged or steel cast, bore-cooled cylinder
cover with bolted-on exhaust valve cage con-
taining Nimonic 80A exhaust valve.
9. Constant-pressure turbocharging system
comprising exhaust gas turbochargers and
auxiliary blowers for low-load operation.
10. Oil-cooled piston with bore-cooled crowns and
short piston skirts.
TriboPack designed as standard feature for
excellent piston running and extended TBO up
to 3 years.
11. Uniflow scavenging system comprising scav-
enge air receiver with non-return flaps.
12. Crosshead with crosshead pin and single-
piece white metal large surface bearings. El-
evated pressure hydrostatic lubrication.
13. Main bearing cap tightened with down bolts for
easier assembly and disassembly of white-
metalled shell bearings.
14. White-metalled type bottom-end bearings.
15. Semi-built crankshaft.
The following options are also available:
– Turbochargers: ABB VTR, ABB TPL or

Mitsubishi MET
(approval pending for MAN NA).
– Power take off for main-engine driven gener-
ator.
– Two-stage scavenge air cooler for waste heat
recovery.
– Engine monitoring and remote control.
25.61.07.40 – Issue IV.02 – Rev. 0 C–2 Wärtsilä Switzerland Ltd

H. Engine management systems
H1 Introduction
Developments in engine management systems at Much has been written in recent literature about
Wärtsilä Switzerland Ltd are bringing the ‘intelli- the ‘intelligent engine’, an engine which monitors
gent engine’ nearer. The introduction of a standard its own condition and adjusts its parameters for
electrical interface, designated DENIS (Diesel En- optimum performance in all situations. Intelligent
gine CoNtrol and optImizing Specification), facili- engine-management takes this important idea a
tates connection with approved remote control step further by incorporating not only engine opti-
systems, while new computer-based tools under mizing functions but also management features,
the designation of the MAPEX family (Monitoring such as maintenance planning and spare parts
and mAintenance Performance Enhancement control, into a complete management system for
with eXpert knowledge) enable shipowners and the ‘intelligent engine-management’.
operators to improve the operating economy of
their diesel engines.
Market research with leading shipowners and

shipbuilders has led Wärtsilä Switzerland Ltd to
introduce a new engine control philosophy: that of
the intelligent engine-management system.
Spares &
Engine Engine
Remote Alarm Safety Optimizing Maintenance
Fitness Operation
Control System System Functions Management
Systems Support
Support & Tools
DENIS Family MAPEX Engine Fitness Family
Operation
MAPEX-SM
SIPWA-TP Manual
Engine
DENIS-1 MAPEX-PR Service
Parts
Bulletin
DENIS-5 MAPEX-CR Dataset
Codebook CBM
DENIS-6 MAPEX-TV
MAPEX-AV
Maintenance Service
Video Agreement
F10.5235
Fig. H1 Intelligent engine management comprising DENIS and MAPEX modules
Wärtsilä Switzerland Ltd H–1 25.61.07.40 – Issue IV.02 – Rev. 0

H2 DENIS family
An important step towards an intelligent engine- Sulzer RTA48T-B engines namely variable in-
management system has been to create a basis jection timing (VIT), fuel quality setting (FQS),
for the integration of diverse control systems and and the load dependent cylinder lubricating
automation levels into a unified ship management system (CLU-3).
system. This is achieved by providing the engine
with a clearly defined, all-electrical interface be-
tween the engine and its remote control system.
This electrical interface, which is designated

DENIS, is defined by Wärtsilä Switzerland Ltd,
while the manufacture and supply of the remote
control system itself is the responsibility of the ap-
proved specialist manufacturers. Co-operation
agreements have been reached with established
remote control suppliers, who operate world-wide,
in order to offer engine customers the solutions
they need. Wärtsilä Switzerland Ltd accepts ap-
plication of approved remote control systems only.
The DENIS family contains specifications for the

engine management systems of all Sulzer diesel
engines. The diesel engine interface specification
DENIS-6 is applicable for the Sulzer RTA48T-B
engines.
H2.1 DENIS specification

F10.3599
The DENIS specification does not represent any Fig. H2 DENIS-6 remote control for Sulzer RTA48T-B
hardware. It is the description of the signals ex-
changed between engine, remote control, safety The intellectual property of these specifications re-
and alarm system, and defines the control and mains with Wärtsilä Switzerland Ltd. Therefore this
safety functions required by the engine. file is licensed to Wärtsilä Switzerland Ltd’s remote
The DENIS specification is presented in two vol- control partners only. These companies offer sys-
umes: tems built completely according to the engine de-
signer’s specifications, tested and approved by
– DENIS engine specification: Wärtsilä Switzerland Ltd.
This file contains the specification of the signal
interface on the engine and is made access- Due to the co-operation between Wärtsilä Switzer-
ible to all licensees. It consists basically of the land Ltd and leading remote control suppliers addi-
control diagram of the engine, the signal list tional optimizing functions can be integrated into
and a minimum of functional requirements. the remote control system, thereby making these
systems even more attractive and avoiding the
– DENIS remote control specification: need for many interfaces between different elec-
This file contains the detailed functional spec- tronic systems.
ification of the remote control system, includ-
ing also optimizing functions – particular to the
25.61.07.40 – Issue IV.02 – Rev. 0 H–2 Wärtsilä Switzerland Ltd

Many advantages arise from the use of DENIS:

– Systems approved by the engine designer; – Single supplier possible for all shipboard au-
– Easy adaptation of a remote control system; tomation;
– Integrated optimizing function; – Greater flexibility in integrating engine control
– Simpler troubleshooting; within a ship management system.
– Clear separation of responsibilities;
H2.1.1 Remote control systems suppliers

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

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

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

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

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

3–3, Takatsuka-Dai 7
Nishiku M800-II
Kobe 651-2271 Tel +81-78 993 0220
Japan Fax +81-78 993 0256
H. Cegielski-Poznan SA (HCP)
Ul. Czerwca 1956 Nr. 223/229
SANO 97 *2)
60-965 Poznan Tel +48-61 831 1350
Poland Fax +48-61 832 1541
Remark: *1) Lyngsø Marine SA is a 100% susidiary company of STN Atlas Marine Electronics.
*2) Applicable for Cegielski built engines only.
Table H1 Suppliers of remote control systems.

H2.2 Speed control

H2.2.1 Approved speed control H2.2.3 Technical assistance
Wärtsilä Switzerland Ltd accepts the application of Wärtsilä Switzerland offers assistance in stability
approved speed controls only. The approved and plant simulation studies for speed control
speed controls comprise standard electronic sys- selection and dynamic performance calculations
tems and electronic systems for special applica- of the controlled system with respect to its re-
tions. sponse to power and speed variations.
List of approved electronic speed controls, as

a standard for Sulzer RTA48T-B engines:
• ABB ‘DEGO-III’ system

• KMSS speed control system ‘DGS8800e’
• SAM ESG40M System
• LM EGS2000 System
• NABCO ‘MG-800’ speed control system
H2.2.2 Selection of speed control
The application of an electronic speed control is

Wärtsilä Switzerland Ltd’s standard. For Sulzer
RTA48T-B engines, only electronic speed controls
are available.
Only electronic speed controls include all functions
necessary for extensive engine protection, i.e. a
combination of charge air pressure fuel limiter and
torque limiter. Their application is therefore gen-
erally recommended by WCH for all Sulzer RTA
type engines.
Wärtsilä Switzerland Ltd strongly recom-
mends to select the same supplier for the elec-
tronic speed control and the remote control
system. In this way the effort for commissioning
both on testbed and at the yard can be consider-
ably reduced.
Therefore one of Wärtsilä Switzerland Ltd’s re-
quirements for its remote control partners is their
ability to supply their own electronic speed con-
trol. The remote control partners which do not
have an approved electronic speed control at
present, are in the process of development and
will apply for approval by Wärtsilä Switzerland Ltd
in the near future.

H2.3 Alarm sensors

The classification societies require different alarm Included in the standard scope of supply are the
and safety functions, depending on the class of the minimum of safety sensors as required by WCH for
vessel and its degree of automation. attended machinery space (AMS). If the option of
unattended machinery space (UMS) has been se-
These requirements are listed together with a set lected the respective sensors according to
of sensors defined by Wärtsilä Switzerland Ltd in Wärtsilä Switzerland Ltd’s requirement have to be
tables H2 and H3 ‘Alarm and safety functions’ of added.
Sulzer RTA48T-B marine diesel engines’.
The exact extent of delivery of alarm and safety
The time delays for the slow-down and shut-down sensors has to cover the requirements of the re-
functions given in tables H2 and H3 are maximum spective classification society, Wärtsilä Switzer-
values. They may be reduced at any time accord- land Ltd, the shipyard and the owner.
ing to operational requirements.
The sensors delivered with the engine are con-
When decreasing the values for the slow-down nected to terminal boxes mounted on the engine.
delay times, the delay times for the respective Signal processing has to be performed in a separ-
shut-down functions are to be adjusted accord- ate alarm and monitoring system usually provided
ingly. by the shipyard.
The delay values are not to be increased without

written consent of Wärtsilä Switzerland Ltd.

Table H2 Alarm and safety functions of RTA48T-B marine diesel engines (continued table H3) T10.5204

Table H3 Alarm and safety functions of RTA48T-B marine diesel engines (continuation of table H2) T10.5205

H3 MAPEX Engine Fitness Family

An intelligent engine-management system also The MAPEX Engine Fitness Family currently com-
needs to include functions such as the monitoring prises six systems: SIPWA-TP, MAPEX-PR,
of specific engine parameters, analysing data, and MAPEX-CR, MAPEX-TV / AV and MAPEX-SM.
managing maintenance and spare parts purchas-
ing activities. Many of these functions involve spe- Further members of the MAPEX Engine Fitness
cific and complex engine knowledge and are most Family are also envisaged.
appropriately handled directly by the engine de-
signer. In each case special emphasis has been placed on
Wärtsilä Switzerland Ltd provides a full range of user friendliness and ease of installation.
equipment for carrying out these functions, called
the MAPEX Engine Fitness Family. MAPEX, or For further information regarding products of the
‘Monitoring and mAintenance Performance En- MAPEX Engine Fitness Family contact your WCH
hancement with eXpert knowledge’, encompasses sales representative.
the following principles:
• Improved engine performance through re-

duced down time;
• Monitoring of critical engine data, and intelli-
gent analysis of that data;
• Advanced planning of maintenance work
• Management support for spare parts and for
maintenance;
• Access on board ship to the knowledge of ex-
perts;
• Full support of data storage and transmission
by floppy diskette and by satellite communica-
tion;
• Reduced costs and improved efficiency.

H3.1 SIPWA-TP (Piston Ring Wear)

The Sulzer Integrated Piston-ring Wear-detecting Each single SIPWA-TP piston ring is checked by
Arrangement with Trend Processing is a powerful ultra sonic means to supply you with the best possi-
tool for online monitoring the piston ring wear and ble quality.
rotation on Sulzer large-bore two stroke engines. The newly developed SIPWA-TP Sensor 96 is also
With the newly developed Sensor 96, SIPWA-TP compatible to all old installations, but more reliable
is avoiding all the shortcomings of the past design: and available at lower costs.
• No electrical plug; SIPWA-TP allows you to monitor the condition of
• The measuring coil is shifted away from the hot the piston rings on-line.
cylinder liner running surface;
• Easy installation procedure; SIPWA-TP
• Compatible to all Sulzer RTA and Sulzer • to reduce your operating and maintenance
RT-flex engines. costs;
• helps to keep your vessel on schedule;
The new sensor delivers more stable measuring • monitors piston ring wear on-line and allows a
signals and all electrical contacts are fully pro- trend processing;
tected in casting resin. The contact between con- • displays the rotation of your piston-rings;
verter and adapter is made through an electromag- • enables you to extend the TBO of your piston
netic contact surface, the patent is still pending. overhauls;
The SIPWA-TP Sensor 96 is located in each cylin- • allows condition based maintenance;
der liner just above the scavenge air port in order • is your round-the-clock watchful eye;
to measure the width of the triangular-shaped • in combination with MAPEX-PR, gives the
brass insert in the SIPWA-TP piston ring. The re- best protection of your engine;
duction in the width of this triangular section direct- • allows adjustment of cylinder lubricating oil to
ly corresponds to the wear of the piston ring. the optimum level.
The following data are monitored and graphically
displayed over periods of 400, 1000 and 3000 en-
gine running hours:
• Average piston ring wear;
• Piston ring segment wear;
• Piston ring wear distribution;
• Piston ring rotation.
All this data (incl. rpm) are continuously stored for

the entire engine lifetime.
Customer benefit of SIPWA-TP
Supplied with this information you are able to per-

form your maintenance based on the actual condi-
tion of your piston rings, i.e. condition based main-
tenance, in case to extend TBO of your piston
overhauls.
Thanks to the SIPWA-TP alarming system you are
able to detect an abnormal piston ring wear without
opening the engine – and enforce early counter-
measures.

Demo-Plant – Average Ring Wear – SIPWA-TP Demo-Plant – Ring Rotation – SIPWA-TP
F10.3614
Fig. H3 SIPWA-TP

H3.2 MAPEX-PR (Piston-running Reliability)

MAPEX-PR continuously monitors the piston-run- Customers benefit of MAPEX-PR
ning behaviour on large-bore Sulzer two-stroke Thanks to the MAPEX-PR alarming system you
diesel engines with an alarm if adverse conditions are able to detect an abnormal behaviour of the
should appear. It complements SIPWA-TP by pro- piston running without opening the engine. So you
viding a shorter response and alarm function. can save your engine from major damage and the-
For example, an alarm is signalled if, among other refore increase the availability of your vessel’s
criteria, the local temperature on the liner is abnor- main propulsion system.
mally high due to piston ring scuffing or inadequate Thanks to the compatibility with SIPWA-TP, you
ring sealing. can install both systems on your engine, using the
The measured data are stored in an electronic unit same electronic unit and the same software.
and can be viewed on a personal computer. Pre- Together with SIPWA-TP you get a powerful tool to
ferably an industrial-PC installed in a ideally suited rely on the condition of piston rings and liner.
cabinet. All data and charts can be printed and co- MAPEX-PR is the tool to check the piston-running
pied to floppy discs or other media. behaviour.
The following data are monitored over periods of 1, MAPEX-PR

4.5, 24 or 400 engine running hours and displayed • alarms if the liner wall temperature shows high
graphically: piston ring friction;
• Liner wall temperature (two sensors per • works ideally together with SIPWA-TP for kee-
cylinder); ping piston-running behaviour under control;
• Cylinder cooling water temperature inlet and • checks the hot spots of the diesel engine;
outlet; • is an on-line display for piston ring and nozzle
• Scavenge air temperature after each cooler; performance;
• Engine speed; • is capable to detect malfunctions such as blow
• Engine load indicator position; by and adhesive wear;
• Alarms. • informs if thermal overload should occur on the
cylinder liner;
The following alarms can be connected to the • is your round-the-clock watchful eye.
ship’s alarm system to inform the engineers about
any unexpected situation:
• High-High alarm for: High friction on one or
both side of the cylinder liner;
• High alarms for: Deviation of temperature of
one cylinder;
• Average temperature of the engine;
• Cooling water fluctuation;
• Scavenge air temperature;
• System alarm for: System failure.
In addition to the printed manual, Wärtsilä Switzer-

land Ltd delivers also a digital version, which will be
installed together with the software MAPEX-PR /
SIPWA-TP.

Demo-Plant – LWT Graphic Display – MAPEX-PR Demo-Plant – Sat Cwt Load Speed – MAPEX-PR
F10.3615
Fig. H4 MAPEX-PR

H3.3 MAPEX-CR (Combustion Reliability)

The MAPEX-CR alarm system permanently and informs about nozzle problems. With the help
measures the combustion pressure of all your cyl- of the MIP-measurement you are able to detect a
inders. For that reason a permanently installed misbalance of your engine.
pressure sensor has to be used (e.g. a newly de- Thanks to the MAPEX-CR alarm system the cylin-
veloped KISTLER C-Sensor). You can always ob- der pressures of your engine are always controlled
serve the values of the peak pressure, the com- and the engine runs in a healthy condition.
bustion pressure and the pressure rise of your The MAPEX-CR alarm system let you rely on the
engine. combustion.
By means of one additional sensor installed on the
indicator valve, every permanently installed pres- MAPEX-CR
sure sensor can be checked from time to time and • is your permanent cylinder pressure monitor;
if required readjusted. They are also checked on- • preserves your engine from major damage
line to inform you about their condition. due to combustion abnormalities;
For the following alarms an alarm-limit curve (eigth • is a low price alarming system which always
values) can be adjusted, dependent on the load or monitors the combustion (e.g. with the newly
on the engine speed: developed KISTLER C-Sensor);
• preserves you from wrong alarms during
Abnormal absolute values of: rough sea or when manoeuvring;
• peak pressure • automatically checks the condition of the
• pressure ratio sensors;
• is easy to handle thanks to a quick reference
Deviation values of any cylinder: guide directly fixed on the system cover.
• peak pressure
• pressure ratio
• compression pressure
For the following alarms an absolute alarm limit

can be defined:
• pressure rise
• startup peak pressure
• startup pressure rise
F10.4919
In a special mode MAPEX-CR is able to adjust the
TDC of every cylinder automatically to allow the
calculation of the MIP (Mean Indicated Pressure)
of every single cylinder. So it is possible to
measure the MIP in a simple way without carrying
a lot of equipment around.
Customer benefit of MAPEX-CR

The crew on board your vessels is always informed
about the cylinder pressure and will be informed if
the combustion is not in the safe range anymore.
The permanent installed sensors together with the
MAPEX-CR alarm system helps you to protect Fig. H5 MAPEX-CR
your piston rings and bearings from harmful forces

H3.4 MAPEX-TV / AV (Torsional Vibration / Axial Vibration Detection)

MAPEX-TV continuously calculates the amplitude There is a quick reference guide in English fixed on
of the 1st and 2nd order of torsional vibrations of the system cover. This gives you the possibility to
your engine. handle the most used functions without looking
MAPEX-AV permanently measures the absolute into the manual. Nevertheless, we will deliver a full
value of axial vibrations of your engine. manual either in English, German or French.
You have also the possibility to use an already
MAPEX-TV used engine-speed pickup or install a separate
• detects misfiring; pickup for MAPEX-TV. The signal for MAPEX-AV
• measures torsional vibrations; is always produced by an inductive proximity
• prevents you from wrong alarms during rough sensor.
sea or when manoeuvring. The size of the MAPEX-TV / AV system per engine
is about 32 cm x 40 cm x 16 cm (12.6 in x 15.8 in
MAPEX-AV x 6.3 in). It can be installed everywhere in your con-
• measures axial vibrations of two-stroke trol or engine room as long as the ambient tem-
engines. perature is not higher than 50°C and the humidity
does not exceed 95%, but it should not be installed
With MAPEX-TV / AV you are alarmed in case of directly on your engine.
any irregularities and you can observe the results MAPEX-TV / AV is the tool to keep an eye on your
of all measurements on your panel in detail. engine vibrations.
The alarm values can be dependent on the load or
on the engine speed. There are two alarm levels. MAPEX-TV / AV
The HH-level is used, if the torsional or axial vibra- • prevents your engine from major damage due
tions reach a limit, that demands sudden activities to unacceptable high torsional or axial
to prevent your engine from major damages. The vibrations;
H-level can be used as an information, e. g. if a mis- • is easy to handle due to a quick reference
firing occurred on your engine, but the torsional guide, which is directly fixed on the system-
vibrations are still in a safe range. There is a certain cover;
delay of these alarms, which is also adjustable. • perfectly suited for propulsion systems with
PTO gears.
F10.4913
Fig. H6 MAPEX-AV / TV

H3.5 MAPEX-SM (Spare parts and Maintenance)

MAPEX-SM is an advanced management tool for By installing MAPEX-SM at the head office as well
the administration and planning of Spare parts and as on board ship, the owner can centralise requisi-
Maintenance. It comes complete with the original tioning and purchasing operations for the entire
Wärtsilä Switzerland Ltd data for the shipowner’s fleet on a single system. This also allows planning
specific engines. The system is user friendly and of major maintenance work and recording of main-
operates on IBM or IBM-compatible personal com- tenance histories for each vessel. Statistical fea-
puters. Features include purchasing of engine tures provide an overview of fleet maintenance
spare parts, inventory control, statistical reporting, and purchasing, and assist in corporate strategic
issuing of work orders, maintenance history re- planning. MAPEX-SM is modular, so that it can be
cording, and much more. installed in phases if desired, beginning with the
head office and later expanding to include vessels
as the shipowner’s budget permits.
Satcom
Ship Wärtsilä Switzerland
DATABASE MAINTENANCE TRANSFER

Export to NSD
Import
Ship owner’s
MAPEX-SM
MAPEX-SM Headquarter
PC Modem Modem PC
F10.5179
Fig. H7 MAPEX communication

Partnership agreement closes maintenance A) According to the design of the engine and its
circle components, different maintenance tasks are
required.
Whether installed on a single ship or throughout B) These maintenance requirements are im-
the fleet, or in a power plant, MAPEX-SM is sup- plemented in a maintenance program such as
plied by Wärtsilä Switzerland Ltd as part of a com- MAPEX-SM.
plete service package, the ‘MAPEX-SM Partner- C) Crew members report the maintenance which
ship Agreement’. has been completed directly into the MAPEX-
SM database so that the operator is
The objective of optimising maintenance with re- continually informed of the maintenance prog-
spect to safety, environment, availability and fuel ress and the spare parts consumption. Report-
consumption is only achieved if the maintenance ing of completed work forms the basis for opti-
work, its cost, the spare parts consumption and mising the maintenance process.
the engine performance data are reported and D) The results of the analysis of completed main-
analysed. tenance and the spare parts consumption
allow Wärtsilä Switzerland Ltd to give the oper-
ator recommendations to optimise his main-
Engine Design Specification tenance programme.
It also gives the engine designer the possibility
to identify the needs for design modifications
MAPEX-SM
Partnership Agreement
to comply with changing requirements for
better safety, availability and maintenance
Maintenance costs.
Analysis
requirements
A D
Wärtsilä Switzerland Ltd provides the following
technical services as part of this MAPEX-SM
MAPEX-SM Software
Partnership Agreement:
• Review and comparison of engine perform-

Implementation ance parameters with expected results based
of maintenance upon the company’s experience with engines
requirements
of similar type and rating.
B
• Analysis of performance data with respect to
developing trends. Comparison with previous
Performance data collected during the life of the MAPEX-
Reporting
maintenance SM Partnership Agreement.
C
• Recommendations made on possible im-
provements to operating and maintenance
F10.3610 procedures to minimise downtime, increase
Fig. H8 The maintenance circle overall efficiency and reduce costs.

Your complete service package
The ‘MAPEX-SM Partnership Agreement’ is a

complete service package which includes the fol-
lowing:
• MAPEX-SM software;
• Data for the particular engine or engines cov-
ered by the contract, such as complete de-
scriptions of all components, with their spare
parts and maintenance work orders (a de-
scription of the work itself, as well as the
necessary tools and spare parts);
• Installation and starting;
• Training for administrative and technical per-
sonnel in the use of the system;
• Regular updates of data, including prices,
availability for parts supplied by Wärtsilä
Switzerland Ltd;
• Reduced prices on spare parts for engines
covered by the contract;
• System hardware (PC or multiple PCs and
communication hardware) if required.


I. Engine emissions
I2 Engine noise
It is very important to protect the ship’s crew / pass- Figures I3, I4 and I5 give the sound pressure level
engers from the effects of machinery space noise and frequency at the engine surface, turbocharger
and reduce the sound pressure levels in the en- air inlet pipe and turbocharger exhaust gas outlet
gine-room and around the funnel casing by apply- pipe enabling insulation and noise abatement cal-
ing adequate sound insulation. culations to be made.
I2.1 Surface sound pressure level at 1 m distance under free field conditions
F10.3204
Fig. I3 Sound pressure level at 1 m distance
Wärtsilä Switzerland Ltd I–3 25.61.07.40 – Issue IV.02 – Rev. 0

I. Engine emissions
I2.2 Sound pressure level in suction pipe at turbocharger air inlet,

reference diameter = 1.2 m
F10.3205
Fig. I4 Sound pressure level at turbocharger air inlet
I2.3 Sound pressure level in exhaust pipe at turbocharger outlet,

reference diameter = 1.2 m
F10.3206
Fig. I5 Sound pressure level at turbocharger exhaust outlet
25.61.07.40 – Issue IV.02 – Rev. 0 I–4 Wärtsilä Switzerland Ltd

I. Engine emissions
I1 IMO-2000 regulations
I1.1 IMO
The International Maritime Organisation (IMO) is
the specialized agency of the United Nations (UN)
dealing with technical aspects of shipping. For
more information see http://www.imo.org.
I1.2 Establishment of emission limits

for ships
In 1973 an agreement on the International Con-

vention for the Prevention of Pollution from ships
was reached. It was modified in 1978 and is now
known as MARPOL 73/78. Annex VI to MARPOL
73/78 contains regulations limiting the allowed air
pollution produced by ships. In this new annex re-
gulations have been introduced to reduce or pro-
hibit certain types of emissions from ships. One of
these regulations prescribes the maximum allow-
able emissions of nitrogen oxides (NOx) by en-
gines installed on ships. This regulation is the only
one being of direct concern for propulsion engine
design. F10.3278
Fig. I1 Speed dependent maximum average NOx

I1.3 Regulation regarding NOx emissions by engines
emissions of diesel engines
I1.4 Date of application of Annex VI
The following speed-dependent curve shows the
maximum allowed average emissions when run- During the Conference of Parties to MARPOL
ning with marine diesel oil (MDO) (figure I1) . 73/78 in September 1997 the final draft to Annex
The emission value for an engine is calculated VI has been adopted. The protocol of the confer-
according to the Technical Code which is part of ence is not ratified yet. But the regulations will
Annex VI and is almost identical with ISO 8178. As come into force backdated.
this is an average value it does not imply that the Therefore the regulations on NOx emissions are
engine emits nitrogen oxides (NOx) below the applicable (with exceptions stated in the regula-
given limit over the whole load range. tions) to all engines with a power output of more
than 130 kW which are installed on ships con-
structed on or after 1st January 2000. The date of
construction is the date of keel laying of the ship.
Engines in older ships do not need to be certified
unless they are subjected to major modifications
which would significantly alter their NOx emission
characteristics.
Wärtsilä Switzerland Ltd I–1 25.61.07.40 – Issue IV.02 – Rev. 0

I. Engine emissions
I1.5 Procedure for certification of engines

The compliance of an engine with IMO emission
limit usually has to be proven by emission
measurements during the shop trial. If it can be
shown that the subject engine has exactly the
same design as an already certified engine, a so-
called parent engine, no testing is required. The
certification will be surveyed by the administrations
or delegated organisation.
I1.6 Measures for compliance with

the IMO regulation of the
RTA48T-B engines
The rating field of the engine, as shown in figure I2,

is divided into two areas and comprises the follow-
ing measures:
F10.5190
I1.6.1 Low NOx tuning Fig. I2 RTA48T-B compliance with the IMO regulation
In the entire rating field the IMO regulation is ful-

filled by the use of the Low NOx tuning concept.
Low NOx tuning includes well tested measures,
which lead to lowest disadvantage in engine costs
and fuel consumption maintaining today’s high
engine reliability.
I1.6.2 Extended measures
As in the entire rating field the IMO regulation is ful-

filled by the use of the Low NOx tuning concept, ex-
tended measures like fuel-water emulsion oper-
ation are not necessary for the RTA48T-B engine.
Note:
Further engine developments and field experience will aim at
reducing the area of extended measures.
25.61.07.40 – Issue IV.02 – Rev. 0 I–2 Wärtsilä Switzerland Ltd

G. Ancillary systems
G1 General information
G1.1 Introduction
Sizing engine ancillary systems, i.e. for fresh

water, sea-water, lubricating oil, fuel oil, etc., de-
pends on the contract maximum engine power. If
the expected system design is outside the scope
of this book please contact our representative or
Wärtsilä Switzerland Ltd, Winterthur, directly.
G1.2 Part-load data
The engine part-load data can be determined with

the help of the winGTD-program on CD-ROM,
which is enclosed in this manual.
G1.3 Engine system data
The data contained in tables G1, G2 and G3 are

applicable to the nominal maximum continuous ra-
ting (R1) of each five- to eight-cylinder engine at
design (tropical) conditions. They are suitable for
estimating the size of ancillary equipment.
The winGTD-program enables to obtain all engine

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

when optimizing the plant, Wärtsilä Switzerland
Ltd provide a computerized calculation service.
Please complete in full the questionnaire on the
next page to enable us to supply the necessary
data.
Wärtsilä Switzerland Ltd G–1 25.61.07.40 – Issue IV.02 – Rev. 0

G1.3.1 Questionnaire for engine data (winGTD, see chapter J)
In order to obtain computerized engine performance data and optimized ancillary system data, please
send completed copy of this questionnaire to:
Wärtsilä Switzerland Ltd, PO Box 414,

Dept. 4052, CH-8401 Winterthur, Switzerland.
or fax:
Fax No. +41 52 262 07 07
Client specification
Company:
Name:
Address:
Department:
Country:
Telephone:
Telefax:
e-mail:
Date of contact:
Project specification
Project number:
Shipowner, country:
Shipyard, country:
Project manager:
Wärtsilä representative:
Engine specification
Number of cylinders: RTA48T-B
PTO: Yes No (continue to ‘Rating point’ below)
(see PTO options table F1)
Max. PTO [kW] 700 1200 1800
Constant-speed output: Yes No (continue to ‘Rating point’ below)
Speed [rpm]: 1000 1200 1500 1800
Rating point (CMCR = Rx)

Power: kW
Speed: rpm
Cooling system specification

Conventional sea-water cooling
Central fresh water cooling with single-stage scavenge air cooler
Central fresh water cooling with two-stage scavenge air cooler
Calculations are based on an operating mode according to propeller law and design (tropical) conditions.
25.61.07.40 – Issue IV.02 – Rev. 0 G–2 Wärtsilä Switzerland Ltd

G1.3.2 Full power (R1) engine system data for conventional sea-water cooling system
Engine equipped with

ABB VTR-Turbocharger*
*for ABB TPL, Mitsubishi or MAN
turbochargers use data from the
winGTD program (see chapter J).
F10.1906
Fig. G1 Conventional sea-water cooling system
General data Number of cylinders – 5 6 7 8

Speed 127 rpm Engine power kW 7275 8730 10185 11640
Cylinder water cooler (HT) heat dissipation kW 1336 1563 1860 2167
Fresh water flow (HT) m3/h 79 92 109 127
Fresh water temperature cooler in/out °C 85.0/70.0 85.0/70.0 85.0/70.0 85.0/70.0
Sea-water flow m3/h 87 102 121 141
Sea-water temperature cooler in/out °C 38.5/52.0 38.5/52.0 38.5/52.0 38.5/52.0
Mean log. temperature difference °C 32.2 32.2 32.2 32.2
Scavenge air cooler (LT) heat dissipation kW 2514 3083 3549 4001
Sea-water flow (LT) m3/h 135 175 175 175
Scavenge air mass flow kg/h 55639 66767 77895 89023
Lubricating oil cooler heat dissipation *1) kW 645 755 897 1044
Oil flow *1) m3/h 102 116 130 144
Oil temperature cooler in/out °C 57.9/45.0 58.2/45.0 59.0/45.0 59.8/45.0
Sea-water cooling heat dissipation kW 4496 5401 6306 7212

Sea-water temperature in/out °C 32.0/49.8 32.0/49.1 32.0/50.7 32.0/52.0
Exhaust gas heat dissipation *2) kW 1864 2236 2609 2982

Mass flow kg/h 56070 67285 78499 89713
Temperature after turbine °C 287 287 287 287
Engine radiation kW 89 102 115 127

Starting air *3) at design pressure bar 25 30 25 30 25 30 25 30
Bottle (2 units) capacity each m3 1.8 1.6 1.8 1.6 1.9 1.7 2.1 1.9
Air compressor (2 units) capacity each m3/h 50 50 50 50 50 55 55 60
Pump capacities / delivery head *4) m3/h bar m3/h bar m3/h bar m3/h bar
Lubricating oil 102 6.1 116 6.1 130 6.1 144 6.1
Crosshead lubricating oil 18 7.5 22 7.5 25 7.5 29 7.5
High temperature circuit 79 3.0 92 3.0 109 3.0 127 3.0
Fuel oil booster 3.3 6.5 3.9 6.5 4.6 6.5 5.2 6.5
Fuel oil feed 1.8 5.0 2.2 5.0 2.5 5.0 2.9 5.0
Sea-water 222 2.2 277 2.2 296 2.2 316 2.2
Remark: *1) Excluding heat and oil flow for balancer, damper (see section D5) and PTO gear (see Table F1).
*2) Available heat for boiler with a gas outlet temperature 170C and temperature drop of 5C from turbine to boiler.
*3) For 12 starts and refilling time 1 hour.
*4) Pressure difference across pump (final delivery head must be according to the actual piping layout).
Table G1 R1 data for conventional sea-water cooling system for engines with ABB VTR turbochargers.

(single-stage)

F10.1907
Fig. G2 Central fresh water cooling system, single-stage SAC

Cylinder cooling (HT) heat dissipation kW 1324 1564 1852 2147

Fresh water flow m3/h 78 92 109 126
Fresh water temperature engine in/out °C 70.0/85.0 70.0/85.0 70.0/85.0 70.0/85.0
Fresh water flow (LT) m3/h 90 120 120 120
Oil flow *1) m3/h 102 116 130 144
Central cooler heat dissipation kW 4496 5401 6306 7212


Mass flow kg/h 56070 67285 78499 89713

Lubricating oil 102 6.1 116 6.1 130 6.1 144 6.1
Low temperature circuit 145 2.2 185 2.2 197 2.2 210 2.2
Fuel oil booster 3.3 6.5 3.9 6.5 4.6 6.5 5.2 6.5
Fuel oil feed 1.8 5.0 2.2 5.0 2.5 5.0 2.9 5.0
Sea-water 197 2.2 237 2.2 277 2.2 317 2.2
Table G2 R1 data for central fresh water cooling system for engines with ABB VTR turbochargers, single-stage SAC.

(two-stage)

F10.1904
Fig. G3 Central fresh water cooling system, two-stage SAC

Cylinder cooling (HT) heat dissipation kW 1325 1546 1841 2150

Fresh water temperature engine in/out °C 70.0/85.0 70.0/85.0 70.0/85.0 70.0/85.0
Scavenge air cooler (HT) heat dissipation kW 1260 1780 1911 1993
Fresh water flow (HT) m3/h 74 105 112 117
Oil flow *1) m3/h 102 116 130 144
Central cooler heat dissipation kW 4496 5401 6306 7212


Mass flow kg/h 56070 67285 78499 89713

Lubricating oil 102 6.1 116 6.1 130 6.1 144 6.1
Low temperature circuit 110 2.2 150 2.2 162 2.2 175 2.2
Fuel oil booster 3.3 6.5 3.9 6.5 4.6 6.5 5.2 6.5
Fuel oil feed 1.8 5.0 2.2 5.0 2.5 5.0 2.9 5.0
Sea-water 197 2.2 237 2.2 277 2.2 317 2.2
Table G3 R1 data for central fresh water cooling system for engines with ABB VTR turbochargers, two-stage SAC.

G2 Piping systems
G2.1 Cooling and pre-heating water systems
G2.1.1 Conventional sea-water cooling system

Figure G4 is a schematic layout of a conventional placed in series and the scavenge air cooler which
sea-water cooling system. Two pumps, one run- is arranged in parallel to the former named ones.
ning and one on stand-by, circulate sea-water from A temperature regulating valve controls recircula-
the high or low sea chest suctions through the lubri- tion and overboard discharge. The cooling water
cating oil and cylinder cooling water coolers being inlet temperature must not be lower than 25°C.
F10.0509
Fig. G4 Conventional sea-water cooling system

G2.1.2 Central fresh water cooling system

The central cooling system in figure G5 reduces Optimizing central cooling results in lower overall
the amount of sea-water pipework and its attend- running costs when compared with the conven-
ant problems and provides for improved cooling tional sea-water cooling system.
control.
*1)
F10.3603 *1) Setpoint for temperature control valve

Fig. G5 Central fresh water cooling layout for single-stage scavenge air cooler
*1)
F10.3604 *1) Setpoint for temperature control valve

Fig. G6 Central fresh water cooling layout for two-stage scavenge air cooler

G2.1.3 Cylinder cooling water system

Cooling of the cylinder liners and heads is carried This system is used in combination with the con-
out by the cylinder cooling water (CCW) system ventional sea-water cooling system.
shown in figure G7.
to water drain tank
F10.3188
Fig. G7 Cylinder cooling water system

The cooling medium for the cylinder water cooler

is either sea-water for the conventional system or
fresh water for the central cooling system. In case
of the latter one, the cylinder water cooler 012 in
figure G7 may be omitted as shown in figure G5.
The cylinder cooling water outlet from the engine

is thermostatically controlled by an automatic
valve (011). A static pressure head is provided,
thermal expansion allowed and water losses made
up by the expansion tank (013), to be installed as
high as possible above the pump suction (002) to
prevent ingress of air into the cooling system
through the pump gland. The freshwater generator
(010) is not to require more than 50 per cent of the
heat dissipated from the cylinder cooling water at
CMCR and is to be used at engine loads above 40
per cent only. In case more heat is required (up to
85%), an additional temperature control system is
to be installed ensuring adequate control of the cyl-
inder cooling water outlet temperature (information
can be obtained from WCH).
Correct treatment of the fresh water is essential for

safe engine operation. Only totally demineralized
water or condensate must be used as water and it
must be treated with a suitable corrosion inhibitor
to prevent corrosive attack, sludge formation and
scale deposits in the system. No internally galvan-
ized steel pipes should be used in connection with
treated fresh water, since most corrosion inhibitors
have a nitrite base. Nitrites attack the zinc lining of
galvanized piping and create sludge.

G2.1.4 Pre-heating system

To prevent corrosive liner wear when not in service Example for Sulzer 6RTA48T-B:
during short stays in port, it is important that the For an estimated heating-up time of 6 hours to
main engine is kept warm. Warming-through can achieve 60°C starting at an engine ambient tem-
be provided by a dedicated heater (004) as shown perature of 40°C, the approximate amount of heat
in figure G7 ‘Cylinder cooling water system’, using (for engine pre-heating) per cylinder is 7.2 kW (see
boiler raised steam, hot water from the diesel aux- figure G8).:
iliaries, or by direct circulation from the diesel aux- The heater capacity required is approx.:
iliaries. 6 · 7.2 kW = 43 kW
If the requirement is for a separate pre-heating
pump (003), a small unit of ten per cent of the main
pump capacity (002) and an additional non-return
valve between the CCW pumps and the heater
(004) are to be installed. In addition, the pumps are
to be electrically interlocked to prevent both pumps
running at the same time. The operation of the
heater is controlled by a separate temperature
sensor installed at the engine outlet and the flow
rate is set by a throttling disc. If the diesel auxili-
aries are to be used to provide warming-through di-
rectly, it is important at the design stage to ensure
that there is sufficient heat available and that
cross-connecting pipework and isolating non-re-
turn valves are included.
Before starting and operating the engine, a tem- F10.4095
perature of 60°C at the cylinder cooling water Fig. G8 Engine pre-heating power
outlet of the main engine is recommended.

G2.2 Lubricating oil systems
G2.2.1 General
Lubrication of the main bearings, thrust bearings, The cylinders are lubricated by a separate system
bottom-end bearings, camshaft bearings, cross- working on the once-through principle, i.e. fresh lu-
head bearings, together with the piston cooling, is bricating oil is directly fed into the cylinders to pro-
carried out by the main lubricating oil system, see vide lubrication for the liners, pistons and piston
figure G9 ‘Main lubricating oil system’. The elev- rings.
ated lub. oil pressure for the crosshead bearings is
obtained using separate pumps. The cylinder liner For normal operating conditions, a high-alkaline
lubrication is carried out by a separate system as marine cylinder oil of the SAE 50 viscosity grade
shown in figure G11 ‘Cylinder lubricating oil sys- with a minimum kinematic viscosity of 18.5 cSt at
tem’. The consumption of system oil and cylinder 100°C is recommended. The alkalinity of the oil is
lubricating oil is indicated in table A1. indicated by its Base Number (BN).
The products listed in table G4 ‘Lubricating oils’ Note:

were selected in co-operation with the oil suppliers The ‘Base Number’ or ‘BN’ was formerly known as
and are considered the appropriate lubricants in ‘Total Base Number’ or ‘TBN’. Only the name has
their respective product lines for the application changed, values remain identical.
indicated.
Wärtsilä Switzerland Ltd does not accept any liabil- G2.2.2 Lubricating oil systems for
ity for the quality of the supplied lubricating oil or its turbochargers
performance in actual service.
The ABB TPL, Mitsubishi MET and MAN NA
In addition to the oils shown in the mentioned list, turbochargers feature journal bearings which are
there are other brands which might be suitable for lubricated from the engine’s lubricating system.
the use in Sulzer diesel engines. Information con- As an option, a separate lubricating system (fig.
cerning such brands may be obtained on request G10) which only serves the turbochargers can be
from Wärtsilä Switzerland Ltd, Winterthur. supplied. For more information please contact
WCH.
As the Sulzer RTA48T-B engines are designed For lubricating oil of turbochargers equipped with
with oil-cooled pistons, an additive-type crank- separate lub. oil systems, the recommendations
case oil of the SAE 30 viscosity grade must be given by the supplier must be observed.
used as system oil with the following characteris-
tics:
• Minimum BN of 5 detergent properties;
• Load carrying performance of the FZG gear
machine method IP 334/90: FZG load stage
fail 10;
• Good thermal stability;
• Antifoam properties;
• Good demulsifying performance.

G2.2.3 Lubricating oil maintenance and

treatment
Treatment of the system oil by self-cleaning separ-

ators is absolutely necessary to maintain the oil in
good condition over a long working period.
In order to remove any water from the lubricating
oil the separator has to operate as a purifier of the
full discharge type. Pre-heating of the oil between
90–95°C will increase the efficiency of the separ-
ation process.
The minimum throughput of the lubricating oil sep-

arator is determined by the contracted maximum
power (CMCR) of the engine as follows:
.
V separator(CMCR) 0.14 dm 3kWh
Example:
Estimation of minimum throughput
of the lubricating oil separator for
Sulzer 6RTA48T-B with CMCR = 8730 kW
.
V separator(CMCR) 0.14 8730 1222 dm 3h
The separator throughput related to its nominal ca-

pacity has to conform to the recommendations of
the separator manufacturer. This separator should
never be used for fuel oil separation, to prevent
cross-contamination of the lubricating oil.

F10.3272
Fig. G9 Main lubricating oil system

001 Turbocharger
002 Lubricating oil drain tank
003 Heating coil
004 Suction filter
005 Lubricating oil pump *1)
006 Lubricating oil cooler
007 Automatic temperature control valve
008 Lubricating oil filter
Remarks:
*1) The prelubrication time should not be
less than 5 minutes.
The postlubrication time should be
adapted to the size of the turbocharger.
Air vent and drain pipes must be fully
functional at all inclination angles of the
ship at which the engine must be
operational.
Bearing lub. oil pipes

Transfer/dirty lub. oil pipes
Overflow/drain pipes
Air vent pipes
Pipes on engine / pipe connections
246.704
Fig. G10 Typical layout of a separate lubricating oil system for turbochargers (optional)

245.444c
Fig. G11 Cylinder lubricating oil system

Lubricating oils
System oil Cylinder oil

heavy fuel oil
Oil supplier more than 1% sulphur
BP Energol OPE-HT 30 Energol CLO 50M

Castrol CDX 30 Cyltech 80
S/DZ70
ExxonMobil Mobilgard 300 Mobilgard 570

EXXMAR XA EXXMAR X 70
FAMM Veritas 800 Marine oil 30 Taro Special 70
Shell Melina S Oil 30 Alexia Oil 50

Melina Oil 30
TotalFinaElf Atlanta Marine D 3005 Talusia HR 70
Table G4 Lubricating oils
Note
• The lubricants listed in table G4 can also be • The appropriate sections of the Instruction
used with heavy fuel oil which has a sulphur Manual and Service Bulletins provide guide-
content of less than 1.0 %, as long as the lines for running-in new cylinders and piston
recommended maximum limit for the cylinder rings. Usually no special running-in oil is re-
lubricant feed rate is observed (see Service quired.
Bulletin RTA-18.1).
• When using a heavy fuel oil with a sulphur con-

tent of less than 1.0 % for prolonged periods of
operation, the use of a cylinder lubricant with
a BN in the range of about 30 to 50 mgKOH/g,
can also be considered.

G2.3 Fuel oil systems
G2.3.1 Fuel oil requirements

In Table G5 ‘Fuel oil requirements’ some heavy The CCAI (Calculated Carbon Aromaticity Index,
fuel oil specifications are given. The values in the ISO 8217: 1996) is a function of viscosity and den-
column ‘Bunker limit’ (RMK55) indicate the mini- sity, and is an indication of the ignition quality for
mum quality of heavy fuel as bunkered. Good op- medium and high-speed diesel engines. In low-
erating results have been achieved with commer- speed engines ignition delay as given by the CCAI
cially available fuels within these limits. The is of less importance. There is no rigidly applicable
column ‘Recommended fuel quality’ is an example limit for this quantity, but good results have been
of a good quality fuel of the type commonly used in obtained with commercially available fuels which
Sulzer diesel engines. The use of this variety of fuel have CCAI values up to 870.
can be expected to have a positive influence on
overhaul periods, by improving combustion, wear The maximum admissible viscosity of the fuel that
and exhaust gas composition. can be used in an installation depends on the heat-
The fuel oil as bunkered must be processed before ing and fuel preparation facilities available. As a
it enters the engine. The difference between the guidance, the necessary pre-heating temperature
recommended fuel quality of bunker and at engine for a given nominal viscosity can be taken from the
inlet is an approximate indication of the improve- viscosity/temperature chart in figure G12.
ment that must be achieved by fuel oil treatment. If The recommended viscosity range of fuel entering
catalyst fines are present they must be removed. the engine is: 13–17 mm2/s (cSt).
The fuel oil should contain no foreign substances or
chemical waste, hazardous to the safety of the ship
or detrimental to the performance of machinery.
Parameter Unit Bunker limit Test method *1) Recommended fuel quality
ISO 8217:1996
Bunker Engine inlet
class F, RMK55
Density at 15°C [kg/m3] max. 1010 *2) ISO 3675: 1993 max. 1010 max. 1010
Kinematic viscosity [mm2/s(cSt)] – ISO 3104: 1994 – 13–17
• at 50°C [mm2/s(cSt)] – ISO 3104: 1994 max. 730 –
• at 100°C [mm2/s(cSt)] max. 55.0 ISO 3104: 1994 max. 55.0 –
Carbon residue [m/m (%)] max. 22 ISO 10370: 1993 max. 15 max. 15
Sulphur [m/m (%)] max. 5.0 ISO 8754: 1992 max. 3.5 max. 3.5
Ash [m/m (%)] max. 0.20 ISO 6245: 1993 max. 0.05 max. 0.05
Vanadium [mg/kg (ppm)] max. 600 ISO 14597: 1997 max. 100 max. 100
Sodium [mg/kg (ppm)] – AAS max. 50 max. 30
Aluminium plus Silicon [mg/kg (ppm)] max. 80 ISO 10478: 1994 max. 30 max. 15
Total sediment, potential [m/m (%)] max. 0.10 ISO 10307: 1993 max. 0.10 max. 0.10
Water [v/v (%)] max. 1.0 ISO 3733: 1976 max. 1.0 max. 0.3
Flash point [°C] min. 60 ISO 2719: 1988 min. 60 min. 60
Pour point [°C] max. 30 ISO 3016: 1994 max. 30 max. 30
Remark: *1) ISO standards can be obtained from the ISO Central Secretariat, Geneva, Switzerland (www.iso.ch).
*2) Limited to max. 991 kg/m3 (ISO–F–RMH55), if the fuel treatment plant cannot remove water from high density fuel oil.
Table G5 Fuel oil requirements

F10.4779
Fig. G12 Fuel oil viscosity-temperature diagram

G2.3.2 Fuel oil treatment

Figure G13 ‘Heavy fuel oil treatment layout’ is a To achieve a good separating effect, the through-
schematic diagram of a fuel oil treatment plant. put and the temperature of the fuel must be ad-
The following points should be considered before justed in relation to the viscosity. With high-
designing a system. viscosity fuels, the separating temperature must
be increased whereas the throughput must be de-
Gravitational settling of water and sediment in creased in relation to the nominal capacity of the
modern fuel oils is an extremely slow process due separator. For recommended operating data, refer
to the small density difference between the oil and also to the separator instruction manual.
the sediment. To achieve the best settling results,
the surface area of the settling tank should be as A mesh size of maximum 50 microns is the abso-
large as possible, because the settling process is lute minimum requirement for the fuel oil filter.
a function of the fuel surface area of the tank, the This specified filtration grade conforms to a high
viscosity and the density difference. The purpose reliability and optimal cleaning efficiency of the
of the settling tank is to separate the sludge and centrifugal separators.
water contained in the fuel oil, to act as a buffer
tank and to provide a suitable constant oil tempera- Cat fines may, for various reasons, be present in
ture of 60°C to 70°C. the fuel when entering the engine. Excessive
piston ring and cylinder liner wear on all cylinders
It is advisable to use separators without gravity is often caused by cat fines in the fuel oil. It is
disc to meet the requirements for heavy fuel separ- obvious that other exposed parts e.g. fuel pumps,
ation up to 730 mm2/s at 50°C and make the con- fuel injection valves, piston rod and piston rod
tinuous and unattended onboard operation easier. stuffing boxes will be also damaged if a high con-
As it is usual to install a stand-by separator as a tent of cat fines is present in the fuel oil.
back-up, it is of advantage to use it to improve the
separation. For the arrangement of separators, The use of an automatic self-cleaning filter with a
refer to the manufacturer’s instructions. The effec- mesh size of 10 microns will additionally protect the
tive separator throughput is to be in accordance engine from serious damages by removing cat
with the maximum consumption of the diesel fines which may have passed through the separ-
engine plus a margin of 15–20 per cent, which ator(s) and also indicate changes in the separator
ensures that separated fuel oil flows back from the efficiency and/or in the fuel quality.
daily tank to the settling tank. The separators are Such an additional investment should especially
to be in continuous operation from port to port. be considered where, due to the ship’s trading
route, the risk of bunkering fuel with a high cat fines
Figure G13 ‘Heavy fuel oil treatment layout’ shows content is prevalent.
individual positive displacement type pumps but it
is also acceptable to have these pumps integrated
in the separator. It is important that the pumps op-
erate at constant capacity in order to achieve equal
results over the whole operating time.
The separation temperature is to be controlled
within ± 2°C by a preheater.

245.448
Fig. G13 Heavy fuel oil treatment layout

G2.3.3 Pressurized fuel oil system

The system shown in figure G14 is recommended Circulation is maintained via pipework back to the
for use with engines burning heavy fuel oils. Fuel mixing tank which equalizes the fuel oil tempera-
oil from the heated daily tank (002, figure G13) ture between the hot oil returning from the engine
passes through the three-way valve (002), filter and the cooler oil from the daily tank. The pressure
(003) and is transferred to the mixing unit (006) by regulating valve (005) controls the delivery of the
the low-pressure feed pump (004). The high-pres- low-pressure pump and ensures that the dis-
sure booster pump (007) transfers the fuel through charge pressure is 1 bar above evaporation pres-
the heater (008), viscosimeter and the filter (009) sure to prevent entrained water from flashing off
into the engine manifold to supply the injection into steam.
pumps (011).
245.346c
Fig. G14 Pressurized fuel oil system

G2.4 Starting and control air system
Figure G15 is a typical layout for our engine installations. However, it may be preferred to separate the
control air supply and install a dedicated control air compressor and air receiver.
Remarks:
*1) Pressure reducing and filter unit may be omitted
where instrument air supply (clean and dry)
001 Main engine of 7-8 bar is available.
002 Air compressor, 25/30 bar
003 Starting air receiver, 25/30 bar
004 Starting air inlet
005 Pressure reducing and filter unit, from 25/30 to 7-8 bar *1)
Starting air feed pipes
006 Control air inlet to control system and air spring
Control air pipes
007 Staring air inlet to control system and air spring Drain pipes
008 Pressure reducing unit, from 25/30 to 7-8 bar Pipes on engine / pipe connections
245.290
Fig. G15 Starting and control air system

Starting air Air receivers Air compressors JEng *2)

Number of starts requested by the classi-
12 *1) 12 *1)
fication societies for reversible engines
Max. air pressure Free air delivery at
Pressure range
25 [bar] 30 [bar] 25 [bar] 30 [bar]
No. of cylinders Number x volume [m3] Number x capacity [Nm3/h] [kgm2]
5 2 x 1.8 2 x1.6 2 x 50 2 x 50 21 400
6 2 x 1.8 2 x 1.6 2 x 50 2 x 50 24 600
7 2 x 1.9 2 x 1.7 2 x 50 2 x 55 28 100
8 2 x 2.1 2 x 1.9 2 x 55 2 x 60 32 800
Remark: *1) 12 consecutive starts of the main engine, alternating between ahead and astern.
*2) Data given for engines without damper and front disc on crankshaft but including smallest flywheel.
Table G6 Air receiver and air compressor capacities
The capacity of the air compressor and receiver The air receiver and compressor capacities of
depends on the total inertia (JTot) of the rotating table G6 refer to a relative inertia, JRel = 1.3
parts of the propulsion system too. For other values than 1.3, the air receiver and com-
pressor capacities have to be calculated with the
• Total inertia = engine inertia + shafting and pro- winGTD program.
peller inertia => (JTot) = (JEng) + (JS+P). Table G6 outlines the basic requirements for a sys-
• Propeller inertia includes the part of entrained tem similar to figure G15 ‘Starting and control air
water. system’ for maximum engine rating.
• Engine inertia (JEng) see table G6. The enclosed CD-ROM with the winGTD program
• Relative inertia JRel = JTot / JEng. enables to optimise the capacities of the com-
pressors and air receivers for the contract maxi-
mum continuous rating (CMCR).

G2.5 Leakage collection system and washing devices
246.286b
Fig. G16 Leakage collection and washing layout

G3 Tank capacities
Number of cylinders
Units
5 6 7 8
Cylinder cooling water expansion tank
[m3] 0.50 0.50 0.50 0.50
Cylinder cooling water system (fig. G7, item 013)
Cylinder lubricating oil daily service tank *1)
[m3] 0.40 0.45 0.55 0.60
Cylinder lub. oil system (fig. G11, item 003)
Lubricating oil drain tank (initial filling)
[m3] 9 11 13 15
Main lub. oil system (fig. G9, item 002)
HFO daily tank *2)
[m3] (0.2 CMCR t1) / 1000
Heavy fuel oil treat. system (fig. G13, item 002)
MDO daily tank *3)
[m3] (0.2 CMCR t2) / 1000
Heavy fuel oil treat. system (fig. G13, item 003)
Remark: *1) The capacity indicated is valid for R1 rating, it can be proportionally reduced to actual CMCR.
*2) t1= value in hours for required running time with HFO at CMCR [kW]. This figure can be reduced to eight hours depending
on the operational requirements and efficiency of the fuel oil treatment plant.
*3) t2 = value in hours for required running time with MDO at CMCR [kW]. This figure depends on the operational requirements.
Table G7 Tank capacities
G4 Fire protection
Extinguishing Piston underside at bottom Bottle Recommended total number of fire extinguishing bottles
medium dead centre including com-
mon section of cylinder Number of cylinders
Volume Mass Size
5 6 7 8
[m3/cyl] [kg/cyl] [kg]
Carbon
3.5 13 45 1 2 2 2
dioxide
Table G8 Recommended quantities of fire extinguishing medium
All the engine spaces (air receiver) in which fire can As far as the fire protection of the main engine is
develop are provided with screwed connections for concerned, carbon dioxide or steam can be used.
the injection of a fire-extinguishing medium if
required. Steam as an alternative fire-extinguishing medium
Number of extinguishing bottles in the case of for the scavenge air spaces of the piston underside
carbon dioxide are shown in table G8. may result in corrosion if adequate counter-
measures are not taken immediately after use.
Different extinguishing agents can be considered
for fire fighting purposes. Their selection is made
either by shipbuilder or shipowner in compliance
with the rules of the classification society involved.

G5 Exhaust gas system
The following calculation of exhaust gas system is based on figures G17, G18 and G19 and is given as
example only.
F10.4476
Fig. G17 Determination of exhaust pipe diameters
Example:
Estimation of exhaust pipe diameters for 1) Exhaust gas mass flow (acc. to figure D2):
6RTA48T-B, CMCR (Rx) specified and for
design (tropical) conditions: q m (8.03 0.4) · 7595 57 950 kgh
Power (R1) = 8730 kW 2) Exhaust gas temperature (acc. to figure D3):

Power (Rx) = 87.0% R1 = 7595 kW tEaT 251.8 30 281.8°C
Speed (Rx) = 92.9% R1 = 118 rpm
3) Exhaust gas density
Recommended gas velocities: (assumed back pressure on turbine outlet
p = 30 mbar, figure G18):
Pipe A: wA = 40 m/s,
EXH P 0.646 kgm 3
RT
4) Number of turbochargers (according to

figure D11):
n TC 1

F10.4100
Fig. G18 Estimation of exhaust gas density
F10.4101
Fig. G19 Estimation of exhaust pipe diameters

5) Exhaust gas volume flow:
Pipe A:
qm 57 950
q VA n TC 89 705 m 3h
EXH 0.646 1
6) Exhaust pipe diameters:
Pipe diameters are (approx. according to

figure G19):
dA = 890 mm,
or calculated:
d pipe 18.81 wq
pipe
V
[mm]
7) Select the calculated or next larger diameter

available, for example:
dA = 900 DN
Check the back pressure drop of the whole ex-

haust gas system (not to exceed 30 mbar).

G6 Engine air supply / Engine room ventilation

The air supply to the engine room can be calcu- CMCR-power. If auxiliary engines are in the same
lated according to ISO 8861 ‘Shipbuilding engine room, their air consumption must be added to the
room ventilation in diesel engined ships’. air consumption of the main engine. A portion of
As an approximation, the amount of air supplied to the air must be ducted to the vicinity of the turbo-
the engine room by ventilators should be twice the charger air inlet filters.
amount of air consumed by the main engine at
Atmospheric dust concentration

Normal Alternatives necessary for
Normal shipboard requirement
very special circumstances
eriod < 5 % of
Short period
M t ffrequentt particle
Most ti l sizes
i running time, frequently to permanently permanently
< 0.5 mg/m3 ≥ 0.5 mg/m3 > 0.5 mg/m3
Standard Oil wetted Inertial separator
> 5 µm turbocharger filter or and
sufficient roller screen filter oil wetted filter
Standard Oil wetted Inertial separator
< 5 µm turbocharger filter or and
sufficient panel filter oil wetted filter
These may likely apply to only a very few extreme cases.
Valid for the vast majority
For example: ships carrying bauxite or similar dusty cargoes
of installations
or ships routinely trading along desert coasts.
Table G9 Guidance for air filtration
In case the air supply to the machinery spaces has Marine installations have seldom had special air
a high dust content in excess of 0.5 mg/m3 which filters installed until now. Stationary plants on the
can be the case on ships trading in coastal waters, other hand, very often have air filters fitted to pro-
desert areas or transporting dust creating cargoes, tect the diesel engine. The installation of a filtration
there is a greater risk of increased wear to the pis- unit for the air supply to the diesel engines and gen-
ton rings and cylinder liners. eral machinery spaces on vessels regularly trans-
porting dust-creating cargoes such as iron ore and
The normal air filters fitted to the turbochargers are bauxite, is highly recommended.
intended mainly as silencers and not to protect the
engine against dust. The necessity for the installa- Table G9 and figure G20 ‘Air filter size’ show how
tion of a dust filter and the choice of filter type de- the various types of filter are to be applied.
pends mainly on the concentration and composi-
tion of the dust in the suction air.
Where the suction air is expected to have a dust

content of 0.5 mg/m3 or more, the engine must be
protected by filtering this air before entering the en-
gine, e.g. also on coastal vessels or vessels fre-
quenting ports having high atmospheric dust or
sand content.

F10.4253
Fig. G20 Air filter size

K. Appendix
K1 Reference to other Wärtsilä Switzerland Ltd documentation
Engine Selection and Project Manual Manual S20 Detail project and installation information for
Sulzer S20U Generating sets, issue X. 1996
Order No. 23.91.07.40
Sulzer ZA Types: The Runners Issue 1997; Order No. 20.83.07.40 – XII.97
Sulzer RT-flex: The Common Rail Low-Speed Engine Issue 1999; Order No. 21.01.07.40 – V.99
Sulzer RTA60C A forward-looking engine
Combined reliable design with advanced
technology
Issue 1999; Order No. 22.04.07.40 –
Sulzer RTA Series: The Reliable Driving Force Issue 1997; Order No. 22.95.07.40 – VI.97
Vibration Aspects Some vibration aspects of modern ship
installations (reprint October 1997)
Issue 1996; Order No. 23.14.07.40
Emissions Technology General aspects for Sulzer marine diesel
engines
Issue 1998; Order No. 23.48.07.40
Sulzer RTA84T engines Tailor-made propulsion for VLCCs
RTA84T-B and RTA84T-D types
Issue 1998; Order No. 23.51.07.40
Sulzer RTA-8T engines Compact two-strokes for tankers and bulk
carriers
Issue 1998; Order No. 22.85.07.40
Sulzer RTA84C and RTA96C diesel engines Issue 1997; Order No. 22.86.07.40
winGTD General Technical Data program for windows
compatible computers
EnSel Engine Selection program for windows
compatible computers
Fire prevention in exhaust gas systems Systems Engineering –– Concept Guidance
5pp, issue 4043/J. C. Thomson/05.09.97
Fuel oil treatment Systems Engineering –– Concept Guidance
11 pp, 4–107.246.880. M. Lüthi/10.07.01
For further information please contact Wärtsilä Switzerland Ltd, Winterthur, Dept. 4050
Wärtsilä Switzerland Ltd K–1 25.61.07.40 – Issue IV.02 – Rev. 0

K. Appendix
K2 Piping symbols
F10.1910
Fig. K1 Piping symbols 1
25.61.07.40 – Issue IV.02 – Rev. 0 K–2 Wärtsilä Switzerland Ltd

K. Appendix
F10.1911

K. Appendix
F10.1905

K. Appendix
K3 SI dimensions for internal combustion engines
Symbol Definition SI-Units Other units

I,L Length m, mm, µm
A Area m2, mm2, cm2
V Volume m3, dm3, I, cm3
m Mass kg, t, g
ρ Density kg/m3, g/cm3, kg/dm3
Z, W Section modulus m3
Ia, Ip Second moment of area m4
I, J Moment of inertia (radius) kgm2
α, β, γ, δ, ϕ Angle rad, °
t Time s, d, h, min
f, v Frequency Hz, 1/s
v, c, w, u Velocity m/s, km/h Kn
N, n Rotational frequency 1/s, 1/min rpm
a Acceleration m/s2
ω Angular velocity rad/s
α Angular acceleration rad/s2
qm Mass flow rate kg/s
qv Volume flow rate m3/s
p Momentum Nm
L Angular momentum Nsm
F Force N, MN, kN
p Pressure N/m2, bar, mbar
σ, τ Stress N/m2, N/mm2
E Modulus of elasticity N/m2, N/mm2
W, E, A, Q Energy, work, quantity of heat J, MJ, kJ, kWh
P Power W, kW, MW
M, T Torque moment of force Nm
η Dynamic viscosity Ns/m2
ν Kinematic viscosity m2/s cSt, RW1
γ, σ Surface tension N/m
T, Θ, t, θ Temperature K, °C
T, Θ, ... Temperature interval K, °C
α Linear expansion coefficient 1/K
C, S Heat capacity, entropy J/K
c Specific heat capacity J/(kgK)
λ Thermal conductivity W/(mK)
K Coefficient of heat transfer W/(m2K)
e Net calorific value J/kg, J/m3
L(LIN)TOT Total LIN noise pressure level dB
L(A)TOT Total A noise pressure level dB
LOKT Average spatial noise level over octave band dB
U Voltage V
I Current A
BSFC Brake specific fuel consumption kg/J, kg/(kWh), g/(kWh)
Table K1 SI dimensions

K. Appendix
K4 Approximate conversion factors
Length Force
1 in = 25.4 mm 1 lbf (pound force) = 4.45 N

1 ft = 12 in = 304.8 mm
1 yd = 3 feet = 914.4 mm Pressure
1 statute mile = 1760 yds = 1609.3 m
1 nautical mile = 6080 feet = 1853 m 1 psi (lb/sq in) = 6.899 kPa
(0.0689 bar)
Mass
Velocity
1 oz = 0.0283 kg
1 lb = 16 oz = 0.4536 kg 1 mph = 1.609 km/h
1 long ton = 1016.1 kg 1 knot = 1.853 km/h
1 short ton = 907.2 kg
1 tonne = 1000 kg Acceleration
Area 1 mphps = 0.447 m/s2
1 in2 = 6.45 cm2 Temperature

1 ft2 = 929 cm2
1 yd2 = 0.836 m2 1 °C = 0.55 · (°F -32)
1 acre = 4047 m2
1 sq mile (of land) 640 acres = 2.59 km2 Energy
Volume 1 BTU = 1.06 kJ

1 kcal = 4.186 kJ
1 in3 = 16.4 cm3
1 ft3 = 0.0283 m3 Power
1 yd3 = 0.7645 m3
1 kW = 1.36bhp
Volume (fluids) 1 kW = 860kcal/h
1 Imp. pint = 0.568 l

1 US. pint = 0.473 l
1 Imp. quart = 1.136 l
1 US. quart = 0.946 l
1 Imp. gal = 4.546 l
1 US. gal = 3.785 l
1 Imp. barrel = 36 Imp. gal = 163.66 l
1 barrel petroleum = 42 US. gal = 158.98 l

K. Appendix
K5 Wärtsilä Corporation Worldwide

K5.1 Headquarters
Wärtsilä Corporation Tel. +358 10 709 0000

John Stenbergin ranta 2 Fax +358 10 709 5700
P.O. Box 196
FIN-00531 Helsinki
Finland
K5.2 Production Companies
Finland Wärtsilä Finland Oy Tel. +358 10 709 000

Järvikatu 2-4 Fax +358 6 317 1906
P.O. Box 244
FIN-65101 Vaasa
Finland

Tarhaajantie 2 Fax +358 6 356 7188
P.O. Box 252
FIN-65101 Vaasa
Finland

Stålarminkatu 45 Fax +358 2 234 2419
P.O. Box 50
FIN-20811 Turku
Finland
France Wärtsilä France SAS Tel. +33 389 666 868

1, rue de la Fonderie Fax +33 389 666 850
B.P. 1210
F-68054 Mulhouse Cedex
France
Italy Wärtsilä Italia S.p.A. Tel. +39 040 319 5000

Bagnoli della Rosandra 334 Fax +39 040 319 5728
I-34018 San Dorligo della Valle, Trieste
Italy
The Netherlands Wärtsilä Nederland B.V. Tel. +31 38 4253 253

P.O. Box 10608 Fax +31 38 4253 352
NL-8000 GB Zwolle
The Netherlands
Norway Wärtsilä Norway AS Tel. +47 53 42 25 00

N-5420 Rubbestadneset Fax 47 53 42 25 01
Norway

K. Appendix
Spain Wärtsilä Ibérica S.A. Tel. +34 94 6170 100

Poligono Industrial Landabaso, s/n Fax +34 94 6170 113
Apartado 137
E-48370 Bermeo (Viscaya)
Spain
Switzerland Wärtsilä Switzerland Ltd Tel. +41 52 262 49 22

Zürcherstrasse 12 Fax +41 52 262 07 18
P.O. Box 414
CH-8401 Winterthur
Switzerland
K5.3 Corporation Network
Australia Wärtsilä Australia Pty Ltd. Tel. +61 2 9672 8200

48 Huntingwood Drive Fax +61 2 9672 8585
Huntingwood 2148
New South Wales
Australia
Brazil Wartsila do Brasil Ltda. Tel. +55 21 38 78 8900

Rua São Luiz Gonzaga, 354 Fax +55 21 38 78 8901
20910-970 São Cristovão,
Rio de Janeiro, RJ
Brazil
Chile Wärtsilä Chile Ltda. Tel. +56 2 2325 031

Nueva de Lyon 096, Fax +56 2 2328 754
Oficina 305
Providencia, Santiago
Chile
China Wärtsilä China Ltd. Tel. +852 2528 6605

Room 4201 Hopewell Centre Fax +852 2529 9488
183 Queen’s Road East
Wanchai
Hong Kong
China
China Wärtsilä Engine (Shanghai) Co., Ltd. Tel. +86 21 6415 5218
Unit A, 14 Floor, Fax +86 21 6415 5868
World Plaza 855 Pu Dong
Nan Lu,
Shanghai 200120
P.R. China
China Wärtsilä Beijing Repr. Office Tel. +86 10 659 31842

Room 2505, 25th Floor, CITIC Building Fax +86 10 659 31843
19 Jianguomenwai Daijie
Beijing 100004
P.R. China

K. Appendix
China Wärtsilä Dalian Repr. Office Tel. +86 411 264 5987
Room 815-816, Furama Hotel Fax +86 411 282 2100
No. 60 Ren Min Road
Dalian 116001
P.R. China
China Wärtsilä Taiwan Ltd. Tel. +886 2 8227 1066

13F-4, No. 186 Jian Yi Road Fax +886 2 8227 1067
Chung Ho City,
Taipei Hsieng, 235
Taiwan R.O.C.
Denmark Wärtsilä Danmark A/S Tel. +45 33 454 133

Axeltorv 8, 1st Floor Fax +45 33 454 130
DK-1609 Copenhagen V
Denmark
France Wärtsilä France S.A.S. Tel. +33 3 89 66 6868

1, rue de la Fonderie Fax +33 3 89 66 6850
Boite Postale 1210
F-68054 Mulhouse
France
Germany Wärtsilä Deutschland GmbH Tel. +49 40 75 1900

Schlenzigstrasse 6 Fax +49 40 75 190-192
D-21107 Hamburg
Germany
Great Britain Wärtsilä UK Ltd. Tel. +44 1732 744 400

Tubs Hill House Fax +44 1732 744 420
London Road
Sevenoaks
Kent TN13 1BL
Great Britain
Great Britain Wärtsilä UK Ltd. Tel. +44 1224 871 166

Girdleness Trading Estate Fax +44 1224 871 188
Wellington Road
Aberdeen AB11 8DG
Great Britain
Greece Wärtsilä Greece S.A. Tel. +30 1 413 54 50

4, Loudovikou Square Fax +30 1 4117 902
GR-185 31 Piraeus
P.O. Box 860 12
GR-185 03 Piraeus
Greece
India Wärtsilä India Ltd. Tel. +91 22 605 7506

Centre Point, 4th Floor Fax +91 22 605 7511
Juhu & S.V. Road Junction
Santacruz (West)
Mumbai 400 054
India

K. Appendix
Ireland Wärtsilä Ireland Ltd. Tel. +353 1 462 6700

54 Broomhill Drive, Tallaght Fax +353 1 462 6722
Dublin 24
Ireland
Italy Wärtsilä Navim Diesel S.r.l. Tel. +39 010 373 0779
Via Carrara 24-26 Fax +39 010 373 0757
I-16147 Genova
Italy
Japan Wärtsilä Japan Co. Ltd. Tel. +81 78 392 5333

Kobe Yusen Building 1-1-1, Kaigan-dori Fax +81 78 392 8688
Chuo-ku
Kobe 650-0024
Japan
Korea (Rep. of) Wärtsilä Korea Ltd. Tel. +82 2 3272 8032
Noksan Bldg. 6th Floor Fax +82 2 3272 8036
50-11, Yonggang-dong,
Mapo-Gu
Seoul 121-070
Korea (Rep. of)
Korea (Rep. of) Wärtsilä Korea Ltd. Tel. +82 51 465 2191
Pusan Marine Centre Bldg., 10th Floor Fax +82 51 465 5222
79-1, Chungangdong, 4-Ga
Chung-Gu
Pusan 600-715
Korea (Rep. of)
Norway Wärtsilä Norway A/S Tel. +47 64 93 7650

Hestehagen 5 Fax +47 64 93 7660
Holter Industriområde
N-1440 Drøbak
Norway
Peru Wärtsilä del Perú S.A. Tel. +51 1 241 7030

J. Arias Aragües 210 Fax +51 1 444 6867
San Antonio – Miraflores
Lima 18
Peru
Philippines Wärtsilä Philippines Inc. Tel. +63 49 543 0301-06

No 6, Diode Street Fax +63 49 5430 381
Light Industry and Science Park
Bo, Diezmo, Cabuyao, Laguna
Philippines
Poland Wärtsilä Polska, Sp zo o Tel. +48 22 843 8751

Al. Wilanowska 372 Fax +48 22 843 8752
02-665 Warszawa
Poland

K. Appendix
Poland Wärtsilä Polska, Sp zo o Tel. +48 58 345 23 44

Branch Office Fax +48 58 341 67 44
Ul. Grunwaldzka 139
80-264 Gdansk
Poland
Russia Wärtsilä Russia Tel. +7 095 937 75 89

Pokrovsky Bulvar 4/17, Building 4B Fax +7 095 937 75 90
RU-101000 Moscow
Russia
Russia Wärtsilä Russia Tel. +7 812 118 6331

Shvedsky Pereulok, 2, +7 812 118 6334
RU-191186 St. Petersburg Fax +7 812 118 6329
Russia
Saudi Arabia Wärtsilä Saudi Arabia Ltd. Tel. +966 2 637 6470
Industrial City, Fax +966 2 637 6482
P.O. Box 2132
Jeddah 21451
Saudi Arabia
Singapore Wärtsilä Singapore Pte Ltd. Tel. +65 265 9122

14, Benoi Crescent Fax +65 264 0802
Singapore 629977
Singapore
South Africa Wärtsilä South Africa Pty Ltd. Tel. +27 21 511 1230
P.O. Box 356 Fax +27 21 511 1412
7420 Cape Town
South Africa
Sweden Wärtsilä Sweden AB Tel. +46 316 56 100

Polstjärnegatan 10 Fax +46 316 56 130
P.O. Box 8006
SE-40277 Gothenburg
Sweden
Turkey Wartsila-Enpa Dis Ticaret A.S. Tel. +90 212 327 1530
Süleyman Seba Cad. No. 92, Fax +90 212 327 1535
Besiktas Plaza
A Blok Zemin Kat.
80610 Besiktas Istanbul
Turkey
United Arab Emirates Wärtsilä Gulf FZE Tel. +971 4 838 979
P.O. Box 61494 Fax +971 4 838 704
Jebel Ali
Dubai
United Arab Emirates

K. Appendix
USA Wärtsilä North America Inc. Tel. +1 954 327 4700

2900 S.W. 42nd Street Fax +1 954 327 4877
Fort Lauderdale/Hollywood,
Florida 33312
USA
USA Wärtsilä Inc. Tel. +1 410 573 2100

201 Defense Highway, Suite 100 Fax +1 410 573 2200
Annapolis, MD 21401
USA
USA Wärtsilä Inc. Tel. +1 713 840 0020

Summit Tower Fax +1 713 840 0009
11 Greenway Plaza, Suite 2920
Houston, Texas 77046
USA
K5.4 Licensees
China China State Shipbuilding Corporation Tel. +86 10 6803 0208

(CSSC) Fax +86 10 6803 1579
No. 5 Yuetan Beijie
100861 Beijing
P.R. China
For the works of:

Hudong Heavy Machinery Co Ltd Tel. +86 21 5871 3222
(HHM) Fax +86 21 5846 2023
2851 Pudong Dadao,
200129 Shanghai
Shangchuan Diesel Co Ltd (SSD) Tel. +86 21 5879 0451

No. 1 Jimo Road, Pudong, Fax +86 21 5876 1546
200120 Shanghai
China China Shipbuilding Industry Tel. +86 10 6803 0208

Corporation (CSIC) Fax +86 10 6803 1579
No. 5 Yuetan Beijie
100861 Beijing
P.R. China
For the works of:

Dalian Marine Diesel Works (DMD) Tel. +86 411 441 7273
No. 1 Hai Fang Street, Fax +86 411 441 7499
116021 Dalian
Yichang Marine Diesel Engine Plant Tel. +86 717 646 8890
(YMD) Fax +86 717 646 9752
93, Xiling 2 Road,
443002 Yichang
Croatia “3. Maj” Engines & Cranes Tel. +385 51 262 666
Liburnijska 3 +385 51 262 700
P.O. Box 197 Fax +385 51 261 127
51000 Rijeka
Croatia

K. Appendix
Italy Isotta Fraschini Motori S.p.A. Tel. +39 080 5345 000
Via F. de Blasio - Zona Industriale Fax +39 080 5311 009
I-70123 Bari
Italy
Japan Diesel United Ltd. Tel. +81 3 3257 8222

(Head Office) Fax +81 3 3257 8220
8th Floor, Prime Kanda Building
8, 2-chome, Kanda Suda-cho
Chiyoda-ku
Tokyo 101-0041
Japan
For the works of:

Diesel United Ltd (Aioi Works) Tel. +81 7912 4 2605
5292 Aioi, Aioi City, Fax +81 7912 3 3886
Hyogo Pref. 678-0041
Japan Hitachi Zosen Corporation Tel. +81 6 6569 0001

(Head Office) Fax +81 6 6569 0002
1-7-89, Nanko-kita
Suminoe-ku
Osaka 559-8559
Japan
For the works of:

Hitachi Zosen Diesel & Engineering Tel. +81 968 78 21 78
Corporation Fax +81 968 78 70 36
Nagasu-machi, Tamana-gun
Kumamoto 859-0193
Hitachi Zosen Corporation Tel. +81 3 3217 8504

(Tokyo Office) Fax +81 3 3217 8453
Palaceside Building, 7th Floor
1-1, Hitotsubashi 1-chome, Chiyoda-ku
Tokyo 100-8121
Japan Mitsubishi Heavy Industries Ltd. Tel. +81 3 3212 9164

(Head Office) Fax +81 3 3212 9779
5-1 Marunouchi, 2-chome
Chiyoda-ku
Tokyo 100-8315
Japan
For the works of:

Mitsubishi Heavy Industries Ltd. Tel. +81 78 672 3791
(Kobe Shipyard & Machinery Works) Fax +81 78 672 3695
1-1, 1-chome, Wadasaki-Cho
Hyogo-ku
Kobe 652-8585
Japan NKK Corporation Tel. +81 3 3217 3320

1-2, Marunouchi, 1-chome Fax +81 3 3214 8421
Chiyoda-ku
Tokyo 100-8202
Japan
For the works of: Tel. +81 45 505 7507

NKK Corporation Fax +81 45 505 7624
2-1 Suehiro-cho, Tsurumi-Ku
Yokohama 230-8611

K. Appendix
Korea Hyundai Heavy Industries Co., Ltd. Tel. +82 522 30 7281
Engine and Machinery Division +82 522 30 7282
#1, Cheonha-dong, Dong-ku Fax +82 522 30 7424
Ulsan City 682-792 +82 522 30 7427
Korea
Korea HSD Engine Co Ltd Tel. +82 55 260 6001

69-3, Sinchon-dong Fax +82 55 260 6983
Changwon-City,
Kyungnam
Changwon City 641-370
Korea
Poland H. Cegielski-Poznan SA (HCP) Tel. +48 61 831 1350

Ul. 28 Czerwca 1956 Nr. 223/229 +48 61 831 2350
60-965 Poznan Fax +48 61 832 1541
Poland +48 61 833 1441
+48 61 833 0978
Poland Zaklady Urzadzen Technicznych Tel. +48 32 45 72 70

“Zgoda” SA Fax +48 32 45 72 15
Ul. Wojska Polskiego 66/68 +48 32 45 72 71
41-603 Swietochlowice
Poland

K. Appendix
K6 Questionnaire order specification for Sulzer RTA48T-B engines
T10.3616

K. Appendix
Questionnaire order specification for Sulzer RTA48T-B engines

Engine code
30 00 00 Client specification
01 Shipyard:
02 Owner / company:
03 Others:
04 Contact person at shipyard:
05 Department:
06 Address:
07 Country:
08 Telephone:
09 Telefax: Telex:
10 E-mail:
11 Reference:
12 Consultant:
13 Project / newbuilding number:
14 Type of vessel:
15 Size of vessel:
16 Number of ships:
17 Classification:
18 Number of engines / type:
19 Engine builder:
20 Anticipated engine order date (total for this order):
21 Date(s) of ship(s) delivery:
22 Internal order number:
23 Engine numbers:
Remarks:
Wärtsilä Switzerland Ltd representative:
Date:
Table K2 Questionnaire 1 T10.3617

K. Appendix

K. Appendix

K. Appendix

K. Appendix

K. Appendix

K. Appendix

K. Appendix

K. Appendix

K. Appendix

Engine Code
30 50 00 Spare parts / tools (continuation)
52 00 Tools
01 Basic set of engine tools for normal maintenance and overhaul work
02 Special engine tools
Remarks:
Table K11 Questionnaire 10

K. Appendix

K. Appendix

K. Appendix

Engine code
30 80 00 Technical assistance from Wärtsilä Switzerland Ltd
01 Supervision during plant installation (fee is not included in

normal extent of supply):
02 Requested for working days

03 Expenses to be paid by:
04 Additional assistance for:
05 Supervision during dock trial (fee is not included in normal extent of supply):
09 Supervision during sea trial (fee is not included in normal extent of supply):
13 The engine supplier requests permission to inspect the engine at the intervals
during erection and storage at the yard, dock and sea trials and guarantee period.
No fees or travelling expenses are charged.
14 Supervision during engine manufacturing, erection, shop trial and transport

(fee is not included in normal extent of supply):

Remarks:
Table K14 Questionnaire 13

K. Appendix

K. Appendix

1D DVS Sulzer Rta48t-B Warsil 143

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RTA48TB

Issue April 2002

25.61.07.40 – Issue IV.02 – Rev. 0 Wärtsilä Switzerland Ltd

A1 Primary engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . A–2

B Considerations on engine selection . . . . . . . . . . . . . . . . . . . . . . B–1

B2 Layout field . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1

B3 Load range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–3

B4 Ambient temperature consideration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–10

C Engine description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1

D Engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1

D1 Reference conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1

D2 Design conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1

D3 Ancillary system design parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1

D4 Estimation of engine performance data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–1

Wärtsilä Switzerland Ltd a 25.61.07.40 – Issue IV.02 – Rev. 0

D5 Vibration aspects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–5

D6 Turbocharger and scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–14

D7 Auxiliary blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–19

D8 Turning gear requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–19

D9 Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–20

E Installation data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1

E1 Dimensions, masses and dismantling heights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1

E2 Engine outlines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–3

F Auxiliary power generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1

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

F2 Waste heat recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–2

25.61.07.40 – Issue IV.02 – Rev. 0 b Wärtsilä Switzerland Ltd

F3 Power take off (PTO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–2

G Ancillary systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1

G1 General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–1

G2 Piping systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–6

G3 Tank capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–25

G4 Fire protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–25

G5 Exhaust gas system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–26

G6 Engine air supply / Engine room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–29

Wärtsilä Switzerland Ltd c 25.61.07.40 – Issue IV.02 – Rev. 0

H Engine management systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–1

H2 DENIS family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–2

H3 MAPEX Engine Fitness Family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . H–8

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

I1 IMO-2000 regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . I–1

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

25.61.07.40 – Issue IV.02 – Rev. 0 d Wärtsilä Switzerland Ltd

J winGTD – General Technical Data . . . . . . . . . . . . . . . . . . . . . . . . J–1

J1 Included CD-ROM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . J–1

K1 Reference to other Wärtsilä Switzerland Ltd documentation . . . . . . . . . . . . . . . . . . . K–1

K2 Piping symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–2

K3 SI dimensions for internal combustion engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–5

K4 Approximate conversion factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–6

K5 Wärtsilä Corporation Worldwide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . K–7

K6 Questionnaire order specification for Sulzer RTA48T-B engines . . . . . . . . . . . . . . . . K–15

Wärtsilä Switzerland Ltd e 25.61.07.40 – Issue IV.02 – Rev. 0

Fig. B1 Layout field of the Sulzer RTA48T-B engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B–1

Fig. C1 Sulzer RTA48T-B cross section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C–1

Fig. D1 Estimation of BSFC for Rx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D–2

Fig. E1 Engine dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E–1

Fig. F1 Heat recovery system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F–1

Fig. G1 Conventional sea-water cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G–3

RTA48TB