động cơ 2 kỳ wartsila rta84c

This book covers the following Sulzer diesel engines:
The Sulzer RTA84C engine with the following MCR rating:
– Power per cylinder

4 050 kW

– Speed

102 rpm

5 510 bhp

and
The Sulzer RTA96C engine with the following MCR rating:
– Power per cylinder

5 490 kW

– Speed

100 rpm

7 470 bhp

This issue of the Engine Selection and Project Manual (ESPM) replaces the
ESPM RTA84C issue May 1997 and ESPM RTA96C issue May 1997. It is
made according to the new concept for these books.
Please note that the contents have been revised, which will have
consequences on new projects and could have an influence to your actual
projects. Particular attention is drawn to the major changes:

a)
b)

c)
d)
e)

Both engines are fully compatible to IMO-2000 regulations.
The estimation of engine performance data (BSFC, BSEF and tEaT)
are given only for MCR rating. Derating and part load performance
figures can be obtained from the winGTD-program (CD-ROM included
inside the rear cover of this book).
Complete document (text, data, schematics and outline figures) has
been updated.
The inclusion of information referring to IMO-2000 regulations.
The inclusion of information referring to winGTD (version 1.22,
mentioned under b) and EnSel (version 3.22), both on the CD-ROM
included inside the rear cover of this book.

25.41.07.40 – Issue VII.98 – Rev. 0

Wärtsilä NSD Switzerland Ltd


RTAĆC

Engine Selection and Project Manual

List of contents

A

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

A–1

A1

Primary engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

A–2

B

Considerations on engine selection . . . . . . . . . . . . . . . . . . . . . .

B–1

B1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

B–1

B2
B2.1
B2.2

Layout field . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Rating points R1, R2, R3 and R4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Influence of propeller revolutions on the power requirement . . . . . . . . . . . . . . . . . . .

B–1
B–2
B–2

B3
B3.1
B3.2
B3.3
B3.4
B3.5
B3.5.1
B3.5.2
B3.6
B3.7
B3.8
B3.9

Load range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Propeller curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sea trial power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sea margin (SM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Light running margin (LR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine margin (EM) or operational margin (OM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Continuous service rating (CSR=NOR=NCR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Contract maximum continuous rating (CMCR = Rx) . . . . . . . . . . . . . . . . . . . . . . . . . .
Load range limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Load range with main-engine driven generator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Definitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Definition of light running margin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

B–3
B–3
B–4
B–4
B–4
B–4
B–5
B–5
B–5
B–6
B–6
B–7

B4
B4.1
B4.2

Ambient temperature consideration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine air inlet: operating temperatures from 45°C to 5°C . . . . . . . . . . . . . . . . . . . .
Engine air inlet: arctic conditions at operating temperatures below 5°C . . . . . . . . . .

B–8
B–8
B–9

C

RTA84C and RTA96C engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C–1

C1
C1.1

RTA84C engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C–1
C–1

C1.2
C1.2.1
C1.2.2
C1.2.3
C1.2.4
C1.2.4.1
C1.2.4.2
C1.2.4.3
C1.2.5
C1.2.5.1
C1.2.5.2

Engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reference conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Design conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ancillary system design parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Estimation of engine performance data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Estimating brake specific fuel consumption (BSFC) . . . . . . . . . . . . . . . . . . . . . . . . . . .

Estimating brake specific exhaust gas flow (BSEF) . . . . . . . . . . . . . . . . . . . . . . . . . . .
Estimating temperature of exhaust gas after turbocharger (tEaT) . . . . . . . . . . . . . . .
Vibration aspects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Torsional vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Axial vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C–3
C–3
C–3
C–3
C–3
C–4
C–5
C–6
C–7
C–7
C–7

Wärtsilä NSD Switzerland Ltd

a

25.41.07.40 – Issue VII.98 – Rev. 0


Engine Selection and Project Manual

RTAĆC

List of contents

C1.2.5.3
C1.2.5.4
C1.2.5.5
C1.2.5.6
C1.2.6
C1.2.6.1
C1.2.7
C1.2.8
C1.2.9

Hull vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Estimation of engine vibration data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Questionnaire about engine vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Turbocharger and scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Turbocharger and scavenge air cooler selection (ABB VTR type turbochargers) . .
Auxiliary blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Turning gear requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C–7
C–7
C–11
C–12
C–13
C–14
C–15
C–15
C–16

C1.3
C1.3.1
C1.3.2
C1.3.2.1
C1.3.2.2
C1.3.2.3
C1.3.2.4
C1.3.2.5
C1.3.2.6
C1.3.2.7
C1.3.2.8
C1.3.2.9
C1.3.2.10

Installation data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Dimensions, masses and dismantling heights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine outlines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine outline 4RTA84C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine outline 5RTA84C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine outline 6RTA84C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine outline 7RTA84C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine outline 8RTA84C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine outline 9RTA84C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine outline 10RTA84C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine outline 11RTA84C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine outline 12RTA84C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine seating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C–17

C–17
C–18
C–18
C–19
C–20
C–21
C–22
C–23
C–24
C–25
C–26
C–27

C1.4
C1.4.1
C1.4.1.1
C1.4.1.2
C1.4.2
C1.4.3
C1.4.3.1
C1.4.3.2
C1.4.3.3
C1.4.3.4
C1.4.3.5
C1.4.4

Auxiliary power generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System description and layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Waste heat recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power take off (PTO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Arrangements of PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PTO options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Free-end PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PTO Tunnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Constant-speed gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sulzer S20U diesel generator set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C–29
C–29
C–29
C–30
C–30
C–30
C–30
C–31
C–31
C–31
C–31
C–32

C1.5
C1.5.1
C1.5.1.1
C1.5.1.2
C1.5.1.3
C1.5.2
C1.5.2.1
C1.5.2.2

Ancillary systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Part-load data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Piping systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cooling and pre-heating water systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lubricating oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C–33
C–33
C–33
C–33
C–33
C–38
C–38
C–42

25.41.07.40 – Issue VII.98 – Rev. 0

b

Wärtsilä NSD Switzerland Ltd


RTAĆC

Engine Selection and Project Manual

List of contents

C1.5.2.3
C1.5.2.4
C1.5.2.5
C1.5.3
C1.5.4
C1.5.5
C1.5.6

Fuel oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starting and control air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Leakage collection system and washing devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Tank capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fire protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Exhaust gas system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine air supply / Engine room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C–47
C–52
C–54
C–55
C–56
C–57
C–60

C1.6
C1.6.1
C1.6.2

Engine noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Surface sound pressure level at 1 m distance under free field conditions . . . . . . . .
Sound pressure level in suction pipe at turbocharger inlet,
reference diameter = 1.0 m . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sound pressure level in discharge pipe at turbocharger outlet,
reference diameter = 1.0 m . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C–63
C–63

C1.6.3

C–63
C–64

C2
C2.1

RTA96C engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C–65
C–65

C2.2
C2.2.1
C2.2.2
C2.2.3
C2.2.4
C2.2.4.1

C2.2.4.2
C2.2.4.3
C2.2.5
C2.2.5.1
C2.2.5.2
C2.2.5.3
C2.2.5.4
C2.2.5.5
C2.2.5.6
C2.2.6
C2.2.6.1
C2.2.7
C2.2.8
C2.2.9

Engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Reference conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Design conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Ancillary system design parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Estimation of engine performance data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Estimating brake specific fuel consumption (BSFC) . . . . . . . . . . . . . . . . . . . . . . . . . . .
Estimating brake specific exhaust gas flow (BSEF) . . . . . . . . . . . . . . . . . . . . . . . . . . .
Estimating temperature of exhaust gas after turbocharger (tEaT) . . . . . . . . . . . . . . .
Vibration aspects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Torsional vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Axial vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Hull vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Estimation of engine vibration data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Questionnaire about engine vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Turbocharger and scavenge air cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Turbocharger and scavenge air cooler selection (ABB VTR type turbochargers) . .
Auxiliary blower . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Turning gear requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C–67
C–67
C–67
C–67
C–67
C–68
C–69
C–70
C–71
C–71
C–71
C–71
C–71
C–75
C–76
C–77
C–78
C–79
C–79
C–80

C2.3
C2.3.1
C2.3.2

C2.3.2.1
C2.3.2.2
C2.3.2.3

Installation data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Dimensions, masses and dismantling heights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine outlines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine outline 6RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine outline 7RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine outline 8RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C–81
C–81
C–82
C–82
C–83
C–84

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RTAĆC

List of contents

C2.3.2.4
C2.3.2.5
C2.3.2.6
C2.3.2.7
C2.3.2.8

Engine outline 9RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine outline 10RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine outline 11RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine outline 12RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine seating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C–85
C–86
C–87
C–88
C–89

C2.4
C2.4.1
C2.4.1.1
C2.4.1.2
C2.4.2
C2.4.3
C2.4.3.1
C2.4.3.2
C2.4.3.3
C2.4.3.4
C2.4.3.5

C2.4.4

Auxiliary power generation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System description and layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Waste heat recovery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Power take off (PTO) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Arrangements of PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PTO options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Free-end PTO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PTO Tunnel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Constant-speed gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sulzer S20U diesel generator set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C–91
C–91
C–91
C–92
C–92
C–92
C–92
C–93
C–93
C–93
C–93
C–94

C2.5
C2.5.1

C2.5.1.1
C2.5.1.2
C2.5.1.3
C2.5.2
C2.5.2.1
C2.5.2.2
C2.5.2.3
C2.5.2.4
C2.5.2.5
C2.5.3
C2.5.4
C2.5.5
C2.5.6

Ancillary systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
General information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Part-load data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine system data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Piping systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cooling and pre-heating water systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lubricating oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starting and control air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Leakage collection system and washing devices . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Tank capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fire protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Exhaust gas system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine air supply / Engine room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C–95
C–95
C–95
C–95
C–95
C–100
C–100
C–104
C–109
C–114
C–116
C–117
C–118
C–119
C–122

C2.6
C2.6.1
C2.6.2

Engine noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Surface sound pressure level at 1 m distance under free field conditions . . . . . . . .
Sound pressure level in suction pipe at turbocharger inlet,
reference diameter = 1.0 m . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sound pressure level in discharge pipe at turbocharger outlet,
reference diameter = 1.0 m . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C–125
C–125

C2.6.3

C–125
C–126

D

Engine management systems . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D–1

D1

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D–1

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List of contents

D2
D2.1
D2.2
D2.3
D2.3.1
D2.3.2
D2.3.3
D2.4

DENIS family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DENIS specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Remote control systems suppliers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Speed control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Approved speed control (Governor) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Selection of speed control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Technical assistance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Alarm sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D–2
D–2
D–4
D–4
D–4
D–4
D–5
D–5

D3
D3.1
D3.2

D3.3

MAPEX Family . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
SIPWA-TP: Trend processing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MAPEX-PR: Piston-running reliability . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MAPEX-SM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D–10
D–11
D–12
D–13

E

Engine emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

E–1

E1
E1.1
E1.2
E1.3
E1.4
E1.5

IMO-2000 regulations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
IMO . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Establishment of emission limits for ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Regulation regarding NOx emissions of diesel engines . . . . . . . . . . . . . . . . . . . . . . . .
Date of application of ANNEX VI . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Procedure for certification of engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

E–1
E–1
E–1
E–1
E–1
E–2

E2
E2.1
E2.2

Compliance with the IMO regulation of the RTA84C and RTA96C engines . . . . . . .
Standard measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Extended measures . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

E–2
E–2
E–2

F

winGTD – General Technical Data . . . . . . . . . . . . . . . . . . . . . . . .

F–1

F1
F1.1
F1.2

F1.3

Installation of winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
System requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Installing winGTD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Changes to previous versions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

F–1
F–1
F–1
F–1

F2
F2.1
F2.2
F2.3
F2.4
F2.5
F2.5.1

Using winGTD (RTA84C and RTA96C) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Main window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Two-stroke propulsion engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Results of the computation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Service conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

F–2
F–2

F–2
F–2
F–3
F–3
F–4

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RTAĆC

List of contents

F2.6

Saving a project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

G

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

G1

Reference to other Wärtsilä NSD Switzerland documentation . . . . . . . . . . . . . . . . . .

G–1

G2

Piping symbols . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

G–2

G3

SI dimensions for internal combustion engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

G–5

G4

Approximate conversion factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

G–6

G5
G5.1
G5.2
G5.3
G5.4
G5.5
G5.6

Wärtsilä NSD Corporation worldwide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Headquarters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Marine business . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Licensing business . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Navy business . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
International network companies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Licensees . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

G–7
G–7
G–7
G–7
G–7
G–7
G–13

G6

Questionnaire order specification for RTA84C and RTA96C engines . . . . . . . . . . . .

G–16

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Engine Selection and Project Manual

List of figures

Fig. A1

Power/speed range of all IMO-2000 regulation compatible RTA engines . . . . . . . . .

A–1

Fig. B1
Fig. B2
Fig. B3

B–1
B–3

Fig. B5
Fig. B6

Layout field applicable to the RTA engines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Load range, with the load diagram of an engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Load range diagram for a specific engine showing the corresponding power and
speed margins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Load range diagram for an engine equipped with a main-engine driven generator,
whether it is a shaft generator or a PTO-driven generator . . . . . . . . . . . . . . . . . . . . .
Scavenge air system for arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Blow-off effect at arctic conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Fig. C1
Fig. C2
Fig. C3
Fig. C4
Fig. C5
Fig. C6
Fig. C7
Fig. C8
Fig. C9
Fig. C10
Fig. C11
Fig. C12
Fig. C13
Fig. C14
Fig. C15
Fig. C16
Fig. C17
Fig. C18
Fig. C19
Fig. C20
Fig. C21
Fig. C22
Fig. C23
Fig. C24
Fig. C25
Fig. C26
Fig. C27
Fig. C28
Fig. C29

Fig. C30
Fig. C31
Fig. C32
Fig. C33
Fig. C34

Sulzer RTA84C cross section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Estimation of BSFC for Rx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Estimation of BSEF for Rx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Estimation of tEaT for Rx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
External couples and forces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Typical attachment points for lateral stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
‘H-type’ and ‘X-type’ modes of engine vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Turbocharger and scavenge air cooler selection (ABB VTR type tubochargers) . .
Engine dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4RTA84C engine outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5RTA84C engine outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6RTA84C engine outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7RTA84C engine outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8RTA84C engine outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9RTA84C engine outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10RTA84C engine outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11RTA84C engine outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12RTA84C engine outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine foundation for RTA84C engine seating with epoxy resin chocks . . . . . . . . .
Heat recovery system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Free-end PTO gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Tunnel PTO gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Key to illustrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sulzer S20U diesel generator set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Conventional sea-water cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Central fresh water cooling system, single-stage SAC . . . . . . . . . . . . . . . . . . . . . . . .
Central fresh water cooling system, two-stage SAC . . . . . . . . . . . . . . . . . . . . . . . . . .
Conventional sea-water cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Central fresh water cooling layout for single-stage scavenge air cooler . . . . . . . . . .
Central fresh water cooling layout for two-stage scavenge air cooler . . . . . . . . . . . .
Cylinder cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine pre-heating power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Main lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cylinder lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C–1
C–4
C–5
C–6
C–8
C–9
C–10
C–14
C–17
C–18
C–19
C–20
C–21
C–22
C–23
C–24
C–25
C–26
C–27

C–29
C–30
C–30
C–30
C–32
C–35
C–36
C–37
C–38
C–39
C–39
C–40
C–41
C–44
C–45

Fig. B4

Wärtsilä NSD Switzerland Ltd

g

B–4
B–6
B–9
B–9

25.41.07.40 – Issue VII.98 – Rev. 0

Engine Selection and Project Manual

RTAĆC

List of figures

Fig. C35
Fig. C36
Fig. C37
Fig. C38
Fig. C39
Fig. C40
Fig. C41
Fig. C42
Fig. C43
Fig. C44
Fig. C45
Fig. C46
Fig. C47
Fig. C48
Fig. C49
Fig. C50
Fig. C51
Fig. C52
Fig. C53
Fig. C54
Fig. C55
Fig. C56
Fig. C57
Fig. C58

Fig. C59
Fig. C60
Fig. C61
Fig. C62
Fig. C63
Fig. C64
Fig. C65
Fig. C66
Fig. C67
Fig. C68
Fig. C69
Fig. C70
Fig. C71
Fig. C72
Fig. C73
Fig. C74
Fig. C75
Fig. C76
Fig. C77
Fig. C78
Fig. C79

Fuel oil viscosity-temperature diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Heavy fuel oil treatment layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pressurized fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starting and control air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Correction of air receiver and air compressor capacities . . . . . . . . . . . . . . . . . . . . . . .
Leakage collection and washing layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Determination of exhaust pipe diameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Estimation of exhaust gas density . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Estimation of exhaust pipe diameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air filter size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sound pressure level at 1 m distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sound pressure level at turbocharger air inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sound pressure level at turbocharger exhaust outlet . . . . . . . . . . . . . . . . . . . . . . . . . .
Sulzer RTA96C cross section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Estimation of BSFC for Rx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Estimation of BSEF for Rx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Estimation of tEaT for Rx . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
External couples and forces . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Typical attachment points for lateral stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
‘H-type’ and ‘X-type’ modes of engine vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Turbocharger and scavenge air cooler selection (ABB VTR type tubochargers) . .
Engine dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
6RTA96C engine outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7RTA96C engine outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
8RTA96C engine outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
9RTA96C engine outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
10RTA96C engine outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
11RTA96C engine outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12RTA96C engine outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine foundation for RTA96C engine seating with epoxy resin chocks . . . . . . . . .
Heat recovery system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Free-end PTO gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Tunnel PTO gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Key to illustrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sulzer S20U diesel generator set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Conventional sea-water cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Central fresh water cooling system, single-stage SAC . . . . . . . . . . . . . . . . . . . . . . . .
Central fresh water cooling system, two-stage SAC . . . . . . . . . . . . . . . . . . . . . . . . . .

Conventional sea-water cooling system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Central fresh water cooling layout for single-stage scavenge air cooler . . . . . . . . . .
Central fresh water cooling layout for two-stage scavenge air cooler . . . . . . . . . . . .
Cylinder cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine pre-heating power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Main lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cylinder lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

25.41.07.40 – Issue VII.98 – Rev. 0

h

C–48
C–50
C–51
C–52
C–53
C–54
C–57
C–58
C–58
C–61
C–63
C–63
C–64
C–65
C–68
C–69
C–70
C–72

C–73
C–74
C–78
C–81
C–82
C–83
C–84
C–85
C–86
C–87
C–88
C–89
C–91
C–92
C–92
C–92
C–94
C–97
C–98
C–99
C–100
C–101
C–101
C–102
C–103
C–106
C–107

Wärtsilä NSD Switzerland Ltd

RTAĆC

Engine Selection and Project Manual

List of figures

Fig. C80
Fig. C81
Fig. C82
Fig. C83
Fig. C84
Fig. C85
Fig. C86
Fig. C87
Fig. C88
Fig. C89
Fig. C90
Fig. C91
Fig. C92

Fuel oil viscosity-temperature diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Heavy fuel oil treatment layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pressurized fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Starting and control air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Correction of air receiver and air compressor capacities . . . . . . . . . . . . . . . . . . . . . . .
Leakage collection and washing layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Determination of exhaust pipe diameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Estimation of exhaust gas density . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Estimation of exhaust pipe diameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Air filter size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sound pressure level at 1 m distance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sound pressure level at turbocharger air inlet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Sound pressure level at turbocharger exhaust outlet . . . . . . . . . . . . . . . . . . . . . . . . . .

C–110
C–112
C–113
C–114
C–115
C–116
C–119
C–120
C–120
C–123
C–125
C–125
C–126

Fig. D1
Fig. D2
Fig. D3
Fig. D4
Fig. D5
Fig. D6
Fig. D7

Intelligent engine-management comprising DENIS and MAPEX modules . . . . . . . .
DENIS-1 remote control for RTA84C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
DENIS-6 remote control for RTA96C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

SIPWA-TP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MAPEX-PR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
MAPEX- communication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
The maintenance circle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

D–1
D–3
D–3
D–11
D–12
D–13
D–14

Fig. E1
Fig. E2
Fig. E3

Speed dependent maximum average NOx emissions by engines . . . . . . . . . . . . . . .
RTA84C compliance with the IMO regulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
RTA96C compliance with the IMO regulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

E–1
E–2
E–2

Fig. F1
Fig. F2
Fig. F3
Fig. F4
Fig. F5

Fig. F6
Fig. F7

winGTD: Main window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
winGTD: Two-stroke engine propulsion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
winGTD: Lubricating oil system layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
winGTD: Show results of the computation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
winGTD: Choose Service conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
winGTD: Service conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
winGTD: Save as . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

F–2
F–2
F–3
F–3
F–4
F–4
F–4

Fig. G1
Fig. G2
Fig. G3

Piping symbols 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Piping symbols 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Piping symbols 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

G–2
G–3
G–4

Wärtsilä NSD Switzerland Ltd

i

25.41.07.40 – Issue VII.98 – Rev. 0


Engine Selection and Project Manual

RTAĆC

List of tables

Table A1

Primary engine data of Sulzer RTA96C and RTA84C . . . . . . . . . . . . . . . . . . . . . . . . .

A–2

Table C1
Table C2
Table C3
Table C4
Table C5
Table C6
Table C7
Table C8
Table C9
Table C10

Table C11
Table C12
Table C13
Table C14

Free couples of mass forces and torque variations . . . . . . . . . . . . . . . . . . . . . . . . . . .
Guide forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Countermeasures for dynamic effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Scavenge air cooler details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Turbocharger details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Turbocharger comparison . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Auxiliary blower requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Approximative turning gear requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Dimensions and masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PTO feasibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PTO options for power and speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine data for Sulzer S20U . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
R1 data for conventional sea-water cooling system for engines with
ABB turbochargers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
R1 data for central fresh water cooling system for engines with
ABB turbochargers, single-stage SAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
R1 data for central fresh water cooling system for engines with
ABB turbochargers, two-stage SAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Lubricating oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Fuel oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Air receiver and air compressor capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Tank capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Recommended quantities of fire extinguishing medium . . . . . . . . . . . . . . . . . . . . . . .
Guidance for air filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Free couples of mass forces and torque variations . . . . . . . . . . . . . . . . . . . . . . . . . . .
Guide forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Countermeasures for dynamic effects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Scavenge air cooler details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Turbocharger details . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Turbocharger comparison . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Auxiliary blower requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Approximative turning gear requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Dimensions and masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PTO feasibility . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
PTO options for power and speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine data for Sulzer S20U . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
R1 data for conventional sea-water cooling system for engines with
ABB turbochargers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
R1 data for central fresh water cooling system for engines with
ABB turbochargers, single-stage SAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C–8
C–10
C–11
C–13
C–13
C–15
C–15
C–15
C–16
C–17
C–31
C–31

C–32

Table C15
Table C16
Table C17
Table C18
Table C19
Table C20
Table C21
Table C22
Table C23
Table C24
Table C25
Table C26
Table C27
Table C28
Table C29
Table C30
Table C31
Table C32
Table C33
Table C34
Table C35
Table C36
Table C37

25.41.07.40 – Issue VII.98 – Rev. 0

j

C–35
C–36
C–37
C–46
C–47
C–53
C–55
C–56
C–60
C–72
C–74
C–75
C–77
C–77
C–79
C–79
C–79
C–80
C–81
C–93
C–93
C–94
C–97
C–98

Wärtsilä NSD Switzerland Ltd


RTAĆC

Engine Selection and Project Manual

List of tables

Table C38 R1 data for central fresh water cooling system for engines with
ABB turbochargers, two-stage SAC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table C39 Lubricating oils . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table C40 Fuel oil requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table C41 Air receiver and air compressor capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table C42 Tank capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Table C43 Recommended quantities of fire extinguishing medium . . . . . . . . . . . . . . . . . . . . . . .
Table C44 Guidance for air filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

C–99
C–108
C–109
C–115
C–117
C–118
C–122

Table D1
Table D2
Table D3
Table D4
Table D5

DENIS specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Alarm and safety functions of RTA84C marine diesel engines (continue) . . . . . . . .
Alarm and safety functions of RTA84C marine diesel engines . . . . . . . . . . . . . . . . . .

Alarm and safety functions of RTA96C marine diesel engines (continue) . . . . . . . .
Alarm and safety functions of RTA96C marine diesel engines . . . . . . . . . . . . . . . . . .

D–3
D–6
D–7
D–8
D–9

Table G1
Table G2
Table G3
Table G4
Table G5
Table G6
Table G7
Table G8
Table G9
Table G10
Table G11
Table G12
Table G13
Table G14
Table G15

SI dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Questionnaire 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Questionnaire 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Questionnaire 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Questionnaire 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Questionnaire 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Questionnaire 6 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Questionnaire 7 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Questionnaire 8 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Questionnaire 9 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Questionnaire 10 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Questionnaire 11 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Questionnaire 12 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Questionnaire 13 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Questionnaire 14 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

G–5
G–17
G–18
G–19
G–20
G–21
G–22
G–23
G–24
G–25
G–26
G–27
G–28
G–29
G–30

Wärtsilä NSD Switzerland Ltd

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25.41.07.40 – Issue VII.98 – Rev. 0


Engine Selection and Project Manual

RTA-C

Abbreviations

ABB
ALM
AMS
BFO
BN
BSEF
BSFC
CAC
CCR
CCW
CMCR
cSt
CSR
DENIS
e.g.
EM
EnSel R
ESPM
FQS
FW

GEA
GTD
HFO
HT
i.e.
IMO
IND
IPDLC
ISO
kW
kWe
kWh
LCV
LR
LT
M
MAPEX

M1H
M1V
M2V
MCR
MDO
mep
MET
MHI
MIM
N, n
NCR
NOR

OM
P
PI
PIG
ppm
PTO
RCS
RW1

ASEA Brown Boveri
Alarm
Attended machinery space
Bunker fuel oil
Base Number
Brake specific exhaust gas flow
Brake specific fuel consumption
Charge air cooler (four stroke)
Conradson carbon
Cylinder cooling water
Contract maximum continuous rating (Rx)
centi-Stoke (kinematic viscosity)
Continuous service rating (also
designated NOR and NCR)
Diesel engine control and optimizing
specification
Exampli gratia (for example, for
instance)
Engine margin
Engine selection program
Engine selection and project manual

Fuel quality setting
Fresh water
Scavenge / charge air cooler
(GEA manufacture)
General technical data book
Heavy fuel oil
High temperature
id est (that is to say)
International Maritime Organisation
Indication
Integrated power-dependent liner
cooling
International Standard Organisation
Kilowatt
Kilowatt electrical
Kilowatt hour
Lower calorific value
Light running margin
Low temperature
Torque
Monitoring and maintenance performance
enhancement with expert knowledge

25.41.07.40 – Issue VII.98 – Rev. 0

External couple 1st order horizontal
External couple 1st order vertical
External couple 2nd order vertical
Maximum continuous rating (R1)
Marine diesel oil

Mean effective pressure
Turbocharger (Mitsubishi manufacture)
Mitsubishi
Marine installation manual
Speed of rotation
Nominal continuous rating
Nominal operation rating
Operational margin
Power
Pressure indicator
Proportional integral governor
Parts per million
Power take off
Remote control system
Redwood seconds No. 1 (kinematic
viscosity)
SAC
Scavenge air cooler (two stroke)
SAE
Society of Automotive Engineers
S/G
Shaft generator
SHD
Shut down
SIPWA-TP Sulzer integrated piston ring wear
detecting arrangement with trend
processing
SLD
Slow down
SM

Sea margin
SSU
Saybolt second universal
SW
Sea-water
TBO
Time between overhauls
TC
Turbocharger
tEat
Temperature of exhaust gas after
turbine
UMS
Unattended machinery space
VEC
Variable exhaust valve closing
VI
Viscosity index
VIT
Variable injection timing
VTR
Turbocharger (ABB manufacture)
WG
Water gauge
nM
Torque variation

l

Wärtsilä NSD Switzerland Ltd

RTAĆC

A.

Engine Selection and Project Manual

Introduction

The Sulzer RTA84C and RTA96C low-speed diesel engines are designed for today’s and future large and
fast container ships and are available with any or all of the following options:
1. Main-engine driven generator –
Power take off (PTO);
2. Conventional sea-water or central fresh water
cooling systems;
3. Engine monitoring and remote control.
The purpose of this manual is to provide our clients
with information enabling them to select the engine
and options to meet the needs of their vessels.

F10.3720

Fig. A1

Power/speed range of all IMO-2000 regulation
compatible RTA engines

This book is intended to provide the information required for the layout of marine propulsion
plants. Its content is subject to the understanding that any data and information herein have been

prepared with care and to the best of our knowledge. We do not, however, assume any liability with
regard to unforeseen variations in accuracy thereof or for any consequences arising therefrom.

Wärtsilä NSD Switzerland Ltd
PO Box 414
CH-8401 Winterthur, Switzerland
Telephone: +41 52 2624922
Telefax: +41 52 2124917
Telex: 896659 NSDL CH
Direct Fax: +41 52 2620707

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Engine Selection and Project Manual

RTAĆC

A.

A1

Introduction

Primary engine data
Engine

RTA96C

Bore x stroke [mm]
Speed [rpm]

RTA84C

960 x 2 500
100

100

840 x 2 400

90

90

102

102

82

82

Engine power (MCR)
Cylinder

Power

R1

R2

R3

R4

R1

R2

R3

R4

4

[kW]
[bhp]

–

–

–

–

16 200
22 040

11 340
15 440

12 960
17 640

11 340
15 440

5

[kW]
[bhp]

–

–

–

–

20 250
27 550

14 175

19 300

16 200
22 050

14 175
19 300

6

[kW]
[bhp]

32 940
44 820

23 040
31 320

29 640
40 320

23 040
31 320

24 300
33 060

17 010
23 160

19 440
26 460

17 010
23 160

7

[kW]
[bhp]

38 430
52 290

26 880
36 540

34 580
47 040

26 880
36 540

28 350
38 570

19 845
27 020

22 680
30 870

19 845
27 020

8

[kW]
[bhp]

43 920
59 760

30 720
41 760

39 520
53 760

30 720
41 760

32 400
44 080

22 680
30 880

25 920

35 280

22 680
30 880

9

[kW]
[bhp]

49 410
67 230

34 560
46 980

44 460
60 480

34 560
46 980

36 450
49 590

25 515
34 740

29 160
39 690

25 515
34 740

10

[kW]
[bhp]

54 900
74 700

38 400
52 200

49 400
67 200

38 400
52 200

40 500
55 100

28 350
38 600

32 400
44 100

28 350
38 600

11

[kW]
[bhp]

60 390
82 170

42 240
57 420

54 340
73 920

42 240
57 420

44 550
60 610

31 185
42 460

35 640
48 510

31 185

42 460

12

[kW]
[bhp]

65 880
89 640

46 080
62 640

59 280
80 640

46 080
62 640

48 600
66 120

34 020
46 320

38 880
52 920

34 020
46 320

Brake specific fuel consumption (BSFC)
Load
85 %

[g/kWh]
[g/bhph]

166
122

161
118

166
122

161
118

168
124

161
119

167
123

164

121

100 %

[g/kWh]
[g/bhph]

171
126

163
120

171
126

164
121

171
126

163
120

170
125

166
122

mep

[bar]

18.2

12.7

18.2

14.1

17.9

12.5

17.8

15.6

Lubricating oil consumption *1)
System oil

approximately 12 kg/cyl per day

Cylinder oil *2)
Remark:

approximately 10 kg/cyl per day

0.9 –1.3 g/kWh

*1) For fully run-in engines and under normal operating conditions.
*2) This data is for guidance only, it may have to be increased as the actual cylinder lubricating oil consumption in
service is dependent on a number of operational factors.

Table A1 Primary engine data of Sulzer RTA96C and RTA84C

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A–2

T10.3499

Wärtsilä NSD Switzerland Ltd


RTAĆC

B.

B1

Engine Selection and Project Manual

Considerations on engine selection

Introduction

Selection of a suitable main engine to meet the

power demands of a given project involves proper
tuning in respect of load range and the influence of
operating conditions which are likely to prevail
throughout the entire life of the ship. This chapter
explains the main principles in selecting a Sulzer
RTA low-speed diesel engine.

order to provide the most cost effective solution for
the projected application. Please note that the
layout fields for some RTA engines have been
reduced in the lower parts of the former layout
fields in order to allow the fulfilling of IMO-2000
emission regulations. This is of no disadvantage
since engine ratings are normally selected near
the R1–R3 line

Every engine has a layout field within which the
power/speed ratio (= rating) can be selected. It is
limited by envelopes defining the area where 100
per cent firing pressure (i.e. nominal maximum
pressure) is available for the selection of the
contract maximum continuous rating (CMCR).
Contrary to the ‘layout field’, the ‘load range’ is the
admissible area of operation once the CMCR has
been determined.
In order to define the required contract maximum
continuous rating, various parameters such as
propulsive power, propeller efficiency, operational
flexibility, power and speed margins, possibility of
a main-engine driven generator, and the ship’s

trading patterns need to be considered.
Selecting the most suitable engine is vital to
achieving an efficient cost/benefit response to a
specific transport requirement.

B2

Layout field

The layout field shown in figure B1 is the area of
power and engine speed within which 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 layout field will be tuned
for maximum firing pressure and best fuel
efficiency. Experience over the last years has
shown that engines are ordered with CMCR points
in the upper part of the layout field only. It was
therefore decided for the future to define the layout
fields for every new engine or engine range in

Wärtsilä NSD Switzerland Ltd

B–1

F10.3823

Fig. B1

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

The engine speed is given on the horizontal axis
and the engine power on the vertical axis of the
layout field, both are expressed as a
percentage (%) of the respective engine’s nominal
R1 parameters.

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RTAĆC

B.

The connection line R2–R4 is depending on the
engine type; for RTA96C a line of 70 per cent
power between 90 and 100 per cent speed, and for
RTA84C a line of 70 per cent power between 80
and 100 per cent speed.

Percentage values are being used so that the
same diagram can be applied to various engine
models. The scales are logarithmic so that
exponential

curves,
such
as
propeller
characteristics (cubic power) and mean effective
pressure (mep) curves (first power), are straight
lines.

Points such as Rx are power/speed ratios for the
selection of contracted maximum continuous
ratings required for individual applications. Rating
points Rx can be selected within the entire layout
field for that particular engine.

The layout field serves to determine the specific
fuel oil consumption, exhaust gas flow and
temperature, fuel injection parameters, turbocharger and scavenge air cooler specifications for
a given engine.

B2.2

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

B2.1

Influence of propeller revolutions
on the power requirement

At constant ship speed and for a given propeller
type, lower propeller revolutions combined with a
larger propeller diameter increase the total
propulsive efficiency. Less power is needed to
propel the vessel at a given speed.

Rating points R1, R2, R3 and R4

The rating points for the RTA engines R1, R2, R3
and R4 are the corner points of the engine layout
field.

The relative change of required power in function
of the propeller revolutions can be approximated
by the following relation:

The points R1 represent the nominal maximum
continuous rating (MCR). It is the maximum
power/speed combination which is available for a
particular engine. 10 per cent overload thereof is
permissible for one hour during sea trials in the
presence of authorized representatives of the
engine builder.

Px 2ńPx 1 + ǒN 2ńN 1Ǔ
Pxj
Nj
α

The points R2 define 100 per cent speed, and for

RTA96C and for RTA84C at line 70 per cent power.
The points R3 are dependent on the engine type,
RTA96C 90 per cent speed and for RTA84C 80 per
cent speed.
The connection R1–R3 is the nominal 100 per cent
line of constant mean effective pressure.

a

= Propulsive power at propeller revolution Nj
= Propeller speed corresponding with propulsive
power Pxj
= 0.15 for tankers and general cargo ships up to
10 000 dwt.
= 0.20 for tankers, bulkcarriers from 10 000 dwt to
30 000 dwt.
= 0.25 for tankers, bulkcarriers larger than 30 000
dwt.
= 0.17 for reefers and container ships up to
3000 TEU.
= 0.22 for container ships larger than 3000 TEU.

This relation is used in the engine selection
procedure to compare different engine alternatives
and to select optimum propeller revolutions within
the selected engine layout field.
Usually, the selected propeller revolution depends
on the maximum permissible propeller diameter.
The maximum propeller diameter is often
determined by operational requirements such as

design draught and ballast draught limitations,
class recommendations concerning propeller –

The points R4 define for RTA96C 70 per cent
power and 90 per cent speed and for RTA84C 70
per cent power and 80 per cent speed.

25.41.07.40 – Issue VII.98 – Rev. 0

Considerations on engine selection

B–2

Wärtsilä NSD Switzerland Ltd


RTAĆC

B.

Engine Selection and Project Manual

Considerations on engine selection

hull clearance (pressure impulse induced by the
propeller on the hull).
The selection of main engine in combination with
the optimum propeller (efficiency) is an iterative
procedure where also commercial considerations
(engine and propeller prices) play a great role.

From the above follows that, when a power/speed
combination is known to be required, for example
point Rx1 as shown in figure B1, a CMCR line for
a given ship’s speed, following the above
approximation, can be drawn through the point
Rx1. This is a straight line with a slope α, shown as
a dashed line, i.e. through Rx2 in figure B1. Any
other point on this line represents a new
power/speed combination, requiring a new
adaptation of the propeller.

B3

Load range

The load range diagram shown in figure B2 defines
the power/speed limits for the operation of the
engine. For simplicity and general application to all
engine models, the scales for power and speed are
logarithmic and given in percentage values of the
CMCR (Rx) point. In practice absolute figures
might be used for a specific installation project.

B3.1

Propeller curves

In order to establish the proper location of propeller
curves, it is necessary to know the ship’s speed to
power response.

Propeller curve without sea margin is for a ship with
a new and clean hull in calm water and weather,
often referred to as ‘trial condition’.
The propeller curves can be determined by using
full scale trial results of similar ships, algorithms
developed by maritime research institutes or
model tank results. Furthermore, it is necessary to
define the maximum reasonable diameter of the
propeller which can be fitted to the ship. With this
information at hand and by applying propeller
series such as the ‘Wageningen’, ‘SSPA’ (Swedish
Maritime Research Association), ‘MAU’ (Modified
AU), etc., the power/speed relationships can be
established and characteristics developed.
The relation between absorbed power and
rotational speed for a fixed-pitch propeller can be
approximated by the following cubic relationship:
P 2ńP 1 + ǒN 2ńN 1Ǔ

3

* See also under
.
B3.2

in which

F10.1863

Fig. B2

Load range, with the load diagram of an engine
corresponding to a specific rating point Rx

Pi

= propeller power

Ni

= propeller speed

Propeller curve without sea margin is often called
the light running curve. The nominal propeller
characteristic is a cubic curve through the CMCR
point. (For additional information, refer to the
‘Definition of light running margin’ B3.9).

Wärtsilä NSD Switzerland Ltd

B–3

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Engine Selection and Project Manual

RTAĆC

B.

B3.2

Considerations on engine selection

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

Sea trial power

The sea trial power must be specified. Figure B2
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 the sea trial power.

B3.3

Sea margin (SM)

The increase in required power to maintain a given
ship’s speed in calm weather (point ‘A’ in figure B2)
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,
drydocking intervals have been prolonged up to 4
or 5 years. Therefore, it is still realistic to provide an
average sea margin of about 15 per cent of the sea
trial power, refer to figure B2 , unless as mentioned
above, the actual ship type and service route
dictate otherwise.

B3.4

F10.3148

Light running margin (LR)

Load range diagram for a specific engine showing
the corresponding power and speed margins

B3.5

Engine margin (EM) or operational
margin (OM)

Most owners specify the contractual ship’s loaded
service speed at 85 to 90 per cent of the contract
maximum continuous rating. The remaining 10 to
15 per cent power can then be utilized 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 per
cent 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 B2,
B3 and B4.

The sea trial performance (curve ‘a’) in figure B3
should allow for a 3 to 7 per cent light running of
the propeller when compared to the nominal propeller characteristic (the example in figure B3
shows 5 per cent light running margin only). This
is in order to provide a sufficient torque reserve
whenever full power must be attained under unfavourable conditions. Normally, the propeller is
hydrodynamically optimized for a point ‘B’. The
trial speed found for ‘A’ is equal to the service
speed at ‘D’ stipulated in the contract at 90 per
cent of CMCR.

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

The recommended light running margin originates
from past experience. It varies with specific ship
designs, speeds, drydocking intervals, and trade

25.41.07.40 – Issue VII.98 – Rev. 0

Fig. B3

B–4

Wärtsilä NSD Switzerland Ltd


RTAĆC

B.

Engine Selection and Project Manual

Considerations on engine selection

of plotting the light running margin from point ‘B’ to
point ‘D’ or ‘Di’ (in our example 5 per cent) and then
along the nominal propeller characteristic to obtain
the CMCR point. In the examples point ‘B’ was
chosen to be at 90 per cent engine power.

B3.5.1

Continuous service rating
(CSR=NOR=NCR)

Point ‘A’ represents power and speed of a 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 B2, B3 and B4, under service
condition with aged hull and average weather. ‘D’
is then the CSR point.

B3.5.2

Contract maximum continuous
rating (CMCR = Rx)

By dividing CSR by 0.90 (in our example), an
operational margin of 10 per cent is provided, see
figures B2 and B3. The found point Rx, also
designated as CMCR, can be selected freely
within the layout field defined by the four corner
points R1, R2, R3 and R4 (see figure B1).
The RTA96C and RTA84C engines are optimized
for the selected CMCR point. The built-in variable
injection timing (VIT) feature provides lowest fuel
consumptions at part load. Therefore other
optimisation points than at CMCR are not required.

B3.6

Load range limits

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

and 103.2 per cent speed. The latter is the
point of intersection between the nominal
propeller characteristic and 110 per cent
power.
Line 3 is the 104 per cent speed limit. For speed
derated engines (NCMCR ≤ 0.98 NMCR) this
limit can be extended to 106 per cent if torsional vibration limitations are not exceeded.
Line 4 is the overspeed limit at 108 per cent
speed. The overspeed range between
104 and 108 per cent 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 authorized representatives of
the engine builder.
Line 5 reaches from 95 per cent power and
speed to 45 per cent power and 70 per
cent speed. This represents a curve defined by the equation:
P 2ńP 1 + ǒN 2ńN 1Ǔ

2.45

When approaching line 5 , the engine will
increasingly suffer from lack of scavenge
air and its consequences. The area
formed by lines 1 , 3 and 5 represents
the range within which the engine should
be operated. More specifically, the area
which is limited by the nominal propeller
characteristic, 100 per cent power and line

3 is recommended for continuous operation. The area between the nominal propeller characteristic (figures B2, B3 and
B4) and line 5 should be reserved for acceleration, shallow water and normal operational flexibility.

Line 1 is a constant mep line through CMCR from
100 per cent speed and power down to
95 per cent power and speed.
Line 2 is the overload limit. It is a constant mep
line reaching from 100 per cent power and
93.8 per cent speed to 110 per cent power

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Considerations on engine selection

Line 6 is defined by the equation:
P 2ńP 1 + ǒN 2ńN 1Ǔ

2.45

through 100 per cent power and 93.8 per
cent speed.
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 authorized representatives of
the engine builder.
The area between lines 5 and 6 and
constant torque should only be used for
transient conditions, i.e. during fast acceleration. This range is called ‘service
range with operational time limit’. As already stated above, the area between the
nominal propeller characteristic and line
5 is not an ideal zone for continuous operation of the engine.

B3.7

F10.3149

Load range with main-engine
driven generator

Fig. B4

The load range diagram with main-engine driven
generator, whether it is a shaft generator (S/G)
mounted on the intermediate shaft or driven
through a power take off gear (PTO), is very similar
to that in figure B3. The difference is the additional
power for the PTO, shown by curve ‘c’ in figure B4.
This curve is not parallel to the propeller
characteristic

without main-engine driven
generator because of the varying magnitude of a
constant power in a logarithmic scale. In the
example of figure B4, the main-engine driven
generator is assumed to absorb 5 per cent of the
nominal engine power.

B3.8

Load range diagram for an engine equipped with
a main-engine driven generator, whether it is a
shaft generator or a PTO-driven generator

Definitions

Engine layout field:
Power/speed field within which the CMCR of an
engine may be freely positioned. The four corner
points of the engine layout field are R1, R2, R3 and
R4 (refer also to B2).
Engine load range:
Admissible power/speed area of operation based
on the CMCR point (see also B3).

Of course, the CMCR point thus found must also
lie within the layout field of the engine as shown in
figure B1.

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Considerations on engine selection

B3.9

Definition of light running margin

The recommended ‘light running’ of a propeller
under new hull, loaded sea trial condition, is to
compensate for the expected future drop in
revolutions for constant-power operation. The
range is between 3–7% of CMCR engine speed.
Example: Under the following assumptions a light
running margin of 5–6% is required as follow:
•
•
•

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.

Drydocking intervals of ship: 5 years;
Time between main engine overhauls: 2 years
or more;
The full service speed must be attainable
under less than favourable conditions and
without exceeding 100 per cent mep, without
surpassing the torque limit.

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
with 5–6 tiers of boxes on deck, 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.

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B4

Considerations on engine selection

Ambient temperature consideration

B4.1

Engine air inlet: operating temperatures from 45°C to 5°C

Due to the high compression ratio, RTA series diesel engines do not require any special measures,
such as pre-heating the air at low temperatures,
even when operating on heavy fuel oil at part load
or idling. The only condition which must be fulfilled
is that the water inlet temperature to the scavenge
air cooler must not be lower than 25°C.
This means that:
•

•

When combustion air is drawn directly from the
engine room, no pre-heating of the combustion air is necessary.
When the combustion air is ducted from outside the engine room and the air temperature
before the turbocharger does not fall below
5°C, no measures have to be taken.

The sea-water or the central fresh water cooling
system permits the recovery of the engine’s dissipated heat and maintains the required scavenge
air temperature after the scavenge air cooler by recirculating part of the warm water to the scavenge
air cooler.
The scavenge air cooling water inlet temperature
is to be maintained at a minimum of 25°C. This
means that the scavenge air cooling water will
have to be pre-heated in the case of low power
operation. The required heat is obtained from the
lubricating oil cooler and the engine cylinder cooling.

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Engine Selection and Project Manual

Considerations on engine selection

B4.2

Engine air inlet: arctic conditions
at operating temperatures below
5°C

Under arctic conditions the ambient air temperatures can meet levels below –50°C. If the combustion air is drawn directly from outside, these engines may operate over a wide range of ambient air
temperatures between arctic condition and tropical
(design) condition (45°C).
To avoid the need of a more expensive combustion
air preheater, a system has been developed that
enables the engine to operate directly with cold air
from outside.
If the air inlet temperature drops below 5°C, the air
density increases to such an extent that the maximum permissible cylinder pressure is exceeded.
This can be compensated by blowing off a certain

mass of the scavenge air through a blow-off device
as shown in figure B5.

F10.1965

Fig. B6

Blow-off effect at arctic conditions

F10.1964

Fig. B5

Scavenge air system for arctic conditions

There are up to three blow-off valves fitted on the
scavenge air receiver. In the event that the air inlet
temperature to the scavenge air cooler is below
5°C the first blow-off valve vents. For each actuated blow-off valve, a higher suction air temperature is simulated by reducing the scavenge air
pressure and thus the air density. The second
blow-off valve vents automatically as required to
maintain the desired relationship between scavenge and firing pressures. Figure B6 shows the effect of the blow-off valves to the air flow, the exhaust gas temperature after turbine and the firing
pressure.

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