RT 121 PDF

TECHNICAL
BULLETIN
Wärtsilä low-speed engines RT-121

Services 2-stroke Issue1, 09.02.2012
Countermeasures for engine Next opportunity
overload Concerned products

Wärtsilä RTA, RT-flex and W-X 2-stroke
engines with directly driven Fixed Pitch
Information to all Owners and Operators of Propellers (FPP).
Wärtsilä RTA, RT-flex and W-X engines
Current situation
An increasing number of cases involving
overloading of the main engine have been
recognised.
Countermeasures
This service bulletin provides descriptions
to indicate engine overload, how to
measure engine performance and offers
countermeasures in case of engine
overload to ensure a reliable engine
operation.
Note
This Technical Bulletin supersedes the
Service Bulletin 2S-1.
Wärtsilä Switzerland Ltd. Tel (24h): +41 52 262 80 10

PO Box 414 Fax: +41 52 262 07 31
CH-8401 Winterthur technicalsupport.chts@wartsila.com
TECHNICAL BULLETIN RT-121
Issue 1, Page 2 / 8
Contents
Page
Introduction 2
Indication of overload 2
Measurements 4
Countermeasures 6
Appendix 8
Contacts 8
Introduction
Wärtsilä Switzerland Ltd has seen an increasing number of cases involving
overloading of the main engine; some cases were observed during sea trials,
with others being detected later. This Technical Bulletin and its appendices are
intended to restate the fundamental design philosophies of matching the engine
and propeller.
Note:
This Technical Bulletin supersedes the Service Bulletin 2S-1, dated 15.08.1974,
and entitled “Recommendations for Propeller Design, Interrelationship between
Engines and Propeller”.
Detecting overload when the engine/vessel are in new condition would indicate a
design flaw whereas it is well known that throughout the lifetime of a vessel,
certain degradation of conditions occur, directly impacting the complete systems’
performance. Without suitable margins of the engine and vessel operation, this
can cause the engine to operate outside these limits. The operation of the main
engine outside the design limits is commonly known as overloading. Operation in
prohibited operating ranges will vastly reduce component’s safe operating
margins and reduce the lifetime of the engine.
Indication of overload
Over time, as fouling of the engine, vessel’s hull and propeller occurs, the engine
performance will show clear deterioration. Typical performance indications of
engine overloading are summarised by the below characteristics:
• High exhaust gas temperatures
• High thermal loading of the engine
• Sub-optimum air flow causing poorer combustion
• Higher fouling and deposits within the engine
• Higher wear on certain engine components
• Loss of ship speed
• Increased fuel oil consumption
• Possible loss of ability to accelerate the vessel due to the activation of torque
or scavenge air limiters
For a more detailed explanation of the principles of engine-to-propeller matching

and the onset of overloading, please refer to Appendix 2. For operational margins
suggested for Wärtsilä 2-stroke diesel engines, please refer to Appendix 3.
Issue 1, Page 3 / 8
Example of power characteristics for RTA, RT-flex and W-X engines
Symbol Event Result

Sea trial Without light running margin
Sea trial With 5% light running margin
Voyage Power absorption 10% above nominal characteristic
Load range limits

Line 1 is a constant mep line through CMCR from 100% speed and power down to
95% speed and power.
Line 2 is the overload limit.
Line 3 is the 104% speed limit. For derated engines this limit can be extended to
106%, however, the specified torsional vibration limits must not be exceeded.
Line 4 is the overspeed limit.
Line 5 When approaching line 5, the engine will increasingly suffer from lack of
scavenging air and its consequences.
Line 6 The area above line 1 is the overload range. The area between lines 5 and 6
should only be used for transient conditions.
Line 7 is the “light” propeller curve (clean hull, calm conditions), passing through
point “95% power” and maximum possible speed of 104%.
Line 8 is the propeller curve without sea margin.
Tab. 1
Issue 1, Page 4 / 8
Measurements
In order to accurately define the presence of overloading and to neglect possible
false indications, for example a worn fuel linkage giving higher load indicator
values than as in the real case, detailed performance measurements must be
completed.
In order to see the relation between the different parameters and to analyse how
far deviations are load-dependent or caused by other discrepancies, it is
essential to have complete sets of data. Essential for the performance and
loading evaluation are at least the parameters in the grey shaded fields in our
data sheets. The measurements should preferably be taken at different engine
speeds. Recommended are three measurements at approximately 75–80, 85–90
and 90–95% of the nominal speed.
Two performance data sheet templates are attached at the end of this Technical
Bulletin:
• Performance data sheet for Wärtsilä RTA engines (Appendix 1.1)
• Performance data sheet for Wärtsilä RT-flex engines (Appendix 1.2)
If electronic documents in Microsoft Excel format are preferred, please contact

Wärtsilä as indicated at the end of this Technical Bulletin.
Whilst taking measurements, it is essential that the influence of external factors is

removed as far as possible. Measurements should be taken at low sea states
(calm seas), without headwind, and during a period for which low rudder
movements can be guaranteed. The mentioned disturbing factors and influences
may lead to abnormal results and thus incorrect conclusions being drawn from
the available information.
In order to obtain proper results for the engine performance data and especially
the engine loading, Wärtsilä Services is offering Performance and Condition
Evaluation and Monitoring services which provide an ISO correction and a
comparison to the Factory Acceptance Test (FAT) of the specific engine. The
following CM services are available:
• One time remote evaluation, based on filled-in performance data sheets

• Onboard engine performance audit by attendance of a senior service engineer
• Continuous performance and condition monitoring and reporting at selective
intervals, based on Wärtsilä Condition Monitoring system
For further details please contact your nearest Wärtsilä representative.
A detailed report of this performance analysis will be provided including

recommendations for possible improvements or rectifications to allow a reliable
engine operation and to avoid an unforeseen increase in operating costs.
Please refer to Table 2 which shows the plotted data points (1) for an engine
operated approximately 6% above the nominal layout characteristic. The data of
the example in Table 2 were recorded at 80% engine load and plotted over the
recorded data curves taken during the FAT of this specific engine.
Issue 1, Page 5 / 8
Example of 2-stroke engine performance data curves
Performance data curves

Installation: Engine type: Stroke: Lic.: Eng No.: Sheet:
Name A 6RTA76 2200 mm Name C 12345 1
Shipyard: Class: Nom. power: Nom. rpm: Mep: Hull No.: Optim. at:
Name B X 10885 kW 78 rpm 13.99 bar ABC_123 CMCR
v5
pcomb [bar]
130
pcomb [bar]
120
110
100
90
80 pcomp [bar]
T bef T/C [°C]

pcomp [bar]
70 600
60 550
50
1
500
450
400
T bef T/C [°C] 350
T aft T/C [°C]

300
15.0 250
T aft T/C [°C]
m] (x1000)
12.5 200
10.0
T/C [rpm] (x1000)
T/C [rpm
7.5
5.0
2.5
8.5
3.0
7.5
LI [Pos]
LI [Pos] 2.5
6.5
pscav [bar]
2.0
5.5
1.5
4.5 pscav [bar]
1.0
3.5
0.5
0.0
12.0
10.0
Power [kW] (x1000)
8.0
Power [kW] (x1000) 6.0

4.0
175
BSFC [g/kWh] 2.0
BSFC [g/kWh]
165
0.0
155
145
110
100
135
25
50
85
80
40 50 60 70 80 90
Engine Speed [rpm]
Shoptest* Single Point

Single
1. Single point values at 80% engine load

Tab. 2
Issue 1, Page 6 / 8
Countermeasures
In a number of cases for which overloading of a Sulzer or Wärtsilä 2-stroke
engine has been seen, Wärtsilä Switzerland Ltd has been contacted and
questioned regarding the available countermeasures.
Warning:
In no case is an adjustment of the limiter values considered to be a
countermeasure to engine overloading. With the exclusion of a situation whereby
adjustment is vital to ensure the vessel’s safety, this measure should not be
taken without the consultation and explicit permission provided by Wärtsilä
Switzerland Ltd.
For cases where overload has been detected during sea trails, or very early in a
vessel’s lifetime, it is likely that fundamental design flaws are present. It is
possible that the engine-propeller matching has not been correctly established
and sufficient margins have not been provided. In this case, the only
consideration may be a modification to the propeller. More details on this subject
are given in one of the following chapters.
Rectifications prior to propeller modification

For vessels in which overload has been detected later in its lifetime, initial steps
for rectification of engine overload should focus on returning the engine and
vessel back to a condition as close to new as possible. The engine should be
well maintained, the hull should be cleaned of fouling and the propeller polished.
With a well maintained engine and vessel still found to be operating in an
overload condition, a propeller modification might be necessary to improve the
situation and the propulsion system efficiency.
The engine parameters can be influenced by deficiencies on the engine side, for
example, the condition of:
• Scavenge air cooler
• Turbocharging system
• Scavenge air receiver (including air flaps)
• Injection system
• Fuel linkage
• Cylinder liners
• Piston rings
• Exhaust gas boiler
The engine should be maintained such that the pressure and temperature ranges
whilst operating at Maximum Continuous Rating (MCR) are within the prescribed
limits shown in the Engine’s Operating Manual Group 0, Chapter 0250 “Operating
Data Sheet”.
Issue 1, Page 7 / 8
Propeller related countermeasures

A measure which has been successfully applied to a number of vessels in
operation is that of propeller re-pitching. In earlier days, a propeller was re-
pitched either by twisting the blade or by diameter cropping. Twisting the blade is
inaccurate and cannot be carried out on site. Diameter cropping is effective but
not recommended since it results in two or three per cent loss in efficiency. Today
the most sophisticated way to cure a heavy running propeller is trailing edge
adjustment. A major benefit of the trailing edge adjustment is that there is no loss
in efficiency. In principle, a propeller can be modified up to a maximum of seven
per cent in the propeller’s rotational speed. In most cases this is sufficient to
restore good interaction between propeller and engine.
Propeller modification calculations

Working closely with the owner of the vessel Wärtsilä will first determine the
current performance of the propeller and the engine. Then the required new
performance and increase in rpm will be defined. Detailed hydrodynamic
calculations for power absorption, cavitations, efficiency, pressure pulses and
strength will be carried out. These analyses can be made both for Wärtsilä
propellers and for third party designs. A customer report will be produced and,
after approval, the designed trailing edge modification can be made.
The following information is required:

• Propeller drawing, including profile section drawings in case of third party
design
• Engine performance
• Current performance of propeller (power-rpm-ship speed)
• Expectations of the owner after modification of the fixed pitch propeller.
A modification calculation includes:

• Engineering
• Modification drawings of propeller
• A report
• Template drawings
• One set of steel templates.
If Wärtsilä Propulsion receives the order to carry out the modification, the costs
for the modification calculation will be deducted from the total costs. Engineering
of the trailing edge adjustment can be carried out within one week.
Where can propeller modifications be performed?

The propeller can be modified while the propeller is fitted on the shaft; there is no
need to demount the propeller. This means the cutting and grinding can be
carried out at ship repair yards, in dry dock or at the pier side at trimmed position.
The work can even be carried out offshore, depending on the weather conditions.
We have a global service network of engineers trained to perform propeller
modifications in order to serve locally and keep the costs as low as possible.
Issue 1, Page 8 / 8
Appendix
1. Performance data sheets
1.1 Performance data sheet for Wärtsilä RTA engines
1.2 Performance data sheet for Wärtsilä RT-flex engines
2. Fundamentals of marine diesel engines with fixed pitch propeller
3. Engine load diagram and operating limits
Contacts
How to contact Wärtsilä

For questions about the content of this Technical Bulletin, or if you need Wärtsilä
assistance, services, spare parts and/or tools, please contact your nearest
Wärtsilä representative.
If you don’t have the contact details at hand, please follow the link “Contact us” –
“24h Services” on the Wärtsilä webpage:
www.wartsila.com
Contact details for emergency issues

Operational support
For questions concerning operational issues, please send your enquiry to:
technicalsupport.chts@wartsila.com
or phone 24hrs support: +41 52 262 80 10.
Field service
If you need Wärtsilä Field Service, please send your enquiry to:
Ch.Fieldservice@wartsila.com
or phone 24hrs support: +41 79 255 68 80.
Propulsion Services
If you need Wärtsilä Propulsion Services, please send your enquiry to:
Propulsion.Service@wartsila.com
or phone 24hrs support: +31 416 388 115.
© 2012 Wärtsilä Switzerland Ltd. – All rights reserved

No part of this publication may be reproduced or copied in any form or by any means (electronic, mechanical,
graphic, photocopying, recording, taping or other information retrieval systems) without the prior written
permission of the copyright holder. Wärtsilä Corporation makes no representation, warranty (express or implied)
in this publication and assumes no responsibility for the correctness, errors or omissions for information
contained herein. Information in this publication is subject to change without notice.
Unless otherwise expressly set forth, no recommendation contained in this document is to be construed as
provided due to a defect in the engine, but merely as an improvement of the engine and/or the maintenance
procedures relating thereto. Any actions by the owner/operator as a result of the recommendations are not
covered under any warranty provided by Wärtsilä and such actions will thus be at the owners/operators own
cost and expense.
NO LIABILITY WHETHER DIRECT, INDIRECT, SPECIAL, INCIDENTAL OR CONSEQUENTIAL, IS
ASSUMED WITH RESPECT TO THE INFORMATION CONTAINED HEREIN. THIS PUBLICATION IS
CONFIDENTIAL AND INTENDED FOR INFORMATION PURPOSES ONLY.
APPENDIX 1.1
Performance data sheet

Installation: Engine type: Eng. no.: Hull no.: Sheet
Engine builder: Shipyard: Nom. Power at : Nom revolution Classification: Optim. at:
kW rpm
In service since: Fuel properties Bunkered at:
Running hours: Spec.grav.: kg/m3 at: °C Sulphur content: %
Piston overhaul interval (Run. hrs.): Viscosity: cSt at: °C Water content: %
Fuel nozzles exchange interval (Run. hrs.): LCV: MJ / kg Ash content: %
Date / Time dd.mm.yy Fuel Pump Timing
Engine speed measured / Tachometer rpm Date of last check (dd.mm.yy):
General Data
Engine power measured / by LI x n kW

Shaft motor/gener. installed / Shaft motor/gener. power m/g / kW Turbocharger
Load indicator / Governor terminal shaft Pos. Type:
Draught fore / aft m
Corresponding displacement Dwt Spec.:
VIT + FQS / FQS Pos.
Speed setting pressure control room / local bar Date of last overhaul:
Aux. blower on / off
Barometric pressure / Ambient temperature bar / °C Frequency of washing
Scavenge air
Pressure drop across air cooler 1/2/3/4 mmWG Blower:

Blower suction 1/2/3/4 mmWG
Scavenge air press. (Emergency control-/control room) bar / bar Turbine:
Scavenge air pressure (local Manometer) bar
Temperature before blower 1/2/3/4 °C Ship
Temperature after blower 1/2/3/4 °C Type:
Scavenge air temperature after air cooler 1/2/3/4 °C
Exhaust gas back pressure before boiler bar Length oa (m):
Exhaust gas
Temperature before turbine 1/2/3/4 °C

Temperature after turbine 1/2/3/4 °C Length p.p. (m):
Temperature after cylinder Mean °C
1/2/3/4 °C Breadth moulded (m):
5/6/7/8 °C 6.0
9 / 10 / 11 / 12 °C Max. draught (m):
Turbocharger speed 1/2/3/4 rpm
Compression - / Combustion pressure Mean bar Corresponding displacement (Dwt):
1 bar
2 bar Corresponding deadweight (t):
3 bar
Cylinder pressures
4 bar Date of last dry-docking:

5 bar
6 bar Act. ship speed / water under keel / slip:
7 bar
8 bar Propeller:
9 bar fixed / CPP:
10 bar
11 bar Diameter (m):
12 bar
Ignition ratio Pitch (m):
Air press.: Valve air spring / Control air bar
Lub. oil press: Bearing / Crosshead bar No. of blades:
Valve drive actuator supply bar
Geislinger / Camshaft bar Type:
Axial detuner fwd / aft bar
Water press.: Cylinder / Piston bar Cooling Water:
Air cooler stage I 1/2/3/4 bar
Lub. oil temp.: Engine inlet / Thrust bearing °C Cyl.treatment:
T/C bearing, turbine side 1/2/3/4 °C
T/C bearing, blower side 1/2/3/4 °C Consumption per 24 h (l):
Piston inl. / outl. min - max °C
Systems
Water temp: Cyl. inl. / outl. min - max °C Piston treatment (if applicable) :
Piston inl. / outl. min - max °C
Seawater temperature °C Consumption per 24 h (l):
Air cooler inlet 1/2/3/4 °C
Air cooler outlet 1/2/3/4 °C Crankcase oil type:
T/C bearing casing outlet 1/2/3/4 °C
T/C gas outlet casing outlet 1/2/3/4 °C
Fuel : Press. before / after engine bar consumption per 24 hrs:
Consumption absol. kg/h Cylinder lubrication oil type
Viscosity - / temperature before engine cSt / °C
Cyl. lub. oil : Pump speed factor / E-Motor / Lub.shaft - / rpm / rpm
or Timing interval set / effective sek.
or Lever pos. Pos.
Dosaging screws upper / lower Pos.
Consumption absolute kg/h
Requirement for the performance evaluation by Wärtsilä: At least the data to grey marked items must be filled in completely.
emarks
Remark
APPENDIX 1.2
Performance data sheet

Installation: Engine type: Eng. no.: Hull no.: Sheet
Engine builder: Shipyard: Nom. Power at : Nom revolution Classification: Optim. at:
kW rpm IMO
In service since: Fuel properties Bunkered at:
Running hours: Spec.grav.: kg/m3 at: °C Sulphur content: %
Piston overhaul interval (Run. hrs.): Viscosity: cSt at: °C Water content: %
Fuel nozzles exchange interval (Run. hrs.): LCV: MJ / kg Ash content: %
Date / Time dd.mm.yy Date of last Dry Docking
Engine speed measured / Indication in fV * rpm
Engine power measured / Est. Power from flexView * kW / %
Shaft motor/gener. installed / Shaft motor/gener. Power m/g /kW Turbocharger
General Data
Fuel command used for injection WECS * % Type:

Draught fore / aft m
VIT / VIT + FQS WECS * ∠° Spec.:
Inj begin deadtime / Injection time (average) WECS ms
Injection begin WECS ∠° Date of last overhaul:
Fuel rail pressure setpoint / mean value WECS * bar
Actuator output WECS * % Frequency of washing
Servo oil rail pressure setpoint / mean value WECS bar Blower:
Number of nozzles in operation WECS #
Aux. blower on / off Turbine:
Barometric pressure / Ambient temperature * bar / °C
Scavenge air
Pressure drop across air cooler 1/2/3/4 mmWG Ship

Blower suction 1/2/3/4 mmWG Type:
Scavenge air press. (control room / flexView) bar / bar
Scavenge air pressure (local Manometer) * bar Length oa (m):
Temperature before blower 1/2/3/4* °C
Temperature after blower 1/2/3/4 °C Length p.p. (m):
Scavenge air temperature after air cooler 1/2/3/4* °C
Exhaust gas back pressure before boiler bar Breadth moulded (m):
Temperature before turbine 1/2/3/4* °C
xhaust gas
Temperature after turbine 1/2/3/4* °C Max. draught (m):

Temperature after cylinder Mean °C
Exhaus
1/2/3/4 °C Corresponding displacement (Dwt):

5/6/7/8 °C
C
9 / 10 / 11 / 12 °C Corresponding deadweight (t):
13 /14 °C
Turbocharger speed 1/2/3/4* rpm Act. Shipspeed / Water under keel / Slip
Compression - / Combustion pressure Mean * bar
1 bar Propeller:
2 bar fixed / CPP:
3 bar
4 bar Diameter (m):
Cylinder pressures
5 bar
6 bar Pitch (m):
7 bar
8 bar No. of blades:
9 bar
10 bar Type:
11 bar
12 bar System oil type:
13 bar
14 bar
Ignition ratio Consumption per 24 hrs. (l):
Air press.: Valve air spring / Control air bar
Lub. oil press: Bearing / Crosshead bar Cylinder lubrication oil type:
Boll & Kirch filter flushing interval #
Dynex inlet bar
Axial detuner driving end / free end bar Additional items to attach:
Water press.: Cylinder / Piston bar Performance trend from flexView
Air cooler stage I 1/2/3/4 bar
Lub. oil temp.: Engine inlet / Thrust bearing °C ICU curves
T/C lub oil outlet 1/2/3/4 °C
T/C lub oil inlet 1/2/3/4 °C Exhaust valve curves (open/close)
Systems
Piston inl. / outl. Mean °C

Water temp: Cyl. inlet °C print screens of:
Cyl. outlet mean value °C > INIDC page
Seawater temperature °C > INJECT page
Air cooler inlet 1/2/3/4 °C > EXHV page
Air cooler outlet 1/2/3/4 °C > LUB page (if PLS is applied)
Fuel : Press. before / after engine bar
Consumption absol. kg/h
Viscosity - / temperature before engine cSt / °C
Cyl. lub. oil : Feed rate setting / effective * g/kWh
or number of pulses/time (PLS only) #/10min WECS = can be read out from flexView
or measuring tank / flow meter (PLS only) l/h * = should at least be filled out
Requirement for the performance evaluation by Wärtsilä: At least the data to grey marked items must be filled in completely.
Remarks
APPENDIX 2 to RT-121
Issue 1, Page 1 / 6
Fundamentals of marine diesel engines with fixed pitch propellers
Background
Engine selection for a particular project and vessel is an iterative procedure with
numerous influences on the final choice. Initial constraints revolve mainly around
the choice of propeller, which is in turn influenced by such things as design
draughts, propeller-hull clearances, and the expected rotational speed and power
range for which the propeller should be optimised.
Commercial implications naturally play a role in the final selection. At times

however, higher value has been given to commercial rather than technical
considerations, leading to long-term engine performance implications.
Calculations of the capital expenditure clearly show an economic benefit of

installing the smallest engine possible (bore and number of cylinders) for a
specific vessel and task. This is also reflected by the introduction of progressively
heavy propellers in order to maximise the output of the installation. Whilst
understandable, consideration must be given to the provision of suitable margins
such that the engine is able to operate within the design limits at all times.
It is well known that throughout the lifetime of a vessel, a certain degradation of

condition occurs, directly impacting the complete systems’ performance. Without
suitable margins of the engine and vessel operation, this can cause, and has in
some cases caused, the engine to operate outside these limits. The operation of
the main engine outside of the design limits is commonly known as overloading.
The causes and consequences can be varied and will be shown later in this
document.
Issue 1, Page 2 / 6
Propeller curves
The distribution of this document is intended mainly for merchant vessels with
2-stroke power plant installations with a directly driven, Fixed Pitch Propeller
(FPP). For such standard vessels, universal laws can be used in developing early
approximations for the vessel’s characteristics:
An approximation of a ship’s resistance can be given as proportional to the

square of the ship’s speed:
(c = constant. This denotes proportionality)
Knowing that:
Where the power shown is that referred to as the Effective Power, it follows,
again as an approximation, that:
For such vessels under consideration, a given percentage propeller slip is

accepted across the range of operation. The ship’s speed then can be shown
that:
The effective power can then be shown as:
Although rough, this is taken as an approximation for a ship’s power demands

and is commonly known as the propeller curve. More detailed revisions of
resistance and power estimations can of course be made and remains to be the
fundamental study of Naval Architecture. In-depth studies of influences to the
Reynolds and Froude number, wake factor and propulsive efficiency, to name a
few parameters, are made to evaluate the viscous and dynamic contributions to a
vessel’s power demands. To venture further into the intricacies of such
calculations is outside the intended scope of this document however. This will not
be elaborated upon therefore, although it should simply be noted that for a full
bodied vessel such as a tanker relative to a slimmer, faster containership, a
difference in the resistance curve will be presented; notably the index to which
the ship’s speed is raised. This will be translated and also seen in the power
demand curve.
Issue 1, Page 3 / 6
Marine diesel engine fundamental drive characteristics and operating envelopes

For marine diesel engines, at a given fuel input per cycle, a constant torque (and
mean effective pressure) can be produced across the allowable speed range of
the engine, see Figure 1.
As power is proportional to torque multiplied by the rotational speed, we can also
create the overview as shown in Figure 1 (right).
Diesel engine torque and power characteristics
Engine torque Engine power
100%
fuel input p ut
e l in
fu
0%
10
25% 25%
fuel input
min. max. min. max.

Engine speed [rpm] Engine speed [rpm]
Fig. 1
Turbocharging is introduced to the engines to increase the power density. Whilst

achieving this task, limits are introduced on the engine operating envelope as the
maximum torque is not able to be produced at low speed. Essentially, at low
engine speeds, with a constant nozzle area onto the turbine (nozzle ring), it is not
possible to create and maintain the pressure drop across the turbine; it is this
pressure drop which is translated into power to drive the compressor. With
reduced power delivered to the compressor, reduced scavenge air pressure is
developed, thus lower air flows through the engine. Should operation be
attempted in an area with an unsatisfactory air-to-fuel ratio, poor combustion
characteristics are likely to be seen, including:
• Incomplete combustion
• Fouling
• Possible turbocharger surging
Issue 1, Page 4 / 6
The shape of the engine operating envelope is therefore adjusted:
Operating envelope of a turbocharged diesel engine
Torque Power
100% 100%
fuel input fuel input
25% 25%
Speed Speed
Fig. 2
Matching of propeller and engine

As the engine is coupled directly to the propeller for the FPP installations under
consideration, it stands that the power developed from the engine must match
that demanded and absorbed by the propeller:
Matching of engine and propeller characteristics
Torque Power
100%
fuel input p ut
x% fuel input
e l in x%
fu fuel input
0%
10
Speed Speed
Fig. 3
Issue 1, Page 5 / 6
By superimposing the engine’s operating envelope over the propeller curve, it

must be observed that the operating points of the engine across the permissible
speeds must therefore always be within the allowable envelope of the engine:
Engine operating envelope and nominal propeller curve
Power
MCR
Speed
Fig. 4
Whilst this curve remains to be the basis from which the margins are developed,
in the later documentation it can be seen that a logarithmic scale is adopted. The
use of the log scale enables easier use and analysis as curves are translated into
gradient lines.
As fouling and other characteristics of the vessel deteriorate over time however,
the operation changes and produces different operating characteristic curves:
Off-design engine and propeller matching
Torque Power
x% x%
Speed Speed
Fig. 5
Issue 1, Page 6 / 6
Engine operational envelope under different vessel conditions
Power
3 2
MCR
1
Speed
1. Design curve (sea trial), 2. Nominal curve, 3. Curve observed on a fouled

vessel
Fig. 6
Deterioration of hull and engine

The introduction of marine and biological growth to the hull form, rippling of the
shell plating due to hydrostatic forces, and an increasing of surface roughness of
the propeller over time cumulatively increase the frictional forces of a vessel and
lead to a general degradation of the vessels’ performance. Temporary influences
to the engine’s operation which may result in overloading include shallow water
operation, high sea states, head winds, strong currents and rapid acceleration of
the vessel.
Poor matching of the main engine and propeller, whereby the performance
deterioration over time is not suitably considered, leads to poor engine
performance characteristics. These include, but are not limited to, such problems
as:
• Sub-optimum air flow causing poorer combustion
• Higher fouling and deposits within the engine
• Higher wear on certain engine components
• Loss of ship speed
• Increased fuel oil consumption
• Possible loss of ability to accelerate the vessel due to the introduction of
torque or scavenge air limiters
As a preventive measure to the detailed problems at the design stage, a number

of margins are proposed to allow for the gradual degradation over time. Should
the margins be carefully considered and introduced for the individual cases, the
risk of performance problems is significantly reduced.
Issue 1, Page 1 / 7
Engine load diagram and operating limits
Rating field and rating points

The rating field shown in Figure 1 is the area of power and engine speed. In this
area the contract maximum continuous rating of an engine can be positioned
individually to give the desired combination of propulsive power and rotational
speed. Engines within this rating field will be tuned for maximum firing pressure
and best efficiency whilst observing NOx emission regulations. During the past
decade engines were mainly selected with a CMCR-point in the upper part of the
rating field. With a view to more efficient vessels, lower ratings of the main engine
are more common today.
Rating field and rating points
Engine power
R1
Rating line
Rx1 fulfilling a ship’s
Rx2 power require-
ment for a
constant speed
R3
R4 R2
1
Engine speed
Nominal propeller characteristic 1
Nominal propeller characteristic 2
The contract maximum continuous rating (Rx) may be

freely positioned within the rating field for that engine.
1. Rating field, 2. R1 to R4 corner points, 3. Rx1 & Rx2 rating points

Fig. 1
The rating points (R1, R2, R3 and R4) for the Wärtsilä RTA and RT-flex engines
are the corner points of the engine rating field, see Figure 1.
The point R1 represents the nominal Maximum Continuous Rating (MCR). It is

the maximum power/speed combination which is available for a particular engine.
The point R2 defines 100% speed and a specified reduced % of R1 power.

The reduction in power (and speed for point R3) depends on the engine type.
Issue 1, Page 2 / 7
The point R3 defines a specified reduced % of engine speed and a specified

reduced % of R1 power.
The connection R1–R3 is the nominal 100% line of constant mean effective
pressure of R1.
The point R4 defines a specified reduced % of engine speed – same % as for R3

– and a specified reduced % of R1 power – same % as for R2.
The connection line R2–R4 is the line of the reduced power between the
specified reduced speed up to the 100% speed of R1.
Rating points Rx (Rx1 and Rx2 in the example) can be selected within the entire
rating field to meet the requirements of each particular project. Such rating points
require specific engine adaptations.
Sea trial power

The sea trial power must be specified. Figure 2 shows the sea trial power to be
the power required for point ‘B’ on the propeller curve. Often and alternatively the
power required for point ‘A’ on the propeller curve is referred to as ‘sea trial
power’.
Load range limits of an engine corresponding to a specific rating point Rx
Engine power
[%Rx]
110
CMCR (Rx)
100
95 10% EM/OM
D
90 Sea trial power
B
15% SM
80
78.3
A
70
Engine load range
60
50
3.5% LR
propeller curve
without SM
Engine speed
40 [%Rx]
65 70 80 90 95 100 104
EM engine margin SM sea margin

OM operational margin LR light running margin
Fig. 2
Issue 1, Page 3 / 7
Sea margin (SM)

The increase in power to maintain a given ship’s speed achieved in calm weather
(point ‘A’) in Figure 2 and under average service condition (point ‘D’), is defined
as the ‘sea margin’. This margin can vary depending on owner’s and charterer’s
expectations, routes, season and schedules of the ship. The location of the
reference point ‘A’ and the magnitude of the sea margin are determined between
the shipbuilder and the owner. They form part of the newbuilding contract.
With the help of effective antifouling paints, dry-docking intervals have been
prolonged up to 4 or 5 years. Therefore, it is still realistic to provide an average
sea margin of about 15% of the sea trial power, refer to Figure 2, unless as
mentioned above, the actual ship type and service route dictate otherwise.
Light running margin (LR)

The sea trial performance (curve ‘a’) in Figure 3 should allow for a 4 to 7% light
running of the propeller when compared to the nominal propeller characteristic
(the example in Figure 3 shows a light running margin of 5%). This margin
provides a sufficient torque reserve whenever full power must be attained under
unfavourable conditions. Normally, the propeller is hydro-dynamically optimised
for a point ‘B’. The trial speed found for ‘A’ is equal to the service speed at ‘D’
stipulated in the contract at 90% of CMCR.
Load diagram for a specific engine showing corresponding power & speed range
Engine power
[%Rx] CMCR (Rx)
100
10%
EM/OM
D
90
B
15% SM
5% LR
78.3
A
propeller curve
without SM
Engine speed
[%Rx]
100
F10.3148 OM operational margin LR light running margin
Fig. 3
The recommended light running margin originates from past experience. It varies
with specific ship designs, speeds, drydocking intervals, and trade routes.
Issue 1, Page 4 / 7
Note:
It is the shipbuilder’s responsibility to determine the light running margin large
enough so that, at all service conditions, the load range limits on the left side of
nominal propeller characteristic line are not reached, see chapter Load range
limits and Figure 4.
Assuming, for example, the following:

• Drydocking intervals of the ship 5 years.
• Time between overhauls of the engine 2 years or more.
• Full service speed must be attainable, without surpassing the torque limit,
under less favourable conditions and without exceeding 100% mep.
Therefore the ‘light running margin’ required will be 5 to 6%. This is the sum of
the following factors:
1. 1.5–2% influence of wind and weather with an adverse effect on the intake
water flow of the propeller. Difference between Beaufort 2 sea trial condition
and Beaufort 4–5 average service condition. For vessels with a pronounced
wind sensitivity, i.e. containerships or car carriers this value will be exceeded.
2. 1.5–2% increase of ship’s resistance and mean effective wake brought about
by:
− Rippling of hull (frame to frame).
− Fouling of local, damaged areas, i.e. boot top and bottom of the hull.
− Formation of roughness under paint.
− Influence on wake formation due to small changes in trim and immersion of
bulbous bow, particularly in the ballast condition.
3. 1% frictional losses due to increase of propeller blade roughness and

consequent drop in efficiency, e.g. aluminium bronze propellers:
− New: surface roughness = 12 microns.
− Aged: rough surface but no fouling = 40 microns.
4. 1% deterioration in engine efficiency such as:

− Fouling of scavenge air coolers.
− Fouling of turbochargers.
− Condition of piston rings.
− Fuel injection system (condition and/or timing).
− Increase of back pressure due to fouling of the exhaust gas boiler, etc.
Engine margin (EM) or operational margin (OM)

Most owners specify the contractual ship’s loaded service speed at 85 to 90% of
the contract maximum continuous rating. The remaining 10 to 15% power can
then be utilised to catch up with delays in schedule or for the timing of drydocking
intervals. This margin is usually deducted from the CMCR. Therefore, the 100%
power line is found by dividing the power at point ‘D’ by 0.85 to 0.90. The graphic
approach to find the level of CMCR is illustrated in Figures 2 and 3.
Issue 1, Page 5 / 7
In the examples two current methods are shown. Figure 2 presents the method of
fixing point ‘B’ and CMCR at 100% speed thus obtaining automatically a light
running margin B–D of 3.5%. Figures 3 and 5 show the method of plotting the
light running margin from point ‘B’ to point ‘D’ or ‘D_’ (in our example 5%) and
then along the nominal propeller characteristic to obtain the CMCR-point. In the
examples, the engine power at point ‘B’ was chosen to be at 90% and 85%
respectively.
Continuous service rating (CSR=NOR=NCR)

Point ‘A’ represents power and speed of a ship operating at contractual speed in
calm seas with a new clean hull and propeller. On the other hand, the same ship
at the same speed requires a power/speed combination according to point ‘D’,
shown in Figure 4, under service condition with aged hull and average weather.
‘D’ is then the CSR-point.
Contract maximum continuous rating (CMCR = Rx)

By dividing, in our example, the CSR (point D) by 0.90, the 100% power level is
obtained and an operational margin of 10% is provided, see Figure 4. The found
point Rx, also designated as CMCR, can be selected freely within the rating field
defined by the four corner points R1, R2, R3 and R4, see Figure 1.
Load range limits

Once an engine is optimised at CMCR (Rx), the working range of the engine is
limited by the following border lines, refer to Figure 4:
Line 1 is a constant mep or torque line through CMCR from 100% speed and
power down to 95% power and speed.
Line 2 is the overload limit. It is a constant mep line reaching from 100% power
and 93.8% speed to 110% power and 103.2% speed. The latter one is
the point of intersection between the nominal propeller characteristic and
110% power.
Line 3 is the 104% speed limit where an engine can run continuously. For Rx
with reduced speed (NCMCR ≤ 0.98 NMCR) this limit can be extended to
106%, however, the specified torsional vibration limits must not be
exceeded.
Line 4 is the overspeed limit. The overspeed range between 104 (106) and
108% speed is only permissible during sea trials if needed to demonstrate
the ship’s speed at CMCR power with a light running propeller in the
presence of authorised representatives of the engine builder. However,
the specified torsional vibration limits must not be exceeded.
Line 5 represents the admissible torque limit and reaches from 95% power and
speed to 45% power and 70% speed. This represents a curve defined by
the equation:
.
Issue 1, Page 6 / 7
When approaching line 5, the engine will increasingly suffer from lack of
scavenge air and its consequences. The area formed by lines 1, 3 and 5
represents the range within which the engine should be operated. The
area limited by the nominal propeller characteristic, 100% power and
line 3 is recommended for continuous operation. The area between the
nominal propeller characteristic and line 5 has to be reserved for
acceleration, shallow water and normal operational flexibility.
Line 6 is defined by the equation:
through 100% power and 93.8% speed and is the maximum torque limit
in transient conditions.
The area above line 1 is the overload range. It is only allowed to operate
engines in that range for a maximum duration of one hour during sea
trials in the presence of authorised representatives of the engine builder.
The area between lines 5 and 6 and constant torque line (dark area of
Figure. 4) should only be used for transient conditions, i.e. during fast
acceleration. This range is called ‘service range with operational time
limit’.
Load range limit: load diagram of an engine with a specific rating point Rx
Engine power
[%Rx]
CMCR (Rx)
110
Engine load range 2
100
1 10%
95
EM/OM
90
D B
Constant torque
15% SM
80
78.3
A
4
70
3
60
6
1
50 5
103.2
propeller curve
93.8
without SM
Engine speed
40 [%Rx]
65 70 80 90 95 100 104 108

F10 5249
1. Lines 1 to 6: limit lines

Fig. 4
Issue 1, Page 7 / 7
Load range with main-engine driven generator

The load range of an engine with main-engine driven generator, whether it is a
shaft generator (S/G) mounted on the intermediate shaft or driven through a
power take off gear (PTO), is shown by curve ‘c’ in Figure 5. This curve is not
parallel to the propeller characteristic without main-engine driven generator due
to the addition of a constant generator power over most of the engine load. In the
example of Figure 5, the main-engine driven generator is assumed to absorb 5%
of the nominal engine power.
The CMCR-point is, of course, selected by taking into account the max. power of
the generator.
Load range diagram: engine equipped with main-engine driven generator
Engine power CMCR (Rx)

[%Rx]
100
10%
EM/OM
D
90
c 5% S/G
85
D’ B
15% SM
5% LR
73.9
A
PTO power
propeller curve
without SM
Engine speed
[%Rx]
100
F10.3149 S/G shaft generator
Fig. 5

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TECHNICAL

Wärtsilä low-speed engines RT-121

Countermeasures for engine Next opportunity

overload Concerned products

Wärtsilä Switzerland Ltd. Tel (24h): +41 52 262 80 10

For a more detailed explanation of the principles of engine-to-propeller matching

Example of power characteristics for RTA, RT-flex and W-X engines

Symbol Event Result

Load range limits

If electronic documents in Microsoft Excel format are preferred, please contact

Whilst taking measurements, it is essential that the influence of external factors is

• One time remote evaluation, based on filled-in performance data sheets

For further details please contact your nearest Wärtsilä representative.

A detailed report of this performance analysis will be provided including

Example of 2-stroke engine performance data curves

Performance data curves

T bef T/C [°C]

T aft T/C [°C]

Power [kW] (x1000) 6.0

Shoptest* Single Point

1. Single point values at 80% engine load

Rectifications prior to propeller modification

Propeller related countermeasures

Propeller modification calculations

The following information is required:

A modification calculation includes:

Where can propeller modifications be performed?

How to contact Wärtsilä

Contact details for emergency issues

© 2012 Wärtsilä Switzerland Ltd. – All rights reserved

Performance data sheet

Engine power measured / by LI x n kW

Pressure drop across air cooler 1/2/3/4 mmWG Blower:

Temperature before turbine 1/2/3/4 °C

4 bar Date of last dry-docking:

Performance data sheet

Fuel command used for injection WECS * % Type:

Pressure drop across air cooler 1/2/3/4 mmWG Ship

Temperature after turbine 1/2/3/4* °C Max. draught (m):

1/2/3/4 °C Corresponding displacement (Dwt):

Piston inl. / outl. Mean °C

Fundamentals of marine diesel engines with fixed pitch propellers

Commercial implications naturally play a role in the final selection. At times

Calculations of the capital expenditure clearly show an economic benefit of

It is well known that throughout the lifetime of a vessel, a certain degradation of

An approximation of a ship’s resistance can be given as proportional to the

(c = constant. This denotes proportionality)

For such vessels under consideration, a given percentage propeller slip is

The effective power can then be shown as:

Although rough, this is taken as an approximation for a ship’s power demands

Marine diesel engine fundamental drive characteristics and operating envelopes

Diesel engine torque and power characteristics

Engine torque Engine power

min. max. min. max.

Turbocharging is introduced to the engines to increase the power density. Whilst

The shape of the engine operating envelope is therefore adjusted:

Operating envelope of a turbocharged diesel engine

Matching of propeller and engine

Matching of engine and propeller characteristics

By superimposing the engine’s operating envelope over the propeller curve, it

Engine operating envelope and nominal propeller curve

Off-design engine and propeller matching

Engine operational envelope under different vessel conditions