IPI Aker Yards 728 W9L20 A1

Installation Planning Instructions
for
Aker Yards 728
Generating sets: 4 x Wrtsil 9L20
Date: 7 January 2008

Version: a1
Made by: Wrtsil Finland Oy
Lib Version: a1554
Preface
Preface
Wrtsil as supplier and the yard as contractor need to communicate installation specific information to
build an installation that is both reliable and economical in use. During the years this information has evolved
into what we today are calling the Installation Planning Instruction (IPI).
Instructions included in this file are installation specific and based on the best of our experience and
knowledge. The instructions shall be used as a recommendation with general guidelines. However, project
specific deviations can be accepted based on special consideration. Alternative solutions and design should
be separately agreed with Wrtsil.
The level of content maintained in the IPI is based on the assumption that the receiving contractor maintains
the workmanship required to design and build high quality ship installations.
The IPI is a living document that is updated according to the proceeding project and as far as technically
possible reflect the actual situation. Each updated issue of the IPI is identified by its own unique version
number ( e.g. "project xx" - a1) which should be referred to in any correspondence or discussion related
to the specific projects.
Issuing the first or any new version of IPI is proceeded by our internal quality assurance and approval by
the Project Manager. To ensure further development in our common interest we appreciate your comments
forwarded to us via the Project Manager.
Wrtsil, Ship Power 4 stroke business.
Aker Yards 728 - a1 iii

7 January 2008
Version History
Version Date History
a1 2008-01-07 Version 01
iv Aker Yards 728 - a1

7 January 2008
Table of Contents
Table of Contents
1. Project Information ....................................................................................................................................... 1-1
1.1 Project administration .......................................................................................................................... 1-1
1.2 Project technical data ........................................................................................................................... 1-1
1.2.1 Ambient conditions ............................................................................................................. 1-1
1.2.2 Fuel oil specification ........................................................................................................... 1-1
1.2.3 Classification ...................................................................................................................... 1-1
1.2.4 Electric power supply ......................................................................................................... 1-2
1.2.5 Painting .............................................................................................................................. 1-2
1.2.6 Factory acceptance test ..................................................................................................... 1-2
1.3 Documents in this project ..................................................................................................................... 1-2
1.3.1 Comments to this document .............................................................................................. 1-2
1.3.2 Shipyard drawings .............................................................................................................. 1-2
1.4 Corrosion protection for the engines .................................................................................................... 1-2
1.4.1 Acceptance ........................................................................................................................ 1-2
1.4.2 Intermediate inspection ...................................................................................................... 1-2
1.4.3 Repeated inspection .......................................................................................................... 1-3
1.4.4 Long-term storing ............................................................................................................... 1-3
1.4.5 Subsequent work ............................................................................................................... 1-3
1.4.6 Recommended corrosion inhibitors ................................................................................... 1-3
1.5 Wrtsil scope of supply for project Aker Yards 728 ............................................................................ 1-4
1.6 Drawings .............................................................................................................................................. 1-4
2. Generating Set .............................................................................................................................................. 2-1

2.1 About the generating set ...................................................................................................................... 2-1
2.1.1 Recommendations for operation ........................................................................................ 2-1
2.1.2 Loading rate ....................................................................................................................... 2-1
2.1.3 Maximum instant load step ................................................................................................ 2-1
2.2 Technical information ........................................................................................................................... 2-1
2.2.1 Technical specification ....................................................................................................... 2-1
2.2.2 Technical data .................................................................................................................... 2-2
2.3 Design of the engine room ................................................................................................................... 2-4
2.3.1 Engine room arrangement ................................................................................................. 2-4
2.3.2 Noise levels ........................................................................................................................ 2-5
2.3.3 Foundation ......................................................................................................................... 2-5
2.4 Installation of the generating set .......................................................................................................... 2-6
2.4.1 Lifting the generating set .................................................................................................... 2-6
2.4.2 Installation procedure ......................................................................................................... 2-6
2.4.3 Installation of flexible pipe connections .............................................................................. 2-7
2.5 Component data, Wrtsil scope of supply ......................................................................................... 2-13
2.5.1 Set of foundation bolts (6B04) ............................................................................................ 2-13
2.5.2 Flexible pipe connections (6H01) ....................................................................................... 2-13
2.5.3 Power transmission ............................................................................................................ 2-13
2.5.4 Packing and transportation ................................................................................................ 2-14
2.5.5 0Y02 - Tools (engine) ......................................................................................................... 2-14
2.5.6 0Y04 - Spare parts (engine) .............................................................................................. 2-14
2.5.7 Technical documentation ................................................................................................... 2-14
2.5.8 Start-up support ................................................................................................................. 2-14
2.6 Drawings .............................................................................................................................................. 2-14
3. Fuel Oil System ............................................................................................................................................. 3-1

3.1 System overview .................................................................................................................................. 3-1
3.1.1 Engine internal system ....................................................................................................... 3-1
3.2 System design data ............................................................................................................................. 3-1
3.2.1 Fuel oil quality .................................................................................................................... 3-1
3.2.2 Calculation formulas .......................................................................................................... 3-2
3.3 Recommended functions ..................................................................................................................... 3-3
3.3.1 MDF separator unit (1N05) ................................................................................................ 3-3
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Table of Contents
3.3.2 Sludge tank (1T05) ............................................................................................................ 3-4

3.3.3 MDF day tank (1T06) ......................................................................................................... 3-4
3.3.4 Collection leak fuel ............................................................................................................. 3-4
3.4.1 Cooler (MDF return line) (1E04) ........................................................................................ 3-4
3.4.2 Flow meter with pulse transmitter (MDF) (1I03) ................................................................. 3-5
3.4.3 Fuel circulation pump with el motor (1M01) ....................................................................... 3-5
3.4.4 Suction strainer (MDF) (1F07) ........................................................................................... 3-5
3.5 Drawings .............................................................................................................................................. 3-5
4. Lubricating Oil and Crankcase Ventilation Systems ................................................................................. 4-1

4.1 System overview .................................................................................................................................. 4-1
4.2.1 Lubricating oil quality ......................................................................................................... 4-1
4.3.1 Lubricating oil system ........................................................................................................ 4-3
4.3.2 Crankcase ventilation system ............................................................................................ 4-5
4.4 Drawings .............................................................................................................................................. 4-5
5. Compressed Air System .............................................................................................................................. 5-1

5.1 System overview .................................................................................................................................. 5-1
5.2.1 Starting air consumption .................................................................................................... 5-1
5.3.1 Starting air vessel (3T01) ................................................................................................... 5-1
5.3.2 Starting air compressor unit (3N02) ................................................................................... 5-2
5.3.3 Air filter (3F02) ................................................................................................................... 5-2
5.4 Drawings .............................................................................................................................................. 5-2
6. Cooling Water System .................................................................................................................................. 6-1

6.1 System overview .................................................................................................................................. 6-1
6.2.1 Raw water quality ............................................................................................................... 6-1
6.2.2 Cooling water treatment ..................................................................................................... 6-1
6.3.1 Central cooler (4E08) ......................................................................................................... 6-3
6.3.2 Expansion tank (4T05) ....................................................................................................... 6-4
6.3.3 Drain tank (4T04) ............................................................................................................... 6-4
6.3.4 Air venting (4S01) .............................................................................................................. 6-4
6.3.5 Orifices ............................................................................................................................... 6-4
6.4.1 Temperature control valve (heat recovery) (4V02) ............................................................. 6-4
6.4.2 Preheating unit (4N01) ....................................................................................................... 6-5
6.4.3 Temperature control valve (LT) (4V03) ............................................................................... 6-5
6.5 Drawings .............................................................................................................................................. 6-5
7. Combustion Air System ............................................................................................................................... 7-1

7.1 System overview .................................................................................................................................. 7-1
7.2.1 Combustion air quality ....................................................................................................... 7-1
7.3.1 Engine room ventilation ...................................................................................................... 7-1
7.3.2 Combustion air for engines ................................................................................................ 7-2
7.3.3 Condensation of charge air coolers ................................................................................... 7-3
8. Exhaust Gas System .................................................................................................................................... 8-1

8.1 System overview .................................................................................................................................. 8-1
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Table of Contents
8.2 Recommendations and design data .................................................................................................... 8-1

8.2.1 Exhaust gas piping ............................................................................................................. 8-1
8.2.2 Supporting ......................................................................................................................... 8-1
8.2.3 Back pressure .................................................................................................................... 8-2
8.2.4 Exhaust gas bellows (5H01) .............................................................................................. 8-2
8.2.5 Selective Catalytic Reduction (11N03) ............................................................................... 8-2
8.2.6 Exhaust gas silencer (5R02) .............................................................................................. 8-2
8.2.7 Exhaust gas boiler ............................................................................................................. 8-2
8.3 Installation instructions ......................................................................................................................... 8-3
8.4.1 Turbocharger cleaning device (5Z03) ................................................................................. 8-4
8.4.2 Connection piece (5Z01) .................................................................................................... 8-4
8.4.3 Exhaust gas bellows (5H01) .............................................................................................. 8-4
8.4.4 Exhaust gas silencer with spark arrestor (5R02) ............................................................... 8-4
8.5 Drawings .............................................................................................................................................. 8-5
9. Piping Arrangements ................................................................................................................................... 9-1

9.1 Recommendations regarding piping design ......................................................................................... 9-1
9.1.1 General .............................................................................................................................. 9-1
9.1.2 Pipe dimensions ................................................................................................................. 9-1
9.1.3 Trace heating ..................................................................................................................... 9-2
9.1.4 Pressure class ................................................................................................................... 9-2
9.1.5 Pipe class ........................................................................................................................... 9-3
9.1.6 Insulation ............................................................................................................................ 9-3
9.1.7 Local gauges ...................................................................................................................... 9-3
9.1.8 Cleaning procedures .......................................................................................................... 9-3
9.1.9 Flexible pipe connections ................................................................................................... 9-4
9.2 Installing flexible pipe connections ....................................................................................................... 9-5
9.2.1 General .............................................................................................................................. 9-5
9.2.2 Pipe supporting .................................................................................................................. 9-5
9.2.3 Fuel pipes .......................................................................................................................... 9-6
9.2.4 Pipe support nearby the diesel engine ............................................................................... 9-6
9.3 Flushing instructions ............................................................................................................................ 9-7
9.3.1 Fuel oil pipes ...................................................................................................................... 9-7
9.3.2 Lubricating oil pipes ........................................................................................................... 9-7
10. Automation System ...................................................................................................................................... 10-1

10.1 System overview .................................................................................................................................. 10-1
10.1.1 Internal el & automation system ......................................................................................... 10-1
10.2 Control signals ..................................................................................................................................... 10-3
10.2.1 Output signals .................................................................................................................... 10-3
10.2.2 Input signals ....................................................................................................................... 10-5
10.3 Bus communication .............................................................................................................................. 10-7
10.4 Functional description of start/stop ...................................................................................................... 10-7
10.4.1 Start function ...................................................................................................................... 10-7
10.4.2 Stop and shutdown function ............................................................................................... 10-7
10.5 Speed control functions & loadsharing ................................................................................................ 10-7
10.6 Power unit ............................................................................................................................................ 10-8
10.7 Precautions .......................................................................................................................................... 10-8
10.8.1 Power Unit (9N36) .............................................................................................................. 10-9
10.9 Drawings .............................................................................................................................................. 10-9
11. ANNEX ........................................................................................................................................................... 11-1

11.1 List of symbols ..................................................................................................................................... 11-1
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Table of Contents
List of Drawings
DBAA407004- Order technical specification ................................................................................................. 1-5
DBAA042536a Damage report form .............................................................................................................. 1-18
tobeadded Generating set drawing, W 9L20 ........................................................................................... 2-15
2V69C0278e Engine room arrangement ..................................................................................................... 2-16
DAAE006367- Service space requirements .................................................................................................. 2-17
tobeadded Location of sensors and el. components ............................................................................... 2-18
DBAA388012a Generator technical data sheet ............................................................................................. 2-19
DBAA406985- Tools for diesel engine ........................................................................................................... 2-20
DBAA406989- Spare parts for diesel engine ................................................................................................. 2-22
4V35A1591b Flexible pipe connection for fuel pipe ..................................................................................... 2-24
4V35A2939a Flexible pipe connection for fuel pipe ..................................................................................... 2-25
4V60B0093k Flexible hose .......................................................................................................................... 2-26
4V60B0095o Flexible hose .......................................................................................................................... 2-27
3V60D0025l Flexible rubber bellows for water pipe ................................................................................... 2-28
4V69L1585e Installation of the generating sets .......................................................................................... 2-29
DAAE002455a Factory acceptance test ........................................................................................................ 2-34
DAAE058154- Internal fuel oil system ........................................................................................................... 3-6
DAAE058155- Recommended fuel oil system .............................................................................................. 3-7
DAAE015263b Recommended transfer and separating system .................................................................... 3-8
DBAA406400- 1E04 - Cooler (MDF return line), dimensional drawing ......................................................... 3-9
DBAA406400- 1E04 - Cooler (MDF return line), technical data .................................................................... 3-10
Z102346- 1F07 - Suction strainer (MDF) dimensional drawing ............................................................. 3-11
DPI_4-36-2- 1F07 - Suction strainer (MDF) DPI ........................................................................................ 3-12
DBAA406434- 1P03 - Circulation pump (MDF) dimensional drawing ........................................................... 3-13
DBAA406434- 1P03 - Circulation pump (MDF) Driver specification ............................................................. 3-14
DBAA406434- 1P03 - Circulation pump (MDF) Pump calculation ................................................................ 3-15
DAAE058156- Internal lubricating oil system ................................................................................................ 4-6
DAAE058157- Recommended lubricating oil system .................................................................................... 4-7
4V76E2522a Recommended crankcase ventilation .................................................................................... 4-8
DAAE058158- Internal starting air system .................................................................................................... 5-3
DAAE058159- Recommended starting air system ........................................................................................ 5-4
DAAE058160- Internal cooling water system ................................................................................................ 6-6
DAAE058161- Recommended cooling water system .................................................................................... 6-7
4V60D0343- Recommended cooling water circuit deaerator ..................................................................... 6-8
DBAA396944- 4V02 - Temperature control valve (heat recovery), dimensional drawing .............................. 6-9
DBAA396944- 4V02 - Temperature control valve (heat recovery), installation instruction ............................ 6-10
10020-05 4N01 - Preheating unit, dimensional drawing ........................................................................ 6-12
11472-03 4N01 - Preheating unit, electrical drawing ............................................................................. 6-13
DBAA396949- 4V03 - Temperature control valve (LT), dimensional drawing ................................................ 6-15
DBAA396949- 4V03 - Temperature control valve (LT), el. PID valve controller ............................................. 6-16
DBAA396949- 4V03 - Temperature control valve (LT), temp sensor ............................................................. 6-17
DBAA396949- 4V03 - Temperature control valve (LT), installation instructions ............................................ 6-18
DAAE058162- Internal charge air and exhaust gas system .......................................................................... 8-6
3V37L0587a 5Z03 - Turbocharger cleaning device, dimensional drawing .................................................. 8-7
3V60A4945- 5Z01 - Connection piece, dimensional drawing ..................................................................... 8-8
3V60B0020r 5H01 - Exhaust gas bellows, dimensional drawing ............................................................... 8-9
3ES0342C 5R02 - Exhaust gas silencer with spark arrestor, dimensional drawing ................................ 8-10
4ES0061 5R02 - Exhaust gas silencer with spark arrestor, installation instruction ............................... 8-11
DAAE061024- Block- / Interconnection diagram ...........................................................................................10-10
DAAE061027- Power unit ..............................................................................................................................10-17
tobeadded Modbus list ............................................................................................................................10-20
4V50G1522h Pre-lubricating pump starter (recommended) ........................................................................10-21
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7 January 2008
1. Project Information
1.1 Project administration
Wrtsil internal order number: M/03093
Wrtsil project name: Aker Yards 728
Wrtsil project organisation:
Project manager Bjrn Nygrd
Project engineer: Tobias Knuts
Tel: +358 10 709 0000
Mobile: +359 50 589 2414
Fax: +358 6 356 7188
E-mail: tobias.knuts@wartsila.com
1.2 Project technical data

1.2.1 Ambient conditions
The equipment is designed for the following conditions:
Maximum ambient air temperature 45 C

Maximum LT cooling water temperature before engine 38 C
Maximum sea water temperature 32 C
Relative humidity 60 %
1.2.2 Fuel oil specification

This installation is designed for MDF operation according to ISO 8217:2005 (E) with the viscosity of 14 cSt
at 40C.
Table 1.1 ISO-F-DMC
Property Limit Unit

Density at 15C, max. 920 kg/m3
Viscosity at 40C, max. 14.0 cSt
Flash point, min 60 C
Pour point (upper)
- winter quality, max 0 C
- summer quality, max 6 C
Sulphur, max. 2.0 % mass
Carbon residue, max. 2.5 % mass
Ash, max. 0.05 % mass
Total sediment existent, max. 0.10 % mass
Water, max. 0.3 % mass
Vanadium, max. 100 mg/kg
Aluminium + silicon, max. 25 mg/kg
More detailed fuel oil requirements are specified in chapter "Fuel Oil System".
1.2.3 Classification
The equipment meets the requirements of DNV for unrestricted service at the date of order.
Aker Yards 728 - a1 1-1

7 January 2008
1.2.4 Electric power supply

If not specially mentioned, all electrical equipment delivered with the engine is designed to operate with:
Main voltage 3 x 690 V

Frequency 60 Hz
Control voltage 24 VDC
1.2.5 Painting
The generating set(s) will be painted with acrylic-based paint in colour RAL 5019 Capri Blue.
1.2.6 Factory acceptance test

A description of the procedure during factory acceptance test is enclosed in document "Factory acceptance
test".
1.3 Documents in this project

1.3.1 Comments to this document
Any comments to the material enclosed in this IPI-file have to be sent within one (1) month after receipt, if
not stated differently in contract.
1.3.2 Shipyard drawings

The following drawings are subject to review and should be forwarded as soon as available in 2 copies,
one of which will be returned with comments:
Fuel oil piping diagram, including fuel treatment system and piping
Lubricating oil piping diagram, including separating system
Cooling water piping diagram, fresh and sea-water
Starting air piping diagram
Charge air and exhaust gas piping diagram showing the entire length of the pipes and details of the
pipe supports
Main engine foundation
Crankcase vent piping diagram
1.4 Corrosion protection for the engines

The engines are given corrosion protection at the factory according to our standard programme before
delivery. Since storage and climatic conditions vary considerably around the world this protection must be
checked regularly and, if necessary, be improved.
1.4.1 Acceptance
When the engine arrives at its destination, the packing must be checked for possible damage during
transport. If damage has occurred, please contact the insurance company concerned.
The engines must be stored indoors or tightly secured under a tarpaulin.
1.4.2 Intermediate inspection

Inspect the condition of the engines and their corrosion protection internally and externally no later than
three months after delivery. To inspect internally, open the crankcase covers of the first and last cylinder,
the corresponding covers of the camshaft and cylinder head, and the covers of the hot box. If the protection
is sufficient, close the covers. If corrosion has begun, take appropriate measures to improve the protection.
Note! See also turbocharger manufacturers specification.
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7 January 2008
1.4.3 Repeated inspection

Repeat this inspection every month.
1.4.4 Long-term storing

If the engines have to be stored for several months before starting-up the following directions are to be
followed:
Pump Shell Argina T 40 or a corresponding lubricating oil into the crankcase in the following suggested
quantities:
Wrtsil 9L20: 25 litre/cylinder
It is essential that oil reaches all parts of the engine, ensure this by opening the cylinder covers and inspect
that all of the valve mechanism gets oil during the procedure.
By aid of a pre-lubricating pump (manual or electrical) the oil should be circulated through the lubricating
system (for about 15 minutes) at the same time as the flywheel is turned a few times.
Repeat this procedure once a month in connection with the test mentioned in repeated control paragraph.
NOTE! Drain the crankcase of oil before starting up the engine and replace with fresh oil.
The indicator valves have to be kept shut except in case of turning. The cover of the turbocharger
air filter must not be removed before starting up the engine. The opening for the crankcase
ventilation has to be shut until starting up the engine.
For long time storing some turbocharger manufacturers require special arrangements e.g. sup-
porting of the rotor or change of the bearings. For details see turbocharger manufacturers
specification.
1.4.5 Subsequent work

Refer to section "Recommended corrosion inhibitors" for the list of protective oils.
Use protective oil A, when checking or adjusting the opening pressure of the injection valves.
To protect the cylinder liners, spray about 3 cl of B into the injection nozzle opening of each cylinder.
NOTE! To keep the protective film intact during transport, do not turn the crankshaft.
The valve mechanism, camshaft, crankshaft, connecting rods, cylinder liners, main bearings and gear
wheels are sprayed with protective oil B.
The other unpainted surfaces in the camshaft and crankshaft space are also protected with B.
The injection pumps, control shaft, fuel pipes and other unpainted surfaces in the hot box are sprayed
with protective oil C.
The indicating valves, screws and unpainted surfaces on the cylinder head are protected with D.
The edges of the crankcase and camshaft space openings and the side screws are protected with
E.
The flywheel and the counter borings of its fastening bolts, the oil dipstick, governor levers and other
unpainted surfaces are also protected with E.
1.4.6 Recommended corrosion inhibitors

Protective oil Name Information
A Shell Calibration Fluid B For test pressure and protection of injection nozzles.
B Shell Ensis Fluid S, Shell Ensis Oil-based corrosion inhibitor which forms a thin transparent
Fluid SX grease-like film. Dissolves into most lubricating oils.
C Tectyl 502-C 1) Wax-based corrosion inhibitor which forms a thick grease-like
film. Dissolves into most lubricating and hydraulic oils.

7 January 2008
Protective oil Name Information

D Mobiplex 47, Mobilux EP2 High-pressure general purpose greases which lubricate and
protect parts from rust and corrosion.
E Tectyl 506 EH Wax-based corrosion inhibitor which forms a non-smudging
hard brown transparent film.
1) Tectyl 502 EH, can alternatively be used in case of long-time outdoor storage.
1.5 Wrtsil scope of supply for project Aker Yards 728

Below is the scope of supply listed for this installation. More details about the scope are found in each
system chapter.
Description Qty/Set
W20 - Wrtsil 9L20 4
1E04 - Cooler (MDF return line) 4
1I03 - Flow meter with pulse transmitter (MDF) 4
1M01 - Fuel circulation pump with el motor 2
1F07 - Suction strainer 0.5mm (MDF) 2
4V02 - Temperature control valve (heat recovery) 4
4N01 - Preheating unit 4
4V03 - Temperature control valve (LT) 4
5Z03 - Turbocharger cleaning device 2
5Z01 - Connection piece 4
5H01 - Exhaust gas bellows 4
5R02 - Exhaust gas silencer with spark arrestor 4
9N36 - Power Unit 4
6H01 - Flexible pipe connections spare set 1
6H01 - Flexible pipe connections 4
6N01 - Common base frame 4
7C01 - Flexible coupling (flywheel) 4
9A03 - Generator 690V 60Hz IP44 sleeve 4
0Y02 - Tools (engine) 1
0Y04 - Spare parts (engine) 1
0Z12 - VCI-coating 4
0Z11 - Tarpaulin 4
0J10 - Engine manuals 1
0J13 - ELDOC 1
0J21 - Green Passport 1
0J17 - Start-up support 40 man-days in 4 trips 1
1.6 Drawings
DBAA407004- Order technical specification ................................................................................ 1-5
DBAA042536a Damage report form ............................................................................................. 1-18

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DBAA407004- - Order technical specification

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DBAA042536a - Damage report form
Damage Report
Wrtsil Ship Power
Form Doc ID: DBAA042536
General information
Name of installation: Project number:
(Yard + NB no.) (Wrtsil ID)
Case no:
Type of Equipment: Report number:
Date when damage occurred:
Reported by:
Description of damage
Probable cause
Witness statement and contact information
Use block letters for filling this form
Actions taken
Damage photographed Yes No N/A Photographs enclosed Yes No
Insurance claim submitted Yes No N/A Claim enclosed Yes No
Separate report submitted Yes No N/A Report enclosed Yes No
Inspection performed by: Date: Verified by: Date:
________________________________________________________________________________________________ _______________________________________________________________________________________________
(Signature) (Signature)

7 January 2008
2. Generating Set
2. Generating Set
2.1 About the generating set
The generating set comprises the diesel engine and the generator which are rigidly mounted on a common
base frame. The common base frame is a welded steel structure. The complete generating set is installed
on resilient mounts on the foundation in the ship.
The main dimensions, locations of pipe connections, location of sensors, space required for maintenance,
weight and centre of gravity are shown in enclosed drawings.
2.1.1 Recommendations for operation
Starting and stopping

The engine can be started and stopped provided that:
The engine and the fuel system are pre-heated to operating temperature. The HT-water temperature
must be min. 60C and the lubricating oil temperature min. 40C.
The pre-lubricating oil pump is running.
Recommendations for idling and low load operation

Absolute idling (unloaded generator):
Max. 5 minutes, if the engine is to be stopped after the idling. Recommended 1 minute.
Operations at loads lower than 20% on HFO or lower than 10% on MDF:
Max. 100 hours continuous operation. At intervals of 100 operating hours the engine must be loaded
to min. 70% of the rated load for at least 1 hour.
Operation at loads higher than 20% on HFO or higher than 10% on MDF:
No restrictions.
2.1.2 Loading rate

The loading rate of a highly turbocharged diesel engine must be controlled, because the turbocharger needs
time to accelerate before it can deliver the required amount of air. Class rules regarding load acceptance
capability stipulate what the generating set must be capable of in an unexpected situation, but in normal
operation the loading rate should be slower, about 60 seconds from zero to full load. It is recommended
to increase the load in small increments.
The generating set 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.
2.1.3 Maximum instant load step

The automation system and the operation of the plant must prevent load steps exceeding the maximum
load acceptance capability of the engine. The maximum permissible load step is 25% 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, fastest possible load increase is usually desired. The
engine must be allowed to recover for at least 5 seconds before applying the following load step, if the load
is applied in maximum steps.
2.2 Technical information

2.2.1 Technical specification
The engine Wrtsil 9L20 is a 4-stroke, non-reversible, turbocharged and intercooled diesel engine with
direct injection of fuel.

7 January 2008
2. Generating Set
Main particulars
Type designation Wrtsil 9L20
Number of cylinders 9
Configuration in-line engine
Max. continous rating 1665 kW
Overload capacity 10 % for 1h every 12h
Nominal speed 900 rpm
Direction of rotation Clockwise
The generator is a two-bearing, brushless, 3-phase, synchronous alternator with built-on voltage regulator.
Main particulars
Maker AvK
Type designation DSG 99 L1-8 W
Rated output 2000
Power factor 0,80
Voltage 690V
Rated speed 900 rpm
Frequency 60 Hz
Overspeed capability 1,2 x nominal speed for 2 minutes
Bearing type Sleeve
Cable outlet Cable entry from the right side, 45 downwards
Cable entry from the left side, 45 downwards
Cable entry from the right side, 45 downwards
Cable entry from the left side, 45 downwards
Anticondensation heater Supply voltage 230V +-5% VAC 1-ph., Power required 500W
Cooling IC 81W, water cooled
Temperature sensors Yes
The generator is equipped with current transformers for differential protection. 3 pcs are mounted in neutral
wires within the terminal box, 3 pcs are delivered loose for panel mounting.
The generator is suitable for parallel operation, damper cage and droop transformers are built-in.
2.2.2 Technical data

Wrtsil 9L20
Engine output 1665 kW
Cylinder configuration 9L
Engine speed 900 rpm
Bore 200 mm
Stroke 280 mm
Mean effective pressure 2.8 (28.0) MPa (bar)
Mean piston speed 8.4 m/s
Combustion air system (Note 1)

Flow of air at 100% load 3.5 kg/s
Ambient air temperature, max 45 C
Air temperature after air cooler, min 50 C
Air temperature after air cooler, max 70 C
Air temperature after air cooler, alarm 75 C
Exhaust gas system (Note 2)

Exhaust gas flow at 100% load 3,59 kg/s

7 January 2008
2. Generating Set
Wrtsil 9L20
Exhaust gas temperature after turbocharger at 100% load 320 C
Exhaust gas temperature after cylinder, alarm 400 C
Exhaust gas backpressure, max 3 (0.03) kPa (bar)
Turbocharger connection diameter 300 mm
Exhaust gas pipe diameter, min 450 mm
Calculated exhaust diameter for 35 m/s 462 mm
Heat balance (Note 3)

Jacket water 367 kW
Charge air (LT-circuit) 550 kW
Lubrication oil 250 kW
Exhaust gases 1110 kW
Radiation etc. 68 kW
Fuel system (Note 4)

Pressure before engine driven fuel feed pump, min 30 (0.3) kPa (bar)
Pressure before injection pumps 70050 (70.5) kPa (bar)
Viscosity before engine (MDF), min 1.8 cSt
Pump capacity (MDF), engine driven 1.73 m3/h
Fuel consumption at 100% load 191 g/kWh
Fuel consumption 50% load 199 g/kWh
Leak fuel quantity (MDF), clean fuel at 100% load 6.0 kg/h
Lubricating oil system

Pressure before engine, nom 450 (4.5) kPa (bar)
Pressure before engine, alarm 300 (3.0) kPa (bar)
Pressure before engine, stop 200 (2.0) kPa (bar)
Priming pressure, nom 80 (0.8) kPa (bar)
Priming pressure, alarm 30 (0.3) kPa (bar)
Temperature before engine, nom 63 C
Temperature before engine, alarm 80 C
Temperature after engine, about 78 C
Pump capacity (main), engine driven 50 m3/h
Suction height of engine driven pump, max 4 m
Pump capacity (main), separate 30 m3/h
Priming pump capacity (60 Hz) 8.4 m3/h
Suction height of priming pump, max 3.5 m
Oil volume, nom 0.55 m3
Filter fineness 25 microns
Filter difference pressure alarm 150 (1.5) kPa (bar)
Oil consumption at 100% load, about 0.5 g/kWh

7 January 2008
2. Generating Set
Wrtsil 9L20
HT cooling water system
Pressure at engine inlet, after pump, nom (+ static pressure) 200 (2.0) kPa (bar)
Pressure at engine inlet, after pump, alarm (+ static pressure) 100 (1.0) kPa (bar)
Pressure at engine inlet, after pump, max 500 (5.0) kPa (bar)
Temperature before engine, about 83 C
Temperature at the engine outlet, nom 91 C
Temperature after cylinders, alarm 105 C
Temperature after cylinders, stop 110 C
Pump capacity, nom 44 m3/h
Pressure drop over engine 50 (0.5) kPa (bar)
Water volume in engine 0.16 m3
Pressure from expansion tank 70...150 (0.7...1.5) kPa (bar)
Pressure drop over external system, max 120 (1.2) kPa (bar)
LT cooling water system

Pressure at engine inlet, after pump, nom (+ static pressure) 200 (2.0) kPa (bar)
Pressure at engine inlet, after pump, alarm (+ static pressure) 100 (1.0) kPa (bar)
Pressure at engine inlet, after pump, max 500 (5.0) kPa (bar)
Temperature before engine, max 45 C
Temperature before engine, min 25 C
Pump capacity, nom 65 m3/h
Pressure drop over charge air cooler 30 (0.3) kPa
Pressure drop over oil cooler 30 (0.3) kPa (bar)
Pressure drop over external system, max 120 (1.2) kPa (bar)
Pressure from expansion tank 70...150 (0.7...1.5) kPa (bar)
Starting air system

Air pressure, nom 3000 (30) kPa (bar)
Air pressure, alarm 600(6) kPa (bar)
Air consumption per start at 20 C 0.4 Nm3
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 tol-
erance 5% and temperature tolerance 15C.
Note 3 At ISO 3046-1 conditions (ambient air temperature 25C, LT-water 25C) and 100% load. Tolerance
for cooling water heat 10%, tolerance for radiation heat 30%. Fouling factors and a margin to be
taken into account when dimensioning heat exchangers.
Note 4 According to ISO 3046/1, lower calorific value 42 700 kJ/kg, with engine driven pumps. Tolerance
5%. Load according to propeller law for mechanical propulsion engines (ME).
The generator technical data sheet is enclosed, see section "Drawings".
2.3 Design of the engine room

2.3.1 Engine room arrangement
Sufficient space for operation and maintenance has to be provided around the generating sets. For minimum
centreline distance between the generating sets refer to the engine room arrangement drawing. The required
service space around the generating set is stated in the service space drawing. No obstructive structures
should be located close to the engine driven pumps nor crankcase or camshaft doors.

7 January 2008
2. Generating Set
2.3.2 Noise levels

The airborne noise level of the engine is measured as a sound power level acc. to ISO 9614-2. The diagram
is based on measured noise levels. The lower figures represent the lowest levels found in the measurements,
while 90 % of the measured values are below the higher figures.
The airborne noise level of the engine is measured as a sound power level acc. to ISO 9614-2. The diagram
is based on measured noise levels. The lower figures represent the lowest levels found in the measurements,
while 90 % of the measured values are below the higher figures.
Figure 2.1 Sound power levels according to ISO 9614-2
2.3.3 Foundation
For more information about the foundation design refer to section "Installation of the generating set".

7 January 2008
2. Generating Set
2.4 Installation of the generating set

2.4.1 Lifting the generating set
Figure 2.2 Lifting the generating set
2.4.2 Installation procedure

The following documents are enclosed to help you with the installation of the
genset(s).
Installation of the generating sets 4V69L1585

7 January 2008
2. Generating Set
2.4.3 Installation of flexible pipe connections

In this section you will find installation instructions for the flexible pipe connections included in the scope
of supply. In chapter "Piping Arrangements" you will find additional instructions/recommendations about
piping arrangements.
Installation of flexible pipe connections (with flanges)

This instruction is valid for flexible pipe connections according to drawings 4V60B0007, 4V60B0008 &
4V60B0093.
Figure 2.3 Flexible pipe connection
1. The generating set (or engine) should be installed in its final position before any external pipes are con-
nected.
2. Fasten the flexible pipe connection to the connection on the engine according to the following procedure:
If there is a counter flange, remove it.
Fasten the fixed flange of the flexible pipe connection to the engine side with a gasket between the
flanges.
Oil the threads of the screws and nuts, fit all screws and tighten until finger tight.
Tighten screws in a crosswise sequence using a socket wrench. Increase the tightening torque
gradually until the final torque is achieved.
3. Connect the free end of the flexible pipe connections to the external piping.
The flange of the external pipe should be in line with the flange of the engine. No twisting, compression
or elongation of the flexible pipe connection is allowed, i.e. it should fit between the flanges with the
correct installation length (L). Align the external pipe and weld the counter flange to the pipe.
The flexible pipe connection can also be installed with a bending radius as stated in the flexible pipe
connection drawing.
Bolt the swivel flange side of the flexible pipe connection to the flange of the external pipe as described
in step 2.
4. Anchor the external pipe to the steel structure of the ship close to the flange. Observe that the pipe
clamping must be very rigid in order to prevent vibration and movement of the flexible pipe connection.
Most problems with bursting of the flexible connection originate from poor clamping.
5. The flexible pipe connection must be protected from external mechanical damage. There must be
enough space around the flexible pipe connection for regular supervision and maintenance.

7 January 2008
2. Generating Set
Installation of flexible pipe connections (with stud coupling)

This instruction is valid for flexible pipe connections according to drawings 4V60B0009, 4V36G0055 &
4V60B0095.
Figure 2.4 Flexible pipe connection.
nected.
2. Fasten the flexible pipe connection to the connection on the engine according to the following procedure.
All stud coupling parts should be lubricated with engine oil.
Remove the nut from the stud coupling of the engine and put it on the pipe end of flexible connection.
Remove the ring from the stud coupling of the engine and slip it over the pipe end of flexible connection
with the thinner end outwards against the bottom of the stud coupling.
Screw the nut with flexible connection and ring manually to the stud coupling until finger tight.
Push the pipe of the flexible connection against the bottom of the internal cone of the fitting body.
Mark the position of the pipe as well as the nut with a marker pen.
Tighten the nut 1 1/2 turn while the pipe is prevented from turning.
3. When the flexible pipe connection is fitted to the engine, connect the external pipe to the end of the
flexible pipe provided with the stud coupling. The stud coupling on the flexible pipe is similar to the stud
coupling on the engine, i.e. a seamless steel pipe according to DIN 2391/c will fit directly to the stud.
The tightening procedure is the same as outlined in step 2.
If seamless steel pipe isn't available an adapter piece with a suitable outer diameter can be welded to
shipyards pipe in order to fit the stud coupling of the flexible pipe connection. Mild steel (St 35) is recom-
mended. The flexible pipe connection should be mounted in a straight position although some bending
radius is allowed.
The flexible pipe connection should be protected against external mechanical damage. The shipyards
pipe should be fixed with suitable pipe clamps close to the flexible connection in order to prevent vibration
and movements.

7 January 2008
2. Generating Set
Installation of flexible rubber bellows connections

This instruction is valid for flexible pipe connections according to drawing 3V60D0025.
Figure 2.5 Flexible rubber bellow connection.
nected.
2. Remove the counter flange from the engine connection. Fit the flexible pipe connection temporarily.
3. The flexible pipe connection should not be exposed to axial , lateral or angular deflection. Align the ex-
ternal pipe in order to achieve this.
The counter flange should have a smooth sealing surface against the rubber collar and the inner dia-
meter of the flange should not be larger than the inner diameter of the rubber compensator.
Fix the flange by small tack weldings at three points around the pipe. Take care not to heat the flange.
Protect the rubber against weld splash.
Remove the flexible pipe connection.
4. Weld the flange to the pipe and let it cool down before proceeding.
5. Fasten the flexible pipe connection to the connection to the engine according to the following procedure:
Both flanges of the flexible pipe connection are swivel flanges which means it can be installed with
either one of the flanges to the engine.
Oil the threads of the bolts and nuts, fit all bolts to the head on the compensator side and the nut on
the pipe side and tighten until finger tight. No gaskets are needed between the flanges as the rubber
collar is squeezed in between the flanges.
Tighten the nuts in a diagonal sequence with a wrench on the outside while the bolt head is held firmly
on the inside. Take care not to damage the rubber bellows with the tool. The tightening torque is
stated in drawing 3V60D0025.
6. Fasten the outer side of the flexible pipe connection in the same way as described in step 5.
7. Anchor the external pipe to the steel structure close to the flange. Observe that the pipe clamping must
be very rigid in order to prevent vibration and movement of the flexible pipe connection. Most problems
with bursting originate from poor clamping.
enough space around the flexible pipe connection for regular supervision and maintenance. The rubber
part must not be painted.

7 January 2008
2. Generating Set
Installation of flexible fuel oil pipe connections

This instruction is valid for flexible pipe connections according to drawing 4V35A0719.
Figure 2.6 Flexible fuel oil pipe connection.
nected.
2. Fasten the flexible pipe connection to the engine according to the following procedure. All parts should
be lubricated with engine oil.
Remove the nut from the stud coupling on the engine and put it on the pipe end of flexible pipe con-
nection.
Remove the ring from the stud coupling of the engine and slip it over the pipe end of flexible pipe
connection with the thinner end outwards against the bottom of the stud coupling.
Push the flexible connection against the bottom of the internal cone of the fitting body.
Mark the position of the pipe as well as the nut with a marker pen.
Tighten the nut 1 1/2 turn while the pipe is prevented from turning.
3. When the flexible pipe connection is fitted to the engine, connect the external pipe to the stud of the
flexible pipe provided with the straight bulkhead fitting.
The flexible pipe connection must not be reshaped or welded. Enough space allowing maintenance
must be provided.
The pipe clamp should have a diameter of 38 mm hole into which the bulkhead fitting is fixed. The
pipe clamp bracket should be very rigid and welded to the steel structure of the foundation. Max.
thickness of the clamp is 16 mm.
Tighten the bulkhead fitting to the flexible pipe as described in step 2.

7 January 2008
2. Generating Set
Align the external pipe to the bulkhead fitting. The external pipe should be seamless and have 28 mm.
If suitable pipe is not available an adapter piece with 28 0.1 mm outer diameter can be welded to
the shipyards pipe in order to fit the bulkhead connection. Mild steel (St 35) is recommended.
Tighten the external pipe to the bulkhead connection the same way as outlined in step 2.

7 January 2008
2. Generating Set
Installation of flexible fuel oil pipe connections

This instruction is valid for flexible pipe connections according to drawings 4V35A1591 and 4V35A2939.
Figure 2.7 Flexible fuel oil pipe connection.
nected.
2. Fasten the flexible pipe connection to the engine according to the following procedure. All stud coupling
parts should be lubricated with engine oil.
Remove the nut from the stud coupling of the engine. In case of flexible pipe connection of type
4V35A1591, put the nut on the pipe end of flexible connection.
Remove the ring from the stud coupling of the engine. In case of flexible pipe connection of type
4V35A1591, slip the ring over the pipe end of flexible connection with the thinner end outwards against
the bottom of the stud coupling.
Push the flexible pipe connection against the bottom of the internal cone of the fitting body.
Mark the position of the pipe as well as the nut with a marker pen. This will guide you to tighten the
nut the correct number of turns.
Tighten the nut 1 turn while the pipe is prevented from turning.
3. Connect the free end of the flexible pipe connection to the external piping.
The flange of the external pipe should be in line with the connection of the engine. No twisting, com-
pression or elongation of the flexible pipe connection is allowed, i.e. it should fit between the connec-
tions in a straight position without reshaping. Align the external pipe and weld the counter flange to
the pipe.
Fasten the fixed flange of the flexible pipe connection with a gasket between the flanges.
Oil the threads of the screws and nuts, fit all screws and tighten until finger tight.

7 January 2008
2. Generating Set
Tighten screws in a crosswise sequence using a socket wrench. Increase the tightening torque
gradually until the final torque is achieved.
4. Anchor the external pipe to the steel structure of the ship close to the flange. Observe that the pipe
clamping must be very rigid in order to prevent vibration and movement of the flexible pipe connection.
Most problems with bursting of the flexible connection originate from poor clamping.
enough space around the flexible pipe connection for regular supervision and maintenance.
2.5 Component data, Wrtsil scope of supply

2.5.1 Set of foundation bolts (6B04)
The jacking screws are not included in Wrtsil scope of supply. Refer to section "Installation of the gener-
ating set" for instructions and recommendations.
2.5.2 Flexible pipe connections (6H01)

Table 2.1 List of flexible pipe connections
Code Pipe connection Connection size Qty / engine Refer to drawing

101 Fuel inlet OD28 1 4V35A1591
102 Fuel outlet OD28 1 4V35A1591
103 Leak fuel drain, clean fuel OD18 1 4V60B0095-5
105 Fuel stand-by connection OD22 1 4V35A2939
213 Lube oil from separator and filling DN32/PN40 1 4V60B0093-1
214 Lube oil to separator and drain DN32/PN40 1 4V60B0093-1
301 Starting air inlet OD28 1 4V60B0095-7
401 HT-water inlet DN65/PN16 1 3V60D0025-2
402 HT-water outlet DN65/PN16 1 3V60D0025-2
404 HT-water air vent OD12 1 4V60B0095-3
406 Water from preheater to HT-circuit OD28 1 4V60B0095-7
451 LT-water inlet DN80/PN16 1 3V60D0025-3
452 LT-water outlet DN80/PN16 1 3V60D0025-3
454 LT-water air vent from air cooler OD12 1 4V60B0095-3
460 LT water to generator DN40/PN16 1 3V60D0025-16
461 LT water from generator DN40/PN16 1 3V60D0025-16
486 LT water outlet to generator cooler DN80/PN16 1 3V60D0025-3
701 Crankcase air vent DN65/PN16 1 4V60B0093-4
Spare set of flexible pipe connections

The spare set include one flexible pipe connection of each kind listed in the table above.
2.5.3 Power transmission

Component Qty Installation documents
7C01 - Flexible coupling (flywheel) 1 / engine
7B01 - Flexible coupling fitting materials 1 set / engine

7 January 2008
2. Generating Set
2.5.4 Packing and transportation

Component Qty Description
0Z11 - Tarpaulin 1 / engine For protection during transport
0Z12 - VCI-coating 1 / engine For rust protection of the engine(s).
2.5.5 0Y02 - Tools (engine)

0Y02 - Tools (engine) 1 set According to enclosed drawing "tools list".
2.5.6 0Y04 - Spare parts (engine)

0Y04 - Spare parts (engine) 1 set According to enclosed drawing "spare parts list".
2.5.7 Technical documentation

Publication Language Media Qty
Installation Planning Instructions English A4 binder 3 / vessel
O & M manual English A4 binder 5
Spare parts catalogue English A4 binder 5
ELDOC 2i, Ship's CD English CD 1
Record Book of Engine Parameters English Paper 1 / vessel
Classification certificates for equipment subject to class approval English Paper 1 / vessel
2.5.8 Start-up support

According to contract.
2.6 Drawings
tobeadded Generating set drawing, W 9L20 ......................................................................... 2-15
2V69C0278e Engine room arrangement ................................................................................... 2-16
DAAE006367- Service space requirements ................................................................................ 2-17
tobeadded Location of sensors and el. components ............................................................. 2-18
DBAA388012a Generator technical data sheet ............................................................................ 2-19
DBAA406985- Tools for diesel engine ......................................................................................... 2-20
DBAA406989- Spare parts for diesel engine ............................................................................... 2-22
4V35A1591b Flexible pipe connection for fuel pipe ................................................................... 2-24
4V35A2939a Flexible pipe connection for fuel pipe ................................................................... 2-25
4V60B0093k Flexible hose ........................................................................................................ 2-26
4V60B0095o Flexible hose ........................................................................................................ 2-27
3V60D0025l Flexible rubber bellows for water pipe .................................................................. 2-28
4V69L1585e Installation of the generating sets ........................................................................ 2-29
DAAE002455a Factory acceptance test ....................................................................................... 2-34

7 January 2008
tobeadded - Generating set drawing, W 9L20
te d
da u p
e l b
wi l
i n g
w ra
d e
Th

7 January 2008
2V69C0278e - Engine room arrangement

7 January 2008
DAAE006367- - Service space requirements

7 January 2008
tobeadded - Location of sensors and el. components
te d
da u p
e l b
wi l
i n g
w ra
d e
Th

7 January 2008
DBAA388012a - Generator technical data sheet

7 January 2008
DBAA406985- - Tools for diesel engine

7 January 2008
DBAA406985- - Tools for diesel engine

7 January 2008
DBAA406989- - Spare parts for diesel engine

7 January 2008
DBAA406989- - Spare parts for diesel engine

7 January 2008
4V35A1591b - Flexible pipe connection for fuel pipe

7 January 2008
4V35A2939a - Flexible pipe connection for fuel pipe

7 January 2008
4V60B0093k - Flexible hose

7 January 2008
4V60B0095o - Flexible hose

7 January 2008
3V60D0025l - Flexible rubber bellows for water pipe

7 January 2008
4V69L1585e - Installation of the generating sets
Wrtsil INSTALLATION OF WRTSIL 20

Finland Oy
Marine
GENERATING SETS
This document is the property of Wrtsil Finland Oy and shall not be copied, shown or communicated to a third party without the consent of the owner.
Subtitle Product Made Page Document No. Rev.

03.03.1998 LBd / Backlund
Apprvd
W20 03.03.1998 LEl / Erroll 1 (5) 4V69L1585 e
Rev. Date Made Approved Memo No. Explanation
e 29.11. 2007 OHA JPW 139469 Way of measuring compression updated
1. INTRODUCTION
This instruction applies to installation of Wrtsil 20 generating sets on RD 314 and
RD 315 resilient mounts.
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
vibration.
The number of mounts and their location is calculated to avoid resonance with
excitations from the generating set engine, the main engine and the propeller. The exact
positions of the mounts are indicated in the generating set drawing.
Note!
To avoid induced oscillation of the generating set, the following data must be sent by
the shipyard to Wrtsil at the design stadium (not less than 16 weeks before
delivery).
Main engine: Speed (rpm) and number of cylinders.
Propeller: Shaft speed (rpm) and number of propeller blades.
2. FOUNDATION
The foundation for the common base frame must be rigid enough to carry the load from
the generating set. The recommended foundation design is shown in figure 1.
The seating top plate is to be machined at the locations of the resilient mounts in order to
provide an adequate load bearing surface and to ensure that the mounting surfaces are
in parallel.
The lateral distance between the mounts differs depending on the number of cylinders of
the engine and the type of generator. Refer to the generating set drawing.

7 January 2008
Page Document No. Rev.
2 (5) 4V69L1585 e
Figure 1 Recommended design of foundation for common base frame. (3V46L0720)
3. RUBBER MOUNTS
Conical resilient mounts, type RD 314 B or RD 315 HD from RUBBER DESIGN B.V. are
used, see figure 2.
The mounts are designed to withstand both compression and shear loads. Additional
side or end buffers are not required to limit the movements of the generating set since
the mounts are equipped with an internal, adjustable central limiter. The centre stud in
the mounts is split in order to facilitate replacement of the mounts, if required.
The rubber in the mounts is natural rubber and it must therefore be protected from oil,
oily water and fuel.

7 January 2008
3 (5) 4V69L1585 e
Figure 2 Rubber Mounts. (4V46L0706-2)
4. INSTALLATION WORK STEPS

The generating set must be installed so that all rubber mounts are equally compressed;
i.e. so that the load on each mount is equal.
1. Drill the holes in the seating top plate for the M16 fastening screws according to the
drilling scheme in the generating set drawing.
2. Machine the seating top plate at the locations of the resilient mounts.
3. Mount the flexible mounts to the common base frame, if not already mounted.
4. Lift in the generating set and lower it onto the foundation. Use M16 screws to verify
that the position of the drilled holes match the corresponding holes in the foot of
each resilient mount.
(Brackets with adjusting screws, temporarily welded to the ship foundation are useful
for the alignment in horizontal direction during this work step).

7 January 2008
4 (5) 4V69L1585 e
Figure 3 Jacking screw and steel chock. (3V46L0720)
5. Jacking screws are used for levelling the installation. The common base frame is
provided with threaded holes for M20 jacking screws, see figure 3. Install M20 x 160
DIN933 8.8 jacking screws in the threaded holes. The jacking screws are to be
supplied by the shipyard. Steel chocks should be used under the jacking screws in
order to avoid bending of the screws and to increase the lift.
6. It must be verified that the generating set is not resting on the internal limiters in the
mounts. Hold the stud with a 19 mm spanner and loosen the M27 nut, which fastens
the mount to the common base frame. Check that the stud can easily be turned with
the 19 mm spanner. If this is not possible, release the load on the generating set by
means of the jacking screws until the limiter can be easily turned. Turn the stud two
turns in anti-clockwise direction. Release the jacking screws and check again that
the stud can easily be turned.
NOTE! The central limiter and the stud are divided in order to facilitate easy
replacement of the mount. If the limiter is resting on the foundation due to foundation
height variations, or if the limiter has been tightened down too hard against the
foundation, then the stud will come out of the limiter, when the stud is turned in
counter-clockwise direction. If this happens, turn the stud back into the limiter
against the foundation. Then install four M12 screws in the threaded holes in the foot
of the mount and elevate the mount about 1 mm so that the limiter no longer touches
the foundation. Turn the stud two turns in counter-clockwise direction and remove
the M12 screws.

7 January 2008
5 (5) 4V69L1585 e
In the normal case the limiter should be able to turn freely, when the mount is
compressed by the weight of the generating set. It is in such case convenient to use
a 4 mm feeler gauge to set the buffer clearance. There is a slot in the foot of the
mount, where a feeler gauge can be inserted. Turn the limiter down against the
feeler gauge (lightly) and pull out the feeler gauge.
If the limiter is turned down carefully against the foundation, it is also possible to
achieve the desired buffer clearance (4mm) by turning the stud two turns in counter-
clockwise direction.
Repeat the above procedure until all limiters can be turned freely with the full
installation load applied.
7. Check that each mount is level. Measure and record the vertical distance from the
machined surface on the foot of the mount to the top casting, on two sides of the
mount, in longitudinal direction of the generating set. The difference between
measured distances should not exceed 0.5 mm for the same mount. Calculate and
record the average value for each individual mount.
8. Check that all mounts are evenly compressed by comparing the average values
obtained in previous step. The maximum permissible difference in compression
between the mounts is 2 mm along one side of the generating set.
9. If required, manufacture steel chocks or shims to compensate for local tolerances, or

in order to achieve the desired alignment of the generating set. Chocks must be
machined and the minimum thickness of shims is 0.5 mm. Only one shim is
permitted under each mount. The chocks or shims must cover the complete
mounting surface of the mount.
10. Fasten each mount to the seating top plate with four M16xL 8.8 DIN 931 screws and
DIN 985-8 self locking nuts. Suitable flat washers (17/30 s3 DIN 125A) must be
used. Lubricate the threads with engine oil and tighten to 200 Nm.
11. Set the internal buffer working clearance to 4 mm for each mount according to the
procedure explained in workstep 6.
12. Tighten the M27 nut. Hold the spindle with a 19 mm spanner and tighten the M27
nut to a torque of 300 Nm.
13. The mounts should preferably be allowed to settle for a minimum of 48 hours, due to
initial creeping, before lining up pipework, etc.

7 January 2008
DAAE002455a - Factory acceptance test
Wrtsil FACTORY ACCEPTANCE TEST FOR

Finland Oy
Factory
WRTSIL 20 MARINE AUXILIARY ENGINES
This document is the property of Wrtsil Finland Oy and shall not be copied, shown or communicated to a third party without the consent of the owner.
Subtitle Product Made Page Document No. Rev.

03.05.2004 JPS/Sundell
Apprvd
FAT Wrtsil 20 03.05.2004 KRk/Rnnbck 1(10) DAAE002455 a
Revised date: 23.6.2004 Changed by: JPS/JHn Approved by: JPa D-message No.: 51474
Factory Acceptance Test
1 Introduction
The test is carried out as an overall check of the manufacturing quality and to establish that
the contractual commitments have been fulfilled. The Factory Acceptance Test (FAT)
comprises of a running-in part and an official FAT part.
The test is carried out in accordance with ISO 15550. The function of built on ancillary
systems and the performance of the engine is checked according to ISO 15550. Results are
recorded in a test report signed by Wrtsil, customer (if present) and a representative from
a classification society.
At the end of the factory acceptance test the engine is inspected by the same
representatives mentioned above.
After inspection, the engines are protected against corrosion, cleaned and painted before
packing and shipment.
2 Test setup
Auxiliary engines are tested as generating sets, i.e. mounted on a common base frame
together with the alternator. The alternator is loaded with resistive load using water resistor.
Auxliary engines without generator are tested as generating sets using in-house generator,
but without any load acceptance tests because of not identical inertia.
The alternator power cables are connected to the switchboard and Automatic Voltage
Regulator (AVR) is connected if it is supplied as a loose item.
The common base frame of the generating set is mounted on the same flexible mounts that
will be delivered for installation on board if vibration measurements are needed. Necessary
pipe connections between the engine and the test bed systems are made using in-house
flexible hoses.
The cold alignment of the crankshaft is checked in the main assembly line or in the
alternator assembly cell. The measurement record is available at the test run department.
If the engine is equipped with a mechanical governor and a speed setting motor, the motor
is connected to a PC from which raise and lower commands can be given and the running
speed selected. If the engine is fitted with an actuator and electronic governor, the running
speed is controlled by a mA-signal from the in-house Woodward 721 Digital Controller.
If the engine is equipped with Wrtsil Engine Control System (WECS) the measurement
logics and safety functions are located in the engine mounted control system. All engine
mounted measurements are shown in the control room operator station and customer
facility display.

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2(10) DAAE002455 a
2.1 Checks before starting
Check that measurements values in operator station are updated and that they are normal
for standstill condition. Check that there is no leakage when lubricating oil, fuel oil and
cooling water systems have been filled.
Check that there is no leakage in starting- and control air systems and that the engine starts
rotating when pressing the starting air solenoid valve.
Blow the engine by rotating it with starting air while keeping indication cocks open.
2.2 Checks with running engine
Check that there is no leakage in lubricating oil, fuel oil and cooling water systems.
2.3 Testing of instruments and functions (WECS engines)
Check the function of the local control buttons (start, stop and shutdown reset)
Verify that the engine speed (ST173 and ST174) are shown on the LDU
Verify that the engine speed is shown on the Oil Mist detector display
Verify that the backup meters are working and show correct values
Verify that the hour counter is working
Check the second lube oil pressure trip (at 2.0 bar, sensor PTZ201)
2.3 Testing of instruments and functions (Basic automation engines)
Check the function of the local control buttons (Emergency stop, start, remote start, stop
and shd. reset)
Verify that the meters are working and show correct values
Verify that the hour counter is working
Verify that the engine speed is shown on the local gauge
2.4 Testing of safeties with running engine
Check the first lube oil pressure trip (at 2.0 bar, sensor PT201)
Check the first overspeed trip (1,15 x nominal speed, sensor ST173) by manually increasing
the fuel rack
Check the second overspeed trip (1,18 x nominal speed, sensor ST174) by disabling the
first overspeed trip and manually increasing the fuel rack
Notes:
Set-points of pressure switches have factory settings and the switches are not recalibrated.
It is a classification society requirement that all shutdown functions and alarm set-points are
verified onboard when the ship is commissioned, regardless of any previous tests.

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3(10) DAAE002455 a
2.5 Calibration of measuring equipment
Measuring equipment related to calculation of fuel consumption are calibrated according to

the manufacturers specifications and the certificates are available on request.
3 Test Run
The test run is started with a running-in phase. The purpose of the running-in is to make
sure that possible manufacturing defects and leakages are eliminated and that all bearing
surfaces and piston rings are run in smoothly before the engine is delivered.
During the running in process the engine loaded in steps. Between each step the engine is
allowed to idle for five minutes, see Fig. 1. Marine Diesel Oil (MDO) is always used during
the running in process.
Running in program for Wrtsil 20 engines
load
100%
75%
50%
25%
0%
0:00 0:30 1:00 1:30 2:00 2:30 3:00 3:30 4:00 time (h)
Fig. 1 Typical running in program.
After running-in the test run is followed by the official FAT phase according to the program
stated in the contract. In addition to the running-in load-points auxiliary engines are tested at
100 and 110 % load. The duration of these is dependent on the requirements by the
classification society concerned. If stated in the contract the fuel type used at 100 and
110 % can be Heavy Fuel (HF) with a viscosity of 180 cSt. If so an additional 20 min at
100 % load on MDO is run after completion of HF running to clean the heavy fuel from the
engine. See examples of official FAT programs in Fig. 2 to 5 below.
Official FAT program for Wrtsil 20 engines

DNV, LR, CCS (MDO)
load
100%
75%
50%
25%
0%
2:30 3:00 3:30 4:00 4:30 5:00 5:30 6:00 6:30 time (h)

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4(10) DAAE002455 a
Fig. 2 Official FAT program for Auxiliary engines for DNV, LR, CCS (MDO only)

DNV, LR, CCS (HF + MDO)
load
100%
75%
50%
25%
0%
2:30 3:00 3:30 4:00 4:30 5:00 5:30 6:00 6:30 time (h)
Fig. 3 Official FAT program for Auxiliary engines for DNV, LR, CCS (HF+MDO)

ABS, BV, RINA, KR, NK, MRS (MDO)
load
100%
75%
50%
25%
0%
2:30 3:00 3:30 4:00 4:30 5:00 5:30 6:00 6:30 time (h)
Fig. 4 Official FAT program for Auxiliary engines for ABS, BV, RINA, MRS, KR, NK (MDO only)

ABS, BV, RINA, KR, NK, MRS (HF+MDO)
load
100%
75%
50%
25%
0%
2:30 3:00 3:30 4:00 4:30 5:00 5:30 6:00 6:30 time (h)
Fig. 5 Official FAT program for Auxiliary engines for ABS, BV, RINA, MRS, KR, NK (HF+MDO)

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5(10) DAAE002455 a
Apart from these classification societies GL has same requirements as ABS, BV, RINA,
MRS, KR and NK apart from 110 % load that needs to be run 45 min. Other durations than
these can also be run depending on what has been agreed in the contract.
3.1 Engine Performance Parameters
Performance data is recorded at 25, 50, 75, 100 and 110 % load. According to ISO 15550,
the following parameters are recommended to be measured:
List A - Test Measurements (ISO 15550)
A1 Barometric pressure, humidity and ambient temperature

A2 Engine speed or cycle frequency
1)
A3 Engine brake torque
A4 Fuel consumption
A5 Lubricating oil pressure
1)
A6 Temperature and pressure of exhaust gas leaving the engine
A7 Air inlet pressure and temperature at the engine or pressure charger inlet
2)
A8 Exhaust gas temperature at the turbine inlet
A9 Boost pressure in the air manifold
A10 Turbocharger speed
A11 Coolant mean temperature in and out of the cylinder block
A12 Lubricating oil temperature at the engine inlet and outlet
2)
A13 Boost pressure drop through the charge air cooler
A14 Boost pressure after charge air cooler
A15 Charge air temperature after each charge air cooler
A16 Coolant mean temperature at the inlet and outlet of the charge air cooler
3)
A17 Maximum cylinder pressure
1)
A18 Exhaust-gas pressure at the turbine inlet
A19 Exhaust-gas temperature of each cylinder
A20 Individual coolant circuit temperatures and pressures
1)
A21 Lubricating oil pressures in individual circuits, e.g. turbocharger, piston cooling, etc.
1)
A22 Lubricating oil pressure before and after filters and coolers
1)
A23 Secondary coolant and lubricating oil temperatures in and out of the heat exchangers
A24 Fuel supply pressure and temperature
1)
Not recorded
2)
Recorded on engines with WECS
3)
Recorded at 75 and 100 % load

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6(10) DAAE002455 a
3.1.1 Firing pressure
The firing pressure of each cylinder is measured by a pressure indicator. The acceptance
criteria at 100% load are:
- The mean value of all cylinders is to be kept within the tolerances of +- 6 bar
(HFO) and +- 7 bar MDO
- The maximum deviation for any two cylinders to be within 10 bar
- The maximum deviation from mean value for each cylinder is 6 bar and no
cylinder is allowed to exceed:
200 bar for 900/1000rpm (C3 model)
190 bar for 900/1000rpm
180 bar for 720/750rpm
Main reasons for deviations are:
- The fuel injection timing.

- Variations of air receiver pressure.
- Disturbances in injection pump or nozzle function.
3.1.2 Exhaust-gas temperature after cylinders
The exhaust gas temperature is measured for each cylinder. The acceptance criteria at
100% load are:
4L20 720 & 750 rpm 400 30C

6 - 9L20 720 & 750 rpm 400 30C
4L20 900 rpm 400 30C

5L20 900 rpm 400 30C
6 & 9L20 900 rpm 400 30C
8L20 900 rpm 400 30C
4L20 1000 rpm 400 30C

5L20 1000 rpm 400 30C
6 & 9L20 1000 rpm 400 30C
8L20 1000 rpm 400 30C

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7(10) DAAE002455 a
Maximum deviation between cylinders is 90C. However, in 8L engines cylinder 7 for CW

and cylinder 8 for CCW rotation can have temperature 80C higher than the mean
temperature of the other cylinders. This is due the configuration of the pulse turbo charging
system and the cylinders firing sequence.
Main reasons for deviations are:
- changes in air receiver temperature
3.1.3 Charge air pressure
The charge air pressure is measured using the engine mounted pressure gauge.
- The readings at 100% load to be within:

720 & 750 2.60 bar 0.25
900 & 1000 3.00 bar 0.25
900 & 1000 (C3 model) 3.40 bar 0.25
3.2 Test results
List B - Test Results, Parameters to be Calculated (ISO 15550)
B1 Brake power
B2 Specific fuel consumption
3.2.1 Brake power
The brake power for the engine is calculated from the measured electrical active power and
the generator electrical efficiency. The efficiency of the generator is available from the
manufacturers data sheet and is provided by the marine department. Data sheets for in-
house generators are available at the test run department. The electrical power can be read
directly from the operator station.
3.2.2 Specific fuel oil consumption
The fuel oil consumption is measured with a scale. The consumption measuring system will
automatically measure the time the engine needs to consume a predetermined amount of
fuel, usually 2,5 - 20 kg, depending on the size of the engine.
The acceptance criteria for the engine fuel consumption are stated in the contract.
Samples of the fuel are periodically sent to an independent authority for analysis. The latest
analysis is available at the test run department on request.
To correct for ambient conditions during test differing from ISO 15550 standard reference
conditions, conversion formula as stated by ISO 3046-1, are used to obtain the specific fuel
consumption. See formula below.
In case the specific fuel consumption is presented as fuel consumption without engine
driven pumps the following reductions from the SFOC will be made since the engine is
equipped with following on-built engine driven pumps:
HT water pump 1.0 g/kWh (at 100 % load)

LT water pump 1.0 g/kWh (at 100 % load)

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8(10) DAAE002455 a
LO pump 2.0 g/kWh (at 100 % load)
MDO pump 1.0 g/kWh (at 100 % load)

Sea water pump 1.0 g/kWh (at 100 % load)
Conversion Formula
1
= k 0.7(1 k ) 1
m
m n s
p T T
k = x r cr
pr Tx Tcx
M S MLS
BE = 3600 [g/kWh]
PS
Q
BISO = BE x EDP [g/kWh]
k Qr
Where: k = ratio of indicated power
= power adjustment factor
px = barometric pressure during test [kPa]
pr = standard reference barometric pressure [100 kPa]
Tx = air temperature during test [K]
Tr = reference air temperature [298 K]
Tcx = charge air coolant temperature during test [K]
Tcr = reference charge air coolant temperature [298 K]
m = 0,7
n = 1,2 exponents to be used for 4-cycle diesel engines acc. to ISO 3046-1, table 3
s = 1,0
m = mechanical efficiency, 0.8
Qx = net calorific value of the fuel during test [MJ/kg]
Qr = reference net calorific value of fuel [42.7 MJ/kg]
BE = fuel oil consumption on test bed [g/kWh]
BISO = fuel oil consumption according to ISO [g/kWh]
M = measured fuel quantity [g]
MLS = flow of clean leak fuel [0.1 g/s cyl]
P = engine output [kW]
S = time [s]
EDP = engine driven pumps [4 g/kWh]

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9(10) DAAE002455 a
3.3 Functional checks
[ISO 15550] Functional checks which may additionally be carried out. Selection from list C shall be
made by agreement between the manufacturer and customer.
List C - Functional checks, Functions to be verified (ISO 15550)

C1 The correct functioning of the overspeed limiting device in accordance with ISO 3046-6
C2 The correct functioning of the speed governing system in accordance with ISO 3046-4
C3 The ability of all malfunction protection and warning devices to respond correctly to the fault
conditions in which they should operate (e.g., low lubricating oil pressure, high lubricating
oil temperatures, high coolant temperatures, pressure rise in the crankcase, etc.)
C4 The correct functioning of all automatic pressure and temperature controls
C5 The ability of the starting system to perform prior to and/or after the acceptance test
conditions of the engine are reached, subject to agreement between the customer and
manufacturer
C6 The correct functioning of the reversing mechanism, built-in reverse reduction gear and
couplings
C7 That the temperature of important components is satisfactory
C8 That the crank web deflection is within the given limits
C9 Stability of the engine on its support
1) 2)
C10 The condition after test of one or more piston and cylinder assemblies and bearings,
chosen randomly for inspection
1)
Piston is not inspected
2)
Cylinders inspected only from crankcase side
Note: Points C1, C3 (low lube oil pressure shutdown), C8 and C10 are included in Wartsila
standard FAT procedures. See note at section 2.4 in this document.
3.4 Load Application Test
The speed governor and load acceptance of the generating set are tested by making rapid
load changes. The load is applied in three steps, normally 0-33-66-100%, or 0-40-70-100%.
According to the rules of the classification societies the instantaneous speed drop may not
exceed 10 % of rated speed. The recovery time is 5 seconds, which means that the speed
must be within 1% of the rated speed after 5 seconds. The minimum load steps
recommended by the International Association of Classification Societies (IACS) are
presented in Fig. 6.
The individual classification societies may specify different a load application scheme, but
three steps can normally be accepted by most classification societies if the load
management system onboard will be built accordingly. The customer has to clarify this with
the classification society concerned.
Load application tests onboard must be performed with the contracted fuel in order to
achieve the same performance as in the factory test run.
The speed governor performance can be followed in the historical trends in the operator
station where engine speed, generator voltage and output and turbocharger speed are
graphically recorded.

7 January 2008
10(10) DAAE002455 a
Fig. 6 IACS recommended load steps
3.5 Special tests
Other tests or checks can be done in combination to the factory acceptance test if
specifically stated in the contract, i.e. noise-, vibration- or emission measurement.
4. Crankshaft alignment check in hot condition
For generating sets a hot crankshaft alignment is done when the test run is finished, the
control is done to check the straightness of the crankshaft when it is in running (hot)
condition and thereby verify correct installation on the common base frame. However, the
alignment in hot condition is to be verified after final installation on board as well.
5. Inspection of engine
After the test run, the customer and the representative of the classification society are
invited to supervise the inspection of the engine. See instruction 4V59L0169 for details of
the procedures.
6. Finishing
After the inspection of the engine, there are a number of different items checked, just before
delivery. A separate instruction 4V59L0171 describes the details and other routines after
the test run, as well as the internal and external anticorrosion protection treatment and
painting of the engine.
7. Health and safety during FAT
The tests are made according to the factory internal health and safety instructions and way
of working. These are governed by the ISO 18001 standard.

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7 January 2008
3. Fuel Oil System
3. Fuel Oil System

3.1 System overview
When running on MDF proper measures have to be taken to ensure that the fuel oil viscosity at the engine
inlet does not fall below the minimum limit. Furthermore the inlet temperature shall not exceed 50C. This
may require an external MDF cooler to be installed.
The lay-out of the fuel oil system is shown in drawing "recommended fuel oil system". If fuel oil system
components are included in our scope of supply they are listed in section "Component data, Wrtsil scope
of supply".
3.1.1 Engine internal system

The following equipment is built on the engine (Wrtsil 9L20):
fuel injection pumps
injection valves
engine driven fuel feed pump
duplex fine filter
pressure relief valve in the outlet pipe
Controlled leak fuel from the injection valves and the injection pumps is drained to atmospheric pressure
(Clean leak fuel system). The clean leak fuel can be reconducted to the system without treatment. The
quantity of leak fuel is given in the section "Technical data". Possible uncontrolled leak fuel and spilled
water and oil is separately drained from the hot-box and shall be led to a sludge tank (Dirty leak fuel
system).
The arrangement of the built-on system is shown in the drawing "internal fuel system".
3.2 System design data

3.2.1 Fuel oil quality
NOTE! This installation is designed for the fuel specified in section "Fuel oil specification". The limits
below are general for MDF operation.
Table 3.1 MDF Specifications
Property Unit ISO-F-DMX ISO-F-DMA ISO-F-DMB ISO-F-DMC 1) Test method ref.

Apperance Clear and bright - - Visual inspection
Viscosity, min, before injection cSt 1.8 1.8 1.8 1.8
pumps 2)
Viscosity, max, before injection cSt 24 24 24 24
pumps 2)
Viscosity, max. cSt at 40C 5.5 6 11 14 ISO 3104
Density, max. kg/m at 15C 890 900 920 ISO 3675/12185
Cetane index, min 45 40 35 ISO 4264
Water, max. % volume 0.3 0.3 ISO 3733
Sulphur, max. % mass 1 1.5 2 3) 2 3) ISO 8754/14596
Ash, max. % mass 0.01 0.01 0.01 0.05 ISO 6245
Vanadium, max. mg/kg 100 ISO 14597 or IP
501/470
Sodium before engine, max. 2) mg/kg 30 ISO 10478

7 January 2008
3. Fuel Oil System
Property Unit ISO-F-DMX ISO-F-DMA ISO-F-DMB ISO-F-DMC 1) Test method ref.

Aluminium + Silicon, max. mg/kg 25 ISO 10478 or IP
501/470
Aluminium + Silicon before en- mg/kg 15 ISO 10478 or IP
gine, max. 2) 501/470
Carbon residue (micro method, % mass 0.30 0.30 ISO 10370
10 % vol dist. 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, max. C -6...0 0...6 0...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 4) mg/kg 30 IP 501/470
- calcium, max. mg/kg 15 IP 501/470
- zinc, max. mg/kg 15 IP 501/470
- phosphorus, max.
1) Use of ISO-F-DMC category fuel is allowed provided that the fuel treatment system is equipped with a fuel oil separator.
2) Additional properties specified by the engine manufacturer, which are not included in the ISO specification or differ from
the ISO specification.
3) A sulphur limit of 1,5 % m/m will apply in SOx emission controlled areas designated by International Maritime Organization.
There may be also 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 phos-
phorus are below or at the specified limits. All three elements shall exceed the same limits before a fuel shall be deemed
to contain ULO.
3.2.2 Calculation formulas

The total fuel oil consumption is calculated as follows. This formula shall be used when calculation the
consumption for selecting sizes of pumps, valves, separators etc. related to the fuel oil system before the
engines.
where:
FE = Fuel oil consumption for the engine, site fuel [kg/h]
FSH = Fuel oil consumption for the engine at ISO conditions [g/kWh]. See section "Technical data".
Add a tolerance of 5%.
Adjust the stated fuel consumption according to the following:
Add 1 g/kWh since the fuel oil pump is built on the engine
QN = Site fuel caloric value [MJ/kg]
PS = Shaft output for the engine [kW]
Minimum flow requirement for a fuel oil system component or unit is calculated as follows:
where:
Q = Min. required capacity at injection temperature [m3/h] (for one engine)
FE = Fuel consumption for the engine, site fuel [kg/h]
CF = Circulation factor = 5:1
FUEL= Fuel oil density at injection temperature [kg/m3]

7 January 2008
3. Fuel Oil System
3.3 Recommended functions

The following functions are not included in Wrtsil scope of supply. We recommend you to design these
functions as follows.
3.3.1 MDF separator unit (1N05)
General remarks
The fuel treatment system should comprise a settling tank and separators to supply the engine(s) with
sufficiently clean fuel. The recommendations for the design of the separator should be closely followed.
Settling of marine diesel fuel

The settling tank (1T10) should normally be dimensioned to ensure fuel supply for min. 24 operating hours
when filled to maximum. The tank should be designed to provide the most efficient sludge and water rejecting
effect.
The temperature in the settling tank should be between 20...40C. The min. level in the settling tank should
be kept as high as possible. In this way the temperature will not decrease too much when filling up with
cold bunker.
Separator system
Also marine diesel fuel must be cleaned in an efficient centrifugal separator before entering the day tank
as fuel may be contaminated in the storage tanks.
Separator feed pump (1P02)

The use of a screw pump is recommended. The pump should be separate from the separator and electrically
driven.
The pump should be dimensioned for the actual fuel quality and recommended throughput through the
separator.
Design data:
Pressure, max 0.5 MPa (5 bar)
Temperature 40 C
A suction filter should be fitted to protect the feed pump. The filter can be either a duplex filter with change
over valves or two separate simplex filters. Fineness 0.5 mm.
Separator heater (1E01)

The preheater is normally dimensioned according to the pump capacity and a given settling tank temperature.
The heater surface temperature must not be too high in order to avoid cracking of the fuel. The heating
should be thermostatically controlled for maintaining the fuel temperature within 2C. The recommended
preheating temperature for MDF is 20-40C depending on the viscosity.
The required minimum capacity of the heater is:
where:
P = heater capacity [kW]
m = capacity of the separator feed pump [l/h]
t = temperature rise in heater [C]
Separator (1S01)
The fuel oil separator should be sized according to the recommendations of the separator maker. The lower
the flow rate, the better the efficiency. The required service throughput of the separator is:

7 January 2008
3. Fuel Oil System
where:
QLFOS = Required capacity at 15C [m3/h] (for one engine)
FE = Fuel consumption for the engine, site fuel [kg/h]
FUEL = Density of the fuel at 15C [kg/m]
CS = Separator safety factor, e.g. 15%.
3.3.2 Sludge tank (1T05)

The sludge tank shall be placed below the separators as close as possible. The sludge pipe shall be con-
tinuously falling without any horizontal parts.
The principal lay-out of the transfer and separating system is shown in drawing "recommended transfer
and separating system".
3.3.3 MDF day tank (1T06)

Two marine diesel fuel day tanks should normally be dimensioned to ensure fuel supply for 8 operating
hours each when filled to maximum. The design of the tanks should be such that water and dirt particles
do not collect in the suction pipe. The day tanks must be placed at a sufficient height for positive head at
the engine inlet.
An overflow pipe should be installed from the day tank to the settling tank. The overflow pipe should be
connected to the lower part of the day tank to recirculate water that may get into the fuel after the separators.
3.3.4 Collection leak fuel
Leak fuel tank, clean fuel (1T04)

Clean leak fuel draining from the injection equipment can, if desired, be re-used without repeated treatment.
The fuel should then be drained to a separate leak fuel tank and, from there, be pumped to the day tank.
Alternatively, the clean leak fuel tank can be drained to another tank for clean fuel, e.g. the bunker tank,
the overflow tank etc. The pipes from the engine to the drain tank should be arranged continuously sloping.
Leak fuel tank, dirty fuel (1T06)

Any leakage of fuel oil or water at the engine top is collected into the dirty leak fuel system. Normally no
leakage occurs during operation.

3.4.1 Cooler (MDF return line) (1E04)
Quantity ................................................ 4
Type ...................................................... P10-3P-L=600
Flow (Fuel) (m/h) .................................. 1,9
Pressure drop (Water) (bar) .................. 0,12
Pressure drop (Fuel) (bar) ..................... 0,03
Heat load (kW) ...................................... 9
Max. outlet temp (Fuel) (C) .................. 45
Max. inlet temp (Fuel) (C) .................... 55
Max. inlet temp (Water) (C) ................. 38
Cooling media ...................................... Fresh water
Dimensional drawing ............................ PS10-0-0005

7 January 2008
3. Fuel Oil System
3.4.2 Flow meter with pulse transmitter (MDF) (1I03)

Quantity ................................................ 4
3.4.3 Fuel circulation pump with el motor (1M01)

Quantity ................................................ 2
Pump type ............................................ ACE 025N3 NTBP
El motor type ........................................ WU-DA 80MJ-D-2
Frequenzy (Hz) ..................................... 60
Voltage (V) ............................................ 690
Nominal speed (rpm) ............................ 3496
Dimensional drawing ............................ U-ACE-981
3.4.4 Suction strainer (MDF) (1F07)

Quantity ................................................ 2
Type ...................................................... 2.04.5
Brand .................................................... Boll&Kirch
Max flow (m/h) .................................... 4,5
Connection (DN) ................................... 40
Fineness absolute (micron) .................. 320
Dimensional drawing ............................ Z102346
DPI drawing .......................................... DPI_4-36-2
3.5 Drawings
DAAE058154- Internal fuel oil system ......................................................................................... 3-6
DAAE058155- Recommended fuel oil system ............................................................................. 3-7
DAAE015263b Recommended transfer and separating system .................................................. 3-8
DBAA406400- 1E04 - Cooler (MDF return line), dimensional drawing ........................................ 3-9
DBAA406400- 1E04 - Cooler (MDF return line), technical data .................................................. 3-10
Z102346- 1F07 - Suction strainer (MDF) dimensional drawing ............................................ 3-11
DPI_4-36-2- 1F07 - Suction strainer (MDF) DPI ...................................................................... 3-12
DBAA406434- 1P03 - Circulation pump (MDF) dimensional drawing ......................................... 3-13
DBAA406434- 1P03 - Circulation pump (MDF) Driver specification ............................................ 3-14
DBAA406434- 1P03 - Circulation pump (MDF) Pump calculation ............................................... 3-15

7 January 2008
DAAE058154- - Internal fuel oil system

7 January 2008
DAAE058155- - Recommended fuel oil system

7 January 2008
DAAE015263b - Recommended transfer and separating system

7 January 2008
DBAA406400- - 1E04 - Cooler (MDF return line), dimensional drawing

7 January 2008
DBAA406400- - 1E04 - Cooler (MDF return line), technical data
SPECIFICATION SHEET
Service : Fuel oil cooler Date : 26-apr-2007
Client : Wartsila Finland Ship Power Your ref.: Ulstein PX105-1/-2,
Coolertype : P10-3P-L=600 Our ref.: P070709-01-0
Version : PF/MV Drawing : PS10-0-0005
Heat exchanged 9.00 kW
Shellside Oil MDO

Inlet temperature 55.16 C
Outlet temperature 45.00 C
Fluid flow 1.90 m3/h
Pressure drop 0.03 bar
Operating pressure 16.00 bar
External heat transfer surface 4.59 m2
Connection 1" BSP -
Content 2 ltr
Design temperature 120.00 C
Design pressure 16.00 barg
Tube side Non corrosive, circ.water

Inlet temperature 38.00 C
Outlet temperature 41.26 C
Fluid flow 2.40 m3/h
Pressure drop 0.12 bar
Velocity 1.73 m/s
Operating pressure 10.00 bar
Internal heat transfer surface 0.38 m2
Connection 1" BSP -
Content 1 ltr
Design temperature 80.00 C
Design pressure 10.00 barg
General
Fouling (extra surface) 20.00 %
Overall transfer rate (internal) 2440 W/(m2K)
Log mean temp diff. 9.66 C
Number of tubepasses 3 -
Nominal tube length 600 mm
Tube diameter 8.30 mm
Weight cooler empty (approx.) 14 kg
Materials
Tubes: Mat.nr 2.0872 - CuNi10Fe1Mn
Tubeplates: Mat.nr 2.0540 - CuZn35Ni
Baffles: Aluminium
Fins: Aluminium
Shell: C.Steel / nod.cast iron
Bonnet/cover: Bronze (with anodes)
Remarks
Design and Inspection: Bloksma

7 January 2008
Z102346- - 1F07 - Suction strainer (MDF) dimensional drawing

7 January 2008
DPI_4-36-2- - 1F07 - Suction strainer (MDF) DPI
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7 January 2008
DBAA406434- - 1P03 - Circulation pump (MDF) dimensional drawing

7 January 2008
DBAA406434- - 1P03 - Circulation pump (MDF) Driver specification
Driver specification
Date of calculation Signature

2007-12-17 R. Osterman
Inquiry from
Our ref. No
Cust. ref. No. AKER Yards 728 MDF pumps
Item No
Selected pump ACE 025N3 NTBP
BC WU-DA 80MJ-D-2
Manufacturer BC
Model WU-DA 80MJ-D-2
Frequency 60 Hz
Power 1.25 kW
Nominal speed 3440 rpm
Voltage 690 V
Y/D Y
Current 1,6 A
Start current 10.2 A
IEC size 80
Weight 9.0 kg
Noise 59.0 dB(A)
Efficiency 81.0 %
cos(fi) 0.82
Isol/prot F/IP55
Classification Marine/Industrial
Mounting IM3001/B5
Cooling IC41
Cable 1xM20*1.5+M20*1.5
Material Aluminium
Inertia 0.0019 kgm
Torque 9.99 Nm
Driver file V1.92 B108ABDC9C67C1F3
IMO AB TELEPHONE: TELEX: TELEFAX:

P.O. Box 42090 +46-(0)8-50622800 11548 IMO S +46-(0)8-199939
S-126 14 Stockholm
Visitors: Vstberga all 50

7 January 2008
DBAA406434- - 1P03 - Circulation pump (MDF) Pump calculation
Pump calculation
Date of calculation Signature

2007-12-17 R. Osterman
Inquiry from
Our ref. No
Cust. ref. No. AKER Yards 728 MDF pumps
Item No
Fluid type Marine Diesel Oil
Driver WU-DA 80MJ-D-2 / 3440 rpm / 1.25 kW
Selected pump ACE 025N3 NTBP
Duty case No. 1 2
Outlet press. bar 8.0 8.0

Inlet press. bar 0.10 0.10
Min. inlet pressure bar -0.85 -0.85
Differential pressure bar 7.9 7.9
Speed rpm 3496 3496

Viscosity cSt 13.0 4.9
Inlet temp C 20.0 50.0
Calc'd flow m/h 2.25 2.07

Required flow m/h 1.80 1.80
Power kW 0.81 0.81
Efficiency tot 60.0 56.0
Calculations made by IMO pumpselection program WinPump 3.5.0 B108ABDC9C67C1F3

Pump file V5.15, Oil file V1.7, Driver file V1.92
IMO AB TELEPHONE: TELEX: TELEFAX:

P.O. Box 42090 +46-(0)8-50622800 11548 IMO S +46-(0)8-199939
S-126 14 Stockholm
Visitors: Vstberga all 50

7 January 2008

7 January 2008
4. Lubricating Oil and Crankcase Ventilation Systems
4. Lubricating Oil and Crankcase Ventilation

Systems
4.1 System overview
Each engine should have a lubricating oil system of its own. The lubricating oil must not be mixed between
different systems.
The lay-out of the lubricating oil system is shown in drawing "recommended lubricating oil system". If lub-
ricating oil system components are included in our scope of supply they are listed in section "Component
data, Wrtsil scope of supply".
Oil vapours formed in the crankcase of the engine have to be ventilated out of the engine room via the
crankcase ventilation system. The outlet is to be equipped with a condensate trap.

engine driven lubricating oil pump
electric motor driven prelubricating pump
lubricating oil cooler
thermostat valve
automatic filter
centrifugal filter
pressure control valve
wet sump
The prelubricating oil pump is used for:
filling of the lubricating oil system before starting
continuous prelubrication of a stopped engine in a multi-engine installation always when one of the
engines is running
The arrangement of the built-on system is shown in the drawing "internal lubricating oil system".

4.2.1 Lubricating oil quality
NOTE! Contact Wrtsil before using a non approved lubricating oil. Lubricating oils that are not ap-
proved have to be tested according to our procedures. Should unapproved lubricating oils be
used during the engine warranty period, and there exist no agreement with the engine manufac-
turer about testing, the engine guarantee does not hold.
Approved lubricating oils for the engine

The lubricating oil viscosity class is SAE 40 (ISO VG 150), minimum viscosity index is 95. The required
lubricating oil alkalinity is tied to the fuel specified for the engine, see table below.
Table 4.1 Fuel standards and lubricating oil requirements.
Category Fuel standard BN

A ISO8217:2005(E) ISO-F-DMA, ISO-F-DMX 10...30
B ISO8217:2005(E) ISO-F-DMB 15...30

7 January 2008
Category Fuel standard BN

ISO-F-DMC
C ISO8217:2005(E) 30...55
ISO-F-RMA 30 to RMK 700 (HFO)
Fuel categories A and B, recommended in gas oil or marine diesel oil installations. If ISO-F-DMC is used
as fuel, the recommended lubricating oils are according to fuel category C.
Fuel category C, recommended in the first place when operating on HFO or an fuel with high sulphur content
in order to reach full service intervals. BN50...55 lubricating oils are preferred in the first place.
Table 4.2 Approved lubricating oils for fuel categories A and B.
Supplier Brand name Viscosity BN Fuel category

BP Energol HPDX 40 SAE 40 12 A
Castrol HLX 40 SAE 40 12 A
MHP 154 SAE 40 15 A, B
Seamax Extra 40 SAE 40 15 A, B
ChevronTexaco Delo 1000 Marine 40 SAE 40 12 A
(Caltex + FAMM) Delo 2000 Marine 40 SAE 40 20 A, B
Taro 12 XD 40 SAE 40 12 A
Taro 20 DP 40 SAE 40 20 A, B
ExxonMobil Mobilgard ADL 40 SAE 40 15 A, B
Mobilgard 412 SAE 40 15 A, B
Mobilgard 1 SHC SAE 40 15 A, B
Indian Oil Corporation Servo Marine 1040 SAE 40 10 A
Servo Marine 2040 SAE 40 20 A, B
Petrobras Marbrax CCD-410-AP SAE 40 12 A
Marbrax CCD-415 SAE 40 15 A, B
Marbrax CCD-420 SAE 40 20 A, B
Shell Gadinia Oil 40 SAE 40 12 A
Statoil MarWay 1040 SAE 40 10.6 A
Total / Lubmarine Disola M 4015 SAE 40 14 A
Aurelia 4020 SAE 40 20 A, B
Table 4.3 Approved lubricating oils for fuel category C.

BP Energol IC-HFX 404 SAE 40 40 C
Energol IC-HFX 504 SAE 40 50 C
Castrol TLX Plus 404 SAE 40 40 C
TLX Plus 504 SAE 40 50 C
TLX Plus 554 SAE 40 55 C
Cepsa Troncoil 4040 PLUS SAE 40 40 C
Troncoil 4050 PLUS SAE 40 50 C
Ertoil Koral 4040 SHF SAE 40 40 C
Ertoil Koral 4050 SHF SAE 40 50 C
ChevronTexaco Taro 40 XL 40 SAE 40 40 C
(Caltex + FAMM) Taro 50 XL 40 SAE 40 50 C
Delo 3400 Marine 40 SAE 40 40 C
Delo 3550 Marine 40 SAE 40 55 C
Chinese Petroleum Corporation Marilube Oil W 404 SAE 40 40 C
Marilube Oil W 504 SAE 40 50 C
ENI S.p.A. Cladium 400 S SAE 40 SAE 40 40 C
Cladium 500 S SAE 40 SAE 40 50 C
Cladium 550 S SAE 40 SAE 40 55 C
ExxonMobil Exxmar 40 TP 40 SAE 40 40 C
Exxmar 50 TP 40 SAE 40 50 C
Mobilgard M 440 SAE 40 40 C
Mobilgard M50 SAE 40 50 C

7 January 2008

Fuchs Titan PSW 40 SAE 40 SAE 40 40 C
Titan PSW 55 SAE 40 SAE 40 55 C
Indian Oil Corporation Servo Marine K-4040 SAE 40 40 C
Servo Marine K-5040 SAE 40 50 C
Servo Marine K-5540 SAE 40 55 C
Pertamina Martron 440 SAE 40 40 C
Martron 450 SAE 40 50 C
Salyx 440 SAE 40 40 C
Salyx 450 SAE 40 50 C
Petrobras Marbrax CCD-440 SAE 40 40 C
Marbrax CCD-450 SAE 40 50 C
Petron Petromar XC 4040 SAE 40 40 C
Petromar XC 5540 SAE 40 55 C
Repsol YPF Neptuno W NT 4000 SAE 40 SAE 40 40 C
Neptuno W NT 5500 SAE 40 SAE 40 55 C
Shell Argina X 40 SAE 40 40 C
Argina XL 40 SAE 40 50 C
Total / Lubmarine Aurelia XL 4040 SAE 40 40 C
Aurelia XL 4055 SAE 40 55 C
BN 30 lubricating oils should be used in HFO in installations with SCR (Selective Catalyctic Reduction), 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.
Approved lubricating oil for engine turning device

It is recommended to use EP-gear oils, viscosity 400-500 cSt at 40C (ISO VG 460) as lubricating oils for
the turning device.
Approved lubricating oils for governor

An oil of viscosity class SAE 30 or SAE 40 is suitable and usually the same oil can be used as in the engine.
Turbocharger oil can also be used in the governor. In low ambient conditions it may be necessary to use
a multigrade oil (e.g. SAE 5W-40) to get a good control during start-up.
Approved lubricating oils for starting motor

Table 4.4 Approved lubricating oils for starting motor.
Supplier Brand name

NYE Lubricants Rheolube 377AL

The following functions are not included in Wrtsil scope of supply. We recommend you to follow these
guidelines.
4.3.1 Lubricating oil system

For 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.
Separator unit (2N01)

Each main engine operating on HFO shall have a dedicated separator. The separator shall be dimensioned
for continuous operation.

7 January 2008
Design data:
Separating temperature 9095 C
Capacity according to the formula below:
where:
Q = actual flow through the separator [l/h]
P = total engine output [kW]
n = number of through-flows of the oil volume/day (4 for engines operated on MDF)
t = Separating time/day [h]
23h for separators with total discharge, 24h for separators with partial discharge
Separator pump (2P03)

The separator pump may be directly driven by the separator or separately driven by an electric motor. The
flow shall be adapted to achieve the above mentioned optimal flow.
Separator heater (2E02)

The preheater may be a steam or an electric heater. The surface temperature of the heater coils must not
exceed 150 C in order to avoid coking of the oil.
Renovating oil tank (2T04)

For engines with wet sump 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.
New oil tank (2T03)

For engines with wet sump the lubricating oil may be filled into the engine using the separator pipe or the
filling connection on the engine. The system shall be arranged so that it is possible to measure the filled oil
volume.
Sludge/waste oil tank (2T06)

The sludge/waste oil tank can be used for the storage of used lubricating oil, in addition to the sludge
coming from the LO separator unit.

7 January 2008
4.3.2 Crankcase ventilation system
Figure 4.1 Crankcase ventilation overview
A crankcase vent pipe shall be provided for each engine. Vent

pipes of several engines and vent pipes of engine crankcases
and tanks shall not be joined together.
The diameter of the pipe shall be large enough to avoid excess-
ive back pressure considering the length of the pipe and number
of bends. Flame arresters should not cause excessive flow
resistance.
The connection between engine and pipe is to be made flexible.
The vent pipe should be led out of the engine room in such a
way that the risk of water condensation in the pipe is minimized.
A condensate trap shall be fitted on all vent pipes within 1...2
m from the engine.
The design principle and connection sizes of the condensate
trap is shown in the drawing "recommended crankcase ventila-
tion system".
4.4 Drawings
DAAE058156- Internal lubricating oil system .............................................................................. 4-6
DAAE058157- Recommended lubricating oil system .................................................................. 4-7
4V76E2522a Recommended crankcase ventilation .................................................................. 4-8

7 January 2008
DAAE058156- - Internal lubricating oil system

7 January 2008
DAAE058157- - Recommended lubricating oil system

7 January 2008
4V76E2522a - Recommended crankcase ventilation

7 January 2008
5. Compressed Air System

5.1 System overview
Compressed air is used to start engines and to provide actuating energy for safety and control devices.
Compressed air is used onboard also for other purposes with different pressures. The use of starting air
supply for these other purposes is limited in 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.
The design of the starting air system is partly determined by the rules of the classification societies. Most
classification societies require the total capacity to be divided over two roughly equally sized starting air
receivers and starting air compressors. The rule requirements of some classification societies are not precise
for multiple engine installations.
The lay-out of the compressed air system is shown in the drawing "recommended starting air system". If
compressed air system components are included in our scope of supply they are listed in section "Com-
ponent data, Wrtsil scope of supply".

The engine is equipped with a pneumatic starting motor driving the engine through a gear rim on the flywheel.
The nominal starting air pressure of 3 MPa (30 bar) is reduced to 1 MPa (10 bar) with a pressure regulator
mounted on the engine. The compressed air system of the electro-pneumatic overspeed trip is connected
to the starting air system. For this reason, the air supply to the engine must not be closed during operation.
The components built on the engine are shown in the drawing "internal starting air system".

5.2.1 Starting air consumption
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 2...3 times the air volume stated in technical data. If the ship
has a class notation for unattended machinery spaces, then the starts may have to be demonstrated as
remote starts, usually so that only the last starting attempt is successful.
This must be checked, by the ship builder, with the classification society.

5.3.1 Starting air vessel (3T01)

The starting air receiver should be dimensioned for a nominal pressure of 3 MPa (30 bar).
The starting air receivers are to be equipped with at least a manual valve for condensate drainage. If the
air receivers are mounted horizontally, there must be an inclination of 3...5 towards drain valve to ensure
efficient draining
The following formula shall be used to calculate the total air volume:
where:
VAIR = Total air volume required [m3]
nST = Number of starts [pcs]
p = Allowed pressure difference [bar], max start pressure (30 bar) - min air pressure (18 bar).

7 January 2008
where:
QST, i = Consumption for one start for engine i [Nm3/h]
The number of starts is specified in the classification societies rules.
5.3.2 Starting air compressor unit (3N02)

The recommended size of the starting air compressor is calculated according to the following formula:
where:
QC = Recommended capacity [m3/h]
VSAV = Starting air vessel volume [m3]
nSAV = Number of starting air vessels of equal size [pcs]
nC = Number of starting air compressors [pcs]
pN = Nominal pressure [bar]
t = Time for filling from atmospheric pressure to nominal pressure [h]
At least two starting air compressors must be installed. It is recommended that the compressors are capable
of filling the starting air receiver from minimum to maximum pressure in 15...30 minutes. For exact determ-
ination of the minimum capacity, the rules of the classification societies must be followed.
Separator (3S01)
An oil and water separator should always be installed in the pipe between the compressor and the air vessel.
Depending on the operating conditions of the installation, an oil and water separator may be needed in the
pipe between the air vessel and engine. The starting air pipes should always be drawn with slope and be
arranged with manual or automatic draining at the lowest points.
5.3.3 Air filter (3F02)

Condense formation after the water separator (between starting air compressor and starting air receivers)
create and loosen abrasive rust from the piping, fittings and receivers. Therefore it is recommended to install
a filter in the external starting air system just 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 with a 0.8 mm perforations. 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.
5.4 Drawings
DAAE058158- Internal starting air system .................................................................................. 5-3
DAAE058159- Recommended starting air system ...................................................................... 5-4

7 January 2008
DAAE058158- - Internal starting air system

7 January 2008
DAAE058159- - Recommended starting air system

7 January 2008
6. Cooling Water System

6.1 System overview
Only treated fresh water may be used for cooling the engines.
The lay-out of the cooling water system is shown in the drawing "recommended cooling water system". If
cooling water components are included in our scope of supply they are listed in section "Component data,
Wrtsil scope of supply".

The cooling water system consists of a high temperature (HT) and a low temperature (LT) circuit, both
cooled by treated fresh water. The HT-circuit is cooling the jackets and cylinder heads and the LT-circuit
is cooling the charge air and lubricating oil.
engine driven HT circulating pump with non-return valve
HT thermostatic valve of self actuating type for controlling the outlet temperature from the engine
charge air cooler
engine driven LT circulating pump with non-return valve
The arrangement of the built-on system is shown in the drawing "internal system".

6.2.1 Raw water quality
Raw water quality to be used in the closed cooling water circuits of engines has to meet the following
specification.
Table 6.1 Raw water specification
Property Limit
pH, min, 6.5
Hardness, max. 10 dH
Chlorides, max 80 mg/l
Sulphates, max. 150 mg/l
For raw water, evaporated water and a good quality tap water are normally recommended. If a reverse os-
mosis process results in water quality specified above, that can be used as well. Untreated sea water and
fresh water as well as rain water are unsuitable raw water qualities.
6.2.2 Cooling water treatment

Table 6.2 Approved cooling water treatment products
Product Supplier
CorrShield NT 4293 GE Betz Europe
CorrShield NT 4200 Interleuvenlaan 25
B-3001 Heverlee, Belgium
GE Betz
4636 Somerton Road
Trevose
PA 19053, United States
Cooltreat 651 Houseman Ltd
The Priory, Burnham
Slough SL1 7LS, UK

7 January 2008
Product Supplier
DEWT-NC powder Ashland Specialty Chemical
Liquidewt Drew Marine
Maxigard One Drew Plaza
Boonton, NJ 07005, USA
Dieselguard NB Unitor ASA
Rocor NB liquid P.O. Box 300 Skyen
Cooltreat AL N-0212 Oslo, Norway
Drewgard 4109 Ashland Specialty Chemical
Drew Industrial
One Drew Plaza
Boonton, NJ 07005, USA
Havoline XLi S.A. Arteco N.V.
Technologiepark-Zwijnaarde 2
B-9052 Ghent/Zwijnaarde, Belgium
Chevron Global Lubricants

6101 Bollinger Canyon Road
San Ramon, CA 94583
Korrostop KV RRS-Yhtit
Pieksmentie 398A
77570 Jppil, Finland
Marisol CW Maritech AB
Box 143
S-29122 Kristianstad, Sweden
Nalco 39 L Nalco Chemical Company
Nalcool 2000 One Nalco Centre
Naperville, Illinois
60566-1024 USA
Nalcool 2000 Nalfleet Marine Chemicals
Nalfleet EWT 9-108 PO Box 11
Winnington Avenue, Northwich
Cheshire, CW8 4DX, UK
RD11 Rohm & Haas
RD11M La Tour de Lyon
RD25 185, Rue de Bercy
75579 Paris, Cedex 12, France
Vecom CWT Diesel QC-2 Vecom Holding BV
PO Box 27
3140 AA Maassluis, The Netherlands
W T Supra Total
Diamant B, 16, rue de la Rpublique
92922 Paris La Dfense Cedex, France
Q8 Corrosion Inhibitor Long-Life Kuwait Petroleum (Danmark) AS
Hummetoftveij 49
DK-2830 Virum, Denmark
In order to prevent corrosion in the cooling water system, the instructions of right dosage and concentration
of active corrosion inhibitors should always be followed. The information can be found in the table below.
Table 6.3 Dosage instructions
Product designation Dosage per 1 m of Concentration of active corrosion inhibitor

system capacity
Corrshield NT 4293 10 litres 670...1000 ppm as NO2
CorrShield NT 4200
Drewgard 4109 16...30 litres 640...1200 ppm as NO2

7 January 2008
Product designation Dosage per 1 m of Concentration of active corrosion inhibitor

system capacity
DEWT-NC powder 3...4.5 kg 1500...2250 ppm as NO2
Liquidewt 8...12 litres 470...700 ppm as NO2
Maxigard 16...30 litres 640...1200 ppm as NO2
Cooltreat 651 5 litres 800 ppm as NO2
Q8 Corrosion Inhibitor Long-Life 50...100 litres 1.8...3.7 Brix of active compounds measured with
a suppliers refractometer
Maricol CW 6...9 litres 1000...1500 ppm as NO2
Nalco 39 (L) 16...36 litres 550...1200 ppm as NO2
Nalcool 2000 32...48 litres 1000...1500 ppm as NO2
Nalfleet EWT 9 - 108 2.25...3.4 litres 670...1000 ppm as NO2
Korrostop KV 20...25 litres 120...150 ppm as Mo
RD11 (RD11M) 5 kg 1250 ppm as NO2
RD25 50 litres 710 ppm as Mo
Havoline XLi 50...100 litres 1.8...3.7 Brix of active compounds measured with
WT Supra 50...100 litres 1.8...3.7 Brix of active compounds measured with
Dieselguard NB 2.0...4.8 kg 1000...2400 ppm as NO2
Rocor NB Liquid 9.5...24 litres 1000...2400 ppm as NO2
Cooltreat AL 50...100 litres 1.8...3.7 Brix of active compounds measured with
Vecom CWT Diesel QC-2 6...10 litres 1500...2500 ppm as NO2
Note 1 For many products the recommended minimum and maximum limits are listed in the table above. Since
the amount of active corrosion inhibitors, especially nitrites, is decreasing during the service of engines,
the engine manufacturer recommends to start the dosage from the upper level of indicated range.
Note 2 The nitrite content of nitrite-based cooling water additives tends to decrease in use. The risk of local
corrosion increases substantially when nitrite content goes below the recommended limit.
Note 3 Cooling water additive manufacturers can indicate the required nitrite content measured either as sodium
nitrite, NaNO2 or as nitrite, NO2. 1 mg/l as NO2 equals to 1.5 mg/l as NaNO2.

6.3.1 Central cooler (4E08)

The fresh water cooler can be of either tube or plate type. Due to the smaller dimensions the plate cooler
is normally used. The fresh water cooler can be common for several engines, also one independent cooler
per engine is used.
Design data:
Heat to be dissipated/engine see "Technical data" and drawing "Recommended cooling water system"
Fresh water flow/engine see "Technical data" and drawing "Recommended cooling water system"
Pressure drop on the FW side, max. 60 kPa (0.6 bar)
FW temp. after cooler, max 38 C
Sea water flow acc. to makers standard, normally 1.2...1.5 x FW flow
Pressure drop on the SW side, norm 80...140 kPa (0.8...1.4 bar)
Margin for fouling and safety, min 15%

7 January 2008
6.3.2 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 system, however min. 100 l.
Concerning the water volume in the engine, see 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 6.4 Minimum diameter of balance pipe
Nominal pipe size Max. flow velocity Max. number of vent

(m/s) pipes with 5 mm
orifice
DN 32 1.1 3
DN 40 1.2 6
DN 50 1.3 10
DN 65 1.4 17
DN 80 1.5 28
6.3.3 Drain tank (4T04)

It is recommended to provide a drain tank to which the engines and coolers can be drained for maintenance
so that the water and cooling water treatment can be collected and reused. For the water volume in the
engine, see the section for Technical data (HT-circuit).
Most of the cooling water in the engine can be recovered from the HT-circuit, whereas the amount of water
on the LT side is small.
6.3.4 Air venting (4S01)

Air and gas may be entrained in the piping after overhaul, centrifugal pump seals may leak, or air or gas
may leak from any equipment connected the HT- or LT-circuit, such as diesel engine, water cooled starting
air compressor etc.
As presented in drawing "Recommended cooling water system", it is strongly recommended that air venting
equipment is installed for venting of any entrained air.
6.3.5 Orifices
An orifice must be mounted in each cooling water circuit branch to be able to correctly balance the flow.
An orifice shall also be installed in each venting pipe directed to the expansion tank.
When a thermostatic valve is used to bypass a cooler, an orifice should be mounted in the bypass line so
that the valve "sees" equal back pressures in the cooler and the bypass line.

6.4.1 Temperature control valve (heat recovery) (4V02)
Quantity ................................................ 4

7 January 2008
Type ...................................................... 3 GEF CBA 032

Model ................................................... Electric
Setpoint (C) ......................................... 38
Pressure drop (bar) ............................... 0.07
Connection (DN) ................................... 80
Dimensional drawing ............................ 3 GEF
Electric PID valve controller ................. 8072D
Temperature sensor ............................. 8060A
6.4.2 Preheating unit (4N01)

Quantity ................................................ 4
Type ...................................................... KV-E 18
Heater power (kW) ................................ 18
Flow (m/h) ........................................... 13.0
El. motor power (kW) ............................ 0.55
Frequency (Hz) ..................................... 60
Voltage (V) ............................................ 690
Connection (DN) ................................... 40
Max. temperature (C) .......................... 95
Max. pressure (bar) .............................. 10
Heating media ...................................... Electric
Dimensional drawing ............................ 10020-05
Electrical drawing ................................. 11472-03
6.4.3 Temperature control valve (LT) (4V03)

Quantity ................................................ 4
Type ...................................................... 2 BRCB
Model ................................................... Direct
Setpoint (C) ......................................... 77
Pressure drop (bar) ............................... 0,26
Connection .......................................... 50 (2")
Dimensional drawing ............................ SK3258
6.5 Drawings
DAAE058160- Internal cooling water system .............................................................................. 6-6
DAAE058161- Recommended cooling water system .................................................................. 6-7
4V60D0343- Recommended cooling water circuit deaerator .................................................... 6-8
DBAA396944- 4V02 - Temperature control valve (heat recovery), dimensional drawing ............ 6-9
DBAA396944- 4V02 - Temperature control valve (heat recovery), installation instruction ........... 6-10
10020-05 4N01 - Preheating unit, dimensional drawing ...................................................... 6-12
11472-03 4N01 - Preheating unit, electrical drawing ........................................................... 6-13
DBAA396949- 4V03 - Temperature control valve (LT), dimensional drawing .............................. 6-15
DBAA396949- 4V03 - Temperature control valve (LT), el. PID valve controller ........................... 6-16
DBAA396949- 4V03 - Temperature control valve (LT), temp sensor ........................................... 6-17
DBAA396949- 4V03 - Temperature control valve (LT), installation instructions ........................... 6-18

7 January 2008
DAAE058160- - Internal cooling water system

7 January 2008
DAAE058161- - Recommended cooling water system

7 January 2008
4V60D0343- - Recommended cooling water circuit deaerator

7 January 2008
DBAA396944- - 4V02 - Temperature control valve (heat recovery), dimensional drawing

7 January 2008
DBAA396944- - 4V02 - Temperature control valve (heat recovery), installation instruction
AMOT Internally Sensed Valves

Installation & Operation
CONTROLS
Quality and reliability for over 50 years
Instructions
(Model B, C, D, E, H, J)
Amot Thermostatic Valves are DIVERTING APPLICATIONS

manufactured and tested to the highest
possible standard. If the valve is correctly
applied and installed, it will give many years
of reliable, trouble-free service. A
C AMOT
THERMOSTAT
B
HEAT HEAT
This operating guide gives service LOAD REMOVAL
information for most normal operating

conditions, but for unusual situations, it may
be necessary to consult your local Amot
representative or the Amot factory.
PUMP
All Amot internally sensed thermostatic

valves work on the expanding wax
principle, the temperature elements are set MIXING APPLICATIONS
to a pre-determined temperature under
very strictly controlled conditions. They are
not adjustable. If system temperatures need
to be changed, then replacement elements
must be fitted. HEAT
HEAT
REMOVAL
LOAD
B
Inspection AMOT
THERMOSTAT
A
C
Upon receipt, the valve should be checked

for damage sustained in shipping. All Amot
valves have nameplates attached, which are PUMP
stamped with the valve model number and

serial number.
Installation Guidelines
Installation Methods Electrolysis If expected or encountered
in the system, a zinc or magnesium waste
There are several ways of installing Amot
plug should be fitted as close as possible to
thermostatic valves, but the two most
Port A.
common applications are mixing and
diverting. When diverting the fluid,
Salt Water For direct sea water cooled
temperature into the valve is being
applications, bronze valves with plated
controlled. When mixing the fluid,
temperature from the valves is controlled. elements should be used.
Experience has shown that in mixing mode
the valve may run at 1-2C (1.8-3.6F) Venting If the valve is mounted at the
higher than the normal set temperature. high point of the system, then care must be
All Amot internally sensed valves have the taken to ensure that the system is properly
same port identification, ie, A,B and C. vented to prevent trapping air at the
elements. A leak hole within the unit may
be necessary.
Port Nomenclature
COLD position: A-B connected, C closed. Environmental Conditions Ensure
HOT position: A-C connected, B closed. protection against frost and direct sunlight.

7 January 2008
DBAA396944- - 4V02 - Temperature control valve (heat recovery), installation instruction
Overtemperature Ensure maximum CAN WE BE OF FURTHER HELP?

continuous temperatures of element Amots product portfolio does not stop at
assemblies are not exceeded; this can our extensive range of self-actuated internal
increase risk of premature failures. sensing thermostatic valves.
Pipe Alignment Ensure good alignment Complementing these are a complete range
of pipes prior to tightening of all of control products, including:
connections. No pipe strain or loading
should be applied to the valve body. Remote sensing control valves with
both electronic and/or pneumatic control
Flange Gaskets Use full face gaskets. loops, giving close temperature control in
sizes from 2 to 16.
Threaded Ports Valves having threaded
connections, use a thread sealant to Switches and sensors for monitoring
prevent leakage rather than excessive temperature, pressure, flow, level, speed
tightening force. and vibration, for industrial, marine and
hazardous area applications.
Operation Mechanical safety controls, valves and
Upon installation and on start up of the indicators used for monitoring and
system, all parts of the circuit should be controlling the operations of engines,
closely monitored to ensure correct compressors and other marine or industrial
performance. equipment and processes.
A system in which the valves have been Customised data acquisition systems
properly selected for the anticipated flows for both intrinsically safe and standard
should operate very closely to the valves industrial applications.
nominal temperature rating.
In addition, Amot is an expert in the design
Water cooling systems will usually operate
and manufacture of instrumentation
at or slightly below the nominal
and control panels for a wide range of
temperature. Lubricating oils and most
applications.
other higher viscosity fluids will operate at
or slightly above the nominal temperature. With over 40 years experience providing
In any system where the indicated specialised mechanical, hydraulic,
temperatures are more than 2.7C (5F) pneumatic, electric, and electronic control
from the nominal temperature, then an components, from manufacturing and
effort should be made to locate the cause. engineering facilities in the UK and US,
technical centres in Switzerland and
Any system operating at an indicated Singapore, plus more than 60
5.5C (10F) or more from the nominal representatives appointed worldwide, Amot
anticipated temperatures is probably Controls has both the product range and
malfunctioning and the cause should be infrastructure to maintain its obsession
located and rectified immediately. (See with customer service. If we can be of
trouble-shooting guide for possible causes.) any further help to you, please contact us.
This sheet is distributed for information purposes only. It is not to be construed as becoming part of any contractual or warranty obligations of Amot Controls
Limited, unless expressly so stated in a sales contract. Amot Controls Limited reserves the right to make product design changes at any time without notice.
AMOT Controls Limited AMOT Controls Corporation AMOT Controls

Western Way 401 First Street 230 Orchard Road
Bury St Edmunds, Suffolk Richmond, California #09-230 Faber House
IP33 3SZ UK 94801-2906, USA Singapore 238854
Telephone: +44 (0)1284 762222 Telephone: (510) 236-8300 Telephone: (65) 235 8187
Telex: 81283 Telefax: (510) 234-9950 Telefax: (65) 235 8869
Telefax: +44 (0)1284 760256 E-mail inquiries@amot.com
AMOT Controls (UK) Ltd
E-mail enquiries@amot.com
Copyright Amot Controls Limited Amot UK factory approved to ISO 9001 Web: http://www.amot.com O&M VIB/rev 3/Mar 1998

7 January 2008
6-12
10020-05 - 4N01 - Preheating unit, dimensional drawing
Inhalt Gewicht Pumpe Pumpe

TYPE kW A B B1 C oD E F oG H K L M N Z Ltr. ca. kg 50 Hz 60 Hz
KVE-7,5 7,5 1050 155 305 750 190 500 310 18 160 235 685 610 445 720 8 75 TP 40-60/2 ; 0.25kW TP 40-80/2 ; 0.55kW
KVE-12 12 1050 155 305 800 240 500 310 18 200 240 680 660 495 550 17 93 11m/h ; 0,47bar 13m/h ; 0,7bar ELEKTRO-DURCHLAUFERHITZER
KVE-15 15 1050 155 305 800 240 500 310 18 200 240 680 660 495 720 17 93 ELECTRIC FLOW HEATER
KVE-18 18 1250 155 305 800 240 700 310 18 200 240 880 660 495 900 20 95 SCHALTSCHRANK
KVE-22,5 22,5 1050 160 320 840 290 500 310 18 250 240 670 700 535 720 24 100 TP 40-120 ; 0.37kW TP 40-160 ; 0.75kW Position der Schalter nicht verbindlich
KVE-27 27 1250 160 320 840 290 700 310 18 250 240 870 700 535 900 29 103 12m/h ; 0,7bar 13m/h ; 1,11bar
SWITCH CABINET
KVE-30 30 1050 160 320 840 290 500 310 18 250 240 670 700 535 720 24 105
Position of Lamps and switches could be different
KVE-36 36 1250 160 320 840 290 700 310 18 250 240 870 700 535 900 29 125
KVE-45 45 1250 190 320 940 350 700 350 22 300 240 860 755 590 720 46 145 UMWLZPUMPE
KVE-54 54 1250 190 320 940 350 700 350 22 300 240 860 755 590 900 46 150 CIRCULATING PUMP
KVE-72 72 1260 215 335 1190 400 700 360 22 350 265 815 805 640 900 66 187 TP 40-180 ; 0.55kW TP 40-160 ; 0.75kW
KVE-81 81 1260 215 335 1190 400 700 360 22 350 265 815 805 640 900 66 190 12m/h ; 1,0bar 13m/h ; 1,11bar RCKSCHLAGKLAPPE
KVE-108 108 1260 240 335 1240 450 700 360 26 400 265 805 855 690 900 91 215 NON-RETURN FLAP
WASSERVORWRME-AGGREGAT Type: KVE

WATER PREHEATING SET type: KVE
zul.Betriebsberdruck: max. 10 bar zul.Betriebstemperatur: max. 95C D-80687 Mnchen
operating pressure operating temperature Landsberger Strae 367-369
Tel: (089) 546779-0 Fax:-10
7 January 2008
Aker Yards 728 - a1
11472-03 - 4N01 - Preheating unit, electrical drawing

7 January 2008
11472-03 - 4N01 - Preheating unit, electrical drawing

7 January 2008
DBAA396949- - 4V03 - Temperature control valve (LT), dimensional drawing

7 January 2008
DBAA396949- - 4V03 - Temperature control valve (LT), el. PID valve controller

7 January 2008
DBAA396949- - 4V03 - Temperature control valve (LT), temp sensor

7 January 2008
DBAA396949- - 4V03 - Temperature control valve (LT), installation instructions
79
Accessories
Identification of Model Number

8072D 0 0 0 D -AA
Inputs
Input 1 = PT100 0
Input 1 = 4-20mA 2
Outputs
Output 1 = SSR 0
Output 1 = 4-20mA 1
Direct/Reverse acting
Direct D
Reverse R
Controls and Indications

In addition to the 8071D controller described in Section 2, a power supply
switch is mounted on the front panel. It switches all AC power to the controller
and relays.
9.1.2 Installation
Dimensions
Fig 18 8072D Dimensions
OMM807100043 Rev 2 Dec 06

7 January 2008
80
Accessories
Installation Guidance Notes

The following notes provide a guide to deciding where a controller can be
safely installed.
Location and Climatic Requirements

The instrument location should, as far as possible, be free from:
x Shock and vibration.

x Stray electromagnetic fields. e.g. from motors, transformers etc.
x The ambient temperature at the location must be between 0 and +50 C
at a relative humidity not exceeding 75 %.
Electrical Requirements
x The choice of cable, installation and electrical connection must conform
with the requirements of the appropriate local regulations.
x The electrical installation must only be carried out by suitably trained and
qualified personnel.
x If contact with live parts is possible when working on the instrument, it
must be isolated on both poles from the supply.
x The circuit must be fused for the maximum relay current in order to
prevent welding of the output relay contacts in case of an external short-
circuit.
x Run input, output and supply lines separately and not parallel to each
other.
x Do not connect additional loads to the supply terminals of the instrument.
x The instrument is not suitable for installation in hazardous areas.
x Apart from faulty installation, there is a possibility of interference or
damage to controlled processes due to incorrect settings on the controller
(setpoint, data of parameter and configuration levels, internal
adjustments). Safety devices independent of the controller, such as
overpressure valves or temperature limiters/monitors, should always be
provided and should be capable of adjustment only by specialist
personnel. Refer to the appropriate safety regulations.
x The signal inputs of the controller must not exceed a maximum potential
of 30 V ac or 50 V dc against the earth terminal.
x All input and output lines that are not connected to the supply network
must be laid out as shielded and twisted cables (do not run them in the
vicinity of power cables or components).
The shielding must be grounded to the earth potential on the instrument
side.
x Electromagnetic compatibility conforms to the standards and regulations
detailed in Section 10 (Technical Data) of this Manual.
Rev 2 Dec 06 OMM807100043

7 January 2008
81
Accessories
Mounting the Controller
WARNING
Two holes for the mounting of the
controller are located under the flap
that covers the terminal connections.
The power supply to the controller
must be isolated before the flap is
lifted to prevent electric shock to
personnel.
Four mounting holes are provided in the

case indicated by the arrows in Fig 19.
Fig 19 Mounting Holes
Electrical Connections
Electrical connections to the 8072D are made through terminal connections
beneath the hinged flap as follows:
Fig 20 8072D External Connections
OMM807100043 Rev 2 Dec 06

7 January 2008
7. Combustion Air System

7.1 System overview
The engine draws the combustion air from the engine room through the inlet filter fitted on the turbocharger.
The combustion air should be delivered through a dedicated duct close to the turbocharger(s), directed
towards the air intake(s). For the required amount of combustion air, see the section for "Technical data".

7.2.1 Combustion air quality
During normal operating conditions the air temperature at the turbocharger inlet should be kept between
15C and 35C. Max. 45C is allowed.

7.3.1 Engine room ventilation
Figure 7.1 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 in a way 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 over pressure of about 5 mmWC 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.:

7 January 2008
main and auxiliary diesel engines

exhaust gas piping
generators
electric appliances and lighting
boilers
steam and condensate piping
tanks
other auxiliary equipment
It is recommended to consider an outside air temperature of not less than 35C and a temperature rise of
11C for the ventilation air.
The amount of air required for ventilation is then calculated from the formula:
where:
Qv = Amount of ventilation air [m3/s]
= total heat emission to be evacuated [kW]
= density of ventilation air 1.13 kg/m3
t = Temperature rise in engine room [C]
c = Specific heat capacity of the ventilation air 1.01 kJ/kgK
The engine room ventilation has to be provided by separate ventilation fans. These fans should preferably
have two-speed electric motors (or variable speed). Thus flexible operation is possible, e.g. in port the ca-
pacity can be reduced 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 an exit for the
majority 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.
For very cold conditions a preheater in the system should be considered. Suitable media could be thermal
oil or water/glycol to avoid the risk for freezing. If steam is specified as a heating system for the ship the
preheater should be in a secondary circuit.
7.3.2 Combustion air for engines

The combustion air shall be supplied by separate combustion air fans, with a capacity slightly higher than
the maximum air consumption. For the required amount of combustion air, see the section "Technical data".
The fans should preferably have a two-speed electric motors (or variable speed) for enhanced flexibility. 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 air required for combustion is taken from the engine room through a filter fitted on the turbocharger.
This reduces the risk for too low temperatures and contamination of the combustion air. It is imperative
that the combustion air is free from sea water, dust, fumes, etc.
With these arrangements the normally required minimum air temperature to the main engine, see section
"Recommendations for operation", can typically be maintained. For lower temperatures special provisions
are necessary.

7 January 2008
7.3.3 Condensation of charge air coolers

Condensed water from the charge air coolers is normally drained to the bilge. The condensation can be
estimated according to the example below.
Example, according to the diagram: Figure 7.2 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.

7 January 2008

7 January 2008
8. Exhaust Gas System

8.1 System overview
Each engine should have its own exhaust pipe into open air.

The equipment built on the engine is shown in the drawing "internal charge air & exhaust gas system".
8.2 Recommendations and design data

8.2.1 Exhaust gas 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. 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 the
section for 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 con-
nection should be close to the engine, but not closer than 4..5 pipe diameters from the transition to larger
pipe diameter after the bellows on the turbocharger. Neither should the connection be closer than 3..4 pipe
diameters after a 90 degree pipe bend. The connection should be installed while the exhaust gas outlet on
the turbocharger is protected with a cover.
The exhaust gas pipe should be provided with water separating pockets and drainage.
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 the airstream
to the turbocharger from detaching insulation, which will clog the filters.
8.2.2 Supporting
It is very important that the exhaust pipe is properly fixed to a support rigid in all directions directly after
the bellows on the turbocharger. The bellows on the turbocharger may not be used to absorb thermal ex-
pansion from the exhaust pipe. The first fixing point must direct the thermal expansion away from the engine
and be located max. 3 diameters (bellows) away from the bellows on the turbocharger. There should be a
fixing point on both sides of the pipe at the support. 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 nat-
ural 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

7 January 2008
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. decklevels, framewebs or specially constructed supports.
The supporting must allow thermal expansion and ships structural deflections.
8.2.3 Back pressure

The maximum permissible exhaust gas back pressure is 3 kPa at full load. 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 the section for Technical data
may be used for the calculation.
If there is an exhaust gas boiler in the system, then the temperature of the exhaust gas will be reduced in
the exhaust gas boiler and the lower temperature will decrease the flow velocity after the boiler. The lower
temperature will on the other hand result in a higher density, but the net effect is a slightly lower pressure
loss than without temperature decrease.
The back pressure should also be measured on the sea trial.
8.2.4 Exhaust gas bellows (5H01)

Bellows must be used in the exhaust gas piping where thermal expansion or ships structural deflections
have to be segregated. The flexible exhaust gas bellows mounted directly on the turbocharger outlet serves
to minimise the external forces on the turbocharger and thus prevent vibrations and possible damage. All
exhaust gas bellows must be of an approved type.
8.2.5 Selective Catalytic Reduction (11N03)

If SCRs will be installed, the exhaust gas piping must be straight at least 3...5 meters in front of the SCR.
If both an exhaust gas boiler and a SCR unit will be installed, then the exhaust gas boiler shall be installed
after the SCR. Arrangements must be made so that when cleaning the exhaust gas boiler with water, the
cleaning water cannot spill down into the SCR.
8.2.6 Exhaust gas silencer (5R02)

Yard/designer should take into account that unfavorable 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.
8.2.7 Exhaust gas boiler

If exhaust gas boilers will be 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 section "Technical data"
may be used.

7 January 2008
8.3 Installation instructions

Figure 8.1 Overview of the exhaust gas pipe installation.
Refer to section "Technical data" for the dimensions A and B in the figure above.
Installation procedure:
1. The engine or generating set should be installed in its final position before any external pipes are con-
nected.
2. Remove the protective cover from the exhaust gas outlet on the turbocharger. Be careful that no dirt
drops into the turbocharger.
3. Check the flow direction from the dimensional drawing of the bellows and install it on the turbocharger,
using the correct gasket between the flanges. Lubricate the threads of the screws with heat resistant
grease and tighten in a diagonal sequence.
NOTE! Do not remove the supports between the flanges of the bellows, until the installation procedure
has been completed and the exhaust pipe has been rigidly fixed. Should the supports (for
transport) have been removed, then prepare and install new supports so that the bellows is
stretched about 3 mm during installation.
4. Make a temporary protection cover and place it between the bellows flange and the smaller flange of
the connection piece. The thickness of the cover should be equal to the thickness of the gasket, which
will be installed between the flanges later. Preferably make the cover slightly larger than the flange dia-
meter.
5. Install the connection piece on the bellows with the protection cover between the flanges. Connect the
flanges temporarily with a number of screws. Use a sufficient number of screws to ensure that the
flanges are pulled together properly. If the bellows is aligned in a horizontal or tilted position, temporary
supporting of the connection piece and the bellows is needed during the installation.
6. Mount the counter flange to the larger flange of the connection piece, using the correct gasket between
the flanges. Use a sufficient number of screws to ensure that the flanges are pulled together properly.
7. Align the exhaust gas pipe to the counter flange. Do not force the connection piece in any direction.
NOTE! The exhaust gas outlet of a flexibly mounted engine will usually be displaced due to the
torque reaction as the load increases. In some cases it is necessary to compensate for the
torque reaction by installing the exhaust gas pipe with an initial lateral offset. Thus, if the
engine is flexibly mounted, Wrtsil should be contacted for further instructions.
In the case of a flexibly mounted generating set, which has a common base plate, there is
no lateral displacement due to the torque reaction.

7 January 2008
8. Anchor the exhaust gas pipe to the ship structure as close as possible to the flange of the connection
piece. The supports must be made very rigid in order to prevent vibration and movement of the exhaust
gas pipe.
9. Weld the counter flange to the exhaust gas pipe.
10. Remove the connection piece and clean the exhaust gas pipe from slag and particles developed during
the welding. Remember to keep the entry into the turbocharger covered.
11. Remove the protection cover and install the connection piece with the appropriate gaskets.
12. Remove the temporary supports between the flanges of the flexible bellows.
13. Lubricate the threads of all screws with heat resistant grease and tighten in a diagonal sequence.
Refer to the drawing "exhaust gas bellows" drawing for dimensions and flow direction.

8.4.1 Turbocharger cleaning device (5Z03)
Quantity ................................................ 2
Type ...................................................... Dosing unit
Dimensional drawing ............................ 3V37L0587
8.4.2 Connection piece (5Z01)

Quantity ................................................ 4
Type ...................................................... Adapter piece
Exh.pipe dimension (DN) ...................... 450
TC outlet (DN) ....................................... 300
Turbo charger type ............................... TPS57
Dimensional drawing ............................ 3V60A4945
8.4.3 Exhaust gas bellows (5H01)

Quantity ................................................ 4
Type ...................................................... Double
Length (mm) ......................................... 420.0
Connection (DN) ................................... 300
Counter flanges .................................... Without
Dimensional drawing ............................ 3V60B0020-5
8.4.4 Exhaust gas silencer with spark arrestor (5R02)

Quantity ................................................ 4
Type ...................................................... MS-PAEXG-WSA NS 450 35dB(A)
Connection (DN) ................................... 450
Attenuation (dB(A)) ............................... 35
Mounting bracket ................................. Without
Dimensional drawing ............................ 3ES0342C
Installation instruction .......................... 4ES0061

7 January 2008
8.5 Drawings
DAAE058162- Internal charge air and exhaust gas system ........................................................ 8-6
3V37L0587a 5Z03 - Turbocharger cleaning device, dimensional drawing ................................ 8-7
3V60A4945- 5Z01 - Connection piece, dimensional drawing ................................................... 8-8
3V60B0020r 5H01 - Exhaust gas bellows, dimensional drawing .............................................. 8-9
3ES0342C 5R02 - Exhaust gas silencer with spark arrestor, dimensional drawing ............... 8-10
4ES0061 5R02 - Exhaust gas silencer with spark arrestor, installation instruction ............. 8-11

7 January 2008
DAAE058162- - Internal charge air and exhaust gas system

7 January 2008
3V37L0587a - 5Z03 - Turbocharger cleaning device, dimensional drawing

7 January 2008
3V60A4945- - 5Z01 - Connection piece, dimensional drawing

7 January 2008
3V60B0020r - 5H01 - Exhaust gas bellows, dimensional drawing

7 January 2008
8-10
Technical data
Pressure drop coeff. C=2,23
Silencer type Reactive and absorption model with spark arrestor
Average attenuation 35 dB(A)
Material: Structure steel Fe37B (EN10025) (Cor-Ten B on request)
Flanges: DIN 2501
Drains: DIN 2986
Welding class: D ( SFS-EN 25817 )
Mounting: Vertical
Surface treatment: Ground painting, Primer thickness 25 m
Weatherproof steel, no painting
Total Weight 855 kg
(xxx) = auxiliary dimension
Estimated Transmission Loss

50
45 200
40 180
Temp. C
35 160
140 200
30
120 250
25
100 300
20
80 350
15 60 400
10 40
Pressure loss, (mmWc)
Transmission Loss, dB
5 20
0 0
31.5 63 125 250 500 1000 2000 4000 8000 20 25 30 35 40 45
Frequency, Hz Velocity, (m/s)
Exhaust gas density
1.20
1.00 4*m
0.80
v= ( m / s)
273
0.60
1,3 * * * NS 2
273 + t
0.40
v= flow velocity (m/s)
0.20
m= exhaust gas mass flow ( kg / s )
Exhaust gas density (kg/m)

0.00 NS= exhaust gas pipe diameter (m)
0 100 200 300 400 500 600 t= exhaust gas temperature ( C )
Exhaust gas temperature (C)
1
p = C * * *v2
2
3ES0342C - 5R02 - Exhaust gas silencer with spark arrestor, dimensional drawing
7 January 2008
Aker Yards 728 - a1
4ES0061 - 5R02 - Exhaust gas silencer with spark arrestor, installation instruction
1/6
Rev. 09.03.2005 JH
12.7.2005 Date 20.8.1998
Author: T. Viitala
Doc. 4ES0061
INSTRUCTIONS FOR ASSEMBLY, OPERATION, AND MAINTENANCE OF EXHAUST
SILENCERS
These instructions can be applied to exhaust silencers with or without spark arrestors. Our silencer
models are suitable for attenuating noise generated by diesel engines, gas turbine engines,
compressors, vacuum pumps or out-blow pipes. Silencers equipped with spark arrestors are
suitable for shipbuilding and marine industry, and for environments, which are classified either as
inflammable or where there is a danger of explosion.
Weather conditions must be taken into account when choosing frame materials for silencers. In
normal inland weather conditions steel for general structural purposes is used as the material for
the frame structures. In corroding marine climate the most commonly used material is
weatherproof Cor-Ten steel. If there are corrosive gasiform acids in the environment, it is advisable
to choose acid proof stainless steel. The durability of a silencer can be maximized by paying
attention to the environment where the silencer is to be operated.
OPERATING PRINCIPLE
The operation of an exhaust silencer is based on absorptive and reactive attenuation, and on the
combination of the two, depending on the requirements set for noise attenuation. The type
designation on the dimensional drawing shows the silencer type.
ASSEMBLY
When the silencer is being stripped of its packing crate, lifting points and lugs should be checked.
Before assembly the silencer is checked visually. It is advisable to pay attention to possible
damages caused during the transport and to check the cleanliness of the inlet and outlet ducts of
the silencer. Note that there are plates at both ends of the silencer, which has to be removed
before checking the cleanliness and the final assembly. Impurities or extra objects are to be
removed. An exhaust silencer is equipped with a type plate that shows the type, model,
manufacturer, date of manufacture, flow direction, and total weight of the silencer.
WRTSIL made by JTK Power Oy

EXHAUST GAS SILENCERS Flow
Type:
Tag n:o
Manuf. no: Manuf. year:
Max. Temp. Weight:
JTK POWER OY Tel. +358-6-281 2200

Teollisuustie 6 Telefax +358-6-361 0383
FIN-66600 Vyri
Figure 1. The type plate

is placed at the in-flow end of the silencer.
JTK Drg no. 4ES0061

Metalli-Jokela
Teollisuustie 6 Internet: www.jtk-power.fi Tel. +358-6-281 2200
FIN-66600 Vyri E-mail: info@jtk-power.fi Telefax +358-6-361 0383

7 January 2008
2/6
Before connecting an engine to exhaust piping, it is switched off or its exhaust fumes are by-
passed during the assembly of the silencer. The correct flow direction of the silencer is checked in
the type plate. Warning ! A wrong flow direction may damage the interior of the silencer and
decrease engine power due to increasing back pressure. In deliveries where counter-flanges for
the connection to exhaust piping are included, counter-flanges have to be unscrewed from the
flanges of the silencer.
When the silencer has been fitted and it is being connected to the piping, the intactness of the
seals should be checked. It is advisable to grease the sealing surfaces and hexagonal screws with
heatproof graphite-based lubricating oil. The flange joints are tightened in two stages, i.e. pre-
tightening and final torque tightening. The joints are tightened in turns from the opposite sides of
the flange joint.
LOCATION
The location of the silencer is important when choosing a suitable model. If the silencer is to be
placed high up, e.g. on the roof of a building or outdoors, one must also take into account the wind
loads on the silencer structures. If the silencer is placed in an environment likely to be exposed to
storms, it is advisable to contact the manufacturer of the silencer for further advice.
SUPPORTS
The silencer must be adequately supported. The perforation of the supports must accommodate
the increase of the length of the silencer. Oblong holes on the supports leave room for termal
expansion of the silencer structure during operation. In order to minimize vibration, flexible
fasteneres must be used as the supports to the frame of the exhaust silencer. Flexible fasteners
include the bellows compensator fitted between the piping and the silencer joint as well as the
isolation of the support structures and the silencer frame with the help of a fastening method that
damps vibrations.
Figure 2. Support of the silencer and use of a bellows compensator.
JTK Drg no. 4ES0061

Metalli-Jokela

7 January 2008
3/6
Figure 3. Examples of how to place the supports.
If the silencer is equipped with sliding supports, the supports can be found from the silencer
package. The sliding supports are marked with a corresponding silencer drawing number. The
sliding supports are field welded to their right places during the assembly at the site.
The following aspects of supporting the silencer should be taken into account when choosing the
silencer type.
Will there be a chimney after the outlet of the silencer?

Will the silencer be supported with a framework or will it stand freely?
Can an upright silencer be supported laterally from upside?
OPERATION
A silencer is designed for round-the-year, periodical, or round-the-clock operation. The maximum
temperature given in the type plate must not be exceeded during the operation. If the temperature
of the exhaust fumes is higher than that allowed for the silencer, the absorptive material in the
silencer may get damaged and the performance of the silencer deteriorate.
MAINTENANCE
The silencers in our standard range of products are designed

maintenance-free. For silencers equipped with spark arrestors, the
manufacturer advises to grease the threads of the discharge
socket and cap with heatproof graphite lubricating oil when the
spark box is being discharged. Manufacturer recommend to clean
out the spark box after 4000 operating hours or inspection every
half an year.
JTK Drg no. 4ES0061

Metalli-Jokela

7 January 2008
4/6
Operation and Skeleton drawing of a Silencer Equipped with a Spark Arrestor.
Figure 4. Operation of a Silencer Equipped with a Spark Arrestor.
MODELS EQUIPPED WITH SPARK ARRESTOR
Silencers equipped with spark arrestors are particularly well suited for marine industry and also for
other industry in cases where there is a danger of explosion or fire. The efficient collecting capacity
of the spark arrestor has been optimized with respect to back pressure and the nominal size of the
piping. Its operation is based on an in-built flow separator that directs the exhaust gas flows
towards the outer casing.
JTK Drg no. 4ES0061

Metalli-Jokela

7 January 2008
5/6
MAXIMUM LOAD ON THE TOP AND BOTTOM ENDS OF AN EXHAUST SILENCER
The top and bottom ends of a silencer may be loaded during operation up to a specified limit. The
maximum loads allowed are shown as static axial loads. Note! If there is a chimney pipe several
metres long and the chimney is longer than 3 metres, wind loads must also be taken into account.
When the total length of the silencer and the chimney pipe grows, the dynamic loads on the
structure will also have to be given proper attention. In unclear cases we recommend you to
contact the manufacturer.
Max Load F1
Max Load F2
Figure 5. Static load on the top and bottom ends of a silencer.
Nominal Lenght of pipe Load, top Load, bottom

size of pipe m (max) flange F1, kg flange F2, kg
NS250 3 100 65
NS300 3 120 85
NS350 3 130 90
NS400 4 200 140
NS450 4 230 160
NS500 4 255 175
NS600 4 305 210
NS700 4 355 245
NS800 4 510 355
NS900 4 575 400
NS1000 4 640 450
NS1100 4 705 490
NS1200 4 770 540
NS1300 4 830 580
NS1400 4 900 630
Table 1. Reference values for static loads on the top and bottom flanges of a silencer.
JTK Drg no. 4ES0061

Metalli-Jokela

7 January 2008
6/6
DIN 2501 DIMENSIONS OF FLANGES
Osa Pipe Thickness PCS Bolts Weight
Pos NS do D d5 b k kpl d2 Pultit Paino/kg

1 250 273 375 276 16 335 12 18 M16*50 6,0
2 300 324 440 327 16 395 12 22 M20*60 7,9
3 350 356 490 359 16 445 12 22 M20*60 10,5
4 400 406 540 409 16 495 16 22 M20*60 11,5
5 450 457 595 460 20 550 16 22 M20*60 13,3
6 500 508 645 511 20 600 20 22 M20*60 14,3
7 600 610 755 613 20 705 20 26 M24*70 22,3
8 700 711 860 714 20 810 24 26 M24*70 26,3
9 800 813 975 816 20 920 24 30 M27*70 32,4
10 900 914 1075 917 20 1020 24 30 M27*70 36,1
11 1000 1016 1175 1019 20 1120 28 30 M27*70 39,1
12 1100 1120 1305 1124 20 1240 28 30 M27*70 51,1
13 1200 1220 1375 1224 20 1320 32 30 M27*70 44,8
14 1300 1320 1466 1326 20 1410 40 22 M20*60 45,8
15 1400 1420 1575 1424 20 1520 36 30 M27*70 51,8
16 1500 1520 1666 1526 20 1610 44 22 M20*60 52,5
17 1600 1620 1790 1624 20 1730 40 30 M27*70 65,4
NS1100, NS1300, NS1500, AND NS1600 DO NOT CONFORM TO STANDARD DIN2501.
JTK Drg no. 4ES0061

Metalli-Jokela

7 January 2008
9. Piping Arrangements
9.1 Recommendations regarding piping design
9.1.1 General
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). Sea-water piping should be in Cunifer or hot dip galvanized
steel.
NOTE! The pipes in the freshwater side of the cooling water system must not be galvanized!
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).
It is recommended to make a fitting order plan prior to construction.
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.
9.1.2 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.

7 January 2008
Table 9.1 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
Aluminum 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 and compressed air piping depends only on the allowed pressure loss
in the piping, which has to be calculated project specifically.
9.1.3 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
9.1.4 Pressure class

The pressure class of the piping should be higher than or equal to the design pressure, which should be
higher than or equal to the highest operating (working) pressure. The highest operating (working) pressure
is equal to the setting of the safety valve in a system.
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 publication there are tables attached to drawings, which specify pressure classes of connections.
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 0.7 MPa (7 bar). The safety filter in dirty condition may cause
a pressure loss of 0.1 MPa (1.0 bar). The viscosimeter, automatic filter, preheater and piping may cause a
pressure loss of 0.25 MPa (2.5 bar). Consequently the discharge pressure of the circulating pumps may
rise to 1.05 MPa (10.5 bar), and the safety valve of the pump shall thus be adjusted e.g. to 1.2 MPa (12
bar).
A design pressure of not less than 1.2 MPa (12 bar) has to be selected.
The nearest pipe class to be selected is PN16.
Piping test pressure is normally 1.5 x the design pressure = 1.8 MPa (18 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).
Consequently a design pressure of not less than 0.5 MPa (5 bar) shall be selected.
The nearest pipe class to be selected is PN6.

7 January 2008
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.
9.1.5 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 on class I.
Examples of classes of piping systems as per DNV rules are presented in the table below.
Table 9.2 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
9.1.6 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
9.1.7 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.
9.1.8 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 9.3 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

7 January 2008
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
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.
9.1.9 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.

7 January 2008
Figure 9.1 Flexible hoses
9.2 Installing flexible pipe connections

9.2.1 General
The generating set shall be installed in its final position before any external pipe is connected to the engine.
Different types of loads that should be observed when designing pipes and pipe supports are: pressure
inside pipe, own weight and fluid weight, thermal expansion, pressure shocks, vibrations, fluid flow rate
and external forces.
9.2.2 Pipe supporting

Never weld supports directly to the pipe. Supports shall be located so that different pipe loads do not cause
too high tension to equipment or flexible bellows.
Fixed supports
Fixed supports are used:
Nearby equipment connections to protect equipment and flexible bellows from high tensions.
To direct thermal expansion in directions where it can be received.
To receive different forces acting on the pipeline.

7 January 2008
Sliding supports
Sliding supports are used:
Sliding supports should be located to protect the pipeline, equipment and flexible bellows from high
tensions coming from thermal expansion.
To allow thermal expansion in directions where it can be received.
To receive different forces acting on the pipeline.
9.2.3 Fuel pipes

Fuel pipes are exposed to fluctuating pressure disturbances from the injection pumps. These pressure
pulses must be taken into account when pipe supporting for fuel pipes are designed. Fuel pipes should be
rigidly supported not only nearby the engine, but also far away from the engine in the external fuel system.
The distance between supports should be positioned with the shortest value mentioned in the section below.
9.2.4 Pipe support nearby the diesel engine

The first three supports on the same pipeline next to the diesel engine are definitively exposed to vibration
that comes from the engine oscillation. Therefore it is very important that they are positioned and fastened
carefully and rigidly so that no resonant vibration can occur in any direction. Pipe supports should be made
of steel, supports made of plastic or similar materials are not allowed. Rigid supporting of pipes will also
prevent vibration and movement of the flexible pipe connection.
Figure 9.2 Typical supports after bellows.
The first support after flexible bellows should be positioned as close as possible to the bellows. If the first
support is to far away from the bellows then the bellows lifetime will be shortened considerably, the pipe
is also exposed to increased forces that may injure the pipeline.
The second support should be positioned about 0.3...0.5 meter from the first support, the reason why it
should be so close to the first support is that this will reduce the vibrations of the pipe end.
The third support can be positioned about 0.8...1.1 meter from the second support. Pipe supports further
in the pipeline can be placed with the same distance from each other.

7 January 2008
Figure 9.3 The supports after flexible bellows.
9.3 Flushing instructions

9.3.1 Fuel oil pipes
Before start up of the engines the external piping between the day tanks and the engines must be flushed
in order to remove any foreign particles such as welding slag.
The possibility to install a temporary flushing oil filter shall be considered in the piping design.
Disconnect the fuel pipes at the engine inlet and outlet (connections 101 and 102). Install a temporary pipe
or hose to connect the supply line to the return line, bypassing the engine.
The piping should be flushed through a flushing filter with mesh size 34 microns or finer.
The inserts of the filters should be removed. Heaters, automatic filters and the viscosimeter should be by-
passed to prevent damage caused by debris in the piping. The automatic fuel filter must not be used as
flushing filter.
The pump used should be protected by a suction strainer. The recommended flushing time is min. 6 hours.
During this time the welds in the fuel piping should be gently knocked at with a hammer to release slag and
the filter inspected and carefully cleaned at regular intervals.
9.3.2 Lubricating oil pipes

Flushing of the piping and equipment built on the engine is not required.
The system oil tanks with piping and equipment should anyhow be carefully cleaned and the oil separated
to remove dirt and welding slag.
If an electric motor driven stand-by pump is installed this should be used for the flushing. In case only an
engine driven main pump is installed, the ideal is to use for flushing a temporary pump of equal capacity
as the main pump.
The circuit is to be flushed drawing the oil from the sump tank pumping it through the off-engine lubricating
oil system and a flushing oil filter with a mesh size of 34 microns or finer and returning the oil through a
hose and a crankcase door to the engine sump.
The flushing pump should be protected by a suction strainer. Automatic lubricating oil filters, if installed,
must be bypassed during the first hours of flushing.
The flushing is more effective if the lubricating oil is heated. Furthermore, lubricating oil separators should
be in operation prior to and during the flushing.

7 January 2008
The minimum recommended flushing time is 24 hours. During this time the welds in the lubricating oil piping
should be gently knocked at with a hammer to release slag and the flushing filter inspected and cleaned
at regular intervals.
Either a separate flushing oil or the approved engine oil can be used for flushing.
NOTE! If engine oil is used, it must not be re-used as lubricating oil!

7 January 2008
10. Automation System

10.1 System overview
The engine automation system consist of control of the running parameters, monitoring of the sensors and
automatic safety operations.
10.1.1 Internal el & automation system

The engine is equipped with a distributed, built-on engine management system. It is an embedded system
which handles all strategic functionality such as engine start, stop, speed control and engine safety.
The system is totally distributed in terms of physical modules. The modules communicate with each other
over an inter-module communication bus based on the CAN protocol. CAN is a communication bus spe-
cifically developed for compact local networks, where high speed data transfer and safety are of very high
importance. The CAN-bus is physically doubled on the engine, resulting in redundant communication in
case of a failure of the primary bus communication. In the same manner the power supply distribution is
doubled on the engine. Figure 10.1 shows the overall architecture of the system built on the engine.
Figure 10.1 System overall architecture
Short explanation of the modules used in the system:

MCM Main Control Module. Handles all strategic control functions (such as start/stop sequencing
and speed/load control) of the engine.
IOM Input/Output Module. Handles measurements and controls locally at its engine position.
ESM Engine Safety Module. Handles fundamental engine safety, and is the interface to the engines
shutdown devices and backup instruments.
LCP Local Control Panel. Contains push buttons for local engine control, as well as a graphical
panel with indication of the most important engine measurements.
LDU Local Display Unit. Shows on a set of menus all measurements and calculations and provides
various engine status indications as well as an event history. Contains also a communication
port for a service tool.
PDM Power Distribution Module. Handles the fusing, power distribution and EMC filtration in the
system. Two fully redundant supplies are arranged for the module- and auxiliary supply (24
VDC) on the engine.

7 January 2008
The system comprises the following major control/monitoring categories:

Engine start- & stop management.
- starting of the engine
- stopping of the engine
- start blocking
- automatic shutdown of the engine
- load reduction request
- local control through local command buttons
Speed and load control.

Measuring engine speed and turbocharger speed.
Measuring and signal processing of monitoring- and safety sensors.
Readout of engine measurements on a local graphical display.
Hardwired interface signals with external systems (e.g. with power management system, main
switchboard and propulsion control system).
Modbus communication with ships alarm & monitoring system.
System diagnostics.
The system ingress protection class is IP54.
The main connection box contains terminal strips for external interface connections. The yard cables shall
enter the connection box through cable glands and be connected to terminals.
Local controls & indications

The following operational functions are available in the LCP:
Local start (HS721).
Local stop (HS722).
Local emergency stop (HS723).
Local shutdown reset (HS725).
Local mode selector switch (HS724) 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 following backup indications are available in the LCP:

Engine speed.
Turbocharger speed.
Running hour counter.
Lubricating oil pressure.
HT cooling water temperature.
The graphical Local Display Unit shows on a set of menus all measurements and calculations and provides
various engine status indications as well as an event history.

7 January 2008
Figure 10.2 Local controls and indications
10.2 Control signals

The following chapter provides information of the signals between the engine with its related engine auto-
mation and other systems onboard the ship. The signals listed below may be in excess of what is needed
for this installation. For more exact recommendation of typical use- and routing of the signals and yard
cabling see drawing Block/Interconnection diagram included in this chapter.
Digital input signals are powered from the engine (24 VDC), i.e. a potential free contact is required in the
external system.
Digital output signals are, unless otherwise specified below, potential free opto relay output signals with
contact rating of 24 VDC / 0.2 A.
10.2.1 Output signals
IS 872 Engine ready for start

The signal is closed when the engine is ready for start and no internal or external start blockings are active.
IB 726 Remote control indication

This is a potential free contact from the local/remote operation mode selection switch, closed contact =
remote mode. In local mode all starting and stopping can only be done locally at the engine. In remote
mode all starting and stopping can only be done from the remote control system.

7 January 2008
IS 181 Speed switch 1 (Engine running)

The signal is closed when the engine is above 40% of rated speed.
IS 184 Speed switch 4 (Ready to synchronize)

The signal is closed when the engine is above 95% of rated speed plus a delay of 2 seconds. The signal
is typically used to initiate the synchronization of the generator breaker.
IS 875 Start failure indication

The signal is activated (open contact) if the engine has not reached firing speed in abt. 10 sec. after the
start signal has been activated. The output is automatically reset after the engine has come to standstill.
This will set the engine ready for start again, and allow the power management system to initiate a new
start attempt.
However, in case of a start failure, if there is another generating set in standby ready for start, it is recom-
mended to initiate a start on that generating set rather than a second start attempt on the one with a failed
start.
OS 7315 Loadreduction request

The signal is activated (closed contact) when a process value (e.g. temperature or pressure) is outside ac-
ceptable limits for normal operation. The power management system should reduce the load on this gener-
ating set and allow the other generating sets to take on more load or alternatively reduce the total load on
the network. It is also recommended to start a standby generating set when this signal is activated. Once
the new generating set is on line and the load has been ramped up, the failing generating set can be un-
loaded, disconnected and stopped.
XS 7323 Shutdown prewarning

The signal is activated (open contact) when a shutdown limit has been exceeded and 3 seconds prior to
the execution of the engine shutdown.
The signal is typically used for tripping non-essential consumers in case the load step would exceed the
acceptance limit of the remaining generating sets.
IS 7602 Stop / shutdown status 1

The signal is closed when the engine is being stopped (locally or remote) or shutdown by the safety system
and remains on as long as the stop signal is active. I.e. in case of normal stop, until the stop timer has expired
and the engine has come to complete standstill and in case of shutdown until the engine has come to
complete standstill, the shutdown cause is cleared and manually reset.
The signal is typically used for tripping the generator main breaker in the MSB.
OS 7602 Generator breaker open command

The signal is closed when the engine, after having received an unload command, has been unloaded to
a predefined level (abt 5% load). This signal is only applicable if isochronous loadsharing is used.
NS 881 Engine control system minor alarm

The signal is activated when there is an internal fault in the engine control system. At a healthy condition
the contact is closed.
The signal is activated by:
Failure in any of the electronic modules
Failure in Engine Safety Module
Failure in local control panel
Loss of power supply
NS 886 Engine control system major failure

The signal is activated (open contact) when there is serious fault in the control system.

7 January 2008
When the major failure signal is activated, the engine will be shut down.
IB 7324 Engine shutdown status

The signal is activated (open contact) when a shutdown function is activated. The signal can be used as a
common shutdown alarm indication. (Individual shutdown reasons are identified via the modbus link and
locally on the LDU.)
NS 885 Common engine alarm

The signal is activated (open contact) when there is an abnormal process value (e.g. temperature or pressure).
The individual alarm reason is transmitted over the modbus link. This hardwired signal can be used as a
backup in case the modbus communication fails. To avoid duplicate alarm indication it is recommended
that this signal is disabled while the modbus communication is healthy.
OS 441 Pre-lubrication pump control / Pre-heater control

This signal is closed when the engine speed is below 40% speed, which is the limit below which the pre-
lubricating pump and cooling water pre-heater pump shall continuously run. This output can ONLY be used
for DC control voltage. I.e. this is typically connected to the ships automation system as reference signal
in case the motor starters are controlled from the ships automation system.
CV 223 Pre-lubrication pump control / Pre-heater control

This signal is closed when the engine speed is below 40% speed, which is the limit below which the pre-
lubricating pump and cooling water pre-heater pump shall continuously run. This output can ONLY be used
for AC control voltage. I.e. this is typically connected directly to the control circuit of the motor starter. The
contact rating is 255 VAC / 0.6 A. However, in order to keep a safe voltage level in the main cabinet on the
engine, the control voltage of the motor starter is required to be 24 VAC.
For further details of wiring see drawing pre-lubrication pump starter".
SI 196 Engine speed

This is a galvanically isolated analogue output signal. The signal type is 4-20 mA and max external load is
500 .
Range 0 1200 rpm.
SI 518 TC A speed
This is a galvanically isolated analogue output signal. The signal type is 4-20 mA and max external load is
500 .
Range 0 75000 rpm.
10.2.2 Input signals
OS 7302 Remote start

Activating this input (closed contact) will activate the engine starting sequence, if no start blockings are
active and the local/remote switch is in remote mode. The input should be activated for min. 0.5s. for the
engine to start.
OS 7304 Remote stop

Activating this input (closed contact) will activate the engine stop sequence if the local/remote selector
switch is in remote. The input should be activated for min. 0.5s for the engine to stop.
OS 7312 External start blocking 1

Opening the contact to this input will block the starting of the engine. This input is typically used for start
blocking signals from the ships control system or switchboard.

7 January 2008
OS 7313 External start blocking 2

Opening the contact to this input will block the starting of the engine. This input is typically used for start
blocking signals from the ships control system or switchboard.
OS 163 Speed increase

Activating this input (closed contact) will increase the speed reference of the generating set. The speed in-
crease rate is 0.05 Hz/sec when the input is active. This input is typically connected to power management
systems, load-sharing systems, switchboards or synchronizers.
OS 164 Speed decrease

Activating this input (closed contact) will decrease the speed reference of the generating set. The speed
decrease rate is 0.05 Hz/sec when the input is active. This input is typically connected to power management
systems, load-sharing systems, switchboards or synchronizers.
OS 7310 External shutdown 2

This shutdown input is activated by a closed contact. The external contact should be equipped with a 22
k resistor for wire break monitoring. Any signal that requires a fast shutdown of the generating set should
be connected to this input. Such signal could be e.g. generator protection. This shutdown does not include
the delay explained under output signal XS 7323 Shutdown prewarning.
OS 7311 External shutdown 3

k resistor for wire break monitoring. There is a shutdown delay as explained under output signal XS 7323
Shutdown prewarning. The signal is typically used in case shutdown from the ships automation system is
needed.
OS 7305 External shutdown 4 (Emergency stop)

k resistor for wire break monitoring. This signal is typically used for e.g. emergency stop buttons or ships
emergency shutdown (ESD) system.
OS 7308 Remote shutdown reset

Activating this input (closed contact) will reset a shutdown and enable re-start of the engine. A shutdown
can be reset only if the engine has come to full stop and the shutdown is not active anymore. Before re-
start the reason for the shutdown must be carefully checked and corrected.
GS 798 Generator breaker status

This input shall be activated (closed contact) when the generator breaker is closed. The signal is used to
optimise the engine dynamic response.
OS 7321 Engine unload

Activating this input will cause the engine to unload to a predefined load level. This shall be done prior to
opening the generator breaker. See also output OS 7602 Generator breaker open command. This signal is
only applicable if isochronous loadsharing is used.
OS 7320 Blackout start mode

Activating this input (closed contact) will override startblock functions which are by default activated in
case of a blackout. E.g. the prelubricating oil pressure which is naturally lost when the prelubricating pump
stops at a blackout. A closed contact will allow starting within 30 minutes after closure of the contact. This
shall be seen as re-starting after blackout and the start sequence is initiated by the normal start command
(OS7302 remote start).
If blackout start is required, provisions for securing fuel supply and starting air in blackout situations must
be made. Starting after an extended blackout period normally requires manual intervention for start-up of
emergency generating sets for restoring the power.

7 January 2008
UT 793 Generator load

This is an analogue 4-20 mA input signal. The signal shall be isolated external to the engine. The signal
shall be from a kW transducer typically part of the main switchboard.
The range of the signal 4-20 mA = ?? - ?? kW shall be informed to Wrtsila during the project stage,
prior to FAT of the engine.
10.3 Bus communication

The main interface with the ships alarm & monitoring system is a bus communication through which all
measured values, alarm- and status indications are transmitted. For details, see drawing Modbus list.
10.4 Functional description of start/stop

10.4.1 Start function
The engine is equipped with a pneumatic starting motor, which drives the engine through a gear rim on the
flywheel.
The engine can be started locally by the start button HS721, or remotely if applicable for the installation
e.g. from the power management system. A generating set reaches the nominal speed typically in abt. 10
seconds after issuing the start command.
For functions causing start blocking, see drawing Modbus list.
10.4.2 Stop and shutdown function

A normal stop can be initiated locally by button HS722, or remotely if applicable for the installation. At
normal stop the stop sequence is active by a timer function until the engine has come to standstill. Thereafter
the system automatically returns to ready for start mode in case no start block functions are active, i.e.
there is no need for manually resetting a normal stop.
The safety of the engine is mainly handled by the Engine Safety Module (ESM). The ESM performs sensor
failure detection on the shutdown sensors and solenoids. A safety shutdown must be manually reset (either
locally by shutdown reset button HS725, or remotely if applicable). Reset is possible only when the engine
has come to full stop and the shutdown is not active anymore. Before re-start the reason for the shutdown
must be carefully checked and corrected.
At a stop or shutdown the actuator/governor is driving the fuel rack control shaft to zero position. Additionally,
pneumatic cylinders on each fuel injection pump are forcing the fuelracks to zero position by means of
compressed air, thereby disabling the fuel injection.
For functions causing safety shutdown, see drawing Modbus list.
10.5 Speed control functions & loadsharing

The speed control is adjusted to 4 % speed droop to obtain basic load sharing.
In systems with speed droop as the primary load sharing method it is necessary to actively transfer load
to a recently connected generator from parallel generators in order to achieve even load on all generators.
Before disconnecting a generator it must be correspondingly unloaded. Loading and unloading is normally
performed automatically by a power management system. The power management system commonly also
corrects the frequency to eliminate the speed droop offset, which is proportional to the system load. The
power management system performs load balancing and frequency correction by adjusting the speed ref-
erences of the individual engines.
The controlling system (power management system) should not perform adjustments with shorter intervals
than the controlled system (generating sets) responds. In order to achieve smooth load sharing it is important
to implement suitable dead bands in the control.
If the power management system performs continuous load balancing and frequency correction, it should
include the following features:
Pulse length and time between pulses shall be adjustable. If the same control system also handles
automatic synchronization, then pulse length, time between pulses and dead band shall be separately
adjustable for synchronisation.

7 January 2008
The time between pulses shall be sufficiently long. After a correction it can take up to 30 seconds
before the actual adjustment has reached 95% of the set point change. The control system should
therefore wait at least 10 seconds before giving a new pulse.
The control system should preferably determine the length of the pulse based on the size of the desired
correction and then wait for 30 seconds or more before performing a new correction.
A control dead band should be implemented, allowing for an uneven load of min 2% of nominal
power and a frequency drift of min 1%.
The corrections should not be based on instantly sampled values. The corrections should be based
on the average value over several seconds. 10 seconds is a suitable time span.
10.6 Power unit

For each engine a power supply cabinet is delivered for providing the 24 VDC power supply required by
the engine and for providing isolation from other DC systems on board.
The cabinet is designed for bulkhead mounting, protection degree IP44, max ambient temp 50 C.
Main components:
230 VAC / 24 VDC power supply converter
24 VDC / 24 VDC power supply converter
Miniature Circuit Breakers (MCBs) and terminals
Each converter is dimensioned for 100% load. Failure of one supply will cause automatic takeover by the
second supply.
Power supply, needed from shipyards system:
Main: 230 VAC (100-240 VAC) / abt. 150 W
Backup: 24 VDC (18-32 VDC) / abt. 150 W.
At least one of these must be UPS or battery backed up at shipyards side.
10.7 Precautions
The automation system contains circuit boards that are sensitive both to damage by electrostatic discharge
(ESD) and mechanical damage. Therefore, the following precautions can significantly reduce the risk of
system failure or malfunction:
Protect all modules against moisture and uncleanness by using moisture proof covering during storing
at yard/site. If exposed to humidity during these stages, the components must be carefully dried.
Otherwise wiring connections may become unreliable.
Avoid ESD to modules by not touching circuit boards and module connectors without ESD protection.
Locate the communication cables between engine and control panels as far away as possible, at
least 300 mm, from power and high voltage cables. If this is not possible, pull the communication
cables in grounded steel conduits.
Make sure the engine is well grounded, not connected to external systems and that the power is
switched off before installation work is done near the engine. This is especially important during
electrical welding in the engine room.
When welding ensure that welding earth is close to the welding point.
Power-on of the automation system must not be done until a Wrtsil Service Engineer has checked
and approved the cabling/connections.
Cabling/connections should be done according to Wrtsil project specific drawings. Important is to
use shields and cable-pairs accordingly.
Keep cabinets and modules closed at all time, as far as practically possible. If opened for some
reason, avoid touching circuit boards and connector pins.
Avoid using RF-equipment near modules when covers are open or there are unconnected connectors
or wires.

7 January 2008
WARNING!
Arc welding on or close to the engine must be avoided if cables are connected to the automation system.

10.8.1 Power Unit (9N36)
Quantity ................................................ 4
Drawing ................................................ DAAE061027
10.9 Drawings
DAAE061024- Block- / Interconnection diagram ......................................................................... 10-10
DAAE061027- Power unit ............................................................................................................ 10-17
tobeadded Modbus list ........................................................................................................... 10-20
4V50G1522h Pre-lubricating pump starter (recommended) ...................................................... 10-21

7 January 2008
DAAE061024- - Block- / Interconnection diagram

7 January 2008

7 January 2008

7 January 2008

7 January 2008

7 January 2008

7 January 2008

7 January 2008
DAAE061027- - Power unit

7 January 2008

7 January 2008

7 January 2008
tobeadded - Modbus list
te d
da u p
e l b
wi l
i n g
w ra
d e
Th

7 January 2008
4V50G1522h - Pre-lubricating pump starter (recommended)

7 January 2008

7 January 2008
11. ANNEX
11. ANNEX
11.1 List of symbols
Figure 11.1 List of symbols (DAAE000806c).

7 January 2008
11. ANNEX
Figure 11.2 Symbols for electrical components (4V92A0655).

7 January 2008
Wrtsil Finland Oy
Ship Power +358 10 709 0000
P.O. Box 252 +358 6 356 7188
65101 Vaasa, Finland www.wartsila.com

IPI Aker Yards 728 W9L20 A1

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Installation Planning Instructions

Generating sets: 4 x Wrtsil 9L20

Date: 7 January 2008

Wrtsil, Ship Power 4 stroke business.

Aker Yards 728 - a1 iii

iv Aker Yards 728 - a1

2. Generating Set .............................................................................................................................................. 2-1

3. Fuel Oil System ............................................................................................................................................. 3-1

Aker Yards 728 - a1 v

3.3.2 Sludge tank (1T05) ............................................................................................................ 3-4

4. Lubricating Oil and Crankcase Ventilation Systems ................................................................................. 4-1

5. Compressed Air System .............................................................................................................................. 5-1

6. Cooling Water System .................................................................................................................................. 6-1

7. Combustion Air System ............................................................................................................................... 7-1

8. Exhaust Gas System .................................................................................................................................... 8-1

vi Aker Yards 728 - a1

8.2 Recommendations and design data .................................................................................................... 8-1

9. Piping Arrangements ................................................................................................................................... 9-1

10. Automation System ...................................................................................................................................... 10-1

11. ANNEX ........................................................................................................................................................... 11-1

Aker Yards 728 - a1 vii

viii Aker Yards 728 - a1

1.2 Project technical data

Maximum ambient air temperature 45 C

1.2.2 Fuel oil specification

Property Limit Unit

Aker Yards 728 - a1 1-1

1.2.4 Electric power supply

Main voltage 3 x 690 V

1.2.6 Factory acceptance test

1.3 Documents in this project

1.3.2 Shipyard drawings

1.4 Corrosion protection for the engines

1.4.2 Intermediate inspection

1-2 Aker Yards 728 - a1

1.4.3 Repeated inspection

1.4.4 Long-term storing

Wrtsil 9L20: 25 litre/cylinder

1.4.5 Subsequent work

1.4.6 Recommended corrosion inhibitors

Aker Yards 728 - a1 1-3

Protective oil Name Information

1.5 Wrtsil scope of supply for project Aker Yards 728

1-4 Aker Yards 728 - a1

Aker Yards 728 - a1 1-5

1-6 Aker Yards 728 - a1

Aker Yards 728 - a1 1-7

1-8 Aker Yards 728 - a1

Aker Yards 728 - a1 1-9

1-10 Aker Yards 728 - a1

Aker Yards 728 - a1 1-11

1-12 Aker Yards 728 - a1

Aker Yards 728 - a1 1-13

1-14 Aker Yards 728 - a1

Aker Yards 728 - a1 1-15

1-16 Aker Yards 728 - a1

Aker Yards 728 - a1 1-17

Wrtsil Ship Power

Form Doc ID: DBAA042536

Type of Equipment: Report number:

Date when damage occurred:

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