Wartsila O E W 26 PG PDF

WRTSIL 26
PRODUCT GUIDE
Wrtsil 26 - Product Guide
Introduction
Introduction
This Product Guide provides data and system proposals for the early design phase of marine engine install-
ations. For contracted projects specific instructions for planning the installation are always delivered. Any
data and information herein is subject to revision without notice. This 1/2009 issue replaces all previous
issues of the Wrtsil 26 Project Guides.
Issue Published Updates

1/2009 26.11.2009 Technical data added for IMO Tier 2 engines, Compact Silencer System added, Chapter
Exhaust Emissions updated and several other minor updates
5/2007 27.06.2007 Corrected graphic details before print the guide to paper
4/2007 12.06.2007 Exhaust emission chapter and list of pipe connections updated.
3/2007 15.05.2007 Cooling water chapter and technical data corrected (plus minor corrections).
Wrtsil, Ship Power Technology
Vaasa, November 2009
THIS PUBLICATION IS DESIGNED TO PROVIDE AS ACCURATE AND AUTHORITATIVE INFORMATION REGARDING THE SUBJECTS COVERED AS
WAS AVAILABLE AT THE TIME OF WRITING. HOWEVER, THE PUBLICATION DEALS WITH COMPLICATED TECHNICAL MATTERS AND THE DESIGN
OF THE SUBJECT AND PRODUCTS IS SUBJECT TO REGULAR IMPROVEMENTS, MODIFICATIONS AND CHANGES. CONSEQUENTLY, THE PUB-
LISHER AND COPYRIGHT OWNER OF THIS PUBLICATION CANNOT TAKE ANY RESPONSIBILITY OR LIABILITY FOR ANY ERRORS OR OMISSIONS
IN THIS PUBLICATION OR FOR DISCREPANCIES ARISING FROM THE FEATURES OF ANY ACTUAL ITEM IN THE RESPECTIVE PRODUCT BEING
DIFFERENT FROM THOSE SHOWN IN THIS PUBLICATION. THE PUBLISHER AND COPYRIGHT OWNER SHALL NOT BE LIABLE UNDER ANY CIR-
CUMSTANCES, FOR ANY CONSEQUENTIAL, SPECIAL, CONTINGENT, OR INCIDENTAL DAMAGES OR INJURY, FINANCIAL OR OTHERWISE,
SUFFERED BY ANY PART ARISING OUT OF, CONNECTED WITH, OR RESULTING FROM THE USE OF THIS PUBLICATION OR THE INFORMATION
CONTAINED THEREIN.
COPYRIGHT 2009 BY WRTSIL FINLAND OY

ALL RIGHTS RESERVED. NO PART OF THIS PUBLICATION MAY BE REPRODUCED OR COPIED IN ANY FORM OR BY ANY MEANS, WITHOUT PRIOR
WRITTEN PERMISSION OF THE COPYRIGHT OWNER.
Product Guide W26 - 1/2009 iii

Table of Contents
Table of Contents
1. Main Data and Outputs ............................................................................................................................. 1
1.1 Maximum continuous output ............................................................................................................ 1
1.2 Reference conditions ........................................................................................................................ 2
1.3 Operation in inclined position .......................................................................................................... 2
1.4 Dimensions and weights .................................................................................................................. 3
2. Operating ranges ...................................................................................................................................... 6

2.1 Engine operating range .................................................................................................................... 6
2.2 Loading capacity .............................................................................................................................. 8
2.3 Low air temperature ........................................................................................................................ 10
2.4 Operation at low load and idling ....................................................................................................... 10
3. Technical Data ........................................................................................................................................... 11

3.1 Wrtsil 6L26 ................................................................................................................................... 11
3.2 Wrtsil 8L26 ................................................................................................................................... 14
3.3 Wrtsil 9L26 ................................................................................................................................... 17
3.4 Wrtsil 12V26 ................................................................................................................................. 20
3.5 Wrtsil 16V26 ................................................................................................................................. 23
4. Description of the Engine ......................................................................................................................... 26

4.1 Definitions ......................................................................................................................................... 26
4.2 Main engine components ................................................................................................................. 26
4.3 Cross section of the engine .............................................................................................................. 30
4.4 Overhaul intervals and expected life times ....................................................................................... 32
5. Piping Design, Treatment and Installation .............................................................................................. 33

5.1 Pipe dimensions ............................................................................................................................... 33
5.2 Trace heating .................................................................................................................................... 34
5.3 Operating and design pressure ........................................................................................................ 34
5.4 Pipe class ......................................................................................................................................... 35
5.5 Insulation .......................................................................................................................................... 35
5.6 Local gauges .................................................................................................................................... 35
5.7 Cleaning procedures ........................................................................................................................ 35
5.8 Flexible pipe connections ................................................................................................................. 36
5.9 Clamping of pipes ............................................................................................................................. 37
6. Fuel Oil System ......................................................................................................................................... 39

6.1 Acceptable fuel characteristics ......................................................................................................... 39
6.2 Internal fuel oil system ..................................................................................................................... 42
6.3 External fuel oil system .................................................................................................................... 44
7. Lubricating Oil System ............................................................................................................................. 60

7.1 Lubricating oil requirements ............................................................................................................. 60
7.2 Internal lubricating oil system ........................................................................................................... 61
7.3 External lubricating oil system .......................................................................................................... 64
7.4 Crankcase ventilation system ........................................................................................................... 69
7.5 Flushing instructions ........................................................................................................................ 70
8. Compressed Air System ........................................................................................................................... 71

8.1 Instrument air quality ........................................................................................................................ 71
8.2 Internal compressed air system ....................................................................................................... 71
8.3 External compressed air system ...................................................................................................... 74
9. Cooling Water System .............................................................................................................................. 77

9.1 Water quality ................................................................................................................................... 77
9.2 Internal cooling water system ........................................................................................................... 78
9.3 External cooling water system .......................................................................................................... 84
iv Product Guide W26 - 1/2009

Table of Contents
10. Combustion Air System ........................................................................................................................... 92

10.1 Engine room ventilation .................................................................................................................... 92
10.2 Combustion air system design ......................................................................................................... 93
11. Exhaust Gas System ................................................................................................................................. 96

11.1 Internal exhaust gas system ............................................................................................................. 96
11.2 Exhaust gas outlet ............................................................................................................................ 99
11.3 External exhaust gas system ........................................................................................................... 100
12. Turbocharger Cleaning ............................................................................................................................. 106

12.1 Turbine cleaning system ................................................................................................................... 106
12.2 Compressor cleaning system ........................................................................................................... 106
13. Exhaust Emissions ................................................................................................................................... 107

13.1 Diesel engine exhaust components ................................................................................................. 107
13.2 Marine exhaust emissions legislation ............................................................................................... 108
13.3 Methods to reduce exhaust emissions ............................................................................................. 110
14. Automation System .................................................................................................................................. 113

14.1 UNIC C1 .......................................................................................................................................... 113
14.2 UNIC C2 ........................................................................................................................................... 119
14.3 Functions .......................................................................................................................................... 124
14.4 Alarm and monitoring signals ........................................................................................................... 125
14.5 Electrical consumers ........................................................................................................................ 126
15. Foundation ................................................................................................................................................. 128

15.1 Steel structure design ...................................................................................................................... 128
15.2 Mounting of main engines ................................................................................................................ 128
15.3 Mounting of generating sets ............................................................................................................. 136
15.4 Flexible pipe connections ................................................................................................................. 138
16. Vibration and Noise .................................................................................................................................. 139

16.1 External forces and couples ............................................................................................................. 139
16.2 Torque variations .............................................................................................................................. 140
16.3 Mass moments of inertia .................................................................................................................. 140
16.4 Structure borne noise ....................................................................................................................... 140
16.5 Air inlet noise .................................................................................................................................... 141
16.6 Exhaust noise ................................................................................................................................... 141
17. Power Transmission ................................................................................................................................. 142

17.1 Flexible coupling ............................................................................................................................... 142
17.2 Clutch ............................................................................................................................................... 143
17.3 Shaft locking device .......................................................................................................................... 143
17.4 Power-take-off from the free end ...................................................................................................... 144
17.5 Input data for torsional vibration calculations ................................................................................... 146
17.6 Turning gear ..................................................................................................................................... 147
18. Engine Room Layout ................................................................................................................................ 148

18.1 Crankshaft distances ........................................................................................................................ 148
18.2 Space requirements for maintenance .............................................................................................. 151
18.3 Transportation and storage of spare parts and tools ........................................................................ 151
18.4 Required deck area for service work ................................................................................................ 151
19. Transport Dimensions and Weights ........................................................................................................ 156

19.1 Lifting of main engines ..................................................................................................................... 156
19.2 Lifting of generating sets .................................................................................................................. 158
19.3 Engine components .......................................................................................................................... 159
20. Product Guide Attachments ..................................................................................................................... 161
21. ANNEX ........................................................................................................................................................ 162
Product Guide W26 - 1/2009 v

Table of Contents
21.1 Unit conversion tables ...................................................................................................................... 162

21.2 Collection of drawing symbols used in drawings .............................................................................. 163
vi Product Guide W26 - 1/2009

1. Main Data and Outputs

The Wrtsil 26 is a 4-stroke, non-reversible, turbocharged and intercooled diesel engine with direct fuel
injection.
Cylinder bore ................................................. 260 mm

Stroke ............................................................ 320 mm
Piston displacement ..................................... 17,0 l/cyl
Number of valves ........................................... 2 inlet valves and 2 exhaust valves
Cylinder configuration ................................... 6, 8 and 9 in-line; 12 and 16 in V-form
V angle ........................................................... 55
Direction of rotation ....................................... clockwise, counter-clockwise on request
Speed ............................................................ 900, 1000 rpm
Mean piston speed ........................................ 9.6, 10.7 m/s
1.1 Maximum continuous output

Table 1.1 Rating table for Wrtsil 26
Cylinder config- Main engines Generating sets

uration 900 rpm 1000 rpm 900 rpm 1000 rpm
[kW] [kW] [KVA] [kWe] [KVA] [kWe]
6L26 1950 2040 2352 1882 2461 1969
8L26 2600 2720 3136 2509 3281 2625
9L26 2925 3060 3528 2823 3691 2953
12V26 3900 4080 4704 3764 4922 3937
16V26 5200 5440 6273 5018 6562 5250
The generator outputs are calculated for an efficiency of 96.5% and a power factor of 0.8. The maximum
fuel rack position is mechanically limited to 110% of the continuous output for engines driving generators.
The mean effective pressure pe can be calculated as follows:
where:
Pe = mean effective pressure [bar]
P = output per cylinder [kW]
n = engine speed [rpm]
D = Cylinder diameter [mm]
L = length of piston stroke [mm]
c = operating cycle (4)
Product Guide W26 - 1/2009 1

1.2 Reference conditions

The output is available up to a charge air coolant temperature of max. 38C and an air temperature of max.
45C. For higher temperatures, the output has to be reduced according to the formula stated in ISO 3046-
1:2002 (E).
The specific fuel oil consumption is stated in the chapter Technical data. The stated specific fuel oil con-
sumption applies to engines without engine driven pumps, operating in ambient conditions according to
ISO 15550:2002 (E). The ISO standard reference conditions are:
total barometric pressure 100 kPa

air temperature 25C
relative humidity 30%
charge air coolant temperature 25C
Correction factors for the fuel oil consumption in other ambient conditions are given in standard ISO 3046-
1:2002.
1.3 Operation in inclined position

Max. inclination angles at which the engine will operate satisfactorily.
Transverse inclination, permanent (list) .................. 15

Transverse inclination, momentary (roll) ................. 22.5
Longitudinal inclination, permanent (trim) ............... 5
Longitudinal inclination, momentary (pitch) ............ 7.5
Larger angles are possible with special arrangements.
2 Product Guide W26 - 1/2009

1.4 Dimensions and weights

1.4.1 Main engines
Figure 1.1 In-line engines (DAAE034755a)
Engine A* A B* B C* C D E Fwet Fdry G

W 6L26 4258 4110 1881 1802 1912 1883 2430 400 950 818 2866
W 8L26 5117 4890 2019 1825 1912 1979 2430 400 950 818 3646
W 9L26 5507 5280 2019 1825 1912 1979 2430 400 950 818 4036
Weight
Engine H I K M* M N* N
wet sump dry sump
W 6L26 169 920 1420 1073 1073 640 885 18.8 18.5 * 17.4 17.1*
W 8L26 169 920 1420 1103 1170 719 885 23.2 22.9 * 21.6 21.2 *
W 9L26 169 920 1420 1103 1170 719 885 25.0 24.6 * 23.2 22.9 *
Engine Wet sump Dry sump

Gx * Gy * Gz * Gx Gy Gz Gx * Gy * Gz * Gx Gy Gz
W 6L26 1371 102 446 1513 102 446 1371 102 455 1513 102 455
W 8L26 1625 102 460 1921 102 460 1675 102 446 1921 102 446
W 9L26 1867 98 453 2094 98 453 1867 102 446 2094 102 446
* Turbocharger at flywheel end.

All dimensions in mm. Weight in metric tons with liquids (wet sump) but without flywheel.

Figure 1.2 V-engines (DAAE034757a)
Engine A* A B* B C* C D E Fwet Fdry G

W 12V26 5218 4968 2074 2074 2453 2453 2060 460 1110 800 3035
W 16V26 6223 5973 2151 2151 2489 2489 2060 460 1110 800 3880
Weight
Engine H I K M* M N* N O dry wet
sump sump
W 12V26 235 1010 1530 1236 1236 1197 1463 1012 29.2 31.9
W 16V26 235 1010 1530 1248 1248 1363 1626 1160 33.0 36.5
Engine Wet sump Dry sump

Gx * Gz * Gx Gz Gx * Gz * Gx Gz
W 12V26 1224 413 1811 413 1224 470 1811 470
W 16V26 1852 548 2240 548 1852 568 2240 568


1.4.2 Generating sets

Figure 1.3 Generating sets (DAAE034758a)
Table 1.2 W26 generating set overall dimensions
Engine A A* B B* C D E F G H I L M Weight
W 6L26 7500 7500 835 702 6000 3200 921 1200 2430 1600 1910 2300 1881 40
W 8L26 8000 8000 835 702 7000 3300 921 1200 2430 1600 1910 2300 2019 45
W 9L26 8500 8500 835 702 7500 3400 921 1200 2430 1600 1910 2300 2019 50
W 12V26 8400 - 1263 - 6700 3600 981 1560 2765 2000 2310 2700 2074 60
W 16V26 9700 - 1400 - 7730 4000 981 1560 2765 2000 2310 2700 2151 70

NOTE! Generating set dimensions are for indication only, based on low voltage generators. Final gen-
erating set dimensions and weights depend on selection of generator and flexible coupling.

2. Operating ranges
2. Operating ranges
2.1 Engine operating range
Below nominal speed the load must be limited according to the diagrams in this chapter in order to maintain
engine operating parameters within acceptable limits. Operation in the shaded area is permitted only tem-
porarily during transients. Minimum speed and speed range for clutch engagement are indicated in the
diagrams, but project specific limitations may apply.
2.1.1 Controllable pitch propellers

An automatic load control system is required to protect the engine from overload. The load control reduces
the propeller pitch automatically, when a pre-programmed load versus speed curve (engine limit curve)
is exceeded, overriding the combinator curve if necessary. The engine load is derived from fuel rack position
and actual engine speed (not speed demand).
The propulsion control should also include automatic limitation of the load increase rate. Maximum loading
rates can be found later in this chapter.
The propeller efficiency is highest at design pitch. It is common practice to dimension the propeller so that
the specified ship speed is attained with design pitch, nominal engine speed and 85% output in the specified
loading condition. The power demand from a possible shaft generator or PTO must be taken into account.
The 15% margin is a provision for weather conditions and fouling of hull and propeller. An additional engine
margin can be applied for most economical operation of the engine, or to have reserve power.
Figure 2.1 Operating field for CP propeller
2.1.2 Fixed pitch propellers

The thrust and power absorption of a given fixed pitch propeller is determined by the relation between ship
speed and propeller revolution speed. The power absorption during acceleration, manoeuvring or towing
is considerably higher than during free sailing for the same revolution speed. Increased ship resistance, for

2. Operating ranges
reason or another, reduces the ship speed, which increases the power absorption of the propeller over the
whole operating range.
Loading conditions, weather conditions, ice conditions, fouling of hull, shallow water, and manoeuvring
requirements must be carefully considered, when matching a fixed pitch propeller to the engine. The
nominal propeller curve shown in the diagram must not be exceeded in service, except temporarily during
acceleration and manoeuvring. A fixed pitch propeller for a free sailing ship is therefore dimensioned so
that it absorbs max. 85% of the engine output at nominal engine speed during trial with loaded ship. Typ-
ically this corresponds to about 82% for the propeller itself.
If the vessel is intended for towing, the propeller is dimensioned to absorb 95% of the engine power at
nominal engine speed in bollard pull or towing condition. It is allowed to increase the engine speed to
101.7% in order to reach 100% MCR during bollard pull.
A shaft brake should be used to enable faster reversing and shorter stopping distance (crash stop). The
ship speed at which the propeller can be engaged in reverse direction is still limited by the windmilling
torque of the propeller and the torque capability of the engine at low revolution speed.
Figure 2.2 Operating field for FP Propeller
FP propellers in twin screw vessels

Requirements regarding manoeuvring response and acceleration, as well as overload with one engine out
of operation must be very carefully evaluated if the vessel is designed for free sailing, in particular if open
propellers are applied. If the bollard pull curve significantly exceeds the maximum overload limit, acceleration
and manoeuvring response can be very slow. Nozzle propellers are less problematic in this respect.
2.1.3 Dredgers
Mechanically driven dredging pumps typically require a capability to operate with full torque down to 70%
or 80% of nominal engine speed. This requirement results in significant de-rating of the engine.

2. Operating ranges
Figure 2.3 Operating field for Dredgers
2.2 Loading capacity

Controlled load increase is essential for highly supercharged diesel engines, because the turbocharger
needs time to accelerate before it can deliver the required amount of air. A slower loading ramp than the
maximum capability of the engine permits a more even temperature distribution in engine components
during transients.
The engine can be loaded immediately after start, provided that the engine is pre-heated to a HT-water
temperature of 6070C, and the lubricating oil temperature is min. 40 C.
The ramp for normal loading applies to engines that have reached normal operating temperature.
2.2.1 Mechanical propulsion

Figure 2.4 Maximum recommended load increase rates for variable speed engines
The propulsion control must include automatic limitation of the load increase rate. If the control system has
only one load increase ramp, then the ramp for a preheated engine should be used. In tug applications the

2. Operating ranges
engines have usually reached normal operating temperature before the tug starts assisting. The emergency
curve is close to the maximum capability of the engine.
If minimum smoke during load increase is a major priority, slower loading rate than in the diagram can be
necessary below 50% load.
Large load reductions from high load should also be performed gradually. In normal operation the load
should not be reduced from 100% to 0% in less than 15 seconds. When absolutely necessary, the load
can be reduced as fast as the pitch setting system can react (overspeed due to windmilling must be con-
sidered for high speed ships).
2.2.2 Diesel electric propulsion and auxiliary engines

Figure 2.5 Maximum recommended load increase rates for engines operating at nominal speed
In diesel electric installations loading ramps are implemented both in the propulsion control and in the
power management system, or in the engine speed control in case isochronous load sharing is applied. If
a ramp without knee-point is used, it should not achieve 100% load in shorter time than the ramp in the
figure. When the load sharing is based on speed droop, the load increase rate of a recently connected
generator is the sum of the load transfer performed by the power management system and the load increase
performed by the propulsion control.
The emergency curve is close to the maximum capability of the engine and it shall not be used as the
normal limit. In dynamic positioning applications loading ramps corresponding to 20-30 seconds from zero
to full load are however normal. If the vessel has also other operating modes, a slower loading ramp is re-
commended for these operating modes.
In typical auxiliary engine applications there is usually no single consumer being decisive for the loading
rate. It is recommended to group electrical equipment so that the load is increased in small increments,
and the resulting loading rate roughly corresponds to the normal curve.
In normal operation the load should not be reduced from 100% to 0% in less than 15 seconds. If the ap-
plication requires frequent unloading at a significantly faster rate, special arrangements can be necessary
on the engine. In an emergency situation the full load can be thrown off instantly.
Maximum instant load steps

The electrical system must be designed so that tripping of breakers can be safely handled. This requires
that the engines are protected from load steps exceeding their maximum load acceptance capability. The
maximum permissible load step is 30% MCR. The resulting speed drop is less than 10% and the recovery
time to within 1% of the steady state speed at the new load level is max. 5 seconds.
When electrical power is restored after a black-out, consumers are reconnected in groups, which may
cause significant load steps. The engine can be loaded in three steps up to 100% load, provided that the
steps are 0-30-65-100. The engine must be allowed to recover for at least 7 seconds before applying the
following load step, if the load is applied in maximum steps.

2. Operating ranges
Start-up time
A diesel generator typically reaches nominal speed in about 20...25 seconds after the start signal. The ac-
celeration is limited by the speed control to minimise smoke during start-up.
2.3 Low air temperature

In cold conditions the following minimum inlet air temperatures apply:
Starting + 5C
Idling - 5C
High load - 10C
To prevent excessive firing pressures at full load Wrtsil must be informed in case the intake air temperature
is below +15 C.
If the engine is equipped with a two-stage charge air cooler, sustained operation between 0 and 40% load
can require special provisions in cold conditions to prevent too low engine temperature.
For further guidelines, see chapter Combustion air system design.
2.4 Operation at low load and idling

The engine can be started, stopped and operated on heavy fuel under all operating conditions. Continuous
operation on heavy fuel is preferred rather than changing over to diesel fuel at low load operation and
manoeuvring. The following recommendations apply:
Absolute idling (declutched main engine, disconnected generator)
Maximum 10 minutes if the engine is to be stopped after the idling. 3-5 minutes idling before stop is
recommended.
Maximum 6 hours if the engine is to be loaded after the idling.
Operation below 20 % load on HFO or below 10 % load on MDF
Maximum 100 hours continuous operation. At intervals of 100 operating hours the engine must be
loaded to minimum 70 % of the rated output.
Operation above 20 % load on HFO or above 10 % load on MDF
No restrictions.

3. Technical Data
3. Technical Data
3.1 Wrtsil 6L26
Wrtsil 6L26, IMO Tier 2 AE/DE AE/DE ME ME
IMO Tier 2 IMO Tier 2 IMO Tier 2 IMO Tier 2
Cylinder output kW/cyl 325 340 325 340
Engine speed rpm 900 1000 900 1000
Engine output kW 1950 2040 1950 2040
Mean effective pressure MPa 2.55 2.4 2.55 2.4
Combustion air system (Note 1)

Flow of air at 100% load kg/s 3.7 4.1 3.9 4.1
Temperature at turbocharger intake, max. C 45 45 45 45
Air temperature after air cooler, nom. (TE601) C 55 55 55 55
Exhaust gas system (Note 2)

Flow at 100% load kg/s 3.8 4.2 4.0 4.2
Flow at 85% load kg/s 3.3 3.7 3.4 3.5
Flow 75% load kg/s 3.0 3.4 3.0 3.1
Flow 50% load kg/s 2.1 2.4 1.9 2.1
Temp. after turbo, 100% load (TE517) C 346 328 322 328
Backpressure, max. kPa 3.0 3.0 3.0 3.0
Exhaust gas pipe diameter, min mm 500 500 500 500
Calculated exhaust diameter for 35 m/s mm 492 507 494 507
Heat balance (Note 3)

Jacket water kW 346 372 335 372
Lubricating oil kW 287 306 280 306
Charge air kW 595 706 672 706
Radiation kW 92 97 92 97
Fuel system (Note 4)

Pressure before injection pumps (PT101) kPa 70050 70050 70050 70050
Fuel flow to engine. approx m3/h 1.6 1.7 1.6 1.7
Pump capacity at 12 cSt, engine driven (MDF only) m/h 2.9 3.2 2.9 3.2
HFO viscosity before engine cSt 16.0... 24.0 16.0... 24.0 16.0... 24.0 16.0... 24.0
MDF viscosity, min cSt 2.0 2.0 2.0 2.0
HFO temperature before engine, max. (TE 101) C 140.0 140.0 140.0 140.0
Fuel consumption at 100% load g/kWh 189 192 190 192
Clean leak fuel quantity, MDF at 100% load kg/h 7.7 8.2 7.8 8.2
Clean leak fuel quantity, HFO at 100% load kg/h 1.5 1.6 1.6 1.6
Lubricating oil system (Note 5)

Pressure before bearings, nom. (PT201) kPa 450 450 450 450
Pressure after pump, max. kPa 800 800 800 800
Suction ability including pipe loss, max. kPa 30 30 30 30
Priming pressure, nom. (PT201) kPa 80 80 80 80
Temperature before bearings, nom. (TE201) C 68 68 68 68
Temperature after engine, approx. C 78 78 78 78
Pump capacity (main), engine driven m/h 60 66 60 66
Pump capacity (main), stand-by m/h 55 55 55 55
Priming pump capacity, 50Hz/60Hz m/h 11 / 13 11 / 13 11 / 13 11 / 13
Oil volume, wet sump, nom. m 1.3 1.3 1.3 1.3
Oil volume in separate system oil tank, nom. m 2.6 2.8 2.6 2.8
Oil consumption (100% load), approx. g/kWh 0.5 0.5 0.5 0.5
Crankcase ventilation flow rate l/min/cyl 150 150 150 150
Crankcase backpressure (max) kPa 0.3 0.3 0.3 0.3
Oil volume in speed governor l 1.4 / 2.0 1.4 / 2.0 1.4 / 2.0 1.4 / 2.0
High temperature cooling water system

Pressure at engine, after pump, nom. (PT401) kPa 350 + static 350 + static 350 + static 350 + static
Pressure at engine, after pump, max. (PT401) kPa 500 500 500 500

3. Technical Data

Temperature before cylinders, approx. (TE401) C 81 81 81 81
HT-water out from the engine, nom (TE402) C 91 91 91 91
Capacity of engine driven pump, nom. m/h 35 35 35 35
Pressure drop over engine kPa 210 210 210 210
Pressure drop in external system, max kPa 60 60 60 60
Pressure from expansion tank kPa 70...150 70...150 70...150 70...150
Water volume in engine m 0.3 0.3 0.3 0.3
Low temperature cooling water system

Temperature before engine (TE471) C 25...38 25...38 25...38 25...38
Pressure drop in external system, max. kPa 60 60 60 60
Pressure drop over charge air cooler kPa 0 0 0 0
Pressure drop over oil cooler kPa 16 16 16 16
Pressure drop over temperature control valve kPa 0 0 0 0
Capacity engine driven seawater pump, max. m3/h 80 80 80 80
Starting air system (Note 6)

Pressure, nom. kPa 3000 3000 3000 3000
Pressure at engine during start, min. (+20C) kPa 1800 1800 1800 1800
Pressure, max. kPa 3300 3300 3300 3300
Low pressure limit in air vessels kPa 1800 1800 1800 1800
Consumption per start 20C (successful start) Nm3 1.4 1.4 1.4 1.4

Engine output kW 1950 2040 1950 2040


Flow at 100% load kg/s 3.9 4.3 4.0 4.1
Flow at 85% load kg/s 3.4 3.7 3.4 3.5
Flow 75% load kg/s 3.1 3.4 3.0 3.1

Charge air kW 618 702 666 730
Radiation kW 82 85 82 85


3. Technical Data





Pressure, nom. kPa 3000 3000 3000 3000
Pressure, max. kPa 3300 3300 3300 3300
Notes:
Note 1 At ISO 3046-1 conditions (ambient air temperature 25C, LT-water 25C) and 100% load. Tolerance 5%.
Note 2 At ISO 3046-1 conditions (ambient air temperature 25C, LT-water 25C) and 100% load. Flow tolerance 5% and temperature tolerance 20C.
Note 3 The heat balances are made for ISO 3046/1 standard reference conditions. The heat balances include engine driven pumps (two water pumps and one lube oil
pump).
Note 4 According to ISO 3046/1, lower calorific value 42 700 kJ/kg at constant engine speed, with engine driven pumps. Tolerance 5%.The fuel consumption at 85 %
load is guaranteed and the values at other loads are given for indication only.
Note 5 Speed governor oil volume depends on the speed governor type.
Note 6 At remote and automatic starting, the consumption is 2-3 times higher.
ME = Engine driving propeller, variable speed

AE = Auxiliary engine driving generator
DE = Diesel-Electric engine driving generator
Subject to revision without notice.

3. Technical Data
3.2 Wrtsil 8L26

Engine output kW 2600 2720 2600 2720


Flow at 100% load kg/s 5.1 5.6 5.4 5.6
Flow at 85% load kg/s 4.4 4.9 4.5 4.7
Flow 75% load kg/s 4.0 4.5 4.0 4.2
Flow 50% load kg/s 2.8 3.2 2.5 2.9

Charge air kW 794 941 897 941
Radiation kW 122 130 123 130




3. Technical Data



Pressure, nom. kPa 3000 3000 3000 3000
Pressure, max. kPa 3300 3300 3300 3300

Engine output kW 2600 2720 2600 2720


Flow at 100% load kg/s 5.2 5.7 5.3 5.5
Flow at 85% load kg/s 4.5 4.9 4.5 4.7
Flow 75% load kg/s 4.1 4.5 4.0 4.2

Charge air kW 824 936 888 974
Radiation kW 106 110 109 110


3. Technical Data




Pressure, nom. kPa 3000 3000 3000 3000
Pressure, max. kPa 3300 3300 3300 3300
Notes:
pump).


3. Technical Data
3.3 Wrtsil 9L26

Engine output kW 2925 3060 2925 3060


Flow at 100% load kg/s 5.7 6.3 6.0 6.3
Flow at 85% load kg/s 5.0 5.5 5.1 5.3
Flow 75% load kg/s 4.5 5.0 4.5 4.7
Flow 50% load kg/s 3.1 3.5 2.8 3.2

Charge air kW 893 1059 1009 1059
Radiation kW 137 146 138 146




3. Technical Data



Pressure, nom. kPa 3000 3000 3000 3000
Pressure, max. kPa 3300 3300 3300 3300

Engine output kW 2925 3060 2925 3060


Flow at 100% load kg/s 5.9 6.4 5.9 6.2
Flow at 85% load kg/s 5.1 5.5 5.1 5.3
Flow 75% load kg/s 4.6 5.0 4.5 4.7

Charge air kW 927 1053 999 1095
Radiation kW 120 125 123 125


3. Technical Data




Pressure, nom. kPa 3000 3000 3000 3000
Pressure, max. kPa 3300 3300 3300 3300
Notes:
pump).


3. Technical Data
3.4 Wrtsil 12V26

Wrtsil 12V26, IMO Tier 2 AE/DE AE/DE ME ME
Engine output kW 3900 4080 3900 4080


Flow at 100% load kg/s 7.6 8.4 8.1 8.4
Flow at 85% load kg/s 0.0 0.0 0.0 0.0
Flow 75% load kg/s 0.0 0.0 0.0 0.0
Flow 50% load kg/s 0.0 0.0 0.0 0.0

Jacket water, HT-circuit kW 693 744 670 744
Charge air, HT-circuit kW 879 1065 994 1065
Charge air, LT-circuit kW 312 351 351 351
Lubricating oil, LT-circuit kW 573 610 560 610
Radiation kW 183 195 184 195




3. Technical Data



Pressure, nom. kPa 3000 3000 3000 3000
Pressure, max. kPa 3300 3300 3300 3300

Engine output kW 3900 4080 3900 4080


Flow at 100% load kg/s 7.2 7.8 7.1 7.7
Flow at 85% load kg/s 7.0 7.7 6.6 7.3
Flow 75% load kg/s 6.3 6.9 5.6 6.3

Radiation kW 153 160 153 160


3. Technical Data




Pressure, nom. kPa 3000 3000 3000 3000
Pressure, max. kPa 3300 3300 3300 3300
Notes:
pump).


3. Technical Data
3.5 Wrtsil 16V26

Engine output kW 5200 5440 5200 5440


Flow at 100% load kg/s 10.2 11.2 10.7 11.2
Flow at 85% load kg/s 0.0 0.0 0.0 0.0
Flow 75% load kg/s 0.0 0.0 0.0 0.0
Flow 50% load kg/s 0.0 0.0 0.0 0.0

Radiation kW 244 260 245 260




3. Technical Data



Pressure, nom. kPa 3000 3000 3000 3000
Pressure, max. kPa 3300 3300 3300 3300

Engine output kW 5200 5440 5200 5440


Flow at 100% load kg/s 9.5 10.4 9.5 10.2
Flow at 85% load kg/s 10.2 11.3 8.8 10.1
Flow 75% load kg/s 9.1 10.2 7.3 8.9

Radiation kW 204 214 204 214


3. Technical Data




Pressure, nom. kPa 3000 3000 3000 3000
Pressure, max. kPa 3300 3300 3300 3300
Notes:
pump).


4. Description of the Engine

4.1 Definitions
Figure 4.1 In-line engine and V-engine definitions (1V93C0029 / 1V93C0028)
4.2 Main engine components

Main dimensions and weights are presented in chapter Main Data and Outputs.
4.2.1 Engine block

The engine block is a one piece nodular cast iron component. The engine block is of stiff and durable design
to absorb internal forces. The engine can be resiliently mounted without requiring any intermediate found-
ations.
The engine block carries the under-slung crankshaft.
The main bearing caps, made of nodular cast iron, are fixed from below by two hydraulically tensioned
studs. They are guided sideways by the engine block at the top as well as at the bottom. Hydraulically
tightened horizontal side studs provide a very rigid crankshaft bearing.
For ease of mounting the engine feet (nodular cast iron) can be mounted in a number of positions along
the engine block. This minimises modifications to existing foundation and makes various mounting config-
urations easy to implement.
Enginedriven cooling water pumps and a lubricating oil pump are mounted on a multi functional cast iron
housing (pump module) which is fitted at the free end of the engine.
4.2.2 Crankshaft
The crankshaft is forged in one piece and is underslung in the engine block. The crankshaft design satisfies
the requirements of all classification societies.
The crankshaft design features a very short cylinder distance with a maximum bearing length resulting in
a short engine. The crankshaft is forged from one piece of high tensile steel.
Counterweights are fitted on the crankshaft webs. The high degree of balancing results in an even and thick
oil film for all bearings. The gear on the crankshaft is fitted by a flange connection.
Depending on the outcome of the torsional vibration calculation, vibration dampers will be fit at the free
end of the engine. If required full output can be taken from either end of the engine.

4.2.3 Connecting rod

The connecting rod is of forged alloy steel. All connecting rod studs are hydraulically tightened.
The connecting rod has a horizontal split at the crankpin bearing. The advantages of this type of connecting
rod are:
Shorter length
High rigidity (stiffness)
Low mass (results in smaller bearing load)
For overhaul the piston and connecting rod are removed together with the cylinder liner as one unit. The
oil supply for the piston cooling, gudgeon pin bush and piston skirt lubrication takes place through a single
drilling in the connecting rod.
4.2.4 Main bearings and big end bearings

The main bearings and the crankpin bearings are of the bimetal type with a steel backing and a soft running
layer with excellent corrosion resistance.
4.2.5 Cylinder liner

The cylinder liners are centrifugally cast of a special grey cast iron alloy developed for good wear resistance
and high strength. They are of wet type, sealed against the engine block metallically at the upper part and
by O-rings at the lower part. To eliminate the risk of bore polishing the liner is equipped with an anti-polishing
ring.
Cooling around the liner is divided into two parts: the greater volume in the lower part for uniform cooling
water distribution and a smaller volume at the top of the jacket to facilitate an efficient cooling due to a high
flow velocity.
4.2.6 Piston
The piston is of composite design with nodular cast iron skirt and steel crown. The piston skirt and cylinder
liner are lubricated by a unique lubricating system utilizing lubricating nozzles in the piston skirt. This system
ensures excellent running behaviour and constant low lubrication oil consumption during all operating
conditions. Oil is fed through the connecting rod to the cooling spaces of the piston. The piston cooling
operates according to the cocktail shaker principle. The piston ring grooves in the piston top are hardened
for better wear resistance.
The crown and piston skirt are connected with one central bolt, which results in symmetrical load distribution
in the piston.
4.2.7 Piston rings

The piston ring set consists of two directional compression rings and one spring-loaded conformable oil
scraper ring. All rings are chromium-plated and located in the piston crown. The two compression rings
are asymmetrically profiled.
4.2.8 Cylinder head

The cylinder head is made of spheroidal or grey lamellar cast iron. The thermally loaded flame plate is
cooled efficiently by cooling water led from the periphery radially towards the centre of the head. Cooling
channels are drilled in the bridges between valves, to provide the best possible heat transfer.
The mechanical load is absorbed by a strong intermediate deck, which together with the upper deck and
the side walls form a box section in the four corners of which the hydraulically tightened cylinder head bolts
are situated. The exhaust valve seats are directly water-cooled.
All valves are equipped with valve rotators.
4.2.9 Camshaft and valve mechanism

The cams are integrated in the drop forged completely hardened camshaft material. To provide the required
rigidity to deal with the high transmission forces involved, the fuel cam is located very close to the bearing.

The bearing journals are made in separate pieces which are fitted to the camshaft sections by means of
flanged connections. This design allows lateral dismantling of the camshaft sections.
The camshaft bearings are located in integrated bores in the engine block casting. The builton valve tappet
unit bolted to the engine block makes maintenance easy.
The valve tappets are of piston type with self-adjustment of roller against cam to give an even distribution
of the contact pressure. The valve springs make the valve mechanism dynamically stable.
4.2.10 Camshaft drive

The camshaft is driven from the crankshaft through a fully integrated gear train.
Camshaft gear is shrunk on camshaft. Adjusting of timing is possible by means of oil pressure on the gear
wheel.
4.2.11 Turbocharging and charge air cooling

The charge air module for the Vengine is a casting in which the charge air cooler is accommodated and
which supports the turbochargers.
For the inline engine the turbocharger support and the charge air housing are different modules. Connections
between turbocharger, charge air cooler and scavenging air duct as well as the connections to the cooling
water systems and turbocharger housing(s) are integrated. This construction eliminates the conventional
piping outside the engine.
The selected turbocharger offers the ideal combination of high-pressure ratios and good efficiency at full
and part load.
The turbocharger(s) is (are) as standard located at the driving end, but can also be mounted on the free
end.
The charge air cooler is of the one-stage type for in-line engines and of the twostage type, consisting of
HT and LT cooling water sections, for V-engines. Treated fresh water is used in both sections. The charge
air cooler is an insert type element and can easily be removed for cleaning the air side.
The water side is accessible through removal of the cooler end covers.
4.2.12 Fuel injection equipment

The high injection pressure and bore to stroke ratio ensure low NOx emission and low fuel oil consumption.
The fuel injection equipment and system piping are located in a hot box, providing maximum reliability and
safety when using pre-heated heavy fuel oils. The fuel oil circulation lines are mounted directly in the fuel
injection pump tappet housing. Particular design attention has been made to significantly reduce pressure
pulses in the system.
The HP fuel pumps are individual per cylinder with shielded high pressure pipes. The HP fuel pumps are
of the flow through type to ensure good performance with all fuel oil types. The pumps are completely
isolated from the camshaft compartment preventing fuel contamination of the lubricating oil.
The nozzles of the fuel injector are cooled with lubricating oil.
The HP fuel pump is a reliable monoelement type designed for injection pressures up to 1500 bar. The
engine is stopped through activation of the individual stop cylinders on each HP fuel pump.
4.2.13 Exhaust pipes

The complete exhaust gas system is enclosed in an insulated box consisting of easily removable panels.
Mineral wool is used as insulating material.
4.2.14 Pump module

The pump module is a cast iron housing fitted at the free end of the engine which supports the cooling
water pumps, the lubricating oil pump(s) and the fuel oil circulating pump (for distillate fuel oil only). The
module contains the liquid channels between the pumps and the corresponding channels in the engine
block, the charge air module, the lubricating oil module and the engine sump. Also the thermostatic valves
of the cooling water systems for V engines are mounted in the pump module.

4.2.15 Automation system

Wrtsil 26 is equipped with a modular embedded automation system, Wrtsil Unified Controls - UNIC,
which is available in two different versions. The basic functionality is the same in both versions, but the
functionality can be easily expanded to cover different applications.
UNIC C1 has a completely hardwired signal interface with the external systems, whereas UNIC C2 and has
hardwired interface for control functions and a bus communication interface for alarm and monitoring.
All versions have en engine safety module and a local control panel mounted on the engine. The engine
safety module handles fundamental safety, for example overspeed and low lubricating oil pressure shutdown.
The safety module also performs fault detection on critical signals and alerts the alarm system about detected
failures. The local control panel has push buttons for local start/stop and shutdown reset, as well as a display
showing the most important operating parameters. Speed control is included in the automation system on
the engine (all versions).
The major additional features of UNIC C2 are: all necessary engine control functions are handled by the
equipment on the engine, bus communication to external systems and a more comprehensive local display
unit.
Conventional heavy duty cables are used on the engine and the number of connectors are minimised.
Power supply, bus communication and safety-critical functions are doubled on the engine. All cables to/from
external systems are connected to terminals in the main cabinet on the engine.

4.3 Cross section of the engine

Figure 4.2 Cross section of in-line engine

Figure 4.3 Cross section of V-engine

4.4 Overhaul intervals and expected life times

The following overhaul intervals and lifetimes are for guidance only. Actual figures will be different depending
on service conditions. Expected component lifetimes have been adjusted to match overhaul intervals.
Achieved life times very much depend on the operating conditions, average loading of the engine, fuel
quality used, fuel handling systems, performance of maintenance etc.
Table 4.1 Time between overhauls and expected lifetimes
MDF HFO MDF HFO

Component
Time between overhauls [h] Expected component lifetimes [h]
Main bearing 12 000 12 000 36 000 24 000
Big end bearing 24 000 12 000 24 000 12 000
Gudgeon pin bearing 24 000 12 000 48 000 48 000
Camshaft bearing bush 24 000 24 000 4 800 48 000
Camshaft intermediate gear bearing
Cylinder head 24 000 12 000
Inlet valve 24 000 12 000 48 000 36 000
Exhaust valve 24 000 12 000 24 000 24 000
Valve tappet in/ex 24 000 24 000 24 000 24 000
Piston 24 000 12 000 72 000 48 000
Piston rings 24 000 12 000 24 000 12 000
Cylinder liner 24 000 24 000 48 000 36 000
Anti-polishing ring 24 000 12 000 24 000 12 000
Connecting rod 24 000 12 000
Injection element 12 000 4 000 24 000 24 000
Injection nozzle 4 000 4 000
Injection pump element 24 000 12 000 24 000* 24 000*
Lubricating oil pumps 24 000 24 000
Cooling water pumps 24 000 24 000
Water pump shaft seal 24 000 24 000
Turbocharger bearings 12 000 12 000 12 000 12 000
Turbocharger compressor wheel 12 000 12 000 48 000 48 000
Turbocharger turbine wheel 12 000 12 000 48 000 48 000
Vibration damper Acc. to manuf. Acc. to manuf.
* Depends on outcome inspection

5. Piping Design, Treatment and Installation

This chapter provides general guidelines for the design, construction and installation of piping systems,
however, not excluding other solutions of at least equal standard.
Fuel, lubricating oil, fresh water and compressed air piping is usually made in seamless carbon steel (DIN
2448) and seamless precision tubes in carbon or stainless steel (DIN 2391), exhaust gas piping in welded
pipes of corten or carbon steel (DIN 2458). Pipes on the freshwater side of the cooling water system must
not be galvanized. Sea-water piping should be made in hot dip galvanised steel, aluminium brass, cunifer
or with rubber lined pipes.
Attention must be paid to fire risk aspects. Fuel supply and return lines shall be designed so that they can
be fitted without tension. Flexible hoses must have an approval from the classification society. If flexible
hoses are used in the compressed air system, a purge valve shall be fitted in front of the hose(s).
The following aspects shall be taken into consideration:
Pockets shall be avoided. When not possible, drain plugs and air vents shall be installed
Leak fuel drain pipes shall have continuous slope
Vent pipes shall be continuously rising
Flanged connections shall be used, cutting ring joints for precision tubes
Maintenance access and dismounting space of valves, coolers and other devices shall be taken into con-
sideration. Flange connections and other joints shall be located so that dismounting of the equipment can
be made with reasonable effort.
5.1 Pipe dimensions

When selecting the pipe dimensions, take into account:
The pipe material and its resistance to corrosion/erosion.
Allowed pressure loss in the circuit vs delivery head of the pump.
Required net positive suction head (NPSH) for pumps (suction lines).
In small pipe sizes the max acceptable velocity is usually somewhat lower than in large pipes of equal
length.
The flow velocity should not be below 1 m/s in sea water piping due to increased risk of fouling and
pitting.
In open circuits the velocity in the suction pipe is typically about 2/3 of the velocity in the delivery
pipe.
Recommended maximum fluid velocities on the delivery side of pumps are given as guidance in table 5.1.
Table 5.1 Recommended maximum velocities on pump delivery side for guidance
Piping Pipe material Max velocity [m/s]

Fuel piping (MDF and HFO) Black steel 1.0
Lubricating oil piping Black steel 1.5
Fresh water piping Black steel 2.5
Sea water piping Galvanized steel 2.5
Aluminium brass 2.5
10/90 copper-nickel-iron 3.0
70/30 copper-nickel 4.5
Rubber lined pipes 4.5
NOTE! The diameter of gas fuel piping depends only on the allowed pressure loss in the piping, which
has to be calculated project specifically.

Compressed air pipe sizing has to be calculated project specifically. The pipe sizes may be chosen on the
basis of air velocity or pressure drop. In each pipeline case it is advised to check the pipe sizes using both
methods, this to ensure that the alternative limits are not being exceeded.
Pipeline sizing on air velocity: For dry air, practical experience shows that reasonable velocities are 25...30
m/s, but these should be regarded as the maximum above which noise and erosion will take place, partic-
ularly if air is not dry. Even these velocities can be high in terms of their effect on pressure drop. In longer
supply lines, it is often necessary to restrict velocities to 15 m/s to limit the pressure drop.
Pipeline sizing on pressure drop: As a rule of thumb the pressure drop from the starting air vessel to the
inlet of the engine should be max. 0.1 MPa (1 bar) when the bottle pressure is 3 MPa (30 bar).
It is essential that the instrument air pressure, feeding to some critical control instrumentation, is not allowed
to fall below the nominal pressure stated in chapter "Compressed air system" due to pressure drop in the
pipeline.
5.2 Trace heating

The following pipes shall be equipped with trace heating (steam, thermal oil or electrical). It shall be possible
to shut off the trace heating.
All heavy fuel pipes
All leak fuel and filter flushing pipes carrying heavy fuel
5.3 Operating and design pressure

The pressure class of the piping shall be equal to or higher than the maximum operating pressure, which
can be significantly higher than the normal operating pressure.
A design pressure is defined for components that are not categorized according to pressure class, and this
pressure is also used to determine test pressure. The design pressure shall also be equal to or higher than
the maximum pressure.
The pressure in the system can:
Originate from a positive displacement pump
Be a combination of the static pressure and the pressure on the highest point of the pump curve for
a centrifugal pump
Rise in an isolated system if the liquid is heated
Within this Product Guide there are tables attached to drawings, which specify pressure classes of connec-
tions. The pressure class of a connection can be higher than the pressure class required for the pipe.
Example 1:
The fuel pressure before the engine should be 1.0 MPa (10 bar). The safety filter in dirty condition may
cause a pressure loss of 0.1 MPa (1 bar). The viscosimeter, heater and piping may cause a pressure loss
of 0.2 MPa (2 bar). Consequently the discharge pressure of the circulating pumps may rise to 1.3 MPa (13
bar), and the safety valve of the pump shall thus be adjusted e.g. to 1.4 MPa (14 bar).
The minimum design pressure is 1.4 MPa (14 bar).
The nearest pipe class to be selected is PN16.
Piping test pressure is normally 1.5 x the design pressure = 2.1 MPa (21 bar).
Example 2:
The pressure on the suction side of the cooling water pump is 0.1 MPa (1 bar). The delivery head of the
pump is 0.3 MPa (3 bar), leading to a discharge pressure of 0.4 MPa (4 bar). The highest point of the pump
curve (at or near zero flow) is 0.1 MPa (1 bar) higher than the nominal point, and consequently the discharge
pressure may rise to 0.5 MPa (5 bar) (with closed or throttled valves).
The minimum design pressure is 0.5 MPa (5 bar).
The nearest pressure class to be selected is PN6.
Piping test pressure is normally 1.5 x the design pressure = 0.75 MPa (7.5 bar).

Standard pressure classes are PN4, PN6, PN10, PN16, PN25, PN40, etc.
5.4 Pipe class

Classification societies categorize piping systems in different classes (DNV) or groups (ABS) depending on
pressure, temperature and media. The pipe class can determine:
Type of connections to be used
Heat treatment
Welding procedure
Test method
Systems with high design pressures and temperatures and hazardous media belong to class I (or group I),
others to II or III as applicable. Quality requirements are highest in class I.
Examples of classes of piping systems as per DNV rules are presented in the table below.
Table 5.2 Classes of piping systems as per DNV rules
Media Class I Class II Class III

MPa (bar) C MPa (bar) C MPa (bar) C
Steam > 1.6 (16) or > 300 < 1.6 (16) and < 300 < 0.7 (7) and < 170
Flammable fluid > 1.6 (16) or > 150 < 1.6 (16) and < 150 < 0.7 (7) and < 60
Other media > 4 (40) or > 300 < 4 (40) and < 300 < 1.6 (16) and < 200
5.5 Insulation
The following pipes shall be insulated:
All trace heated pipes
Exhaust gas pipes
Exposed parts of pipes with temperature > 60C
Insulation is also recommended for:
Pipes between engine or system oil tank and lubricating oil separator
Pipes between engine and jacket water preheater
5.6 Local gauges

Local thermometers should be installed wherever a new temperature occurs, i.e. before and after heat ex-
changers, etc.
Pressure gauges should be installed on the suction and discharge side of each pump.
5.7 Cleaning procedures

Instructions shall be given to manufacturers and fitters of how different piping systems shall be treated,
cleaned and protected before delivery and installation. All piping must be checked and cleaned from debris
before installation. Before taking into service all piping must be cleaned according to the methods listed
below.
Table 5.3 Pipe cleaning
System Methods
Fuel oil A,B,C,D,F
Lubricating oil A,B,C,D,F
Starting air A,B,C
Cooling water A,B,C
Exhaust gas A,B,C

System Methods
Charge air A,B,C
A = Washing with alkaline solution in hot water at 80C for degreasing (only if pipes have been greased)
B = Removal of rust and scale with steel brush (not required for seamless precision tubes)
C = Purging with compressed air
D = Pickling
F = Flushing
5.7.1 Pickling
Pipes are pickled in an acid solution of 10% hydrochloric acid and 10% formaline inhibitor for 4-5 hours,
rinsed with hot water and blown dry with compressed air.
After the acid treatment the pipes are treated with a neutralizing solution of 10% caustic soda and 50 grams
of trisodiumphosphate per litre of water for 20 minutes at 40...50C, rinsed with hot water and blown dry
with compressed air.
5.7.2 Flushing
More detailed recommendations on flushing procedures are when necessary described under the relevant
chapters concerning the fuel oil system and the lubricating oil system. Provisions are to be made to ensure
that necessary temporary bypasses can be arranged and that flushing hoses, filters and pumps will be
available when required.
5.8 Flexible pipe connections

Pressurized flexible connections carrying flammable fluids or compressed air have to be type approved.
Great care must be taken to ensure proper installation of flexible pipe connections between resiliently
mounted engines and ships piping.
Flexible pipe connections must not be twisted
Installation length of flexible pipe connections must be correct
Minimum bending radius must respected
Piping must be concentrically aligned
When specified the flow direction must be observed
Mating flanges shall be clean from rust, burrs and anticorrosion coatings
Bolts are to be tightened crosswise in several stages
Flexible elements must not be painted
Rubber bellows must be kept clean from oil and fuel
The piping must be rigidly supported close to the flexible piping connections.

Figure 5.1 Flexible hoses (4V60B0100a)
5.9 Clamping of pipes

It is very important to fix the pipes to rigid structures next to flexible pipe connections in order to prevent
damage caused by vibration. The following guidelines should be applied:
Pipe clamps and supports next to the engine must be very rigid and welded to the steel structure of
the foundation.
The first support should be located as close as possible to the flexible connection. Next support
should be 0.3-0.5 m from the first support.
First three supports closest to the engine or generating set should be fixed supports. Where necessary,
sliding supports can be used after these three fixed supports to allow thermal expansion of the pipe.
Supports should never be welded directly to the pipe. Either pipe clamps or flange supports should
be used for flexible connection.
Examples of flange support structures are shown in Figure 5.2. A typical pipe clamp for a fixed support is
shown in Figure 5.3. Pipe clamps must be made of steel; plastic clamps or similar may not be used.

Figure 5.2 Flange supports of flexible pipe connections (4V60L0796)
Figure 5.3 Pipe clamp for fixed support (4V61H0842)

6. Fuel Oil System
6. Fuel Oil System

6.1 Acceptable fuel characteristics
The fuel specifications are based on the ISO 8217:2005 (E) standard. Observe that a few additional properties
not included in the standard are listed in the tables.
Distillate fuel grades are ISO-F-DMX, DMA, DMB, DMC. These fuel grades are referred to as MDF (Marine
Diesel Fuel).
Residual fuel grades are referred to as HFO (Heavy Fuel Oil). The fuel specification HFO 2 covers the cat-
egories ISO-F-RMA 30 to RMK 700. Fuels fulfilling the specification HFO 1 permit longer overhaul intervals
of specific engine components than HFO 2.
Table 6.1 MDF specifications
Property Unit ISO-F- ISO-F- ISO-F- ISO-F- Test method

DMX DMA DMB DMC 1) ref.
Appearance Clear and bright - - Visual
inspection
Viscosity, before injection pumps, min. 2) cSt 2.0 2.0 2.0 2.0 ISO 3104
Viscosity, before injection pumps, max. 2) cSt 24 24 24 24 ISO 3104
Viscosity at 40C, max. cSt 5.5 6.0 11.0 14.0 ISO 3104
Density at 15C, max. kg/m 890 900 920 ISO 3675 or
12185
Cetane index, min. 45 40 35 ISO 4264
Water, max. % volume 0.3 0.3 ISO 3733
Sulphur, max. % mass 1.0 1.5 2.0 3) 2.0 3) ISO 8574 or
14596
Ash, max. % mass 0.01 0.01 0.01 0.05 ISO 6245
Vanadium, max. mg/kg 100 ISO 14597 or
IP 501 or 470
Sodium before engine, max. 2) mg/kg 30 ISO 10478
Aluminium + Silicon, max mg/kg 25 ISO 10478 or
IP 501 or 470
Aluminium + Silicon before engine, max. 2) mg/kg 15 ISO 10478 or
IP 501 or 470
Carbon residue on 10 % volume distillation % mass 0.30 0.30 ISO 10370
bottoms, max.
Carbon residue, max. % mass 0.30 2.50 ISO 10370
Flash point (PMCC), min. C 60 2) 60 60 60 ISO 2719
Pour point, winter quality, max. C -6 0 0 ISO 3016
Pour point, summer quality, max C 0 6 6 ISO 3016
Cloud point, max. C -16 ISO 3015
Total sediment existent, max. % mass 0.1 0.1 ISO 10307-1
Used lubricating oil, calcium, max. 4) mg/kg 30 IP 501 or 470
Used lubricating oil, zinc, max. 4) mg/kg 15 IP 501 or 470
Used lubricating oil, phosphorus, max. 4) mg/kg 15 IP 501 or 500
Remarks:
1) Use of ISO-F-DMC category fuel is allowed provided that the fuel treatment system is equipped with a fuel
centrifuge.
2) Additional properties specified by the engine manufacturer, which are not included in the ISO specification or
differ from the ISO specification.

6. Fuel Oil System
3) A sulphur limit of 1.5% mass will apply in SOx emission controlled areas designated by IMO (International
Maritime Organization). There may also be other local variations.
4) A fuel shall be considered to be free of used lubricating oil (ULO), if one or more of the elements calcium, zinc,
and phosphorus are below or at the specified limits. All three elements shall exceed the same limits before a
fuel shall be deemed to contain ULO's.
Table 6.2 HFO specifications
Property Unit Limit HFO 1 Limit HFO 2 Test method ref.

Viscosity at 100C, max. cSt 55 55 ISO 3104
Viscosity at 50C, max. cSt 700 700
Viscosity at 100F, max Redwood No. 1 s 7200 7200
Viscosity, before injection pumps 4) cSt 16...24 16...24
Density at 15C, max. kg/m 991 / 1010 1) 991 / 1010 1) ISO 3675 or 12185
CCAI, max.4) 850 870 2) ISO 8217, Annex B
Water, max. % volume 0.5 0.5 ISO 3733
Water before engine, max.4) % volume 0.3 0.3 ISO 3733
Sulphur, max. % mass 1.5 4.5 5) ISO 8754 or 14596
Ash, max. % mass 0.05 0.15 ISO 6245
Vanadium, max. 3) mg/kg 100 600 3) ISO 14597 or IP 501
or 470
Sodium, max. 3,4) mg/kg 50 50 ISO 10478
Sodium before engine, max.3,4) mg/kg 30 30 ISO 10478
Aluminium + Silicon, max. mg/kg 30 80 ISO 10478 or IP 501
or 470
Aluminium + Silicon before engine, max.4) mg/kg 15 15 ISO 10478 or IP 501
or 470
Carbon residue, max. % mass 15 22 ISO 10370
Asphaltenes, max.4) % mass 8 14 ASTM D 3279
Flash point (PMCC), min. C 60 60 ISO 2719
Pour point, max. C 30 30 ISO 3016
Total sediment potential, max. % mass 0.10 0.10 ISO 10307-2
Used lubricating oil, calcium, max. 6) mg/kg 30 30 IP 501 or 470
Used lubricating oil, zinc, max. 6) mg/kg 15 15 IP 501 or 470
Used lubricating oil, phosphorus, max. 6) mg/kg 15 15 IP 501 or 500
Remarks:
1) Max. 1010 kg/m at 15C provided the fuel treatment system can remove water and solids.
2) Straight run residues show CCAI values in the 770 to 840 range and have very good ignition quality. Cracked
residues delivered as bunkers may range from 840 to - in exceptional cases - above 900. Most bunkers remain
in the max. 850 to 870 range at the moment.
3) Sodium contributes to hot corrosion on exhaust valves when combined with high sulphur and vanadium contents.
Sodium also contributes strongly to fouling of the exhaust gas turbine at high loads. The aggressiveness of the
fuel depends not only on its proportions of sodium and vanadium but also on the total amount of ash constituents.
Hot corrosion and deposit formation are, however, also influenced by other ash constituents. It is therefore dif-
ficult to set strict limits based only on the sodium and vanadium content of the fuel. Also a fuel with lower sodium
and vanadium contents that specified above, can cause hot corrosion on engine components.
4) Additional properties specified by the engine manufacturer, which are not included in the ISO specification.
5) A sulphur limit of 1.5% mass will apply in SOx emission controlled areas designated by IMO (International
Maritime Organization). There may also be other local variations.
6) A fuel shall be considered to be free of used lubricating oil (ULO), if one or more of the elements calcium, zinc,
and phosphorus are below or at the specified limits. All three elements shall exceed the same limits before a
fuel shall be deemed to contain ULO's.

6. Fuel Oil System
The limits above concerning HFO 2 also correspond to the demands of the following standards:
BS MA 100: 1996, RMH 55 and RMK 55
CIMAC 2003, Grade K 700
ISO 8217: 2005(E), ISO-F-RMK 700
The fuel shall not contain any added substances or chemical waste, which jeopardizes the safety of install-
ations or adversely affects the performance of the engines or is harmful to personnel or contributes overall
to air pollution.

6. Fuel Oil System
6.2 Internal fuel oil system

Figure 6.1 Internal fuel oil system, MDF (DAAE031815b)
System components
01 Injection pump
02 Injection valve
03 Fuel oil leakage collector
04 Duplex fine filter
05 Engine driven fuel feed pump
06 Pressure regulating valve
Sensors and indicators

PT101 Fuel oil pressure, engine inlet TI101 Fuel oil temperature, engine inlet
TE101 Fuel oil temperature, engine inlet PI101 Fuel oil pressure, engine inlet (if GL)
LS103A/B Fuel oil leakage, injection pipe PS110 Fuel oil stand-by pump start (if stand-by pump)
PDS113 Fuel oil filter, pressure difference
Pipe connections Size Pressure class Standard

101 Fuel inlet, in-line engines DN32 PN16 DIN2633/DIN2513 R13
101 Fuel inlet, 12V DN32 PN16 DIN2633/DIN2513 R13
101 Fuel inlet, 16V DN40 PN16 DIN2633/DIN2513 R13
102 Fuel outlet, in-line engines DN32 PN16 DIN2633/DIN2513 V13
102 Fuel outlet, V-engines DN25 PN16 DIN2633/DIN2513 R13
103 Leak fuel drain, clean fuel OD22 PN250 DIN2353
104 Leak fuel drain, dirty fuel OD22 PN250 DIN2353
105 Fuel stand-by connection, in-line engines DN32 PN16 DIN2633
105 Fuel stand-by connection, V-engines DN25 PN16 DIN2633
111 Drain from fuel filter drip tray, V-engines only OD22 PN250 DIN2353
114 Fuel from starting/day tank, in-line engines DN32 PN16 DIN2633
114 Fuel from starting/day tank, V-engines DN25 PN16 DIN2633

6. Fuel Oil System
Figure 6.2 Internal fuel oil system, HFO (DAAE031861c)
System components
01 Injection pump 03 Fuel oil leakage collector
02 Injection valve 04 Adjustable orifice

PT101 Fuel oil pressure, engine inlet TI101 Fuel oil temperature, engine inlet
TE101 Fuel oil temperature, engine inlet PI101 Fuel oil pressure, engine inlet (if GL)
LS103A/B Fuel oil leakage, injection pipe A/B bank

101 Fuel inlet, in-line engines DN32 PN16 DIN2633/DIN2513 R13
101 Fuel inlet, V-engines DN25 PN16 DIN2633/DIN2513 V13
102 Fuel outlet, in-line engines DN32 PN16 DIN2633/DIN2513 R13
102 Fuel outlet, V-engines DN25 PN16 DIN2633/DIN2513 V13
103 Leak fuel drain, clean fuel OD22 PN250 DIN2353
104 Leak fuel drain, dirty fuel OD22 PN250 DIN2353
The engine can be specified to either operate on heavy fuel oil (HFO) or on marine diesel fuel (MDF). The
engine is designed for continuous operation on HFO. It is however possible to operate HFO engines on
MDF intermittently without alternations. If the operation of the engine is changed from HFO to continuous
operation on MDF, then a change of exhaust valves from Nimonic to Stellite is recommended.
A pressure control valve in the fuel return line on the engine maintains desired pressure before the injection
pumps.

6. Fuel Oil System
6.2.1 Leak fuel system

Clean leak fuel from the injection valves and the injection pumps is collected on the engine and drained by
gravity through a clean leak fuel connection. The clean leak fuel can be re-used without separation. The
quantity of clean leak fuel is given in chapter Technical data.
Other possible leak fuel and spilled water and oil is separately drained from the hot-box through dirty fuel
oil connections and it shall be led to a sludge tank.
6.3 External fuel oil system

The design of the external fuel system may vary from ship to ship, but every system should provide well
cleaned fuel of correct viscosity and pressure to each engine. Temperature control is required to maintain
stable and correct viscosity of the fuel before the injection pumps (see Technical data). Sufficient circulation
through every engine connected to the same circuit must be ensured in all operating conditions.
The fuel treatment system should comprise at least one settling tank and two separators. Correct dimen-
sioning of HFO separators is of greatest importance, and therefore the recommendations of the separator
manufacturer must be closely followed. Poorly centrifuged fuel is harmful to the engine and a high content
of water may also damage the fuel feed system.
Injection pumps generate pressure pulses into the fuel feed and return piping. The fuel pipes between the
feed unit and the engine must be properly clamped to rigid structures. The distance between the fixing
points should be at close distance next to the engine. See chapter Piping design, treatment and installation.
A connection for compressed air should be provided before the engine, together with a drain from the fuel
return line to the clean leakage fuel or overflow tank. With this arrangement it is possible to blow out fuel
from the engine prior to maintenance work, to avoid spilling.
NOTE! In multiple engine installations, where several engines are connected to the same fuel feed circuit,
it must be possible to close the fuel supply and return lines connected to the engine individually.
This is a SOLAS requirement. It is further stipulated that the means of isolation shall not affect
the operation of the other engines, and it shall be possible to close the fuel lines from a position
that is not rendered inaccessible due to fire on any of the engines.
6.3.1 Fuel heating requirements HFO

Heating is required for:
Bunker tanks, settling tanks, day tanks
Pipes (trace heating)
Separators
Fuel feeder/booster units
To enable pumping the temperature of bunker tanks must always be maintained 5...10C above the pour
point, typically at 40...50C. The heating coils can be designed for a temperature of 60C.
The tank heating capacity is determined by the heat loss from the bunker tank and the desired temperature
increase rate.

6. Fuel Oil System
Figure 6.3 Fuel oil viscosity-temperature diagram for determining the pre-heating temperatures of fuel oils (4V92G0071b)
Example 1: A fuel oil with a viscosity of 380 cSt (A) at 50C (B) or 80 cSt at 80C (C) must be pre-heated
to 115 - 130C (D-E) before the fuel injection pumps, to 98C (F) at the separator and to minimum 40C (G)
in the storage tanks. The fuel oil may not be pumpable below 36C (H).
To obtain temperatures for intermediate viscosities, draw a line from the known viscosity/temperature point
in parallel to the nearest viscosity/temperature line in the diagram.
Example 2: Known viscosity 60 cSt at 50C (K). The following can be read along the dotted line: viscosity
at 80C = 20 cSt, temperature at fuel injection pumps 74 - 87C, separating temperature 86C, minimum
storage tank temperature 28C.
6.3.2 Fuel tanks

The fuel oil is first transferred from the bunker tanks to settling tanks for initial separation of sludge and
water. After centrifuging the fuel oil is transferred to day tanks, from which fuel is supplied to the engines.

6. Fuel Oil System
Settling tank, HFO (1T02) and MDF (1T10)

Separate settling tanks for HFO and MDF are recommended.
To ensure sufficient time for settling (water and sediment separation), the capacity of each tank should be
sufficient for min. 24 hours operation at maximum fuel consumption.
The tanks should be provided with internal baffles to achieve efficient settling and have a sloped bottom
for proper draining.
The temperature in HFO settling tanks should be maintained between 50C and 70C, which requires
heating coils and insulation of the tank. Usuallly MDF settling tanks do not need heating or insulation, but
the tank temperature should be in the range 20...40C.
Day tank, HFO (1T03) and MDF (1T06)

Two day tanks for HFO are to be provided, each with a capacity sufficient for at least 8 hours operation at
maximum fuel consumption.
A separate tank is to be provided for MDF. The capacity of the MDF tank should ensure fuel supply for 8
hours.
Settling tanks may not be used instead of day tanks.
The day tank must be designed so that accumulation of sludge near the suction pipe is prevented and the
bottom of the tank should be sloped to ensure efficient draining.
HFO day tanks shall be provided with heating coils and insulation. It is recommended that the viscosity is
kept below 140 cSt in the day tanks. Due to risk of wax formation, fuels with a viscosity lower than 50 cSt
at 50C must be kept at a temperature higher than the viscosity would require. Continuous separation is
nowadays common practice, which means that the HFO day tank temperature normally remains above
90C.
The temperature in the MDF day tank should be in the range 20...40C.
The level of the tank must ensure a positive static pressure on the suction side of the fuel feed pumps. If
black-out starting with MDF from a gravity tank is foreseen, then the tank must be located at least 15 m
above the engine crankshaft.
Starting tank, MDF (1T09)

The starting tank is needed when the engine is equipped with the engine driven fuel feed pump and when
the MDF day tank (1T06) cannot be located high enough, i.e. less than 2 meters above the engine crankshaft.
The purpose of the starting tank is to ensure that fuel oil is supplied to the engine during starting. The
starting tank shall be located at least 2 meters above the engine crankshaft. The volume of the starting tank
should be approx. 60 l.
Leak fuel tank, clean fuel (1T04)

Clean leak fuel is drained by gravity from the engine. The fuel should be collected in a separate clean leak
fuel tank, from where it can be pumped to the day tank and reused without separation. The pipes from the
engine to the clean leak fuel tank should be arranged continuosly sloping. The tank and the pipes must be
heated and insulated, unless the installation is designed for operation on MDF only.
The leak fuel piping should be fully closed to prevent dirt from entering the system.
Leak fuel tank, dirty fuel (1T07)

In normal operation no fuel should leak out from the components of the fuel system. In connection with
maintenance, or due to unforeseen leaks, fuel or water may spill in the hot box of the engine. The spilled
liquids are collected and drained by gravity from the engine through the dirty fuel connection.
Dirty leak fuel shall be led to a sludge tank. The tank and the pipes must be heated and insulated, unless
the installation is designed for operation exclusively on MDF.

6. Fuel Oil System
6.3.3 Fuel treatment
Separation
Heavy fuel (residual, and mixtures of residuals and distillates) must be cleaned in an efficient centrifugal
separator before it is transferred to the day tank.
Classification rules require the separator arrangement to be redundant so that required capacity is maintained
with any one unit out of operation.
All recommendations from the separator manufacturer must be closely followed.
Centrifugal disc stack separators are recommended also for installations operating on MDF only, to remove
water and possible contaminants. The capacity of MDF separators should be sufficient to ensure the fuel
supply at maximum fuel consumption. Would a centrifugal separator be considered too expensive for a
MDF installation, then it can be accepted to use coalescing type filters instead. A coalescing filter is usually
installed on the suction side of the circulation pump in the fuel feed system. The filter must have a low
pressure drop to avoid pump cavitation.
Separator mode of operation

The best separation efficiency is achieved when also the stand-by separator is in operation all the time,
and the throughput is reduced according to actual consumption.
Separators with monitoring of cleaned fuel (without gravity disc) operating on a continuous basis can handle
fuels with densities exceeding 991 kg/m3 at 15C. In this case the main and stand-by separators should
be run in parallel.
When separators with gravity disc are used, then each stand-by separator should be operated in series
with another separator, so that the first separator acts as a purifier and the second as clarifier. This arrange-
ment can be used for fuels with a density of max. 991 kg/m3 at 15C. The separators must be of the same
size.
Separation efficiency
The term Certified Flow Rate (CFR) has been introduced to express the performance of separators according
to a common standard. CFR is defined as the flow rate in l/h, 30 minutes after sludge discharge, at which
the separation efficiency of the separator is 85%, when using defined test oils and test particles. CFR is
defined for equivalent fuel oil viscosities of 380 cSt and 700 cSt at 50C. More information can be found in
the CEN (European Committee for Standardisation) document CWA 15375:2005 (E).
The separation efficiency is measure of the separator's capability to remove specified test particles. The
separation efficiency is defined as follows:
where:
n = separation efficiency [%]
Cout = number of test particles in cleaned test oil
Cin = number of test particles in test oil before separator
Separator unit (1N02/1N05)

Separators are usually supplied as pre-assembled units designed by the separator manufacturer.
Typically separator modules are equipped with:
Suction strainer (1F02)
Feed pump (1P02)
Pre-heater (1E01)
Sludge tank (1T05)
Separator (1S01/1S02)

6. Fuel Oil System
Sludge pump
Control cabinets including motor starters and monitoring
Figure 6.4 Fuel transfer and separating system (3V76F6626d)
Separator feed pumps (1P02)

Feed pumps should be dimensioned for the actual fuel quality and recommended throughput of the separ-
ator. The pump should be protected by a suction strainer (mesh size about 0.5 mm)
An approved system for control of the fuel feed rate to the separator is required.
Design data: HFO MDF

Design pressure 0.5 MPa (5 bar) 0.5 MPa (5 bar)
Design temperature 100C 50C
Viscosity for dimensioning electric motor 1000 cSt 100 cSt
Separator pre-heater (1E01)

The pre-heater is dimensioned according to the feed pump capacity and a given settling tank temperature.
The surface temperature in the heater must not be too high in order to avoid cracking of the fuel. The tem-
perature control must be able to maintain the fuel temperature within 2C.

6. Fuel Oil System
Recommended fuel temperature after the heater depends on the viscosity, but it is typically 98C for HFO
and 20...40C for MDF. The optimum operating temperature is defined by the sperarator manufacturer.
The required minimum capacity of the heater is:
where:
P = heater capacity [kW]
Q = capacity of the separator feed pump [l/h]
T = temperature rise in heater [C]
For heavy fuels T = 48C can be used, i.e. a settling tank temperature of 50C. Fuels having a viscosity
higher than 5 cSt at 50C require pre-heating before the separator.
The heaters to be provided with safety valves and drain pipes to a leakage tank (so that the possible leakage
can be detected).
Separator (1S01/1S02)
Based on a separation time of 23 or 23.5 h/day, the service throughput Q [l/h] of the separator can be es-
timated with the formula:
where:
P = max. continuous rating of the diesel engine(s) [kW]
b = specific fuel consumption + 15% safety margin [g/kWh]
= density of the fuel [kg/m3]
t = daily separating time for self cleaning separator [h] (usually = 23 h or 23.5 h)
The flow rates recommended for the separator and the grade of fuel must not be exceeded. The lower the
flow rate the better the separation efficiency.
Sample valves must be placed before and after the separator.
MDF separator in HFO installations (1S02)

A separator for MDF is recommended also for installations operating primarily on HFO. The MDF separator
can be a smaller size dedicated MDF separator, or a stand-by HFO separator used for MDF.
Sludge tank (1T05)

The sludge tank should be located directly beneath the separators, or as close as possible below the sep-
arators, unless it is integrated in the separator unit. The sludge pipe must be continuously falling.

6. Fuel Oil System
6.3.4 Fuel feed system - MDF installations

Figure 6.5 Fuel feed system (DAAE034759)
System components Pipe connections

1E04 Cooler (MDF return line) 101 Fuel inlet
1F07 Suction strainer, MDF 102 Fuel outlet
1H0X Flexible pipe connection * 103.X Leak fuel drain, clean fuel
1I03 Flow meter 104.X Leak fuel drain
1P08 Stand-by pump, MDF 105 Fuel stand-by connection
1T04 Leak fuel tank, clean fuel
1T06 Day tank, MDF
1T07 Leak fuel tank, dirty fuel
1T13 Return fuel tank
1V10 Quick closing valve (fuel tank) * Only required for resiliently mounted engines

6. Fuel Oil System
Figure 6.6 Typical example of external fuel system for multiple engine installation (DAAE034761)

1E04 Cooler (MDF return line) 101 Fuel inlet
1F07 Suction strainer, MDF 102 Fuel outlet
1H0X Flexible pipe connection * 103.X Leak fuel drain, clean fuel
1P08 Stand-by pump, MDF 104.X Leak fuel drain, dirty fuel
1T04 Leak fuel tank, clean fuel 105 Fuel stand-by connection
1T06 Day-tank, MDF
1T07 Leak fuel tank, dirty fuel
1T09 Starting tank
1V10 Quick closing valve (fuel tank)
1V11 Remote controlled shut off valve * Only required for resiliently mounted engines

6. Fuel Oil System
If the engines are to be operated on MDF only, heating of the fuel is normally not necessary. In such case
it is sufficient to install the equipment listed below. Some of the equipment listed below is also to be installed
in the MDF part of a HFO fuel oil system.
Circulation pump, MDF (1P03)

The circulation pump maintains the pressure at the injection pumps and circulates the fuel in the system.
It is recommended to use a screw pump as circulation pump. A suction strainer with a fineness of 0.5 mm
should be installed before each pump. There must be a positive static pressure of about 30 kPa on the
suction side of the pump.
Design data:
Capacity 6 x the total consumption of the connected engines
Design pressure 1.6 MPa (16 bar)
Max. total pressure (safety valve) 1.0 MPa (10 bar)
Design temperature 50C
Viscosity for dimensioning of electric motor 90 cSt
Stand-by pump, MDF (1P08)

The stand-by pump is required in case of a single main engine equipped with an engine driven pump. It is
recommended to use a screw pump as stand-by pump. The pump should be placed so that a positive
static pressure of about 30 kPa is obtained on the suction side of the pump.
Design data:
Capacity 6 x the total consumption of the connected engine
Flow meter, MDF (1I03)

If the return fuel from the engine is conducted to a return fuel tank instead of the day tank, one consumption
meter is sufficient for monitoring of the fuel consumption, provided that the meter is installed in the feed
line from the day tank (before the return fuel tank). A fuel oil cooler is usually required with a return fuel tank.
The total resistance of the flow meter and the suction strainer must be small enough to ensure a positive
static pressure of about 30 kPa on the suction side of the circulation pump.
There should be a by-pass line around the consumption meter, which opens automatically in case of ex-
cessive pressure drop.
Fine filter, MDF (1F05)

The fuel oil fine filter is a full flow duplex type filter with steel net. This filter must be installed as near the
engine as possible.
The diameter of the pipe between the fine filter and the engine should be the same as the diameter before
the filters.
Design data:
Fuel viscosity according to fuel specifications
Design flow Equal to feed/circulation pump capacity
Fineness 37 m (absolute mesh size)
Maximum permitted pressure drops at 14 cSt:

- clean filter 20 kPa (0.2 bar)

6. Fuel Oil System
Design data:
- alarm 80 kPa (0.8 bar)
Pressure control valve, MDF (1V02)

The pressure control valve is installed when the installation includes a feeder/booster unit for HFO and
there is a return line from the engine to the MDF day tank. The purpose of the valve is to increase the
pressure in the return line so that the required pressure at the engine is achieved.
Design data:
Capacity Equal to circulation pump
Set point 0.4...0.7 MPa (4...7 bar)
MDF cooler (1E04)

The fuel viscosity may not drop below the minimum value stated in Technical data. When operating on
MDF, the practical consequence is that the fuel oil inlet temperature must be kept below 45...50C. Very
light fuel grades may require even lower temperature.
Sustained operation on MDF usually requires a fuel oil cooler. The cooler is to be installed in the return line
after the engine(s). LT-water is normally used as cooling medium.
Design data:
Heat to be dissipated 2 kW/cyl
Max. pressure drop, fuel oil 80 kPa (0.8 bar)
Max. pressure drop, water 60 kPa (0.6 bar)
Margin (heat rate, fouling) min. 15%
Design temperature MDF/HFO installation 50/150C
Return fuel tank (1T13)

The return fuel tank shall be equipped with a vent valve needed for the vent pipe to the MDF day tank. The
volume of the return fuel tank should be at least 100 l.
Black out start

Diesel generators serving as the main source of electrical power must be able to resume their operation in
a black out situation by means of stored energy. Depending on system design and classification regulations,
it may in some cases be permissible to use the emergency generator. Sufficient fuel pressure to enable
black out start can be achieved by means of:
A gravity tank located min. 15 m above the crankshaft
A pneumatically driven fuel feed pump (1P11)
An electrically driven fuel feed pump (1P11) powered by an emergency power source

6. Fuel Oil System
6.3.5 Fuel feed system - HFO installations

Figure 6.7 Example of fuel oil system (HFO), multiple engine installation (DAAE034765b)
System components:
1E02 Heater (booster unit) 1T03 Day tank (HFO)
1E03 Cooler (booster unit) 1T04 Leak fuel tank (clean fuel)
1E04 Cooler (MDF return line) 1T06 Day tank (MDF)
1F03 Safety filter (HFO) 1T07 Leak fuel tank (dirty fuel)
1F05 Fine filter (MDF) 1T08 De-aeration tank (booster unit)
1F06 Suction filter (booster unit) 1V01 Changeover valve
1F07 Suction strainer (MDF) 1V02 Pressure control valve (MDF)
1F08 Automatic filter (HFO) 1V03 Pressure control valve (booster unit)
1I01 Flow meter (booster unit) 1V04 Pressure control valve (HFO)
1I02 Viscosity meter (booster unit) 1V05 Overflow valve (HFO)
1N01 Feeder/booster unit 1V07 Venting valve (booster unit)
1P03 Circulation pump (MDF) 1V08 Change over valve
1P04 Fuel feed pump (booster unit) 1V10 Quick closing valve
1P06 Circulation pump (booster unit) 1V11 Remote controlled shut off valve
Pipe connections:
101 Fuel inlet 103 Leak fuel drain, clean fuel
102 Fuel outlet 104 Leak fuel drain, dirty fuel

6. Fuel Oil System
HFO pipes shall be properly insulated. If the viscosity of the fuel is 180 cSt/50C or higher, the pipes must
be equipped with trace heating. It shall be possible to shut off the heating of the pipes when operating on
MDF (trace heating to be grouped logically).
Starting and stopping

The engine can be started and stopped on HFO provided that the engine and the fuel system are pre-heated
to operating temperature. The fuel must be continuously circulated also through a stopped engine in order
to maintain the operating temperature. Changeover to MDF for start and stop is not required.
Prior to overhaul or shutdown of the external system the engine fuel system shall be flushed and filled with
MDF.
Changeover from HFO to MDF

The control sequence and the equipment for changing fuel during operation must ensure a smooth change
in fuel temperature and viscosity. When MDF is fed through the HFO feeder/booster unit, the volume in the
system is sufficient to ensure a reasonably smooth transfer.
When there are separate circulating pumps for MDF, then the fuel change should be performed with the
HFO feeder/booster unit before switching over to the MDF circulating pumps. As mentioned earlier, sustained
operation on MDF usually requires a fuel oil cooler. The viscosity at the engine shall not drop below the
minimum limit stated in chapter Technical data.
Number of engines in the same system

When the fuel feed unit serves Wrtsil 26 engines only, maximum two engines should be connected to
the same fuel feed circuit, unless individual circulating pumps before each engine are installed.
Main engines and auxiliary engines should preferably have separate fuel feed units. Individual circulating
pumps or other special arrangements are often required to have main engines and auxiliary engines in the
same fuel feed circuit. Regardless of special arrangements it is not recommended to supply more than
maximum two main engines and two auxiliary engines, or one main engine and three auxiliary engines from
the same fuel feed unit.
In addition the following guidelines apply:
Twin screw vessels with two engines should have a separate fuel feed circuit for each propeller shaft.
Twin screw vessels with four engines should have the engines on the same shaft connected to different
fuel feed circuits. One engine from each shaft can be connected to the same circuit.
Feeder/booster unit (1N01)

A completely assembled feeder/booster unit can be supplied. This unit comprises the following equipment:
Two suction strainers
Two fuel feed pumps of screw type, equipped with built-on safety valves and electric motors
One pressure control/overflow valve
One pressurized de-aeration tank, equipped with a level switch operated vent valve
Two circulating pumps, same type as the fuel feed pumps
Two heaters, steam, electric or thermal oil (one heater in operation, the other as spare)
One automatic back-flushing filter with by-pass filter
One viscosimeter for control of the heaters
One control valve for steam or thermal oil heaters, a control cabinet for electric heaters
One thermostatic valve for emergency control of the heaters
One control cabinet including starters for pumps
One alarm panel
The above equipment is built on a steel frame, which can be welded or bolted to its foundation in the ship.
The unit has all internal wiring and piping fully assembled. All HFO pipes are insulated and provided with
trace heating.

6. Fuel Oil System
Figure 6.8 Feeder/booster unit, example (DAAE006659)
Fuel feed pump, booster unit (1P04)

The feed pump maintains the pressure in the fuel feed system. It is recommended to use a screw pump as
feed pump. The capacity of the feed pump must be sufficient to prevent pressure drop during flushing of
the automatic filter.
A suction strainer with a fineness of 0.5 mm should be installed before each pump. There must be a positive
static pressure of about 30 kPa on the suction side of the pump.
Design data:
Total consumption of the connected engines added with the
Capacity
flush quantity of the automatic filter (1F08)

6. Fuel Oil System
Pressure control valve, booster unit (1V03)

The pressure control valve in the feeder/booster unit maintains the pressure in the de-aeration tank by dir-
ecting the surplus flow to the suction side of the feed pump.
Design data:
Capacity Equal to feed pump
Set-point 0.3...0.5 MPa (3...5 bar)
Automatic filter, booster unit (1F08)

It is recommended to select an automatic filter with a manually cleaned filter in the bypass line. The auto-
matic filter must be installed before the heater, between the feed pump and the de-aeration tank, and it
should be equipped with a heating jacket. Overheating (temperature exceeding 100C) is however to be
prevented, and it must be possible to switch off the heating for operation on MDF.
Design data:
Fuel viscosity According to fuel specification
Preheating If fuel viscosity is higher than 25 cSt/100C
Design flow Equal to feed pump capacity
Fineness:
- automatic filter 35 m (absolute mesh size)
- by-pass filter 35 m (absolute mesh size)

Flow meter, booster unit (1I01)

If a fuel consumption meter is required, it should be fitted between the feed pumps and the de-aeration
tank. When it is desired to monitor the fuel consumption of individual engines in a multiple engine installation,
two flow meters per engine are to be installed: one in the feed line and one in the return line of each engine.
There should be a by-pass line around the consumption meter, which opens automatically in case of ex-
cessive pressure drop.
If the consumption meter is provided with a prefilter, an alarm for high pressure difference across the filter
is recommended.
De-aeration tank, booster unit (1T08)

It shall be equipped with a low level alarm switch and a vent valve. The vent pipe should, if possible, be led
downwards, e.g. to the overflow tank. The tank must be insulated and equipped with a heating coil. The
volume of the tank should be at least 100 l.
Circulation pump, booster unit (1P06)

The purpose of this pump is to circulate the fuel in the system and to maintain the required pressure at the
injection pumps, which is stated in the chapter Technical data. By circulating the fuel in the system it also
maintains correct viscosity, and keeps the piping and the injection pumps at operating temperature.
When more than two engines are connected to the same feeder/booster unit, individual circulation pumps
(1P12) must be installed before each engine.
Design data:
Capacity:

6. Fuel Oil System
Design data:
- without circulation pumps (1P12) 6 x the total consumption of the connected engine
- with circulation pumps (1P12) 15% more than total capacity of all circulation pumps
Heater, booster unit (1E02)

The heater must be able to maintain a fuel viscosity of 14 cSt at maximum fuel consumption, with fuel of
the specified grade and a given day tank temperature (required viscosity at injection pumps stated in
Technical data). When operating on high viscosity fuels, the fuel temperature at the engine inlet may not
exceed 135C however.
The power of the heater is to be controlled by a viscosimeter. The set-point of the viscosimeter shall be
somewhat lower than the required viscosity at the injection pumps to compensate for heat losses in the
pipes. A thermostat should be fitted as a backup to the viscosity control.
To avoid cracking of the fuel the surface temperature in the heater must not be too high. The heat transfer
rate in relation to the surface area must not exceed 1.5 W/cm2.
The required heater capacity can be estimated with the following formula:
where:
P = heater capacity (kW)
Q = total fuel consumption at full output + 15% margin [l/h]
T = temperature rise in heater [C]
Viscosimeter, booster unit (1I02)

The heater is to be controlled by a viscosimeter. The viscosimeter should be of a design that can withstand
the pressure peaks caused by the injection pumps of the diesel engine.
Design data:
Operating range 0...50 cSt
Design pressure 4 MPa (40 bar)
Pump and filter unit (1N03)

When more than two engine are connected to the same feeder/booster unit, a circulation pump (1P12)
must be installed before each engine. The circulation pump (1P12) and the safety filter (1F03) can be com-
bined in a pump and filter unit (1N03). A safety filter is always required.
There must be a by-pass line over the pump to permit circulation of fuel through the engine also in case
the pump is stopped. The diameter of the pipe between the filter and the engine should be the same size
as between the feeder/booster unit and the pump and filter unit.
Circulation pump (1P12)

The purpose of the circulation pump is to ensure equal circulation through all engines. With a common
circulation pump for several engines, the fuel flow will be divided according to the pressure distribution in
the system (which also tends to change over time) and the control valve on the engine has a very flat
pressure versus flow curve.

6. Fuel Oil System
In installations where MDF is fed directly from the MDF tank (1T06) to the circulation pump, a suction
strainer (1F07) with a fineness of 0.5 mm shall be installed to protect the circulation pump. The suction
strainer can be common for all circulation pumps.
Design data:
Capacity 6 x the fuel consumption of the engine
Pressure for dimensioning of electric motor (P):
- if MDF is fed directly from day tank 0.7 MPa (7 bar)
- if all fuel is fed through feeder/booster unit 0.3 MPa (3 bar)
Safety filter (1F03)

The safety filter is a full flow duplex type filter with steel net. The filter should be equipped with a heating
jacket. The safety filter or pump and filter unit shall be installed as close as possible to the engine.
Design data:
Fuel viscosity according to fuel specification
Design flow Equal to circulation pump capacity
Filter fineness 37 m (absolute mesh size)

Overflow valve, HFO (1V05)

When several engines are connected to the same feeder/booster unit an overflow valve is needed between
the feed line and the return line. The overflow valve limits the maximum pressure in the feed line, when the
fuel lines to a parallel engine are closed for maintenance purposes.
The overflow valve should be dimensioned to secure a stable pressure over the whole operating range.
Design data:
Capacity Equal to circulation pump (1P06)
Set-point (p) 0.2...0.7 MPa (2...7 bar)
6.3.6 Flushing
The external piping system must be thoroughly flushed before the engines are connected and fuel is circulated
through the engines. The piping system must have provisions for installation of a temporary flushing filter.
The fuel pipes at the engine (connections 101 and 102) are disconnected and the supply and return lines
are connected with a temporary pipe or hose on the installation side. All filter inserts are removed, except
in the flushing filter of course. The automatic filter and the viscosimeter should be bypassed to prevent
damage. The fineness of the flushing filter should be 35 m or finer.

7. Lubricating Oil System

7.1 Lubricating oil requirements
7.1.1 Engine lubricating oil
The lubricating oil must be of viscosity class SAE 40 and have a viscosity index (VI) of minimum 95. The
lubricating oil alkalinity (BN) is tied to the fuel grade, as shown in the table below. BN is an abbreviation of
Base Number. The value indicates milligrams KOH per gram of oil.
Table 7.1 Fuel standards and lubricating oil requirements
Category Fuel standard Lubricating oil BN

A ASTM D 975-01, GRADE NO. 1-D, 2-D
BS MA 100: 1996 DMX, DMA
10...30
CIMAC 2003 DX, DA
ISO8217: 1996(E) ISO-F-DMX, DMA
B BS MA 100: 1996 DMB
CIMAC 2003 DB 15...30
ISO 8217: 1996(E) ISO-F-DMB
C ASTM D 975-01, GRADE NO. 4-D
ASTM D 396-04, GRADE NO. 5-6
BS MA 100: 1996 DMC, RMA10-RMK55 30...55
CIMAC 2003 DC, A30-K700
ISO 8217: 1996(E) ISO-F-DMC, RMA10-RMK55
BN 50-55 lubricants are to be selected in the first place for operation on HFO. BN 40 lubricants can also
be used with HFO provided that the sulphur content of the fuel is relatively low, and the BN remains above
the condemning limit for acceptable oil change intervals. BN 30 lubricating oils should be used together
with HFO only in special cases; for example in SCR (Selective Catalyctic Reduction) installations, if better
total economy can be achieved despite shorter oil change intervals. Lower BN may have a positive influence
on the lifetime of the SCR catalyst.
Crude oils with low sulphur content may permit the use of BN 30 lubricating oils. It is however not unusual
that crude oils contain other acidic compounds, which requires a high BN oil although the sulphur content
of the fuel is low.
It is not harmful to the engine to use a higher BN than recommended for the fuel grade.
Different oil brands may not be blended, unless it is approved by the oil suppliers. Blending of different oils
must also be approved by Wrtsil, if the engine still under warranty.
An updated list of approved lubricating oils is supplied for every installation.
7.1.2 Oil in speed governor or actuator

An oil of viscosity class SAE 30 or SAE 40 is acceptable in normal operating conditions. Usually the same
oil as in the engine can be used. At low ambient temperatures it may be necessary to use a multigrade oil
(e.g. SAE 5W-40) to ensure proper operation during start-up with cold oil.
7.1.3 Oil in turning device

It is recommended to use EP-gear oils, viscosity 400-500 cSt at 40C = ISO VG 460.
An updated list of approved oils is supplied for every installation.

7.2 Internal lubricating oil system

Figure 7.1 Internal lubricating oil system, dry sump engines(DAAE034767b)
System components, dry sump

01 Main lubricating oil pump 06 Automatic filter
02 Pre-lubricating oil pump 07 Centrifugal filter
03 Pressure control valve 08 Turbocharger
04 Lubricating oil cooler 09 Sample valve
05 Thermostatic valve 10 Crankcase safety relief valves
Sensors and indicators, dry sump

PT201 Lubricating oil pressure, engine inlet TE272/TE282 Lubricating oil temp. TC A/B outlet (if ME)
PT271/PT281 Lubricating oil pressure TC A/B inlet TE70n Main bearing temperature (optional), cyl. n
PTZ201 Lubricating oil pressure, engine inlet PI201 Lubricating oil pressure, engine inlet (if GL)
PDT243 Lubricating oil filter pressure difference PS210 Lubricating oil stand-by pump start
TE201 Lubricating oil temp. engine inlet PT700 Crankcase pressure (if FAKS)
TI201 Lubricating oil temp. engine inlet TE202 Lubricating oil temp. before cooler (if FAKS)
QU700 Oil mist detector (optional) TE232 Lubricating oil temp. LOC outlet (if FAKS)
Pipe connections, dry sump Size Pressure class Standard

202 Lubricating oil outlet DN150 PN6 DIN2573
203 Lubricating oil to engine driven pump DN150 PN10 DIN2576
205 Lubricating oil to priming pump, in-line engines PCD125 - 4x14 PN10 -
208 Lubricating oil from el. driven pump L26: DN80 PN10 DIN2576
V26: DN100
216 Lubricating oil drain L26: Plug G 1 1/2" DIN910
V26: Plug G 3/4"
701 Crankcase ventilation L26: DN80 PN16 DIN2577
V26: DN100 PN6 DIN2573

Figure 7.2 Internal lubricating oil system, wet sump engines (DAAE034768c)
System components, wet sump

01 Main lubricating oil pump 07 Centrifugal filter
02 Pre-lubricating oil pump 08 Turbocharger
03 Pressure control valve 09 Sample valve
04 Lubricating oil cooler 10 Crankcase safety relief valves
05 Thermostatic valve 11 Strainer
06 Automatic filter
Sensors and indicators, wet sump

TE201 Lubricating oil temp. engine inlet TE272/TE282 Lubricating oil temp. TC A/B outlet (if ME)
TI201 Lubricating oil temp. engine inlet TE202 Lubr.oil temp. before cooler (if FAKS)
PT201 Lubricating oil pressure, engine inlet QU700 Oil mist detector (optional)
PT271/PT281 Lubricating oil pressure TC A/B inlet PT700 Crankcase pressure (if FAKS)
PTZ201 Lubricating oil pressure, engine inlet TE232 Lubricating oil temp. LOC outlet (if FAKS)
PDT243 Differential pressure lubricating oil filter PI201 Lubricating oil pressure, engine inlet (if GL)
LS204 Lubricating oil level PS210 Lubricating oil stand-by pump start (optional)
TE70n Main bearing temp. (optional), cyl. n
Pipe connections, wet sump Size Pressure class Standard

207 Lubricating oil to el.driven pump L26: DN125 PN6 DIN2573
V26: DN150
208 Lubricating oil from el. driven pump L26: DN80 PN10 DIN2576
V26: DN100
213 Lubricating oil from separator and filling Plug G 1 1/2" DIN910
213 Lubricating oil from separator and filling DN40 PN10 DIN2573
(in case of separator valves and flanges)
214 Lubricating oil to separator and drain Plug G 1 1/2" DIN910
214 Lubricating oil to separator and drain DN40 PN10 DIN2576
(in case of separator valves and flanges)

Pipe connections, wet sump Size Pressure class Standard

216 Lubricating oil drain (wet sump) Plug G 1 1/2" DIN910
221 Lubricating oil overflow, in-line engines DN80 PN10 DIN2576
701 Crankcase ventilation L26: DN80 PN16 DIN2577
V26: DN100 PN6 DIN2573
The lubricating oil sump is of wet sump type for auxiliary and diesel-electric engines. Dry sump is recom-
mended for main engines operating on HFO. The dry sump type has two oil outlets at each end of the engine.
Two of the outlets shall be connected to the system oil tank.
The direct driven lubricating oil pump is of gear type and is equipped with a combined pressure control
and safety relief valve. The pump is dimensioned to provide sufficient flow even at low speeds. A stand-by
pump connection is available as option. Concerning suction height, flow rate and pressure of the engine
driven pump, see Technical data.
The pre-lubricating oil pump is an electric motor driven gear pump equipped with a safety valve. The pump
should always be running, when the engine is stopped. Concerning suction height, flow rate and pressure
of the pre-lubricating oil pump, see Technical data.
The lubricating oil module built on the engine consists of the lubricating oil cooler, thermostatic valve and
automatic filter.
The centrifugal filter is installed to clean the back-flushing oil from the automatic filter.
All dry sump engines are delivered with a running-in filter in oil supply line to the main bearings. This filter
is to be removed after commissioning.

7.3 External lubricating oil system

Figure 7.3 Typical example of an external lubricating oil system for a single main engine with a dry sump (DAAE034769a)
System components: Pipe connections:

2F01 Suction strainer engine driven pump 202 Lubricating oil outlet
2F06 Suction strainer electric driven pump 203 Lubricating oil to engine driven pump
2HXX* Flexible pipe connection 208 Lubricating oil from electric driven pump
7H01 Flexible pipe connection 701 Crankcase air vent
2P04 Lubricating oil pump, stand-by 717 Crankcase breather drain (only for V-engines)
2T01 Sump tank * Only required for resiliently mounted engines

Figure 7.4 Typical example of an external lubricating oil system for a wet sump engine (DAAE034770a)
System components: Pipe connections:

2HXX* Flexible pipe connection 207 Lubricating oil to electric driven pump
7H01 Flexible pipe connection 208 Lubricating oil from electric driven pump
2P04 Lubricating oil pump, stand-by 213 Lubricating oil from separator
214 Lubricating oil to separator
221 Lubricating oil overflow (inline only)
701 Crankcase air vent
* Only required for resiliently mounted engines 717 Crankcase breather drain (only for V-engines)

7.3.1 Separation system
Separator unit (2N01)

Each engine must have a dedicated lubricating oil separator and the separators shall be dimensioned for
continuous separating. If the installation is designed to operate on MDF only, then intermittent separating
might be sufficient.
Auxiliary engines operating on a fuel having a viscosity of max. 380 cSt / 50C may have a common lubric-
ating oil separator unit. Three in-line engines may have a common lubricating oil separator unit. In installation
with V engines as auxiliary engines, two engines may have a common lubricating oil separator unit. In in-
stallations with four or more engines two lubricating oil separator units should be installed.
Separators are usually supplied as pre-assembled units.
Typically lubricating oil separator units are equipped with:
Feed pump with suction strainer and safety valve
Preheater
Separator
Control cabinet
The lubricating oil separator unit may also be equipped with an intermediate sludge tank and a sludge
pump, which offers flexibility in placement of the separator since it is not necessary to have a sludge tank
directly beneath the separator.
Separator feed pump (2P03)

The feed pump must be selected to match the recommended throughput of the separator. Normally the
pump is supplied and matched to the separator by the separator manufacturer.
The lowest foreseen temperature in the system oil tank (after a long stop) must be taken into account when
dimensioning the electric motor.
Separator preheater (2E02)

The preheater is to be dimensioned according to the feed pump capacity and the temperature in the system
oil tank. When the engine is running, the temperature in the system oil tank located in the ship's bottom is
normally 65...75C. To enable separation with a stopped engine the heater capacity must be sufficient to
maintain the required temperature without heat supply from the engine.
Recommended oil temperature after the heater is 95C.
The surface temperature of the heater must not exceed 150C in order to avoid cooking of the oil.
The heaters should be provided with safety valves and drain pipes to a leakage tank (so that possible
leakage can be detected).
Separator (2S01)
The separators should preferably be of a type with controlled discharge of the bowl to minimize the lubric-
ating oil losses.
The service throughput Q [l/h] of the separator can be estimated with the formula:
where:
Q = volume flow [l/h]
P = engine output [kW]
n = number of through-flows of tank volume per day: 5 for HFO, 4 for MDF
t = operating time [h/day]: 24 for continuous separator operation, 23 for normal dimensioning

Sludge tank (2T06)

The sludge tank should be located directly beneath the separators, or as close as possible below the sep-
arators, unless it is integrated in the separator unit. The sludge pipe must be continuously falling.
Renovating oil tank (2T04)

In case of wet sump engines the oil sump content can be drained to this tank prior to separation.
Renovated oil tank (2T05)

This tank contains renovated oil ready to be used as a replacement of the oil drained for separation.
7.3.2 System oil tank (2T01)

Recommended oil tank volume is stated in chapter Technical data.
The system oil tank is usually located beneath the engine foundation. The tank may not protrude under the
reduction gear or generator, and it must also be symmetrical in transverse direction under the engine. The
location must further be such that the lubricating oil is not cooled down below normal operating temperature.
Suction height is especially important with engine driven lubricating oil pump. Losses in strainers etc. add
to the geometric suction height. Maximum suction ability of the pump is stated in chapter Technical data.
The pipe connection between the engine oil sump and the system oil tank must be flexible to prevent
damages due to thermal expansion. The return pipes from the engine oil sump must end beneath the min-
imum oil level in the tank. Further on the return pipes must not be located in the same corner of the tank
as the suction pipe of the pump.
The suction pipe of the pump should have a trumpet shaped or conical inlet to minimise the pressure loss.
For the same reason the suction pipe shall be as short and straight as possible and have a sufficient dia-
meter. A pressure gauge shall be installed close to the inlet of the lubricating oil pump. The suction pipe
shall further be equipped with a non-return valve of flap type without spring. The non-return valve is partic-
ularly important with engine driven pump and it must be installed in such a position that self-closing is en-
sured.
Suction and return pipes of the separator must not be located close to each other in the tank.
The ventilation pipe from the system oil tank may not be combined with crankcase ventilation pipes.
It must be possible to raise the oil temperature in the tank after a long stop. In cold conditions it can be
necessary to have heating coils in the oil tank in order to ensure pumpability. The separator heater can
normally be used to raise the oil temperature once the oil is pumpable. Further heat can be transferred to
the oil from the preheated engine, provided that the oil viscosity and thus the power consumption of the
pre-lubricating oil pump does not exceed the capacity of the electric motor.

Figure 7.5 Example of system oil tank arrangement (DAAE007020e)
Design data:
Oil volume 1.2...1.5 l/kW, see also Technical data
Oil level at service 75 - 80 % of tank volume
Oil level alarm 60% of tank volume
7.3.3 New oil tank (2T03)

In engines with wet sump, the lubricating oil may be filled into the engine, using a hose or an oil can, through
the crankcase cover or through the separator pipe. The system should be arranged so that it is possible
to measure the filled oil volume.
7.3.4 Suction strainers (2F01, 2F04, 2F06)

It is recommended to install a suction strainer before each pump to protect the pump from damage. The
suction strainer and the suction pipe must be amply dimensioned to minimize pressure losses. The suction
strainer should always be provided with alarm for high differential pressure.
Design data:
Fineness 0.5...1.0 mm

7.3.5 Lubricating oil pump, stand-by (2P04)

The stand-by lubricating oil pump is normally of screw type and should be provided with an overflow valve.
Design data:
Capacity see Technical data
Design pressure, max 0.8 MPa (8 bar)
Design temperature, max. 100C
Lubricating oil viscosity SAE 40
Viscosity for dimensioning the electric motor 500 mm2/s (cSt)
7.4 Crankcase ventilation system

The purpose of the crankcase ventilation is to evacuate gases from the crankcase in order to keep the
pressure in the crankcase within acceptable limits.
Each engine must have its own vent pipe into open air. The crankcase ventilation pipes may not be combined
with other ventilation pipes, e.g. vent pipes from the system oil tank.
The diameter of the pipe shall be large enough to avoid excessive back pressure. Other possible equipment
in the piping must also be designed and dimensioned to avoid excessive flow resistance.
A condensate trap must be fitted on the vent pipe near the engine.
The connection between engine and pipe is to be flexible.
Design data:
Flow see Technical data
Backpressure, max. see Technical data
Temperature 80C
Figure 7.6 Condensate trap (DAAE032780)
Minimum size of the ventilation pipe after the condensate

trap is:
W L26: DN100
W V26: DN125
The max. back-pressure must also be considered when selecting

the ventilation pipe size.

7.5 Flushing instructions

Flushing instructions in this Product Guide are for guidance only. For contracted projects, read the specific
instructions included in the installation planning instructions (IPI).
7.5.1 Piping and equipment built on the engine

Flushing of the piping and equipment built on the engine is not required and flushing oil shall not be pumped
through the engine oil system (which is flushed and clean from the factory). It is however acceptable to
circulate the flushing oil via the engine sump if this is advantageous. Cleanliness of the oil sump shall be
verified after completed flushing.
7.5.2 External oil system

Refer to the system diagram(s) in section External lubricating oil system for location/description of the
components mentioned below.
If the engine is equipped with a wet oil sump the external oil tanks, new oil tank (2T03), renovating oil tank
(2T04) and renovated oil tank (2T05) shall be verified to be clean before bunkering oil. Especially pipes
leading from the separator unit (2N01) directly to the engine shall be ensured to be clean for instance by
disconnecting from engine and blowing with compressed air.
If the engine is equipped with a dry oil sump the external oil tanks, new oil tank and the system oil tank
(2T01) shall be verified to be clean before bunkering oil.
Operate the separator unit continuously during the flushing (not less than 24 hours). Leave the separator
running also after the flushing procedure, this to ensure that any remaining contaminants are removed.
If an electric motor driven stand-by pump (2P04) is installed the pipe shall be flushed running the pump
circulating engine oil through a temporary external oil filter (recommended mesh 34 microns) into the engine
oil sump through a hose and a crankcase door. The pump shall be protected by a suction strainer (2F06).
Whenever possible the separator unit shall be in operation during the flushing to remove dirt. The separator
unit is to be left running also after the flushing procedure, this to ensure that any remaining contaminants
are removed.
7.5.3 Type of flushing oil
Viscosity
In order for the flushing oil to be able to remove dirt and transport it with the flow, ideal viscosity is 10...50
cSt. The correct viscosity can be achieved by heating engine oil to about 65C or by using a separate
flushing oil which has an ideal viscosity in ambient temperature.
Flushing with engine oil

The ideal is to use engine oil for flushing. This requires however that the separator unit is in operation to
heat the oil. Engine oil used for flushing can be reused as engine oil provided that no debris or other con-
tamination is present in the oil at the end of flushing.
Flushing with low viscosity flushing oil

If no separator heating is available during the flushing procedure it is possible to use a low viscosity flushing
oil instead of engine oil. In such a case the low viscosity flushing oil must be disposed of after completed
flushing. Great care must be taken to drain all flushing oil from pockets and bottom of tanks so that flushing
oil remaining in the system will not compromise the viscosity of the actual engine oil.
Lubricating oil sample

To verify cleanliness a LO sample will be taken by Wrtsil after completed flushing. The properties that
will be analyzed are Viscosity, BN, AN, Insolubles, Fe and Particle Count.
Commissioning procedures shall in the meantime be continued without interruption unless the commissioning
engineer believes the oil is contaminated.

8. Compressed Air System

Compressed air is used to start engines and to provide actuating energy for safety and control devices.
The use of starting air for other purposes is limited by the classification regulations.
To ensure the functionality of the components in the compressed air system, the compressed air has to
be free from solid particles and oil.
8.1 Instrument air quality

The quality of instrument air, from the ships instrument air system, for safety and control devices must fulfill
the following requirements.
Instrument air specification:

Design pressure 1 MPa (10 bar)
Nominal pressure 0.7 MPa (7 bar)
Dew point temperature +3C
Max. oil content 1 mg/m3
Max. particle size 3 m
8.2 Internal compressed air system

The engine is started with a pneumatic starting motor operating at a nominal pressure of 3 MPa (30 bar)
for V-engines or 1.5 MPa (15 bar) for in-line engines. The starting motor drives a pinion that turns the gear
mounted on the flywheel. At 100 rpm the master starter valve closes, and the pinion is drawn back by spring
force. If the electric system fails, the pinion will be pushed back by the driving force of the diesel engine.
The engine can not be started when the turning gear is engaged.
Each HP fuel pump is provided with a pneumatic stop cylinder which pushes the fuel injection pumps to
zero-delivery when activated. The stop solenoid valve which admits air to the pneumatic stop cylinders will
be activated by the engine stop and safety system, also in case of an overspeed or an emergency stop
command.

Figure 8.1 Internal compressed air system, in-line engines (DAAE038893a)
System components
01 Air filter with water separator 09 Booster for governor
05 Stop unit 10 Starting air motor
06 Emergency shut off valve 11 Blocking valve, turning gear engaged
07 Pneumatic stop cylinder at each injection pump 12 Start solenoid valve (with manual switch)
08 Booster solenoid valve 13 Pneumatic speed setting governor

PT301 Starting air pressure, engine inlet CV351 Booster valve for governor
PT311 Control air pressure CV621 Charge air shut off valve
CV153.1 Stop/shutdown solenoid valve PI301 Starting air pressure, engine inlet
CV153.2 Stop/shutdown solenoid valve 2 PI311 Control air pressure
CV321 Instrument air valve control

301 Starting air inlet, 3 MPa DN40 PN40 ISO 7005-1
304 Control air to speed governor OD6 PN250 DIN2353

Figure 8.2 Internal compressed air system, V-engines (DAAE034771b)
System components
01 Air filter with water separator 08 Booster solenoid valve
02 By-pass valve 09 Booster for governor
03 Exhaust waste gate 10 Starting air motor
04 Air waste gate 11 Blocking valve, turning gear engaged
05 Stop unit 12 Start solenoid valve (with manual switch)
06 Emergency shut off valve 13 Pneumatic speed setting governor
07 Pneumatic stop cylinder at each injection pump

PT301 Starting air pressure, engine inlet CV519 Exhaust waste gate control valve
PT311 Control air pressure CV621 Charge air shut off valve
CV153.1 Stop/shutdown solenoid valve CVS643 By-pass control valve
CV153.2 Stop/shutdown solenoid valve 2 CV656 Air waste gate control
CV321 Instrument air valve control PI301 Starting air pressure, engine inlet
CV351 Booster valve for governor PI311 Control air pressure

301 Starting air inlet DN40 PN40 DIN2635
302 Control air inlet OD8 PN400 DIN2353
304 Control air to speed governor (in case of mechan- OD6 PN250 DIN2353
ical governor with pneumatic speed setting)

8.3 External compressed air system

The design of the starting air system is partly determined by classification regulations. Most classification
societies require that the total capacity is divided into two equally sized starting air receivers and starting
air compressors. The requirements concerning multiple engine installations can be subject to special con-
sideration by the classification society.
The starting air pipes should always be slightly inclined and equipped with manual or automatic draining
at the lowest points.
Instrument air to safety and control devices must be treated in an air dryer.
Figure 8.3 Example of external compressed air system (DAAE002629b)

3F02 Starting air system filter, engine inlet 301 Starting air inlet, 3 MPa
3N02 Starting air compressor unit
3P01 Starting air compressor
3S01 Starting air, oil and water separator
3T01 Starting air receiver
8.3.1 Starting air compressor unit (3N02)

At least two starting air compressors must be installed. It is recommended that the compressors are capable
of filling the starting air vessel from minimum (1.8 MPa) to maximum pressure in 15...30 minutes. For exact
determination of the minimum capacity, the rules of the classification societies must be followed.
8.3.2 Oil and water separator (3S01)

An oil and water separator should always be installed in the pipe between the compressor and the air vessel.
Depending on the operation conditions of the installation, an oil and water separator may be needed in the
pipe between the air vessel and the engine.

8.3.3 Starting air vessel (3T01)

The starting air vessels should be dimensioned for a nominal pressure of 3 MPa.
The number and the capacity of the air vessels for propulsion engines depend on the requirements of the
classification societies and the type of installation.
It is recommended to use a minimum air pressure of 1.8 MPa, when calculating the required volume of the
vessels.
The starting air vessels are to be equipped with at least a manual valve for condensate drain. If the air
vessels are mounted horizontally, there must be an inclination of 3...5 towards the drain valve to ensure
efficient draining.
Figure 8.4 Starting air vessel
Size Dimensions [mm] Weight

[Litres] L1 L2 1) L3 1) D [kg]
125 1807 243 110 324 170

180 1217 243 110 480 200
250 1767 243 110 480 274
500 3204 243 133 480 450
710 2740 255 133 650 625
1000 3560 255 133 650 810
1) Dimensions are approximate.
The starting air consumption stated in technical data is for a successful start. During a remote start the
main starting valve is kept open until the engine starts, or until the max. time for the starting attempt has
elapsed. A failed remote start can consume two times the air volume stated in technical data. If the ship
has a class notation for unattended machinery spaces, then the starts are to be demonstrated as remote
starts, usually so that only the last starting attempt is successful.
The required total starting air vessel volume can be calculated using the formula:
where:
VR = total starting air vessel volume [m3]
pE = normal barometric pressure (NTP condition) = 0.1 MPa
VE = air consumption per start [Nm3] See Technical data
n = required number of starts according to the classification society
pRmax = maximum starting air pressure = 3 MPa
pRmin = minimum starting air pressure = 1.8 MPa
NOTE! The total vessel volume shall be divided into at least two equally sized starting air vessels.

8.3.4 Starting air filter (3F02)

Condense formation after the water separator (between starting air compressor and starting air vessels)
create and loosen abrasive rust from the piping, fittings and receivers. Therefore it is recommended to install
a filter before the starting air inlet on the engine to prevent particles to enter the starting air equipment.
An Y-type strainer can be used with a stainless steel screen and mesh size 400 m. The pressure drop
should not exceed 20 kPa (0.2 bar) for the engine specific starting air consumption under a time span of 4
seconds.

9. Cooling Water System

9.1 Water quality
The fresh water in the cooling water system of the engine must fulfil the following requirements:
pH ............................... min. 6.5

Hardness .................... max. 10 dH
Chlorides .................... max. 80 mg/l
Sulphates .................... max. 150 mg/l
Good quality tap water can be used, but shore water is not always suitable. It is recommended to use water
produced by an onboard evaporator. Fresh water produced by reverse osmosis plants often has higher
chloride content than permitted. Rain water is unsuitable as cooling water due to the high content of oxygen
and carbon dioxide.
Only treated fresh water containing approved corrosion inhibitors may be circulated through the engines.
It is important that water of acceptable quality and approved corrosion inhibitors are used directly when
the system is filled after completed installation.
9.1.1 Corrosion inhibitors

The use of an approved cooling water additive is mandatory. An updated list of approved products is supplied
for every installation and it can also be found in the Instruction manual of the engine, together with dosage
and further instructions.
9.1.2 Glycol
Use of glycol in the cooling water is not recommended unless it is absolutely necessary. Starting from 20%
glycol the engine is to be de-rated 0.23 % per 1% glycol in the water. Max. 50% glycol is permitted.
Corrosion inhibitors shall be used regardless of glycol in the cooling water.

9.2 Internal cooling water system

Figure 9.1 Internal cooling water system, in-line engines (DAAE038904c)
System components
01 HT cooling water pump 05 HT thermostatic valve
02 LT cooling water pump 06 LT thermostatic valve
03 Lubricating oil cooler 07 Sea water pump
04 Charge air cooler

PI401 HT water pressure before cylinder jackets (if GL) TI402 HT water temp. after cylinder jackets
TE401 HT water temp. before cylinder jackets PI471 LT water pressure before cylinder jackets (if GL)
PT401 HT water pressure before cylinder jackets TE471 LT water temp. engine inlet (if GL)
PS410 HT water stand-by pump start (if stand-by pump) PT471 LT water pressure, engine inlet
PSZ401 HT water pressure before cylinder jackets (if GL) PS460 LT water stand-by pump start (if stand-by pump)
TE402 HT water temp. after cylinder jackets TE482 LT water temp. after lube oil cooler (if FAKS)
TEZ402 HT water temp. after cylinder jackets TE472 LT water temp. after CAC
Pipe connections (in-line engines) Size Pressure class Standard

401 HT water inlet DN80 PN10 DIN2576
402 HT water outlet DN80 PN10 DIN2576
404 HT water air vent OD12 PN250 DIN2353
405 HT water to preheater DN80 PN10 DIN2576
406 Water from preheater DN80 PN10 DIN2576
407 HT water to stand-by pump DN80 PN10 DIN2576
408 HT water from stand-by pump DN80 PN10 DIN2576
451 LT water inlet DN80 PN10 DIN2576
452 LT water outlet DN80 PN10 DIN2576
454 LT water air vent OD10 PN10 DIN2353
456 LT water to stand-by pump DN80 PN10 DIN2576

Pipe connections (in-line engines) Size Pressure class Standard

457 LT water from stand-by pump DN80 PN10 DIN2576
476 Sea water to engine driven pump DN80 PN10 DIN2576
477 Sea water from engine driven pump DN80 PN10 DIN2576
Figure 9.2 Internal cooling water system, V-engines (DAAE038906b)
System components
01 HT cooling water pump 05 HT thermostatic valve
02 LT cooling water pump 06 LT thermostatic valve
03 Lubricating oil cooler 08 Charge air cooler (HT)
04 Charge air cooler (LT)

PI401 HT water pressure before cylinder jackets (if GL) TI402 HT water temp. after cylinder jackets
PS410 HT water stand-by pump start (if stand-by pump) PI471 LT water pressure before cylinder jackets (if GL)
TE401 HT water temp. before cylinder jackets TE471 LT water temp. engine inlet
PT401 HT water pressure before cylinder jackets PT471 LT water pressure, engine inlet
PSZ401 HT water pressure before cylinder jackets (if GL) PS460 LT water stand-by pump start (if stand-by pump)
TE402 HT water temp. after cylinder jackets TE472 LT water temp after CAC (if FAKS)
TEZ402 HT water temp. after cylinder jackets TE482 LT water temp. after lube oil cooler
Pipe connection Size Pressure class Standard

401 HT water inlet DN100 PN10 DIN2576
402 HT water outlet DN100 PN10 DIN2576
404 HT water air vent OD12 DIN2353
405 HT water to pre-heater DN100 PN10 DIN2576
406 HT water from pre-heater DN100 PN10 DIN2576
407 HT water to stand-by pump DN100 PN10 DIN2576
408 HT water from stand-by pump DN100 PN10 DIN2576

Pipe connection Size Pressure class Standard

451 LT water inlet DN100 PN10 DIN2576
452 LT water outlet DN100 PN10 DIN2576
456 LT water to stand-by pump DN100 PN10 DIN2576
457 LT water from stand-by pump DN100 PN10 DIN2576
The fresh water cooling system is divided into a high temperature (HT) and a low temperature (LT) circuit.
The HT water circulates through cylinder jackets, cylinder heads and the 1st stage of the charge air cooler,
if the engine is equipped with a two-stage charge air cooler. V-engines are equipped with a two-stage
charge air cooler, while in-line engines have a single-stage charge air cooler.
The LT water circulates through the charge air cooler and the lubricating oil cooler, which is built on the
engine.
Temperature control valves regulate the temperature of the water out from the engine, by circulating some
water back to the cooling water pump inlet. The HT temperature control valve is always mounted on the
engine, while the LT temperature control valve can be either on the engine or separate. In installations where
the engines operate on MDF only it is possible to install the LT temperature control valve in the external
system and thus control the LT water temperature before the engine.
9.2.1 Engine driven circulating pumps

The LT and HT cooling water pumps are engine driven. The engine driven pumps are located at the free
end of the engine.
Pump curves for engine driven pumps are shown in the diagrams. The nominal pressure and capacity can
be found in the chapter Technical data.
Table 9.1 Impeller diameters of engine driven HT & LT pumps
LT + gearbox cooling
HT LT
Engine (optional)
Engine speed impeller Non return impeller Non return impeller Non return
[rpm] [mm] valve orifice* [mm] valve orifice* [mm] valve orifice*
[mm] [mm] [mm]
6L26 900 216 40 204 40 204 47
1000 196 40 196 40 196 47
8L26 900 216 47 204 54 216 54
1000 196 54 196 47 204 59
9L26 900 216 54 204 59 216 59
1000 196 54 196 59 216 54
12V26 900 178 178
- - - -
1000 178 178
16V26 900 199 199
- - - -
1000 199 199
*) Only for in-line engines.

Table 9.2 Nominal flows and heads of engine driven HT & LT pumps
HT LT LT + gearbox cooling
Engine (optional)
Engine speed
[rpm] Flow Head Flow Head Flow Head
[m3/h] [m H2O] [m3/h] [m H2O] [m3/h] [m H2O]
6L26 900 35 35 42 26 52 26
1000 35 35 47 27 57 27
8L26 900 45 36 56 27 70 25
1000 45 36 62 25 76 27
9L26 900 50 36 63 25 78 27
1000 50 34 70 26 85 27
12V26 900 60 28 60 28
- -
1000 67 35 67 35
16V26 900 80 35 80 35
- -
1000 89 44 89 44
Figure 9.3 Pump curves W26 in-line

Figure 9.4 Pump curves W26 V engines (9910ZT141)
9.2.2 Engine driven sea water pump

An engine drive sea-water pump is available for in-line main engines:
Engine Capacity [m/h] Head [mwc]

W 6L26 80 25
W 8L26 120 25
W 9L26 120 25
Figure 9.5 Engine driven sea water pump at 1000 rpm

9.2.3 Temperature control valve LT-circuit

The direct acting thermostatic valve controls the water outlet temperature from the Charge Air Cooler on
in-line engines and from the Lubricating Oil Cooler on V engines.
set point L26: 49C (44...54C)

V26: 46 C (40...50C)
9.2.4 Temperature control valve HT-circuit

The direct acting thermostatic valve controls the engine outlet temperature.
set point 91C (87...98C)

9.3 External cooling water system

Figure 9.6 External cooling water system example, only for MDF (DAAE038900c)
System components:
4E03 Heat recovery (evaporator) 4P19 Circulating pump (evaporator)
4E05 Heater (preheater) 4R03 Adjustable throttle valve (LT cooler)
4E08 Central cooler 4R07 Adjustable throttle valve (LT water)
4E12 Cooler (installation parts) 4S02 Air deaerator (HT)
4N01 Preheating unit 4T03 Additive dosing tank
4P03 Stand-by pump (HT) 4T04 Drain tank
4P04 Circulating pump (preheater) 4T05 Expansion tank
4P05 Stand-by pump (LT) 4V02 Temperature control valve (heat recovery)
4P09 Transfer pump 4V08 Temperature control valve (central cooler)
Pipe connections are listed below the internal cooling water system diagrams

Figure 9.7 External cooling water system example (DAAE038901c)
System components:
4E03 Heat recovery (evaporator) 4R03 Adjustable throttle valve (LT cooler)
4E04 Raw water cooler (HT) 4R05 Adjustable throttle valve (HT valve)
4E05 Heater (preheater) 4S02 Air deaerator (HT)
4E06 Raw water cooler (LT) 4S03 Air deaerator (LT)
4P19 Circulating pump (evaporator) 4V08 Temperature control valve (central cooler)
4P09 Transfer pump

Figure 9.8 External cooling water system example (DAAE038902c)
System components:
4E03 Heat recovery (evaporator) 4P09 Transfer pump
4E05 Heater (preheater) 4P19 Circulating pump (evaporator)
4E08 Central cooler 4R03 Adjustable throttle valve (LT cooler)
4E12 Cooler (installation parts) 4S01 Air venting
4P06 Circulating pump 4V08 Temperature control valve (central cooler)
It is recommended to divide the engines into several circuits in multi-engine installations. One reason is of
course redundancy, but it is also easier to tune the individual flows in a smaller system. Malfunction due
to entrained gases, or loss of cooling water in case of large leaks can also be limited. In some installations
it can be desirable to separate the HT circuit from the LT circuit with a heat exchanger.
The external system shall be designed so that flows, pressures and temperatures are close to the nominal
values in Technical data and the cooling water is properly de-aerated.
Pipes with galvanized inner surfaces are not allowed in the fresh water cooling system. Some cooling water
additives react with zinc, forming harmful sludge. Zinc also becomes nobler than iron at elevated temperat-
ures, which causes severe corrosion of engine components.

Ships (with ice class) designed for cold sea-water should have provisions for recirculation back to the sea
chest from the central cooler:
For melting of ice and slush, to avoid clogging of the sea water strainer
To enhance the temperature control of the LT water, by increasing the seawater temperature
9.3.1 Stand-by circulation pumps (4P03, 4P05)

Stand-by pumps should be of centrifugal type and electrically driven. Required capacities and delivery
pressures are stated in Technical data.
NOTE! Some classification societies require that spare pumps are carried onboard even though the
ship has multiple engines. Stand-by pumps can in such case be worth considering also for this
type of application.
9.3.2 Sea water pump (4P11)

The capacity of electrically driven sea water pumps is determined by the type of coolers and the amount
of heat to be dissipated.
Significant energy savings can be achieved in most installations with frequency control of electrically driven
sea water pumps. Minimum flow velocity (fouling) and maximum sea water temperature (salt deposits) are
however issues to consider.
9.3.3 Temperature control valve for central cooler (4V08)

When it is desired to utilize the engine driven LT-pump for cooling of external equipment, e.g. a reduction
or a generator, there must be a common LT temperature control valve in the external system, instead of
an individual valve for each engine. The common LT temperature control valve is installed after the central
cooler and controls the temperature of the water before the engine and the external equipment, by partly
bypassing the central cooler. The valve can be either direct acting or electrically actuated.
The set-point of the temperature control valve 4V08 is 38 C in the type of system described above.
Engines operating on HFO must have individual LT temperature control valves. A separate pump is required
for the external equipment in such case, and the set-point of 4V08 can be lower than 38 C if necessary.
When there is no temperature control valve in the seawater system (4V07, see figure 9.16), it is advised to
install a temperature control valve over the central cooler(s) in order to maintain the temperature before
engine at a constant value.
9.3.4 Temperature control valve for heat recovery (4V02)

The temperature control valve after the heat recovery controls the maximum temperature of the water that
is mixed with HT water from the engine outlet before the HT pump. The control valve can be either self-
actuated or electrically actuated.
The set-point is usually somewhere close to 75 C.
The arrangement shown in the example system diagrams also results in a smaller flow through the central
cooler, compared to a system where the HT and LT circuits are connected in parallel to the cooler.
9.3.5 Coolers for other equipment and MDF coolers

The engine driven LT circulating pump can supply cooling water to one or two small coolers installed in
parallel to the engine, for example a MDF cooler or a reduction gear cooler. This is only possible for engines
operating on MDF, because the LT temperature control valve cannot be built on the engine to control the
temperature after the engine. Separate circulating pumps are required for larger flows.
Design guidelines for the MDF cooler are given in chapter Fuel system.
9.3.6 Fresh water central cooler (4E08)

The fresh water cooler can be of either plate, tube or box cooler type. Plate coolers are most common.
Several engines can share the same cooler.

It can be necessary to compensate a high flow resistance in the circuit with a smaller pressure drop over
the central cooler.
The flow to the fresh water cooler must be calculated case by case based on how the circuit is designed.
As an alternative for the central coolers of the plate or of the tube type a box cooler can be installed. The
principle of box cooling is very simple. Cooling water is forced through a U-tube-bundle, which is placed
in a sea-chest having inlet- and outlet-grids. Cooling effect is reached by natural circulation of the surrounding
water. The outboard water is warmed up and rises by its lower density, thus causing a natural upward cir-
culation flow which removes the heat.
Box cooling has the advantage that no raw water system is needed, and box coolers are less sensitive for
fouling and therefor well suited for shallow or muddy waters.
9.3.7 Waste heat recovery

The waste heat in the HT cooling water can be used for fresh water production, central heating, tank heating
etc. The system should in such case be provided with a temperature control valve to avoid unnecessary
cooling, as shown in the example diagrams. With this arrangement the HT water flow through the heat re-
covery can be increased.
The heat available from HT cooling water is affected by ambient conditions. It should also be taken into
account that the recoverable heat is reduced by circulation to the expansion tank, radiation from piping
and leakages in temperature control valves.
9.3.8 Air venting

Air may be entrained in the system after an overhaul, or a leak may continuously add air or gas into the
system. The engine is equipped with vent pipes to evacuate air from the cooling water circuits. The vent
pipes should be drawn separately to the expansion tank from each connection on the engine, except for
the vent pipes from the charge air cooler on V-engines, which may be connected to the corresponding line
on the opposite cylinder bank.
Venting pipes to the expansion tank are to be installed at all high points in the piping system, where air or
gas can accumulate.
The vent pipes must be continuously rising.
Figure 9.9 Automatic de-aerator (9811MR102).

The water flow is forced in a circular movement in the air separator. Air and gas collect in the centre of the
separator due to the higher centrifugal force on water.
9.3.9 Expansion tank (4T05)

The expansion tank compensates for thermal expansion of the coolant, serves for venting of the circuits
and provides a sufficient static pressure for the circulating pumps.
Design data:
Pressure from the expansion tank at pump inlet 70 - 150 kPa (0.7...1.5 bar)
Volume min. 10% of the total system volume
NOTE! The maximum pressure at the engine must not be exceeded in case an electrically driven pump
is installed significantly higher than the engine.
Concerning the water volume in the engine, see chapter Technical data.
The expansion tank should be equipped with an inspection hatch, a level gauge, a low level alarm and ne-
cessary means for dosing of cooling water additives.
The vent pipes should enter the tank below the water level. The vent pipes must be drawn separately to
the tank (see air venting) and the pipes should be provided with labels at the expansion tank.
The balance pipe down from the expansion tank must be dimensioned for a flow velocity not exceeding
1.0...1.5 m/s in order to ensure the required pressure at the pump inlet with engines running. The flow
through the pipe depends on the number of vent pipes to the tank and the size of the orifices in the vent
pipes. The table below can be used for guidance.
Table 9.3 Minimum diameter of balance pipe
Nominal pipe size Max. flow velocity Max. number of vent pipes
(m/s) with 5 mm orifice
DN 32 1.1 3
DN 40 1.2 6
DN 50 1.3 10
DN 65 1.4 17
9.3.10 Drain tank (4T04)

It is recommended to collect the cooling water with additives in a drain tank, when the system has to be
drained for maintenance work. A pump should be provided so that the cooling water can be pumped back
into the system and reused.
Concerning the water volume in the engine, see chapter Technical data. The water volume in the LT circuit
of the engine is small.
9.3.11 Additive dosing tank (4T03)

It is also recommended to provide a separate additive dosing tank, especially when water treatment products
are added in solid form. The design must be such that the major part of the water flow is circulating through
the engine when treatment products are added.
The tank should be connected to the HT cooling water circuit as shown in the example system diagrams.
9.3.12 Preheating
The cooling water circulating through the cylinders must be preheated to at least 60 C, preferably 70 C.
This is an absolute requirement for installations that are designed to operate on heavy fuel, but strongly
recommended also for engines that operate exclusively on marine diesel fuel.
The energy required for preheating of the HT cooling water can be supplied by a separate source or by a
running engine, often a combination of both. In all cases a separate circulating pump must be used. It is

common to use the heat from running auxiliary engines for preheating of main engines. In installations with
several main engines the capacity of the separate heat source can be dimensioned for preheating of two
engines, provided that this is acceptable for the operation of the ship. If the cooling water circuits are sep-
arated from each other, the energy is transferred over a heat exchanger.
Heater (4E05)
The energy source of the heater can be electric power, steam or thermal oil.
It is recommended to heat the HT water to a temperature near the normal operating temperature. The
heating power determines the required time to heat up the engine from cold condition.
The minimum required heating power is 3 kW/cyl, which makes it possible to warm up the engine from 20
C to 60...70 C in 10-15 hours. The required heating power for shorter heating time can be estimated with
the formula below. About 1.5 kW/cyl is required to keep a hot engine warm.
Design data:
Preheating temperature min. 60C
Required heating power 3 kW/cyl
Heating power to keep hot engine warm 1.5 kW/cyl
Required heating power to heat up the engine, see formula below:
where:
P = Preheater output [kW]
T1 = Preheating temperature = 60...70 C
T0 = Ambient temperature [C]
meng = Engine weight [ton]
VLO = Lubricating oil volume [m3] (wet sump engines only)
VFW = HT water volume [m3]
t = Preheating time [h]
keng = Engine specific coefficient = 0.75 kW
ncyl = Number of cylinders
The formula above should not be used for P < 2.5 kW/cyl
Circulation pump for preheater (4P04)
Design data:
Capacity 0.45 m3/h per cylinder
Delivery pressure 80 kPa (0.8 bar)
Preheating unit (4N01)

A complete preheating unit can be supplied. The unit comprises:
Electric or steam heaters
Circulating pump
Control cabinet for heaters and pump
Set of thermometers
Non-return valve
Safety valve

Figure 9.10 Electric pre-heating unit, main dimensions
Heating power L [mm] H [mm] B [mm] Mass [kg] (wet)

[kW]*
12 (16) 1050 800 460 93
16 (21) 1250 800 460 95
18 (24) 1250 800 460 95
24 (32) 1250 840 480 103
32 (42) 1250 840 480 125
9.3.13 Throttles
Throttles (orifices) are to be installed in all by-pass lines to ensure balanced operating conditions for tem-
perature control valves. Throttles must also be installed wherever it is necessary to balance the waterflow
between alternate flow paths.
9.3.14 Thermometers and pressure gauges

Local thermometers should be installed wherever there is a temperature change, i.e. before and after heat
exchangers etc.
Local pressure gauges should be installed on the suction and discharge side of each pump.

10. Combustion Air System

10.1 Engine room ventilation
To maintain acceptable operating conditions for the engines and to ensure trouble free operation of all
equipment, attention shall be paid to the engine room ventilation and the supply of combustion air.
The air intakes to the engine room must be located and designed so that water spray, rain water, dust and
exhaust gases cannot enter the ventilation ducts and the engine room.
The dimensioning of blowers and extractors should ensure that an overpressure of about 50 Pa is maintained
in the engine room in all running conditions.
For the minimum requirements concerning the engine room ventilation and more details, see applicable
standards, such as ISO 8861.
The amount of air required for ventilation is calculated from the total heat emission to evacuate. To de-
termine , all heat sources shall be considered, e.g.:
Main and auxiliary diesel engines
Exhaust gas piping
Generators
Electric appliances and lighting
Boilers
Steam and condensate piping
Tanks
It is recommended to consider an outside air temperature of no less than 35C and a temperature rise of
11C for the ventilation air.
The amount of air required for ventilation is then calculated using the formula:
where:
qv = air flow [m/s]
= total heat emission to be evacuated [kW]
= air density 1.13 kg/m
c = specific heat capacity of the ventilation air 1.01 kJ/kgK
T = temperature rise in the engine room [C]
The heat emitted by the engine is listed in chapter Technical data.

The engine room ventilation air has to be provided by separate ventilation fans. These fans should preferably
have two-speed electric motors (or variable speed). The ventilation can then be reduced according to outside
air temperature and heat generation in the engine room, for example during overhaul of the main engine
when it is not preheated (and therefore not heating the room).
The ventilation air is to be equally distributed in the engine room considering air flows from points of delivery
towards the exits. This is usually done so that the funnel serves as exit for most of the air. To avoid stagnant
air, extractors can be used.
It is good practice to provide areas with significant heat sources, such as separator rooms with their own
air supply and extractors.
Under-cooling of the engine room should be avoided during all conditions (service conditions, slow
steaming and in port). Cold draft in the engine room should also be avoided, especially in areas of frequent
maintenance activities. For very cold conditions a pre-heater in the system should be considered. Suitable
media could be thermal oil or water/glycol to avoid the risk for freezing. If steam is specified as heating
medium for the ship, the pre-heater should be in a secondary circuit.

Figure 10.1 Engine room ventilation, turbocharger with air filter (DAAE092651)
Figure 10.2 Engine room ventilation, air duct connected to the turbocharger (DAAE092652)
10.2 Combustion air system design

Usually, the combustion air is taken from the engine room through a filter on the turbocharger. This reduces
the risk for too low temperatures and contamination of the combustion air. It is important that the combustion
air is free from sea water, dust, fumes, etc.

During normal operating conditions the air temperature at turbocharger inlet should be kept between
15...35C. Temporarily max. 45C is allowed. For the required amount of combustion air, see section
Technical data.
The combustion air shall be supplied by separate combustion air fans, with a capacity slightly higher than
the maximum air consumption. The combustion air mass flow stated in technical data is defined for an
ambient air temperature of 25C. Calculate with an air density corresponding to 30C or more when trans-
lating the mass flow into volume flow. The expression below can be used to calculate the volume flow.
where:
qc = combustion air volume flow [m/s]
m' = combustion air mass flow [kg/s]
= air density 1.15 kg/m
The fans should preferably have two-speed electric motors (or variable speed) for enhanced flexibility. In
addition to manual control, the fan speed can be controlled by engine load.
In multi-engine installations each main engine should preferably have its own combustion air fan. Thus the
air flow can be adapted to the number of engines in operation.
The combustion air should be delivered through a dedicated duct close to the turbocharger, directed towards
the turbocharger air intake. The outlet of the duct should be equipped with a flap for controlling the direction
and amount of air. Also other combustion air consumers, for example other engines, gas turbines and
boilers shall be served by dedicated combustion air ducts.
If necessary, the combustion air duct can be connected directly to the turbocharger with a flexible connection
piece. With this arrangement an external filter must be installed in the duct to protect the turbocharger and
prevent fouling of the charge air cooler. The permissible total pressure drop in the duct is max. 1.5 kPa.
The duct should be provided with a step-less change-over flap to take the air from the engine room or from
outside depending on engine load and air temperature.
For very cold conditions heating of the supply air must be arranged. The combustion air fan is stopped
during start of the engine and the necessary combustion air is drawn from the engine room. After start
either the ventilation air supply, or the combustion air supply, or both in combination must be able to
maintain the minimum required combustion air temperature. The air supply from the combustion air fan is
to be directed away from the engine, when the intake air is cold, so that the air is allowed to heat up in the
engine room.
10.2.1 Charge air shut-off valve, "rigsaver" (optional)

In installations where it is possible that the combustion air includes combustible gas or vapour the engines
can be equipped with charge air shut-off valve. This is regulated mandatory where ingestion of flammable
gas or fume is possible.
10.2.2 Condensation in charge air coolers

Air humidity may condense in the charge air cooler, especially in tropical conditions. The engine equipped
with a small drain pipe from the charge air cooler for condensed water.
The amount of condensed water can be estimated with the diagram below.

Example, according to the diagram: Figure 10.3 Condensation in charge air coolers
At an ambient air temperature of 35C and a relative humidity
of 80%, the content of water in the air is 0.029 kg water/ kg dry
air. If the air manifold pressure (receiver pressure) under these
conditions is 2.5 bar (= 3.5 bar absolute), the dew point will be
55C. If the air temperature in the air manifold is only 45C, the
air can only contain 0.018 kg/kg. The difference, 0.011 kg/kg
(0.029 - 0.018) will appear as condensed water.

11. Exhaust Gas System

11.1 Internal exhaust gas system
Figure 11.1 Charge air and exhaust gas system 8L, 2-pulse system (DAAE047964a)
Figure 11.2 Charge air and exhaust gas system 6L & 9L, 3-pulse system (DAAE038908a)
System components, in-line engines

01 Charge air cooler 07 Turbine cleaning device
03 Turbocharger 08 Charge air shut-off valve (optional)
04 Compressor cleaning device 09 Safety valve
05 Air filter and silencer 10 Indicator valve
06 Suction branch (alternative for 05) 11 Air waste gate
Sensors and indicators, in-line engines

TE5xx1A Exhaust gas temp. after cylinder TI5xxA Exhaust gas temp. after cylinder (if GL)
TE511 Exhaust gas temp. TC inlet TI601 Charge air temp. engine inlet
TE517 Exhaust gas temp. TC outlet TI621 Charge air temp. CAC inlet

Sensors and indicators, in-line engines

SE518 TC speed TE600 Charge air temp. TC inlet (if FAKS)
PI601 Charge air pressure, engine inlet (if GL) TE621 Charge air temp. CAC inlet (if FAKS)
PT601 Charge air pressure, engine inlet GS621 Charge air shut-off valve position (optional)
PT601.2 Charge air pressure, engine inlet GT656 Air waste gate position
TE601 Charge air temp. engine inlet
Pipe connections, in-line engines Size Pressure class Standard

501 Exhaust gas outlet 6L: DN300 PN6
8L, 9L: DN350
502 Cleaning water to turbine Quick coupling
601 Air inlet to turbocharger 6L: int 280; pc 340; 12X14
(if suction branch) 8L, 9L: int 333; pc 405; 12X14
607 Condensate after air cooler OD8 PN400 DIN2535
Figure 11.3 Charge air and exhaust gas system 12V, pulse system (DAAE042959a)
System components, 12V-engine

01 Charge air cooler (HT) 07 Turbine cleaning device
02 Charge air cooler (LT) 08 Charge air shut-off valve (optional)
03 Turbocharger 09 Safety valve
04 Compressor cleaning device 10 Indicator valve
05 Air filter and silencer 11 Air waste gate
06 Suction branch (alternative for 05)

Figure 11.4 Charge air and exhaust gas system 16V, with SPEX, by-pass and waste gate (DAAE038909a)
System components, 16V-engine

01 Charge air cooler (HT) 08 Charge air shut-off valve (optional)
02 Charge air cooler (LT) 09 Charge air by-pass valve
03 Turbocharger 10 Exhaust waste gate valve
04 Compressor cleaning device 11 Air waste gate
05 Air filter and silencer 12 Indicator valve
06 Suction branch (alternative for 05) 13 Safety valve
07 Turbine cleaning device
Sensors and indicators, V-engines

TE5xx1A Exhaust gas temp. after cylinder, A-bank TI621 Charge air temp. CAC inlet
TE5xx1B Exhaust gas temp. after cylinder, B-bank PI601 Charge air pressure, engine inlet (if GL)
TE511 Exhaust gas temp. TC inlet, A-bank TI5xxA Exhaust gas temp. after cylinder, A-bank (if GL)
TE521 Exhaust gas temp. TC inlet, B-bank TI5xxB Exhaust gas temp. after cylinder, B-bank (if GL)
TE517 Exhaust gas temp. TC outlet, A-bank PT601.2 Charge air pressure, engine inlet
TE527 Exhaust gas temp. TC outlet, B-bank TE600 Charge air temp. TC inlet (if FAKS)
SE518 TC speed, A-bank TE621 Charge air temp. CAC inlet (if FAKS)
SE528 TC speed, B-bank GS621 Charge air shut-off valve position, A-bank
PT601 Charge air pressure, engine inlet GS631 Charge air shut-off valve position, B-bank
TE601 Charge air temp. engine inlet GT656 Air waste gate position
TI601 Charge air temp. engine inlet
Pipe connections, V-engines Size Pressure class Standard

501 Exhaust gas outlet 6L: DN300 PN6
8L, 9L: DN350
502 Cleaning water to turbine Quick coupling
601 Air inlet to turbocharger 6L: int 280; pc 340; 12X14
(if suction branch) 8L, 9L: int 333; pc 405; 12X14
607 Condensate after air cooler OD8 PN400 DIN2535

11.2 Exhaust gas outlet

The exhaust gas outlet from the turbocharger can be inclined into several positions. The possibilities depend
on the cylinder configuration as shown in figures of this section. The turbocharger can be located at both
ends, the figure shows only free end solutions. A flexible bellow has to be mounted directly on the turbine
outlet to protect the turbocharger from external forces.
Figure 11.5 Exhaust outlet possibilities, in-line engines
Figure 11.6 Exhaust outlet possibilities, 12V-engine

Figure 11.7 Exhaust outlet possibilities, 16V-engine
11.3 External exhaust gas system

Each engine should have its own exhaust pipe into open air. Backpressure, thermal expansion and supporting
are some of the decisive design factors.
Flexible bellows must be installed directly on the turbocharger outlet, to compensate for thermal expansion
and prevent damages to the turbocharger due to vibrations.
Figure 11.8 External exhaust gas system
1 Diesel engine
2 Exhaust gas bellows
3 Connection for measurement of back pressure
4 Transition piece
5 Drain with water trap, continuously open
6 Bilge
7 SCR
8 Urea injection unit (SCR)
9 CSS silencer element
11.3.1 Piping
The piping should be as short and straight as possible. Pipe bends and expansions should be smooth to
minimise the backpressure. The diameter of the exhaust pipe should be increased directly after the bellows

on the turbocharger. Pipe bends should be made with the largest possible bending radius; the bending
radius should not be smaller than 1.5 x D.
The recommended flow velocity in the pipe is 3540 m/s at full output. If there are many resistance factors
in the piping, or the pipe is very long, then the flow velocity needs to be lower. The exhaust gas mass flow
given in chapter Technical data can be translated to velocity using the formula:
Where:
v = gas velocity [m/s]
m' = exhaust gas mass flow [kg/s]
T = exhaust gas temperature [C]
D = exhaust gas pipe diameter [m]
Each exhaust pipe should be provided with a connection for measurement of the backpressure.
The exhaust gas pipe should be provided with water separating pockets and drain.
The exhaust pipe must be insulated all the way from the turbocharger and the insulation is to be protected
by a covering plate or similar to keep the insulation intact. Closest to the turbocharger the insulation should
consist of a hook on padding to facilitate maintenance. It is especially important to prevent that insulation
is detached by the strong airflow to the turbocharger.
11.3.2 Supporting
It is very important that the exhaust pipe is properly fixed to a support that is rigid in all directions directly
after the bellows on the turbocharger. There should be a fixing point on both sides of the pipe at the support.
The bellows on the turbocharger may not be used to absorb thermal expansion from the exhaust pipe. The
first fixing point must direct the thermal expansion away from the engine. The following support must prevent
the pipe from pivoting around the first fixing point.
Absolutely rigid mounting between the pipe and the support is recommended at the first fixing point after
the turbocharger. Resilient mounts can be accepted for resiliently mounted engines with long bellows,
provided that the mounts are self-captive; maximum deflection at total failure being less than 2 mm radial
and 4 mm axial with regards to the bellows. The natural frequencies of the mounting should be on a safe
distance from the running speed, the firing frequency of the engine and the blade passing frequency of the
propeller. The resilient mounts can be rubber mounts of conical type, or high damping stainless steel wire
pads. Adequate thermal insulation must be provided to protect rubber mounts from high temperatures.
When using resilient mounting, the alignment of the exhaust bellows must be checked on a regular basis
and corrected when necessary.
After the first fixing point resilient mounts are recommended. The mounting supports should be positioned
at stiffened locations within the ships structure, e.g. deck levels, frame webs or specially constructed
supports.
The supporting must allow thermal expansion and ships structural deflections.
11.3.3 Back pressure

The maximum permissible exhaust gas back pressure is stated in chapter Technical Data. The back pressure
in the system must be calculated by the shipyard based on the actual piping design and the resistance of
the components in the exhaust system. The exhaust gas mass flow and temperature given in chapter
Technical Data may be used for the calculation.
The back pressure must also be measured during the sea trial.
11.3.4 Exhaust gas bellows (5H01, 5H03)

Bellows must be used in the exhaust gas piping where thermal expansion or ships structural deflections
have to be segregated. The flexible bellows mounted directly on the turbocharger outlet serves to minimise
the external forces on the turbocharger and thus prevent excessive vibrations and possible damage. All
exhaust gas bellows must be of an approved type.

11.3.5 Selective Catalytic Reduction (11N03)

The exhaust gas piping must be straight at least 3...5 meters in front of the SCR unit. If both an exhaust
gas boiler and a SCR unit will be installed, then the exhaust gas boiler shall be installed after the SCR. Ar-
rangements must be made to ensure that water cannot spill down into the SCR, when the exhaust boiler
is cleaned with water.
11.3.6 Exhaust gas boiler

If exhaust gas boilers are installed, each engine should have a separate exhaust gas boiler. Alternatively,
a common boiler with separate gas sections for each engine is acceptable.
For dimensioning the boiler, the exhaust gas quantities and temperatures given in chapter Technical data
may be used.

11.3.7 Exhaust gas silencers

The exhaust gas silencing can be accomplished either by the patented Compact Silencer System (CSS)
technology or by the conventional exhaust gas silencer.
Exhaust noise
The unattenuated exhaust noise is typically measured in the exhaust duct. The in-duct measurement is
transformed into free field sound power through a number of correction factors.
The spectrum of the required attenuation in the exhaust system is achieved when the free field sound power
(A) is transferred into sound pressure (B) at a certain point and compared with the allowable sound pressure
level (C).
Figure 11.9 Exhaust noise, source power corrections
The conventional silencer is able to reduce the sound level in a certain area of the frequency spectrum.
CSS is designed to cover the whole frequency spectrum.

Silencer system comparison

With a conventional silencer system, the design of the noise reduction system usually starts from the engine.
With the CSS, the design is reversed, meaning that the noise level acceptability at a certain distance from
the ship's exhaust gas pipe outlet, is used to dimension the noise reduction system.
Figure 11.10 Silencer system comparison
Compact silencer system (5N02)

The CSS system is optimized for each installation as a complete exhaust gas system. The optimization is
made according to the engine characteristics, to the sound level requirements and to other equipment in-
stalled in the exhaust gas system, like SCR, exhaust gas boiler or scrubbers.
The CSS system is built up of three different CSS elements; resistive, reactive and composite elements.
The combination-, amount- and length of the elements are always installation specific. The diameter of the
CSS element is 1.4 times the exhaust gas pipe diameter.
The noise attenuation is valid up to a exhaust gas flow velocity of max 40 m/s. The pressure drop of a CSS
element is lower compared to a conventional exhaust gas silencer (5R02).

Conventional exhaust gas silencer (5R02)

Yard/designer should take into account that unfavourable layout of the exhaust system (length of straight
parts in the exhaust system) might cause amplification of the exhaust noise between engine outlet and the
silencer. Hence the attenuation of the silencer does not give any absolute guarantee for the noise level after
the silencer.
When included in the scope of supply, the standard silencer is of the absorption type, equipped with a
spark arrester. It is also provided with a soot collector and a condense drain, but it comes without mounting
brackets and insulation. The silencer can be mounted either horizontally or vertically.
The noise attenuation of the standard silencer is either 25 or 35 dB(A). This attenuation is valid up to a flow
velocity of max. 40 m/s.
Figure 11.11 Exhaust gas silencer (9855MR366)
Table 11.1 Typical dimensions of the exhaust gas silencer
Attenuation: 25 dB(A) Attenuation: 35 dB(A)

Engine type A [mm] C [mm]
L [mm] Weight [kg] L [mm] Weight [kg]
6L26 500 1200 3430 690 4280 860
8L26 600 1300 4010 980 5260 1310
9L26 600 1300 4010 980 5260 1310
12V26 700 1500 4550 1470 6050 1910
16V26 800 1700 4840 1930 6340 2490
Flanges: DIN 2501

12. Turbocharger Cleaning
12. Turbocharger Cleaning

Regular water cleaning of the turbine and the compressor reduces the formation of deposits and extends
the time between overhauls. Fresh water is injected into the turbocharger during operation. Additives,
solvents or salt water must not be used and the cleaning instructions in the operation manual must be
carefully followed.
12.1 Turbine cleaning system

A dosing unit consisting of a flow meter and an adjustable throttle valve is delivered for each installation.
The dosing unit is installed in the engine room and connected to the engine with a detachable rubber hose.
The rubber hose is connected with quick couplings and the length of the hose is normally 10 m. One dosing
unit can be used for several engines.
Water supply:
Fresh water
Min. pressure 0.3 MPa (3 bar)
Max. pressure 2 MPa (20 bar)
Max. temperature 80 C
Flow 15-30 l/min (depending on cylinder configuration)
The turbocharges are cleaned one at a time on V-engines.

Figure 12.1 Turbine cleaning system (DAAE003884)
System components Pipe connections Size

01 Dosing unit with shut-off valve 502 Cleaning water to turbine Quick coupling
02 Rubber hose
12.2 Compressor cleaning system

The compressor side of the turbocharger is cleaned using a separate dosing vessel mounted on the engine.

13. Exhaust Emissions

Exhaust emissions from the diesel engine mainly consist of nitrogen, oxygen and combustion products like
carbon dioxide (CO2), water vapour and minor quantities of carbon monoxide (CO), sulphur oxides (SOx),
nitrogen oxides (NOx), partially reacted and non-combusted hydrocarbons (HC) and particulate matter (PM).
There are different emission control methods depending on the aimed pollutant. These are mainly divided
in two categories; primary methods that are applied on the engine itself and secondary methods that are
applied on the exhaust gas stream.
13.1 Diesel engine exhaust components

The nitrogen and oxygen in the exhaust gas are the main components of the intake air which don't take
part in the combustion process.
CO2 and water are the main combustion products. Secondary combustion products are carbon monoxide,
hydrocarbons, nitrogen oxides, sulphur oxides, soot and particulate matters.
In a diesel engine the emission of carbon monoxide and hydrocarbons are low compared to other internal
combustion engines, thanks to the high air/fuel ratio in the combustion process. The air excess allows an
almost complete combustion of the HC and oxidation of the CO to CO2, hence their quantity in the exhaust
gas stream are very low.
13.1.1 Nitrogen oxides (NOx)

The combustion process gives secondary products as Nitrogen oxides. At high temperature the nitrogen,
usually inert, react with oxygen to form Nitric oxide (NO) and Nitrogen dioxide (NO2), which are usually
grouped together as NOx emissions. Their amount is strictly related to the combustion temperature.
NO can also be formed through oxidation of the nitrogen in fuel and through chemical reactions with fuel
radicals. NO in the exhaust gas flow is in a high temperature and high oxygen concentration environment,
hence oxidizes rapidly to NO2. The amount of NO2 emissions is approximately 5 % of total NOx emissions.
13.1.2 Sulphur Oxides (SOx)

Sulphur oxides (SOx) are direct result of the sulphur content of the fuel oil. During the combustion process
the fuel bound sulphur is rapidly oxidized to sulphur dioxide (SO2). A small fraction of SO2 may be further
oxidized to sulphur trioxide (SO3).
13.1.3 Particulate Matter (PM)

The particulate fraction of the exhaust emissions represents a complex mixture of inorganic and organic
substances mainly comprising soot (elemental carbon), fuel oil ash (together with sulphates and associated
water), nitrates, carbonates and a variety of non or partially combusted hydrocarbon components of the
fuel and lubricating oil.
13.1.4 Smoke
Although smoke is usually the visible indication of particulates in the exhaust, the correlations between
particulate emissions and smoke is not fixed. The lighter and more volatile hydrocarbons will not be visible
nor will the particulates emitted from a well maintained and operated diesel engine.
Smoke can be black, blue, white, yellow or brown in appearance. Black smoke is mainly comprised of
carbon particulates (soot). Blue smoke indicates the presence of the products of the incomplete combustion
of the fuel or lubricating oil. White smoke is usually condensed water vapour. Yellow smoke is caused by
NOx emissions. When the exhaust gas is cooled significantly prior to discharge to the atmosphere, the
condensed NO2 component can have a brown appearance.

13.2 Marine exhaust emissions legislation

13.2.1 International Maritime Organization (IMO)
The increasing concern over the air pollution has resulted in the introduction of exhaust emission controls
to the marine industry. To avoid the growth of uncoordinated regulations, the IMO (International Maritime
Organization) has developed the Annex VI of MARPOL 73/78, which represents the first set of regulations
on the marine exhaust emissions.
MARPOL Annex VI - Air Pollution

The MARPOL 73/78 Annex VI entered into force 19 May 2005, and applies to diesel engines over 130 kW
installed on ships built (defined as date of keel laying or similar stage of construction) on or after January
1, 2000. The Annex VI sets limits on Nitrogen Oxides, Sulphur Oxides and Volatile Organic Compounds
emissions from ship exhausts and prohibits deliberate emissions of ozone depleting substances.
Nitrogen Oxides, NOx Emissions
IMO Tier 1 NOx emission standard

NOx emissions limit is expressed as dependent on engine speed. IMO has developed a detailed NOx
Technical Code which regulates the enforcement of these rules.
The IMO Tier 1 NOx limit is defined as follows:

NOx [g/kWh] = 17 when rpm < 130
= 45 x rpm-0.2 when 130 < rpm < 2000
= 9.8 when rpm > 2000
The NOx level is a weigthed awerage of NOx emissions at different loads, in accordance with the applicable
test cycle for the specific engine operating profile.
EIAPP Certification
An EIAPP (Engine International Air Pollution Prevention) Certificate is issued for each engine showing that
the engine complies with the NOx regulations set by the IMO.
When testing the engine for NOx emissions, the reference fuel is Marine Diesel Oil (distillate) and the test
is performed according to ISO 8178 test cycles. Subsequently, the NOx value has to be calculated using
different weighting factors for different loads that have been corrected to ISO 8178 conditions. The used
ISO 8178 test cycles are presented in following table.
Table 13.1 ISO 8178 test cycles
D2: Auxiliary engine Speed (%) 100 100 100 100 100
Power (%) 100 75 50 25 10
Weighting 0.05 0.25 0.3 0.3 0.1
factor
E2: Diesel electric propul- Speed (%) 100 100 100 100
sion or controllable pitch Power (%) 100 75 50 25
propeller
Weighting 0.2 0.5 0.15 0.15
factor
E3: Fixed pitch propeller Speed (%) 100 91 80 63

Power (%) 100 75 50 25
Weighting 0.2 0.5 0.15 0.15
factor

C1: Speed Rated Intermediate Idle

"Variable -speed and -load Torque (%) 100 75 50 10 100 75 50 0
auxiliary engine application"
Weighting 0.15 0.15 0.15 0.1 0.1 0.1 0.1 0.15
factor
Engine family/group
As engine manufacturers have a variety of engines ranging in size and application, the NOx Technical Code
allows the organising of engines into families or groups. By definition, an engine family is a manufacturers
grouping, which through their design, are expected to have similar exhaust emissions characteristics i.e.,
their basic design parameters are common. When testing an engine family, the engine which is expected
to develop the worst emissions is selected for testing. The engine family is represented by the parent engine,
and the certification emission testing is only necessary for the parent engine. Further engines can be certified
by checking document, component, setting etc., which have to show correspondence with those of the
parent engine.
Technical file
According to the IMO regulations, a Technical File shall be made for each engine. The Technical File contains
information about the components affecting NOx emissions, and each critical component is marked with
a special IMO number. The allowable setting values and parameters for running the engine are also specified
in the Technical File. The EIAPP certificate is part of the IAPP (International Air Pollution Prevention) Statement
of Compliance for the whole ship.
IMO Tier 2 NOx emission standard (new ships 2011)

The Marpol Annex VI and the NOx Technical Code has been undertaken a review with the intention to further
reduce emissions from ships. In the IMO BLG 12 meeting in April 2008 proposals for IMO Tier 2 and IMO
Tier 3 emission limits were agreed. Final adoption for IMO Tier 2 and Tier 3 was taken by IMO/MEPC 58 in
October 2008.
IMO Tier 2 NOx level will enter into force from 1.1.2011 and be applied globally for new marine diesel engines
> 130 kW. The IMO Tier 2 NOx limit is expressed as dependent on engine speed.

NOx [g/kWh] = 44 x rpm-0.23 when 130 < rpm < 2000
The NOx level is a weigthed awerage of NOx emissions at different loads, and the test cycle is based on
the engine operating profile acconding to ISO 8178 test cycles. IMO Tier 2 NOx limit corresponds to about
20% reduction from todays IMO Tier 1 level. This reduction can be reached with engine optimization.
IMO Tier 3 NOx emission standard (new ships 2016, in designated areas)
IMO Tier 3 NOx level will enter into force from 1 January 2016, but the Tier 3 NOx level will only apply in
designated special areas. These areas are not yet defined by IMO. The Tier 3 NOx limit will be applicable
to diesel engines > 600 kW and ships with main propulsion engines > 30 litres/cyl. IMO Tier 2 NOx level will
apply outside the Tier 3 designated areas. The IMO Tier 3 NOx limit is expressed as dependent on engine
speed.

NOx [g/kWh] = 9 x rpm-0.2 when 130 < rpm < 2000
IMO Tier 3 NOx limit corresponds to 80% reduction from todays IMO Tier 1 level. The reduction can be
reached by applying a secondary emission control system. At present SCR is the only efficient way to reach
the NOx reduction of 80%.

Figure 13.1 IMO NOx emission limits
Sulphur Oxides, SOx emissions

Marpol Annex VI has set a maximum global sulphur limit of 4,5% in weight for any fuel used on board a
ship. Annex VI also contains provisions allowing for special SOx Emission Control Areas (SECA) to be es-
tablished with more stringent controls on sulphur emissions. In a SOx Emission Control Area, which cur-
rently comprises the Baltic Sea, the North Sea and the English Channel, the sulphur content of fuel oil used
onboard a ship must not exceed 1.5% in weigth. Alternatively, an exhaust gas cleaning system can be
applied to reduce the total emission of sulphur oxides from ships, including both auxiliary and main
propulsion engines, to 6.0 g/kWh or less calculated as the total weight of sulphur dioxide emission.
The Marpol Annex VI has undertaken a review with the intention to further reduce emissions from ships. In
the IMO BLG 12 meeting in April 2008 proposals for new fuel oil sulpur limits were agreed. Final adoption
of the proposed sulphur limits was taken by IMO/MEPC 58 in October 2008. The upcoming limits for future
fuel oil sulpur contents are presented in the following table.
Table 13.2 Upcoming fuel sulphur caps
Fuel sulphur cap Area Date of implementation

Max. 1% S in fuel SECA Areas 1 July 2010
Max 3.5% S in fuel Globally 1 January 2012
Max. 0.1% S in fuel SECA Areas 1 January 2015
Max. 0.5% S in fuel Globally 1 January 2020
Abatement technologies including scrubbers are allowed as alternatives to low sulphur fuels.
13.2.2 Other Legislations

There are also other local legislations in force in particular regions.
13.3 Methods to reduce exhaust emissions

All standard Wrtsil engines meet the NOx emission level set by the IMO (International Maritime Organisation)
and most of the local emission levels without any modifications. Wrtsil has also developed solutions to
significantly reduce NOx emissions when this is required.
Diesel engine exhaust emissions can be reduced either with primary or secondary methods. The primary
methods limit the formation of specific emissions during the combustion process. The secondary methods
reduce emission components after formation as they pass through the exhaust gas system.

13.3.1 Selective Catalytic Reduction (SCR)

Selective Catalytic Reduction (SCR) is the only way to reach a NOx reduction level of 85-95%. The disad-
vantages of the SCR are the large size and the relatively high installation and operation costs.
A reducing agent, aqueous solution of urea (40 wt-%), is injected into the exhaust gas directly after the
turbocharger. Urea decays rapidly to ammonia (NH3) and carbon dioxide. The mixture is passed through
the catalyst where NOx is converted to harmless nitrogen and water.
A typical SCR system comprises a urea solution storage tank, a urea solution pumping system, a reducing
agent injection system and the catalyst housing with catalyst elements. In the next figure a typical SCR
system is shown.
Figure 13.2 Typical P&ID for SCR system
The catalyst elements are of honeycomb type and are typically of a ceramic structure with the active cata-
lytic material spread over the catalyst surface. The catalyst elements are arranged in layers and a soot
blowing system should provided before each layer in order to avoid catalyst clogging.
The injection of urea is controlled by feedback from a NOx measuring device after the catalyst. The rate of
NOx reduction depends on the amount of urea added, which can be expressed as NH3/NOx ratio. The in-
crease of the catalyst volume can also increase the reduction rate.
When operating on HFO, the exhaust gas temperature before the SCR must be at least 330C, depending
on the sulphur content of the fuel. When operating on MDF, the exhaust gas temperature can be lower. If
an exhaust gas boiler is specified, it should be installed after the SCR.
The lifetime of the catalyst is mainly dependent on the fuel oil quality and also to some extent on the lubric-
ating oil quality. The lifetime of a catalyst is typically 3-5 years for liquid fuels and slightly longer if the engine

is operating on gas. The total catalyst volume is usually divided into three layers of catalyst, and thus one
layer at time can be replaced, and remaining activity in the older layers can be utilised.
Urea consumption and replacement of catalyst layers are generating the main running costs of the catalyst.
The urea consumption is about 15 g/kWh of 40 wt-% urea. The urea solution can be prepared mixing urea
granulates with water or the urea can be purchased as a 40 wt-% solution. The urea tank should be big
enough for the ship to achieve the required autonomy.

14. Automation System

Wrtsil Unified Controls UNIC is a modular embedded automation system, which is available in two dif-
ferent versions.
The basic functionality is the same in both versions. UNIC C1 has a completely hardwired signal interface
with external systems, whereas UNIC C2 has a hardwired interface for control functions and a bus commu-
nication interface for alarm and monitoring.
14.1 UNIC C1
The equipment on the engine included in UNIC C1 handles all control functions on the engine; for example
start sequencing, start blocking, normal stops, safety shutdowns, speed control and power distribution.
The engine is equipped with push buttons for local operation and local display of the most important oper-
ating parameters. All terminals for signals to/from external systems are located in the main cabinet on the
engine.
Figure 14.1 Architecture of UNIC C1
Equipment in the main cabinet on the engine:

MCM Main Control Module handles all strategic control functions, for example start sequencing, start
blocking and speed/load control.
ESM Engine Safety Module handles fundamental engine safety, for example shutdown due to overspeed
or low lubricating oil pressure. The safety module is the interface to the shutdown devices on the
engine for all other control equipment.
LCP Local Control Panel is equipped with push buttons and switches for local engine control, as well as
a graphical panel with indication of the most important operating parameters.
PDM Power Distribution Module handles fusing, power distribution, earth fault monitoring and EMC filtration
in the system. It provides two fully redundant 24 VDC supplies to all modules, sensors and control
devices.
Equipment locally on the engine

Sensors

Solenoids
Actuators
The above equipment is prewired to the main cabinet on the engine. The ingress protection class is IP54.
External equipment
Power unit
Two redundant power supply converters/isolators are installed in a steel sheet cabinet for bulkhead
mounting, protection class IP44.
14.1.1 Local control panel (LCP)

Figure 14.2 Local control panel
Operational functions available at the LCP:

Local start
Local stop
Local emergency stop
Local shutdown reset
Exhaust gas temperature selector switch
Local mode selector switch with positions: blow, blocked, local and remote.
- Local: Engine start and stop can be done only at the local control panel.

- Remote: Engine can be started and stopped only remotely.

- Blow: In this position it is possible to perform a blow (an engine rotation check with indicator
valves open and disabled fuel injection) by the start button.
- Blocked: Normal start of the engine is inhibited.
Parameters indicated at the LCP

Engine speed
Turbocharger speed
Running hours
Fuel oil pressure
Lubricating oil pressure
Starting air pressure
Control air pressure
Charge air pressure
LT cooling water pressure
HT cooling water pressure
HT cooling water temperature
Exhaust gas temperature after each cylinder, before and after the turbocharger
14.1.2 Engine safety system

The engine safety system is based on hardwired logic with redundant design for safety-critical functions.
The engine safety module handles fundamental safety functions, for example overspeed protection. It is
also the interface to the shutdown devices on the engine for all other parts of the control system.
Main features:
Redundant design for power supply, speed inputs and shutdown solenoid control
Fault detection on sensors, solenoids and wires
Led indication of status and detected faults
Digital status outputs
Shutdown latching and reset
Shutdown pre-warning
Shutdown override (configuration depending on application)
Analogue outputs for engine speed and turbocharger speed
Adjustable speed switches
14.1.3 Power unit

A power unit is delivered with each engine for separate installation. The power unit supplies DC power to
the electrical system on the engine and provides isolation from other DC systems onboard. The cabinet is
designed for bulkhead mounting, protection degree IP44, max. ambient temperature 50 C.
The power unit contains redundant power converters, each converter dimensioned for 100% load. At least
one of the two incoming supplies must be connected to a UPS. The power unit supplies the equipment on
the engine with 2 x 24 VDC.
Power supply from ship's system:
Supply 1: 230 VAC / abt. 150 W
Supply 2: 24 VDC / abt. 150 W.

Figure 14.3 Power unit
14.1.4 Cabling and system overview

The following figure and table show typical system- and cable interface overview for the engine in mechan-
ical propulsion and generating set applications.

Figure 14.4 UNIC C1 overview
Table 14.1 Typical amount of cables for UNIC C1
Cable From <=> To Cable types (typical)

A Engine <=> alarm & monitoring system 11 x 2 x 0.75 mm2
9 x 2 x 0.75 mm2
32 x 0.75 mm2
22 x 0.75 mm2
B Engine <=> propulsion control system 1 x 2 x 0.75 mm2
Engine <=> power management system / main switchboard 1 x 2 x 0.75 mm2
1 x 2 x 0.75 mm2
14 x 0.75 mm2
10 x 0.75 mm2
C Power unit <=> alarm & monitoring system 1 x 2 x 0.75 mm2
D Engine <=> power unit 4 x 2.5 mm2 (power supply)
NOTE! Cable types and grouping of signals in different cables will differ depending on installation and
cylinder configuration.
Power supply requirements are specified in section Power unit

Figure 14.5 Signal overview (Main engine)
Figure 14.6 Signal overview (Generating set)

14.2 UNIC C2
UNIC C2 is a fully embedded and distributed engine management system, which handles all control functions
on the engine; for example start sequencing, start blocking, speed control, load sharing, normal stops and
safety shutdowns.
The distributed modules communicate over a CAN-bus. CAN is a communication bus specifically developed
for compact local networks, where high speed data transfer and safety are of utmost importance.
The CAN-bus and the power supply to each module are both physically doubled on the engine for full re-
dundancy.
Control signals to/from external systems are hardwired to the terminals in the main cabinet on the engine.
Process data for alarm and monitoring are communicated over an Modbus TCP connection to external
systems.
Figure 14.7 Architecture of UNIC C2
Equipment in the main cabinet on the engine:

MCM Main Control Module handles all strategic control functions, for example start sequencing, start
blocking and speed/load control.
ESM Engine Safety Module handles fundamental engine safety, for example shutdown due to overspeed
or low lubricating oil pressure. The safety module is the interface to the shutdown devices on the
engine for all other control equipment.
LCP Local Control Panel is equipped with push buttons and switches for local engine control, as well as
indication of running hours and safety-critical operating parameters.
LDU Local Display Unit offers a set of menus for retrieval and graphical display of operating data, calculated
data and event history. The module also handles communication with external systems over Modbus
TCP.
PDM Power Distribution Module handles fusing, power distribution, earth fault monitoring and EMC filtration
in the system. It provides two fully redundant 24 VDC supplies to all modules, sensors and control
devices.
Equipment locally on the engine:

IOM Input/Output Module handles measurements and limited control functions in a specific area on the
engine.
Sensors

Solenoids
Actuators
The above equipment is prewired on the engine. The ingress protection class is IP54.
External equipment
Power unit
Two redundant power supply converters/isolators are installed in a steel sheet cabinet for bulkhead
mounting, protection class IP44.
14.2.1 Local control panel and local display unit

Operational functions available at the LCP:
Local start
Local stop
Local emergency stop
Local shutdown reset
Local mode selector switch with positions blow, blocked, local and remote
Positions:
- Local: Engine start and stop can be done only at the local control panel
- Remote: Engine can be started and stopped only remotely
- Blow: In this position it is possible to perform a blow (an engine rotation check with indicator
valves open and disabled fuel injection) by the start button
- Blocked: Normal start of the engine is not possible
The LCP has back-up indication of the following parameters:

Engine speed
Turbocharger speed
Running hours
Lubricating oil pressure
HT cooling water temperature
The local display unit has a set of menus for retrieval and graphical display of operating data, calculated
data and event history.

Figure 14.8 Local control panel and local display unit
14.2.2 Engine safety system

The engine safety system is based on hardwired logic with redundant design for safety-critical functions.
The engine safety module handles fundamental safety functions, for example overspeed protection. It is
also the interface to the shutdown devices on the engine for all other parts of the control system.
Main features:
Redundant design for power supply, speed inputs and stop solenoid control
Fault detection on sensors, solenoids and wires
Led indication of status and detected faults
Digital status outputs
Shutdown latching and reset
Shutdown pre-warning
Shutdown override (configuration depending on application)
Analogue outputs for engine speed and turbocharger speed
Adjustable speed switches

14.2.3 Power unit

A power unit is delivered with each engine for separate installation. The power unit supplies DC power to
the electrical system on the engine and provides isolation from other DC systems onboard. The cabinet is
designed for bulkhead mounting, protection degree IP44, max. ambient temperature 50 C.
The power unit contains redundant power converters, each converter dimensioned for 100% load. At least
one of the two incoming supplies must be connected to a UPS. The power unit supplies the equipment on
the engine with 2 x 24 VDC.
Power supply from ship's system:
Supply 1: 230 VAC / abt. 150 W
Supply 2: 24 VDC / abt. 150 W.
14.2.4 Cabling and system overview

Figure 14.9 UNIC C2 overview
Table 14.2 Typical amount of cables for UNIC C2
Cable From <=> To Cable types (typical)

A Engine <=> alarm & monitoring system 3 x 2 x 0.75 mm2
1 x Ethernet CAT 5
B Engine <=> propulsion control system 1 x 2 x 0.75 mm2
Engine <=> power management system / main switchboard 1 x 2 x 0.75 mm2
1 x 2 x 0.75 mm2
14 x 0.75 mm2
14 x 0.75 mm2
C Power unit <=> alarm & monitoring system 2 x 0.75 mm2
D Engine <=> power unit 2 x 2.5 mm2 (power supply)
2 x 2.5 mm2 (power supply)
NOTE! Cable types and grouping of signals in different cables will differ depending on installation and
cylinder configuration.
Power supply requirements are specified in section Power unit.

Figure 14.10 Signal overview (Main engine)
Figure 14.11 Signal overview (Generating set)

14.3 Functions
14.3.1 Start
The engine has a pneumatic starting motor controlled by a solenoid valve. The solenoid valve can be ener-
gized either locally with the start button, or from a remote control station. In an emergency situation it is
also possible to operate the valve manually.
Starting is blocked both pneumatically and electrically when the turning gear is engaged. Fuel injection is
blocked when the stop lever is in stop position (conventional fuel injection).
Startblockings are handled by the system on the engine (main control module).
Startblockings
Starting is inhibited by the following functions:
Turning gear engaged
Stop lever in stop position
Pre-lubricating pressure low
Local engine selector switch in blocked position
Stop or shutdown active
External start blocking 1 (e.g. reduction gear oil pressure)
External start blocking 2 (e.g. clutch position)
Engine running
For restarting of a diesel generator in a blackout situation, start blocking due to low pre-lubricating oil
pressure can be suppressed for 30 min.
14.3.2 Stop and shutdown

Normal stop is initiated either locally with the stop button, or from a remote control station. The control
devices on the engine are held in stop position for a preset time until the engine has come to a complete
stop. Thereafter the system automatically returns to ready for start state, provided that no start block
functions are active, i.e. there is no need for manually resetting a normal stop.
Manual emergency shutdown is activated with the local emergency stop button, or with a remote emergency
stop located in the engine control room for example.
The engine safety module handles safety shutdowns. Safety shutdowns can be initiated either independently
by the safety module, or executed by the safety module upon a shutdown request from some other part
of the automation system.
Typical shutdown functions are:
Lubricating oil pressure low
Overspeed
Oil mist in crankcase
Lubricating oil pressure low in reduction gear
Depending on the application it can be possible for the operator to override a shutdown. It is never possible
to override a shutdown due to overspeed or an emergency stop.
Before restart the reason for the shutdown must be thoroughly investigated and rectified.
14.3.3 Speed control
Main engines (mechanical propulsion)

The electronic speed control is integrated in the engine automation system. For single main engines with
conventional fuel injection a fuel rack actuator with a mechanical-hydraulic backup governor is specified.
Mechanical back-up can also be specified for twin screw vessels with one engine per propellershaft.

Mechanical back-up is not an option in installations with two engines connected to the same reduction
gear.
The remote speed setting from the propulsion control is an analogue 4-20 mA signal. It is also possible to
select an operating mode in which the speed reference of the electronic speed control can be adjusted
with increase/decrease signals.
The electronic speed control handles load sharing between parallel engines, fuel limiters, and various other
control functions (e.g. ready to open/close clutch, speed filtering). Overload protection and control of the
load increase rate must however be included in the propulsion control as described in the chapter Operating
ranges.
Diesel generators
The electronic speed control is integrated in the engine automation system. Engine driven hydraulic fuel
rack actuators are used on engines with conventional fuel injection.
The load sharing can be based on traditional speed droop, or handled independently by the speed control
units without speed droop. The later load sharing principle is commonly referred to as isochronous load
sharing. With isochronous load sharing there is no need for load balancing, frequency adjustment, or gen-
erator loading/unloading control in the external control system.
In a speed droop system each individual speed control unit decreases its internal speed reference when it
senses increased load on the generator. Decreased network frequency with higher system load causes all
generators to take on a proportional share of the increased total load. Engines with the same speed droop
and speed reference will share load equally. Loading and unloading of a generator is accomplished by ad-
justing the speed reference of the individual speed control unit. The speed droop is normally 4%, which
means that the difference in frequency between zero load and maximum load is 4%.
In isochronous mode the speed reference remains constant regardless of load level. Both isochronous load
sharing and traditional speed droop are standard features in the speed control and either mode can be
easily selected. If the ship has several switchboard sections with tie breakers between the different sections,
then the status of each tie breaker is required for control of the load sharing in isochronous mode.
14.4 Alarm and monitoring signals

The number of sensors and signals may vary depending on the application. The actual configuration of
signals and the alarm levels are found in the project specific documentation supplied for all contracted
projects.
The table below lists typical sensors and signals for ship's alarm and monitoring system. The signal type
is indicated for UNIC C1, which has a completely hardwired signal interface. UNIC C2 transmit information
over a Modbus communication link to the ships alarm and monitoring system.
Table 14.3 Typical sensors and signals
Code Description I/O type Signal type Range

PT101 Fuel oil pressure, engine inlet AI 4-20 mA 0-16 bar
TE101 Fuel oil temp., engine inlet AI PT100 0-160 C
LS103A Fuel oil leakage, injection pipe (A-bank) DI Pot. free on/off
LS103B 1) Fuel oil leakage, injection pipe (B-bank) DI Pot. free on/off
PDS113 Fuel oil pressure, safety filter difference DI Pot. free on/off
PT201 Lub. oil pressure, engine inlet AI 4-20 mA 0-10 bar
TE201 Lub. oil temp., engine inlet AI PT100 0-160 C
LS204 Lube Oil Level, Oil sump DI Pot. free on/off
PDT243 Lube oil filter pressure difference AI 4-20 mA 0-2 bar
PT271 Lube oil pressure, TC A inlet AI 4-20 mA 0-10 bar
TE272 Lube oil temp., TC A outlet AI PT100 0-160 C
PT281 1) Lube oil pressure, TC B inlet AI 4-20 mA 0-10 bar
TE282 1) Lube oil temp., TC B outlet AI PT100 0-160 C
PT301 Starting air pressure AI 4-20 mA 0-40 bar
PT311 Control air pressure AI 4-20 mA 0-40 bar

Code Description I/O type Signal type Range

PT401 HT water pressure, jacket inlet AI 4-20 mA 0-6 bar
TE401 HT water temp., jacket inlet AI PT100 0-160 C
TE402 HT water temp., jacket outlet AI PT100 0-160 C
TEZ402 HT water temp., jacket outlet AI PT100 0-160 C
TE432 HT water temp., HT CAC outlet AI PT100 0-160 C
PT471 LT water pressure, CAC inlet AI 4-20 mA 0-10 bar
TE471 LT water temp., LT CAC inlet AI PT100 0-160 C
TE482 LT water temp., LOC outlet AI PT100 0-160 C
TE5011A Exhaust gas temp., cylinder A1 outlet
... ... AI 4-20 mA 0-750 C
TE5091A Exhaust gas temp., cylinder A9 outlet
TE5011B 1) Exhaust gas temp., cylinder B1 outlet
... ... AI 4-20 mA 0-750 C
TE5091B Exhaust gas temp., cylinder B9 outlet
TE511 Exhaust gas temp., TC A inlet AI 4-20 mA 0-750 C
TE521 1) Exhaust gas temp., TC B inlet AI 4-20 mA 0-750 C
TE517 Exhaust gas temp., TC A outlet AI 4-20 mA 0-750 C
TE527 1) Exhaust gas temp., TC B outlet AI 4-20 mA 0-750 C
PT601 Charge air pressure, CAC outlet AI 4-20 mA 0-6 bar
TE601 Charge air temp. engine inlet AI PT100 0-160 C
TE700 Main bearing 0 temp
... ... AI 4-20 mA 0-250 C
TE710 Main bearing 10 temp
PT700 Crankcase pressure AI 4-20 mA -25 ... 25 mbar
NS700 Oil mist detector failure DI Pot. free on/off
QS700 Oil mist in crankcase, alarm DI Pot. free on/off
IS1741 Alarm, overspeed shutdown DI Pot. free on/off
IS2011 Alarm, lub oil press. low shutdown DI Pot. free on/off
IS7311 Alarm, red.gear lo press low shutdown DI Pot. free on/off
IS7338 Alarm, oil mist in crankcase shutdown DI Pot. free on/off
IS7305 Emergency stop DI Pot. free on/off
NS881 Engine control system minor alarm DI Pot. free on/off
IS7306 Alarm, shutdown override DI Pot. free on/off
SI196 Engine speed AI 4-20 mA 0-1200 rpm
SI518 Turbocharger A speed AI 4-20 mA 0-75000 rpm
SI528 Turbocharger B speed 1) AI 4-20 mA 0-75000 rpm
IS875 Start failure DI Pot. free on/off
Power supply failure DI Pot. free on/off
Note 1 V-engines only
14.5 Electrical consumers

14.5.1 Motor starters and operation of electrically driven pumps
Separators, preheaters, compressors and fuel feed units are normally supplied as pre-assembled units with
the necessary motor starters included. The engine turning device and various electrically driven pumps require
separate motor starters. Motor starters for electrically driven pumps are to be dimensioned according to
the selected pump and electric motor.

Motor starters are not part of the control system supplied with the engine, but available as optional delivery
items.
Engine turning device (9N15)

The crankshaft can be slowly rotated with the turning device for maintenance purposes. The motor starter
must be designed for reversible control of the motor. The electric motor ratings are listed in the table below.
Table 14.4 Electric motor ratings for engine turning device
Engine Voltage [V] Frequency [Hz] Power [kW] Current [A]

L26 3 x 400 / 440 50 / 60 0.75 / 0.9 2.0 / 2.1
V26 3 x 400 / 440 50 / 60 1.1 / 1.3 2.6 / 2.8
Pre-lubricating oil pump

The pre-lubricating oil pump must always be running when the engine is stopped. The pump shall start
when the engine stops, and stop when the engine starts. The engine control system handles start/stop of
the pump automatically via a motor starter.
It is recommended to arrange a back-up power supply from an emergency power source. Diesel generators
serving as the main source of electrical power must be able to resume their operation in a black out situation
by means of stored energy. Depending on system design and classification regulations, it may be permissible
to use the emergency generator.
Stand-by pump, lubricating oil (if installed) (2P04)

The engine control system starts the pump automatically via a motor starter, if the lubricating oil pressure
drops below a preset level when the engine is running. There is a dedicated sensor on the engine for this
purpose.
The pump must not be running when the engine is stopped, nor may it be used for pre-lubricating purposes.
Neither should it be operated in parallel with the main pump, when the main pump is in order.
Stand-by pump, HT cooling water (if installed) (4P03)

The engine control system starts the pump automatically via a motor starter, if the cooling water pressure
purpose.
Stand-by pump, LT cooling water (if installed) (4P05)

The engine control system starts the pump automatically via a motor starter, if the cooling water pressure
purpose.
Circulating pump for preheater (4P04)

If the main cooling water pump (HT) is engine driven, the preheater pump shall start when the engine stops
(to ensure water circulation through the hot engine) and stop when the engine starts. The engine control
system handles start/stop of the pump automatically via a motor starter.
Sea water pumps (4P11)

The pumps can be stopped when all engines are stopped, provided that cooling is not required for other
equipment in the same circuit.
Lubricating oil separator (2N01)

Continuously in operation.
Feeder/booster unit (1N01)

Continuously in operation.

15. Foundation
15. Foundation
Engines can be either rigidly mounted on chocks, or resiliently mounted on rubber elements. If resilient
mounting is considered, Wrtsil should be informed about existing excitations such as propeller blade
passing frequency. Dynamic forces caused by the engine are listed in the chapter Vibration and noise.
15.1 Steel structure design

The system oil tank may not extend under the reduction gear, if the engine is of dry sump type and the oil
tank is located beneath the engine foundation. Neither should the tank extend under the support bearing,
in case there is a PTO arrangement in the free end. The oil tank must also be symmetrically located in
transverse direction under the engine.
The foundation and the double bottom should be as stiff as possible in all directions to absorb the dynamic
forces caused by the engine, reduction gear and thrust bearing. The foundation should be dimensioned
and designed so that harmful deformations are avoided.
The foundation of the driven equipment must be integrated with the engine foundation.
15.2 Mounting of main engines

15.2.1 Rigid mounting
When main engines are rigid mounted normally either adjustable steel chocks or resin chocks are used.
The chocking arrangement shall be sent to the classification society and Wrtsil for approval.
The bolt closest to the flywheel at either side of the engine shall be made as a 34H7/m6 fitted bolt. All
other bolts are clearance bolts.
The clearance bolts shall be through bolts with lock nuts. 33 holes can be drilled into the seating through
the holes in the mounting brackets.
The design of the foundation bolts is shown in the foundation drawings. When these dimensions are followed,
standard bolts can be used for the clearance bolts in order to fulfill the requirements of the classification
societies. For the fitting bolts is recommended to use a high strength steel, e.g. 42CrMo4 TQ+T or similar.
A high strength material makes it possible to use a higher bolt tension, which results in a larger bolt elong-
ation (strain). A large bolt elongation improves the safety against loosening of the nuts.
To ensure sufficient elongation distance sleeves according to the bolt drawings shall be used.
In order to avoid bending stresses in the foundation bolts the nuts underneath the top-plate must be provided
with spherical washers which can compensate for an inclined surface. Alternatively the contact face of the
nut/bolthead underneath the top plate should be counter bored perpendicular to the orientation of the bolt.
When tightening the bolts with a torque wrench, the equivalent stress in the bolts is allowed to be max.
90% of the material yield strength.
Side supports should be fitted to all engine feet where no fitting bolts are used. In addition end supports
should be fitted at the free end of the engines in case fitting bolts are omitted. Side supports are to be
welded to the top plate before aligning the engine and fitting the chocks. If resin shocks are used an addi-
tional pair of lateral supports shall be fitted at the flywheel end of the engine. The clearance hole in the
chock and top plate should have a diameter about 2 mm larger than the bolt diameter for all clearance
bolts.
Resin chocks
Installation of main engines on resin chocks is possible provided that the requirements of the classification
societies are fulfilled.
During normal conditions, the support face of the engine feet has a maximum temperature of about 75C,
which should be considered when selecting the type of resin.
The total surface pressure on the resin must not exceed the maximum value, which is determined by the
type of resin and the requirements of the classification society. It is recommended to select a resin type,
which has a type approval from the relevant classification society for a total surface pressure of 5 N/mm
(typical conservative value is ptot < 3.5 N/mm).
When installing an engine on resin chocks the following issues are important:

15. Foundation
Sufficient elongation of the foundation bolts

Maximum allowed surface pressure on the resin ptot = pstatic + pbolt
Correct tightening torque of the foundation bolts
Adjustable steel chocks

As an alternative to resin chocks or conventional steel chocks it is also permitted to install the engine on
adjustable steel chocks. The chock height is adjustable between 45 mm and 65 mm for the approved type
of chock. There must be a chock of adequate size at the position of each holding down bolt.

15. Foundation
Figure 15.1 Seating and fastening, rigidly mounted in-line engine on resin chocks (DAAE077678a/DAAE077679a)
Figure 15.2 Seating and fastening, rigidly mounted V-engines on resin chocks (9813ZT114/9813ZT117)

15. Foundation
Figure 15.3 Clearance bolt (9813ZT122) / Fitted bolt (9813ZT121)

15. Foundation
Figure 15.4 Foundation top-view and drilling plan, in-line engines (9813ZT110a)

15. Foundation
Figure 15.5 Foundation top-view and drilling plan, V-engines (9813ZT112a)

15. Foundation
15.2.2 Resilient mounting

Engines driving gearboxes, generators, pumps etc. can be resiliently mounted in order to reduce vibrations
and structure borne noise, while the driven equipment is fixed to a solid foundation. The engine block is rigid,
therefore no intermediate base-frame is necessary. The resiliently elements are bolted to the engine feet
directly.
The transmission of forces emitted by the engine is 10...30% when comparing resiliently mounting with rigid
mounting.
Note! For resiliently mounted 9L engines the available speed range is limited. Please contact Wrtsil for
further information.
The standard engine mountings are of conical type. With conical mounting the rubber rubber element is
loaded by both compression and shear. The mounts are equipped with an internal central buffer. Hence
no additional side or end supports are required to limit the movements of the engine due to ships motions.
The material of the mountings is rubber, which has superior vibration technical properties. Unfortunately
natural rubber is prone to damage by mineral oil, therefore such elements should not be installed directly
on the tank top, where they might come into contact with oily water. The rubber elements are protected
against dripping and splashing from above by means of covers.
The number of resilient elements and their location is calculated to avoid resonance with excitations from
the engine and the propeller.
When installing and aligning the engine on resilient elements it should be aimed at getting the same force
on each rubber element. This means that the compression of all elements is equal. Due to creep of the re-
silient elements the alignment needs to be checked at regular intervals and corrected when necessary. To
facilitate the alignment and re-alignment resilient elements of the height adjustable type are used for resiliently
mounted engines.
Due to the soft mounting the engine will move when passing resonance speeds at start and stop. Also due
to heavy seas engines will move. Typical amplitudes are 3.5 mm at the crankshaft centre and 17 mm
at top of the engine (the figures are calculated for a 22.5 roll angle). The torque reaction (at 1000 rpm and
100% load) will cause a displacement of the engine of up to 1 mm at the crankshaft centre and 5 mm at
the turbocharger outlet. The coupling between engine and driven equipment should be flexible enough to
be able to cope with these displacements.

15. Foundation
Figure 15.6 Principle of resilient mounting, in-line engines (DAAE077680 / DAAE077681)

15. Foundation
15.3 Mounting of generating sets

15.3.1 Generator feet design
Figure 15.7 Distance between fixing bolts on generator (9506ZT733b)
H [mm] Rmax [mm]

1250 560
1340 650
1420 700
1540 750
1620 780
1800 850
1950 925
2200 1000

15. Foundation
15.3.2 Resilient mounting

Generating sets, comprising engine and generator mounted on a common base frame, are usually installed
on resilient mounts on the foundation in the ship.
The resilient mounts reduce the structure borne noise transmitted to the ship and also serve to protect the
generating set bearings from possible fretting caused by hull vibrations.
The number of mounts and their location is calculated to avoid resonance with excitations from the gener-
ating set engine, the main engine and the propeller.
NOTE! To avoid induced oscillation of the generating set, the following data must be sent by the shipyard
to Wrtsil at the design stage:
Main engine speed and number of cylinders
Propeller shaft speed and number of propeller blades
Figure 15.8 Standard generator dimensions and common base frame arrangement (9506ZT732)
Engine Dimensions [mm]

A B C D E
W 6L26 1600 1910 2300 800 344
W 8L26 1600 1910 2300 800 344
W 9L26 1600 1910 2300 900 344
W 12V26 2000 2310 2700 1100 404
W 16V26 2000 2310 2700 1100 404

15. Foundation
15.4 Flexible pipe connections

When the engine or generating set is resiliently installed, all connections must be flexible and no grating
nor ladders may be fixed to the engine or generating set. When installing the flexible pipe connections,
unnecessary bending or stretching should be avoided. The external pipe must be precisely aligned to the
fitting or flange on the engine. It is very important that the pipe clamps for the pipe outside the flexible
connection must be very rigid and welded to the steel structure of the foundation to prevent vibrations,
which could damage the flexible connection.

16. Vibration and Noise

Wrtsil 26 generating sets comply with vibration levels according to ISO 8528-9. Main engines comply
with vibration levels according to ISO 10816-6 Class 5.
16.1 External forces and couples

Some cylinder configurations produce external forces and couples. These are listed in the tables below.
The ship designer should avoid natural frequencies of decks, bulkheads and superstructures close to the
excitation frequencies. The double bottom should be stiff enough to avoid resonances especially with the
rolling frequencies.
Figure 16.1 Coordinate system
Table 16.1 External forces and couples
Engine Speed Frequency FY FZ Frequency MY MZ Frequency MY MZ

[rpm] [hz] [kN] [kN] [hz] [kNm] [kNm] [hz] [kNm] [kNm]
W 6L26 900 15 5.0 5.0 15 3.5 3.5 30 0.5 -
1000 16.7 6.1 6.1 16.7 4.3 4.3 33.3 0.6 -
W 8L26 900 15 5.0 5.0 15 4.5 4.5 30 0.5 -
1000 16.7 6.1 6.1 16.7 5.5 5.5 33.3 0.6 -
W 9L26 900 15 3.1 3.1 15 29 21 30 15 -
1000 16.7 3.8 3.8 16.7 35 25 33.3 19 -
W 12V26 900 15 5.0 5.0 15 4.0 4.0 30 0.2 0.2
1000 16.7 6.1 6.1 16.7 5.0 5.0 33.3 0.3 0.3
W 16V26 900 15 5.0 5.0 15 6.0 6.0 30 0.3 0.4
1000 16.7 6.1 6.1 16.7 7.4 7.4 33.3 0.4 0.5
- couples are zero or insignificant

16.2 Torque variations

Table 16.2 Torque variation at 100% load
Engine Speed Frequency MX Frequency MX

[rpm] [hz] [kNm] [hz] [kNm]
W 6L26 900 45 15.4 90 10.2
1000 50 12.0 100 10.2
W 8L26 900 60 31.4 120 4.7
1000 66.7 31.8 133.3 4.3
W 9L26 900 67.5 30.7 135 3.0
1000 75 31.6 150 2.6
W 12V26 900 45 4.0 90 19.6
1000 50 3.1 100 19.6
W 16V26 900 60 21.5 120 7.2
1000 66.7 21.8 133.3 6.7
16.3 Mass moments of inertia

The mass-moments of inertia of the main engines (including flywheel) are typically as follows:
Engine Inertia [kgm2]

W 6L26 121
W 8L26 136
W 9L26 183
W 12V26 236
W 16V26 279
16.4 Structure borne noise

The expected vibration velocity level averaged over the four corners of the engine foundation flange in three
perpendicular directions with reference level vref = 1x10-9 m/s per octave band with mid frequency in Hz.
Figure 16.2 Typical structure borne noise levels

16.5 Air inlet noise

The unsilenced air inlet noise upstream the charge air compressor stage in sound power levels in dB ref.
10-12 W per octave band with mid frequency in Hz.
Figure 16.3 Sound power level of engine noise
16.6 Exhaust noise

The unsilenced exhaust noise of the opening directly downstream of the exhaust gas turbine in sound
power levels in dB ref. 10-12 W per octave band with mid frequency in Hz.
Figure 16.4 Sound power level of exhaust noise

17. Power Transmission

17.1 Flexible coupling
The power transmission of propulsion engines is accomplished through a flexible coupling or a combined
flexible coupling and clutch mounted on the flywheel. The crankshaft is equipped with an additional shield
bearing at the flywheel end. Therefore also a rather heavy coupling can be mounted on the flywheel without
intermediate bearings.
The type of flexible coupling to be used has to be decided separately in each case on the basis of the tor-
sional vibration calculations.
In case of two bearing type generator installations a flexible coupling between the engine and the generator
is required.
The following figure gives an indication of flywheel-coupling length based on engine nominal torque. Changes
are possible due to constant development.
Figure 17.1 Connection engine/driven equipment (DAAE026899)
Engine A [mm]
Main engine Main engine Generating set
rigid mounting 1) resilient mounting 2)
W 6L26 440 470 355
W 8L26 475 500 355
W 9L26 475 530 370
1) single row coupling

2) two row coupling
Classification rules usually require a fail safe device for single main engines. The fail safe device permits
restricted operation in case the flexible parts of the coupling would fail.

Figure 17.2 Directives for generator end design (9506ZT734)
Alternative 1: Permitted keys are according to DIN 6685, Part 1: Type A, B, C or D.

Alternative 2: Permitted keys are according to DIN 6685, Part 1: Type C or D.
Engine D1 [mm] L [mm] K [mm] min. D2 [mm]

W 6L26 160 250 240 175
W 8L26 160 250 240 175
W 9L26 160 250 240 175
W 12V26 210 250 240 225
W 16V26 220 280 270 235
17.2 Clutch
In many installations the propeller shaft can be separated from the diesel engine using a clutch. The use
of multiple plate hydraulically actuated clutches built into the reduction gear is recommended.
A clutch is required when two or more engines are connected to the same driven machinery such as a re-
duction gear.
To permit maintenance of a stopped engine clutches must be installed in twin screw vessels which can
operate on one shaft line only.
17.3 Shaft locking device

To permit maintenance of a stopped engine clutches must be installed in twin screw vessels which can
operate on one shaft line only. A shaft locking device should also be fitted to be able to secure the propeller
shaft in position so that wind milling is avoided. This is necessary because even an open hydraulic clutch
can transmit some torque. Wind milling at a low propeller speed (<10 rpm) can due to poor lubrication
cause excessive wear of the bearings
The shaft locking device can be either a bracket and key or an easier to use brake disc with calipers. In
both cases a stiff and strong support to the ships construction must be provided.

Figure 17.3 Shaft locking device and brake disc with calipers
17.4 Power-take-off from the free end

At the free end a shaft connection as a power take off can be provided. If required full output can be taken
from the PTO shaft.
The arrangement of the standard PTO shaft is shown in this section. The maximum allowable bending
moments on the PTO shaft depend on several criteria. As a guidance the values as mentioned in table below
can be used for the maximum allowed bending moments and radial forces. When these values are exceeded,
an extra support bearing is needed.
In the figures an indication is given how an extra support bearing could be arranged externally. Such a
support bearing is only possible when engine and support bearing are rigidly mounted on the same base.
This can be the ships foundation but this can also be a flexible mounted common base frame.
Table 17.1 Maximum allowable loading crankshaft flanges (can be applied simultaneously) (9910ZT161e)
Radial Force Moments [kNm] Axial Force

[kN] L V [kN]
Driving end 100 13 9 10

Free end (PTO) 100 6.5 4.5 7

Figure 17.4 PTO-shaft arrangement of standard PTO shaft and with external support bearing for in-line engines
Figure 17.5 PTO-shaft arrangement of standard PTO shaft and with external support bearing for V engines

17.5 Input data for torsional vibration calculations

A torsional vibration calculation is made for each installation. For this purpose exact data of all components
included in the shaft system are required. See list below.
Installation
Classification
Ice class
Operating modes
Reduction gear
A mass elastic diagram showing:
All clutching possibilities
Sense of rotation of all shafts
Dimensions of all shafts
Mass moment of inertia of all rotating parts including shafts and flanges
Torsional stiffness of shafts between rotating masses
Material of shafts including tensile strength and modulus of rigidity
Gear ratios
Drawing number of the diagram
Propeller and shafting
A mass-elastic diagram or propeller shaft drawing showing:
Mass moment of inertia of all rotating parts including the rotating part of the OD-box, SKF couplings
and rotating parts of the bearings
Mass moment of inertia of the propeller at full/zero pitch in water
Torsional stiffness or dimensions of the shaft
Material of the shaft including tensile strength and modulus of rigidity
Drawing number of the diagram or drawing
Main generator or shaft generator
A mass-elastic diagram or an generator shaft drawing showing:
Generator output, speed and sense of rotation
Mass moment of inertia of all rotating parts or a total inertia value of the rotor, including the shaft
Torsional stiffness or dimensions of the shaft
Material of the shaft including tensile strength and modulus of rigidity
Drawing number of the diagram or drawing
Flexible coupling/clutch
If a certain make of flexible coupling has to be used, the following data of it must be informed:
Mass moment of inertia of all parts of the coupling
Number of flexible elements
Linear, progressive or degressive torsional stiffness per element
Dynamic magnification or relative damping
Nominal torque, permissible vibratory torque and permissible power loss
Drawing of the coupling showing make, type and drawing number
Operational data
Operational profile (load distribution over time)

Clutch-in speed
Power distribution between the different users
Power speed curve of the load
17.6 Turning gear

The engine is equipped with an electrical driven turning gear for turning the engine. The electrical motor is
equipped with a hand wheel for manual turning.

18. Engine Room Layout

18.1 Crankshaft distances
Minimum crankshaft distances have to be followed in order to provide sufficient space between engines
for maintenance and operation.
18.1.1 In-line engines

Figure 18.1 Crankshaft centre distances, in-line engines (DAAE026895)
Engine type A1 [mm] A2 [mm]

W 6L26 2500 2300
W 8L26 2500 2400
W 9L26 2500 2400
1) Maintenance charge air cooler with standard service tool

2) Maintenance charge air cooler without standard service tool
18.1.2 V-engines
Figure 18.2 Crankshaft centre distances, V-engines (DAAE034187)
Engine type A [mm]

W 12V26 3000
W 16V26 3000

18.1.3 Father-and-son arrangement

When connecting two engines of different type and/or size to the same reduction gear the minimum
crankshaft distance has to be evaluated case by case. However, some general guidelines can be given:
It is essential to check that all engine components can be dismounted. The most critical are usually
turbochargers and charge air coolers
When using a combination of in-line and V-engine, the operating side of in-line engine should face
the v-engine in order to minimise the distance between crankshafts
Special care has to be taken checking the maintenance platform elevation between the engines to
avoid structures that obstruct maintenance
Figure 18.3 Main engine arrangement with two in-line engine and one V-engine (DAAE033711)
18.1.4 Distance from adjacent intermediate/propeller shaft

Some machinery arrangements feature an intermediate shaft or propeller shaft running adjacent to engine.
To allow adequate space for engine inspections and maintenance there has to be sufficient free space
between the intermediate/propeller shaft and the engine. To enable safe working conditions the shaft has
to be covered. It must be noticed that also dimensions of this cover have to be taken into account when
determining the shaft distances in order to fulfil the requirement for minimum free space between the shaft
and the engine.

Figure 18.4 Main engines arrangement, 4 engines (DAAE033712)
Engine A B C D E F
W L26 1500 2500 1172 1500 2500 1172
W V26 1900 3000 1633 2100 3000 1782

18.2 Space requirements for maintenance

18.2.1 Working space around the engine
The required working space around the engine is mainly determined by the dismounting dimensions of
some engine components, as well as space requirement of some special tools. It is especially important
that no obstructive structures are built next to engine driven pumps, as well as camshaft and crankcase
doors.
However, also at locations where no space is required for any engine part dismounting, a minimum of 1000
mm free space everywhere around the engine is recommended to be reserved for maintenance operations.
18.2.2 Engine room height and lifting equipment

The required engine room height is determined by the transportation routes for engine parts. If there is
sufficient space in transverse and longitudinal direction, there is no need to transport engine parts over the
rocker arm covers or over the exhaust pipe and in such case the necessary height is minimized.
Separate lifting arrangements are usually required for overhaul of the turbocharger since the crane travel
is limited by the exhaust pipe. A chain block on a rail located over the turbocharger axis is recommended.
18.2.3 Maintenance platforms

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

Transportation arrangement from engine room to storage and workshop has to be prepared for heavy engine
components. This can be done with several chain blocks on rails or alternatively utilising pallet truck or
trolley. If transportation must be carried out using several lifting equipment, coverage areas of adjacent
cranes should be as close as possible to each other.
Engine room maintenance hatch has to be large enough to allow transportation of main components to/from
engine room.
It is recommended to store heavy engine components on slightly elevated adaptable surface e.g. wooden
pallets. All engine spare parts should be protected from corrosion and excessive vibration.
On single main engine installations it is important to store heavy engine parts close to the engine to make
overhaul as quick as possible in an emergency situation.
18.4 Required deck area for service work

During engine overhaul some deck area is required for cleaning and storing dismantled components. Size
of the service area is dependent of the overhauling strategy chosen, e.g. one cylinder at time, one bank at
time or the whole engine at time. Service area should be plain steel deck dimensioned to carry the weight
of engine parts.

18.4.1 Service space requirement for the in-line engine

Figure 18.5 Service space requirements for in-line engines, turbocharger in driving end (DAAE026452b)
Figure 18.6 Service space requirements for in-line engines, turbocharger in free end (DAAE030871a)

TC at flywheel end TC at free end

Description
6L 8L 9L 6L 8L 9L
A1 Height to lift the power unit out of cylinder head studs 2200 2200
A2 Height for transporting the power unit sidewards over hotbox profile 2500 2500
A3 Height for transporting the power unit sidewards over isolating box 3100 3100
B1 Length for dismantling charge air cooler insert 1600 1600
B2 Recommended lifting point for charge air cooler insert 1318 1318
C Removal of main bearing side screw (to both side) 1000 1000
D Distance for dismantling of engine driven pumps 1100 1350
E Distance for dismantling and lifting pump cover with fitted pumps (min) 1250 1500 1600 1600
F1 Minimum axial clearance for dismantling and assembly of silencers 365 450 450 265 365 365
Minimum axial clearance for dismantling and assembly of exhaust gas outlet
F2 1050 1200 1200 1200 1300 1300
elbow (recommended +400 mm)
G1 Lifting point for turbocharger 275 369 369 481 526 526
G2 Lifting point for turbocharger 305 298 298 405 390 390
H1 Width for dismantling lubricating oil module and/or plate cooler 1300 1300
Recommended lifting point for dismantling lubricating oil module and/or plate
H2 969 715
cooler
Recommended lifting point for dismantling lubricating oil module and/or plate
H3 1003 1027
cooler
I1 Dismounting space camshaft gearwheel 1300 1300
I2 Dismounting space intermediate gearwheel 1250 1250
J Space necessary for access to the connection box 1300 1250
K1 Dismounting space main bearing caps (to either side) 1300 1300
K2 Dismounting space big end bearing caps (to either side) 1250 1250
L1 Dismounting space camshaft journal 900 900
L2 Dismounting space camshaft section 950 950
M Hotbox opening space 850 850
N Dismounting space for high pressure fuel pumps with standard tool 1250 1250
P Dismounting space for resilient element (metalastic) 1000 1000

18.4.2 Service space requirement for the V-engine

Figure 18.7 Service space requirements for V-engines, turbocharger in driving end (DAAE033190a)
Figure 18.8 Service space requirements for V-engines, turbocharger in free end (DAAE033191a)

Description TC in flywheel end TC in free end

12V 16V 12V 16V
A1 Height to lift the power unit out of cylinder head studs 2220 2220
A2 Height for transporting the power unit sidewards over hotbox profile 2765 2765
A3 Height for transporting the power unit sidewards over isolating box 3170 3170
B1 Length for dismantling charge air cooler insert 1670 1955
C Removal of main bearing side screw (to both side) 1210 1210
D Distance for dismantling and lifting of engine driven pumps 1230 1230
E Distance for dismantling pump cover with fitted pumps (min) 1295 2025 2170
F1 Minimum axial clearance for dismantling and assembly of silencers (recommended 1380 1380
+400)
G1 Lifting point for turbocharger 440 576 705 842
G2 Lifting point for turbocharger 730 573 730 573
H1 Width for dismantling lubricating oil cooler 1800 1800
H2 Recommended lifting point for dismantling lubricating oil cooler 509 225
H3 Recommended lifting point for dismantling lubricating oil cooler 1400 1400
H4 Dismounting tool for lubricating oil cooler 1900 1900
I1 Dismounting space camshaft gearwheel 1315 1315
I2 Dismounting space intermediate gearwheel 1350 1350
K1 Dismounting space main bearing caps (to either sides) 1045 1045
K2 Dismounting space big end bearing caps (to either sides) 1400 1400
L1 Dismounting space camshaft journal 1210 1210
L2 Dismounting space camshaft section 1830 1830
M WECS opening space 1700 1700
O Hotbox opening space 1500 1500
P Dismounting space for resilient element (metalastic) 1155 1155

19. Transport Dimensions and Weights

19.1 Lifting of main engines
Figure 19.1 Lifting of main engines, in-line engines (DAAE026602)
Engine A V W X* H* X H Weight **
W 6L26 4663 1952 1580 4251 2971 4110 2891 19.1
W 8L26 4663 1952 1580 5156 3109 4939 1915 23.8
W 9L26 4663 1952 1580 5546 3109 5339 1915 25.9
*) Turbocharger in driving end

**) Weight [ton] for wet sump engines including hoisting tool and transport support
All dimensions in mm.

Figure 19.2 Lifting of main engines, V-engines (9610ZT128b)
Engine A V W X* H* X H Weight **
W 12V26 6355 2453 1580 5218 3224 4968 3224 31.2
W 16V26 6355 2473 1580 6220 3224 5981 3224 37.4

**) Weight [ton] for wet sump engines including hoisting tool and transport support
All dimensions in mm.

19.2 Lifting of generating sets

Figure 19.3 Lifting of generating sets (9610ZT129a)
Engine Dimensions [mm] Weights [ton]

A X* H* X H V W Generating Hoisting Transport
set tool support
W 6L26 6546 7100 3100 7345 3100 2780 2300 37.7 1.7 0.5
W 8L26 8167 8180 3160 8243 3160 2780 2300 42.9 1.7 0.5
W 9L26 8731 8570 3160 8853 3160 2780 2300 47.5 1.7 0.5
W 12V26 - - - 8353 3660 2780 2700 59.3 1.7 0.5
W 16V26 - - - 9772 3660 2780 2700 68.8 1.7 0.5

The dimensions X, H and the weight of the generating set depends on the generator.

19.3 Engine components
Figure 19.4 Turbocharger
Engine A [mm] B [mm] C [mm] Weight [kg]

W 6L26 1217 804 660 335
W 8L26 1428 879 831 570
W 9L26 1428 879 831 570
W 12V26 1217 804 660 2*335
W 16V26 1185 830 978 2*775
Figure 19.5 Charge Air Cooler
Engine D [mm] E [mm] G [mm] Weight [kg]

W 6L26 965 534 500 440
W 8L26 965 534 500 530
W 9L26 965 534 500 530
W 12V26 625 590 1900 680
W 16V26 625 590 1900 725
Figure 19.6 Lubricating oil cooler
Engine H [mm] J [mm] L [mm] Weight [kg]

W 6L26 291 694 304 100
W 8L26 379 694 304 120
W 9L26 412 694 304 128
W 12V26 370 1300 - 145/165*
W 16V26 370 1300 - 145/165*
*) in case of increased cooler capacity

Figure 19.7 Major spare parts

20. Product Guide Attachments
20. Product Guide Attachments

This and other product guides can be accessed on the internet, from the Business Online Portal at
www.wartsila.com. Product guides are available both in web and PDF format. Drawings are available in
PDF and DXF format, and in near future also as 3D models. Consult your sales contact at Wrtsil to get
more information about the product guides on the Business Online Portal.
The attachments are not available in the printed version of the product guide.

21. ANNEX
21. ANNEX
21.1 Unit conversion tables
The tables below will help you to convert units used in this product guide to other units. Where the conversion
factor is not accurate a suitable number of decimals have been used.
Table 21.1 Length conversion factors Table 21.2 Mass conversion factors
Convert from To Multiply by Convert from To Multiply by

mm in 0.0394 kg lb 2.205
mm ft 0.00328 kg oz 35.274
Table 21.3 Pressure conversion factors Table 21.4 Volume conversion factors

kPa psi (lbf/in2) 0.145 m3 in3 61023.744
kPa lbf/ft2 20.885 m3 ft3 35.315
kPa inch H2O 4.015 m3 Imperial gallon 219.969
kPa foot H2O 0.335 m3 US gallon 264.172
kPa mm H2O 101.972 m3 l (litre) 1000
Table 21.5 Power conversion factors Table 21.6 Moment of inertia and torque conversion factors

kW hp (metric) 1.360 kgm2 lbft2 23.730
kW US hp 1.341 kNm lbf ft 737.562
Table 21.7 Fuel consumption conversion factors Table 21.8 Flow conversion factors

g/kWh g/hph 0.736 m3/h (liquid) US gallon/min 4.403
g/kWh lb/hph 0.00162 m3/h (gas) ft3/min 0.586
Table 21.9 Temperature conversion factors Table 21.10 Density conversion factors
Convert from To Calculate Convert from To Multiply by

C F F = 9/5 *C + 32 kg/m3 lb/US gallon 0.00834
C K K = C + 273.15 kg/m3 lb/Imperial gallon 0.01002
kg/m3 lb/ft3 0.0624
21.1.1 Prefix
Table 21.11 The most common prefix multipliers
Name Symbol Factor
tera T 1012
giga G 109
mega M 106
kilo k 103
milli m 10-3
micro 10-6
nano n 10-9

21. ANNEX
21.2 Collection of drawing symbols used in drawings

Figure 21.1 List of symbols (DAAE000806c)

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03.2009 / Bocks Office
Wrtsil is a global leader in complete lifecycle power solutions
for the marine and energy markets. By emphasising technological
innovation and total efficiency, Wrtsil maximises the environmental
and economic performance of the vessels and power plants of its
customers. Wrtsil is listed on the NASDAQ OMX Helsinki, Finland.
WRTSIL is a registered trademark. Copyright 2009 Wrtsil Corporation.

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WRTSIL 26

Issue Published Updates

Wrtsil, Ship Power Technology

Vaasa, November 2009

COPYRIGHT 2009 BY WRTSIL FINLAND OY

Product Guide W26 - 1/2009 iii

2. Operating ranges ...................................................................................................................................... 6

3. Technical Data ........................................................................................................................................... 11

4. Description of the Engine ......................................................................................................................... 26

5. Piping Design, Treatment and Installation .............................................................................................. 33

6. Fuel Oil System ......................................................................................................................................... 39

7. Lubricating Oil System ............................................................................................................................. 60

8. Compressed Air System ........................................................................................................................... 71

9. Cooling Water System .............................................................................................................................. 77

iv Product Guide W26 - 1/2009

10. Combustion Air System ........................................................................................................................... 92

11. Exhaust Gas System ................................................................................................................................. 96

12. Turbocharger Cleaning ............................................................................................................................. 106

13. Exhaust Emissions ................................................................................................................................... 107

14. Automation System .................................................................................................................................. 113

15. Foundation ................................................................................................................................................. 128

16. Vibration and Noise .................................................................................................................................. 139

17. Power Transmission ................................................................................................................................. 142

18. Engine Room Layout ................................................................................................................................ 148

19. Transport Dimensions and Weights ........................................................................................................ 156

20. Product Guide Attachments ..................................................................................................................... 161

21. ANNEX ........................................................................................................................................................ 162

Product Guide W26 - 1/2009 v

21.1 Unit conversion tables ...................................................................................................................... 162

vi Product Guide W26 - 1/2009

1. Main Data and Outputs

Cylinder bore ................................................. 260 mm

1.1 Maximum continuous output

Cylinder config- Main engines Generating sets

Product Guide W26 - 1/2009 1

1.2 Reference conditions

total barometric pressure 100 kPa

1.3 Operation in inclined position

Transverse inclination, permanent (list) .................. 15

Larger angles are possible with special arrangements.

2 Product Guide W26 - 1/2009

1.4 Dimensions and weights

Engine A* A B* B C* C D E Fwet Fdry G

Engine Wet sump Dry sump

* Turbocharger at flywheel end.

Product Guide W26 - 1/2009 3

Figure 1.2 V-engines (DAAE034757a)

Engine A* A B* B C* C D E Fwet Fdry G

Engine Wet sump Dry sump

* Turbocharger at flywheel end.

4 Product Guide W26 - 1/2009

1.4.2 Generating sets

Table 1.2 W26 generating set overall dimensions

* Turbocharger at flywheel end.

Product Guide W26 - 1/2009 5

2.1.1 Controllable pitch propellers

2.1.2 Fixed pitch propellers

6 Product Guide W26 - 1/2009

FP propellers in twin screw vessels