This book covers the following Sulzer diesel enginesmaytau.ut.edu.vn/userfiles/files/SULZER RTA-U.pdfThis book covers the following Sulzer diesel engines: The Sulzer RTA52U-B engines

This book covers the following Sulzer diesel engines :

The Sulzer RTA52U-B engines with the following MCR rating:

– Power per cylinder 1600 kW 2175 bhp

– Speed 137 rpm

The Sulzer RTA62U-B engines with the following MCR rating:


– Speed 115 rpm

and

The Sulzer RTA72U-B engine with the following MCR rating:


– Speed 99 rpm

This issue of the Engine Selection and Project Manual (ESPM) is the firstedition for the above mentioned engine types.

Please note that the contents have been revised, which will haveconsequences on new projects and could have an influence to your actualprojects. Particular attention is drawn to the major changes compared withRTA52U, 62U and 72U engines:

a) Three percent more power at R1, reduced rating layout field,the lowest number of cylinders is 5.

b) RTA62U-B and RTA72U-B are shorter than RTA62U and RTA72U.c) All three engine types are fully compatible to IMO-2000 regulations .d) 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 (CD-ROM includedinside the rear cover of this book).

e) The inclusion of information referring to IMO-2000 regulations.f) The inclusion of information referring to winGTD (version 1.22,

mentioned under d) and EnSel (version 3.22), both on the CD-ROM included inside the rear cover of this book.

25.28.07.40 – Issue XII.98 – Rev. 0 Wärtsilä NSD Switzerland Ltd

List of contents

Engine Selection and Project Manual��

25.28.07.40 – Issue XII.98 – Rev. 0Wärtsilä NSD Switzerland Ltd a

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–4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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–4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3.5.1 Continuous service rating (CSR=NOR=NCR) B–5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3.5.2 Contract maximum continuous rating (CMCR = Rx) B–5. . . . . . . . . . . . . . . . . . . . . . . . . . B3.5.3 Engine optimisation point B–5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3.6 Load range limits B–5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3.7 Load range with main-engine driven generator B–6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3.8 Definitions B–6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B3.9 Definition of light running margin B–7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

B4 Ambient temperature consideration B–8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . B4.1 Engine air inlet: operating temperatures from 45 °C to 5 °C B–8. . . . . . . . . . . . . . . . . . . . . B4.2 Engine air inlet: arctic conditions at operating temperatures below 5 °C B–9. . . . . . . . . .

C RTA52U-B, RTA62U-B and RTA72U-B engine C–1. . . . . . . . . . . . . .

C1 RTA52U-B engine C–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.1 Engine description C–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C1.2 Engine data C–3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.2.1 Reference conditions C–3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.2.2 Design conditions C–3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.2.3 Ancillary system design parameters C–3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.2.4 Estimation of engine performance data C–3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.2.4.1 Estimating brake specific fuel consumption (BSFC) C–4. . . . . . . . . . . . . . . . . . . . . . . . . . . C1.2.4.2 Estimating brake specific exhaust gas flow (BSEF) C–5. . . . . . . . . . . . . . . . . . . . . . . . . . . C1.2.4.3 Estimating temperature of exhaust gas after turbocharger (tEaT) C–6. . . . . . . . . . . . . . . C1.2.5 Vibration aspects C–7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.2.5.1 Torsional vibration C–7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.2.5.2 Axial vibration C–7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

List of contents

Engine Selection and Project Manual ��

25.28.07.40 – Issue XII.98 – Rev. 0 Wärtsilä NSD Switzerland Ltdb

C1.2.5.3 Hull vibration C–7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.2.5.4 Estimation of engine vibration data C–7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.2.5.5 Summary C–11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.2.5.6 Questionnaire about engine vibration C–12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.2.6 Turbocharger and scavenge air cooler C–13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.2.6.1 Turbocharger and scavenge air cooler selection C–14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.2.7 Auxiliary blower C–17. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.2.8 Turning gear requirements C–17. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.2.9 Pressure and temperature ranges C–18. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C1.3 Installation data C–19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.3.1 Dimensions, masses and dismantling heights C–19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.3.2 Engine outlines C–20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.3.2.1 Engine outline 5RTA52U-B C–20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.3.2.2 Engine outline 6RTA52U-B C–21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.3.2.3 Engine outline 7RTA52U-B C–22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.3.2.4 Engine outline 8RTA52U-B C–23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.3.2.5 Engine seating C–24. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C1.4 Auxiliary power generation C–25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.4.1 General information C–25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.4.1.1 Introduction C–25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.4.1.2 System description and layout C–26. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.4.2 Waste heat recovery C–26. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.4.3 Power take off (PTO) C–26. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.4.3.1 Arrangements of PTO C–26. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.4.3.2 PTO options C–27. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.4.3.3 Free-end PTO C–27. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.4.3.4 PTO Tunnel C–27. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.4.3.5 Constant-speed gear C–27. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.4.4 Sulzer S20U diesel generator set C–28. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C1.5 Ancillary systems C–29. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.5.1 General information C–29. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.5.1.1 Introduction C–29. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.5.1.2 Part-load data C–29. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.5.1.3 Engine system data C–29. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.5.2 Piping systems C–33. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.5.2.1 Cooling and pre-heating water systems C–33. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.5.2.2 Lubricating oil systems C–37. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.5.2.3 Fuel oil systems C–42. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.5.2.4 Starting and control air system C–47. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.5.2.5 Leakage collection system and washing devices C–49. . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.5.3 Tank capacities C–50. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.5.4 Fire protection C–51. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.5.5 Exhaust gas system C–52. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.5.6 Engine air supply / Engine room ventilation C–55. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

List of contents


25.28.07.40 – Issue XII.98 – Rev. 0Wärtsilä NSD Switzerland Ltd c

C1.6 Engine noise C–57. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C1.6.1 Surface sound pressure level at 1 m distance under free field conditions C–57. . . . . . . . C1.6.2 Sound pressure level in suction pipe at turbocharger air inlet C–57. . . . . . . . . . . . . . . . . . C1.6.3 Sound pressure level in discharge pipe at turbocharger exhaust outlet C–58. . . . . . . . . .


C2.2 Engine data C–61. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2.2.1 Reference conditions C–61. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2.2.2 Design conditions C–61. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2.2.3 Ancillary system design parameters C–61. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2.2.4 Estimation of engine performance data C–61. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2.2.4.1 Estimating brake specific fuel consumption (BSFC) C–62. . . . . . . . . . . . . . . . . . . . . . . . . . . C2.2.4.2 Estimating brake specific exhaust gas flow (BSEF) C–63. . . . . . . . . . . . . . . . . . . . . . . . . . . C2.2.4.3 Estimating temperature of exhaust gas after turbocharger (tEaT) C–64. . . . . . . . . . . . . . . C2.2.5 Vibration aspects C–65. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2.2.5.1 Torsional vibration C–65. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2.2.5.2 Axial vibration C–65. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2.2.5.3 Hull vibration C–65. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2.2.5.4 Estimation of engine vibration data C–65. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2.2.5.5 Summary C–69. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2.2.5.6 Questionnaire about engine vibration C–70. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2.2.6 Turbocharger and scavenge air cooler C–71. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2.2.6.1 Turbocharger and scavenge air cooler selection C–72. . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2.2.7 Auxiliary blower C–75. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2.2.8 Turning gear requirements C–75. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2.2.9 Pressure and temperature ranges C–76. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


C2.4 Auxiliary power generation C–83. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2.4.1 General information C–83. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2.4.1.1 Introduction C–83. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2.4.1.2 System description and layout C–84. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2.4.2 Waste heat recovery C–84. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2.4.3 Power take off (PTO) C–84. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2.4.3.1 Arrangements of PTO C–84. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2.4.3.2 PTO options C–85. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2.4.3.3 Free-end PTO C–85. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

List of contents


25.28.07.40 – Issue XII.98 – Rev. 0 Wärtsilä NSD Switzerland Ltdd

C2.4.3.4 PTO Tunnel C–85. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2.4.3.5 Constant-speed gear C–85. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C2.4.4 Sulzer S20U diesel generator set C–86. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .




C3.2 Engine data C–119. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3.2.1 Reference conditions C–119. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3.2.2 Design conditions C–119. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3.2.3 Ancillary system design parameters C–119. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3.2.4 Estimation of engine performance data C–119. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3.2.4.1 Estimating brake specific fuel consumption (BSFC) C–120. . . . . . . . . . . . . . . . . . . . . . . . . . . C3.2.4.2 Estimating brake specific exhaust gas flow (BSEF) C–121. . . . . . . . . . . . . . . . . . . . . . . . . . . C3.2.4.3 Estimating temperature of exhaust gas after turbocharger (tEaT) C–122. . . . . . . . . . . . . . . C3.2.5 Vibration aspects C–123. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3.2.5.1 Torsional vibration C–123. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3.2.5.2 Axial vibration C–123. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3.2.5.3 Hull vibration C–123. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3.2.5.4 Estimation of engine vibration data C–123. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3.2.5.5 Summary C–127. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3.2.5.6 Questionnaire about engine vibration C–128. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3.2.6 Turbocharger and scavenge air cooler C–129. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3.2.6.1 Turbocharger and scavenge air cooler selection C–130. . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3.2.7 Auxiliary blower C–133. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3.2.8 Turning gear requirements C–133. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

List of contents


25.28.07.40 – Issue XII.98 – Rev. 0Wärtsilä NSD Switzerland Ltd e

C3.2.9 Pressure and temperature ranges C–134. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


C3.4 Auxiliary power generation C–141. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3.4.1 General information C–141. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3.4.1.1 Introduction C–141. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3.4.1.2 System description and layout C–142. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3.4.2 Waste heat recovery C–142. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3.4.3 Power take off (PTO) C–142. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3.4.3.1 Arrangements of PTO C–142. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3.4.3.2 PTO options C–143. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3.4.3.3 Free-end PTO C–143. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3.4.3.4 PTO Tunnel C–143. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3.4.3.5 Constant-speed gear C–143. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . C3.4.4 Sulzer S20U diesel generator set C–144. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .



List of contents


25.28.07.40 – Issue XII.98 – Rev. 0 Wärtsilä NSD Switzerland Ltdf

D Engine management systems D–1. . . . . . . . . . . . . . . . . . . . . . . . . . . .

D1 Introduction D–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D2 DENIS family D–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2.1 DENIS specification D–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2.2 Remote control systems suppliers D–4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2.3 Speed control D–4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2.3.1 Approved speed control (Governor) D–4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2.3.2 Selection of speed control D–5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2.3.3 Technical assistance D–5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D2.4 Alarm sensors D–5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D3 MAPEX Family D–8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3.1 SIPWA-TP: Trend processing D–9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3.2 MAPEX-PR: Piston-running reliability D–10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . D3.3 MAPEX-SM D–11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

E Engine emissions E–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

E1 IMO-2000 regulations E–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E1.1 IMO E–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E1.2 Establishment of emission limits for ships E–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E1.3 Regulation regarding NOx emissions of diesel engines E–1. . . . . . . . . . . . . . . . . . . . . . . E1.4 Date of application of ANNEX VI E–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E1.5 Procedure for certification of engines E–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

E2 Measures for compliance with the IMO regulation of the RTA52U-B, RTA62U-B andRTA72U-B engines E–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

E2.1 Standard measures E–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . E2.2 Extended measures E–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

F win GTD – General Technical Data F–1. . . . . . . . . . . . . . . . . . . . . . . .

F1 Installation of winGTD F–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F1.1 System requirements F–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F1.2 Installing winGTD F–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F1.3 Changes to previous versions F–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

F2 Using winGTD (RTA52U-B, RTA62U-B and RTA72U-B) F–2. . . . . . . . . . . . . . . . . . . . . . .

List of contents


25.28.07.40 – Issue XII.98 – Rev. 0Wärtsilä NSD Switzerland Ltd g

F2.1 Main window F–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2.2 Two-stroke propulsion engines F–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2.3 Cooling system F–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2.4 Lubricating oil system F–3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2.5 Results of the computation F–3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2.5.1 Service conditions F–4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . F2.6 Saving a project F–4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

G Appendix G–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

G1 Reference to other Wärtsilä NSD Switzerland documentation G–1. . . . . . . . . . . . . . . . . .

G2 Piping symbols G–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

G3 SI dimensions for internal combustion engines G–5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

G4 Approximate conversion factors G–6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

G5 Wärtsilä NSD Corporation worldwide G–7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5.1 Headquarters G–7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5.2 Marine business G–7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5.3 Navy business G–7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5.4 Product companies G–7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5.5 Corporation network G–8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . G5.6 Licensees G–14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

G6 Questionnaire order specification for RTA52, 62 and 72U-B engines G–19. . . . . . . . . . . .

List of figures


25.28.07.40 – Issue XII.98 – Rev. 0 Wärtsilä NSD Switzerland Ltdh

Fig. A1 Power/speed range of all IMO-2000 regulation compatible RTA engines A–1. . . . . . . . .

Fig. B1 Layout field applicable to the RTA engines. B–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. B2 Load range, with the load diagram of an engine B–3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. B3 Load range diagram for a specific engine showing the corresponding power

and speed margins B–4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. B4 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–6. . . . . . . . . . . . . . . . . . . . . Fig. B5 Scavenge air system for arctic conditions B–9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. B6 Blow-off effect at arctic conditions B–9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

RTA52U-B engine figuresFig. C1 Sulzer RTA52U-B cross section C–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C2 Estimation of BSFC for Rx C–4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C3 Estimation of BSEF for Rx C–5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C4 Estimation of tEaT for Rx C–6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C5 External couples and forces C–8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C6 Typical attachment points for lateral stays C–9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C7 ‘H-type’ and ‘X-type’ modes of engine vibration C–10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C8 Turbocharger and scavenge air cooler selection (ABB VTR type tubochargers) C–14. . Fig. C9 Turbocharger and scavenge air cooler selection (MHI MET type tubochargers) C–15. . Fig. C10 Turbocharger and scavenge air cooler selection (MAN NA type tubochargers) C–16. . . Fig. C11 Engine dimensions C–19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C12 5RTA52U-B engine outline C–20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C13 6RTA52U-B engine outline C–21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C14 7RTA52U-B engine outline C–22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C15 8RTA52U-B engine outline C–23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C16 Engine foundation for RTA52U-B engine seating with epoxy resin chocks C–24. . . . . . . Fig. C17 Heat recovery system layout C–25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C18 Free-end PTO gear C–26. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C19 Tunnel PTO gear C–26. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C20 Key to illustrations C–26. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C21 Sulzer S20U diesel generator set C–28. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C22 Conventional sea-water cooling system C–31. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C23 Central fresh water cooling system, single-stage SAC C–32. . . . . . . . . . . . . . . . . . . . . . . . Fig. C24 Conventional sea-water cooling system layout C–33. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C25 Central fresh water cooling layout for single-stage scavenge air cooler C–34. . . . . . . . . . Fig. C26 Cylinder cooling water system C–35. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C27 Engine pre-heating power C–36. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C28 Main lubricating oil system C–39. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C29 Cylinder lubricating oil system C–40. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C30 Fuel oil viscosity-temperature diagram C–43. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C31 Heavy fuel oil treatment layout C–45. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C32 Pressurized fuel oil system C–46. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C33 Starting and control air system C–47. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C34 Correction of air receiver and air compressor capacities C–48. . . . . . . . . . . . . . . . . . . . . . .

List of figures


25.28.07.40 – Issue XII.98 – Rev. 0Wärtsilä NSD Switzerland Ltd i

Fig. C35 Leakage collection and washing layout.Typical arrangement of wash water supply and drains collection C–49. . . . . . . . . . . . . . .

Fig. C36 Determination of exhaust pipe diameters C–52. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C37 Estimation of exhaust gas density C–53. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C38 Estimation of exhaust pipe diameters C–53. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C39 Air filter size C–56. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C40 Sound pressure level at 1 m distance C–57. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C41 Sound pressure level at turbocharger air inlet C–57. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C42 Sound pressure level at turbocharger exhaust outlet C–58. . . . . . . . . . . . . . . . . . . . . . . . . .

RTA62U-B engine figuresFig. C43 Sulzer RTA62U-B cross section C–59. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C44 Estimation of BSFC for Rx C–62. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C45 Estimation of BSEF for Rx C–63. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C46 Estimation of tEaT for Rx C–64. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C47 External couples and forces C–66. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C48 Typical attachment points for lateral stays C–67. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C49 ‘H-type’ and ‘X-type’ modes of engine vibration C–68. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C50 Turbocharger and scavenge air cooler selection (ABB VTR type tubochargers) C–72. . Fig. C51 Turbocharger and scavenge air cooler selection (MHI MET type tubochargers) C–73. . Fig. C52 Turbocharger and scavenge air selection (MAN NA type tubochargers) C–74. . . . . . . . . Fig. C53 Engine dimensions C–77. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C54 5RTA62U-B engine outline C–78. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C55 6RTA62U-B engine outline C–79. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C56 7RTA62U-B engine outline C–80. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C57 8RTA62U-B engine outline C–81. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C58 Engine foundation for RTA62U-B engine seating with epoxy resin chocks C–82. . . . . . . Fig. C59 Heat recovery system layout C–83. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C60 Free-end PTO gear C–84. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C61 Tunnel PTO gear C–84. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C62 Key to illustrations C–84. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C63 Sulzer S20U diesel generator set C–86. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C64 Conventional sea-water cooling system C–89. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C65 Central fresh water cooling system, single-stage SAC C–90. . . . . . . . . . . . . . . . . . . . . . . . Fig. C66 Conventional sea-water cooling system layout C–91. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C67 Central fresh water cooling layout for single-stage scavenge air cooler C–92. . . . . . . . . . Fig. C68 Cylinder cooling water system C–93. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C69 Engine pre-heating power C–94. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C70 Main lubricating oil system C–97. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C71 Cylinder lubricating oil system C–98. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C72 Fuel oil viscosity-temperature diagram C–101. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C73 Heavy fuel oil treatment layout C–103. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C74 Pressurized fuel oil system C–104. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C75 Starting and control air system C–105. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C76 Correction of air receiver and air compressor capacities C–106. . . . . . . . . . . . . . . . . . . . . . .

List of figures


25.28.07.40 – Issue XII.98 – Rev. 0 Wärtsilä NSD Switzerland Ltdj



RTA72U-B engine figuresFig. C85 Sulzer RTA72U-B cross section C–117. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C86 Estimation of BSFC for Rx C–120. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C87 Estimation of BSEF for Rx C–121. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C88 Estimation of tEaT for Rx C–122. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C89 External couples and forces C–124. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C90 Typical attachment points for lateral stays C–125. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C91 ‘H-type’ and ‘X-type’ modes of engine vibration C–126. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C92 Turbocharger and scavenge air cooler selection (ABB VTR type turbochargers) C–130. . Fig. C93 Turbocharger and scavenge air cooler selection (MHI MET type tubochargers) C–131. . Fig. C94 Turbocharger and scavenge air cooler selection (MAN NA type tubochargers) C–132. . . Fig. C95 Engine dimensions C–135. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C96 5RTA72U-B engine outline C–136. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C97 6RTA72U-B engine outline C–137. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C98 7RTA72U-B engine outline C–138. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C99 8RTA72U-B engine outline C–139. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C100 Engine foundation for RTA72U-B engine seating with epoxy resin chocks C–140. . . . . . . Fig. C101 Heat recovery system layout C–141. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C102 Free-end PTO gear C–142. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C103 Tunnel PTO gear C–142. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C104 Key to illustrations C–142. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C105 Sulzer S20U diesel generator set C–144. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C106 Conventional sea-water cooling system C–147. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C107 Central fresh water cooling system, single-stage SAC C–148. . . . . . . . . . . . . . . . . . . . . . . . Fig. C108 Conventional sea-water cooling system C–149. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C109 Central fresh water cooling layout for single-stage scavenge air cooler C–150. . . . . . . . . . Fig. C110 Cylinder cooling water system C–151. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C111 Engine pre-heating power C–152. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C112 Main lubricating oil system C–155. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C113 Cylinder lubricating oil system C–156. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C114 Fuel oil viscosity-temperature diagram C–159. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C115 Heavy fuel oil treatment layout C–161. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C116 Pressurized fuel oil system C–162. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C117 Starting and control air system C–163. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. C118 Correction of air receiver and air compressor capacities C–164. . . . . . . . . . . . . . . . . . . . . . .

List of figures


25.28.07.40 – Issue XII.98 – Rev. 0Wärtsilä NSD Switzerland Ltd k



Fig. D1 Intelligent engine-management comprising DENIS and MAPEX modules D–1. . . . . . . . Fig. D2 DENIS-6 remote control D–3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. D3 SIPWA-TP D–9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. D4 MAPEX-PR D–10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. D5 MAPEX- communication D–11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. D6 The maintenance circle D–12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Fig. E1 Speed dependent maximum average NOx emissions by engines E–1. . . . . . . . . . . . . . . Fig. E2 RTA52U-B compliance with the IMO regulation E–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. E3 RTA62U-B compliance with the IMO regulation E–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. E4 RTA72U-B compliance with the IMO regulation E–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Fig. F1 winGTD: Main window F–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. F2 winGTD: Two-stroke engine propulsion F–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. F3 winGTD: Lubricating oil system layout F–3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. F4 winGTD: Show results of the computation F–3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. F5 winGTD: Choose Service conditions F–4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. F6 winGTD: Service conditions F–4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. F7 winGTD: Save as... F–4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Fig. G1 Piping symbols 1 G–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. G2 Piping symbols 2 G–3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fig. G3 Piping symbols 3 G–4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

List of tables


25.28.07.40 – Issue XII.98 – Rev. 0 Wärtsilä NSD Switzerland Ltdl

Table A1 Primary engine data of Sulzer RTA52U-B, RTA62U-B and RTA72U-B A–2. . . . . . . . . . .

RTA52U-B engine data tablesTable C1 Free couples of mass forces and torque variations C–8. . . . . . . . . . . . . . . . . . . . . . . . . . . Table C2 Guide forces and moments C–10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C3 Countermeasures for dynamic effects C–11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C4 Scavenge air cooler details C–13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C5 Turbocharger details C–13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C6 Auxiliary blower requirements C–17. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C7 Approximative turning gear requirements C–17. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C8 Pressure and temperature ranges C–18. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C9 Dimensions and masses C–19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C10 PTO feasibility C–26. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C11 PTO options for power and speed C–27. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C12 Engine data for Sulzer S20U C–28. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C13 R1 data for conventional sea-water cooling system for engines

with ABB VTR turbochargers. C–31. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C14 R1 data for central fresh water cooling system for engines with

ABB VTR turbochargers, single-stage SAC C–32. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C15 Lubricating oils C–41. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C16 Fuel oil requirements C–42. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C17 Air receiver and air compressor capacities C–48. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C18 Tank capacities C–50. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C19 Recommended quantities of fire extinguishing medium C–51. . . . . . . . . . . . . . . . . . . . . . . Table C20 Guidance for air filtration C–55. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .



ABB VTR turbochargers, single-stage SAC C–90. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C35 Lubricating oils C–99. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C36 Fuel oil requirements C–100. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C37 Air receiver and air compressor capacities C–106. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

List of tables


25.28.07.40 – Issue XII.98 – Rev. 0Wärtsilä NSD Switzerland Ltd m

Table C38 Tank capacities C–108. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C39 Recommended quantities of fire extinguishing medium C–109. . . . . . . . . . . . . . . . . . . . . . . Table C40 Guidance for air filtration C–113. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .



ABB VTR turbochargers, single-stage SAC C–148. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C55 Lubricating oils C–157. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C56 Fuel oil requirements C–158. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C57 Air receiver and air compressor capacities C–164. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C58 Tank capacities C–166. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table C59 Recommended quantities of fire extinguishing medium C–167. . . . . . . . . . . . . . . . . . . . . . . Table C60 Guidance for air filtration C–171. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Table D1 DENIS specification D–3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table D2 Alarm and safety functions of RTA.2U-B marine diesel engines D–6. . . . . . . . . . . . . . . . Table D3 Alarm and safety functions of RTA.2U-B marine diesel engines D–7. . . . . . . . . . . . . . . .

Table G1 SI dimensions G–5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table G2 Questionnaire 1 G–20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table G3 Questionnaire 2 G–21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table G4 Questionnaire 3 G–22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table G5 Questionnaire 4 G–23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table G6 Questionnaire 5 G–24. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table G7 Questionnaire 6 G–25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table G8 Questionnaire 7 G–26. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table G9 Questionnaire 8 G–27. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table G10 Questionnaire 9 G–28. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table G11 Questionnaire 10 G–29. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

List of tables


25.28.07.40 – Issue XII.98 – Rev. 0 Wärtsilä NSD Switzerland Ltdn

Table G12 Questionnaire 11 G–30. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table G13 Questionnaire 12 G–31. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table G14 Questionnaire 13 G–32. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Table G15 Questionnaire 14 G–33. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Abbreviations

Engine Selection and Project ManualRTA-U

25.28.07.40 – Issue XII.98 – Rev. 0Wärtsilä NSD Switzerland Ltd o

ABB ASEA Brown BoveriALM AlarmAMS Attended machinery spaceBFO Bunker fuel oilBN Base NumberBSEF Brake specific exhaust gas flowBSFC Brake specific fuel consumptionCAC Charge air cooler (four stroke)CCR Conradson carbonCCW Cylinder cooling waterCMCR Contract maximum continuous rating (Rx)cSt centi-Stoke (kinematic viscosity)CSR Continuous service rating (also

designated NOR and NCR)DENIS Diesel engine control and optimizing

specificatione.g. Exampli gratia (for example, for

instance)EM Engine marginEnSel � Engine selection programESPM Engine selection and project manualFQS Fuel quality settingFW Fresh waterGEA Scavenge / charge air cooler

(GEA manufacture)GTD General technical data bookHFO Heavy fuel oilHT High temperaturei.e. id est (that is to say)IMO International Maritime OrganisationIND IndicationIPDLC Integrated power-dependent liner

coolingISO International Standard OrganisationkW KilowattkWe Kilowatt electricalkWh Kilowatt hourLCV Lower calorific valueLR Light running marginLT Low temperatureM TorqueMAPEX Monitoring and maintenance performance

enhancement with expert knowledge

M1H External couple 1st order horizontalM1V External couple 1st order verticalM2V External couple 2nd order verticalMCR Maximum continuous rating (R1)MDO Marine diesel oilmep Mean effective pressureMET Turbocharger (Mitsubishi manufacture)MHI MitsubishiMIM Marine installation manualN, n Speed of rotationNCR Nominal continuous ratingNOR Nominal operation ratingOM Operational marginP PowerPI Pressure indicatorPIG Proportional integral governorppm Parts per millionPTO Power take offRCS Remote control systemRW1 Redwood seconds No. 1 (kinematic

viscosity)SAC Scavenge air cooler (two stroke)SAE Society of Automotive EngineersS/G Shaft generatorSHD Shut downSIPWA-TP Sulzer integrated piston ring wear

detecting arrangement with trend processing

SLD Slow downSM Sea marginSSU Saybolt second universalSW Sea-waterTBO Time between overhaulsTC TurbochargertEat Temperature of exhaust gas after

turbineUMS Unattended machinery spaceVEC Variable exhaust valve closingVI Viscosity indexVIT Variable injection timingVTR Turbocharger (ABB manufacture)WG Water gauge�M Torque variation

Abbreviations

Engine Selection and Project Manual RTA-U

25.28.07.40 – Issue XII.98 – Rev. 0 Wärtsilä NSD Switzerland Ltdp

Engine Selection and Project Manual

A. Introduction

��

25.28.07.40 – Issue XII.98 – Rev. 0Wärtsilä NSD Switzerland Ltd A–1

The Sulzer RTA52U-B, RTA62U-B and RTA72U-B low-speed diesel engines are a further developmentof the RTA52-U, RTA62-U and RTA72-U engines. They are designed for today’s and future large and fastgeneral cargo ships, container ships, tanker and bulk carrier vessels and are available with any or all ofthe following options:

1. Main-engine driven generator – Power take off (PTO);

2. Conventional sea-water or central fresh watercooling systems;

3. ABB, Mitsubishi or MAN turbochargers;4. Engine monitoring and remote control.

The purpose of this manual is to provide our clientswith information enabling them to select the engineand options to meet the needs of their vessels.

F10.3873

Fig. A1 Power/speed range of all IMO-2000 regulationcompatible RTA engines

This book is intended to provide the information required for the layout of marine propulsionplants. Its content is subject to the understanding that any data and information herein have beenprepared with care and to the best of our knowledge. We do not, however, assume any liability withregard to unforeseen variations in accuracy thereof or for any consequences arising therefrom.

Wärtsilä NSD Switzerland LtdPO Box 414CH-8401 Winterthur, SwitzerlandTelephone: +41 52 2624922Telefax: +41 52 2124917Telex: 896659 NSDL CHDirect Fax: +41 52 2620707


A. Introduction

��

25.28.07.40 – Issue XII.98 – Rev. 0 Wärtsilä NSD Switzerland LtdA–2

A1 Primary engine data

Engine RTA52U-B RTA62U-B RTA72U-B

Bore x stroke[mm]

520 x 1800 620 x 2150 720 x 2500

Speed [rpm] 137 137 110 110 115 115 92 92 99 99 79 79

Engine power (MCR)

Cylin-der Power R1 R2 R3 R4 R1 R2 R3 R4 R1 R2 R3 R4

5 [kW][bhp]

8 00010 875

5 6007 625

6 4258 750

5 6007 625

11 42515 550

8 00010 875

9 15012 450

8 00010 875

15 40020 950

10 77514 650

12 30016 725

10 77514 650

6 [kW][bhp]

9 60013 050

6 7209 150

7 71010 500

6 7209 150

13 71018 660

9 60013 050

10 98014 940

9 60013 050

18 48025 140

12 93017 580

14 76020 070

12 93017 580

7 [kW][bhp]

11 20015 225

7 84010 675

8 99512 250

7 84010 675

15 99521 770

11 20015 225

12 81017 430

11 20015 225

21 56029 330

15 08520 510

17 22023 415

15 08520 510

8 [kW][bhp]

12 80017 400

8 96012 200

10 28014 000

8 96012 200

18 28024 880

12 80017 400

14 64019 920

12 80017 400

24 64033 520

17 24023 440

19 68026 760

17 24023 440

Brake specific fuel consumption (BSFC)

Load

85 % [g/kWh][g/bhph]

171126

168124

171126

169124

170125

167123

170125

168123

168124

165121

168124

166122

100 % [g/kWh][g/bhph]

174128

168124

174128

170125

173127

167123

173127

169124

171126

165121

171126

167123

mep [bar] 18.3 12.8 18.3 16.0 18.4 12.9 18.4 16.1 18.3 12.8 18.4 16.1

Lubricating oil consumption *1)

System oil approximately 6 kg/cyl per day approximately 7 kg/cyl per day approximately 9 kg/cyl per day

Cylinder oil *2) 0.9–1.3 g/kWh

Remark: *1) For fully run-in engines and under normal operating conditions.*2) 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 RTA52U-B, RTA62U-B and RTA72U-B T10.3874


B. Considerations on engine selection

��

25.28.07.40 – Issue XII.98 – Rev. 0Wärtsilä NSD Switzerland Ltd B–1

B1 Introduction

Selection of a suitable main engine to meet thepower demands of a given project involves propertuning in respect of load range and the influence ofoperating conditions which are likely to prevailthroughout the entire life of the ship. This chapterexplains the main principles in selecting a SulzerRTA low-speed diesel engine.

Every engine has a layout field within which thepower/speed ratio (= rating) can be selected. It islimited by envelopes defining the area where 100per cent firing pressure (i.e. nominal maximumpressure) is available for the selection of thecontract maximum continuous rating (CMCR).Contrary to the ‘layout field’, the ‘load range’ is theadmissible area of operation once the CMCR hasbeen determined.

In order to define the required contract maximumcontinuous rating, various parameters such aspropulsive power, propeller efficiency, operationalflexibility, power and speed margins, possibility ofa main-engine driven generator, and the ship’strading patterns need to be considered.

Selecting the most suitable engine is vital toachieving an efficient cost/benefit response to aspecific transport requirement.

B2 Layout field

The layout field shown in figure B1 is the area ofpower and engine speed within which the contractmaximum continuous rating of an engine can bepositioned individually to give the desiredcombination of propulsive power and rotationalspeed. Engines within this layout field will be tunedfor maximum firing pressure and best fuelefficiency. Experience over the last years hasshown that engines are ordered with CMCR pointsin the upper part of the layout field only. It wastherefore decided for the future to define the layoutfields for every new engine or engine range in

order to provide the most cost effective solution forthe projected application. Please note that thelayout fields for some RTA engines have beenreduced in the lower parts of the former layoutfields in order to allow the fulfilling of IMO-2000emission regulations. This is of no disadvantagesince engine ratings are normally selected nearthe R1–R3 line

F10.3875

Fig. B1 Layout field applicable to the RTA engines.The contracted maximum continuous rating (Rx)may be freely positioned within the layout field forthat engine.

The engine speed is given on the horizontal axisand the engine power on the vertical axis of thelayout field, both are expressed as apercentage (%) of the respective engine’s nominalR1 parameters.



��

25.28.07.40 – Issue XII.98 – Rev. 0 Wärtsilä NSD Switzerland LtdB–2

Percentage values are being used so that thesame diagram can be applied to various enginemodels. The scales are logarithmic so thatexponential curves, such as propellercharacteristics (cubic power) and mean effectivepressure (mep) curves (first power), are straightlines.

The layout field serves to determine the specificfuel oil consumption, exhaust gas flow andtemperature, fuel injection parameters, turbo-charger and scavenge air cooler specifications fora given engine.

Calculations for specific fuel consumption,exhaust gas flows and temperature after turbineare explained in later chapters.

B2.1 Rating points R1, R2, R3 and R4

The rating points for the RTA engines R1, R2, R3and R4 are the corner points of the engine layoutfield.

The points R1 represent the nominal maximumcontinuous rating (MCR). It is the maximumpower/speed combination which is available for aparticular engine. 10 per cent overload thereof ispermissible for one hour during sea trials in thepresence of authorized representatives of theengine builder.

The points R2 define 100 per cent speed and 70per cent power.

The points R3 define 80 per cent speed and 80 percent power.

The connection R1–R3 is the nominal 100 per centline of constant mean effective pressure.

The points R4 define 80 per cent speed and 70 percent power.

The connection line R2–R4 is the line of 70 percent power between 80 and 100 per cent speed.

Points such as Rx are power/speed ratios for theselection of contracted maximum continuousratings required for individual applications. Ratingpoints Rx can be selected within the entire layoutfield for that particular engine.

B2.2 Influence of propeller revolutionson the power requirement

At constant ship speed and for a given propellertype, lower propeller revolutions combined with alarger propeller diameter increase the totalpropulsive efficiency. Less power is needed topropel the vessel at a given speed.

The relative change of required power in functionof the propeller revolutions can be approximatedby the following relation:

Px2�Px1 � �N2�N1��

Pxj = Propulsive power at propeller revolution NjNj = Propeller speed corresponding with propulsive

power Pxjα = 0.15 for tankers and general cargo ships up to

10 000 dwt.= 0.20 for tankers, bulkcarriers from 10 000 dwt to

30 000 dwt.= 0.25 for tankers, bulkcarriers larger than 30 000

dwt.= 0.17 for reefers and container ships up to

3000 TEU.= 0.22 for container ships larger than 3000 TEU.

This relation is used in the engine selectionprocedure to compare different engine alternativesand to select optimum propeller revolutions withinthe selected engine layout field.

Usually, the selected propeller revolution dependson the maximum permissible propeller diameter.The maximum propeller diameter is oftendetermined by operational requirements such asdesign draught and ballast draught limitations,class recommendations concerning propeller –hull clearance (pressure impulse induced by thepropeller on the hull).



��


The selection of main engine in combination withthe optimum propeller (efficiency) is an iterativeprocedure where also commercial considerations(engine and propeller prices) play a great role.

From the above follows that, when a power/speedcombination is known to be required, for examplepoint Rx1 as shown in figure B1, a CMCR line fora given ship’s speed, following the aboveapproximation, can be drawn through the pointRx1. This is a straight line with a slope α, shown asa dashed line, i.e. through Rx2 in figure B1. Anyother point on this line represents a newpower/speed combination, requiring a newadaptation of the propeller.

F10.1863

.* See also under B3.2

Fig. B2 Load range, with the load diagram of an enginecorresponding to a specific rating point Rx

B3 Load range

The load range diagram shown in figure B2 definesthe power/speed limits for the operation of theengine. For simplicity and general application to allengine models, the scales for power and speed arelogarithmic and given in percentage values of theCMCR (Rx) point. In practice absolute figuresmight be used for a specific installation project.

B3.1 Propeller curves

In order to establish the proper location of propellercurves, it is necessary to know the ship’s speed topower response.

Propeller curve without sea margin is for a ship witha new and clean hull in calm water and weather,often referred to as ‘trial condition’.

The propeller curves can be determined by usingfull scale trial results of similar ships, algorithmsdeveloped by maritime research institutes ormodel tank results. Furthermore, it is necessary todefine the maximum reasonable diameter of thepropeller which can be fitted to the ship. With thisinformation at hand and by applying propellerseries such as the ‘Wageningen’, ‘SSPA’ (SwedishMaritime Research Association), ‘MAU’ (ModifiedAU), etc., the power/speed relationships can beestablished and characteristics developed.

The relation between absorbed power androtational speed for a fixed-pitch propeller can beapproximated by the following cubic relationship:

P2�P1 � �N2�N1�3

in which

Pi = propeller power

Ni = propeller speed

Propeller curve without sea margin is often calledthe light running curve. The nominal propellercharacteristic is a cubic curve through the CMCRpoint. (For additional information, refer to the‘Definition of light running margin’ B3.9).



��


B3.2 Sea trial power

The sea trial power must be specified. Figure B2shows the sea trial power to be the power requiredfor point ‘B’ on the propeller curve. Often andalternatively the power required for point ‘A’ on thepropeller curve is referred to as the sea trial power.

B3.3 Sea margin (SM)

The increase in required power to maintain a givenship’s speed in calm weather (point ‘A’ in figure B2)and under average service condition (point ‘D’), isdefined as the ‘sea margin’. This margin can varydepending on owner’s and charterer’sexpectations, routes, season and schedules of theship. The location of the reference point ‘A’ and themagnitude of the sea margin are determinedbetween the shipbuilder and the owner. They formpart of the newbuilding contract.

With the help of effective antifouling paints,drydocking intervals have been prolonged up to 4or 5 years. Therefore, it is still realistic to provide anaverage sea margin of about 15 per cent of the seatrial power, refer to figure B2 , unless as mentionedabove, the actual ship type and service routedictate otherwise.

B3.4 Light running margin (LR)

The sea trial performance (curve ‘a’) in figure B3should allow for a 3 to 7 per cent light running ofthe propeller when compared to the nominal pro-peller characteristic (the example in figure B3shows 5 per cent light running margin only). Thisis in order to provide a sufficient torque reservewhenever full power must be attained under un-favourable conditions. Normally, the propeller ishydrodynamically optimized for a point ‘B’. Thetrial speed found for ‘A’ is equal to the servicespeed at ‘D’ stipulated in the contract at 90 percent of CMCR.

The recommended light running margin originatesfrom past experience. It varies with specific shipdesigns, speeds, drydocking intervals, and trade

routes (for additional information, refer to the‘Definition of light running margin’ B3.9).

F10.3148

Fig. B3 Load range diagram for a specific engine showingthe corresponding power and speed margins

B3.5 Engine margin (EM) or operationalmargin (OM)

Most owners specify the contractual ship’s loadedservice speed at 85 to 90 per cent of the contractmaximum continuous rating. The remaining 10 to15 per cent power can then be utilized to catch upwith delays in schedule or for the timing ofdrydocking intervals. This margin is usuallydeducted from the CMCR. Therefore, the 100 percent power line is found by dividing the power atpoint ‘D’ by 0.85 to 0.90. The graphic approach tofind the level of CMCR is illustrated in figures B2,B3 and B4.

In the examples two current methods are shown.Figure B2 presents the method of fixing point ‘B’and CMCR at 100 per cent speed thus obtainingautomatically a light running margin B –D of3.5 per cent. Figures B3 and B4 show the method



��


of plotting the light running margin from point ‘B’ topoint ‘D’ or ‘D�’ (in our example 5 per cent) and thenalong the nominal propeller characteristic to obtainthe CMCR point. In the examples point ‘B’ waschosen to be at 90 per cent engine power.

B3.5.1 Continuous service rating(CSR=NOR=NCR)

Point ‘A’ represents power and speed of a shipoperating at contractual speed in calm seas with anew clean hull and propeller. On the other hand,the same ship at the same speed requires apower/speed combination according to point ‘D’,shown in figure B2, B3 and B4, under servicecondition with aged hull and average weather. ‘D’is then the CSR point.

B3.5.2 Contract maximum continuousrating (CMCR = Rx)

By dividing CSR by 0.90 (in our example), anoperational margin of 10 per cent is provided, seefigures B2 and B3. The found point Rx, alsodesignated as CMCR, can be selected freelywithin the layout field defined by the four cornerpoints R1, R2, R3 and R4 (see figure B1).

B3.5.3 Engine optimisation point

The RTA52U-B, RTA62U-B and RTA72U-Bengines are optimized for the selected CMCRpoint. The built-in variable injection timing (VIT)feature provides lowest fuel consumptions at partload. Other optimisation points than at CMCR arenot regarded to be of advantage for these engines.

B3.6 Load range limits

Once an engine is optimized at CMCR (Rx), theworking range of the engine is limited by thefollowing border lines, refer to figure B2:

Line 1 is a constant mep line through CMCR from100 per cent speed and power down to95 per cent power and speed.

Line 2 is the overload limit. It is a constant mepline reaching from 100 per cent power and93.8 per cent speed to 110 per cent powerand 103.2 per cent speed. The latter is thepoint of intersection between the nominalpropeller characteristic and 110 per cent power.

Line 3 is the 104 per cent speed limit. For speedderated engines (NCMCR ≤ 0.98�NMCR) thislimit can be extended to 106 per cent if tor-sional vibration limitations are not ex-ceeded.

Line 4 is the overspeed limit at 108 per centspeed. The overspeed range between104 and 108 per cent speed is only per-missible during sea trials if needed todemonstrate the ship’s speed at CMCRpower with a light running propeller in thepresence of authorized representatives ofthe engine builder.

Line 5 reaches from 95 per cent power andspeed to 45 per cent power and 70 percent speed. This represents a curve de-fined by the equation:

P2�P1 � �N2�N1�2.45

When approaching line 5 , the engine willincreasingly suffer from lack of scavengeair and its consequences. The areaformed by lines 1 , 3 and 5 representsthe range within which the engine shouldbe operated. More specifically, the areawhich is limited by the nominal propellercharacteristic, 100 per cent power and line3 is recommended for continuous opera-

tion. The area between the nominal pro-peller characteristic (figures B2, B3 andB4) and line 5 should be reserved for ac-celeration, shallow water and normal op-erational flexibility.



��


Line 6 is defined by the equation:

P2�P1 � �N2�N1�2.45

through 100 per cent power and 93.8 percent speed.The area above line 1 is the overloadrange . It is only allowed to operate en-gines in that range for a maximum dura-tion of one hour during sea trials in thepresence of authorized representatives ofthe engine builder.

The area between lines 5 and 6 andconstant torque should only be used fortransient conditions, i.e. during fast accel-eration. This range is called ‘servicerange with operational time limit ’. As al-ready stated above, the area between thenominal propeller characteristic and line5 is not an ideal zone for continuous op-

eration of the engine.

B3.7 Load range with main-enginedriven generator

The load range diagram with main-engine drivengenerator, whether it is a shaft generator (S/G)mounted on the intermediate shaft or driventhrough a power take off gear (PTO), is very similarto that in figure B3. The difference is the additionalpower for the PTO, shown by curve ‘c’ in figure B4.This curve is not parallel to the propellercharacteristic without main-engine drivengenerator because of the varying magnitude of aconstant power in a logarithmic scale. In theexample of figure B4, the main-engine drivengenerator is assumed to absorb 5 per cent of thenominal engine power.

Of course, the CMCR point thus found must alsolie within the layout field of the engine as shown infigure B1.

F10.3149

Fig. B4 Load range diagram for an engine equipped witha main-engine driven generator, whether it is ashaft generator or a PTO-driven generator

B3.8 Definitions

Engine layout field:

Power/speed field within which the CMCR of anengine may be freely positioned. The four cornerpoints of the engine layout field are R1, R2, R3 andR4 (refer also to B2).

Engine load range:

Admissible power/speed area of operation basedon the CMCR point (see also B2).



��


B3.9 Definition of light running margin

The recommended ‘light running’ of a propellerunder new hull, loaded sea trial condition, is tocompensate for the expected future drop inrevolutions for constant-power operation. Therange is between 3–7% of CMCR engine speed.

Example: Under the following assumptions a lightrunning margin of 5–6% is required as follow:

• Drydocking intervals of ship: 5 years;• Time between main engine overhauls: 2 years

or more;• The full service speed must be attainable

under less than favourable conditions andwithout exceeding 100 per cent mep, withoutsurpassing the torque limit.

1. 1.5–2% influence of wind and weather withan adverse effect on the intake water flow ofthe propeller. Difference between Beaufort 2sea trial condition and Beaufort 4–5 averageservice condition. For vessels with a pro-nounced wind sensitivity, i.e. containershipswith 5–6 tiers of boxes on deck, this value willbe exceeded.

2. 1.5–2% increase of ship’s resistance andmean effective wake brought about by:• Rippling of hull (frame to frame);• Fouling of local, damaged areas, i.e. boot

top and bottom of the hull;• Formation of roughness under paint;• Influence on wake formation due to small

changes in trim and immersion of bulbousbow, particularly in the ballast condition.

3. 1% frictional losses due to increase of pro-peller blade roughness and consequent dropin efficiency, e.g. aluminium bronze propellers:• New: surface roughness = 12 microns;• Aged: rough surface but no fouling

= 40 microns.

4. 1% deterioration in engine efficiency suchas:• Fouling of scavenge air coolers;• Fouling of turbochargers;• Condition of piston rings;• Fuel injection system (condition and/or

timing);• Increase of back pressure due to fouling of

the exhaust gas boiler, etc.



��


B4 Ambient temperature consideration

B4.1 Engine air inlet: operating tem-peratures from 45 °C to 5 °C

Due to the high compression ratio, RTA series die-sel engines do not require any special measures,such as pre-heating the air at low temperatures,even when operating on heavy fuel oil at part loador idling. The only condition which must be fulfilledis that the water inlet temperature to the scavengeair cooler must not be lower than 25°C.

This means that:

• When combustion air is drawn directly from theengine room, no pre-heating of the combus-tion air is necessary.

• When the combustion air is ducted from out-side the engine room and the air temperaturebefore the turbocharger does not fall below5°C, no measures have to be taken.

The sea-water or the central fresh water coolingsystem permits the recovery of the engine’s dissi-pated heat and maintains the required scavengeair temperature after the scavenge air cooler by re-circulating part of the warm water to the scavengeair cooler.

The scavenge air cooling water inlet temperatureis to be maintained at a minimum of 25°C. Thismeans that the scavenge air cooling water willhave to be pre-heated in the case of low tempera-ture operation. The required heat at low power isobtained from the lubricating oil cooler and the en-gine cylinder cooling.



��


B4.2 Engine air inlet: arctic conditionsat operating temperatures below5°C

Under arctic conditions the ambient air tempera-tures can meet levels below –50°C. If the combus-tion air is drawn directly from outside, these en-gines may operate over a wide range of ambient airtemperatures between arctic condition and tropical(design) condition (45°C).

To avoid the need of a more expensive combustionair preheater, a system has been developed thatenables the engine to operate directly with cold airfrom outside.

If the air inlet temperature drops below 5°C, the airdensity increases to such an extent that the maxi-mum permissible cylinder pressure is exceeded.This can be compensated by blowing off a certainmass of the scavenge air through a blow-off deviceas shown in figure B5.

F10.1964

Fig. B5 Scavenge air system for arctic conditions

There are up to three blow-off valves fitted on thescavenge air receiver. In the event that the air inlettemperature to the scavenge air cooler is below5°C the first blow-off valve vents. For each actu-ated blow-off valve, a higher suction air tempera-ture is simulated by reducing the scavenge airpressure and thus the air density. The secondblow-off valve vents automatically as required tomaintain the desired relationship between scav-enge and firing pressures. Figure B6 shows the ef-fect of the blow-off valves to the air flow, the ex-haust gas temperature after turbine and the firingpressure.

F10.1965

Fig. B6 Blow-off effect at arctic conditions



��



C1. RTA52U-B engine

��

25.28.07.40 – Issue XII.98 – Rev. 0Wärtsilä NSD Switzerland Ltd C–1

C1 RTA52U-B engine

C1.1 Engine description

The Sulzer RTA52U-B type engine is a low-speed, direct-reversible, single-acting, two-strokeengine, comprising crosshead-guided runninggear, hydraulically operated poppet-type exhaustvalves, turbocharged uniflow scavenging systemand oil-cooled pistons.The Sulzer RTA52U-B is designed for running ona wide range of fuels from marine diesel oil (MDO)to heavy fuel oils (HFO) of different qualities.

Main parameters:Bore 520 mmStroke 1800 mmPower (MCR) 1600 kW/cylSpeed (MCR) 137 rpmMean effect. press. 18.3 barMean piston speed 8.2 m/sNumber of cylinders 5 to 8

It is available with five to eight cylinders rated at1600 kW/cyl to provide a maximum output for theeight-cylinder engine of 12 800 kW. Overall sizesrange from 6.7 m in length to 8.6 m in height forthe five-cylinder engine and 9.5 m in length to8.6 m in height for the eight-cylinder engine. Dryweights range from 210 tonnes for the five-cylin-der to 300 tonnes for the eight-cylinder model.Refer to table A1 for primary engine data.

The further development of the RTA52U-B rangeto provide an engine for ships concentratedaround providing power and reliability at the re-quired service speeds. The well-proven bore-cooling principle for pistons, liners, cylinder coversand exhaust valve seats is incorporated with vari-able injection timing (VIT) which maintains thenominal maximum firing pressure within the powerrange 100 per cent to 85 per cent.

Refer to figure C1 and the following text for thecharacteristic design features:

Remark: * The direction of rotation looking always from the propeller towards the engine is clockwise as standard.

F10.4163

Note: This illustration of the cross section isconsidered as general information only

Fig. C1 Sulzer RTA52U-B cross section

1. Welded bedplate with integrated thrustbearings and large surface main bearingshells.

2. Sturdy engine structure with low stresses andhigh stiffness comprising A-shaped fabricateddouble-wall columns and cylinder blocksattached to the bedplate by pre-tensionedvertical tie rods.

3. Fully built-up camshaft driven by gear wheelshoused in a double column located at thedriving end.

4. A combined injection pump and exhaust valveactuator unit for two cylinders each. Camshaftdriven fuel pump with double spill valves fortiming fuel delivery to uncooled injectors.Camshaft-driven actuator for hydraulic driveof poppet-type exhaust valve working againstan air spring.


C1. RTA52U-B engine

��

25.28.07.40 – Issue XII.98 – Rev. 0 Wärtsilä NSD Switzerland LtdC–2

5. Standard pneumatic control – fully equippedlocal control stand. Diesel Engine CoNtrol andoptImizing Specification (DENIS-6), standardset of sensors and actuators for control, safetyand alarms. Speed control system accordingto chapter D2.3.

6. Rigid cast iron cylinder monoblock or ironjacket moduls bolted together to form a rigidcylinder block.

7. Special grey cast iron, bore-cooled cylinderliners with load dependent cylinderlubrication.

8. Solid forged or steel cast, bore-cooledcylinder cover with bolted-on exhaust valvecage containing Nimonic 80A exhaust valve.

9. Constant-pressure turbocharging systemcomprising exhaust gas turbochargers andauxiliary blowers for low-load operation.

10. Uniflow scavenging system comprisingscavenge air receiver with non-return flaps.

11. Oil-cooled piston with bore-cooled crownsand short piston skirts.

12. Crosshead with crosshead pin andsingle-piece white metal large surfacebearings. Elevated pressure hydrostaticlubrication.

13. Main bearing cap jack bolts for easy assemblyand disassembly of white-metalled shellbearings.

14. White-metalled type bottom-end bearings.15. Semi-built crankshaft.

The following option is also available:

Power take off for main-engine driven generator


C1. RTA52U-B engine

��


C1.2 Engine data

C1.2.1 Reference conditions

If the engine is operated in the ambient conditionrange between reference conditions and design(tropical) conditions its performance is not af-fected.

The engine performance data BSFC, BSEF and tEaT in figures C2, C3 and C4 are based on refer-ence conditions as shown below. They are fol-lowing the ISO Standard 3046-1:

• Air temperature before blower : 25�C• Engine room ambient air temp. : 25�C• Coolant temp. before SAC : 25�C for SW• Coolant temp. before SAC : 29�C for FW• Barometric pressure : 1000 mbar

The reference value for the fuel lower calorificvalue (LCV) follows an international marine con-vention. The specified LCV of 42.7 MJ/kg differsfrom the ISO Standard.

C1.2.2 Design conditions

The design data for the ancillary systems arebased on standard design (tropical) conditionsas shown below. They are following the IMO-2000recommendations.• Air temperature before blower : 45�C• Engine ambient air temp. : 45�C• Coolant temp. before SAC : 32�C for SW• Coolant temp. before SAC : 36�C for FW• Barometric pressure : 1000 mbar

The reference value for the fuel lower calorificvalue (LCV) of 42.7 MJ/kg follows an internationalmarine convention.

C1.2.3 Ancillary system designparameters

The layout of the ancillary systems of the enginebases on the performance of its specified ratingpoint Rx (CMCR). The given design parametersmust be considered in the plant design to ensurea proper function of engine and ancillary systems.• Cylinder water outlet temp. : 85�C• Oil temperature before engine : 45�C• Exhaust gas back pressure

at rated power (Rx) : 300 mm WG

The engine power is independent from ambientconditions. The cylinder water outlet temperatureand the oil temperature before engine are system-internally controlled and have to remain at the spe-cified level.

C1.2.4 Estimation of engine performance data

To estimate the engine performance data BSFC,BSEF and tEaT for any engine rating Rx in the de-fined rating field, figures C2, C3 and C4 may beused.

The estimation of the performance data for any en-gine power will be done with the help of a computerprogram, the so-called winGTD , which is enclosedin this book in the form of a CD-ROM.

If needed we offer a computerized information ser-vice to analyse the engine’s heat balance and de-termine main system data for any rating pointwithin the engine layout field. For details of this service please refer to chaptersC1.5 and F.The installation of the winGTD and the hardwarespecification are explained in chapter F.


C1. RTA52U-B engine

��


C1.2.4.1 Estimating brake specific fuelconsumption (BSFC)

F10.3877

Fig. C2 Estimation of BSFC for Rx

Example:

Estimation of BSFC for 7RTA52U-B CMCR (Rx)specified and for reference condition:Power (R1) = 11 200 kWSpeed (R1) = 137 rpmPower (Rx) = 85.0% R1 = 9 520 kWSpeed (Rx) = 89.8% R1 = 123 rpmBSFC (R1) = 174 g/kWh

BSFC at Rx-point:�BSFC � – 1.9 g/kWh (figure C2)BSFC (Rx) = 174 – 1.9 = 172.1 g/kWh

For design (tropical) conditions add 3 g/kWh tothe calculated values.

Please note that any BSFC guaranteemust be subject to confirmation

by the engine manufacturer.

Derating and part load performance figures can beobtained from the winGTD-program which is en-closed in this book in the form of a CD-ROM.


C1. RTA52U-B engine

��


C1.2.4.2 Estimating brake specific ex-haust gas flow (BSEF)

F10.3878

Fig. C3 Estimation of BSEF for Rx

Example:

Estimation of BSEF for 7RTA52U-B CMCR (Rx)specified and for reference condition:Power (R1) = 11 200 kWSpeed (R1) = 137 rpmPower (Rx) = 85.0% R1 = 9 520 kWSpeed (Rx) = 89.8% R1 = 123 rpmBSEF (R1) = 8.2 kg/kWh

BSEF at Rx-point:�BSEF � + 0.17 kg/kWh (figure C3)BSEF (Rx) = 8.2 + 0.17= 8.37 kg/kWh

For design (tropical) conditions subtract 0.4 kg/kWh from the calculated values.

The estimated brake specific exhaust gasflows are within a tolerance of ± 5 per cent. An increase of BSEF by 5 per cent correspondsto a decrease of the tEaT by 15 °C.

Please note that any BSEF figuremust be subject to confirmation




C1. RTA52U-B engine

��


C1.2.4.3 Estimating temperature ofexhaust gas after turbocharger(tEaT)

F10.3879

Fig. C4 Estimation of tEaT for Rx

Example:

Estimation of tEaT for 7RTA52U-B CMCR (Rx)specified and for reference condition:Power (R1) = 11 200 kWSpeed (R1) = 137 rpmPower (Rx) = 85.0% R1 = 9 520 kWSpeed (Rx) = 89.8% R1 = 123 rpmtEaT (R1) = 275°C

tEaT at Rx-point:�tEaT � –9°C (figure C4)tEaT (Rx) = 275 – 9 = 266 °C

For design (tropical) conditions add 30 °C tocalculated values.

The estimated temperatures afterturbocharger are within a tolerance of ± 15°C.An increase of tEaT by 15 °C corresponds to adecrease in BSEF of 5 per cent.

Please note that any tEaT figuremust be subject to confirmation




C1. RTA52U-B engine

��


C1.2.5 Vibration aspects

As a leading designer and licensor we are con-cerned that satisfactory vibration levels are ob-tained with our engine installations. The assess-ment and reduction of vibration is subject forcontinuous research and we have developed ex-tensive computer software, analytical proceduresand measuring techniques to deal with the subject.For successful design the vibration behaviourneeds to be calculated over the whole operatingrange of the engine and propulsion system.

C1.2.5.1 Torsional vibration

This involves the whole shafting system compris-ing crankshaft, propulsion shafting, propeller, en-gine running gear, flexible couplings and powertake off. It is caused by gas and inertia forces aswell as by the irregularities of the propeller torque.

It is vitally important to limit torsional vibration inorder to avoid damage to the shafting. If the vibra-tion at a critical speed reaches dangerous stresslevels, the corresponding speed range has to bepassed through rapidly (barred-speed range).However, barred-speed ranges can be reduced,shifted, and in some cases avoided by installing aheavy flywheel at the driving end and/or a tuningwheel at the free end or a torsional vibrationdamper at the free end of the crankshaft.

Torsional vibration dampers of various designs areavailable to reduce energy on different levels ofvibration.Lower energy vibrations are absorbed by viscousdampers.Higher energy vibrations are absorbed by a springloaded damper type. In this case the damper issupplied with oil from the engine’s lubricating sys-tem and the heat dissipated can range from 20 kWto 60 kW depending on the size of the damper.

C1.2.5.2 Axial vibration

The shafting system is also able to vibrate in theaxial direction. This vibration is due to the axial ex-citations coming from the engine and the propeller.

In order to limit the influence of these excitationsand limit the level of vibration, an integrated axialdetuner/damper is fitted to the crankshaft of all Sul-zer RTA engines. In rare cases (e.g. five-cylinderengines and very stiff intermediate and propellershafts) the influence of axial vibration may be ap-parent at the engine top. This can be reduced bylongitudinal friction stays attached to the ship’sstructure.

C1.2.5.3 Hull vibration

The hull and accommodation are susceptible tovibration caused by the propeller, machinery andsea conditions. Controlling hull vibration isachieved by a number of different means and mayrequire fitting longitudinal and lateral stays to themain engine and installing second order balancerson each end of the main engine. These balancersare available for our engines and involve counter-weights rotating at twice the engine speed. Thereare also electrically driven secondary balancersavailable for mounting at the aft end of the ship andwhich are tuned to the engine’s operating speedand controlled in accordance with it.

Eliminating hull vibration requires co-operation be-tween the propeller manufacturer, naval architect,shipyard and engine builder.

C1.2.5.4 Estimation of engine vibrationdata

The RTA52U-B engine has been designed to elim-inate free forces and minimize unbalanced exter-nal couples of first and second order.

However, different numbers of cylinders, ratingpoint and engine tuning affect the magnitude ofthese couples and if unchecked, result in vibration.


C1. RTA52U-B engine

��


Figure C5 is a representation of the engine show-ing the free couples of mass forces and the torquevariation about the centre lines of the engine andcrankshaft.M1V is the first order couple having a vertical com-ponent.M1H is the first order couple having a horizontalcomponent.M2V is the second order couple having a verticalcomponent.∆M is the reaction to variations in the nominaltorque.Reducing the first order couples is achieved bycounterweights installed at both ends of the crank-shaft.The second order couple is larger on 5 and 6 cylin-der engines than it is on engines of 7 and 8 cylin-ders, however it is reduced to acceptable levels byfitting second order balancers.

It is important to establish at the design stage whatthe ship’s vibration form is likely to be. Table C1 willassist in assessing the effects of fitting the chosenRTA52U-B.

F10.1931

Fig. C5 External couples and forces

Free couples of mass forces Torque variation

ers R1 / R2 R3 / R4 R1 R2 R3 R4

nde

r

ed

1st order 2nd order

ed

1st order 2nd order

cylin

pee

d

with with without with*) pee

d

with with without with*)

ber o

f cy

ngi

ne s

p

standardcounter-weights

non-standardcounter-weights

2nd-orderbalancer

ngi

ne s

p



2nd-orderbalancer

um

b

En

M1V M1H M1V M1H M2V M2V En

M1V M1H M1V M1H M2V M2V ∆M ∆M ∆M ∆M

Nu

[rpm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm] [rpm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm] [±kNm]

5 126 112 – – 1271 565 81 72 – – 819 364 710 717 698 695

6 137 0 0 – – 884 144 110 0 0 – – 570 93 500 556 500 512

7 76 65 – – 257 – 49 42 – – 166 – 391 451 391 411

8 260 216 – – 0 – 168 139 – – 0 – 275 350 275 305

Remarks: *) These data refer to engines equipped with ELBA (electrical balancer) at the free end together with a gear-drivenintegrated balancer at the driving end.

Table C1 Free couples of mass forces and torque variations T10.3880


C1. RTA52U-B engine

��


As mentioned earlier the results of vibration analy-sis may lead to fitting engine stays. The lateralcomponents of the forces acting on the cross-heads may induce lateral rocking, depending onthe number of cylinders and the firing sequence.

These forces may be transmitted to the engineseating structure, and induce local vibrations.These vibrations are difficult to predict and stronglydepend on the engine foundation, frame stiffnessand pipe connections. For this reason, we recom-mend consideration of lateral stays (please refer totable C3 ‘Countermeasures for dynamic effects’),either of the hydraulic or friction type early in thedesign stage.

Figure C6 illustrates typical attachment points forlateral stays. Friction stays are installed on the en-gine exhaust side only.

F10.3588

Fig. C6 Typical attachment points for lateral stays


C1. RTA52U-B engine

��


R1: 137 rpm 1600 kW/cyl

Engine ratings R2: 137 rpm 1120 kW/cyl

Engine rat ings R3: 110 rpm 1285 kW/cyl

R4: 110 rpm 1120 kW/cyl

Lateral forcesand moments FL ML FL ML FL ML FL ML

No. ofcyl. Rating

FL[�kN]

ML[�kNm]

FL[�kN]

ML[�kNm]

FL[�kN]

ML[�kNm]

FL[�kN]

ML[�kNm]

Harmonic orders 5 10 – –

R1 239 0 21 0 – – – –

5 R2 223 0 33 0 – – – –

R3 229 0 21 0 – – – –

R4 220 0 27 0 – – – –

Harmonic orders 3 4 6 –

R1 0 160 0 212 155 0 – –

6 R2 0 52 0 187 167 0 – –

R3 0 327 0 207 155 0 – –

R4 0 267 0 195 153 0 – –


R1 0 175 0 602 130 0 – –

7 R2 0 56 0 533 144 0 – –

R3 0 358 0 589 130 0 – –

R4 0 292 0 555 132 0 – –

Harmonic orders 3 4 5 8

R1 0 224 0 244 0 555 87 0

8 R2 0 72 0 216 0 518 105 0

R3 0 458 0 239 0 532 87 0

R4 0 374 0 226 0 511 93 0

Table C2 Guide forces and moments T10.3882

F10.1935

Fig. C7 ‘H-type’ and ‘X-type’modes of engine vibration

The value of lateral forces and moments of other engine ratings and orders are available on request.


C1. RTA52U-B engine

��


C1.2.5.5 Summary

The following table C3 indicates where specialattention is to be given to dynamic effects and thecountermeasures required to reduce them. Where

installations incorporate PTO arrangementsfurther investigation is required and Wärtsilä NSDSwitzerland Ltd, Winterthur, should be contacted.

Number of cylin-ders

External couples Torsionalvibration

Axialvibration

Lateralrocking

Longitudinalrocking

2nd order balancer side-stays longitudinal-stays

5 B *1) *2) A B

6 B *1) *2) B C

7 C *1) *2) C C7

8 C *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, damper).

*2) An integrated axial detuner 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 C3 Countermeasures for dynamic effects T10.3883


C1. RTA52U-B engine

��


C1.2.5.6 Questionnaire about engine vibration

To enable us to provide the most accurate information and advice on protecting the installation and vessel from the effects ofmain engine/propeller induced vibration, please photocopy this questionnaire and send us the completed copy.

Client specificationClient name

Owner, yard, consultant, other:

Address:

Department, reference:

Country: Tel., telefax, telex:

Contact person:

Project

Type, size of vessel: Owners name (if available):

Wärtsilä NSD Switzerland Ltd representative:

Engine specificationEngine type: Sulzer RTA52U-B Engine speed [rpm]:

Engine power [kW]: Engine rotation: [clockwise] / [anticlockwise]

Barred speed range accepted: [Yes] / [No]

Power take off specificationPTO: [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:

ShaftingManufacturer: Drawing number:

(detailed drawings with the propulsion shafting used, to be enclosed)

PropellerPitch: [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]:

GeneralOrder number: Deadline:


C1. RTA52U-B engine

��


C1.2.6 Turbocharger and scavenge air cooler

The selection of turbochargers covering the typesABB VTR, MHI MET and MAN NA is shown infigure C8 to C10. The selection of scavenge aircoolers follows the demand of the selectedturbochargers.

The data can be calculated directly by thewinGTD-program (see chapter F). Some details ofthe scavenge air coolers (SAC) and turbochargersare shown in figure C4 and C5.

Sea- and fresh water: Single-stage scavenge air cooler

Cooler Water flow Design air flow Pressure drop Water content Insert

[m3/h] [kg/h] Water [bar] *1) Air [mbar] *1) [dm3/cooler] Length [mm] Mass [tonnes]

SAC 15 157 90 000 0.7 30 420 2024 3.0

SAC 17 128 57 600 0.6 30 270 1654 2.3

Table C4 Scavenge air cooler details

ABBType VTR454 VTR564 ––

ABBMass [tonnes] 3.4 6.7 ––

MHIType MET53SD MET66SD ––

MHIMass [tonnes] 2.8 5.2 ––

MANType NA40/S NA48/S NA57/T9

MANMass [tonnes] 2.2 3.7 5.1

Table C5 Turbocharger details

T10.3884

T10.3885


C1. RTA52U-B engine

��


C1.2.6.1 Turbocharger and scavenge air cooler selection

ABB VTR, Mitsubishi MET and MAN NA typeturbochargers have been approved by WärtsiläNSD Switzerland.

The SAC and TC selection is given in the layoutfields in figures C8 to C10 .

F10.3886

Fig. C8 Turbocharger and scavenge air cooler selection (ABB VTR type tubochargers)


C1. RTA52U-B engine

��


F10.3893

Fig. C9 Turbocharger and scavenge air cooler selection (MHI MET type tubochargers)


C1. RTA52U-B engine

��


F10.3902

Fig. C10 Turbocharger and scavenge air cooler selection (MAN NA type tubochargers)


C1. RTA52U-B engine

��


C1.2.7 Auxiliary blower

For manoeuvring and operating at low powers,electrically driven auxiliary blowers must be usedto provide sufficient combustion air.

Table C6 shows the number of blowers and thepower required (the indicated power applies onlyfor WNSD 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 20 20 20Max. power cons umption per blower(shaft output) *1) [kW] 60 Hz 21 25 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 theauxiliary blower.

Table C6 Auxiliary blower requirements

C1.2.8 Turning gear requirements

Table C7 shows approximative power requirement of the turning gear.

Number of cylinders El. mot. power[kW]

El. mot. speed[rpm]

Main supply

5

6 2.2 1800 440 V / 60Hz

7

8

5

6 1.8 1500 380 V / 50 Hz

7

8

Table C7 Approximative turning gear requirements

T10.3888

T10.3889


C1. RTA52U-B engine

��


C1.2.9 Pressure and temperature ranges

Table C8 represents a summary of the requiredpressure and temperature ranges at continuousservice rating (CSR). The gauge pressures aremeasured about 4 m above the crankshaft centreline. The pump delivery head is obtained by adding

the pressure losses in the piping system, filters,coolers, valves, etc., and the vertical levelpressure difference between pump suction andpressure gauge to the values in the table below.

Medium System Location of measurement

Gauge pres-sure [bar]

Temperature[° C]

Min. Max. Min. Max. Diff.

Cylinder coolingInlet 3.0 5.0 – – approx.Cylinder cooling

Outlet cylinder – – 80 90a rox.

15

Turbine coolingInlet TC 1.0 4.5 65 – approx

Fresh waterTurbine cooling

Outlet TC – – – 90a rox

10Fresh water

oolin

g

LT circuitInlet 1.0 4.0 25 36

*3)

e ai

r coo LT circuit

(single-stage SAC)Outlet – – – –

*3)

Sea water aven

ge a

Conventional coolingInlet 1.0 4.0 25 32

*3)Sea-water

Sca

v Conventional coolingOutlet – – – 57

*3)

Lubricating oil Crosshead bearing Inlet 10.0 12.0 40 50 –Lubricating oil(high pressure) Free-end balancer Inlet 4.5 6.0 – – –

PTO Free-end gear coupling (Geislinger) Inlet 2.8 3.6 – – –

Main bearing Inlet 2.8 3.6 40 50 –

Piston coolingInlet 2.8 3.6 40 50

max 30

Lubricating oil

Piston coolingOutlet – – – –

max. 30

Lubricating oil(low pressure) Thrust bearing Outlet – – – 60 –(low ressure)

Torsional vibration damper(if steel spring damper is used) Supply 1.0 – – – –

Integrated axial vibration detuner Supply 2.8 3.6 – – –

Turbocharger bearing Housing – – – 120 –

Fuel oilBooster (injection pump) Inlet 7.0 *1) 10.0 *2) – 150 –

Fuel oilAfter retaining valve (injection pump) Return 3.0 5.0 – – –

Intake from engine room (pressure drop) Air filter / Silencer 100 mmWG – – –

Scavenge airIntake from outside (pressure drop) Ducting and filter 200 mmWG – – –

Scavenge air

Cooling (pressure drop)New SAC 300 mmWG – – –

Cooling (pressure drop)Fouled SAC 500 mmWG – – –

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 8.0 – – –

ReceiverAfter cylinder – – – 515 Deviation

�50

Exhaust gas

ReceiverTC inlet – – – 515 –Exhaust gas

Manifold after turbochargerDesign max. 300 mmWG – – –

Manifold after turbochargerFouled max. 500 mmWG – – –

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 10.0 bar.*3) The water flow has to be within the prescribed limits.

Table C8 Pressure and temperature ranges T10.3890


C1. RTA52U-B engine

��


C1.3 Installation data

C1.3.1 Dimensions, masses and dismantling heights

F10.3891

Fig. C11 Engine dimensions

Number of cylinders 5 6 7 8

Di i i i hA 5 653 6 573 7 493 8 413

Dimensions in mm with atolerance of approx ± 10 mm

B 3 030tolerance of approx. ± 10 mm C 1 150

D 7 476

E 3 950

F1 8 745

F2 8 219

F3 8 775

G 1 595

I 570

K 480

L 1 275

M 920

N 656

O 2 285

T 6 950

V(1) 3 365

V(2) 3 286

Net engine mass without oil / water [tonnes] 210 250 270 300

Minimum crane capacity [tonnes] 3.0

Remark: F1 min. crane hook height for vertical withdrawalF2 min. height of ceiling for tilted piston removal when using a double jib craneF3 min. height of ceiling for vertical withdrawal when using a double jib craneV(1) dimension across turbocharger VTR564 with SAC15V(2) dimension across turbocharger VTR454 with SAC17Mass calculated according to nominal dimensions of drawings, including

turbochargers and SAC (specified for R1 and ABB turbochargers), pipings and platforms

Table C9 Dimensions and masses T10.3892


C1. RTA52U-B engine

��


C1.3.2 Engine outlines

The following engine outline illustrations are produced to a scale. They each represent R1-rated enginearrangements with ABB VTR turbocharger.

C1.3.2.1 Engine outline 5RTA52U-B

F10.3894

Fig. C12 5RTA52U-B engine outline


C1. RTA52U-B engine

��



F10.3895



C1. RTA52U-B engine

��



F10.3896



C1. RTA52U-B engine

��



’’

F10.3897



C1. RTA52U-B engine

��


C1.3.2.5 Engine seating

Note:

This is a typical example, other foundation arrangements may be possible.

F10.3898

Fig. C16 Engine foundation for RTA52U-B engine seating with epoxy resin chocks


C1. RTA52U-B engine

��


C1.4 Auxiliary power generation

C1.4.1 General information

C1.4.1.1 Introduction

This chapter covers a number of auxiliary powerarrangements for consideration. However, if yourrequirements are not fulfilled, please contact ourrepresentative or consult Wärtsilä NSDSwitzerland Ltd, Winterthur, directly. Our aim is toprovide flexibility in power management, reduceoverall fuel consumption and maintain uni-fueloperation.

The sea load demand for refrigerationcompressors, engine and deck ancillaries,machinery space auxiliaries and hotel load can bemet using a main-engine driven generator, by asteam-turbine driven generator utilising wasteheat from the engine exhaust gas, or simply byauxiliary generator sets.

Although the waste heat option is less attractivenow, due to improved combustion and lowerexhaust gas temperatures, it is still a practicalproposition for engines employed on longvoyages. The electrical power required whenloading and discharging cannot be met with amain-engine driven generator or with the wasteheat recovery system, and for vessels employedon comparatively short voyages the waste heatsystem is not viable. Stand-by diesel generatorsets (Wärtsilä or Sulzer GenSet) , burning heavyfuel oil or marine diesel oil, available for use in port,when manouevring or at anchor, provide theflexibility required when the main engine powercannot be utilised.Refer to chapter C1.4.4 of this ESPM for detailsof the Sulzer S20U GenSet.

F10.3899

Fig. C17 Heat recovery system layout


C1. RTA52U-B engine

��


C1.4.1.2 System description and layout

Although initial installation costs for a heatrecovery plant are relatively high, these are offsetby fuel savings if maximum use is made of thesteam output, i.e., electrical power, space heating,tank heating, fuel and water heating, anddomestics.

C1.4.2 Waste heat recovery

Before any decisions can be made about installinga waste heat recovery system the steam andelectrical power available from the exhaust gas isto be established.

C1.4.3 Power take off (PTO)

Main-engine driven generators are an attractiveoption when consideration is given to simplicity ofoperation and low maintenance costs. Thegenerator is driven through a free-end or tunnelPTO gear with frequency control provided bythyristor inverters or constant-speed gears.

C1.4.3.1 Arrangements of PTO

Figures C18 and C19 illustrate the PTO options. Ifyour particular requirements are not covered,please do not hesitate to contact ourrepresentative or Wärtsilä NSD Switzerland Ltd,Winterthur, directly.

F10.0475

Fig. C18 Free-end PTO gear

F10.0476

Fig. C19 Tunnel PTO gear

The following is a key to the illustrations:

F10.3514

Fig. C20 Key to illustrations

We have defined two gear types with differentcategories of installations and compared them withvarious CMCR ratings for speed and number ofcylinders. Table C10 is to assist your selection byadvising which PTO arrangements are suitablewhen vibration behaviour is taken intoconsideration; the designations F1 to F5 as well asT1 to T5 from figures C18 and C19 are to becompared with the ‘Engine arrangement’ column.

PTOgear type Category Engine arrangement

Free end F1 to F5 all engines

Tunnel T1 to T5 all engines

Table C10 PTO feasibility T10.0472


C1. RTA52U-B engine

��


C1.4.3.2 PTO options

Table C11 presents the PTO options for power andspeed available for the RTA52U-B enginedepending on the gear type.

PTOgear type

withConSpeed

withoutConSpeed

Free end

Generator speed 1000, 1200, 1500, 1800Generator speed[rpm]

700 700

Power 1200 1200Power[kWe] 1800 1800

*1) *1)

Tunnel


700

Power 1200 to suitthe ship

Power[kWe] 1800

the shiprequirement

*1)requirement

Remark: *1) Higher powers on request

Table C11 PTO options for power and speed

C1.4.3.3 Free-end PTO

The free-end gear requires no additionalfoundation. The gear box is flange coupled directlyto the free end of the engine crankshaft and addsapproximately 1 meter to the overall length whilstmaking allowances for ease of access.

C1.4.3.4 PTO Tunnel

The tunnel gear is similar to the free-end gear butmounted at the intermediate propeller shaft.Positioning the PTO gear in that area of the shipdepends upon the amount of space available.Dimensions and masses as well as arrangementdrawings are available on request.

C1.4.3.5 Constant-speed gear

The constant-speed gear unit, available for free-end and tunnel gear, is coupled to the main enginePTO to provide controlled constant speed of thegenerator drive when the main engine speed is va-ried over a range of 70–104 per cent. It uses the in-herent variable-ratio possibilities of epicyclicgears, combining the epicyclic gear itself with hy-draulic variable transmission. The generator sup-ply frequency is maintained within extremely nar-row limits by the fast response of theconstant-speed gear to input speed variations. Italso allows for continuous parallel operation be-tween PTO generator and auxiliary diesel generator(s).

T10.2864


C1. RTA52U-B engine

��


C1.4.4 Sulzer S20U diesel generator set

The Sulzer S20U packaged generator sets shownbelow in figure C21 are ideally suited to provideelectrical power, in combination with a PTO drivengenerator or as independent units. Further gener-ator set alternatives are available from WärtsiläNSD upon request.The Sulzer S20U is a four-stroke, medium-speed,non-reversible, turbocharged diesel engine spe-cifically designed for reliable, continuous operationon both heavy fuel oil (HFO) or marine diesel oil(MDO). It is mounted on a common base framewith the generator and all auxiliaries. The completeunit is elastically supported from the ships floor.

The Sulzer S20U diesel generator set has the fol-lowing main particulars:Bore = 200 mmStroke = 300 mmNumber of cylinders = 4, 6, 8, 9 in-linePower (engine) = 640–1575 kWPower (electrical) = 600–1490 kWeSpeed = 900 and 1000 rpm

Its main features are:• Real heavy fuel oil capability to ISO class

RMH55 up to 730 cSt viscosity at 50°C;• Clean combustion;• Low fuel consumption down to 195 g/kWh at

full power;• Designed for at least two years running be-

tween major overhauls in HFO operation andup to four years running on MDO.

Numberof

900 rpm 1000 rpmof

cylinders 60 Hz 50 Hz

4 640 kW 700 kW

6 960 kW 1050 kW

8 1280 kW 1400 kW

9 1440 kW 1575 kW

Table C12 Engine data for Sulzer S20U

F10.0007

Fig. C21 Sulzer S20U diesel generator set

T10.3180


C1. RTA52U-B engine

��


C1.5 Ancillary systems



Sizing engine ancillary systems, i.e. for freshwater, lubricating oil, fuel oil, etc., depends on thecontract maximum engine power. If the expectedsystem design is outside the scope of this bookplease contact our representative or Wärtsilä NSDSwitzerland Ltd, Winterthur, directly.

C1.5.1.2 Part-load data

The engine part-load data can be determined withthe help of the winGTD-program which is enclosedin this manual in the form of a CD-ROM (seechapter F).

C1.5.1.3 Engine system data

The data contained in the following tables com-prises maximum values applicable to the full powerrange (R1) of each five- to eight-cylinder engine atdesign (tropical) conditions. They are suitable forestimating the size of ancillary equipment.

A PC computer program on CD-ROM called-winGTD enables the user to obtain all full load, de-rating and part load engine data and capacities. Itis included in this document (see chapter F).

However, for convenience or final confirmationwhen optimizing the plant, Wärtsilä NSD Switzer-land Ltd provide a computerized calculation ser-vice.Please complete in full the questionnaire on thenext page to enable us to supply the necessarydata.


C1. RTA52U-B engine

��


C1.5.1.3.1 Questionnaire for engine data ( winGTD , see chapter F)

In order to obtain computerized engine perform-ance data and optimized ancillary system data,

please send completed copy of this questionn-aire to:

Wärtsilä NSD Switzerland Ltd, PO Box 414,Dept. 4043, CH-8401 Winterthur, Switzerland.or fax:Fax No. +41 52 262 07 07 Telex No. 896659NSDL CH

Client specificationCompany:

Name:

Address:

Department:

Country:

Telephone:

Telefax:

Telex:

Date of contact:

Project specificationProject number:

Shipowner, country:

Shipyard, country:

Project manager:

Wärtsilä NSD representative:

Engine specificationNumber of cylinders: RTA52U-B

PTO: ��Yes ��No (continue to ‘Rating point’ below)

(see PTO options table C11 )

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

Calculations are based on an operating mode according to propeller law and design (tropical) conditions.


C1. RTA52U-B engine

��


C1.5.1.3.2 Full power (R1) engine system data for conventional sea-water cooling system

Engine equipped with ABB VTR turbochargers*

F10.1906

*for Mitsubishi or MAN turbochargersuse data from the winGTD program(see chapter F).

Fig. C22 Conventional sea-water cooling system

Remark: *1) Excluding heat and oil flow for balancer, damper (see chapter C1.2.5) and PTO gear (see table C11).*2) Available heat for boiler with gas outlet temperature 170�C and temperature drop 5�C 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 C13 R1 data for conventional sea-water cooling system for engines with ABB VTR turbochargers. T10.3901


C1. RTA52U-B engine

��


C1.5.1.3.3 Full power (R1) engine system data for central fresh water cooling system(single-stage)

F10.1907



Fig. C23 Central fresh water cooling system, single-stage SAC


Table C14 R1 data for central fresh water cooling system for engines with ABB VTR turbochargers, single-stage SAC T10.3903


C1. RTA52U-B engine

��


C1.5.2 Piping systems

C1.5.2.1 Cooling and pre-heating water systems

C1.5.2.1.1 Conventional sea-water cooling system

Figure C24 is a schematic layout of a conventionalsea-water cooling system. Two pumps, one run-ning and one on stand-by, circulate sea-water fromthe high or low sea chest suctions through thelubricating oil and cylinder cooling water coolers

being placed in series and the scavenge air coolerwhich is arranged in parallel to the former namedones. A temperature regulating valve controls re-circulation and overboard discharge. The coolingwater inlet temperature must not be lower than25�C.

F10.0509

Fig. C24 Conventional sea-water cooling system layout


C1. RTA52U-B engine

��


C1.5.2.1.2 Central fresh water cooling system

The central cooling system in figure C25 reducesthe amount of sea-water pipework and its attend-ant problems and provides for improved coolingcontrol.

Optimizing central cooling results in lower overallrunning costs when compared with the conven-tional sea-water cooling system.

F10.3603

*1)

*1) Setpoint for temperature control valve

Fig. C25 Central fresh water cooling layout for single-stage scavenge air cooler


C1. RTA52U-B engine

��


C1.5.2.1.3 Cylinder cooling water system

Cooling of the cylinder liners and heads is carriedout by the cylinder cooling water (CCW) systemshown in figure C26.

This system is used in combination with the con-ventional sea-water cooling system.

F10.3188

Fig. C26 Cylinder cooling water system


C1. RTA52U-B engine

��


The cooling medium for the cylinder water cooleris either sea-water for the conventional system orfresh water for the central cooling system. In caseof the latter one, the cylinder water cooler 012 infigure C26 may be omitted as shown in figure C25.

The cylinder cooling water outlet from the engineis thermostatically controlled by an automaticvalve (011). A static pressure head is provided,thermal expansion allowed and water losses madeup by the expansion tank (013), to be installed ashigh as possible above the pump suction (002) toprevent ingress of air into the cooling systemthrough the pump gland. The freshwater generator(010) is not to require more than 40 per cent of theheat dissipated from the cylinder cooling water atCMCR and is to be used at engine loads above 50per cent only. In the event that more heat is re-quired (up to 85%), an additional temperature con-trol system is to be installed ensuring adequatecontrol of the cylinder cooling water outlet tem-perature (information can be obtained fromWNSD).

Correct treatment of the fresh water is essential forsafe engine operation. Only totally demineralizedwater or condensate must be used as water and itmust be treated with a suitable corrosion inhibitorto prevent corrosive attack, sludge formation andscale deposits in the system. No internally galvan-ized steel pipes should be used in connection withtreated fresh water, since most corrosion inhibitorshave a nitrite base. Nitrites attack the zinc lining ofgalvanized piping and create sludge.

C1.5.2.1.4 Pre-heating system

To prevent corrosive liner wear when not in serviceduring short stays in port, it is important that themain engine is kept warm. Warming-through canbe provided by a dedicated heater (004) as shownin figure C26 ‘Cylinder cooling water system’,using boiler raised steam, hot water from the dieselauxiliaries, or by direct circulation from the dieselauxiliaries. If the requirement is for a separate pre-heating pump (003), a small unit of five per cent ofthe main pump capacity (002) and an additional

non-return valve between the CCW pumps and theheater (004) are to be installed. In addition, thepumps are to be electrically interlocked to preventboth pumps running at the same time. The oper-ation of the heater is controlled by a separate tem-perature sensor installed at the engine outlet andthe flow rate is set by a throttling disc. If the dieselauxiliaries are to be used to provide warming-through directly, it is important at the design stageto ensure that there is sufficient heat available andthat cross-connecting pipework and isolating non-return valves are included.

Before starting and operating the engine, a tem-perature of 60°C at the cylinder cooling wateroutlet of the main engine is recommended. If theengine is to be started below the recommendedtemperature, engine power is not to exceed 80 percent of CMCR until the water temperature has re-ached 60°C.

F10.3881

Fig. C27 Engine pre-heating power

To estimate the heater power capacity required toachieve 60°C, the heating-up time and the engineambient temperature are the most important para-meters. They are plotted on the graph shown in fig-ure C27 to arrive at the required capacity per cyl-inder; this figure is multiplied by the number ofcylinders to give the total heater capacity required.


C1. RTA52U-B engine

��


Example for 7RTA52U-B:For an estimated heating-up time of 6 hours toachieve 60°C and for an engine ambient tempera-ture of 40°C the approximate amount of heat forengine pre-heating per cylinder is 9 kW (see fig-ure C27) is:Heater capacity = 7 � 9 kW = 63 kW

C1.5.2.2 Lubricating oil systems

C1.5.2.2.1 Lubricating oil systems forengine

Lubrication of the main bearings, thrust bearings,bottom-end bearings, camshaft bearings, cross-head bearings, together with the piston cooling, iscarried out by the main lubricating oil system, seefigure C28 ‘Main lubricating oil system’. The elev-ated lub. oil pressure for the crosshead bearings isobtained using separate pumps. The cylinder linerlubrication is carried out by a separate system asshown in figure C29 ‘Cylinder lubricating oil sys-tem’. The system oil and cylinder lubricating oilconsumptions are indicated in table A1.

The products listed in table C15 ‘Lubricating oils’were selected in co-operation with the oil suppliersand are considered the appropriate lubricants intheir respective product lines for the applicationindicated. Wärtsilä NSD Switzerland Ltd does notaccept any liability for the quality of the supplied lu-bricating oil or its performance in actual service.

In addition to the oils shown in the mentioned list,there are other brands which might be suitable forthe use in Sulzer diesel engines. Information con-cerning such brands may be obtained on requestfrom Wärtsilä NSD Switzerland Ltd, Winterthur.

For marine crosshead engines with oil-cooled pis-tons, an additive-type crankcase oil of the SAE 30viscosity grade must be used as system oil. It musthave a minimum BN of 5, detergent properties andmeet load carrying performance of the FZG gearmachine method IP 334/90, load stage pass 9.Good thermal stability, antifoam properties andgood demulsifying performance are further re-quirements.

The cylinders in the crosshead diesel engines arelubricated by a separate system working on theonce-through principle, i.e. fresh lubricating oil isdirectly fed into the cylinders to provide lubricationfor the liners, pistons and piston rings.

For normal operating conditions, a high-alkalinemarine cylinder oil of the SAE 50 viscosity gradewith a minimum kinematic viscosity of 18.5 cSt at100°C is recommended. The alkalinity of the oil isindicated by its Base Number (BN).

Note:The ‘Base Number’ or ‘BN’ was formerly known as‘Total Base Number’ or ‘TBN’. Only the name haschanged, values remain identical.

C1.5.2.2.2 Lubricating oil systems forturbochargers

The ABB VTR turbochargers with antifriction bear-ings have a fully integrated lub. oil system which isindependent of the engine’s lub. oil system.The Mitsubishi MET and MAN NA turbochargersfeature journal bearings which can be lubricatedfrom the engine’s lub. oil system. However, to ex-tend the life time of these journal bearings, a separ-ate lub. oil system which only serves the turbo-chargers can be supplied. For more informationplease contact WNSD.


C1. RTA52U-B engine

��


C1.5.2.2.3 Lubricating oil maintenance andtreatment

Treatment of the system oil by self-cleaning separ-ators is absolutely necessary to maintain the oil ingood condition over a long working period. In order to remove any water from the lubricatingoil the separator has to operate as a purifier of thefull discharge type. Pre-heating of the oil between90–95°C will increase the efficiency of the separ-ation process.

The minimum throughput of the lubricating oil sep-arator is determined by the contracted maximumpower (CMCR) of the engine as follows:

V.

separator(CMCR) � 0.14 dm3�kWh

Example:Estimation of minimum throughput of the lubricating oil separator for 7RTA52U-B with CMCR = 11 200 kW

V.

separator(CMCR) � 0.14 � 11 200 � 1568 dm3�h

The separator throughput related to its nominal ca-pacity has to conform to the recommendations ofthe separator manufacturer. This separator shouldnever be used for fuel oil separation, to preventcross-contamination of the lubricating oil.


C1. RTA52U-B engine

��


F10.3545

Fig. C28 Main lubricating oil system


C1. RTA52U-B engine

��


F10.3644

Fig. C29 Cylinder lubricating oil system


C1. RTA52U-B engine

��


Remark: All cylinder oils must be of SAE 50 viscosity grade with a minimum kinematic viscosity of 18.5 cSt at 100�C.For running-in new cylinder liners and piston rings, refer to the appropriate sections in the instruction manual and ServiceBulletins.

Table C15 Lubricating oils T10.4186


C1. RTA52U-B engine

��


C1.5.2.3 Fuel oil systems

C1.5.2.3.1 Fuel oil requirements

In Table C16 ‘Fuel oil requirements’ some heavyfuel oil specifications are given. The values in thecolumn ‘Bunker limit’ (RMH55) indicate the mini-mum quality of heavy fuel as bunkered. Good op-erating results have been achieved with commer-cially available fuels within these limits. Thecolumn ‘Recommended fuel quality’ is an exampleof a good quality fuel of the type commonly used inSulzer diesel engines. The use of this variety of fuelcan be expected to have a positive influence onoverhaul periods, by improving combustion, wearand exhaust gas composition.The fuel oil as bunkered must be processed beforeit enters the engine. The difference between therecommended fuel quality of bunker and at engineinlet is an approximate indication of the improve-ment that must be achieved by fuel oil treatment.If catalyst fines are present they must be removed.The fuel oil should contain no foreign substancesor chemical waste which are hazardous to thesafety of the ship, harmful to the environment ordetrimental to the performance of machinery.

The CCAI (Calculated Carbon Aromaticity Index,ISO 8217: 1996) is a function of viscosity and den-sity, and is an indication of the ignition quality formedium and high-speed diesel engines. In low-speed engines ignition delay as given by the CCAIis of less importance. There is no rigidly applicablelimit for this quantity, but good results have beenobtained with commercially available fuels whichhave CCAI values up to 870.

The maximum admissible viscosity of the fuel thatcan be used in an installation depends on the heat-ing and fuel preparation facilities available. As aguidance, the necessary pre-heating temperaturefor a given nominal viscosity can be taken from theviscosity/temperature chart in figure C30. The recommended viscosity range of fuel enteringthe engine is: 13–17 mm2/s (cSt) .

Parameter Unit Bunker limit Test method *3) Recommended fuel quality

ISO 8217:1996class F, RMH55

Bunker Engine inlet

Density at 15 °C [kg/m3] max. 991.0 *1) ISO 3675: 1993 max. 991 max. 991

Kinematic viscosity• at 50 °C• at 100 °C

[mm2/s(cSt)][mm2/s(cSt)][mm2/s(cSt)]

––

max. 55.0

ISO 3104: 1994ISO 3104: 1994ISO 3104: 1994

–max. 730max. 55.0

13– 17––

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 *2) max. 150 max. 150

Sodium [mg/kg (ppm)] – AAS max. 100 max. 30

Aluminium plus Silicon [mg/kg (ppm)] max. 80 ISO 10478: 1994 max. 80 max. 15

Total sediment, potential [m/m (%)] max. 0.10 ISO 10307: 1993 max. 0.05 max. 0.05

Water [v/v (%)] max. 1.0 ISO 3733: 1976 max. 1.0 max. 0.2

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) Density of up to 1010 kg/m3 (ISO 8217:1996, class F, RMK55) can be accepted if the fuel treatment plant is suitably equipped to remove water from high-density fuel.

*2) Until publication of this standard X-ray fluorescence or AAS are suggested.*3) ISO standards can be obtained from the ISO Central Secretariat, PO Box 56, Geneva, Switzerland.

Table C16 Fuel oil requirements T10.3835


C1. RTA52U-B engine

��


F10.0265

Fig. C30 Fuel oil viscosity-temperature diagram


C1. RTA52U-B engine

��


C1.5.2.3.2 Fuel oil treatment

Figure C31 ‘Heavy fuel oil treatment layout’ is aschematic diagram of a fuel oil treatment plant andthe following points should be considered beforedesigning a system.

Gravitational settling of water and sediment inmodern fuel oils is an extremely slow process dueto the small density difference between the oil andthe sediment. To achieve the best settling results,the surface area of the settling tank should be aslarge as possible, because the settling process isa function of the fuel surface area of the tank, theviscosity and the density difference. The purposeof the settling tank is to separate the sludge andwater contained in the fuel oil, to act as a buffertank and to provide a suitable constant oil tempera-ture of 60°C to 70°C.

It is advisable to use separators without gravitydisc to meet the requirements for heavy fuel separ-ation up to 730 mm2/s at 50°C and make the con-tinuous and unattended onboard operation easier.As it is usual to install a stand-by separator as aback-up, it is of advantage to use it to improve theseparation. For the arrangement of separators,refer to the manufacturer’s instructions. The effec-tive separator throughput is to be in accordancewith the maximum consumption of the dieselengine plus a margin of 15–20 per cent , whichensures that separated fuel oil flows back from thedaily tank to the settling tank. The separators areto be in continuous operation from port to port.

Figure C31 ‘Heavy fuel oil treatment layout’ showsindividual positive displacement type pumps but itis also acceptable to have these pumps integratedin the separator. It is important that the pumps op-erate at constant capacity in order to achieve equalresults over the whole operating time.The separation temperature is to be controlledwithin ± 2°C by a preheater .

To achieve a good separating effect, the through-put and the temperature of the fuel must be ad-justed in relation to the viscosity. With high-viscos-ity fuels, the separating temperature must beincreased whereas the throughput must be de-creased in relation to the nominal capacity of theseparator. For recommended operating data, referalso to the separator instruction manual.


C1. RTA52U-B engine

��


F10.3193

Fig. C31 Heavy fuel oil treatment layout


C1. RTA52U-B engine

��


C1.5.2.3.3 Pressurized fuel oil system

The system shown in figure C32 is recommendedfor use with engines burning heavy fuel oils. Fueloil from the heated daily tank (002, figure C31)passes through the change-over valve (002), filter(003) and is transferred to the mixing unit (006) bythe low-pressure feed pump (004). The high-pres-sure booster pump (007) transfers the fuel throughthe heater (008), viscosimeter and the filter (009)into the engine manifold to supply the injectionpumps (011).

Circulation is maintained via pipework back to themixing tank which equalizes the fuel oil tempera-ture between the hot oil returning from the engineand the cooler oil from the daily tank. The pressureregulating valve (005) controls the delivery of thelow-pressure pump and ensures that the dis-charge pressure is 1 bar above evaporation pres-sure to prevent entrained water from flashing offinto steam.

F10.3850

Fig. C32 Pressurized fuel oil system


C1. RTA52U-B engine

��


C1.5.2.4 Starting and control air system

Figure C33 is a typical layout for our engine in-stallations.

However, it may be preferred to separate the con-trol air supply and install a dedicated control aircompressor and air receiver.

F10.3303

Fig. C33 Starting and control air system


C1. RTA52U-B engine

��


Starting air Air receivers Air compressors

Number of starts requested by the classification so-cieties for reversible engines 12 *1) 12 *1)

Pressure rangeMax. air pressure Free air delivery at

Pressure range25 [bar] 30 [bar] 25 [bar] 30 [bar]

No. of cylinders Number x volume [m3] Number x capacity [Nm3/h]

5 2 x 1.7 2 x 1.5 2 x 43 2 x 45

6 2 x 1.9 2 x 1.6 2 x 47 2 x 49

7 2 x 2.1 2 x 1.8 2 x 53 2 x 55

8 2 x 2.4 2 x 2.1 2 x 61 2 x 63

Remark: *1) 12 consecutive starts of the main engine, alternating between ahead and astern

Table C17 Air receiver and air compressor capacities

Table C17 outlines the basic requirements for asystem similar to figure C33 ‘Starting and controlair system’ for maximum engine rating.

Figure C34 enables optimization of compressorsand air receivers for the contract maximum con-tinuous rating (CMCR). The figure on the rightshows the factor for multiplying compressor and airreceiver capacities, e.g. for a 7RTA52U-B enginewith CMCR of 85 per cent power at approx. 90 percent speed the Rx point has a factor of 1.09. Referring to table C17 the requirement is:

For 25 bar design

– 2 x 2.1 x 1.09 m3 for air receivers– 2 x 53 x 1.09 Nm3/h for air compressors

For 30 bar design


Note: The above capacities are for the engineonly. If additional consumers for boardpurposes must be supplied with air, thenadditional capacity must be provided.

F10.3900

Fig. C34 Correction of air receiver and air compressor ca-pacities

T10.3926


C1. RTA52U-B engine

��


C1.5.2.5 Leakage collection system and washing devices

Treatment and disposal of wastes must fulfill all laws for the protection of the environment of thosecountries the ship will trade with.

F10.4226

Fig. C35 Leakage collection and washing layout. Typical arrangement of wash water supply and drains collection


C1. RTA52U-B engine

��


C1.5.3 Tank capacities

UnitsNumber of cylinders

Units5 6 7 8

Cylinder cooling water expansion tank Cyl. cooling water system (fig. C26, item 013) [m3] 0.5 0.5 0.5 0.5

Cylinder lubricating oil daily service tank *1) Cylinder lub. oil system (fig. C29, item 003) [m3] 0.4 0.5 0.6 0.7

Lubricating oil drain tank (initial filling) Main lub. oil system (fig. C28, item 002) [m3] 11 13 15 17

HFO daily tank *2) Heavy fuel oil treat. system (fig. C31, item 002) [m3] (0.20 �� t1) / 1000

MDO daily tank *3) Heavy fuel oil treat. system (fig. C31, item 003) [m3] (0.20 �� t2) / 1000

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 8 hours

depending on the operational requirements and efficiency of the fuel treatment plant.*3) t2 = value in hours for required running time with MDO at CMCR [kW]. This figure depends on the operational

requirements.

Table C18 Tank capacities T10.3904


C1. RTA52U-B engine

��


C1.5.4 Fire protection

All the engine spaces (air receiver) in which fire candevelop are provided with screwed connections forthe injection of a fire-extinguishing medium if re-quired.

Number of extinguishing bottles in the case of car-bon dioxide are shown in table C19 below.

Extinguishingmedium

Piston underside at bottomdead centre including common

section of cylinder jacket

Bottle Recommended total number of fire extinguishingbottles

Number of cylinders

Volume[m3/cyl.]

Mass[kg/cyl.]

Size[kg]

5 6 7 8

Carbon-dioxide

3.5 13 45 1 2 2 2

Table C19 Recommended quantities of fire extinguishing medium

Different extinguishing agents can be consideredfor fire fighting purposes. Their selection is madeeither by shipbuilder or shipowner in compliancewith the rules of the classification society involved.

As far as the fire protection of the main engine isconcerned, carbon dioxid (CO2, see table C19above) or steam can be used.

Steam as an alternative fire-extinguishing mediumfor the scavenge air spaces of the piston undersidemay result in corrosion if adequate countermea-sures are not taken immediately after use.

T10.3906


C1. RTA52U-B engine

��


C1.5.5 Exhaust gas system

The following calculation of exhaust gas system are based on figures C36, C37 and C38 and are givenas example only.

F10.4162

Fig. C36 Determination of exhaust pipe diameters

Example:

Estimation of exhaust pipe diameters for7RTA52U-B CMCR (Rx) specified and for de-sign (tropical) conditions:Power (R1) = 11 200 kWSpeed (R1) = 137 rpmPower (Rx) = 85.0% R1 = 9 520 kWSpeed (Rx) = 89.8% R1 = 123 rpm

Recommended gas velocities:

Pipe A: wA = 40 m/s,

Pipe B: wB = 25 m/s,

Pipe C: wC = 35 m/s,

1) Exhaust gas mass flow (acc. to figure C3 ):

qm � (8.37� 0.4) · 9 520� 75 874 kg�h

2) Exhaust gas temperature (acc. to figure C4):

tEaT� 266� 30� 296�C

3) Exhaust gas density (assumed back pressure on turbine outlet �p = 300 mm WG, figure C37):

�EXH �P

RT� 0.63 kg�m3

4) Number of turbochargers (acc. to figures C8, C9 and C10 ):

nTC � 1


C1. RTA52U-B engine

��


F10.3907

Fig. C37 Estimation of exhaust gas density

F10.3908

Fig. C38 Estimation of exhaust pipe diameters


C1. RTA52U-B engine

��


5) Exhaust gas volume flow:

Pipe A:

qVA �qm

�EXH � nTC� 75 874

0.63 � 1� 120 435 m3�h

Pipes B and C:

qVB � qVC �qm�EXH

� 75 8740.63

� 120 435 m3�h

6) Exhaust pipe diameters:

Pipe diameters are (approx. according to figure C38):

dA = 1030 mm,

dB = 1300 mm,

dC = 1100 mm,

or calculated:

dpipe � 18.81 �qV

wpipe� [mm]

Check the back pressure drop of the whole ex-haust gas system (not to exceed 300 mmWG).


C1. RTA52U-B engine

��


C1.5.6 Engine air supply / Engine room ventilation

The air supply to the engine room can be calcu-lated according to ISO 8861 ’Shipbuilding engineroom ventilation in diesel engined ships’.By experience, the amount of air supplied to theengine room by ventilators should be approxi-mately twice the amount of air consumed by themain engine at CMCR power in order to keep theengine room temperature within reasonable le-vels. If auxiliary engines are in the same room, theirair consumption must be added to the air con-sumption of the main engine. A portion of the airmust be ducted to the vicinity of the turbochargerair inlet filters.

Air filtration:

In the event that the air supply to the machineryspaces has a high dust content in excess of0.5 mg/m3 which can be the case on ships tradingin coastal waters, desert areas or transporting dustcreating cargoes, there is a greater risk of in-creased wear to the piston rings and cylinderliners.

The normal air filters fitted to the turbochargers areintended mainly as silencers and not to protect the

engine against dust. The necessity for the installa-tion of a dust filter and the choice of filter type de-pends mainly on the concentration and composi-tion of the dust in the suction air.

Where the suction air is expected to have a dustcontent of 0.5 mg/m3 or more, the engine must beprotected by filtering this air before entering the en-gine, e.g. also on coastal vessels or vessels fre-quenting ports having high atmospheric dust orsand content.

Marine installations have seldom had special airfilters installed until now. Stationary plants on theother hand, very often have air filters fitted to pro-tect the diesel engine. The installation of a filtrationunit for the air supply to the diesel engines and gen-eral machinery spaces on vessels regularly trans-porting dust-creating cargoes such as iron ore andbauxite, is highly recommended.

Table C20 and figure C39 ‘Air filter size’ show howthe various types of filter are to be applied.

Atmospheric dust concentration

Normal

M t f t ti l i

Normal shipboard requirementShort period < 5 % of

Alternatives necessary forvery special circumstances

Most frequent particle sizesShort eriod < 5 % of

running time,< 0.5 mg/m3

frequently to permanently≥ 0.5 mg/m3

permanently> 0.5 mg/m3

> 5 µmStandard

turbocharger filtersufficient

Oil wettedor

roller screen filter

Inertial separatorand

oil wetted filter

< 5 µmStandard


Oil wettedor

panel filter


oil wetted filter

Valid for the vast majorityof installations

These may likely apply to only a very few extreme cases.For example: ships carrying bauxite or similar dusty cargoes

or ships routinely trading along desert coasts.

Table C20 Guidance for air filtration T10.3202


C1. RTA52U-B engine

��


F10.3909

Fig. C39 Air filter size


C1. RTA52U-B engine

��


C1.6 Engine noise

It is very important to protect the ship’s crew / pass-engers from the effects of machinery space noiseand reduce the sound pressure levels in the en-gine-room and around the funnel casing by apply-ing adequate sound insulation.

Figures C40, C41 and C42 give the sound pres-sure level and frequency at the engine surface,turbocharger air inlet pipe and turbocharger ex-haust gas outlet pipe enabling insulation and noiseabatement calculations to be made.

C1.6.1 Surface sound pressure level at 1 m distance under free field conditions

F10.3910

Fig. C40 Sound pressure level at 1 m distance

C1.6.2 Sound pressure level in suction pipe at turbocharger air inlet,reference area = 1.0 m 2

F10.3911

Fig. C41 Sound pressure level at turbocharger air inlet


C1. RTA52U-B engine

��


C1.6.3 Sound pressure level in discharge pipe at turbocharger exhaust outlet,reference area = 1.0 m 2

F10.3912

Fig. C42 Sound pressure level at turbocharger exhaust outlet


C2. RTA62U-B engine

��


C2 RTA62U-B engine








F10.4163








C2. RTA62U-B engine

��















C2. RTA62U-B engine

��


C2.2 Engine data



The engine performance data BSFC, BSEF and tEaT in figures C44, C45 and C46 are based onreference conditions as shown below. They arefollowing the ISO Standard 3046-1:











To estimate the engine performance data BSFC,BSEF and tEaT for any engine rating Rx in the de-fined rating field, figures C44, C45 and C46 maybe used.




C2. RTA62U-B engine

��



F10.3927


Example:


BSFC at Rx-point:�BSFC � – 2.1 g/kWh (figure C44)BSFC (Rx) = 173 – 1.9 = 171.1 g/kWh






C2. RTA62U-B engine

��



F10.3878


Example:


BSEF at Rx-point:�BSEF � 0.17 kg/kWh (figure C45)BSEF (Rx) = 8.2 + 0.17 = 8.37 kg/kWh







C2. RTA62U-B engine

��



F10.3879


Example:

Estimation of tEaT for 7RTA62U-B CMCR (Rx)specified and for reference condition:Power (R1) = 15 995 kWSpeed (R1) = 115 rpmPower (Rx) = 85.0% R1 = 13 596 kWSpeed (Rx) = 89.6% R1 = 103 rpmtEaT (R1) = 275 °C

tEaT at Rx-point:�tEaT � –9 °C (figure C46)tEaT (Rx) = 275 – 9 = 266 °C







C2. RTA62U-B engine

��










In order to limit the influence of these excitations,and limit the level of vibration, an integrated axialdetuner/damper is fitted to the crankshaft of all Sul-zer RTA engines. In rare cases (e.g. five-cylinderengines and very stiff intermediate and propellershafts) the influence of axial vibration may be ap-parent at the engine top. This can be reduced bylongitudinal friction stays attached to the ship’sstructure.








C2. RTA62U-B engine

��



It is important to establish at the design stage whatthe ship’s vibration form is likely to be. Table C21will assist in assessing the effects of fitting thechosen RTA62U-B.

F10.1931



ers R1 / R2 R3 / R4 R1 R2 R3 R4

nde

r

ed

1st order 2nd order

ed

1st order 2nd order

cylin

pee

d


d


ber o

f cy

ngi

ne s

p



2nd-orderbalancer

ngi

ne s

p



2nd-orderbalancer

um

b

En



Nu


5 204 194 – – 2122 762 131 124 – – 1358 488 1206 1216 1183 1181

6 115 0 0 – – 1476 12 92 0 0 – – 945 8 849 944 847 870

7 124 113 – – 429 – 79 72 – – 275 – 665 765 662 698

8 414 379 – – 0 – 265 243 – – 0 – 468 594 464 517




C2. RTA62U-B engine

��





F10.3588



C2. RTA62U-B engine

��


R1: 115 rpm 2285 kW/cyl

Engine ratingsR2: 115 rpm 1600 kW/cyl

Engine rat ingsR3: 92 rpm 1830 kW/cyl

R4: 92 rpm 1600 kW/cyl


No. ofcyl. Rating

FL[�kN]

ML[�kNm]

FL[�kN]

ML[�kNm]

FL[�kN]

ML[�kNm]

FL[�kN]

ML[�kNm]


R1 339 0 30 0 – – – –

5 R2 317 0 47 0 – – – –

R3 326 0 29 0 – – – –

R4 314 0 38 0 – – – –


R1 0 280 0 360 220 0 – –

6 R2 0 83 0 318 238 0 – –

R3 0 572 0 353 220 0 – –

R4 0 472 0 333 218 0 – –


R1 0 306 0 1022 184 0 – –

7 R2 0 91 0 905 205 0 – –

R3 0 626 0 1003 184 0 – –

R4 0 516 0 947 188 0 – –


R1 0 393 0 415 0 942 124 0

8 R2 0 116 0 368 0 879 150 0

R3 0 803 0 407 0 904 123 0

R4 0 662 0 385 0 870 132 0


F10.1935




C2. RTA62U-B engine

��


C2.2.5.5 Summary





Axialvibration

Lateralrocking

Longitudinalrocking


5 A *1) *2) A B

6 B *1) *2) B C

7 C *1) *2) C C7

8 C *1) *2) A C







C2. RTA62U-B engine

��






Address:



Contact person:

Project







ConSpeed type:

Gear



PTO – Generator

Manufacturer: Type:










Mean pitch [m]:




C2. RTA62U-B engine

��




The data can be calculated directly by thewinGTD-program (see chapter F). Some details ofthe scavenge air coolers (SAC) and turbochargersare shown in table C24 and C25.

Sea- and fresh water: Single-stage scavenge air cooler (standard)



SAC 15 157 90 000 0.7 30 420 2024 3.0

SAC 17 128 57 600 0.6 30 270 1654 2.3


ABBType VTR454 VTR564 ––

ABBMass [tonnes] 3.4 6.7 ––

MHIType MET53SD MET66SD ––

MHIMass [tonnes] 2.8 5.2 ––

MANType NA40/S NA48/S NA57/T9



T10.3884

T10.3885


C2. RTA62U-B engine

��




The SAC and TC selection is given in the followingfigures C50 to C52.

F10.3935

Fig. C50 Turbocharger and scavenge air cooler selection (ABB VTR type tubochargers)


C2. RTA62U-B engine

��


F10.3941



C2. RTA62U-B engine

��


F10.3946

Fig. C52 Turbocharger and scavenge air selection (MAN NA type tubochargers)


C2. RTA62U-B engine

��



For manoeuvring and operating at low powers,electrically driven auxiliary blowers must be usedto provide sufficient combustion air. Table C26

shows the number of blowers and the power re-quired (the indicated power applies only for WNSDspecified blowers).

Number of cylinders

5 6 7 8








El. mot. speed[rpm]

Main supply

5

6 3.7 1800 440 V / 60Hz

7

8

5

6 3.1 1500 380 V / 50 Hz

7

8


T10.3937

T10.3938


C2. RTA62U-B engine

��







Temperature[° C]




15




10Fresh water

oolin

g


*3)

e ai

r coo LT circuit


*3)

Sea water aven

ge a


*3)Sea-water

Sca


*3)





max 30

Lubricating oil


max. 30









Scavenge air







�50

Exhaust gas







C2. RTA62U-B engine

��




F10.3891



Di i i i hA 6 479 7 579 8 679 9 779



D 8 750

E 4 210

F1 10 300

F2 9 628

F3 10 302

G 1 880

I 593

K 383

L 1 267

M 1 100

N 770

O 2 720

T 8 220

V(1) 3 520

V(2) 3 470



Remark: F1 min. crane hook height for vertical withdrawalF2 min. height of ceiling for tilted piston removal when using a double jib craneF3 min. height of ceiling for vertical withdrawal when using a double jib craneV(1) dimension across turbocharger VTR564 with SAC15V(2) dimension across turbocharger VTR454 with SAC17Mass calculated according to nominal dimensions of drawings, including




C2. RTA62U-B engine

��



The following engine outline illustrations are produced to a scale. They each represent R1-rated enginearrangements with ABB VTR turbocharger.


F10.3942



C2. RTA62U-B engine

��



F10.3943



C2. RTA62U-B engine

��



F10.3944



C2. RTA62U-B engine

��



’’

F10.3945



C2. RTA62U-B engine

��



F10.3549

Note:




C2. RTA62U-B engine

��








F10.3899



C2. RTA62U-B engine

��









Figures C60 and C61 illustrate the PTO options. Ifyour particular requirements are not covered,please do not hesitate to contact ourrepresentative or Wärtsilä NSD Switzerland Ltd,Winterthur, directly.

F10.0475


F10.0476



F10.3514








C2. RTA62U-B engine

��




PTOgear type

withConSpeed

withoutConSpeed

Free end


700 700

Power 1200 1200Power[kWe] 1800 1800

*1) *1)

Tunnel


700


Power[kWe] 1800

the shiprequirement

*1)requirement





C2.4.3.4 PTO Tunnel



The constant-speed gear unit, available for free-end and tunnel gear, is coupled to the main enginePTO to provide controlled constant speed of thegenerator drive when the main engine speed is va-ried over a range of 70–104 per cent. It uses the in-herent variable-ratio possibilities of epicyclicgears, combining the epicyclic gear itself with hy-draulic variable transmission. The generator sup-ply frequency is maintained within extremely nar-row limits by the fast response of theconstant-speed gear to input speed variations. Italso allows for continuous parallel operation be-tween PTO generator and auxiliary diesel generator(s).

T10.2864


C2. RTA62U-B engine

��









Numberof

900 rpm 1000 rpmof


4 640 kW 700 kW

6 960 kW 1050 kW

8 1280 kW 1400 kW

9 1440 kW 1575 kW


F10.0007


T10.3180


C2. RTA62U-B engine

��









The data contained in the following tables com-prises maximum values applicable to the full powerrange (R1) of each five to eight cylinder engine atdesign (tropical) conditions. They are suitable forestimating the size of ancillary equipment.

A PC computer program on CD-ROM calledwinGTD enables the user to obtain all full load, de-rating and part load engine data and capacities. Itis included in this document (see chapter F).



C2. RTA62U-B engine

��







Name:

Address:

Department:

Country:

Telephone:

Telefax:

Telex:

Date of contact:


Shipowner, country:

Shipyard, country:

Project manager:




(see PTO options table C31)

Max. PTO [kW] ��700 ��1200 ��1800 ��


Speed [rpm]: ��1000 ��1200 ��1500 ��1800


Speed: rpm





C2. RTA62U-B engine

��



F10.1906







C2. RTA62U-B engine

��



F10.1907







C2. RTA62U-B engine

��





Figure C66 is a schematic layout of a conventionalsea-water cooling system. Two pumps, one run-ning and one on stand-by, circulate sea-water fromthe high or low sea chest suctions through thelubricating oil and cylinder cooling water coolers


F10.0509

Fig. C66 Conventional sea-water cooling system layout


C2. RTA62U-B engine

��





F10.3603

*1)




C2. RTA62U-B engine

��





F10.3188



C2. RTA62U-B engine

��


The cooling medium for the cylinder water cooleris either sea-water for the conventional system orfresh water for the central cooling system. In caseof the latter one, the cylinder water cooler 012 infigure C68 may be omitted as shown in figure C67.




To prevent corrosive liner wear when not in serviceduring short stays in port, it is important that themain engine is kept warm. Warming-through canbe provided by a dedicated heater (004) as shownin figure C68 ‘Cylinder cooling water system’,using boiler raised steam, hot water from the dieselauxiliaries, or by direct circulation from the dieselauxiliaries. If the requirement is for a separate pre-heating pump (003), a small unit of five per cent ofthe main pump capacity (002) and an additional

non-return valve between the CCW pumps and theheater (004) are to be installed. In addition, thepumps are to be electrically interlocked to preventboth pumps running at the same time. The oper-ation of the heater is controlled by a separate tem-perature sensor installed at the engine outlet andthe flow rate is set by a throttling disc. If the dieselauxiliaries are to be used to provide warming-through directly, it is important at the design stageto ensure that there is sufficient heat available andthat cross-connecting pipework and isolating non-return valves are included.


F10.3950




C2. RTA62U-B engine

��


Example for 7RTA62U-B:For an estimated heating-up time of 6 hours toachieve 60°C and for an engine ambient tempera-ture of 40°C the approximate amount of heat forengine pre-heating per cylinder is 9 kW (see fig-ure C69) is:Heater capacity = 7 ��12 kW = 84 kW.













C2. RTA62U-B engine

��





V.



V.




C2. RTA62U-B engine

��


F10.3545



C2. RTA62U-B engine

��


F10.3546



C2. RTA62U-B engine

��





C2. RTA62U-B engine

��









Bunker Engine inlet




––

max. 55.0

ISO 3104: 1994ISO 3104: 1994ISO 3104: 1994

–max. 730max. 55.0

13– 17––















C2. RTA62U-B engine

��


F10.0265



C2. RTA62U-B engine

��






Figure C73 ‘Heavy fuel oil treatment layout’ showsindividual positive displacement type pumps but itis also acceptable to have these pumps integratedin the separator. It is important that the pumps op-erate at constant capacity in order to achieve equalresults over the whole operating time.The separation temperature is to be controlledwithin ± 2°C by a preheater .



C2. RTA62U-B engine

��


F10.3193



C2. RTA62U-B engine

��





F10.3850



C2. RTA62U-B engine

��





F10.3303



C2. RTA62U-B engine

��







5 2 x 2.7 2 x 2.4 2 x 68 2 x 70

6 2 x 3.0 2 x 2.6 2 x 76 2 x 79

7 2 x 3.4 2 x 3.0 2 x 86 2 x 89

8 2 x 3.9 2 x 3.4 2 x 98 2 x 100





For 25 bar design


For 30 bar design



F10.3900

Fig. C76 Correction of air receiver and air compressor ca-pacities

T10.3951


C2. RTA62U-B engine

��




F10.4098



C2. RTA62U-B engine

��




Units5 6 7 8








requirements.



C2. RTA62U-B engine

��





Extinguishingmedium




Number of cylinders

Volume[m3/cyl.]

Mass[kg/cyl.]

Size[kg]

5 6 7 8

Carbon-dioxide

6 22 45 2 3 3 4





T10.3954


C2. RTA62U-B engine

��




F10.4162


Example:






1) Exhaust gas mass flow (acc. to figure C45):

qm � (8.37� 0.4) · 13 596� 108 360 kg�h


tEaT� 266� 30� 296�C

3) Exhaust gas density (assumed back pressure on turbine outlet �p = 300 mmWG, figure C79):

�EXH �P

RT� 0.63 kg�m3

4) Number of turbochargers (acc. to figures C50, C51 and C52)

nTC � 2


C2. RTA62U-B engine

��


F10.3907


F10.3957



C2. RTA62U-B engine

��



Pipe A:

qVA �qm

�EXH � nTC� 108 360

0.63 � 2� 86 000 m3�h

Pipes B and C:


� 108 3600.63

� 172 000 m3�h



dA = 870 mm,

dB = 1560 mm,

dC = 1320 mm,

or calculated:


wpipe� [mm]



C2. RTA62U-B engine

��




Air filtration:






Table C40 and figure C81 ‘Air filter size’ show howthe various types of filter are to be applied.


Normal

M t f t ti l i







> 5 µmStandard


Oil wettedor



oil wetted filter

< 5 µmStandard


Oil wettedor

panel filter


oil wetted filter






C2. RTA62U-B engine

��


F10.3958



C2. RTA62U-B engine

��


C2.6 Engine noise


Figures C82, C83 and C84 give the sound pres-sure level and frequency at the engine surface,turbocharger air inlet pipe and turbocharger ex-haust gas outlet pipe enabling insulation and noiseabatement calculations to be made.


F10.3959



F10.3960



C2. RTA62U-B engine

��



F10.3961



C3. RTA72U-B engine

��


C3 RTA72U-B engine








F10.4163








C3. RTA72U-B engine

��















C3. RTA72U-B engine

��


C3.2 Engine data



The engine performance data BSFC, BSEF and tEaT in figures C86, C87 and C88 are based onreference conditions as shown below. They arefollowing the ISO Standard 3046-1:











To estimate the engine performance data BSFC,BSEF and tEaT for any engine rating Rx in the de-fined rating field, figures C86, C87 and C88 maybe used.




C3. RTA72U-B engine

��



F10.3962


Example:


BSFC at Rx-point:�BSFC � –1.9 g/kWh (figure C86)BSFC (Rx) = 171 – 1.9 = 169.1 g/kWh






C3. RTA72U-B engine

��



F10.3878


Example:


BSEF at Rx-point:�BSEF � 0.17 kg/kWh (figure C87)BSEF (Rx) = 8.2 + 0.17 = 8.37 kg/kWh







C3. RTA72U-B engine

��



F10.3879


Example:

Estimation of tEaT for 7RTA72U-B CMCR (Rx)specified and for reference condition:Power (R1) = 21 560 kWSpeed (R1) = 99 rpmPower (Rx) = 85.0% R1 = 18 326 kWSpeed (Rx) = 89.9% R1 = 89 rpmtEaT (R1) = 275 °C

tEaT at Rx-point:�tEaT � –9 °C (figure C88)tEaT (Rx) = 275 – 9 = 266 °C







C3. RTA72U-B engine

��










In order to limit the influence of these excitations,and limit the level of vibration, an integrated axialdetuner/damper is fitted to the crankshaft of all Sul-zer RTA engines. In rare cases (e.g. five-cylinderengines and very stiff intermediate and propellershafts) the influence of axial vibration may be ap-parent at the engine top. This can be reduced bylongitudinal friction stays attached to the ship’sstructure.








C3. RTA72U-B engine

��



It is important to establish at the design stage whatthe ship’s vibration form is likely to be. Table C41will assist in assessing the effects of fitting thechosen RTA72U-B.

F10.1931



ers R1 / R2 R3 / R4 R1 R2 R3 R4

nde

r

ed

1st order 2nd order

ed

1st order 2nd order

cylin

pee

d


d


ber o

f cy

ngi

ne s

p



2nd-orderbalancer

ngi

ne s

p



2nd-orderbalancer

um

b

En



Nu


5 349 266 – – 3277 1260 222 169 – – 2087 803 1888 1905 1856 1850

6 99 0 0 – – 2280 111 79 0 0 – – 1452 71 1332 1480 1332 1365

7 207 159 – – 662 – 132 101 – – 422 – 1042 1200 1042 1095

8 696 531 – – 0 – 443 338 – – 0 – 733 931 733 810




C3. RTA72U-B engine

��





F10.3588



C3. RTA72U-B engine

��



Engine ratingsR2: 99 rpm 2155 kW/cyl

Engine rat ingsR3: 79 rpm 2460 kW/cyl



No. ofcyl. Rating

FL[�kN]

ML[�kNm]

FL[�kN]

ML[�kNm]

FL[�kN]

ML[�kNm]

FL[�kN]

ML[�kNm]


R1 456 0 40 0 – – – –

5 R2 425 0 64 0 – – – –

R3 438 0 40 0 – – – –

R4 422 0 51 0 – – – –


R1 0 468 0 568 296 0 – –

6 R2 0 127 0 502 320 0 – –

R3 0 929 0 556 296 0 – –

R4 0 777 0 526 294 0 – –


R1 0 512 0 1614 249 0 – –

7 R2 0 139 0 1428 276 0 – –

R3 0 1016 0 1581 249 0 – –

R4 0 850 0 1495 254 0 – –


R1 0 656 0 656 0 1484 167 0

8 R2 0 178 0 580 0 1385 202 0

R3 0 1302 0 642 0 1424 167 0

R4 0 1089 0 607 0 1373 178 0


F10.1935




C3. RTA72U-B engine

��


C3.2.5.5 Summary





Axialvibration

Lateralrocking

Longitudinalrocking


5 A *1) *2) A B

6 B *1) *2) B C

7 C *1) *2) C C7

8 C *1) *2) A C







C3. RTA72U-B engine

��






Address:



Contact person:

Project







ConSpeed type:

Gear



PTO – Generator

Manufacturer: Type:










Mean pitch [m]:




C3. RTA72U-B engine

��




The data can be calculated directly by thewinGTD-program (see chapter F). Some details ofthe scavenge air coolers (SAC) and turbochargersare shown in table C44 and C45.

Sea- and fresh water: Single-stage scavenge air cooler (standard)



SAC 15 157 90 000 0.7 30 420 2024 3.0

SAC 17 128 57 600 0.6 30 270 1654 2.3

SAC 23 254 140 400 0.6 30 506 2774 4.1


ABBType VTR454 VTR564 VTR714

ABBMass [tonnes] 3.4 6.7 12.5

MHIType MET53SD MET66SD MET83SD

MHIMass [tonnes] 2.8 5.2 10.5

MANType NA48/S NA57/T9 NA70/T9



T10.3968

T10.3969


C3. RTA72U-B engine

��




The SAC and TC selection is given in the followingfigures C92 to C94 .

F10.3970

Fig. C92 Turbocharger and scavenge air cooler selection (ABB VTR type turbochargers)


C3. RTA72U-B engine

��


F10.3826



C3. RTA72U-B engine

��


F10.3827

Fig. C94 Turbocharger and scavenge air cooler selection (MAN NA type tubochargers)


C3. RTA72U-B engine

��



For manoeuvring and operating at low powers,electrically driven auxiliary blowers must be usedto provide sufficient combustion air. Table C46

shows the number of blowers and the power re-quired (the indicated power applies only for WNSDspecified blowers).

Number of cylinders

5 6 7 8








El. mot. speed[rpm]

Main supply

5 3.7

6 5.5 1800 440 V / 60Hz

7 5.5

8 5.5

5 3.1

6 4.3 1500 380 V / 50 Hz

7 4.3

8 4.3


T10.3972

T10.3975


C3. RTA72U-B engine

��







Temperature[° C]




15




10Fresh water

oolin

g


*3)

e ai

r coo LT circuit


*3)

Sea water aven

ge a


*3)Sea-water

Sca


*3)





max 30

Lubricating oil


max. 30









Scavenge air







�50

Exhaust gas









C3. RTA72U-B engine

��




F10.3891



Di i i i hA 7 529 8 819 10 109 11 399



D 10 105

E(1) 4 900

E(2) 4 400

F1 11 875

F2 11 121

F3 11 888

G 2 155

I 653

K 451

L 1 474

M 1 290

N 895

O 3 170

T 9 525

V(1) 4 022

V(2) 3 960

V(3) 3 787



Remark: E(1) dimension aacross platform for engines with turbocharger VTR714E(2) dimension aacross platform for engines with turbocharger VTR564 or VTR454F1 min. crane hook height for vertical withdrawalF2 min. height of ceiling for tilted piston removal when using a double jib craneF3 min. height of ceiling for vertical withdrawal when using a double jib craneV(1) dimension across turbocharger VTR714 with SAC23V(2) dimension across turbocharger VTR564 with SAC15V(3) dimension across turbocharger VTR454 with SAC17Mass calculated according to nominal dimensions of drawings, including




C3. RTA72U-B engine

��



The following engine outline illustrations are produced to a scale. They each represent R1-rated enginearrangements (exception 6RTA72U-B) with ABB VTR turbocharger.


F10.3979



C3. RTA72U-B engine

��



F10.3980



C3. RTA72U-B engine

��



F10.3981



C3. RTA72U-B engine

��



F10.3982



C3. RTA72U-B engine

��



F10.3983

Note:




C3. RTA72U-B engine

��








F10.3899



C3. RTA72U-B engine

��









Figures C102 and C103 illustrate the PTO options.If your particular requirements are not covered,please do not hesitate to contact ourrepresentative or Wärtsilä NSD Switzerland Ltd,Winterthur, directly.

F10.0475


F10.0476



F10.3514








C3. RTA72U-B engine

��




PTOgear type

withConSpeed

withoutConSpeed

Free end


700 700

Power 1200 1200Power[kWe] 1800 1800

*1) *1)

Tunnel


700


Power[kWe] 1800

the shiprequirement

*1)requirement





C3.4.3.4 PTO Tunnel



The constant-speed gear unit, available for free-end and tunnel gear, is coupled to the main enginePTO to provide controlled constant speed of thegenerator drive when the main engine speed is va-ried over a range of 70–104 per cent. It uses the in-herent variable-ratio possibilities of epicyclicgears, combining the epicyclic gear itself with hy-draulic variable transmission. The generator sup-ply frequency is maintained within extremely nar-row limits by the fast response of theconstant-speed gear to input speed variations. Italso allows for continuous parallel operation be-tween PTO generator and auxiliary dieselgenerator(s).

T10.2864


C3. RTA72U-B engine

��









Numberof

900 rpm 1000 rpmof


4 640 kW 700 kW

6 960 kW 1050 kW

8 1280 kW 1400 kW

9 1440 kW 1575 kW


F10.0007


T10.3180


C3. RTA72U-B engine

��









The data contained in the following tables com-prises maximum values applicable to the full powerrange (R1) of each five to eight cylinder engine atdesign (tropical) conditions. They are suitable forestimating the size of ancillary equipment.

A PC computer program on CD-ROM calledwinGTD enables the user to obtain all full load, de-rating and part load engine data and capacities. Itis included in this document (see chapter F).



C3. RTA72U-B engine

��







Name:

Address:

Department:

Country:

Telephone:

Telefax:

Telex:

Date of contact:


Shipowner, country:

Shipyard, country:

Project manager:




(see PTO options table C51)

Max. PTO [kW] ��700 ��1200 ��1800 ��


Speed [rpm]: ��1000 ��1200 ��1500 ��1800


Speed: rpm





C3. RTA72U-B engine

��



F10.1906







C3. RTA72U-B engine

��



F10.1907







C3. RTA72U-B engine

��





Figure C108 is a schematic layout of a conven-tional sea-water cooling system. Two pumps, onerunning and one on stand-by, circulate sea-waterfrom the high or low sea chest suctions through thelubricating oil and cylinder cooling water coolers


F10.0509Fig. C108 Conventional sea-water cooling system


C3. RTA72U-B engine

��





F10.3603

*1)




C3. RTA72U-B engine

��





F10.3188



C3. RTA72U-B engine

��


The cooling medium for the cylinder water cooleris either sea-water for the conventional system orfresh water for the central cooling system. In caseof the latter one, the cylinder water cooler 012 infigure C110 may be omitted as shown in figureC109.




To prevent corrosive liner wear when not in serviceduring short stays in port, it is important that themain engine is kept warm. Warming-through canbe provided by a dedicated heater (004) as shownin figure C110 ‘Cylinder cooling water system’,

using boiler raised steam, hot water from the dieselauxiliaries, or by direct circulation from the dieselauxiliaries. If the requirement is for a separate pre-heating pump (003), a small unit of five per cent ofthe main pump capacity (002) and an additionalnon-return valve between the CCW pumps and theheater (004) are to be installed. In addition, thepumps are to be electrically interlocked to preventboth pumps running at the same time. The oper-ation of the heater is controlled by a separate tem-perature sensor installed at the engine outlet andthe flow rate is set by a throttling disc. If the dieselauxiliaries are to be used to provide warming-through directly, it is important at the design stageto ensure that there is sufficient heat available andthat cross-connecting pipework and isolating non-return valves are included.


F10.3987



C3. RTA72U-B engine

��



Example for 7RTA52U-B:For an estimated heating-up time of 6 hours toachieve 60°C and for an engine ambient tempera-ture of 40°C the approximate amount of heat forengine pre-heating per cylinder is 18 kW (see fig-ure C111) is:Heater capacity = 7 � 18 kW = 126 kW













C3. RTA72U-B engine

��





V.



V.




C3. RTA72U-B engine

��


F10.3545



C3. RTA72U-B engine

��


F10.3547



C3. RTA72U-B engine

��





C3. RTA72U-B engine

��









Bunker Engine inlet




––

max. 55.0

ISO 3104: 1994ISO 3104: 1994ISO 3104: 1994

–max. 730max. 55.0

13– 17––















C3. RTA72U-B engine

��


F10.0265



C3. RTA72U-B engine

��






Figure C115 ‘Heavy fuel oil treatment layout’shows individual positive displacement typepumps but it is also acceptable to have thesepumps integrated in the separator. It is importantthat the pumps operate at constant capacity inorder to achieve equal results over the whole oper-ating time.The separation temperature is to be controlledwithin ± 2°C by a preheater .



C3. RTA72U-B engine

��


F10.3193



C3. RTA72U-B engine

��





F10.3850



C3. RTA72U-B engine

��





F10.3303



C3. RTA72U-B engine

��







5 2 x 4.3 2 x 3.8 2 x 110 2 x 110

6 2 x 5.0 2 x 4.4 2 x 125 2 x 130

7 2 x 5.7 2 x 5.0 2 x 140 2 x 150

8 2 x 6.5 2 x 5.7 2 x 160 2 x 170





For 25 bar design


For 30 bar design



F10.3900

Fig. C118 Correction of air receiver and air compressor capacities

T10.3974


C3. RTA72U-B engine

��




F10.4098



C3. RTA72U-B engine

��




Units5 6 7 8








requirements.



C3. RTA72U-B engine

��





Extinguishingmedium




Number of cylinders

Volume[m3/cyl.]

Mass[kg/cyl.]

Size[kg]

5 6 7 8

Carbon-dioxide

6 22 45 4 4 5 6





T10.3990


C3. RTA72U-B engine

��




F10.4162


Example:






1) Exhaust gas mass flow (acc. to figure C87):

qm � (8.37� 0.4) · 18 326� 146 058 kg�h


tEaT� 266� 30� 296�C

3) Exhaust gas density (assumed back pressure on turbine outlet �p = 300 mmWG, figure C121):

�EXH �P

RT� 0.63 kg�m3

4) Number of turbochargers (acc. to figure C92, C93 and C94):

nTC � 2


C3. RTA72U-B engine

��


F10.3907


F10.3917



C3. RTA72U-B engine

��



Pipe A:

qVA �qm

�EXH � nTC� 146 058

0.63 � 2� 115 919 m3�h

Pipes B and C:


� 146 0580.63

� 231 838 m3�h



dA = 1010 mm,

dB = 1830 mm,

dC = 1530 mm,

or calculated:


wpipe� [mm]



C3. RTA72U-B engine

��




Air filtration:






Table C60 and figure C123 ‘Air filter size’ showhow the various types of filter are to be applied.


Normal

M t f t ti l i







> 5 µmStandard


Oil wettedor



oil wetted filter

< 5 µmStandard


Oil wettedor

panel filter


oil wetted filter






C3. RTA72U-B engine

��


F10.3991



C3. RTA72U-B engine

��


C3.6 Engine noise


Figures C124, C125 and C126 give the soundpressure level and frequency at the engine sur-face, turbocharger air inlet pipe and turbochargerexhaust gas outlet pipe enabling insulation andnoise abatement calculations to be made.


F10.3992



F10.3993



C3. RTA72U-B engine

��



F10.3994



D. Engine management systems

��

25.28.07.40 – Issue XII.98 – Rev. 0Wärtsilä NSD Switzerland Ltd D–1

D1 Introduction

Developments in engine management systems atWärtsilä NSD Switzerland Ltd are bringing the ‘in-telligent engine’ nearer. The introduction of a stan-dard electrical interface, designated DENIS (Die-sel Engine CoNtrol and optImizing Specification),facilitates connection with approved remote con-trol systems, while new computer-based toolsunder the designation of the MAPEX family (Moni-toring and mAintenance Performance Enhance-ment with eXpert knowledge) enable shipownersand operators to improve the operating economyof their diesel engines.

Market research with leading shipowners andshipbuilders has led Wärtsilä NSD Switzerland Ltd

to introduce a new engine control philosophy: thatof the intelligent engine-management system.

Much has been written in recent literature aboutthe ‘intelligent engine’ an engine which monitors itsown condition, and adjusts its parameters for opti-mum performance in all situations. Intelligent en-gine-management takes this important idea a stepfurther by incorporating not only engine optimizingfunctions but also management features, such asmaintenance planning and spare parts control, intoa complete management system for the ‘intelligentengine-management’.

F10.1745

40

Fig. D1 Intelligent engine-management comprising DENIS and MAPEX modules



��

25.28.07.40 – Issue XII.98 – Rev. 0 Wärtsilä NSD Switzerland LtdD–2

D2 DENIS family

An important step towards an intelligent engine-management system has been to create a basisfor the integration of diverse control systems andautomation levels into a unified ship managementsystem. This is achieved by providing the enginewith a clearly defined, all-electrical interface be-tween the engine and its remote control system.

This electrical interface, which is designatedDENIS, is defined by Wärtsilä NSD SwitzerlandLtd, while the manufacture and supply of the re-mote control system itself is the responsibility ofthe approved specialist manufacturers. Co-oper-ation agreements have been reached with estab-lished remote control suppliers, who operateworld-wide, in order to offer engine customers thesolutions they need. Wärtsilä NSD Switzerland Ltdaccepts application of approved remote controlsystems only.

The DENIS family contains specifications for theengine management systems of all Sulzer dieselengines. The diesel engine interface specificationapplicable for the RTA52U-B, RTA62U-B andRTA72U-B engines is DENIS-6.In installations with Sulzer main engines and S20Ugenerating sets, the unified control concept facili-tates the application of automation. DENIS is thusa comprehensive control concept for completeship propulsion plants.

D2.1 DENIS specification

The DENIS specification does not represent anyhardware. It is the description of the signals ex-changed between engine, remote control, safetyand alarm system, and defines the control andsafety functions required by the engine.The DENIS specification is presented in two vol-umes:

– DENIS engine specification:This file contains the specification of the signalinterface on the engine and is made access-ible to all licensees. It consists basically of the

control diagram of the engine, the signal listand a minimum of fuctional requirements.

– DENIS remote control specification:This file contains the detailed functional spec-ification of the remote control system, includ-ing also optimizing functions particular to theRTA52U-B, RTA62U-B and RTA72U-B engi-nes namely variable injection timing (VIT), fuelquality setting (FQS), and the load dependentcylinder lubricating system (CLU-3).

The intellectual property of these specifications re-mains with Wärtsilä NSD Switzerland Ltd. There-fore this file is licensed to Wärtsilä NSD Switzer-land Ltd’s remote control partners only. Thesecompanies offer systems built completely accord-ing the engine designer’s specifications, testedand approved by Wärtsilä NSD Switzerland Ltd.

Due to the co-operation between Wärtsilä NSDSwitzerland Ltd and leading remote controlsuppliers additional optimizing functions can beintegrated into the remote control system, therebymaking these systems even more attractive andavoiding the need for many interfaces between dif-ferent electronic systems.

Many advantages arise from the use of DENIS:

– Systems approved by the engine designer;– Easy adaptation of a remote control system;– Integrated optimizing function;– Simpler troubleshooting;– Clear separation of responsibilities;– Single supplier possible for all shipboard au-

tomation;– Greater flexibility in integrating engine control

within a ship management system.



��


Table D1 identifies the correct DENIS specification and approved remote control suppliers for each enginetype.

Engine type DENIS Approved RCS suppliers

RTA52, 62, 72, RTA84MRTA52U, 62U, 72U, RTA84C

DENIS-1

ABB,Siemens,Kongsberg Norcontrol,STN Atlas Marine Electronics, (Lyngsø Marine SA),NABCOHCP

RTA84T-B DENIS-5

ABB,Siemens,Kongsberg Norcontrol,STN Atlas Marine Electronics, (Lyngsø Marine SA),NABCO

RTA48T, 58TRTA48T-B, 58T-B, 68T-BRTA52U-B, 62U–B, 72U-B,RTA96C

DENIS-6

ABB,Siemens,Kongsberg Norcontrol,STN Atlas Marine Electronics, (Lyngsø Marine SA),NABCOHCP

S20U DENIS-20

ABB,Siemens,Kongsberg Norcontrol,STN Atlas Marine Electronics, (Lyngsø Marine SA),NABCO

ZA40S DENIS-40ABB,STN Atlas Marine Electronics, (Lyngsø Marine SA),Kongsberg Norcontrol

ZA50S DENIS-50ABB,STN Atlas Marine Electronics, (Lyngsø Marine SA),Kongsberg Norcontrol

Table D1 DENIS specification

F10.3913

Fig. D2 DENIS-6 remote control

T10.0284



��


D2.2 Remote control systems suppliers

Wärtsilä NSD Switzerland Ltd has an agreementconcerning the development, production, salesand servicing of remote control and safety systemsfor their RTA engines with each of the followingcompanies:

ABB Systemen BVP.O. Box 4333000 AK Rotterdam Tel +31-10 407 88 67The Netherlands Fax +31-10 407 84 45Remote control system ‘FAHM III‘

Siemens AG Abt. SchiffbauLindenplatz 2Postfach 105609D-20038 Hamburg Tel +49-40 28 89 0Germany Fax +49-40 28 89 20 02Remote control system ‘SIMOS RCS 33‘

Kongsberg Norcontrol ASP.O. Box 1009N-3191 Horten Tel +47-330 41 436Norway Fax +47-330 45 250Remote control system ‘AutoChief �-4‘

STN Atlas Marine Electronics(Lyngs ø Marine SA) *1)Behringstrasse 120D-22763 Hamburg Tel +49-40 88 25 0Germany Fax +49-40 88 25 4116Remote control system ‘Geamot 40 M‘ (STN)Remote control system ‘DMS2000‘ (LM)

Nabco LtdControl Systems DivisionSannomiya Grand Bldg 8F2–2–21, Isogami dori Chuo-kuKobe Tel +81-78 251 8109Japan Fax +81-78 251 8090Remote control system ‘M800–II‘

H. Cegielski-Poznan SAUl.Czerwca 1956 Nr. 223/22960-965 Poznan Tel +48-61 831 1350Poland Fax +48-61 832 1541Remote control system ‘SANO 97‘

*1) Lyngsø Marine SA is a 100% subsidiary company ofSTN Atlas Electronics

D2.3 Speed control

D2.3.1 Approved speed control (Governor)

Wärtsilä NSD Switzerland Ltd accepts the applica-tion of approved speed controls only. The ap-proved speed controls for RTA52U-B, RTA62U-B,RTA72U-B comprise standard electronic systemsusing electric actuators only.No drive for mechanical-hydraulic speed control isavailable.

List of approved speed controls for RTA52U-B,RTA62U-B and RTA72U-B engines:

• ABB ‘DEGO-II’ system with actuator‘ASAC200’

• Norcontrol digital speed control system‘DGS8800e’

• NABCO ‘MG-800’ speed control system• STN Atlas Electronics EA2000 System• Lyngs ø Marine EGS2000 System



��


D2.3.2 Selection of speed control

Application of an electronic speed control isWärtsilä NSD Switzerland Ltd’s exclusivestandard for the RTA52U-B, RTA62U-B andRTA72U-B engines.Only electronic speed controls include all functionsnecessary for extensive engine protection, i.e. acombination of charge air pressure fuel limiter andtorque limiter. Their application is thereforegenerally recommended by WNSCH for all RTAtype engines.Wärtsilä NSD Switzerland Ltd stronglyrecommends to select the same supplier forthe electronic speed control and the remotecontrol system. In this way the effort forcommissioning both on testbed and at the yard canbe considerably reduced.Therefore one of Wärtsilä NSD Switzerland Ltd’srequirements for its remote control partners is theirability to supply their own electronic speed control.The remote control partners which do not have anapproved electronic speed control at present, areeither in the process of development and will applyfor approval by Wärtsilä NSD Switzerland Ltd in thenear future or use a product of an alreadyapproved supplier.

D2.3.3 Technical assistance

Wärtsilä NSD Switzerland offers assistance instability and plant simulation studies for speedcontrol selection and dynamic performancecalculations of the controlled system with respectto its response to power and speed variations.

D2.4 Alarm sensors

The classification societies require different alarmand safety functions, depending on the class of thevessel and its degree of automation.

These requirements are listed together with a setof sensors defined by Wärtsilä NSD SwitzerlandLtd in tables D2 and D3 ‘Alarm and safety functionsof marine diesel engines’.

The time delays for the slow-down and shut-downfunctions given in tables D2 and D3 are maximumvalues. They may be reduced at any time accord-ing to operational requirements.

When decreasing the values for the slow-downdelay times, the delay times for the respectiveshut-down functions are to be adjusted accord-ingly.

The delay values are not to be increased withoutwritten consent of Wärtsilä NSD Switzerland Ltd.

Included in the standard scope of supply are theminimum of safety sensors as required by WNSCHfor attended machinery space (AMS). If the optionof unattended machinery space (UMS) has beenselected the respective sensors according toWärtsilä NSD Switzerland Ltd’s requirement haveto be added.

The exact extent of delivery of alarm and safetysensors has to cover the requirements of the re-spective classification society, Wärtsilä NSDSwitzerland Ltd, the shipyard and the owner.

The sensors delivered with the engine are con-nected to terminal boxes mounted on the engine.Signal processing has to be performed in a separ-ate alarm and monitoring system usually providedby the shipyard.



��


RTA52U-B, RTA62U-B and RTA72U-B marine diesel engines

Table D2 Alarm and safety functions of RTA.2U-B marine diesel engines (continued table D3) T10.3914



��


Table D3 Alarm and safety functions of RTA.2U-B marine diesel engines T10.3915



��


D3 MAPEX Family

An intelligent engine-management system alsoneeds to include functions such as the monitoringof specific engine parameters, analysing data, andmanaging maintenance and spare parts purchas-ing activities. Many of these functions involve spe-cific and complex engine knowledge and are mostappropriately handled directly by the engine de-signer.Wärtsilä NSD Switzerland Ltd provides a full rangeof equipment for carrying out these functions,called the MAPEX family. MAPEX, or ‘Monitoringand mAintenance Performance Enhancementwith eXpert knowledge’, encompasses the follow-ing 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 formaintenance;

– Access on board ship to the knowledge of ex-perts;

– Full support of data storage and transmissionby floppy diskette and by satellite communica-tion;

– Reduced costs and improved efficiency.

The MAPEX family currently comprises seven sys-tems: MAPEX-PR, SIPWA-TP, MAPEX-SM,MAPEX-TV, MAPEX-AV, MAPEX-CR andMAPEX-FC.

Further members of the MAPEX family are also en-visaged.

In each case special emphasis has been placed onuser friendliness and ease of installation.



��


D3.1 SIPWA-TP: Trend processing

The ‘Sulzer Integrated Piston-ring Wear-detectingArrangement with Trend Processing’ is a powerfultool for monitoring the piston ring wear and rotationon Sulzer large-bore two-stroke engines. SIPWA-TP gives the ship operator an exact status reporton the condition of the piston rings, enabling him tooptimize safely lubricating oil consumption and toundertake piston overhauls only when they areneeded. The system allows the ship operator totake countermeasures quickly in the event of ab-normal running conditions.

SIPWA-TP provides graphic colour displays of thefollowing parameters:

– Average ring wear, up to a maximum of3.5 mm radially;

– Wear of specific ring segments;– Circumferential ring wear pattern for each cyl-

inder;– Ring rotation with respect to running hours;– Engine running speed over a given period, in-

cluding engine stops;– Specific ring wear for each cylinder;– Specific ring wear alarm.

F10.3614

Fig. D3 SIPWA-TP



��


D3.2 MAPEX-PR: Piston-runningreliability

MAPEX-PR, for piston-running reliability, is a sys-tem for continuously monitoring cylinder runningconditions on large-bore Sulzer two-stroke en-gines. It provides the ship’s operator with graphiccolour displays of the following data:

– Liner wall temperature;– Cylinder cooling water inlet and outlet tem-

peratures;– Scavenge air temperature after each cooler;– Engine speed;– Engine load indicator position.

By monitoring this information, it is possible to de-tect and identify situations such as piston ringbreakage, piston ring scuffing, faulty fuel injectionor cylinder cooling water flow restrictions. MAPEX-PR automatically records, displays and interpretsthe data, providing a diagnosis of the probablecause of any anomalies. In situations of a criticalnature, an alarm is activated.

MAPEX-PR is thus an ideal supplementary mod-ule to SIPWA-TP. Its short-term reporting andalarm capabilities complement the long-term trendanalysis features of SIPWA-TP. Except for the pro-cessing board itself, MAPEX-PR is implemented inthe same hardware and utilises the same displayscreen and printer as SIPWA-TP.

F10.3615

Fig. D4 MAPEX-PR



��


D3.3 MAPEX-SM

MAPEX-SM is an advanced management tool forthe administration and planning of Spare parts andMaintenance. It comes complete with the originalWärtsilä NSD Switzerland Ltd data for the ship-owner’s specific engines. The system is userfriendly and operates on IBM or IBM-compatiblepersonal computers. Features include purchasingof engine spare parts, inventory control, statisticalreporting, issuing of work orders, maintenance his-tory recording, and much more.

By installing MAPEX-SM at the head office as wellas on board ship, the owner can centralize requisi-tioning and purchasing operations for the entirefleet on a single system. This also allows planningof major maintenance work and recording of main-tenance histories for each vessel. Statistical fea-tures provide an overview of fleet maintenanceand purchasing, and assist in corporate strategicplanning. MAPEX-SM is modular, so that it can beinstalled in phases if desired, beginning with thehead office and later expanding to include vesselsas the shipowner’s budget permits.

F10.3242

Fig. D5 MAPEX- communication



��


Partnership agreement closes maintenancecircle

Whether installed on a single ship or throughoutthe fleet, or in a power plant, MAPEX-SM is sup-plied by Wärtsilä NSD Switzerland Ltd as part of acomplete service package, the ‘MAPEX-SMPartnership Agreement’.

The objective of optimizing maintenance with re-spect to safety, environment, availability and fuelconsumption is only achieved if the maintenancework, its cost, the spare parts consumption and theengine performance data are reported and ana-lysed.

F10.3610

Fig. D6 The maintenance circle

A) According to the design of the engine and itscomponents, different maintenance tasks arerequired.

B) These maintenance requirements areimplemented in a maintenance program suchas MAPEX-SM.

C) Crew members report the maintenance whichhas been completed directly into theMAPEX-SM database so that the operator iscontinually informed of the maintenanceprogress and the spare parts consumption.Reporting of completed work forms the basisfor optimizing the maintenance process.

D) The results of the analysis of completedmaintenance and the spare partsconsumption allow Wärtsilä NSD SwitzerlandLtd to give the operator recommendations tooptimize his maintenance programme.It also gives the engine designer the possibilityto identify the needs for design modificationsto comply with changing requirements forbetter safety, availability and maintenancecosts.

Wärtsilä NSD Switzerland Ltd provides the follow-ing technical services as part of this MAPEX-SMPartnership Agreement:

• Review and comparison of engine perform-ance parameters with expected results basedupon the company’s experience with enginesof similar type and rating.

• Analysis of performance data with respect todeveloping trends. Comparison with previousdata collected during the life of the MAPEX-SM Partnership Agreement.

• Recommendations made on possible im-provements to operating and maintenanceprocedures to minimize downtime, increaseoverall efficiency and reduce costs.



��


Your complete service package

The ‘MAPEX-SM Partnership Agreement’ is acomplete 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 spareparts and maintenance work orders (a de-scription of the work itself, as well as thenecessary 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 NSDSwitzerland Ltd.

• Reduced prices on spare parts for enginescovered by the contract.

• System hardware (PC or multiple PCs andcommunication hardware) if required.



��



E. Engine emissions

��

25.28.07.40 – Issue XII.98 – Rev. 0Wärtsilä NSD Switzerland Ltd E–1

E1 IMO-2000 regulations

E1.1 IMO

The International Maritime Organisation (IMO) isthe specialized agency of the United Nations (UN)dealing with technical aspects of shipping. TheIMO has 151 member states and two associatemembers.

E1.2 Establishment of emission limitsfor ships

In 1973 an agreement on the International Con-vention for the Prevention of Pollution from shipswas reached. It was modified in 1978 and is nowknown as MARPOL 73/78. Starting from 1991 anew ANNEX VI to this convention has been pre-pared. In this new annex regulations have been in-troduced to reduce or prohibit certain types ofemissions from ships. One of these regulationsprescribes the maximum allowable emissions ofnitrogen oxides (NOx) by engines installed onships. This regulation is the only one being of directconcern for propulsion engine design.

E1.3 Regulation regarding NO xemissions of diesel engines

The following speed-dependent curve shows themaximum allowed average emissions when run-ning with marine diesel oil (MDO) (figure E1) .The emission value for an engine is calculated ac-cording to the Technical Code which is part ofANNEX VI and is almost identical with ISO 8178.As this is an average value it does not imply that theengine emits nitrogen oxides (NOx) below thegiven limit over the whole load range.

F10.3278

Fig. E1 Speed dependent maximum average NOxemissions by engines

E1.4 Date of application of ANNEX VI

During the Conference of Parties to MARPOL73/78 in September 1997 the final draft to ANNEXVI has been adopted. To come into force, the proto-col of the conference has to be ratified by 15member states, of which the combined merchantfleet constitutes at least 50 per cent of the grosstonnage of the world’s merchant shipping. Whencoming into force, the new regulations on NOxemissions will be applicable (with exceptionsstated in the regulations) to all engines with apower output of more than 130 kW which are in-stalled on ships constructed on or after 1st January2000. The date of construction is the date of keellaying of the ship. Engines in older ships do notneed to be certified unless they are subjected tomajor modifications which would significantly altertheir NOx emission characteristics.


E. Engine emissions

��

25.28.07.40 – Issue XII.98 – Rev. 0 Wärtsilä NSD Switzerland LtdE–2

E1.5 Procedure for certification of engines

When the new regulation comes into force it has tobe proved that every delivered engine complieswith the IMO regulation. The standard procedurewill involve testing the emissions during the trialson the test bed. If it can be proved that the engineis exactly to the same design as an already certi-fied engine, a so-called parent engine, no testingis required. The certification will be surveyed by theadministrations or delegated organisation.

E2 Measures for compliance with theIMO regulation of the RTA52U-B,RTA62U-B and RTA72U-B engines

The rating fields of the two engines are divided intotwo areas as shown in figure E2, E3 and E4 andcomprise the following measures:

E2.1 Standard measures

In the upper part of the rating field the IMO regula-tion is fulfilled by specific adaptation of the enginetuning and fuel injection parameters. Thesemeasures have all been tested and chosen withthe least disadvantage on engine costs and fuelconsumption maintaining todays high engine reali-bility.

E2.2 Extended measures

In the lower part of the rating field the IMO regula-tion is fulfilled by extended measures like fuel-water emulsion operation. Such systems havealso been tested on our test beds and are being de-veloped for ship board installation. Should youneed detail information please do not hesitate tocontact one of our offices.

Note:

Further engine developments and field experience will aim at

reducing the area of extended measures.

F10.3916

Fig. E2 RTA52U-B compliance with the IMO regulation

F10.3995


F10.3996



F. winGTD – General Technical Data

��

25.28.07.40 – Issue XII.98 – Rev. 0Wärtsilä NSD Switzerland Ltd F–1

F1 Installation of winGTD

F1.1 System requirements

winGTD will run on 386, 486 or Pentium pro-cessor-based PCs that incorporate the followingminimum software and hardware require-ments :– Microsoft Windows version 3.1, and later ver-

sions running in 386 enhanced mode, or Win-dows 95;

– 4 MB memory;– 10 MB of free hard disc space;– CD-ROM drive (1.44 MB floppy disks available

on request).

A serial or parallel port is required if you wish to usea printer.

F1.2 Installing winGTD

Use the following procedure to install the winGTD.

1. Insert the winGTD CD into your CD-ROMdrive.

2. To start the installation program, run the file‘d:\wingtd\setup.exe’ (where d is the driveletter of your CD-ROM).

3. Follow the on-screen instructions. When in-stallation is complete, a message appearsindicating that the installation was successful.

F1.3 Changes to previous versions

The amendments and how this version differs fromprevious versions are explained in fileREADME.TXT, which is located in the winGTD di-rectory on the CD-ROM. To view this file open Win-dows File Manager, locate the file and double-clickon it.



��

25.28.07.40 – Issue XII.98 – Rev. 0 Wärtsilä NSD Switzerland LtdF–2

F2 Using winGTD (RTA52U-B,RTA62U-B and RTA72U-B)

F2.1 Main window

When you double-click on the winGTD icon, itopens to the Main window.

F10.3860

Fig. F1 winGTD: Main window

The winGTD Main window contains four pull-downmenus, the Work area and the Status bar.

By opening the ‘Propeller’ menu and clicking onsubmenu ‘Two stroke’ you then select the enginetype and the program will start.The installed CD-ROM contains the RTA52U-B,RTA62U-B and RTA72U-B engines only.This command can be executed without activatingthe menu, simply by pressing the function key F5(two-stroke propulsion engines).

F2.2 Two-stroke propulsion engines

After you have clicked on the selected RTA enginetype (RTA52U-B), the ‘Two-stroke engine propul-sion’ shows up.

F10.3918

Fig. F2 winGTD: Two-stroke engine propulsion

Select the engine according to cylinder configur-ation (e.g. 7RTA52U-B). After that you can enteryour desired engine rating (power and speed). Therating point must be within the rating field. Theshaft power can be expressed in units of kW orbhp.

F2.3 Cooling system

In the ‘Two-stroke engine-propulsion’ mask youhave to select the type of cooling system. Each en-gine type is connected with a number of predeter-mined and standardized cooling system types. Af-ter the selection of the cooling system type you caneither click the ‘compute-button’ and calculate thedata of the selected engine or you can choose‘Temperatures’ or ‘Properties’ from the ‘Coolingsystem’ menu.



��

25.28.07.40 – Issue XII.98 – Rev. 0Wärtsilä NSD Switzerland Ltd F–3

F2.4 Lubricating oil system

The option ‘Lubricating oil system’ contains theseitems: Lubricating oil system, Treatment and Sys-tem layout. The ‘System layout’ shows the princi-pal system with all functional elements. The mainparameters may be changed directly or in theitems mentioned below.

F10.3919

Fig. F3 winGTD: Lubricating oil system layout

F2.5 Results of the computation

To show the results of the computation for theselcted rating click ‘Show results’. The previouslyselected input data are considered and expressedinto the shown results like ‘Engine performancedata, Heat dissipation, Scavenge air system, Cool-ant temperatures, Starting air system, Pumps,Power take off, Dynamic characteristics, Main di-mensions, Lubricating oil system, Cooling system’.

F10.3920

Fig. F4 winGTD: Show results of the computation



��

25.28.07.40 – Issue XII.98 – Rev. 0 Wärtsilä NSD Switzerland LtdF–4

F2.5.1 Service conditions

Choose ‘Service conditions’ from the ‘Propeller’menu to enter any ambient condition deviatingfrom the design condition.

F10.3921

Fig. F5 winGTD: Choose Service conditions

F10.3922

Fig. F6 winGTD: Service conditions

F2.6 Saving a project

To save all the data belonging to your project,choose ‘Save as...’ from the File menu. The follow-ing dialog box appears.

F10.3345

Fig. F7 winGTD: Save as...

Type a project name (winGTD proposes a three-character suffix based on the program you haveselected) and choose a directory location for theproject.Once you have specified a project name and se-lected the desired drive and directory, click ‘Save’to save your project data.


G. Appendix

��

25.28.07.40 – Issue XII.98 – Rev. 0Wärtsilä NSD Switzerland Ltd G–1

G1 Reference to other Wärtsilä NSD Switzerland documentation

Arrangement of fresh water generator in the cylin-der (jacket) water cooling system – Valid for allSulzer marine engines (except RTA84T)

Uni-fuel ship installation:Fuel oil systems for S20, AT25H, and A20H marineauxiliary engines

Fire prevention in exhaust gas systems

Engine Selection and Project Manual S20U

WinGTD

EnSel �

– System Engineering – Concept Guidance6 pp, issue 4043/J. C. Thomson/05.09.97

– System Engineering – Concept Guidance20 pp, issue 7056/Lüthi/28.01.94,Order No. 29.06.07.40

– System Engineering – Concept Guidance5 pp, issue 4043/J. C. Thomson/05.09.97

– Detail project and installation information forSulzer S20U Generating sets, issue X.1996Order No. 23.91.07.40

– Computerized engine and system data, pleaserefer to chapter C1.5.1.3.1, C2.5.1.3.1 andC3.5.1.3.1

– Engine selection program for IBM-XT/AT orcompatible computers, for further informationplease contact Wärtsilä NSD Switzerland Ltd,Winterthur, Dept. 4043.


G. Appendix

��

25.28.07.40 – Issue XII.98 – Rev. 0 Wärtsilä NSD Switzerland LtdG–2

G2 Piping symbols

F10.1910

Fig. G1 Piping symbols 1


G. Appendix

��


F10.1911



G. Appendix

��


F10.1905



G. Appendix

��


G3 SI dimensions for internal combustion engines

Symbol Definition SI–Units Other unitsI,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, °Cα 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

LOKTAverage spatial noise level over octaveband dB

U Voltage V

I Current A

BSFC Brake specific fuel consumption kg/J, kg/(kWh), g/(kWh)

Table G1 SI dimensions T10.0080


G. Appendix

��


G4 Approximate conversion factors

Length

1 in = 25.4 mm1 ft = 12 in = 304.8 mm1 yd = 3 feet = 914.4 mm1 statute mile = 1760 yds = 1609.3 m1 nautical mile = 6080 feet = 1853 m

Mass

1 oz = 0.0283 kg1 lb = 16 oz = 0.4536 kg1 long ton = 1016.1 kg1 short ton = 907.2 kg1 tonne = 1000 kg

Area

1 in2 = 6.45 cm2

1 ft2 = 929 cm2

1 yd2 = 0.836 m2

1 acre = 4047 m2

1 sq mile (of land) 640 acres = 2.59 km2

Volume

1 in3 = 16.4 cm3

1 ft3 = 0.0283 m3

1 yd3 = 0.7645 m3

Volume (fluids)

1 Imp. pint = 0.568 l1 US. pint = 0.473 l1 Imp. quart = 1.136 l1 US. quart = 0.946 l1 Imp. gal = 4.546 l1 US. gal = 3.785 l1 Imp. barrel = 36 Imp. gal = 163.66 l1 barrel petroleum = 42 US. gal = 158.98 l

Force

1 lbf (pound force) = 4.45 N

Pressure

1 psi (lb/sq in) = 6.899 kPa (0.0689 bar)

Velocity

1 mph = 1.609 km/h1 knot = 1.853 km/h

Acceleration

1 mphps = 0.447 m/s2

Temperature

1 °C = 0.55 · (°F -32)

Energy

1 BTU = 1.06 kJ1 kcal = 4.186 kJ

Power

1 bhp (metric) = 0.735 kW1 bhp (Imp.) = 0.7457 kW1 kcal/h = 0.0012 kW


G. Appendix

��


G5 Wärtsilä NSD Corporation worldwide

G5.1 Headquarters

Wärtsilä NSD CorporationWorld Trade CenterLeutschenbachstrasse 95CH-8050 Zürich Switzerland

Tel.Fax

+41 1 305 7100+41 1 305 7199

G5.2 Marine business

Wärtsilä NSD CorporationKauppapuistikko 15, 5th FloorFIN-65100 VaasaFinland

Tel.Fax

+358 6 3270+358 6 327 2422

G5.3 Navy business

Wärtsilä NSD Corporation,Navy Businessc/o Grandi Motori Trieste S.p.A.Bagnoli della Rosanda 334I-34018 Dorligo della Valle, TriesteFinlandItaly

Tel.Fax

+39 40 319 5531+39 40 319 5301

G5.4 Product companies

Finland Wärtsilä NSD Finland OyJärvikatu 2-4PO Box 244FIN-65101 VaasaFinland

Tel.Fax

+358 6 3270+358 6 317 1906

Finland Wärtsilä NSD Finland OyMarineTarhaajantie 2PO Box 252FIN-65101 VaasaFinland

Tel.Fax

+358 6 3270+358 6 356 7188

Finland Wärtsilä NSD Finland OyStålarminkatu 45PO Box 50FIN-20810 TurkuFinland

Tel.Fax

+358 2 264 3111+358 2 264 3169

France Wärtsilä NSD France S.A.28, Boulevard Roger-SalengroF-78200 Mantes-la-VilleF-78202 Mantes-la-Jolie Cedex BP 1224France

Tel.Fax

+33 1 34 78 88 00+33 1 34 78 88 03


G. Appendix

��


France Cummins Wärtsilä1, rue de la FonderieB.P. 1210F-68054 Mulhouse CedexFrance

Tel.Fax

+33 389 666 868+33 389 666 830

France Cummins WärtsiläUsine de la CombeB.P. 115F-17700 SurgèresFrance

Tel.Fax

+33 546 30 31 50+33 546 30 31 59

Italy Grandi Motori Trieste S.p.A.Bagnoli della Rosandra 334I-34018 TriesteItaly

Tel.Fax

+39 40 319 3111+39 40 827 371

Norway Wärtsilä NSD Norway A/SN-5420 RubbestadnesetNorway

Tel.Fax

+47 53 42 25 00+47 53 42 25 01

The Netherlands Wärtsilä NSD Nederland B.V.Hanzelaan 95NL-8017 JE ZwollePO Box 10608 NL-8000 GB ZwolleThe Netherlands

Tel.Fax

+31 38 4253 253+31 38 4253 352

Switzerland Wärtsilä NSD Switzerland LtdZürcherstrasse 12PO Box 414CH-8401 WinterthurSwitzerland

Tel.Fax

+41 52 262 49 22+41 52 212 49 17

Sweden Wärtsilä NSD Sweden ABÅkerssjövägenS-46165 TrollhättanPO Box 920S-46129 TrollhättanSweden

Tel.Fax

+46 520 4226 00+46 520 4228 50

G5.5 Corporation network

Australia Wärtsilä NSD Australia Pty Ltd48 Huntingwood DriveHuntingwood 2148New South WalesAustralia

Tel.Fax

+61 29 6728 200+61 29 6728 585

Brazil Wärtsilä NSD do Brasil LtdaAv. Rio Branco, 116-12° andar20040-001 Rio de Janeiro/RJBrazil

Tel.

Fax

+55 21 2240 251+55 21 5094 386+55 21 5092 358


G. Appendix

��


Canada Wärtsilä NSD Canada Inc.50 Akerley Boulevard,Burnside Industrial ParkDartmouth (Halifax)Nova Scotia B3B 1R8Canada

Tel.Fax

+1 902 4681 264+1 902 4681 265

Chile Wärtsilä NSD Chile LtdaNueva de Lyon 96,Oficina 305Providencia SantiagoChile

Tel.

Fax

+56 2 2325 031+56 2 2325 469+56 2 2325 608+56 2 2328 754

Chile Wärtsilä NSD Chile LtdaAvenida Colón 3284TalcahuanoChile

Tel.Fax

+56 41 592 077+56 41 592 075

China Wärtsilä NSD (China) LtdRoom 4201 Hopewell Centre188 Queen’s Road EastWanchaiHong KongP.R. China

Tel.Fax

+852 2528 6605+852 2529 6672

China Wärtsilä NSD Shanghai Repr. OfficeUnit A, 13 A/F Jiu Shi Fu Xin Mansion918 Huai Hai Road (M)Shanghai 200020P.R. China

Tel.Fax

+86 21 6415 5218+86 21 6415 5868

China Wärtsilä NSD Beijing Repr. OfficeRoom 2505, CITIC BuildingNo. 19 Jianguomenwai DajieBeijing 100004P.R. China

Tel.

Fax

+86 10 659 31842+86 10 650 02255+86 10 659 31843

China Wärtsilä NSD WuhanRepresentative OfficeRoom 1501-02, Deng Yue Building314 Xin Hua Road, WuhanHubei 430022P.R. China

Tel.Fax

+86 27 57 83 530+86 27 57 83 033

China Wärtsilä NSD Taiwan Ltd3F-2, No. 111 Sung Chiang Road(Boss Tower Building),TaipeiTaiwan R.O.C.

Tel.Fax

+886 22 515 2229+886 22 517 1916

Colombia Wärtsilä NSD Colombia S.A.Avenida 15 No. 101-09 Oficina 408Edificio Vanguardia A.A. 91710Bogotá D.C.Colombia

Tel.

Fax

+57 1 621 5705+57 1 621 5813+57 1 621 6246+57 1 616 8466


G. Appendix

��


Cyprus Wärtsilä NSD Cyprus LtdPO Box 30373313 LimassolCyprus

Tel.Fax

+357 5 367 353+357 5 367 910

Cyprus Wärtsilä NSD Mediterranean LtdIras & Kontogliou Str.Larnaca 6057Cyprus

Tel.Fax

+357 4 633 906+357 4 632 316

Denmark Wärtsilä NSD Danmark A/SJens Munksvej 1PO Box 67DK-9850 HirtshalsDenmark

Tel.Fax

+45 99 569 956+45 98 944 016

Denmark Wärtsilä NSD Danmark A/SAkseltorv 8, 1st floorDK-1609 Copenhagen VDenmark

Tel.Fax

+45 99 569 956+45 98 944 016

France Wärtsilä NSD France S.A.Etablissement de la MéditerranéeR.N. 8-Les BauxF-13420 GémenosFrance

Tel.Fax

+33 4 42 32 57 94+33 4 42 32 57 98

Germany Wärtsilä NSD Deutschland GmbHSchlenzigstrasse 6D-21107 HamburgGermany

Tel.Fax

+49 40 751 900+49 40 751 90190

Great Britain Wärtsilä NSD UK LtdTubs Hill HouseLondon RoadSevenoaksKent TN13 1BLGreat Britain

Tel.Fax

+44 1732 744 400+44 1732 744 420

Great Britain Wärtsilä NSD UK LtdGirdieness Trading EstateWellington RoadAberdeen AB11 8DGGreat Britain

Tel.Fax

+44 1224 871 166+44 1224 871 188

Greece Wärtsilä Diesel Hellas S.A.4, Loudovikou Square GR-18531 PiraeusPO Box 860 12GR-18503 PiraeusGreece

Tel.

Fax

+30 1 413 54 50+30 1 413 55 82+30 1 411 79 02

Iceland Velar og Skip enfFiskislóö 137 A101 ReykjavikIceland

Tel.Fax

+354 56 200 955+354 56 210 095


G. Appendix

��


India Wärtsilä NSD India LtdHemu Plaza,1st floorDashratlai Joshi MargVile Parle (West)Mumbai 400 056India

Tel.

Fax

+91 22 617 0905+91 22 618 0905+91 22 619 1068

Indonesia P. T. Stowindo PowerMenara Citibank 3rd floorJL Metro Pondok Indahkav. II BAJakarta 12310Indonesia

Tel.Fax

+62 21 766 2950+62 21 766 2946/47

Iran Kalajoo CoApt. 302, Sayeh Bldg.No. 1409 Vali Asr Ave.PO Box 19945-583Tehran 19677Iran

Tel.

Fax

+98 21 2045 888+98 21 2043 528+98 21 2044 532

Ireland Wärtsilä NSD Ireland LtdDublin Executive Office CentreRed Cow, Naas RoadDublin 22Ireland

Tel.Fax

+353 1 459 5668+353 1 459 5672

Italy Wärtsilä Navim Diesel s.r.l.Via Carrara 24-26I-16147 GenovaItaly

Tel.Fax

+39 10 373 0779+39 10 373 0757

Ivory Coast Wärtsilä NSD ACOPO Box 4432 – Zone A417, rue Pierre et Marie CurieAbidjan 01Ivory Coast

Tel.

Fax

+225 351 876+225 350 351+225 351 506

Japan Wärtsilä Diesel Japan Co. LtdKobe Yusen Bldg.1-1-1, Kaigan-doriChuo-kuKobe 650Japan

Tel.Fax

+81 78 392 5333+81 78 392 8688

Japan NSD Japan LtdSan Ei Building 10th floor2-3, Kaigan-dori, 2-chomeChuo-kuKobe 650Japan

Tel.Fax

+81 78 321 1501–5+81 78 332 27 23


G. Appendix

��


Japan Wärtsilä Diesel Japan Co. LtdBinary Kita-Aoyama Bldg. 8F3-6-19, Kita-Aoyama, Minato-kuTokyo 107Japan

Tel.Fax

+81 3 34 86 4531+81 3 34 86 4153

Korea (Rep. of) Wärtsilä NSD Korea LtdNoksan Bldg. 6th floor50-11, Yonggang-dong,Mapo-GuSeoul 121-071Korea (Rep. of)

Tel.Fax

+82 2 3272 8032-5+82 2 3272 8036

Korea (Rep. of) Wärtsilä NSD Korea LtdPusan Marine Centre, 1002-A79-1, Chungangdong, 4-GaChung-GuPusan 600-014Korea (Rep. of)

Tel.Fax

+82 51 465 2191-2+82 51 465 5222

Mexico Wärtsilä NSD de Mexico S.A.Guillermo GonzálezCamarena # 1100, 5th floorCol. Centro Ciudad de Santa FéMéxico, DF 01210Mexico

Tel.Fax

+525 570 92 00+525 570 92 01

Morocco Salva93, Boulevard de la RésistanceCasablanca 21700Morocco

Tel.Fax

+212 2 304 038+212 2 305 717

Norway Wärtsilä NSD Norway A/SHestehagen 5Holter IndustrieområdeN-1440 DrøbakNorway

Tel.Fax

+47 64 93 7650+47 64 93 7660

Pakistan Wärtsilä NSD Pakistan (Pvt.) Ltd16-Kilometer, Ralwind RoadPO Box 10104LahorePakistan

Tel.Fax

+92 42 541 8846+92 42 541 9053

Peru Wärtsilä NSD del Perú S.A.J. Arias Aragües 210San Antonio – MirafloresLima 18Peru

Tel.Fax

+51 1 241 7030+51 1 444 6867

Philippines Wärtsilä NSD Philippines Inc.No 6, Diode StreetLight Industry and Science ParkBO, Diezmo, Cabuyo, LagunaPhilippines

Tel.Fax

+63 49 543 0382+63 49 543 0381


G. Appendix

��


Poland Wärtsilä NSD Polska, Sp zo oUl. Wynalazek 602-677 WarszawaPoland

Tel.Fax

+48 22 640 0790+48 22 640 0794

Poland Wärtsilä NSD Polska, Sp zo oUl. Grunwaldzka 13990-264 GdanskPoland

Tel.Fax

+48 58 345 23 44+48 58 341 67 44

Portugal Wärtsilä Diesel Motores (Portugal) LdaZona Industrial Da Maia ISector X - Lote 362No. 43, Apartado 415P-4470 Maia CodexPortugal

Tel.Fax

+351 2 944 0101+351 2 944 0106

Puerto Rico Wärtsilä NSD Carribbean Inc.Metro Office Park, Suite 101, 2 Calle 1Guaynabo 00968Puerto Rico

Tel.Fax

+1 787 792 8080+1 787 792 2600

Russia Wärtsilä NSD CorporationGlazovsky per., 7, Suite 16RU-121002 MoscowRussia

Tel.Fax

+7 095 200 1255+7 095 203 2705+7 095 956 3696

Russia Wärtsilä NSD Corporation10 Krasnoarmeiskaya Ul. 15RU-198103 St. PetersburgRussia

Tel.

Fax

+7 812 325 2127+7 812 325 2128+7 812 325 2129+7 812 325 2298

Saudi Arabia Wärtsilä NSD Saudi Arabia LtdIndustrial City, Phase 4PO Box 2132Jeddah 21451Saudi Arabia

Tel.

Fax

+966 2 637 6470+966 2 637 6884+966 2 637 6482

Singapore (Rep. of) Wärtsilä NSD Singapore Pte Ltd14, Benoi CrescentSingapore 629977Teban Garden, PO Box 619Singapore 916001Singapore (Rep. of)

Tel.Fax

+65 265 9122+65 264 0802

South Africa Wärtsilä NSD South Africa Pty Ltd36 Neptune StreetParden Eiland 7405Cape TownPO Box 356Cape Town 7420South Africa

Tel.Fax

+27 21 511 1230+27 21 511 1412


G. Appendix

��


Spain Wärtsilä NSD Ibérica S.A.Poligono Industrial Landabaso, s/n,Apartado 137E-48370 Bermeo (Vizcaya)Spain

Tel.Fax

+349 4 6170 100+349 4 6170 113

Turkey Enpa Dis Ticaret A.S.Spor Cad. No. 92 Besiktas PlazaA Blok Zemin Kat BesiktasIstanbulTurkey

Tel.Fax

+90 212 258 55 16+90 212 258 99 98

Ukraine Wärtsilä NSD Corporation5, Buzrik Str.Nicolaev 327029Ukraine

Tel.Fax

+380 512 500057+380 512 500057

United Arab Emirates Wärtsilä NSD Gulf FZEPO Box 61494Jebel AliDubaiUnited Arab Emirates

Tel.Fax

+971 4 838 979+971 4 838 704

USA Wärtsilä NSD Inc.201 Defense Highway, Suite 100Annapolis, MD 21401USA

Tel.Fax

+1 410 573 2100+1 410 573 2200

USA Wärtsilä NSD Inc.Summit Town11 Greenway Plaza, Suite 2920Houston, Texas 77046USA

Tel.Fax

+1 713 840 0020+1 713 840 0009

Vietnam Wärtsilä NSD VietnamIBC Building1A Me Linh Square, Dist 1Ho Chi Minh CityVietnam

Tel.

Fax

+84 8 8244 534+84 8 8244 535+84 8 8294 891

G5.6 Licensees

China China State Shipbuilding Corporation5 Yuetan BeijiePO Box 2123Beijing 100861China

Tel.Fax

+861 068 588 833+861 068 583 380

Croatia “3. Maj” Engines & CranesLiburnijska 3PO Box 19751000 RijekaCroatia

Tel.

Fax

+385 51 262 666+385 51 262 700+385 51 26 11 27


G. Appendix

��


France Wärtsilä NSD France SA28, Boulevard Roger SalengroF-78200 Mantes-la-VilleBP 1224F-78202 Mantes-la-Jolie CedexFrance

Tel.Fax

+33 1 34 78 88 00+33 1 34 78 88 03

Germany Dieselmotorenwerk Rostock GmbHWerftallee 13D-18119 RostockGermany

Tel.Fax

+49 381 123 2130+49 381 123 2132

Italy Grandi Motori Trieste SpaBagnoli della Rosandra, 344I-34018 San Dorligo della ValleTriesteItaly

Tel.Fax

+39 40 319 31 11+39 40 82 73 71

Italy Isotta Fraschini Motori SpAFactory and Head OfficeVia F. de Blasio - Zone IndustrialeI-7012 BariItaly

Tel.Fax

+39 80 534 50 00+39 80 531 10 09

Japan Diesel United Ltd(Head Office)8th floor, Prime Kanda Building8, 2-chome, Kanda Suda-choChiyoda-kuTokyo 101Japan

Tel.Fax

+81 3 3257 8222+81 3 3257 8220

Japan Hitachi Zosen Corporation(Head Office)Ninety Building 3-28Nishikujo 5-chomeKonohana-kuOsaka 554Japan

Tel.Fax

+81 6 466 7555+81 6 466 7524

Japan Mitsubishi Heavy Industries Ltd(Head Office)5-1 Marunouchi, 2-chomeChiyoda-kuTokyo 100Japan

Tel.Fax

+81 3 3212 9080+81 3 3212 9779

Japan NKK Corporation1-2, Marunouchi, 1-chomeChiyoda-kuTokyo 100Japan

Tel.Fax

+81 3 3217 3320+81 3 3214 8421


G. Appendix

��


Korea Hyundai Heavy Industries Co LtdEngine and Machinery Division1, Cheonha-dong, Dong-kuUlsan City,PO Box 70Ulsan City 682-792Korea

Tel.

Fax

+82 522 30 7281+82 522 30 7282+82 522 30 7424+82 522 30 7427

Korea Korea Heavy Industries &Construction Co LtdEngine Business Division555, Guygok-dongChangwon, KyungnamPO Box 77Changwon City 641-600Korea

Tel.

Fax

+82 551 78 7490+82 551 78 7482+82 551 78 8463+82 551 78 8567

Korea Samsung Heavy Industries Co LtdEngine Business Division69, Sinchon-DongChangwon, Kyungnam, 641-370 Korea

Tel.

Fax

+82 551 60 6641+82 551 60 6642+82 551 61 9477+82 551 60 6040

Korea Ssangyong Heavy Industries Co LtdSsangyong Kang Nam B/D4th floor, 448-2, Dogok-2 dongKagnam-GuSeoul 135-272Korea

Tel.Fax

+82 2 3460 3638+82 2 3462 9797

Poland H. Cegielski-Poznan SAUI. 28 Czerwca 1956 Nr. 223/22960-965 PoznanPoland

Tel.

Fax

+48 61 831 13 50+48 61 831 23 50+48 61 832 15 41+48 61 833 09 78+48 61 833 14 41

Poland Zaklady UrzadzenTechnicznych “Zgoda” SAUI. Wojska Polskiego 66/6841-603 SwietochlowicePoland

Tel.

Fax

+48 32 45 72 01+48 32 45 72 70+48 32 45 72 71+48 32 45 72 15

Spain Manises Diesel Engine Company SAQuart de PobletPO Box 1E-46930 ValenciaSpain

Tel.Fax

+349 6 154 64 00+349 6 154 64 15

Turkey Türkiye Gemi Sanayii AS(Turkish Shipbuilding Industrie Inc)Meclisi Medusan Caddesi 6680040 Salizpazari IstanbulTurkey

Tel.

Fax

+90 212 249 83 17+90 212 245 81 87+90 212 251 32 51


G. Appendix

��


USA Waukesha Engine DivisionDresser Industries Inc1000 W. St. Paul AvenueWaukesha, WI 53188USA

Tel.Fax

+1 414 547 33 11+1 414 549 27 95


G. Appendix

��



G. Appendix

��


G6 Questionnaire order specification for RTA52, 62 and 72U-B engines

T10.3616


G. Appendix

��


Questionnaire order specification for RTA52U-B, RTA62U-B and RTA72U-B engines

Table G2 Questionnaire 1 T10.3617


G. Appendix

��





G. Appendix

��





G. Appendix

��





G. Appendix

��





G. Appendix

��





G. Appendix

��





G. Appendix

��





G. Appendix

��





G. Appendix

��





G. Appendix

��





G. Appendix

��





G. Appendix

��





G. Appendix

��





G. Appendix

��



Index

��

25.28.07.40 – Issue XII.98 – Rev. 0Wärtsilä NSD Switzerland Ltd Index–1

AAir filter size RTA52U-B, C–55

Air filter size RTA62U-B, C–113

Air filter size RTA72U-B, C–171

Air receiver and air compressor capacities RTA52U-B, C–48

Air receiver and air compressor capacities RTA62U-B,C–106

Air receiver and air compressor capacities RTA72U-B,C–164

Alarm sensors, D–5

Ancillary systems RTA52U-B, C–29



Auxiliary blower requirements, C–17, C–75, C–133

Auxiliary power generation, C–25, C–83, C–141

Axial detuner/damper, C–7, C–65, C–123

BBSEF RTA52U-B, C–5

BSEF RTA62U-B, C–63

BSEF RTA72U-B, C–121

BSFC RTA52U-B, C–4



CCharacteristic design features, C–1

Characteristic design features, C–59

Characteristic design features, C–117

Constant speed gear, C–27, C–85, C–143

Conversion factors, G–6

Cooling and pre-heating water systems RTA52U-B, C–33



Cross section RTA52U-B, C–1



DDENIS, D–1

DENIS family, D–2

Dimensions, masses and dism. heights RTA52U-B, C–19



EElectrically driven auxiliary blowers, C–17, C–75, C–133

Electrically driven secondary balancer, C–7, C–65, C–123

Engine air supply and room vent. , C–55, C–113, C–171

Engine data RTA52U-B, C–3



Engine description RTA52U-B , C–1

Engine description RTA62U-B , C–59

Engine description RTA72U-B, C–117

Engine emissions, E–1

Engine management systems, D–1

Engine noise RTA52U-B, C–57



Engine options, C–2, C–60, C–118

Engine outlines RTA52U-B, C–20



Engine performance data RTA52U-B, C–3



Engine RTA52U-B , C–1

Engine RTA62U-B, C–59

Engine RTA72U-B, C–117

Engine seating RTA52U-B, C–24



Engine Selection and Project Manual S20U, G–1

Engine system data RTA52U-B , C–29

Engine system data RTA62U-B , C–87

Engine system data RTA72U-B, C–145

EnSel, G–1

FFire prevention in exhaust gas system, G–1

Fire protection RTA52U-B, C–51



Freshwater generator, C–36, C–94, C–152

Fuel oil systems, C–42, C–100, C–158

Fuel oil viscosity–temperature diagram, C–43, C–101,C–159


Index

��

25.28.07.40 – Issue XII.98 – Rev. 0 Wärtsilä NSD Switzerland LtdIndex–2

IInstallation data RTA52U-B, C–19

Installation data RTA62U-B, C–77

Installation data RTA72U-B, C–135

Installation of winGTD, F–1

Intelligent engine-management, D–1

ISO Standard 3046-1, C–3, C–61, C–119

LLateral stays, C–7, C–65, C–123

Leakage coll. syst. and wash. devices RTA52U-B, C–49



Longitudinal stays, C–7, C–65, C–123

Lubricating oil system RTA52U-B, C–37



Lubricating oils, C–41, C–99, C–157

MMain parameters RTA52U-B, C–1

Main parameters RTA62U-B, C–59

Main parameters RTA72U-B, C–117

MAPEX Family, D–8

MAPEX-PR, D–10

MAPEX-SM, D–11

NNOx emissions, E–1

OOrder specification, G–19

PPart load data diagram, C–29, C–87, C–145

Piping symbols, G–2

Piping systems RTA52U-B, C–33



Pre–heating system RTA52U-B, C–36

Pr-eheating system RTA62U-B, C–94

Pre-heating system RTA72U-B, C–152

Pressure and temperature ranges, C–18, C–76, C–134

PTO arrangements, C–26, C–84, C–142

QQuestionnaire about engine vibration RTA52U-B, C–12

Questionnaire about engine vibration RTA62U-B, C–70

Questionnaire about engine vibration RTA72U-B, C–128

Questionnaire winGTD, C–30, C–88, C–146

RReference to other documentation, G–1

Remote control system, D–2

Remote control systems suppliers, D–4

SScavenge air and exhaust gas system RTA52U-B, C–52

Scavenge air and exhaust gas system RTA62U-B, C–110

Scavenge air and exhaust gas system RTA72U-B, C–168

Scavenge air cooler details RTA52U-B, C–13



Service package, D–13

SI dimensions, G–5

SIPWA-TP, D–9

Starting and control air system RTA52U-B, C–47



Sulzer S20 diesel generator set, C–28, C–86, C–144

TTank capacities RTA52U-B, C–50

Tank capacities RTA62U-B, C–108

Tank capacities RTA72U-B, C–166

TC and SAC selection, C–14, C–72, C–130

tEaT RTA52U-B, C–6



Tubocharger and scavenge air cooler, C–13

Turbocharger and scavenge air cooler, C–71, C–129

Turbocharger details RTA52U-B, C–13



Turning gear requirements, C–17, C–75, C–133

Typical attachment points for lateral stays, C–9, C–67,C–125

UUsing winGTD, F–2


Index

��

25.28.07.40 – Issue XII.98 – Rev. 0Wärtsilä NSD Switzerland Ltd Index–3

VVibration aspects RTA52U-B, C–7

Vibration aspects RTA62U-B, C–65

Vibration aspects RTA72U-B, C–123

WWaste heat recovery, C–26, C–84, C–142

winGTD, F–1, G–1

WNSD Corporation network, G–8

WNSD Corporation worldwide, G–7

WNSD Licensees, G–14

WNSD Marine business, G–7

WNSD Navy business, G–7

WNSD Product companies, G–7

Documents

This book covers the following Sulzer diesel enginesmaytau.ut.edu.vn/userfiles/files/SULZER RTA-U.pdfThis book covers the following Sulzer diesel engines: The Sulzer RTA52U-B engines