Wartsila o e RT Flex Mim 96c B Part1 PDF

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Marine Installation
Manual
RT-flex96C-B
Issue October 2012
Preface
The Wrtsil RT-flex system represents a major step forward in the technology
of large diesel engines:
Common rail injection - fully suitable for heavy fuel oil operation.
The Marine Installation Manual is for use by project and design personnel. Each
chapter contains detailed information for design engineers and naval architects,
enabling them to optimize plant items and machinery space, and to carry out
installation design work.
This manual is only designed for persons dealing with this engine.
-ii Version a2
Preface RT-flex96C-B Marine Installation Manual
This manual provides the information required for the layout of marine
propulsion plants. It is not to be considered as a specification. The build
specification is subject to the laws of the legislative body of the country of
registration and the rules of the classification society selected by the owners.
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.
Attention is drawn to the following:
All data are related to engines compliant with IMO-2000 regulations
Tier II and refer to efficiency-optimised versions.
- Cost-optimised engines (CO) are fitted either with ABB TPL-B
or MHI MET MA turbochargers; efficiency-optimised engines
(EO) are fitted either with ABB A100-L or MHI MET MB
turbochargers.
- Compared to the cost-optimised version, the efficiency-optimised
version has no additional or particular requirements for the engine
installation.
The engine performance data (rating R1) refer to winGTD and netGTD.
The engine performance data (BSFC, BSEF and tEaT) and other data
can be obtained from the winGTD and netGTD. The winGTD can be
downloaded from our Licensee Portal. The netGTD is accessible on
internet using the following address:
http://www.wartsila.com/en/marine-solutions/products/netGTD
Wrtsil Switzerland Ltd.
Product Information
Zrcherstrasse 12
PO Box 414
CH-8401 Winterthur
Switzerland
Tel: +41 52 262 07 14
Fax: +41 52 262 07 18
www.wartsila.com
WCH.MIM@wartsila.com
Version a2 -iii
RT-flex96C-B Marine Installation Manual Preface
List of updated text in this version
Page See section
-ii Information in section "Preface" has been updated.
1.-1 Information in section "Engine Characteristics" has been updated. 1.
1.-2 Information in section "Primary engine data" has been updated. 1.1
1.-3 Information in section "Tuning options" has been added. 1.2
1.-3 Information in section "Delta Tuning" has been updated. 1.2.1
1.-4 Information in section "Low-Load Tuning (LLT)" has been updated. 1.2.2
1.-5 Information in section "Tuning for de-rated engines:" has been updated.
1.-6 Information in section "Effect on engine dynamics:" has been updated.
1.-6 Information in section "Project specification for RT-flex engines:" has been updated.
1.-7 Information in section "Design features:" has been updated. 1.3.1
1.-9 Information in section "The RT-flex system " has been updated. 1.4
1.-9 Information in section "The major benefits of the RT-flex system are:" has been
updated.
1.4.1
2.-2 Information in section "Ancillary system design parameters" has been updated. 2.3
2.-2 Information in section "Engine performance data" has been updated. 2.4
2.-3 Information in section "SAC parameters and turbocharger weights" has been added. 2.5.1
2.-3 Information in section "SAC parameters and turbocharger weights (cost-optimised)"
has been added.
2.-4 Information in section "SAC parameters and turbocharger weights
(efficiency-optimised)" has been updated.
2.-5 Information in section "Air filtration" has been updated. 2.5.2
2.-7 Information in section "Auxiliary blower" has been updated. 2.6
2.-7 Information in section "Electrical power requirement" has been updated. 2.7
2.-9 Information in section "Pressure and temperatures ranges" has been updated. 2.8
3.-1 Information in section "Engine Rating and Load Range" has been updated. 3.
3.-1 Information in section "Rating field" has been added. 3.1
3.-2 Information in section "Influence of propeller revolutions on the power requirement"
has been updated.
3.1.1
3.-3 Information in section "Propeller curves" has been updated. 3.2.1
3.-5 Information in section "Light running margin (LR)" has been updated. 3.2.4
3.-7 Information in section "Load range limits" has been updated. 3.2.6
4.-1 Information in section "winGTD and netGTD" has been added. 4.
5.-1 Information in section "Engine Dynamics" has been updated. 5.
5.-1 Information in section "External forces and moments" has been updated. 5.1
5.-2 Information in section "External forces and moments" has been added. 5.1.1
5.-3 Information in section "Balancing free second order moments" has been updated. 5.1.3
5.-5 Information in section "Lateral engine vibration (rocking)" has been updated. 5.2
5.-6 Information in section "Engine stays" has been updated. 5.3.1
5.-6 Information in section "Hydraulic stays:" has been added.
5.-6 Information in section "Friction stays:" has been added.
5.-6 Information in section "Electrically driven compensator" has been updated. 5.3.2
-iv Version a2
5.-8 Information in section "Reduction of torsional vibration" has been updated. 5.4.1
5.-9 Information in section "Axial vibration" has been updated. 5.5
5.-9 Information in section "Reduction of axial vibration" has been updated. 5.5.1
5.-11 Information in section "Summary of countermeasures for dynamic effects" has been
updated.
5.7
5.-11 Information in section "External mass moments" has been updated. 5.7.1
5.-12 Information in section "Lateral and longitudinal rocking" has been updated. 5.7.2
5.-12 Information in section "Torsional and axial vibrations" has been updated. 5.7.3
5.-13 Information in section "System dynamics" has been updated. 5.8
5.-13 Information in section "Order forms for vibration calculations and simulation" has been
updated.
5.9
6.-2 Information in section "Power take-off (PTO)" has been added. 6.2
6.-2 Information in section "PTO power and speed" has been added. 6.2.1
7.-1 Information in section "Ancillary systems" has been updated. 7.
7.-2 Information in section "Data for central freshwater cooling system (integrated HT)"
has been updated.
7.1
7.-2 Information in section "Data for central freshwater cooling system (cost-optimised)"
has been added.
7.1.1
7.-5 Information in section "Data for central freshwater cooling system
(efficiency-optimised)" has been added.
7.1.2
8.-1 Information in section "Cooling Water System" has been updated. 8.
8.-2 Information in section "Central freshwater cooling system components" has been
updated.
8.1
8.-2 Information in section "Low-temperature circuit" has been updated. 8.1.1
8.-3 Information in section "High-temperature circuit" has been updated. 8.1.2
8.-10 Information in section "General recommendations for design" has been updated. 8.2
8.-10 Information in section "Cooling water treatment" has been updated. 8.2.1
8.-12 Information in section "Alternative 'A'" has been updated. 8.3.1
8.-12 Information in section "Example" has been updated.
8.-13 Information in section "Alternative 'B'" has been updated. 8.3.2
8.-14 Information in section "Example" has been updated.
8.-15 Information in section "Pre-heating" has been updated. 8.4
9.-3 Information in section "Lubricating oil separator" has been updated. 9.5.1
9.-4 Information in section "Lubricating oil requirements" has been updated. 9.6
9.-5 Information in section "Global brands of lubricating oils" has been updated.
9.-6 Information in section "Local brands of lubricating oils" has been added.
9.-7 Information in section "Min. inclination angles at which the engine is to remain fully
operational" has been updated.
9.7.1
9.-7 Information in section "Lubricating oil drain tank" has been updated. 9.7
9.-11 Information in section "Dimensioning guide-lines and filling process" has been updated. 9.7.2
10.-1 Information in section "Fuel oil requirements" has been updated. 10.1
10.-5 Information in section "Centrifugal separators" has been updated. 10.2.3
10.-9 Information in section "Fuel oil end heater" has been updated. 10.4.5
11.-1 Information in section "Starting and Control Air Systems" has been updated. 11.
Version a2 -v
11.-2 Information in section "Capacities of air compressor and receiver" has been updated. 11.1
11.-2 Information in section "Air receiver and air compressor capacities" has been updated. 11.1.1
11.-3 Information in section "Control air capacities" has been updated.
12.-2 Information in section "Sludge oil trap" has been updated. 12.1
14.-1 Information in section "Engine-room Ventilation" has been updated. 14.
15.-1 Information in section "Pipe Size and Flow Details" has been updated. 15.
17.-7 Information in section "Recommended manoeuvring characteristics" has been updated. 17.1.4
17.-10 Information in section "Alarmsensors and safety functions (part 1)" has been updated.
17.-15 Information in section "Alarmsensors and safety functions (part 2)" has been updated.
17.-20 Information in section "Request of classification societies" has been updated.
17.-20 Information in section "Functions and level" has been added.
18.-3 Information in section "Dimensions and masses of main components" has been
updated.
18.1.1
18.-5 Information in section "Thermal expansion at the turbocharger expansion joint" has
been updated.
18.1.2
18.-5 Information in section "Examples of expected thermal expansion figures at turbocharger
gas outlet" has been updated.
18.-6 Information in section "Contents of fluid in the engine" has been updated. 18.1.3
18.-6 Information in section "Piston and tie rod dismantling heights" has been added. 18.1.5
18.-28 Information in section "Platform arrangements" has been updated. 18.3
18.-37 Information in section "Engine seating" has been updated. 18.4
18.-114 Information in section "Fitting of coupling bolts" has been updated. 18.5.1
18.-116 Information in section "Main shaft earthing system" has been updated. 18.6.2
18.-119 Information in section "Engine stays" has been added. 18.7
18.-172 Information in section "Extinguishing agents" has been updated. 18.8.1
21.-1 Information in section "Engine and Shaft alignment" has been updated. 21.
21.-56 Information in section "Tools" has been added. 21.2
List of updated drawings in this version
Page Updates Drawing number
16.-48 new 107.386.739 d Piping Specifications, 6-14RT-flex96C-B
8.-39 revised from b to c 107.245.419 c Expansion Tank, Central Cooling Water LT Circuit,
6-14RT-flex96C-B
16.-23 new 107.362.878 b Pipe Connection Plan, Drawing 3, 10RT-flex96C-B
16.-31 new 107.405.977 a Pipe Connection Plan, Drawing 3, 12RT-flex96C-B
18.-26 new DAAD020572 - Engine Outline View, 10RT-flex96C-B
9.-36 revised from - to a 107.393.639 a Lubricating Oil Drain Tank, Guidelines,
6-12,14RT-flex96C-B
18.-137 revised from c to e 107.246.429 e Assembly Instructions, To Engine Stays Friction,
6-14RT-flex96C-B
18.-45 revised from b to c 107.366.972 c Elastic Bolt, 6-12,14RT-flex96C-B
16.-39 new 107.407.534 - Pipe Connection Plan, Drawing 3, 14RT-flex96C-B
17.-22 new 107.354.797 a Denis Interface Specification, Denis-9520 Content,
6-12,14RT-flex96C-B
-vi Version a2
16.-16 new 107.289.013 d Welding Instructions, For Piping, 6-14RT-flex96C-B
16.-35 new 107.354.716 d Pipe Connection Plan, Drawing 3, 10RT-flex96C-B
21.-55 revised from - to a 107.404.952 a Engine Alignment, Direct-Coupled Marine Propulsion,
6-14RT-flex96C-B
16.-141 revised from - to b DAAD017923 b Pipe Connection Plan, 14RT-flex96C-B
16.-18 new 107.356.608 c Pipe Connection Plan, Drawing 2, 8RT-flex96C-B
18.-27 new DAAD021978 - Engine Outline View, 14RT-flex96C-B
16.-28 new 107.384.214 - Pipe Connection Plan, 8RT-flex96C-B
16.-115 new 107.354.915 b Welding Instructions, For Piping Systems,
6-14RT-flex96C-B
16.-145 new DAAD022314 - Pipe Connection Plan, 10RT-flex96C-B
18.-48 revised from - to a 107.367.119 a Sealing Piece, For Chocking Fast,
6-12,14RT-flex96C-B
10.-17 revised from a to b 107.333.729 b Fuel Oil System, Main Circuit, 6-14RT-flex96C-B
11.-5 revised from c to d 107.333.320 d Starting Air System, 6-14RT-flex96C-B
16.-121 new 107.386.740 c Piping Specifications, Welding Geometry,
6-14RT-flex96C-B
18.-44 revised from - to a 107.367.070 a Elastic Bolt, 6-12,14RT-flex96C-B
17.-21 new 107.343.919 a Denis Interface Specification, Denis-9520 Content,
6-12RT-flex96C-B
18.-171 new DAAD006100 - Round Bar, 6-14RT-flex96C-B
9.-32 revised from d to e 107.246.799 e Plate, To Hydraulic Jack, 6-12,14RT-flex96C-B
18.-138 revised from c to d 107.333.483 d Engine Stays, 6-14RT-flex96C-B
- removed 107.338.565
- removed 107.347.781
- removed 107.387.077
- removed 107.377.557
- removed 107.297.858
Version a2 -vii
- removed 107.337.404
- removed 107.338.328
- removed 107.358.974
- removed 107.409.824
- removed 107.297.907
- removed 107.339.870
- removed 107.351.648
- removed 107.074.657
- removed 107.364.418
- removed 107.359.453
- removed 107.336.877
- removed 107.298.644
- removed 107.335.020
- removed 107.427.693
- removed 107.368.226
- removed 107.299.976
- removed 107.330.553
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- removed 107.298.428
- removed 107.298.348
- removed 107.340.948
- removed 107.359.983
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- removed 107.346.516
- removed 107.298.317
- removed 107.337.506
- removed 107.298.182
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- removed 107.431.167
- removed 107.298.697
- removed 107.399.193
- removed 107.074.837
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- removed 107.394.552
- removed 107.298.872
- removed 107.370.714
-viii Version a2
- removed 107.235.317
- removed 107.336.301
- removed DAAD005969
- removed 107.298.677
- removed 107.412.617
- removed 107.360.610
- removed 107.352.530
- removed 107.356.777
- removed 107.372.939
- removed 107.360.599
- removed 107.355.174
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- removed 107.354.065
- removed 107.338.944
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- removed 107.381.504
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- removed 107.394.553
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- removed 107.337.703
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- removed 107.352.049
- removed 107.344.953
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Version a2 -ix
- removed 107.373.919
- removed 107.401.617
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- removed 107.312.073
- removed 107.298.721
- removed 107.361.706
- removed 107.381.986
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- removed 107.298.477
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- removed 107.391.778
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- removed 107.201.192
- removed 107.391.581
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- removed 107.350.285
- removed 107.411.874
- removed 107.297.836
-x Version a2
- removed 107.338.539
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Version a2 -xi
Table of contents
1-1 1. Engine Characteristics ...............................................................................................................................
1-2 1.1 Primary engine data .........................................................................................................................
1-3 1.2 Tuning options .................................................................................................................................
1-7 1.3 Main features and parameters: ........................................................................................................
1-9 1.4 The RT-flex system .........................................................................................................................
2-1 2. Engine Data ................................................................................................................................................
2-1 2.1 Reference conditions .......................................................................................................................
2-1 2.2 Design conditions ............................................................................................................................
2-2 2.3 Ancillary system design parameters ................................................................................................
2-2 2.4 Engine performance data ................................................................................................................
2-2 2.5 Turbocharger and scavenge air cooler ............................................................................................
2-7 2.6 Auxiliary blower ................................................................................................................................
2-7 2.7 Electrical power requirement ...........................................................................................................
2-9 2.8 Pressure and temperatures ranges .................................................................................................
3-1 3. Engine Rating and Load Range .................................................................................................................
3-1 3.1 Rating field .......................................................................................................................................
3-3 3.2 Load range .......................................................................................................................................
4-1 4. winGTD and netGTD ..................................................................................................................................
5-1 5. Engine Dynamics .......................................................................................................................................
5-1 5.1 External forces and moments ..........................................................................................................
5-5 5.2 Lateral engine vibration (rocking) .....................................................................................................
5-6 5.3 Reduction of lateral vibration ...........................................................................................................
5-7 5.4 Torsional vibration ............................................................................................................................
5-9 5.5 Axial vibration ..................................................................................................................................
5-11 5.6 Hull vibration ....................................................................................................................................
5-11 5.7 Summary of countermeasures for dynamic effects .........................................................................
5-13 5.8 System dynamics ............................................................................................................................
5-13 5.9 Order forms for vibration calculations and simulation .....................................................................
6-1 6. Auxiliary Power Generation ........................................................................................................................
6-2 6.1 Waste heat recovery ........................................................................................................................
6-2 6.2 Power take-off (PTO) .......................................................................................................................
7-1 7. Ancillary systems .......................................................................................................................................
7-2 7.1 Data for central freshwater cooling system (integrated HT) ............................................................
8-1 8. Cooling Water System ...............................................................................................................................
8-2 8.1 Central freshwater cooling system components .............................................................................
8-10 8.2 General recommendations for design .............................................................................................
8-11 8.3 Freshwater generator .......................................................................................................................
8-15 8.4 Pre-heating ......................................................................................................................................
8-16 8.5 Drawings ..........................................................................................................................................
9-1 9. Lubricating Oil Systems .............................................................................................................................
9-1 9.1 Lubricating oil systems for turbochargers .......................................................................................
9-1 9.2 Main lubricating oil system ..............................................................................................................
9-2 9.3 Main lubricating oil system components .........................................................................................
9-3 9.4 Cylinder lubricating oil system .........................................................................................................
9-3 9.5 Lubricating oil maintenance and treatment .....................................................................................
9-4 9.6 Lubricating oil requirements ............................................................................................................
9-7 9.7 Lubricating oil drain tank .................................................................................................................
9-12 9.8 Drawings ..........................................................................................................................................
xii Version a2
Table of contents RT-flex96C-B Marine Installation Manual
10-1 10. Fuel Oil System ..........................................................................................................................................
10-1 10.1 Fuel oil requirements .......................................................................................................................
10-5 10.2 Fuel oil treatment .............................................................................................................................
10-6 10.3 Pressurized fuel oil system ..............................................................................................................
10-7 10.4 Heavy fuel oil system components ..................................................................................................
10-14 10.5 Drawings ..........................................................................................................................................
11-1 11. Starting and Control Air Systems ..............................................................................................................
11-2 11.1 Capacities of air compressor and receiver ......................................................................................
11-3 11.2 Starting and control air system specification ..................................................................................
11-3 11.3 General service and working air ......................................................................................................
11-3 11.4 Drawings ..........................................................................................................................................
12-1 12. Leakage Collection System .......................................................................................................................
12-2 12.1 Sludge oil trap ..................................................................................................................................
12-4 12.2 Air vents ...........................................................................................................................................
12-5 12.3 Drawings ..........................................................................................................................................
13-1 13. Exhaust Gas System ..................................................................................................................................
13-1 13.1 Recommended gas velocities: ........................................................................................................
13-1 13.2 Exhaust gas pipe diameters ...........................................................................................................
14-1 14. Engine-room Ventilation .............................................................................................................................
14-2 14.1 Engine air inlet - Operating temperatures from 45 C to 5 C .........................................................
15-1 15. Pipe Size and Flow Details .........................................................................................................................
15-1 15.1 Pipe velocities ..................................................................................................................................
15-3 15.2 Piping symbols ................................................................................................................................
16-1 16. Pipe Connections .......................................................................................................................................
16-1 16.1 Drawings ..........................................................................................................................................
17-1 17. Engine Automation .....................................................................................................................................
17-1 17.1 DENIS-9520 ....................................................................................................................................
17-20 17.2 Drawings ..........................................................................................................................................
18-1 18. General Installation Aspects ......................................................................................................................
18-2 18.1 Engine Dimensions and masses ......................................................................................................
18-9 18.2 Outlines ............................................................................................................................................
18-28 18.3 Platform arrangements ....................................................................................................................
18-37 18.4 Engine seating .................................................................................................................................
18-114 18.5 Engine coupling ...............................................................................................................................
18-116 18.6 Engine earthing ................................................................................................................................
18-119 18.7 Engine stays ....................................................................................................................................
18-172 18.8 Fire protection ..................................................................................................................................
19-1 19. Engine Emissions .......................................................................................................................................
19-1 19.1 Exhaust gas emissions ....................................................................................................................
19-3 19.2 Engine noise ....................................................................................................................................
20-1 20. Engine Dispatch and Installation ...............................................................................................................
20-1 20.1 Treatment against corrosion ............................................................................................................
20-72 20.2 Engine dismantling ..........................................................................................................................
20-72 20.3 Removing rust preventing oils .........................................................................................................
20-73 20.4 Engine installation ............................................................................................................................
21-1 21. Engine and Shaft alignment .......................................................................................................................
21-1 21.1 Procedure ........................................................................................................................................
21-56 21.2 Tools .................................................................................................................................................
Version a2 xiii
RT-flex96C-B Marine Installation Manual Table of contents
22-1 22. Appendix ....................................................................................................................................................
22-1 22.1 Abbreviations ...................................................................................................................................
22-3 22.2 SI dimensions for internal combustion engines ..............................................................................
22-5 22.3 Approximate conversion factors ......................................................................................................
xiv Version a2
Table of contents RT-flex96C-B Marine Installation Manual
List of tables
1-8 1.1 Overall sizes of engine ...........................................................................................................................
2-3 2.1 Scavenge air cooler parameters cost-optimised ...................................................................................
2-3 2.2 Turbocharger weights cost-optimised ...................................................................................................
2-4 2.3 Scavenge air cooler parameters efficiency-optimised ..........................................................................
2-4 2.4 Turbocharger weights efficiency-optimised ...........................................................................................
2-6 2.5 Guidance for air filtration .......................................................................................................................
2-7 2.6 Number of auxiliary blowers ..................................................................................................................
2-7 2.7 Electrical power requirement (cost-optimised) ......................................................................................
2-8 2.8 Electrical power requirement (efficiency-optimised) ..............................................................................
2-9 2.9 Pressure and temperature ranges .........................................................................................................
5-2 5.1 Mass moments and forces ....................................................................................................................
5-11 5.2 Countermeasures for external mass moments ......................................................................................
5-12 5.3 Countermeasures for lateral and longitudinal rocking ...........................................................................
5-12 5.4 Countermeasures for torsional and axial vibration ................................................................................
6-2 6.1 PTO power and speed ...........................................................................................................................
7-2 7.1 Data for central freshwater cooling system ...........................................................................................
7-5 7.2 Data for central freshwater cooling system ...........................................................................................
8-2 8.1 Low-temperature circuit .........................................................................................................................
8-3 8.2 High-temperature circuit ........................................................................................................................
9-5 9.1 Global brands of lubricating oils ............................................................................................................
9-6 9.2 Local brands of lubricating oils ..............................................................................................................
9-7 9.3 Minimum inclination angles at which the engine is to remain fully operational (1) ................................
9-8 9.4 Minimum inclination angles at which the engine is to remain fully operational (2) ................................
9-9 9.5 Vertical lubricating oil drains to drain tank .............................................................................................
11-2 11.1 Air receiver and air compressor capacities ............................................................................................
15-1 15.1 Recommended fluid velocities and flow rates for pipework ..................................................................
17-3 17.1 Suppliers of remote control systems and electronic speed control systems ........................................
17-10 17.2 Table of alarm sensors and safety functions (part 1) .............................................................................
17-15 17.3 Table of alarm sensors and safety functions (part 2) .............................................................................
17-19 17.4 Classification societies ..........................................................................................................................
17-20 17.5 Request of classification societies ........................................................................................................
17-20 17.6 Functions and level ................................................................................................................................
18-3 18.1 Dimensions and masses of main components ......................................................................................
18-6 18.2 Fluid quantities in the engine .................................................................................................................
18-172 18.3 Recommended total number of fire extinguishing bottles .....................................................................
22-1 22.1 Abbreviations .........................................................................................................................................
22-3 22.2 SI dimensions for internal combustion engines .....................................................................................
Version a2 xv
RT-flex96C-B Marine Installation Manual List of tables
22-5 22.3 Approximate conversion factors ............................................................................................................
xvi Version a2
List of tables RT-flex96C-B Marine Installation Manual
List of figures
1-1 1.1 Cross section .........................................................................................................................................
1-4 1.2 Schematic functional principle of Low-Load Tuning .............................................................................
1-5 1.3 Delta Tuning and Low-load Tuning area ................................................................................................
1-5 1.4 Typical BSFC curves to illustrate Standard Tuning, Delta Tuning and Low-Load Tuning ......................
1-9 1.5 RT-flex key parts ....................................................................................................................................
2-2 2.1 Scavenge air cooler ...............................................................................................................................
2-6 2.2 Air filter size (example for 8-cyl. engine) ................................................................................................
3-1 3.1 Rating field .............................................................................................................................................
3-4 3.2 Load range limits of an engine corresponding to a specific rating point Rx .........................................
3-5 3.3 Load diagram for a specific engine, showing the corresponding power and speed margins ...............
3-7 3.4 Load range limits with load diagram of an engine corresponding to a specific rating point Rx ...........
3-9 3.5 Load range diagram of an engine equipped with a main-engine driven generator ...............................
5-1 5.1 External forces and moments ................................................................................................................
5-3 5.2 Locating electrically driven compensator ..............................................................................................
5-4 5.3 Power related unbalance (PRU) .............................................................................................................
5-5 5.4 External forces and moments ................................................................................................................
5-6 5.5 General arrangement of lateral stays (hydraulic) ..................................................................................
5-6 5.6 General arrangement of lateral stays (friction) .......................................................................................
5-8 5.7 Vibration damper (viscous type) ............................................................................................................
5-8 5.8 Vibration damper (Geislinger type) .........................................................................................................
5-10 5.9 Example of an axial damper (detuner) ...................................................................................................
6-1 6.1 Heat recovery, typical system layout .....................................................................................................
7-2 7.1 Central freshwater cooling system with integrated HT circuit ...............................................................
8-4 8.1 Central cooling water system, expansion tank ......................................................................................
8-6 8.2 Central cooling water system, expansion tank (HT circuit) ...................................................................
8-8 8.3 Central cooling water system, expansion tank (LT circuit) ....................................................................
8-12 8.4 Freshwater generator installation, alternative 'A' ..................................................................................
8-13 8.5 Freshwater generator installation, alternative 'B' ..................................................................................
8-16 8.6 Pre-heating power requirement per cylinder .........................................................................................
9-8 9.1 Min. inclination angles at which the engine is to remain fully operational .............................................
9-9 9.2 Example of an accepted vertical drain connection ...............................................................................
9-11 9.3 Filling process of lubricating oil tank .....................................................................................................
10-2 10.1 Typical viscosity / temperature diagram ................................................................................................
10-9 10.2 Fuel oil system mixing unit .....................................................................................................................
10-13 10.3 Filter arrangements ................................................................................................................................
11-1 11.1 Starting and control air system ..............................................................................................................
12-2 12.1 Sludge oil trap ........................................................................................................................................
Version a2 xvii
RT-flex96C-B Marine Installation Manual List of figures
12-3 12.2 Sludge oil trap ........................................................................................................................................
12-4 12.3 Arrangement of automatic water drain ..................................................................................................
13-1 13.1 Determination of exhaust pipe diameter ................................................................................................
14-1 14.1 Direct suction of combustion air - main and auxiliary engine ................................................................
14-2 14.2 Direct suction of combustion air - main and auxiliary engine ................................................................
14-3 14.3 Scavenge air system for arctic conditions .............................................................................................
14-3 14.4 Blow-off effect under arctic conditions ..................................................................................................
15-3 15.1 Piping symbols 1/3 ................................................................................................................................
15-4 15.2 Piping symbols 2/3 ................................................................................................................................
15-5 15.3 Piping symbols 3/3 ................................................................................................................................
17-4 17.1 DENIS-9520 remote control system layout ...........................................................................................
17-7 17.2 Recommended manoeuvring characteristics ........................................................................................
18-2 18.1 Engine dimensions .................................................................................................................................
18-5 18.2 Thermal expansion, dim. X, Y, Z ............................................................................................................
18-117 18.3 Shaft earthing arrangement ...................................................................................................................
18-118 18.4 Shaft earthing with condition monitoring facility ...................................................................................
19-1 19.1 Speed dependent maximum average NO
x
emissions by engines ........................................................
19-2 19.2 Compliance with IMO regulations ..........................................................................................................
19-3 19.3 Engine sound pressure level at 1 m distance ........................................................................................
19-4 19.4 Sound pressure level at funnel top of engine exhaust gas system .......................................................
19-5 19.5 Structure borne noise level at engine feet vertical .................................................................................
xviii Version a2
List of figures RT-flex96C-B Marine Installation Manual
1. Engine Characteristics
The RT-flex96C-B engine is a camshaftless low-speed, direct-reversible, two-stroke engine, fully
electronically controlled, featuring common rail injection.
The RT-flex96C-B is designed for running on a wide range of fuels from marine diesel oil (MDO)
to heavy fuel oils (HFO) of different qualities.
Figure 1.1: Cross section
Version a2 1-1
RT-flex96C-B Marine Installation Manual 1. Engine Characteristics
Scavenging system 11 Crosshead 6 Bedplate 1
Pulse Lubricating System 12 Cylinder liner 7 Column 2
Supply unit 13 Cylinder cover 8 Crankshaft 3
Rail unit (Common rail) 14 Piston 9 Main bearing elastic studs 4
Turbocharging system 10 Bottom-end bearings 5
1.1 Primary engine data
NOTICE
1)
The guide feed rate shown is for new engines equipped with Pulse Jet cylinder lubrication
system. This allows important savings in engine operating costs. Engines with different lubricating
systems might require a higher feed rate.
All brake specific fuel consumption (BSFC) data are quoted for fuel of lower calorific value 42.7
MJ/kg [10,200 kcal/kg]. All other reference conditions refer to ISO standard (ISO 3046-1). The
figures for BSFC are given with a tolerance of +5%.
The values of power in kilowatt [kW] and fuel consumption in g/kWh are standard figures..
To determine the power and BSFCfigures accurately in bhp and g/bhph respectively, the standard
kW-based figures have to be converted by factor 1.36 (see also winGTD and netGTD).
1-2 Version a2
1. Engine Characteristics RT-flex96C-B Marine Installation Manual
1.2 Tuning options
With the introduction of the Wrtsil RT-flex engines, a major step in the development of marine
2-stroke engines was taken. After the successful introduction of Delta Tuning, Wrtsil Switzerland
Ltd. is taking this development even further by introducing Low-Load Tuning (LLT).
1.2.1 Delta Tuning
Delta Tuning allows further reduction of the specific fuel oil consumption while still complying
with all existing emission legislation. This is achieved by changing software parameters without
modifying any engine parts. The Delta Tuning option needs to be specified at a very early stage
of the project.
In realising Delta Tuning, the flexibility of the RT-flex system in terms of free selection of injection
and exhaust valve control parameters, specifically variable injection timing (VIT) and variable
exhaust closing (VEC) is utilised to reduce the brake specific fuel consumption (BSFC) in the part
load range below 90% load.
Due to the trade-off between BSFCand NOx emissions, the associated increase in NOx emissions
at part load must be compensated by a corresponding decrease in the full load NOx emissions.
Hence, there is also a slight increase in full load BSFC to maintain compliance of the engine with
the IMO NOx regulations.
The concept is based on tailoring the firing pressure and firing ratio for maximum efficiency in
the range up to 90% load and then reducing them again towards full load. In this process, the
same design-related limitations with respect to these two quantities are applied as in the
specification of Standard Tuning.
NOTICE
The reliability of the engine is by no means impaired by the application of Delta Tuning, since all
existing limitations to mechanical stresses and thermal load are observed.
Version a2 1-3
1.2.2 Low-Load Tuning (LLT)
The complete flexibility in engine setting, which is an integral feature of the RT-flex common-rail
system, enables fuel injection pressures and timing to be freely set at all loads. It is employed
in special tuning regimes to optimize brake specific fuel consumption (BSFC) at individual engine
loads.
This concept was first applied in Delta Tuning, which reduces BSFC for Wrtsil RT-flex engines
in the operating range below 90% engine load.
The concept has now been extended to Low-Load Tuning, which provides the lowest possible
BSFC in the operating range of 40 to 70% engine load.
With Low-Load Tuning, RT-flex engines can be operated continuously and reliably at any load
in the range of 30 to 100%.
The Low-Load Tuning concept is based on the combination of a specifically designed
turbocharging systemsetup and appropriately adjusted engine parameters related to fuel injection
and exhaust valve control.
The reduced part-load BSFC in Low-Load Tuning is achieved by optimizing the turbocharger
match for part-load operation. This is done by increasing the combustion pressure at less than
75% load through an increased scavenge air pressure and a higher air flow (waste gate closed),
and by blowing off part of the exhaust gas flow (waste gate open) at engine loads above 85%.
The higher scavenge air pressure at part-load results in lower thermal load and better combustion
over the entire part-load range.
Low-Load Tuning requires the fitting of an exhaust gas waste gate (a pneumatically operated
valve, see figure 1.2) on the exhaust gas receiver before the turbocharger turbine. Exhaust gas
blown off through the waste gate is by-passed to the main exhaust uptake. The waste gate is
opened at engine loads above 85% to protect the turbocharger and the engine from overload.
A Wrtsil RT-flex engine with Low-Load Tuning complies with the IMO Tier II regulations for
NOx emissions.
The engine parameters controlling the fuel injection and exhaust valve operational characteristic
have to be selected appropriately to allowrealizing the full potential of the concept while ensuring
compliance with the applicable NOx limit value. On the one hand, these parameters have to be
specified in such a way that the transition between the bypass-closed and bypass-opened
operating ranges can be realized as smooth as possible. On the other hand, a higher scavenge
air pressure trendwise increases NOx emissions hence, for achieving the same weightened
average value over the test cycle, the parameters also need to be adjusted appropriately for
compensating this increase.
Figure 1.2: Schematic functional principle of Low-Load Tuning
1-4 Version a2
1.2.3 Further aspects of engine tuning options
Tuning for de-rated engines:
For various reasons, the margin against the IMO NOx limit decreases for de-rated engines. Delta
Tuning and Low-load Tuning thus hold the highest benefits for engines rated close to R1. With
the de-rating the effect diminishes and, in fact, Delta Tuning and Low-Load Tuning are not
applicable in the entire field (see figure 1.3).
Figure 1.3: Delta Tuning and Low-load Tuning area
Figure 1.4: Typical BSFC curves to illustrate Standard Tuning, Delta Tuning and Low-Load Tuning
Version a2 1-5
Effect on engine dynamics:
The application of Delta Tuning or Low-Load Tuning has an influence on the harmonic gas
excitations and, as a consequence, the torsional and axial vibrations of the installation. Hence,
the corresponding calculations have to be carried out with the correct data to be able to apply
appropriate countermeasures, if necessary.
Project specification for RT-flex engines:
Although Delta Tuning is realised in such a way that it could almost be considered a pushbutton
option, its selection as well as the selection of LLT also have an effect on other aspects of engine
and system design.
Therefore the tuning option to be applied on RT-flex engines needs to be specified at a very early
stage in the project:
The calculations of the torsional and axial vibrations of the installation have to be
performed using the correct data.
The layout of the ancillary systems has to be based on the correct specifications.
To prepare the software for the RT-flex system control, the parameters also have to
be known in due time before commissioning of the engine.
Data for brake specific fuel consumption (BSFC) in section Primary engine data refer to Standard
Tuning. Data for Delta Tuning and Low-Load Tuning can be obtained from the winGTD and
netGTD.
1-6 Version a2
1.3 Main features and parameters:
960 mm Bore ...................................
2,500 mm Stroke ................................
6 to 14 Number of cylinders ..........
Main parameters (R1):
5,720 kW/cyl Power (MCR) ....................
102 rpm Speed (MCR) .....................
18.6 bar Mean effect. press. ............
8.5 m/s Mean piston speed ............
1.3.1 Design features:
Welded bedplate with integrated thrust bearings and main bearings designed as large
thin-shell white metal bearings
Sturdy engine structure with stiff thin-wall box type columns and cast iron cylinder
blocks attached to the bedplate by pre-tensioned vertical tie rods
Welded bedplate with integrated thrust bearings and main bearings designed as large
thin-shell white metal bearings
Semi-built crankshaft
Main bearing jack bolts for easier assembly and disassembly of white metal shell
bearings
Thin-shell white metal bottom-end bearings
Crosshead with crosshead pin and single-piece large white-metal surface bearings
lubricated by the engine lubricating system
Rigid cast iron cylinder monoblock
Special grey-cast iron cylinder liners, water cooled, and with load dependent cylinder
lubrication
Cylinder cover of high-grade material with a bolted exhaust valve cage containing a
Nimonic 80A exhaust valve
Piston with crown cooled by combined jetshaker oil cooling
Constant-pressure turbocharging system comprising high-efficiency turbochargers
and auxiliary blowers for low-load operation
Latest piston running concept for excellent piston running and extended TBO up to 5
years
Pulse Lubricating System for high-efficiency cylinder lubrication
Supply unit: High-efficiency fuel pumps feeding the 1000 bar fuel manifold
Rail unit (common rail): Both common rail injection and exhaust valve actuation are
controlled by quick acting solenoid valves
Electronic engine control WECS-9520 for monitoring and controlling the key engine
functions
The RT-flex96C-B is available with 6 to 14 cylinders rated at 5,720 kW/cyl to provide a maximum
output of 80,080 kW for the 14-cylinder engine (see section 1.1 Primary engine data).
Version a2 1-7
Overall sizes of engines
No. cyl.
Dry weight [t]
Piston dismantling height (crank center
crane hook) [mm]
Length [mm]
1,160
12,950
13,063 6
1,290 14,743 7
1,470 17,333 8
1,620 19,013 9
1,760 20,693 10
1,910 22,373 11
2,050 24,053 12
2,160 25,733 13
2,300 27,413 14
Table 1.1: Overall sizes of engine
1-8 Version a2
1.4 The RT-flex system
Figure 1.5: RT-flex key parts
All key engine functions such as fuel injection, exhaust valve drives, engine starting and cylinder
lubrication are fully under electronic control. The timing of the fuel injection, its volumetric and
various injection patterns are regulated and controlled by the WECS-9520 control system.
1.4.1 The major benefits of the RT-flex system are:
adaptation to different operating modes
adaptation to different fuels
optimised part-load operation
optimised fuel consumption
precise speed regulation, in particular at very slow steaming
smokeless mode for slow steaming
benefits in terms of operating costs, maintenance requirement and compliance with
emissions regulations.
Version a2 1-9
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2. Engine Data
The engine can be operated in the ambient condition range between reference conditions and
design (tropical) conditions.
2.1 Reference conditions
The engine performance data, like BSFC, BSEF, tEaT and others, are based on reference
conditions. They are specified in ISOStandard 15550 (core standard) and for marine application
in ISO Standard 3046 (satellite standard) as follows:
25 C Air temperature before blower .................................
25 C Engine room ambient air temp. ...............................
29 C for FW Coolant temp. before SAC ......................................
1000 mbar Barometric pressure ................................................
30%. Relative air humidity ................................................
2.2 Design conditions
The capacities of ancillaries are specified according to ISOStandard 3046-1 (clause 11.4) following
the International Association of Classification Societies (IACS) and are defined as design
conditions:
45 C Air temperature before blower .................................
45 C Engine room ambient air temp. ...............................
36 C for FW Coolant temp. before SAC ......................................
1000 mbar Barometric pressure ................................................
60%. Relative air humidity ................................................
Version a2 2-1
RT-flex96C-B Marine Installation Manual 2. Engine Data
2.3 Ancillary system design parameters
The layout of the ancillary systems of the engine is based on the rated performance (rating point
Rx, CMCR). The given design parameters must be considered in the plant design to ensure a
proper function of the engine and its ancillary systems.
90 C Cylinder water outlet temp. .....................................
45 C Oil temperature before engine .................................
30 mbar Exhaust gas back pressure at rated power (Rx) ......
The engine power is independent of ambient conditions. The cylinder water outlet temperature
and the oil temperature before engine are system-internally controlled and have to remain at the
specified level.
2.4 Engine performance data
The calculation of the performance data BSFC, BSEF and tEaT for any engine power is done
with the help of the winGTDand netGTD. Data for Delta Tuning and Low-Load Tuning are available
on the winGTD and netGTD. If needed we offer a computerized information service to analyze
the engines heat balance and determine main system data for any rating point within the engine
layout field.
2.5 Turbocharger and scavenge air cooler
The SACand TCselection is given in winGTDand netGTD. Parameters and details of the scavenge
air coolers are shown in section 2.5.1.
Figure 2.1: Scavenge air cooler
2-2 Version a2
2. Engine Data RT-flex96C-B Marine Installation Manual
2.5.1 SAC parameters and turbocharger weights
SAC parameters and turbocharger weights (cost-optimised)
Scavenge air cooler parameters
Insert
Water
content
[litres]
Pressure drop
(at design flow)
Design flow
Qty Cooler
No. cyl. Mass
[kg]
Dimension
[mm]
Air
[Pa]
Water
[bar]
Air
[kg/s]
Water
[kg/s]
Fresh water cooled / single-stage SAC / separate HT
4,550 2809 x 1738 x 885 680 2,500 1.5 55.0 70.6 2 SAC247F 6
4,550 2809 x 1738 x 885 680 2,500 1.5 55.0 70.6 2 SAC247F 7
4,550 2809 x 1738 x 885 680 2,500 1.5 55.0 70.6 2 SAC247F 8
4,550 2809 x 1738 x 885 680 2,500 1.5 55.0 70.6 3 SAC247F 9
4,550 2809 x 1738 x 885 680 2,500 1.5 55.0 70.6 3 SAC247F 10
4,550 2809 x 1738 x 885 680 2,500 1.5 55.0 70.6 3 SAC247F 11
4,550 2809 x 1738 x 885 680 2,500 1.5 55.0 70.6 3 SAC247F 12
4,550 2809 x 1738 x 885 680 2,500 1.5 55.0 70.6 4 SAC247F 13
4,550 2809 x 1738 x 885 680 2,500 1.5 55.0 70.6 4 SAC247F 14
Table 2.1: Scavenge air cooler parameters cost-optimised
MHI ABB
No. cyl.
Mass
[kg]
Qty Type
Mass
[kg]
Qty Type
11,100 2 MET83MA 10,520 2 TPL85B14 6
11,100 2 MET83MA 10,520 2 TPL85B14 7
11,100 2 MET83MA 10,520 2 TPL85B15 8
11,100 3 MET83MA 10,520 3 TPL85B14 9
11,100 3 MET83MA 10,520 3 TPL85B14 10
11,100 3 MET83MA 10,520 3 TPL85B15 11
11,100 3 MET83MA 10,520 3 TPL85B15 12
11,100 4 MET83MA 10,520 4 TPL85B14 13
11,100 4 MET83MA 10,520 4 TPL85B14 14
Table 2.2: Turbocharger weights cost-optimised
Version a2 2-3
SAC parameters and turbocharger weights (efficiency-optimised)
Scavenge air cooler parameters
Insert
Water
content
[litres]
Pressure drop
(at design flow)
Design flow
Qty Cooler
No. cyl. Mass
[kg]
Dimension
[mm]
Air
[Pa]
Water
[bar]
Air
[kg/s]
Water
[kg/s]
Fresh water cooled / single-stage SAC / separate HT
4,550 2809 x 1738 x 885 680 2,500 1.5 55.0 70.6 2 SAC247F 6
4,550 2809 x 1738 x 885 680 2,500 1.5 55.0 70.6 2 SAC247F 7
4,550 2809 x 1738 x 885 680 2,500 1.5 55.0 70.6 2 SAC247F 8
4,550 2809 x 1738 x 885 680 2,500 1.5 55.0 70.6 3 SAC247F 9
4,550 2809 x 1738 x 885 680 2,500 1.5 55.0 70.6 3 SAC247F 10
4,550 2809 x 1738 x 885 680 2,500 1.5 55.0 70.6 3 SAC247F 11
4,550 2809 x 1738 x 885 680 2,500 1.5 55.0 70.6 3 SAC247F 12
4,550 2809 x 1738 x 885 680 2,500 1.5 55.0 70.6 3 SAC247F 13
4,550 2809 x 1738 x 885 680 2,500 1.5 55.0 70.6 4 SAC247F 14
Table 2.3: Scavenge air cooler parameters efficiency-optimised
MHI ABB
No. cyl.
Mass
[kg]
Qty Type
Mass
[kg]
Qty Type
12,500 2 MET83MB 9,000 2 A185-L34 6
12,500 2 MET83MB 9,000 2 A185-L35 7
12,500 2 MET83MB 12,000 2 A190-L34 8
12,500 3 MET83MB 9,000 3 A185-L34 9
12,500 3 MET83MB 9,000 3 A185-L34 10
12,500 3 MET83MB 12,000 3 A190-L34 11
12,500 3 MET83MB 12,000 3 A190-L34 12
12,500 4 MET83MB 12,000 3 A190-L35 13
12,500 4 MET83MB 9,000 4 A185-L35 14
Table 2.4: Turbocharger weights efficiency-optimised
2-4 Version a2
2.5.2 Air filtration
In the event that the air supply to the machinery spaces has a dust content exceeding 0.5 mg/m
3
,
which can be the case for ships trading in coastal waters, desert areas or transporting dust
creating cargoes, there is a risk of increased wear to the piston rings and cylinder liners. The
normal air filters fitted to the turbochargers are intended mainly as silencers but not to protect
the engine against dust.
The necessity for installing a dust filter and the choice of filter type depends mainly on the
concentration and composition of the dust in the suction air. Where the suction air is expected
to have a dust content of 0.5 mg/m
3
or more, the engine must be protected by filtering this air
before entering the engine, e.g. on coastal vessels or vessels frequenting ports having high
atmospheric dust or sand content.
Wrtsil Switzerland Ltd. advises to install a filtration unit for the air supplies to the diesel engines
and general machinery spaces on vessels regularly transporting dust creating cargoes, such as
iron ore and bauxite.
Version a2 2-5
Atmospheric dust concentration
Alternatives necessary in very special circumstances
Normal shipboard requirement Normal
Most frequent
particle sizes
Short period < 5% of
running time, < 0.5 mg/m
3
permanently
> 0.5 mg/m
3
frequently to permanently
> 0.5 mg/m
3
Inertial separator and oil wetted filter Oil wetted or roller screen filter Standard TC filter sufficient > 5 m
Inertial separator and oil wetted filter Oil wetted or panel filter Standard TC filter sufficient < 5 m
These may apply in only very few, extreme cases.
E.g.: ships carrying bauxite or similar dusty cargoes, or ships routinely
trading along desert coasts.
the vast majority of installations Valid for
Table 2.5: Guidance for air filtration
Figure 2.2: Air filter size (example for 8-cyl. engine)
2-6 Version a2
2.6 Auxiliary blower
For manoeuvring and operating at lowpowers, electrically driven auxiliary blowers must be used
to provide sufficient combustion air.
The table below shows the number of blowers required.
Number of required auxiliary air blowers Number of cylinders
2 6
2 7
2 8
2 9
2 10
2 11
2 12
3 13
3 14
Table 2.6: Number of auxiliary blowers
2.7 Electrical power requirement
Power requirement Supply voltage
No.
cyl.
2 x 99 kW (60 Hz)
440 V
6
Auxiliary blowers
*1)
2 x 124 kW (60 Hz) 7
2 x 159 kW (60 Hz) 8
2 x 159 kW (60 Hz) 9
2 x 201 kW (60 Hz) 10
2 x 201 kW (60 Hz) 11
2 x 201 kW (60 Hz) 12
3 x 159 kW (60 Hz) 13
3 x 159 kW (60 Hz) 14
11 kW (60 Hz)
440V
6
Turning gear
11 kW (60 Hz) 7
11 kW (60 Hz) 8
15 kW (60 Hz) 9
15 kW (60 Hz) 10
15 kW (60 Hz) 11
15 kW (60 Hz) 12
15 kW (60 Hz) 13
22 kW (60 Hz) 14
acc. to maker's specifications 24 VDC UPS Propulsion control system
acc. to maker's specifications
Additional monitoring devices (e.g. oil mist
detector, etc.)
Table 2.7: Electrical power requirement (cost-optimised)
Version a2 2-7
Power requirement Supply voltage
No.
cyl.
2 x 113 kW (60 Hz)
440 V
6
Auxiliary blowers
*1)
2 x 142 kW (60 Hz) 7
2 x 181 kW (60 Hz) 8
2 x 181 kW (60 Hz) 9
2 x 229 kW (60 Hz) 10
2 x 229 kW (60 Hz) 11
2 x 229 kW (60 Hz) 12
3 x 181 kW (60 Hz) 13
3 x 181 kW (60 Hz) 14
11 kW (60 Hz)
440 V
6
Turning gear
11 kW (60 Hz) 7
11 kW (60 Hz) 8
15 kW (60 Hz) 9
15 kW (60 Hz) 10
15 kW (60 Hz) 11
15 kW (60 Hz) 12
15 kW (60 Hz) 13
22 kW (60 Hz) 14
acc. to maker's specifications 24 VDC UPS Propulsion control system
acc. to maker's specifications
Additional monitoring devices (e.g. oil mist
detector, etc.)
Table 2.8: Electrical power requirement (efficiency-optimised)
NOTICE
*1)
Minimal electric motor power (shaft) is indicated. The actual electric power requirement depends
on the size, type and voltage/frequency of the installed electric motor. Direct starting or Star-Delta
starting to be specified when ordering.
2-8 Version a2
2.8 Pressure and temperatures ranges
The table below represents a summary of the required pressure and temperature ranges at
continuous service rating (CSR). The gauge pressures are measured about 5 m above the
crankshaft centre line. The pump delivery head is obtained by adding the pressure losses in
piping system, filters, coolers, valves, etc. and the vertical level pressure difference between
pump suction and pressure gauge to the values in the table.
Temperature
limit values [C]
Gauge pressure
limit values [bar]
Location of measurement System
Diff. Max. Min. Max. Min.
Freshwater
max. 15
- 65 5.0 3.0 Inlet
Cylinder cooling
95 85 - - Outlet each cyl.
*1)
36 25 4.0 2.0 Inlet cooler
SAC LT circuit (single-stage SAC)
- - - - Outlet cooler
Lubricating oil (high pressure)
- 50 40 12.0 10.0 Supply
Crosshead bearing oil
- 65 - - - Outlet
Lubricating oil (low pressure)
- - - 6.0 4.8
*5)
Servo oil pump inlet Servo oil
- 50 40 6.0 4.8 Supply
Main bearing oil
- - - - - Outlet
max. 30
50 40 6.0 4.8 Inlet
Piston cooling oil
80 - - - Outlet
- 75 - - - Pads AHEAD Thrust bearing pads
- - - 6.0 4.8 Supply
Torsional vibration damper (in case of steel spring
damper)
- - - - 1.0 Inlet casing
- - - 6.0 4.8 Supply
Integrated axial vibration damper (detuner)
- - - - 1.7 Damp. chamber
- - - 2.5 1.0 Inlet
TC bearing oil (on engine lub. oil system)
ABB TPL-B, ABB A100-L
- 110 - - - Outlet
- 80 - 2.5 1.3 Inlet
TC bearing oil (with separate lub. oil system)
ABB TPL
- 120 - - - Outlet
- 85 - 2.5 1.3 Inlet
TC bearing oil (with separate lub. oil system)
ABB A100-L
- 130 - - - Outlet
- - - 1.5 0.7 Inlet
TC bearing oil
MHI MET
- 85 - - - Outlet
Fuel oil
- 150 - 10.0
*3)
7.0
*2)
Inlet Supply unit
- - - 5.0 3.0 Return After retaining valve
Version a2 2-9
Temperature
limit values [C]
Gauge pressure
limit values [bar]
Location of measurement System
Diff. Max. Min. Max. Min.
Scavenge air
- - - max. 10 mbar Air filter / silencer Intake from engine room (pressure drop, max)
- - - max. 20 mbar Ducting and filter Intake from outside (pressure drop, max)
- - - max. 30 mbar New SAC
Cooling (pressure drop)
- - - max. 50 mbar Fouled SAC
Air
- - - 25 or 30 12 Engine inlet Starting air
- - -
7.5 6.0
Engine inlet Control air
normal 6.5
- - -
7.5 6.0
Main distributor Air spring air for exh. valve
normal 6.5
Exhaust gas
Dev. +50
*4)
515 - - - After each cylinder
Receiver
- 515 - - - Turbine inlet
- - - 30 mbar Design maximum
Manifold after turbocharger
- - 50 mbar Fouled maximum
Table 2.9: Pressure and temperature ranges
NOTICE
*1)
The water flow has to be within the prescribed limits.
*2)
At 100% engine power.
*3)
In stand-by condition; during commissioning of the fuel oil system the fuel oil pressure is
adjusted to 10 bar.
*4)
Maximum temperature deviation among the cylinders.
*5)
The min. pressure can be 0.8 bar lower than indicated due to the specified max. allowable
pressure difference over fine filter.
2-10 Version a2
3. Engine Rating and Load Range
Selecting a suitable main engine to meet the power demands of a given project involves proper
tuning in respect of load range and 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
Wrtsil 2-stroke marine diesel engine.
Every engine has a rating field within which the combination of power and speed (= rating) can
be selected. Contrary to the rating field, the load range is the admissible area of operation
once the contract maximum continuous rating (CMCR) has been determined. To define the
CMCR, various parameters need to be considered, such as propulsive power, propeller efficiency,
operational flexibility, power and speed margins, possibility of a main-engine driven generator,
and the ships trading patterns. Selecting the most suitable engine is vital to achieving an efficient
cost/benefit response to a specific transport requirement.
3.1 Rating field
Figure 3.1: Rating field
Version a2 3-1
RT-flex96C-B Marine Installation Manual 3. Engine Rating and Load Range
The rating field shown in fig. 3.1 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. Experience over the last years has shown
that engines are ordered with CMCR-points in the upper part of the rating field only.
The engine speed is given on the horizontal axis and the engine power on the vertical axis of the
rating field. Both are expressed as a percentage [%] of the respective engines nominal R1
parameters.
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.
The rating 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.
Calculations for specific fuel consumption, exhaust gas flow and temperature after turbine are
explained in further chapters.
The rating points (R1, R2, R3 and R4) are the corner points of the engine rating field.
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 70% power of R1.
The connection R1 - R3 is the nominal 100% line of the constant mean effective pressure of
R1.
The connection line R2-R4 is the line of 70% power between 90% and 100% speed of R1.
Rating points Rx can be selected within the entire rating field to meet the requirements of each
particular project. Such rating points require specific engine adaptations.
3.1.1 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.
The relative change of required power in function of the propeller revolutions can be approximated
by the following relation: Px
2
/Px
1
= (N
2
/N
1
)
.
(Px
j
= Propulsive power at propeller revolution N
j
, N
j
= Propeller speed
corresponding with propulsive power Px
j
)
0.15 for tankers and general cargo ships up to 10,000 dwt
=
0.20 for tankers and bulk carriers from 10,000 dwt to 30,000 dwt
0.25 for tankers and bulk carriers 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 chosen engine rating field. Usually, the
selected 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
3-2 Version a2
3. Engine Rating and Load Range RT-flex96C-B Marine Installation Manual
class recommendations concerning propeller/hull clearance (pressure impulse induced
on the hull by the propeller).
The selection of a main engine in combination with the optimumpropeller (efficiency) is an iterative
procedure where also commercial considerations (engine and propeller prices) play a great role.
According to the above approximation, when a required power/speed combination is known -
for example point Rx1 - a CMCR-line can be drawn which fulfils the ships power requirement
for a constant speed. The slope of this line depends on the ships characteristics (coefficient ).
Any other point on this line represents a new power/speed combination, for example Rx2, and
requires a specific propeller adaptation.
3.2 Load range
The load range diagram shown in figure 3.2 defines the power/speed limits for the operation of
the engine. Percentage values are given as explained in section 3.1; in practice absolute figures
might be used for a specific installation project.
3.2.1 Propeller curves
To establish the proper location of propeller curves, it is necessary to know the ships speed to
power response. The propeller curve without sea margin (see 3.2.3) is, for a ship with a new and
clean hull in calm water and weather, often referred to as trial condition.
The curves can be determined by using full-scale trial results from 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 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 relation:
P
2
/P
1
= (N
2
/N
1
)
3
(in which P
i
= propeller power, N
i
= propeller speed).
The propeller curve without sea margin is often called the light running curve. The nominal
characteristic is a cubic curve through the CMCR-point. (For additional information, refer to
section 3.2.4).
Version a2 3-3
3.2.2 Sea trial power
The sea trial power must be specified. Figure 3.2 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 curve is referred to as sea trial power.
Figure 3.2: Load range limits of an engine corresponding to a specific rating point Rx
3.2.3 Sea margin (SM)
The increase in power to maintain a given ships speed achieved in calm weather (point A in
figure 3.2) and under average service condition (point D) is defined as the sea margin. This
margin can vary depending on owners and charterers 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 are part of the new building contract.
With the help of effective antifouling paints, dry-docking intervals have been prolonged 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 Fig. 3.2), unless, as mentioned above, the actual ship type and service route
dictate otherwise.
3-4 Version a2
3.2.4 Light running margin (LR)
The sea trial performance (curve a) in figure 3.3 should allow for a 4 to 7% light running of the
propeller when compared to the nominal characteristic (the example in figure 3.3 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 hydrodynamically 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.
The recommended light running margin originates from past experience. It varies with specific
ship designs, speeds, dry-docking intervals, and trade routes.
NOTICE
It is the shipbuilders responsibility to determine the light running margin large enough so that,
at all service conditions, the load range limits on the left side of the nominal propeller characteristic
line are not reached (see section 3.2.6 and Fig. 3.4).
Figure 3.3: Load diagram for a specific engine, showing the corresponding power and speed margins
Assuming, for example, the following:
Dry-docking 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
favorable conditions and without exceeding 100% mep.
Therefore the required light running margin will be 5 to 6%.
Version a2 3-5
This is the sum of the following factors:
1.5-2% influence of wind and weather with 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.
1.5-2% increase of ships 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.
1%frictional losses due to increase in 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.
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.
3.2.5 Engine margin (EM) or operational margin (OM)
Most owners specify the contractual ships loaded service speed at 85 to 90% of the contract
maximum continuous rating. The remaining 10 to 15% power can then be utilized to catch up
with delays in schedule or for the timing of dry-docking 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 3.2 and 3.3.
In the examples two current methods are shown. Figure 3.2 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 3.3 and 3.5 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 same speed under service
condition with aged hull and average weather requires a power/speed combination according
to point D, as shown in figure 3.4. In that case D is 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 Fig. 3.4). 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 the figure in section 3.1).
3-6 Version a2
3.2.6 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 Fig. 3.4:
Figure 3.4: Load range limits with load diagram of an engine corresponding to a specific rating point Rx
is a constant mep or torque line through CMCR from 100% speed and power down to 95%
power and speed.
Line 1
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 2
is the 104% speed limit where an engine can run continuously. For Rx with reduced speed
(N
CMCR
< 0.98 N
MCR
) this limit can be extended to 106%, however, the specified torsional
vibration limits must not be exceeded.
Line 3
is the overspeed limit. The overspeed range between 104 (106) and 108% speed is only per-
missible during sea trials if needed to demonstrate, in the presence of authorised represent-
atives of the engine builder, the ships speed at CMCR power with a light running propeller.
However, the specified torsional vibration limits must not be exceeded.
Line 4
represents the admissible torque limit and reaches from95%power and speed to 45%power
and 70% speed. This represents a curve defined by the equation: P
2
/P
1
= (N
2
/N
1
)
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. 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 5
Version a2 3-7
is defined by the equation: P
2
/P
1
= (N
2
/N
1
)
2.45
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 authorized represent-
atives of the engine builder.
The area between lines 5 and 6 and constant torque line (dark area of Fig. 3.4) should only
be used for transient conditions, i.e. during fast acceleration. This range is called service
range with operational time limit.
Line 6
3-8 Version a2
3.2.7 Load range with main-engine driven generator
The load range 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 3.5. 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 3.5, 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.
Figure 3.5: Load range diagram of an engine equipped with a main-engine driven generator
Version a2 3-9
4. winGTD and netGTD
The purpose of these programs is to calculate the heat balance of a Wrtsil two-stroke diesel
engine for a given project. Various cooling circuits can be taken in account, temperatures and
flow rates can be manipulated online for finding the most suitable cooling system.
This these programs provide the information required for the project work 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.
The winGTD is available as download from our Licensee Portal.
1 Open the Licensee Portal and go to:
- 'Project Tools & Documents'
- 'winGTD'
2 Click on the link and follow the instructions
The netGTD is accessible on internet using the following address:
http://www.wartsila.com/en/marine-solutions/products/netGTD
Version a2 4-1
RT-flex96C-B Marine Installation Manual 4. winGTD and netGTD
5. Engine Dynamics
As a leading designer and licensor we are concerned that vibrations are minimised with our
engine installations. The assessment and reduction of vibration is subject to continuing research.
Therefore, we have developed extensive computer software, analytical procedures and measuring
techniques to deal with this subject.
For successful design, the vibration behaviour needs to be calculated over the whole operating
range of the engine and propulsion system. The following vibration types and their causes are
to be considered:
External mass forces and moments
Lateral engine vibration
Longitudinal engine vibration
Torsional vibration of the shafting
Axial vibration of the shafting.
5.1 External forces and moments
In the design of the engine, free mass forces are eliminated and unbalanced external moments
of first, second and fourth order are minimized. However, 6-cylinder engines generate second
order unbalanced vertical moments of a magnitude greater than those encountered with higher
numbers of cylinders. Depending on the ships design, the moments of fourth order have to be
considered, too.
Under unfavourable conditions, depending on hull structure, type, distribution of cargo and
location of the main engine, the unbalanced moments of first, second and fourth order may cause
unacceptable vibrations throughout the ship and thus call for countermeasures. Figure 5.1 shows
the external forces and moments acting on the engine. External forces and moments due to the
reciprocating and rotating masses see section 5.1.1.
Figure 5.1: External forces and moments
Version a2 5-1
RT-flex96C-B Marine Installation Manual 5. Engine Dynamics
5.1.1 External forces and moments
Mass moments / Forces at R1
14 13 12 11 10 9 8 7 6 Cylinder number
80,080 74,360 68,640 62,920 57,200 51,480 45,760 40,040 34,320 Engine Power [kW] / 102 rpm
15 0 0 0 0 0 0 0 0 F
1V
Free mass forces
[
+
kN]
15 0 0 0 0 0 0 0 0 F
1H
21 0 0 0 0 0 0 0 0 F
2V
86 0 0 0 0 0 0 0 0 F
4V
44 323 0 1,347 386 1,941 628 562 0 M
1V
External mass moments
*1)
[
+
kNm]
46 323 0 1,388 384 1,997 698 580 0 M
1H
11 1,536 0 1,769 2,403 2,204 0 1,960 6,753 M
2V
588 218 690 188 489 497 399 981 345 M
4V
22 0 0 0 0 0 0 0 0 1
Order
Lateral H-moments
M
LH
[
+
kNm]
2 0 0 0 0 0 0 0 0 2
36 0 0 0 0 0 0 0 0 3
934 0 0 0 0 0 0 0 0 4
173 0 0 0 0 0 0 0 0 5
73 0 0 0 0 0 0 0 2,009 6
138 0 0 0 0 0 0 1,563 0 7
67 0 0 0 0 0 1,060 0 0 8
42 0 0 0 0 690 0 0 0 9
167 0 0 0 464 0 0 0 0 10
21 0 0 258 0 0 0 0 0 11
2 0 152 0 0 0 0 0 76 12
24 177 0 748 211 1,078 363 312 0 1
Order
Lateral X-moments
M
LX
[
+
kNm]
1 259 0 298 405 371 0 330 1,138 2
4,577 3,996 3,490 2,914 2,438 1,945 1,604 1,125 1,029 3
2,056 756 2,394 654 1,695 1,723 1,382 3,401 1,197 4
716 2,307 0 1,607 242 1,209 3,401 244 0 5
486 552 0 847 626 2,173 0 34 0 6
665 392 0 171 1,933 102 28 0 0 7
37 484 352 1,297 63 47 0 14 176 8
126 63 879 26 5 0 9 29 259 9
133 665 0 12 0 18 0 187 66 10
378 7 0 0 2 10 125 88 0 11
16 1 0 3 6 80 19 5 0 12
1,479 138 174 263 468 697 1,087 1,600 2,058 [
+
kNm] Torque variation
Table 5.1: Mass moments and forces
5-2 Version a2
5. Engine Dynamics RT-flex96C-B Marine Installation Manual
NOTICE
*1)
No engine-fitted 2
nd
order balancer available. If reduction on M
2v
is needed, an external 2
nd
order compensator has to be applied.
- The resulting lateral guide force can be calculated as follows: F
L
= M
LH
x 0.241 [kN].
- The values for other engine ratings are available on request.
- Crankshaft type: Forged / Full crank pin.
5.1.2 Balancing free first order moments
Standard counterweights fitted to the ends of the crankshaft reduce the first order mass moments
to acceptable limits. However, in special cases non-standard counterweights can be used to
reduce either M
1V
or M
1H
.
5.1.3 Balancing free second order moments
The second order vertical moment (M
2V
) is higher on 6-cylinder engines compared with
7-14-cylinder engines, the second order vertical moment being negligible for the 7-14-cylinder
engines.
Since no engine-fitted second order balancer is available, Wrtsil Switzerland Ltd. recommends
for 6-cylinder engines to install an electrically driven compensator on the ships structure (Fig.
5.2) to reduce the effects of second order moments to acceptable values.*
If no experience is available from a sister ship, it is advisable to establish at the design stage
what kind the ships vibration will be. Section 5.1.1 assists in determining the effect of installing
the 6-cylinder engines. However, when the ships vibration pattern is not known at an early stage,
an external electrically driven compensator can be installed later, should disturbing vibrations
occur; provision should be made for this countermeasure. Such a compensator is usually installed
in the steering compartment, as shown in figure 5.2. It is tuned to the engine operating speed
and controlled accordingly.
Suppliers of electrically driven compensators
Figure 5.2: Locating electrically driven compensator
Gersten & Olufsen AS
Tel. +45 45 76 36 00
Fax +45 45 76 17 79
www.gertsen-olufsen.dk
Savsvinget 4
DK-2970 Hrsholm
Denmark
Nishishiba Electric Co.,
Ltd
Tel. +81 6 6397 3461
Fax +81 6 6397 3475
www.nishishiba.co.jp
Shin Osaka lida Bldg.
5th Floor
1-5-33, Nishimiyahara,
Yodogawa-ku Osaka
532-0004 Japan
Version a2 5-3
5.1.4 Power related unbalance (PRU)
The so-called Power Related Unbalance (PRU) values can be used to evaluate if there is a risk
that free external mass moments of first and second order cause unacceptable hull vibrations.
The External mass moments M
1
and M
2
given in section 5.1 are related to R1 speed. For other
engine speeds, the corresponding External mass moments are calculated with the following
formula:
M
Rx
= M
R1
x (n
Rx
/n
R1
)
2
.
Figure 5.3: Power related unbalance (PRU)
5-4 Version a2
5.2 Lateral engine vibration (rocking)
The lateral components of the forces acting on the crosshead induce lateral rocking, depending
on the number of cylinders and firing order. These forces may be transmitted to the engine-room
bottomstructure. Fromthere hull resonance or local vibrations in the engine roommay be excited.
There are two different modes of lateral engine vibration, the so-called H-type and X-type;
please refer to Fig. 5.4.
The H-type lateral vibrations are characterized by a deformation where the driving and free end
side of the engine top vibrate in phase as a result of the lateral guide force F
L
and the lateral
H-type moment. The torque variation (M) is the reaction moment to M
LH
.
The X-type lateral vibrations are caused by the resulting lateral guide force moment M
LX
. The
driving- and free-end side of the engine top vibrate in counterphase.
The table in section 5.1 gives the values of resulting lateral guide forces and moments of the
relevant orders.
The amplitudes of the vibrations transmitted to the hull depend on the design of the engine
seating, frame stiffness and exhaust pipe connections. As the amplitude of the vibrations cannot
be predicted with absolute accuracy, the support to the ships structure and space for installation
of lateral stays should be considered in the early design stages of the engine-room structure.
Figure 5.4: External forces and moments
Version a2 5-5
5.3 Reduction of lateral vibration
5.3.1 Engine stays
Fitting of lateral stays between the upper platformlevel and the hull reduces transmitted vibration
and lateral rocking (see Fig. 5.5 and 5.6). Two stay types can be considered:
Hydraulic stays:
Figure 5.5: General arrangement of lateral stays (hydraulic)
Friction stays:
Figure 5.6: General arrangement of lateral stays (friction)
5.3.2 Electrically driven compensator
If for some reason it is not possible to fit lateral stays, an electrically driven compensator can be
installed, which reduces the lateral engine vibrations and their effect on the ships superstructure.
It has to be noted that only one harmonic excitation can be compensated at a time, and in case
of an X-type vibration mode, two compensators, one fitted at each end of the engine top, are
necessary.
5-6 Version a2
5.4 Torsional vibration
Torsional vibrations are generated by gas and inertia forces as well as by the irregularity of the
propeller torque. It does not cause hull vibration (except in very rare cases) and is not perceptible
in service, but causes additional dynamic stresses in the shafting.
The shafting system comprising crankshaft, propulsion shafting, propeller, engine running gear,
flexible couplings and power take-off (PTO), as any system capable of vibrating, has resonant
frequencies.
If any source generates excitation at resonant frequencies, the torsional loads in the system
reach maximum values. These torsional loads have to be limited, if possible by design, e.g.
optimizing shaft diameters and flywheel inertia. If the resonance still remains dangerous, its
frequency range (critical speed) has to be passed through rapidly (barred speed range), provided
that the corresponding limits for this transient condition are not exceeded, otherwise other
appropriate countermeasures have to be taken.
The amplitudes and frequencies of torsional vibration must be calculated at the design stage for
every engine installation. The calculation normally requires approval by the relevant classification
society and may require verification by measurement on board ship during sea trials. All data
required for torsional vibration calculations should be made available to the engine supplier at
an early design stage (see section 5.9).
Version a2 5-7
5.4.1 Reduction of torsional vibration
Excessive torsional vibration can be reduced, shifted or even avoided by installing a heavy
flywheel at the driving end and/or a tuning wheel at the free end, or a torsional vibration damper
at the free end of the crankshaft. Such dampers reduce the level of torsional stresses by absorbing
part of the energy. Where low energy torsional vibrations have to be reduced, a viscous damper
can be installed; please refer to Fig. 5.7. In some cases the torsional vibration calculation shows
that an additional oil-spray cooling for the viscous damper is needed. In such cases the layout
has to be in accordance with the recommendations of the damper manufacturer and our design
department.
For high energy vibrations, e.g. for higher additional torque levels that can occur with 5 and
6-cylinder engines, a spring damper with its higher damping effect may have to be considered;
please refer to Fig. 5.8. This damper has to be supplied with oil from the engines lubricating oil
system. Depending on the torsional vibration energy to be absorbed, it can dissipate up to 100
kW energy (depends on number of cylinders).
The oil flow to the damper should be 10 to 20 m
3
/h, but an accurate value will be given after the
results of the torsional vibration calculation are known.
Figure 5.8: Vibration damper (Geislinger type)
Figure 5.7: Vibration damper (viscous type)
5-8 Version a2
5.5 Axial vibration
The shafting system, formed by the crankshaft and propulsion shafting, can vibrate in axial
direction, the basic principle being the same as described in section 5.4. The system, made up
of masses and elasticities, will feature several resonant frequencies. These will result in axial
vibration causing excessive stresses in the crankshaft, if no countermeasures are taken. Strong
axial vibration of the shafting can also lead to excessive axial (or longitudinal) vibration of the
engine, particularly at its upper part.
The axial vibrations of installations mainly depend on the dynamical axial systemof the crankshaft,
the mass of the torsional damper, free-end gear (if any) and flywheel fitted to the crankshaft.
Additionally, axial vibrations can be considerably influenced by torsional vibrations. This influence
is called 'coupling effect of torsional vibrations'.
It is recommended to carry out axial vibration calculations at the same time as the torsional
vibration calculation. To consider the coupling effect of the torsional vibrations on the axial
vibrations, it is necessary to use a suitable coupled axial vibration calculation method.
5.5.1 Reduction of axial vibration
To limit the influence of axial excitations and reduce the level of vibration, the
standardRT-flex96C-B engine is equipped with an integrated axial damper mounted at the free
end of the crankshaft.
The axial damper reduces the axial vibrations in the crankshaft to acceptable values. No excessive
axial vibrations should then occur, neither in the crankshaft, nor in the upper part of the engine.
The effect of the axial damper can be adjusted by an adjusting throttle. However, the throttle is
preset by the engine builder, and there is normally no need to change the setting.
The integrated axial damper does not affect the external dimensions of the engine. It is connected
to the main lubricating oil circuit.
An integrated monitoring system continuously checks the correct operation of the axial damper.
Version a2 5-9
Figure 5.9: Example of an axial damper (detuner)
5-10 Version a2
5.6 Hull vibration
The hull and accommodation area are susceptible to vibration caused by the propeller, machinery
and sea conditions. Controlling hull vibration is achieved by a number of different means and
may require fitting mass moment compensators, lateral stays, torsional damper and axial damper.
Avoiding disturbing hull vibration requires a close cooperation between the propeller manufacturer,
naval architect, shipyard and engine builder. To enable Wrtsil Switzerland Ltd. to provide the
most accurate information and advice on protecting the installation and vessel from the effects
of plant vibration, please complete the order forms as given in section 5.9 and send it to the
address given.
5.7 Summary of countermeasures for dynamic effects
The following table indicates where special attention is to be given to dynamic effects and the
countermeasures required to reduce them. Where installations incorporate PTO arrangements,
further investigation is required, and Wrtsil Switzerland Ltd. should be contacted.
5.7.1 External mass moments
2
nd
order compensator No. cyl.
Balancing countermeasure is likely to be needed. 1) 6
Balancing countermeasure is not relevant 7
Table 5.2: Countermeasures for external mass moments
NOTICE
1) No engine-fitted 2
nd
order balancer available. If reduction on M
2v
is needed, an external 2
nd
order compensator has to be applied.
Version a2 5-11
5.7.2 Lateral and longitudinal rocking
Longitudinal stays Lateral stays No. cyl.
C B 6
C C 7
C A 8
C B 9
C B 10
C A 11
C B 12
C A 13
C A 14
Table 5.3: Countermeasures for lateral and longitudinal rocking
NOTICE
A: The countermeasure indicated is needed.
B: The countermeasure indicated may be needed and provision for the corresponding
countermeasure is recommended.
C: The countermeasure indicated is not needed.
5.7.3 Torsional and axial vibrations
Axial vibrations Torsional vibrations No. cyl.
An integrated axial damper is fitted as standard
to reduce the axial vibration in the crankshaft.
However, the effect of the coupled axial vibra-
tion on the propulsion shafting components
should be checked by calculation.
Detailed calculations have to be carried out for
every installation, countermeasures to be selec-
ted accordingly (shaft diameters, critical or
barred speed range, flywheel, tuning wheel, TV
damper).
6 to 14
Table 5.4: Countermeasures for torsional and axial vibration
5-12 Version a2
5.8 System dynamics
A modern propulsion plant may include a main-engine driven generator. This element is connected
by clutches, gears, shafts and elastic couplings. Under transient conditions heavy perturbations,
due to changing the operating point, loading or unloading generators, engaging or disengaging
a clutch, cause instantaneous dynamic behaviour which weakens after a certain time (or is
transient). Usually the transfer from one operating point to another is monitored by a control
system to allow the plant to adapt safely and rapidly to the new operating point (engine speed
control and propeller speed control).
Simulation is an opportune method for analysing the dynamic behaviour of a system subject to
heavy perturbations or transient conditions. Mathematical models of several systemcomponents
such as clutches and couplings have been determined and programmed as library blocks to be
used with a simulation program. This programallows to check, for example, if an elastic coupling
will be overloaded during engine start, or to optimize a clutch coupling characteristic (engine
speed before clutching, slipping time, etc.), or to adjust the speed control parameters.
This kind of study should be requested at an early stage of the project if some special specification
regarding speed deviation and recovery time, or any special speed and load setting programs
have to be fulfilled.
Wrtsil Switzerland Ltd. would like to assist if you have any questions or problems relating to
the dynamics of the engine. Please describe the situation and send or fax the completed relevant
order form given in the next section 5.9. We will provide an answer as soon as possible.
5.9 Order forms for vibration calculations and simulation
For system dynamics and vibration analysis the following forms are available on the Licensee
Portal. They can be filled in and submitted directly to Wrtsil Switzerland Ltd.
PDF available on request
Marine installation: Torsional Vibration Calculation
Testbed installation: Torsional Vibration Calculation
Marine installation: Coupled Axial Vibration Calculation
Marine installation: Whirling/Bending Vibration Calculation
If you have no access to the Licensee Portal, please order these forms from Wrtsil Switzerland
Ltd. Send a PDF or fax a copy of the completed relevant forms to the following address:
Dept. 10189 Engine and System Dynamics
Zrcherstrasse 12
PO Box 414
CH-8401 Winterthur
eMail: dynamics.ch@wartsila.com
Fax: +41-52-262 07 25
Version a2 5-13
6. Auxiliary Power Generation
This chapter covers a number of auxiliary power arrangements for consideration. However, if
your requirements are not fulfilled, please contact our representative or consult Wrtsil
Switzerland Ltd. directly. Our aim is to provide flexibility in power management, reduce overall
fuel consumption and maintain uni-fuel operation.
The sea load demand for refrigeration compressors, engine and deck ancillaries, machinery
space auxiliaries and hotel load can be met by using a main-engine driven generator, a
steamturbine driven generator utilising waste heat from the engine exhaust gas, or simply by
applying auxiliary generator sets. The waste heat option is a practical proposition for high-powered
engines employed on long voyages.
The electrical power required when loading and discharging cannot be met with a main-engine
driven generator or with the waste heat recovery system, and for vessels employed on
comparatively short voyages the waste heat systemis not viable. Stand-by diesel generator sets
(Wrtsil GenSets) burning heavy fuel oil or marine diesel oil, available for use in port, when
manoeuvring or at anchor, provide the required flexibility when the main-engine power cannot
be utilised.
Figure 6.1: Heat recovery, typical system layout
Although initial installation costs for a heat recovery plant are relatively high, these are recovered
by fuel savings if maximumuse is made of the steamoutput, i.e. electrical power and domestics,
space heating, heating of tank, fuel and water.
Version a2 6-1
RT-flex96C-B Marine Installation Manual 6. Auxiliary Power Generation
6.1 Waste heat recovery
Before any decision can be made on installing a waste heat recovery system (see Fig. 6.1) the
steam and electrical power available from the exhaust gas is to be established.
For more information see chapter winGTD and netGTD.
6.2 Power take-off (PTO)
Main-engine driven generators are an advantageous option when consideration is given to the
simplicity of operation and low maintenance costs. The generator is driven by a tunnel PTO gear
with frequencey control provided by thyristor invertors or constant-speed gears. The tunnel gear
is mounted on the intermediate propeller shaft. Positioning the PTO gear in that area of the ship
depends upon the available space.
6.2.1 PTO power and speed
PTO tunnel gear with generator
1000, 1200, 1500, 1800
Generator speed
(rpm)
700, 1200, 1800 Power
(kWe) *1)
Table 6.1: PTO power and speed
NOTICE
*1) Higher powers on request.
Free end PTO is available on request.
An alternative is a shaft generator.
6-2 Version a2
6. Auxiliary Power Generation RT-flex96C-B Marine Installation Manual
7. Ancillary systems
Sizing engine ancillary systems, i.e. freshwater cooling, lubricating oil, fuel oil, etc., depends on
the contract maximum engine power. If the expected system design is out of the scope of this
manual, please contact our representative or Wrtsil Switzerland Ltd. directly.
The winGTD and netGTD enable all engine and system data at any Rx rating within the engine
rating field to be obtained. However, for convenience or final confirmation when optimizing the
plant, Wrtsil Switzerland Ltd. provide a computerized calculation service.
All pipework systems and fittings are to conform to the requirements laid down by the legislative
council of the vessels country of registration and the classification society selected by the
owners. They are to be designed and installed to accommodate the quantities, velocities, flow
rates and contents identified in this manual, set to work in accordance with the build specification
as approved by the classification society and protected at all times fromingress of foreign bodies.
All pipework systems are to be flushed and proved clean prior to commissioning.
The data given in section 7.1 are applicable to the nominal maximum continuous rating R1 of
the6 to 14-cylinder engines and suitable for estimating the size of ancillary equipment.
These data refer to engines with the following conditions/features:
At design (tropical) conditions
Standard Tuning
Central freshwater cooling system with single-stage scavenge air cooler (SAC) and
integrated HT circuit
ABB A100-L turbochargers (efficiency-optimised)
Turbochargers lubricated from the engines lubricating system.
Furthermore the following data are obtainable from the winGTD and netGTD or on request from
Wrtsil Switzerland Ltd.:
Data for engines fitted with ABB TPL or MHI MET MA or MHI MET MB turbochargers,
Derating and part-load performance data
Data for Delta Tuning
Data for Low-Load Tuning.
Version a2 7-1
RT-flex96C-B Marine Installation Manual 7. Ancillary systems
7.1 Data for central freshwater cooling system (integrated HT)
Figure 7.1: Central freshwater cooling system with integrated HT circuit
7.1.1 Data for central freshwater cooling system (cost-optimised)
14 13 12 11 10 9 8 7 6 No. cyl.
Speed R1
102 rpm
Engine power R1 [kW]
80,080 74,360 68,640 62,920 57,200 51,480 45,760 40,040 34,320
Turbochargers Type ABB
4
TPL85B14
4
TPL85B14
3
TPL85B15
3
TPL85B15
3
TPL85B14
3
TPL85B14
2
TPL85B15
2
TPL85B14
2
TPL85B14
Cylinder cooling (HT)
Heat dissipation [kW]
12,628 11,598 11,002 9,962 8,930 7,906 7,306 6,270 5,248
Freshwater flow [m
3
/h]
655 602 571 517 463 410 379 325 272
Freshwater temp. engine in / out [C]
73 / 90 73 / 90 73 / 90 73 / 90 73 / 90 73 / 90 73 / 90 73 / 90 73 / 90
Scavenge air cooler (LT)
31,700 29,491 27,071 24,877 22,671 20,455 18,047 15,850 13,636
Freshwater flow [m
3
/h]
1,016 1,016 762 762 762 762 508 508 508
Freshwater temp. cooler in / out [C]
36 / 63 36 / 61 36 / 67 36 / 64 36 / 62 36 / 59 36 / 67 36 / 63 36 / 59
Scavenge air mass flow [t/h]
616 572 528 484 440 396 352 308 264
7-2 Version a2
7. Ancillary systems RT-flex96C-B Marine Installation Manual
14 13 12 11 10 9 8 7 6 No. cyl.
Lubricating oil cooler
8,741 8,147 7,439 6,840 6,246 5,656 4,945 4,349 3,759
Oil flow
*1)
[m
3
/h]
1,157 1,083 1,000 926 852 778 695 621 547
Oil temp. cooler in / out [C]
60 / 45 60 / 45 60 / 45 60 / 45 60 / 45 60 / 45 59 / 45 59 / 45 59 / 45
Water flow [m]
3
/h
757 706 645 593 541 490 428 377 326
Water temp. cooler in / out [C]
36 / 46 36 / 46 36 / 46 36 / 46 36 / 46 36 / 46 36 / 46 36 / 46 36 / 46
Mean log temp. difference [C]
11 11 11 11 11 11 11 11 11
Central cooler
53,069 49,236 45,512 41,679 37,848 34,017 30,298 26,470 22,644
Freshwater flow [m
3
/h]
1,773 1,722 1,407 1,355 1,303 1,252 936 885 834
62 / 36 61 / 36 64 / 36 63 / 36 61 / 36 60 / 36 64 / 36 62 / 36 60 / 36
Seawater flow [m
3
/h]
2,589 2,402 2,220 2,033 1,846 1,659 1,478 1,291 1,105
Seawater temp. cooler in / out [C]
32 / 50 32 / 50 32 / 50 32 / 50 32 / 50 32 / 50 32 / 50 32 / 50 32 / 50
7 7 8 8 7 6 8 7 6
Exhaust gas
Heat dissipation
*2)
[kW]
24,516 22,764 21,013 19,262 17,511 15,760 14,009 12,258 10,507
Mass flow [t/h]
623.8 579.2 534.6 490.1 445.5 401.0 356.4 311.9 267.3
Temp. after turbine [C]
308 308 308 308 308 308 308 308 308
Engine radiation
Radiation [kW]
563 532 500 469 436 402 368 333 296
Version a2 7-3
14 13 12 11 10 9 8 7 6 No. cyl.
Starting air *3)
Bottles (2 units), pressure [bar]
30 30 30 30 30 30 30 30 30
Bottles (2 units), capacity each [m
3
]
15.0 15.0 14.5 14.0 14.0 13.5 13.0 13.0 12.5
Air compressors (2 units), capacity each [m
3
/h]
450 450 435 420 420 405 390 390 375
Pumps / delivery head *4)
bar m
3
/h bar m
3
/h bar m
3
/h bar m
3
/h bar m
3
/h bar m
3
/h bar m
3
/h bar m
3
/h bar m
3
/h
Lubricating oil
7.5 1,157 7.5 1,083 7.5 1,000 7.5 926 7.5 852 7.5 778 7.5 695 7.5 621 7.5 547
High-temp. circuit
3.0 655 3.0 602 3.0 571 3.0 517 3.0 463 3.0 410 3.0 379 3.0 325 3.0 272
Low-temp. circuit
2.7 1,773 2.7 1,722 2.7 1,407 2.7 1,355 2.7 1,303 2.7 1,252 2.7 936 2.7 885 2.7 834
Fuel oil booster
7.0 36.0 7.0 33.5 7.0 30.9 7.0 28.3 7.0 25.7 7.0 23.2 7.0 20.6 7.0 18.0 7.0 15.4
Fuel oil feed
5.0 20.0 5.0 18.6 5.0 17.2 5.0 15.7 5.0 14.3 5.0 12.9 5.0 11.4 5.0 10.0 5.0 8.6
Seawater
2.2 2,589 2.2 2,402 2.2 2,220 2.2 2,033 2.2 1,846 2.2 1,659 2.2 1,478 2.2 1,291 2.2 1,105
Crosshead lubricating oil
6.2 154 6.2 143 6.2 132 6.2 121 6.2 110 6.2 99 6.2 88 6.2 77 6.2 66
Table 7.1: Data for central freshwater cooling system
7-4 Version a2
7.1.2 Data for central freshwater cooling system (efficiency-optimised)
14 13 12 11 10 9 8 7 6 No. cyl.
Speed R1
102 rpm
Engine power R1 [kW]
80,080 74,360 68,640 62,920 57,200 51,480 45,760 40,040 34,320
Turbochargers Type ABB
4 A185-L35 3 A190-L35 3 A190-L34 3 A190-L34 3 A185-L34 3 A185-L34 2 A190-L34 2 A185-L35 2 A185-L34
Cylinder cooling (HT)
13,119 12,417 11,346 10,283 9,288 8,240 7,535 6,516 5,470
Freshwater flow [m
3
/h]
681 644 589 533 482 427 391 338 284
Freshwater temp. engine in / out [C]
73 / 90 73 / 90 73 / 90 73 / 90 73 / 90 73 / 90 73 / 90 73 / 90 73 / 90
Scavenge air cooler (LT)
32,610 30,099 27,851 25,591 23,321 21,039 18,567 16,305 14,026
Freshwater flow [m
3
/h]
1,016 762 762 762 762 762 508 508 508
36 / 64 36 / 70 36 / 68 36 / 65 36 / 63 36 / 60 36 / 68 36 / 64 36 / 60
Scavenge air mass flow [t/h]
596 554 511 469 426 383 341 298 256
Lubricating oil cooler
8,764 8,176 7,560 6,948 6,257 5,654 5,026 4,361 3,758
Oil flow
*1)
[m
3
/h]
1,157 1,078 1,004 930 852 778 698 621 547
Oil temp. cooler in / out [C]
60 / 45 60 / 45 60 / 45 60 / 45 60 / 45 60 / 45 60 / 45 59 / 45 59 / 45
Water flow [m
3
/h]
759 708 655 602 542 490 435 378 326
Water temp. cooler in / out [C]
36 / 46 36 / 46 36 / 46 36 / 46 36 / 46 36 / 46 36 / 46 36 / 46 36 / 46
11 12 11 11 11 11 11 11 11
Version a2 7-5
14 13 12 11 10 9 8 7 6 No. cyl.
Central cooler
54,493 50,692 46,757 42,822 38,865 34,933 31,128 27,182 23,254
Freshwater flow [m
3
/h]
1,775 1,470 1,417 1,364 1,304 1,252 943 886 834
63 / 36 66 / 36 65 / 36 63 / 36 62 / 36 60 / 36 65 / 36 63 / 36 60 / 36
Seawater flow [m
3
/h]
2,658 2,473 2,281 2,089 1,896 1,704 1,518 1,326 1,134
Seawater temp. cooler in / out [C]
32 / 50 32 / 50 32 / 50 32 / 50 32 / 50 32 / 50 32 / 50 32 / 50 32 / 50
7 9 8 8 7 7 8 7 7
Exhaust gas
Heat dissipation
*2)
[kW]
22,012 20,440 18,867 17,295 15,723 14,151 12,578 11,006 9,434
Mass flow [t/h]
604.5 561.3 518.1 475.0 431.8 388.6 345.4 302.2 259.1
Temp. after turbine [C]
298 298 298 298 298 298 298 298 298
Engine radiation
Radiation [kW]
563 532 500 469 436 402 368 333 296
Starting air *3)
Bottles (2 units), pressure [bar]
30 30 30 30 30 30 30 30 30
Bottles (2 units), capacity each [m
3
]
15.0 15.0 14.5 14.0 14.0 13.5 13.0 13.0 12.5
Air compressors (2 units), capacity each [m
3
/h]
450 450 435 420 420 405 390 390 375
7-6 Version a2
14 13 12 11 10 9 8 7 6 No. cyl.
Pumps / delivery head *4)
bar m
3
/h bar m
3
/h bar m
3
/h bar m
3
/h bar m
3
/h bar m
3
/h bar m
3
/h bar m
3
/h bar m
3
/h
Lubricating oil
7.5 1,157 7.5 1,078 7.5 1,004 7.5 930 7.5 852 7.5 778 7.5 698 7.5 621 7.5 547
High-temp. circuit
3.0 681 3.0 644 3.0 589 3.0 533 3.0 482 3.0 427 3.0 391 3.0 338 3.0 284
Low-temp. circuit
2.7 1,775 2.7 1,470 2.7 1,417 2.7 1,364 2.7 1,304 2.7 1,252 2.7 943 2.7 886 2.7 834
Fuel oil booster
7.0 36.0 7.0 33.5 7.0 30.9 7.0 28.3 7.0 25.7 7.0 23.2 7.0 20.6 7.0 18.0 7.0 15.4
Fuel oil feed
5.0 20.0 5.0 18.6 5.0 17.2 5.0 15.7 5.0 14.3 5.0 12.9 5.0 11.4 5.0 10.0 5.0 8.6
Seawater
2.2 2,658 2.2 2,473 2.2 2,281 2.2 2,089 2.2 1,896 2.2 1,704 2.2 1,518 2.2 1,326 2.2 1,134
Crosshead lubricating oil
6.2 154 6.2 143 6.2 132 6.2 121 6.2 110 6.2 99 6.2 88 6.2 77 6.2 66
Table 7.2: Data for central freshwater cooling system
NOTICE
*1) Excluding heat and oil flow for damper and PTO gear.
*2) Available heat for boiler with gas outlet temperature 170 C and temperature drop of 5 C
from turbine to boiler.
*3) For 12 starts and refilling time 1 hour, when J
rel
= 2.0 (see section 11.2 Starting and control
air system specification).
*4) Pressure difference across pump (final delivery head must be according to the actual piping
layout).
Version a2 7-7
8. Cooling Water System
The cooling system runs on either one of the following standard layouts:
1 Central freshwater cooling systemwith single-stage scavenge air cooler and integrated
HT circuit
2 Central freshwater cooling system with single-stage scavenge air cooler and separate
HT circuit.
WARNING
To have all the relevant and prevailing information available, please consult the drawings in
section 'Drawings' at the end of the present chapter.
As freshwater is the standard cooling medium of the scavenge air cooler(s), this involves the use
of a central freshwater cooling system.
The central freshwater cooling system comprises low-temperature (LT) and high-temperature
(HT) circuits. Freshwater cooling systems reduce the amount of seawater pipework and its
attendant problems and provide for improved cooling control. Optimizing central freshwater
cooling results in lower overall running costs compared to the conventional seawater cooling
system.
Version a2 8-1
RT-flex96C-B Marine Installation Manual 8. Cooling Water System
8.1 Central freshwater cooling system components
The high-temperature circuit may also be completely separated fromthe low-temperature circuit.
In this case the high-temperature circuit has its own cooler with freshwater from the
low-temperature circuit as cooling medium. The necessary data for this arrangement can be
obtained from the winGTD and netGTD.
8.1.1 Low-temperature circuit
Seawater strainer
Simplex or duplex to be fitted at each sea chest and arranged to enable manual cleaning without interrupting the flow. The
strainer perforations are to be sized (no more than 6 mm) to prevent passage of large particles and debris damaging the pumps
and impairing heat transfer across the coolers.
Seawater strainer
centrifugal Pump type:
refer to table 7.1 Data for central freshwater cooling system (integrated HT); the given seawater
flow capacity covers the need of the engine only and is to be within a tolerance of 0% to +10%
Pump capacity:
is determined by the layout of the systemand is to ensure that the inlet pressure to the scavenge
air coolers is within the range of the summarized data in section 2.8 Pressure and temperatures
ranges
Delivery head:
Central cooler
plate or tubular Cooler type:
seawater Cooling medium:
freshwater Cooled medium:
refer to table 7.1 Heat dissipation:
10 to 15% to be added Margin for fouling:
refer to table 7.1 Freshwater flow:
refer to table 7.1 Seawater flow:
refer to table 7.1 Temperatures:
Temperature control
The central freshwater cooling system is to be capable of maintaining the inlet temperature to the scavenge air cooler at 25 C
minimum to 36 C maximum.
Freshwater pumps for LT circuit
centrifugal Pump type:
refer to table 7.1 Data for central freshwater cooling system (integrated HT); the given capacity
of freshwater flow covers the need of the engine only and is to be within a tolerance of 0% to
+10%
Pump capacity:
the final delivery head is determined by the layout of the system and is to ensure that the inlet
pressure to the scavenge air coolers is within the range of the summarized data
Delivery head:
Table 8.1: Low-temperature circuit
8-2 Version a2
8. Cooling Water System RT-flex96C-B Marine Installation Manual
8.1.2 High-temperature circuit
HT cooling water pump
centrifugal, with a steep headcurve is to be given preference. As a guide, the minimumadvisable
curve steepness can be defined as follows:
Pump type:
For a pressure increase from100%to 107%, the pump capacity should not decrease
by more than 10%.
refer to section 7.1
The flow capacity is to be within a tolerance of -10% to +20%.
Pump capacity:
determined by system layout Delivery head:
95 C Working temperature:
Pump delivery head (p
p
)
The required delivery head can be calculated as follows:
> system pressure losses (p)
> required pressure at engine inlet (p
0
)
+ pressure drop between pump inlet and engine inlet (d
p
)
- constant (h / 10.2)
p
p
> p > p
0
- h / 10.2 + d
p
[bar].
The system pressure losses (p) are the pressure drop across the system components and pipework and the pressure drop
across the engine. The pump delivery head (p
p
) depends on the height of the expansion tank, the pressure drop between pump
outlet and engine inlet (d
p
), and the required pressure at engine inlet (p
0
). The constant is given as the difference in height
between the expansion tank and the engine inlet (h) divided by 10.2.
Expansion tank
The expansion tank is to be fitted at least 3.5m above the highest engine air vent flange to ensure that the required static head
is applied to the cylinder cooling water system. It is to be connected by a balance pipe, to replenish system losses, using the
shortest route to the cylinder cooling water pump suction, making sure that pipe runs are as straight as possible without sharp
bends. The cylinder cooling water system air vents are to be routed through the bottom of the expansion tank with the open
end below the minimum water level.
Automatic temp. control valve
Electrically or electro-pneumatically actuated three-way type (butterfly valves are not adequate) having a linear characteristic
5 bar Design pressure:
refer to the specification laid down by the classification society Test pressure:
max. 0.5 bar Press. drop across valve:
proportional plus integral (PI); also known as proportional plus reset for steady state error of
max. 2 C and transient condition error of max. 4 C
Controller:
according to the control valve manufacturer's specification, fitted in the engine outlet pipe Temp. sensor:
Table 8.2: High-temperature circuit
WARNING
The illustrations below do not necessarily represent the actual configuration or the stage of
development, nor the type of your engine.
Too have all the relevant and prevailing information available, please consult the drawings in
section 'Drawings' at the end of the present chapter.
Version a2 8-3
Figure 8.1: Central cooling water system, expansion tank
8-4 Version a2
Level indicator *1) 006 Drain 001
Thermometer 007 Balance pipe from HT circuit 002
Inspection cover *2) 008 Balance pipe from LT circuit 003
Filling pipe / inlet chemical treatment *2) 009 Overflow / air vent 004
Low level alarm 005
NOTICE
*1) Level indicator can be omitted if an alternative is fitted.
*2) Other designs (like hinged covers, etc.) are possible.
*3) Depending on actual ancillary plants. LT tank capacity to be increased accordingly.
Z Y X W
Total capacity
*3)
(m
3
)
640 330 800 800 1.0
960 500 1,200 800 1.5
1,280 670 1,600 800 2.0
1,000 530 1,250 1,000 2.5
1,200 630 1,500 1,000 3.0
1,400 730 1,750 1,000 3.5
1,600 830 2,000 1,000 4.0
Version a2 8-5
Figure 8.2: Central cooling water system, expansion tank (HT circuit)
8-6 Version a2
Level indicator *1) 006 Drain from HT circuit 001
Thermometer 007 Balance pipe from circuit 002
Inspection cover *2) 008
Low level alarm 005
NOTICE
Version a2 8-7
Figure 8.3: Central cooling water system, expansion tank (LT circuit)
8-8 Version a2
Level indicator *1) 006 Drain from LT circuit 001
Thermometer 007
Inspection cover *2) 008 Balance pipe from circuit 003
Low level alarm 005
NOTICE
Version a2 8-9
8.2 General recommendations for design
The number of valves in the system is to be kept to a minimum to reduce the risk of incorrect
setting.
Valves are to be locked in the set position and labelled to eliminate incorrect handling.
The possibility of manual interference with the cooling water flow in the different branches of the
cylinder cooling water system is to be avoided by installing and setting throttling discs at the
commissioning stage, but not by adjusting the valves.
Under normal operation of the cylinder cooling water system the pump delivery head and the
total flow rate are to remain constant even when the freshwater generator is started up or shut
down.
The cylinder cooling water system is to be totally separated from steam systems. Under no
circumstances must there be any possibility of steamentering the cylinder cooling water system,
e.g. via a freshwater generator.
The installation of equipment affecting the controlled temperature of the cylinder cooling water
is to be examined carefully before being added. Uncontrolled increases or decreases in cylinder
cooling water temperature may lead to thermal shock of the engine components and scuffing
of the pistons. Thermal shock is to be avoided, and the temperature gradient of the cooling water
when starting and shutting down additional equipment is not to exceed two degrees per minute
at the engine inlet.
The design pressure and temperature of all the component parts such as pipes, valves, expansion
tank, fittings, etc. are to meet the requirements of the classification society.
8.2.1 Cooling water treatment
Correct treatment of the cooling freshwater is essential for safe engine operation. Only totally
demineralized water or condensate must be used. In the event of an emergency, tap water may
be used for a limited period, but afterwards the entire cylinder cooling water system is to be
drained off, flushed, and recharged with demineralized water.
Recommended parameters for raw water:
6.5 min. pH ...............
10 dH (corresponds to 180 mg/l CaCO
3
) *1) max. dH ..............
80 mg/l max. chloride ......
150 mg/l max. sulphates ....
NOTICE
*1) In case of higher values the water is to be softened.
In addition, the water used must be treated with a suitable corrosion inhibitor to prevent corrosive
attack, sludge formation and scale deposits. (For details refer to the chemical supply companies.)
Monitoring the level of the corrosion inhibitor and water softness is essential to prevent down-times
due to component failures resulting from corrosion or impaired heat transfer. No internally
galvanized steel pipes should be used in connection with treated freshwater, since most corrosion
inhibitors have a nitrite base. Nitrites attack the zinc lining of galvanized piping and create sludge.
8-10 Version a2
8.3 Freshwater generator
A freshwater generator, utilizing heat from the cylinder cooling system to distil seawater, can be
used to meet the demand for washing and potable water. The capacity of the freshwater generator
is limited by the amount of heat available, which in turn is dependent on the service power rating
of the engine. It is crucial at the design stage to ensure that there are sufficient safeguards to
protect the main engine from thermal shock when the freshwater generator is started. To reduce
such risk, the use of valves, e.g. butterfly valves at the freshwater generator inlet and in the
bypass line which are linked and actuated with a large reduction ratio, will be of advantage. The
following installations are given as examples and we recommend that the freshwater generator
valves (7 and 8) be operated by progressive servomotors and a warning sign be displayed on
the freshwater generator to remind engine room personnel of the possibility of thermal shocking
if automatic start-up is overridden.
WARNING
Avoid thermal shock to your main engine. The freshwater generator inlet and outlet valves to be
opened and closed slowly and progressively.
The bypass with valve (8) must have the same pressure drop as the freshwater generator. The
valve must be open when the freshwater generator is not in operation and closed when the
freshwater generator is operating. To avoid any wrong manipulation we recommend to interlock
valves 7 and 8.
Figures 8.4 and 8.5 provide two systems designed to utilize up to 50%of available heat (alternative
'A') and up to 85% of available heat (alternative 'B').
Version a2 8-11
8.3.1 Alternative 'A'
Freshwater generators, with an evaporator heat requirement not in excess of 50% of the heat
available to be dissipated from the cylinder cooling water at full load (CMCR) and only for use
at engine loads above 50%, can be connected in series as shown in figure 8.4. The throttling
disc (6) serves to correct the water flow rate if the pressure drop in the cooling circuit is less than
that in the freshwater generator circuit. It is to be adjusted so that the cylinder cooling water
pressure at the engine inlet is maintained within the pressure range of the summarized data in
table 2.8 Pressure and temperatures ranges when the freshwater generator is started up and
shut down.
Figure 8.4: Freshwater generator installation, alternative 'A'
Freshwater generator 5 Main engine 1
Throttling disc 6 Cylinder cooling water pump 2
Freshwater valves 7 Cylinder cooling water cooler 3
Freshwater generator by-pass valve 8 Automatic temperature control valve 4
Example
8 cyl. engine - R1 specification of 45,760 kW at 102 rpm.
The available heat (from table 7.1.2 Data for central freshwater cooling system
(efficiency-optimised)) is 7,535 kW. Alternative A utilizes up to 50%of the available heat therefore
there is 3,767 kW of heat available. Substitute this value in the equation:
FW produced in t/day = constant x available heat
FW produced in t/day = 32 x 10
-3
x 3,767
FW produced in t/day = 121
8-12 Version a2
8.3.2 Alternative 'B'
A freshwater generator, with an evaporator heat requirement not in excess of 85% of the heat
available to be dissipated from the cylinder cooling water at full load (CMCR), can be connected
in series as shown in figure 8.5. This arrangement requires the provision of an additional automatic
temperature control valve (4A), connected in cascade control with the cylinder cooling water
cooler temperature control valve (4B), and controlled by the step controller (9) sensing the outlet
cylinder cooling water temperature fromthe engine. If the cylinder cooling water outlet temperature
is falling belowthe set point, valve (4A) reduces the flowof cylinder cooling water to the freshwater
generator to compensate. A part of the cylinder cooling water is then routed directly to the cooling
water pumps (2) until the normal temperature is attained. This means that the freshwater generator
can be kept in continuous operation, although the generated freshwater volume decreases due
to the reduced flow of hot water to the evaporator.
When the freshwater generator cannot dissipate all the heat in the cylinder cooling water, valve
(4A) is fully opened across connections 1 and 2, and a valve travel limit switch changes regulation
of the cylinder cooling water temperature over to temperature control valve (4B). This in turn
passes water to the cylinder cooling water cooler (3) to maintain the cylinder water outlet at the
required temperature. If in this condition the cylinder cooling water temperature falls below the
set point and the cooler (3) is fully by-passed, valve (4B) is fully opened across connections 2
and 1, and a valve travel limit switch transfers regulation of the cylinder cooling water temperature
back to temperature control valve (4A). As an alternative to a single-step controller (9), two
controllers can be installed, one for each valve, making sure that there is a 3 C difference in the
set point between (4A) and (4B) to avoid both controllers acting at the same time.
Figure 8.5: Freshwater generator installation, alternative 'B'
Version a2 8-13
Throttling disc 6 Main engine 1
Cylinder water valve 7 Cylinder cooling water pump 2
Freshwater generator by-pass valve 8 Cylinder cooling water cooler 3
Controller 9 Automatic temperature control valve 4
Freshwater generator 5
The quantity of freshwater produced by a single-effect vacuum(flash) evaporator can be estimated
for guidance purposes as follows:
-3
x Q
FW
where Q
FW
is the available heat in kW from the cylinder cooling water, estimated from
the derating table 7.1 Data for central freshwater cooling system (integrated HT).
Example
8 cyl. engine - R1 specification of 45,760 kW at 102 rpm fitted with central cooling system and
single-stage scavenge air cooler.
The available heat (from table 7.1 Data for central freshwater cooling system (integrated HT)) is
7,535 kW. Alternative B utilizes up to 85% of the available heat therefore there is 6,405 kW of
heat available. Substitute this value in the equation:
FW produced in t/day = constant x available heat
-3
x 6,405
FW produced in t/day = 205
NOTICE
The indicated values for evaporator heat requirement and load in alternatives 'A' and 'B' (i.e.
50% and 85% respectively) are only applicable if there are no additional heat consumers
installed (e.g. feed water pre-heater for waste heat recovery, etc.).
8-14 Version a2
8.4 Pre-heating
To prevent corrosive liner wear when not in service or during short stays in port, it is important
that the main engine is kept warm. Warming-through can be provided by a dedicated heater,
using boiler raised steam or hot water from the diesel auxiliaries, or by direct circulation from
the diesel auxiliaries.
If the main cylinder water pump is to be used to circulate water through the engine during
warming-up, the heater is to be arranged parallel with the cylinder water system, and on/off
control is to be provided by a dedicated temperature sensor at the cylinder water outlet from
the engine. The flow through the heater is set by throttling discs, but not by valves, to assure
flow through the heater.
If the requirement is for a separate pre-heating pump, a small unit of 10% of the main pump
capacity and an additional non-return valve between the cylinder cooling water pump and the
heater are to be installed. In addition, the pumps are to be electrically interlocked to prevent two
pumps running at the same time.
Before starting and operating the engine, a temperature of 60 C at the cylinder cooling water
outlet of the main engine is recommended. If the engine has to be started belowthe recommended
temperature, engine power is not to exceed 80% of CMCR until the water temperature has
reached 60 C.
To estimate the heater power capacity required to achieve the target temperature of 60 C, the
engine ambient temperature and the heating-up time are the key parameters. They are plotted
in the graph shown in figure 8.6 to arrive at the required capacity per cylinder; this figure is
multiplied by the number of cylinders to give the total heater capacity required.
If the requirement for warming-up is from the cooling water system of the diesel auxiliaries, it is
essential that the amount of heat available at normal load is sufficient to warm the main engine.
If the main and auxiliary engines have a cooling water system which can be cross-connected, it
has to be ensured that any pressure drop across the main engine, when the cross-connection
is made, does not affect the cooling water pressure required by the auxiliaries. If the cooling
water systems are separate, then a dedicated heat exchanger is required to transfer the heat to
the main cylinder water system.
Version a2 8-15
Figure 8.6: Pre-heating power requirement per cylinder
8.5 Drawings
8-8-17 107.433.265 - Cooling Water Systems, 6-14RT-flex96C-B........................................
8-8-19 107.362.343 - Expansion Tank, Central Cooling Water System, 6-14RT-flex96C-B...
8-8-36 107.429.532 - Concept Guidance, 6-14RT-flex96C-B................................................
8-8-38
107.362.179 a Expansion Tank, Central Cooling Water HT Circuit,
6-14RT-flex96C-B ................................................................................
8-8-39
107.245.419 c Expansion Tank, Central Cooling Water LT Circuit,
6-14RT-flex96C-B ................................................................................
8-16 Version a2
Version a2 8-17

8-18 Version a2

Version a2 8-19
System Engineering
Concept Guidance
Fresh water generators: installation options

Valid for RTA and RT-flex engines

- 7-77.309 17.12.09 Replaced by:

Substitute for: 4-107.245.874,
4-107.245.868


RTA / RT-flex CONCEPT GUIDANCE
Group
9721
Drawn: D. Strdecke 17.12.09
Verify: K. Moor 17.12.09
4-107.429.532

1/17

8-20 Version a2
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Index:
Introduction ....................................................................................................................... 3
1 Safe engine operation ......................................................................................... 4
2 Single-stage fresh water generator ................................................................... 5
2.1 Standard installation (single-stage FWG): up to about 2.2 x 10
-3
x CMCR
[m
3
/day] fresh water production. Installation alternative A ................................... 6
2.2 Optimised installation (single-stage FWG): up to about 3.7 x 10
-3
x CMCR
[m
3
/day] fresh water production. Installation alternative B ................................... 7
2.3 Installation, utilising main and auxiliary engine heat dissipation (single stage
FWG): 3.7x10
-3
x CMCR (ME) + 5.3x10
-3
x base load (AE) [m
3
/day] fresh water
production ............................................................................................................. 9
2.4 Installation with booster heater (single-stage FWG): maximum possible fresh
water production depending on the additional booster heater capacity ............... 10
3 Multi-effect and multi-stage FWG: a multiple of the single-stage FWG
installations ....................................................................................................... 13
3.1 Multi-effect evaporation FWG installations: ......................................................... 13
3.2 Multi-stage flash FWG: a multiple of the single-stage FWG installations ............ 14
4 Heat-independent installations ........................................................................ 15
5 Abbreviations .................................................................................................... 17
Version a2 8-21
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Introduction
Production of fresh water on board of sea going vessels is a well-established requirement.
However, nowadays a trend to install fresh water generators (FWG) with larger capacities
can be seen. Most fresh water generators work according to the operating principle of
distillation by utilising part of the engine waste heat. For very high water production, heat-
independent fresh water generators are also employed, as described in section 4 on
page 15.

This Concept Guidance assists in designing the installation which fits best to the fresh
water demand while ensuring safe main engine operation. A simple formula in the following
section titles allows calculating directly the possible fresh water production corresponding
to the installed engine power in kilowatt [kW]. However, this simple formula is only
applicable as a first estimation. The final possible water production depends on different
factors, mainly on the available waste heat of the engines concerned and the heat demand
of the chosen FWG type.

The available heat from the high temperature (HT) cooling water circuit depends on the
main engine load
1
and the ambient conditions. At lower engine load and in colder ambient
conditions the available heat decreases. The fresh water generators heat requirement also
depends on the ambient conditions, mainly on sea-water (SW) temperature: in colder
ambient conditions the heat requirement increases. Therefore the FWG design has also to
be determined in accordance with the vessels operational profile.

In case of any doubt, please do not hesitate to contact Wrtsil Switzerland.

If other high-temperature cooling water heat consumers are to be installed, the total
heat requirement of all heat consumers has to be considered.

1
And auxiliary engine load for installations as described in sections 2.3 (p. 9) and 2.4
(p. 10).
8-22 Version a2
The system drawings in this Concept Guidance show only installations with separated HT
cooling water circuits, i.e. the HT and the LT cooling water circuits are separated by the HT
cooling water cooler (HTC). However, this Guidance is also valid for installations with an
integrated HT cooling water circuit. In integrated HT cooling water systems, LT cooling
water is mixed to the HT circuit to maintain the required temperature at the engine inlet.

HT circuit LT circuit
LT in (fresh water)
part of HT out to central cooler
H
T

r
e
c
i
r
c
u
l
a
t
i
o
n
separated HT cooling water circuit integrated HT cooling water circuit
H
T
C
sea or fresh water
HT circuit

Fig. 1: The two principal types of cooling water systems
1 Safe engine operation
To avoid any negative impact of FWG operation on the engine, a few basic principles have
to be observed:
Avoid thermal shock to the engine. The fresh water generator inlet and outlet butterfly
valves for the HT water are to be opened and closed slowly and progressively. They
should be actuated manually with a large reduction ratio or preferably by a
progressive servomotor with timer control. If the valves are manually operated, a
conspicuous warning notice has to be positioned next to them. Please keep in mind
that 50% to 100% of the cooling function may be taken over by the FWG, depending
on the FWG design and the main engine load.
Keep the water flow to the main engine always constant. Therefore do not install any
stop valve in the main water flow to control the water flow.

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Version a2 8-23
2 Single-stage fresh water generator
On board cargo vessels the fresh water is usually produced by evaporating sea water
under vacuum conditions. The most common installation is a single-stage FWG. Different
designs are possible, basically divided between those with tube or plate heat exchangers.
However, the working principles are the same. Sea water is pre-heated by condensing the
vapour in the FWG and heated by HT cooling water. About one third of the sea water
evaporates. The vapour flows through the so-called demister which separates water
droplets from the vapour. In the sea-water cooled condenser the vapour condensates as
so-called distillate. The distillate is pumped to the storage tank. The non-evaporated two
thirds of the sea water are removed as brine and pumped overboard. To obtain the vacuum
in the FWG, the air has to be removed by an ejector.

air
distillate (fresh water)
brine
HT CW in HT CW out
vapour
sea water in sea water out
f
e
e
d

w
a
t
e
r
demister

Fig. 2: General flow diagram of a single-stage evaporator
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8-24 Version a2
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2.1 Standard installation (single-stage FWG):
up to about 2.2 x 10
-3
x CMCR [m
3
/day] fresh water production.
Installation alternative A
The standard installation integrates the fresh water generator directly into the HT circuit.
The FWG works as an additional cooler, but without any control valve, i.e. at a constant
water flow and heat requirement. Therefore the FWG can only be operated at engine loads
with sufficient heat dissipation from the HT cooling water to avoid cooling down the engine.

The FWG can be designed to utilise up to 40% of the maximum available HT cooling water
heat dissipation at 100% CMCR for the RTA52U-B, RTA62U-B, RTA72U-B and RTA84C
engines and up to 50% for the other RTA and RT-flex engines. To ensure that still sufficient
heat is available to cover the FWG need, the FWG must not be operated at engine loads
lower than 50% CMCR. However, in cold environments the FWG heat demand increases,
but the engine heat dissipation decreases, i.e. the FWG has then to be operated at higher
engine loads.

The possible fresh water production depending on the available heat can be calculated with
the following formula:

FW produced in m
3
/day = 32 x 10
-3
x Q
FW
.

Q
FW
is the available heat in kW from the cylinder cooling water, i.e. 40% and 50%
respectively of the cylinder cooling water heat dissipation at 100% CMCR.

Version a2 8-25
main engine
HT pump
HT cooler
(HTC)
automatic temperature control valve
throttling disc in the main CW pipe
fresh water generator by-pass valve
SW in
heat exchanger HT - SW
FWG

Fig. 3: Standard installation: MIM fresh water generator installation alternative A
As described in section 1 (Safe engine operation) on page 4, the cooling water flow to
the engine has always to be kept constant. For this purpose an FWG by-pass line has to
be installed: when the FWG is running, the cooling water is distributed to the FWG and to
the main cooling water pipe by the throttling disc; when the FWG is shut down, the water is
distributed to the FWG by-pass pipe and to the main cooling water pipe. The water flow
across the FWG during its operation is equal to that through the by-pass pipe when the
FWG is shut down. The by-pass line has to be designed accordingly.

The purpose of the throttling disc in the main cooling water pipe is to adjust the pressure
loss through this pipe to the pressure loss across the FWG at its nominal heating water
flow.
2.2 Optimised installation (single-stage FWG):
up to about 3.7 x 10
-3
x CMCR [m
3
/day] fresh water production.
Installation alternative B
For higher fresh water demands, it is possible to install an FWG which is designed to utilise
up to 85% of the maximum available heat dissipation at 100% CMCR. To protect the
engine against excessive cooling in cases where insufficient heat is available, the water
flow to the FWG is reduced by a temperature control valve (CVA). During FWG operation,
the FWG operates as the main HT cooling water cooler (HTC). Only if the engine HT
cooling water heat dissipation is higher than the heat demand of the FWG, does the HTC
take the remaining heat.
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8-26 Version a2
The FWG installation, with the by-pass pipes, is similar to that of the standard installation
(installation alternative A). The FWG is integrated between the additional control valve
(CVA) and the HTC control valve (CVB).

main engine
HT pump
HT cooler
(HTC)
automatic temp.
control valves
throttling disc
fresh water generator by-pass valve
1
2
3
1
2
3
controller
CVB
CVA

SW in
heat exchanger
HT - SW
FWG

Fig. 4: Optimised installation: MIM fresh water generator installation alternative B
Both temperature control valves CVA and CVB are either controlled by:
One controller which detects the opening position of the main temperature control valve
CVA. Control valve CVB opens only if control valve CVA is already fully open in order to
take the remaining heat dissipation.
Or:
Two separate temperature controllers with different temperature set points to avoid both
controllers acting at the same time. The set point of temperature control valve CVB is
adjusted 3 C higher than the set point of temperature control valve CVA: control valve
CVB will only open if the cooling capacity of the FWG is not sufficient.

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Version a2 8-27
2.3 Installation, utilising main and auxiliary engine heat dissipation (single stage
FWG): 3.7x10
-3
x CMCR (ME) + 5.3x10
-3
x base load (AE) [m
3
/day] fresh water
production
A newly-developed system integrating the heat dissipation of the auxiliary engines into the
HT system of the main engine is described below.
The FWG capacity can be specified by taking into account the additional continuous heat
available from the auxiliary engines at base load.

SW in
heat exchanger
HT - SW
HT fr. ME outlet
HT fr. AE outlet
(91C)
HT to ME inlet
HT to AE inlet
85C/90C
70C
FWG
HT cooler
(HTC)
circulation pump
85C/90C
1
2
3
CVB
1 2
3
CVA

Fig. 5: Installation option utilising ME and AE cylinder cooling water waste heat
A circulation pump ensures a constant water flow to the FWG, independent of main and
auxiliary engines load, but at different temperature levels. Depending on the opening
position of temperature control valve CVA, part of the flow recirculates through the by-pass
line between the FWG inlet and outlet.

Control valve CVA maintains the cooling water temperature constant (85C or 90C
2
) at the
main engine outlet. When the whole available heat cannot be dissipated by the FWG, the
remaining heat is dissipated in the HT cooler.

2
For RTA/RT-flex84T and RTA/RT-flex96C series only
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8-28 Version a2
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Control valve CVB maintains the temperature of the cooled HT cooling water at 70C. If the
cooling water temperature after the control valve CVB falls below 70C, the FWG
circulation pump has to be stopped.

The 70C warm cooling water can directly be used for pre-heating the stopped auxiliary
engines respectively the stopped main engine.

Applying of an integrated HT cooling water circuit is also possible. The HT cooler has to be
replaced by adding LT cooling water at the connection No. 2 of temperature control valve
CVB.

Other advantages of this installation, besides the greater fresh water production potential,
are:
Pre-heating of the ME from the AE is possible when in port.
Pre-heating of the AE from the running ME is possible.
Only a small pre-heater for one AE is required (not shown in above schematic drawing).

For further information on this installation please contact Wrtsil Switzerland.
2.4 Installation with booster heater (single-stage FWG):
maximum possible fresh water production depending on the additional
booster heater capacity
To increase the available heat for the FWG, also during lower part-load operation of the
main engine and in colder ambient conditions, it is possible to install a booster heater. The
heater may be operated with steam or thermal oil heated by the exhaust gas boiler,
enabling another source of waste heat to be used for the fresh water production.

The booster heater can be integrated in the systems as described in section 2.2 on page 7
and section 2.3 on page 9.

Version a2 8-29
Booster heater integrated in the system of installation alternative B
A circulation pump provides a constant water flow to the FWG according to the FWG
demand. When the available waste heat from the main engine is not sufficient, control
valve CVA provides less HT cooling water to the FWG. In this case the circulation pump
recirculates part of the flow of the cooled water through the by-pass line between the FWG
inlet and outlet. The booster heater ensures a constant FWG operating temperature.

controller
FWG
SW in
HT fr.
eng. outlet
HT to
eng. inlet
heat exchanger
HT - SW
HT booster-heater
HT cooler
(HTC)
CVB
CVA
circulation pump
1
2
3
1 2
3

Fig. 6: Booster heater integrated in the MIM installation alternative B
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8-30 Version a2
Booster heater integrated in the system of section 2.3
In the system described in section 2.3 on page 9, a booster heater is integrated after the
circulation pump. This ensures that the FWG is always operated at a constant temperature.
For an optimum recovery of the HT cooling water heat it is recommended that the FWG
outlet temperature be kept at about the same level as the outlet temperature after control
valve CVB, i.e. 70C. Therefore the booster heater should be controlled by the FWG outlet
temperature.

70C
SW in
heat exchanger
HT - SW
HT fr. ME outlet
HT fr. AE outlet
(91C)
HT to ME inlet
HT to AE inlet
85C / 90C
70C
FWG
HT booster-heater
HT cooler
(HTC)
circulation pump
85C / 90C
1
2
3
CVB
CVA
1 2
3

Fig. 7: Booster heater integrated in the ME and AE cylinder cooling water waste heat
utilising system
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Version a2 8-31
3 Multi-effect and multi-stage FWG: a multiple of the single-stage FWG
installations
To increase the possible water production with a given amount of (waste) heat, it is
possible to install fresh water generators which utilise the available heat several times. The
basic principal behind the higher water production of these FWG is a better reutilisation of
the latent vapour condensation heat.
3.1 Multi-effect evaporation FWG installations:
The single-stage FWG installations as described in section 2.1 to 2.4 can be replaced by a
multi-effect evaporation FWG.
The multi-effect distillers (MED or MEP) utilise the latent vapour heat of the previous stage
for evaporation in the following stage, i.e. the vapour condenser is cooled by heating up the
sea water of the following stage.
Depending on the number of stages, it is possible to produce a multiple amount of fresh
water compared to a single-stage FWG installation with the same heat input.
The figure below (Fig. 8) shows the working principle of a multi-effect evaporation FWG
with five stages as an example.

For further information on this FWG type, please contact your FWG maker.

distillate
HTCW
in
HTCW
out
vapour
sea water in
stage 1
sea water out
stage 2 stage 3 stage 4 stage 5
non-condensable
(air)
brine out
brine
evaporator 1st stage
demister
condenser 1st stage/
evaporator 2nd stage
condenser 2nd stage/
evaporator 3rd stage
condenser 3rd stage/
evaporator 4th stage
condenser 4th stage/
evaporator 5th stage
condenser 5th stage

Fig. 8: Principal flow diagram of a multi-stage FWG
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8-32 Version a2
3.2 Multi-stage flash FWG: a multiple of the single-stage FWG installations
The multi-stage flash (MSF) FWG type also re-uses a significantly higher amount of the
condensation heat compared to the single-stage FWG. The main difference compared to
the multi-effect FWG is that the total heat transfer to the sea water takes place before the
sea water enters the FWG. First the sea water is heated by the vapour condensation heat,
beginning from the last stage up to the first one. Thus the sea water gets already 70-80%
(depending on number of stages) of the total required heat. The remaining required heat is
provided by the HT cooling water and/or by a booster heater. After the final heating-up, the
sea water has got enough latent heat for the multi-evaporation stages, i.e. the sea water
inlet temperature is on a higher level compared to the other FWG (nearly HT cooling water
outlet temperature).

non-condensable gas
sea water
distillate
brine
HT CW
from engine
steam
stage 1 stage 2 stage 3 stage 4 stage 5 stage 6

Fig. 9: Principal flow diagram of a multi-stage flash evaporator
The heated sea water enters the evaporation chambers from one stage to the next. The
absolute pressure from the first stage to the last one is steadily decreased in a way that the
sea water enters the chambers at a temperature level which is about 7C higher than its
boiling temperature. This leads to a spontaneous controlled evaporation of the superheated
sea water. The sea water (brine) cools down due to the evaporation chill and flows to the
next chamber with again a lower pressure inside. The process goes on until the sea water
has passed the last chamber.


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Version a2 8-33
The following drawing shows an example for the system integration:

SW in
SW to evap.
HT fr.
eng. outlet
HT to
eng. inlet
heat exchanger
HT - SW
steam booster
HT cooler
multi stage flash
FWG
CVB
CVA
1 2
3
1
2
3
control unit

Fig. 10: Multi-stage flash evaporator system integration
4 Heat-independent installations
The following FWG types are normally only applied if the available heat is absolutely
insufficient. They are mentioned here for information only.
Reverse osmosis
Sea water is forced at high pressure (about 60-70 bar) to pass through an extremely fine
semi-permeable filter membrane known as the diaphragm. The filter membrane is
permeable to water, but only very limited to salt. The pump therefore presses water without
salt through the membrane.
Owing to the different salt concentrations on both membrane sides, an osmotic pressure
builds up, which tries to balance the salt concentrations on both sides of the membrane by
pressing back the saltless water to the salty side. Therefore a pump pressure higher than
the osmotic pressure is required. According to an FGW makers data, about 10 kWh of
electrical energy is required for 1 m
3
fresh water production.

About 20% of the supplied sea water permeates saltless to the fresh water side of the
membrane.


-


Group
9721
4-107.429.532

15/17

8-34 Version a2
Vacuum vapour compression
The vacuum vapour compression (VVC) FWG consists of only one heat exchanger. The
sea water on one side of the heat exchanger is heated by the heat of condensation of the
mechanically compressed vapour, which is produced by partial evaporation of the sea
water. This heat exchanger operation principle is comparable to the heat exchangers in the
multi-effect FWG, except for its first stage.

Fig. 11: Principal flow diagram of a vacuum vapour compression FWG.
A mechanical compressor extracts the water vapour from the evaporation chamber,
creating a vacuum which is required for sea water evaporation at a low temperature level.
The compressed vapour flows from the compressor to the heat exchanger and condenses.
According to an FGW makers data, about 25 kWh of electrical energy is required for 1 m
3

fresh water production.

Another installation option is thermo compression instead of mechanical compression.
Steam flows at high velocity through an ejector, creating the required vacuum for sea water
evaporation, like the compressor in the mechanical installation, and draws through the
created vapour. The steam-vapour mixture flows to the condenser side of the heat
exchanger. The reduced steam velocity at this side increases the static pressure, and the
steam condenses in the heat exchanger, heating the sea water in the evaporation
chamber. The boiler feed water cannot be treated with the usual chemicals, owing to the
mixing of vapour and steam.

-


Group
9721
4-107.429.532

16/17

Version a2 8-35
-


Group
9721
4-107.429.532

17/17

5 Abbreviations
AE auxiliary engine

CCW cylinder cooling water

CMCR contracted maximum continuous rating

CW cooling water

FW fresh water

FWG fresh water generator

FWG types:

MED multi-effect distiller (tube type)
MEP multi-effect distiller (plate type)
MSF multi-stage flash
RO reverse osmosis
VVC vacuum vapour compression

HT high temperature

HTC high temperature cooling water cooler

LT low temperature

ME main engine

MIM marine installation manual

SW sea water

8-36 Version a2

Version a2 8-37

8-38 Version a2

Version a2 8-39
9. Lubricating Oil Systems
9.1 Lubricating oil systems for turbochargers
For lubricating oil of turbochargers equipped with separate lub. oil systems, the recommendations
given by the supplier must be observed.
9.2 Main lubricating oil system
WARNING
In order to have all the relevant and prevailing information available, please consult the drawings
in the section "Drawings" at the end of present chapter.
Lubrication of the main bearings, thrust bearings, bottom-end bearings, crosshead bearings,
together with the piston cooling, is carried out by the main lubricating oil system. The main
bearing oil is also used to cool the piston crown as well as to lubricate and cool the torsional
damper and the axial damper (detuner).
The cylinder liner lubrication is carried out by a separate system. This system is based on the
once-through principle, i.e. fresh lubricating oil is directly fed into the cylinders to provide
lubrication for the liners, pistons and piston rings.
The consumption of system oil and cylinder lubricating oil is indicated in chapter 1.1 Primary
engine data).
Version a2 9-1
RT-flex96C-B Marine Installation Manual 9. Lubricating Oil Systems
9.3 Main lubricating oil system components
9.3.1 Lubricating oil pump
Positive displacement screw pumps having built-in overpressure relief valves or centrifugal
pumps (pump capacity see table 7.1 Data for central freshwater cooling system (integrated HT)).
refer to table 7.1; the given flow rate is to be within a tolerance of
0% to +10% + the back-flushing flow of the automatic filter, if any.
For positive displacement
pump: ........................................
refer to table 7.1; the given flow rate is to be within a tolerance of
-10% to +10% + the back-flushing flow of the automatic filter, if any.
For centrifugal pump: ................
(see tab. 7.1) the final delivery head to be determined is subject to
the actual piping layout.
Delivery head: ............................
60 C. Working temperature: ................
SAE30, 50 cSt at working temperature, maximum viscosity to be al-
lowed for when sizing of pump motor is 400 cSt.
Oil type: .....................................
9.3.2 Lubricating oil cooler
refer to table 7.1. Oil flow: .....................................
plate or tubular. Type: ..........................................
freshwater or seawater. Cooling medium: .......................
refer to table 7.1. Heat dissipation: .......................
10% to 15% to be added. Margin for fouling: .....................
50 cSt at 60 C. Oil visc. at cooler inlet: ..............
approx. 60 C. Oil temperature at inlet: .............
45 C. Oil temperature at outlet: ..........
6 bar. Working press. oil side: .............
approx. 3 bar. Working press. water side: ........
refer to table 7.1. Cooling water flow: ...................
freshwater 36 C. Cooling water temperature: ......
9.3.3 Lubricating oil full-flow filters
change-over duplex filter designed for in-service cleaning, with differ-
ential pressure gauge and high differential pressure alarm contacts.
Type*: ........................................
specified by classification society. Test pressure: ............................
6 bar. Working pressure: .....................
95 cSt, at working temperature. Working viscosity: .....................
refer to table 7.1. Oil flow: .....................................
0.2 bar max. Diff. pressure, clean filter: ..........
0.6 bar max. Diff. pressure, dirty filter: ...........
0.8 bar max. Diff. pressure, alarm: .................
min. 8 bar (= differential pressure across the filter inserts). Filter inserts bursting press.: .....
stainless steel mesh. Filter material: ............................
sphere passing max. 0.05 mm. Mesh size: .................................
9-2 Version a2
9. Lubricating Oil Systems RT-flex96C-B Marine Installation Manual
NOTICE
* Alternatively: Automatic back-flushing filter with differential pressure gauge and high differential
pressure alarmcontacts. Designed to clean itself automatically using reverse flowor compressed
air techniques. The drain from the filter is to be sized and fitted to allow free flow into the residue
oil tank. The output required by the main lubricating oil pump to back-flush the filter without
interrupting the flow is to be taken into account when estimating the pump capacity.
9.4 Cylinder lubricating oil system
Cylinder lubrication is carried out by a separate system, working on the once-through principle
normally using a high-alkaline oil of SAE 50 grade. The cylinder lubricating oil is fed to the surface
of the cylinder liner by a hydraulically actuated dosage pump through quills in the cylinder liner.
The oil supply rate is adjustable and metered to suit the age and running condition of the piston
rings and liners. The arrangement of service tank and storage tank can be changed by locating
the storage tank in place of the service tank. If this arrangement is preferred, the storage tank is
to be located at the same height as a service tank to provide the necessary head. Furthermore,
it has to be of similar design, ensuring a sloping tank floor. Refer to section 1.1 Primary engine
data for the cylinder lubricating oil consumption.
9.5 Lubricating oil maintenance and treatment
It is essential that the engine lubricating oil is kept as clean as possible. Water and solid
contaminants held in suspension are to be removed using centrifugal separators which operate
in bypass to the engine lubricating system. Great care has to be taken of the separators and
filters to ensure that they work correctly. The separators are to be set up as purifiers and
completely isolated from the fuel oil treatment systems; there must be no possibility of
cross-contamination.
9.5.1 Lubricating oil separator
self-cleaning purifier. Separator type: .........................
0.140 x CMCR = [litres/hour], CMCR in kW. Min. throughput capacity [l/h]: ...
E.g. 8 cyl. engine with CMCR at R1: 45,760 kW:
0.140 x 45,760 = 6,406 l/h.
the rated or nominal capacity of the separator is to be according to
the recommendations of the separator manufacturer.
Rated separator capacity: .........
90-95 C. Please refer to manufacturers instructions. Separation temperature: ...........
Version a2 9-3
9.6 Lubricating oil requirements
The products listed in section 9.6.1 were selected in co-operation with the oil suppliers and in
their respective product lines are considered as appropriate lubricants for the application indicated.
Wrtsil Switzerland Ltd. does not accept any liability for the quality of the supplied lubricating
oil or its performance in actual service. In addition to the oils shown in the mentioned list, there
are other brands which might be suitable for the use in Wrtsil two-stroke diesel engines.
Information concerning such brands may be obtained on request from Wrtsil Switzerland Ltd.
For the RT-flex96C-B engines designed with oil-cooled pistons, the crankcase oils typically used
as system oil have the following properties (see also section 9.6.1):
Minimum BN of 5 detergent properties.
Load carrying performance of FZG gear machine method IP 334/90: FZG failure load
stage 11.
Good thermal stability.
Antifoam properties.
Good demulsifying performance.
The cylinders in the engines are lubricated by a separate system, working on the once-through
principle, i.e. fresh lubricating oil is directly fed into the cylinders to provide lubrication for the
liners, pistons and piston rings.
For normal operating conditions, a high-alkaline marine cylinder oil of SAE 50 viscosity grade
with a minimum kinematic viscosity of 18.5 cSt at 100 C is recommended. The alkalinity of the
oil is indicated by its Base Number (BN).
9-4 Version a2
9.6.1 List of lubricating oils
Global brands of lubricating oils
Cylinder Oil *b) Cylinder Oil *a) System Oil Oil Supplier
Recommended for fuel with <
1.5% sulphur
Recommended for fuel with >
1.5% sulphur
Energol CL-DX 405
Energol CLO 50M Energol OE-HT 30 BP
Energol CL 505 *c)
Cyltech 40 SX Cyltech 80 AW
CDX 30 Castrol
Cyltech 50 S *c) Cyltech 70
Taro Special HT LS 40 Taro Special HT 70 Veritas 800 Marine 30 Chevron (FAMM, Texaco, Caltex)
Mobilgard L 540
Mobilgard 570
Mobilgard 300
ExxonMobil Exxmar X 70
Exxmar XA
Mobilgard XN5744E *d)
Talusia LS 40 Talusia HR 70
Atlanta Marine D 3005 Total
Talusia Universal *e)
Alexia LS Alexia 50
Melina S30
Shell
Melina 30
Table 9.1: Global brands of lubricating oils
NOTICE
*a) Between 1.5% and 2.0% sulphur in the fuel, also BN 40 can be used without problems
*b) Between 1.0% and 1.5% sulphur in the fuel, also BN 70 can be used, but only for a short
period with a low feed rate
*c) This BN 50 cylinder lubricant can be used up to 3.0% sulphur in the fuel
*d) This BN 60 cylinder oil is approved for the sulphur range: 1.5%<sulphur<4.0%
*e) This BN 57 cylinder lubricant can be used over the whole fuel sulphur range
Version a2 9-5
Local brands of lubricating oils
Cylinder Oil *b) Cylinder Oil *a) System Oil Oil Supplier
Recommended for fuel with <
1.5% sulphur
Recommended for fuel with >
1.5% sulphur
Naval 50 Bardahl
MECO 5070 MESYS 3006 FL Selenia
MCL Navigo 70 Navigo 6 SO LUKOIL
GulfSea Cylcare DCA5070H GulfSea SuperBear 3008 SeaLub Alliance
Servo Marine 7050 Servo Marine 0530 IOC
Marine C705 Marine S30
JXNippon Oil &Energy Corporation
(NOC)
Medripal 570 Medripal 307 Pertamina
Marbrax CID-54-AP
Marbrax CID-57 Marbrax CAD-308 Petrobras
Marbrax CID-55 *c)
KunLun DCA 5070H KunLun DCC3008 PetroChina
Supermar Cyl 70 plus Supermar AS SK
Table 9.2: Local brands of lubricating oils
NOTICE
The application must be in compliance with the Wrtsil general lubricating oil requirements and
recommendations. The supplying oil company undertakes all responsibility for the performance
of the oil in service to the exclusion of any liability of Wrtsil Switzerland Ltd.
9-6 Version a2
9.7 Lubricating oil drain tank
The engine is designed to operate with a dry sump; the oil returns from the bearings, flows to
the bottom of the crankcase and through strainers into the lubricating oil drain tank. The drain
connections from the crankcase to the drain tank are arranged vertically. There is to maintain
adequate drainage under sea conditions resulting in pitching and rolling. Section 9.7.1 gives the
minimum angles of inclination at which the engine is to remain fully operational.
The drain tank is to be located beneath the engine and equipped with the following:
Depth sounding pipe
Pipe connections for lubricating oil purifiers
Heating coil adjacent to pump suction
Air vents with flame protection.
All the drain pipes from the crankcase to the drain tank are to be taken as low as possible below
the free surface of the oil to prevent aeration and foaming; they have to remain below the oil
surface at all times. This is a requirement of the classification societies and strict attention is to
be paid to this specification. The amount of lubricating oil required for an initial charge of the
drain tank is indicated in fig. 9.3. The total tank size is normally 5-10% greater than the amount
of lubricating oil required for an initial filling (see fig. 9.3).
9.7.1 Min. inclination angles at which the engine is to remain fully operational
Classification societies
Germanischer
Lloyd
Det Norske
Veritas
Croatian
Register of
Shipping
China
Classification
Society
Bureau
Veritas
American
Bureau of
Shipping
2006 2005 - 2002 2006 2007
Main and aux. engine
2/1.1/C.1 4/1/3/B 200 C/1/1/2.4 4/1/1/7.9 Abbreviation
15 15 15 15 15 Heel to each side
22.5 22.5 22.5 22.5 22.5 Rolling to each side
5 5 5 5 5 Trim by the head *)
5 5 5 5 5 Trim by the stern *)
7.5 7.5 7.5 7.5 7.5 Pitching
Emergency sets
22.5 22.5 22.5 22.5 22.5 Heel to each side
10 10 10 10 10 Trim
10 10 10 10 10 Pitching
Electrical installation
22.5 15 15 22.5 22.5 Heel to each side
10 5 5 10 10 Trim
10 7.5 7.5 10 10 Pitching
Table 9.3: Minimum inclination angles at which the engine is to remain fully operational (1)
Version a2 9-7
Classification societies
RussianMaritime
Register of
Shipping
Registro
Italiano
Navale
Polski
Rejestr
Statkow
Nippon
Kaiji
Koykai
Lloyds
Register of
Shipping
Korean
Register of
Shipping
2003 2007 2004 2005 2006 2007
Main and aux. engine
VII-2.3 C/1/1/2.4 VI-1.6 D/1.3 5/1/3.6 Abbreviation
15 15 15 15 15 15 Heel to each side
22.5 22.5 22.5 22.5 22.5 22.5 Rolling to each side
5 5 5 5 5 5 Trim by the head *)
5 5 5 5 5 5 Trim by the stern *)
7.5 7.5 7.5 7.5 7.5 7.5 Pitching
Emergency sets
VII-2.3 C/1/1/2.4 VI-1.6 D/1.3 5/1/3.6 Abbreviation
22.5 22.5 22.5 22.5 22.5 22.5 Heel to each side
22.5 22.5 22.5 22.5 22.5 22.5 Rolling to each side
10 10 10 10 10 10 Trim
10 10 10 10 10 10 Pitching
Electrical installation
XI-2.1.2.2 C/2/2/1.6 VIII-2.1.2.2 H/1.1.7 6/2/1.9 Abbreviation
15 15 15 15 15 Heel to each side
5 5 5 5 5 Trim
10 7.5 10 7.5 7.5 Pitching
Table 9.4: Minimum inclination angles at which the engine is to remain fully operational (2)
Figure 9.1: Min. inclination angles at which the engine is to remain fully operational
9-8 Version a2
Vertical lubricating oil drains to drain tank
Necessary drains No Cyl.
6
7
8
9
10
11
12
2 13
14
The arrangement of lubricating oil drains is to comply
with the relevant classification society rules.
Table 9.5: Vertical lubricating oil drains to drain tank
Figure 9.2: Example of an accepted vertical drain connection
Version a2 9-9
Welding flange 005 Rubber gasket 001
Hexagon head screw 006 Oil strainer 002
Hexagon head screw 007 Cover 003
Support ring 008 Ring 004
WARNING
9-10 Version a2
9.7.2 Dimensioning guide-lines and filling process
Figure 9.3: Filling process of lubricating oil tank
WARNING
NOTICE
1)
Level after filling of external system. Volume and level in the lub. oil drain tank depend on
capacity of pipes, coolers, filters, etc. The oil volume in tank contains part of the oil quantity,
which drains back when the pumps are stopped.
Version a2 9-11
9.8 Drawings
9-9-13 107.246.817 e Lubricating Oil System, With Vertical Drains, 6-12,14RT-flex96C-B....
9-9-15 107.392.014 a Lubricating Oil System, Main Circuit, 6-12,14RT-flex96C-B...............
9-9-17 107.246.819 c Lubricating Oil System, Main Circuit, 6-12,14RT-flex96C-B...............
9-9-19 107.246.820 - Lubricating Oil System, Treatment and Tanks, 6-12,14RT-flex96C-B..
9-9-20
107.337.619 a Lubricating Oil Drain Tank, With Vertical Drains,
6-12,14RT-flex96C-B...........................................................................
9-9-21 107.246.696 a Vertical Oil Drain, Assembly Drawing, Dn 400, 6-12,14RT-flex96C-B..
9-9-22 107.246.684 - Welding Flange, Vertical Oil Drain, 6-12,14RT-flex96C-B....................
9-9-23 107.246.232 - Ring, 6-12,14RT-flex96C-B..................................................................
9-9-24 107.246.233 - Cover, 6-12,14RT-flex96C-B................................................................
9-9-25 107.246.234 - Plate, 6-12,14RT-flex96C-B.................................................................
9-9-26 107.246.235 - Ring, 6-12,14RT-flex96C-B..................................................................
9-9-27 107.049.681 a Oil Strainer, For Oil Drain In Bedplat, 6-12,14RT-flex96C-B................
9-9-28 107.049.664 - Ring, On Frame For Oil Straine, 6-12,14RT-flex96C-B........................
9-9-29 107.049.666 - Flat Bar, On Frame For Oil Straine, 6-12,14RT-flex96C-B...................
9-9-30 107.049.665 - Holder, On Frame For Oil Straine, 6-12,14RT-flex96C-B.....................
9-9-31 107.246.236 - Rubber Gasket, 6-12,14RT-flex96C-B.................................................
9-9-32 107.246.799 e Plate, To Hydraulic Jack, 6-12,14RT-flex96C-B..................................
9-9-35
107.341.455 a Instruction For Flushing, Lubricating Oil System,
6-12,14RT-flex96C-B...........................................................................
9-9-36 107.393.639 a Lubricating Oil Drain Tank, Guidelines, 6-12,14RT-flex96C-B.............
9-9-37
6-12,14RT-flex96C-B...........................................................................
9-9-38
6-12,14RT-flex96C-B...........................................................................
9-9-39
6-12,14RT-flex96C-B...........................................................................
9-9-40
6-12,14RT-flex96C-B...........................................................................
9-9-41
6-12,14RT-flex96C-B...........................................................................
9-9-42
6-12,14RT-flex96C-B...........................................................................
9-9-43
6-12,14RT-flex96C-B...........................................................................
9-9-44 107.361.939 a Lubricating Oil System, Oil Tratment, 6-14RT-flex96C-B....................
9-12 Version a2

Version a2 9-13

9-14 Version a2

Version a2 9-15

9-16 Version a2

Version a2 9-17
9-18 Version a2
Version a2 9-19

9-20 Version a2

Version a2 9-21
9-22 Version a2
Version a2 9-23
9-24 Version a2
Version a2 9-25
9-26 Version a2
Version a2 9-27
9-28 Version a2
Version a2 9-29
9-30 Version a2
Version a2 9-31
9-32 Version a2
T_D&D_Drawing_prescription-portrait 1 of 1 341_455a__.doc
Release: 22.07.03 12.05.2009
1 Flushing the lubricating oil system
1.1 Introduction
A correct manufacturing of the pipes avoids the presence of scales, slag and spelter. It is a fact that
the expense for special welding methods, e.g. inert gas welding, is worthwhile when considering the
costs of an extensive flushing procedure or the grinding and cleaning work if using normal electric
arc welding or welding with electrodes. A thorough cleaning of the pipes before mounting is a must.
It is absolutely essential to ensure that the lubricating oil systems are clear of all foreign matter before cir-
culating oil through to the engine. A systematic approach is to be adopted prior to commissioning when
the engine, pipe work, filters, heat exchangers, pumps, valves and other components are flushed and are
proved absolutely clear of any dirt by observation and physical inspection. The engine crankcase and lu-
bricating oil drain tank are to be inspected and cleaned by hand to remove all residual build-debris; spe-
cial attention is to be given to very small loose particles of welding matter such as spelter and slag.
The pipes of the entire lubricating oil system on the plant side are to be flushed separately.
1.2 Preparation before flushing
1. Led the lubricating oil connections immediately before the engine straight back into the lubricating oil
drain tank by means of hoses or pipes see the figure.
2. Immediately before the engine, in the discharge pipes from the low-pressure and high-pressure lu-
bricating oil pumps, install temporary filters with a mesh size (sphere passing) of max. 0.03 mm and
equipped with magnetic elements. The surface loading of the temporary filters should be 1-2 I/cm
2
h.
Alternatively, the plant lubricating oil filters can be used under the condition that the filter inserts are
of mesh size of max. 0.03 mm and magnetic elements are used during flushing. After flushing, the fil-
ter inserts are to be replaced by the original ones and the filter housing is to be cleaned. In the final
step of flushing, it is advisable to fit filter bag made of cotton or synthetic fabric of mesh size 0.040 to
0.050 mm to the end of the hoses or pipes, in order to facilitate checking the cleanliness of the sys-
tem.
3. If the engine is supplied to the ship in sub-assemblies proceed as follows:
""" Blank off each of the main bearing lubricating oil supply pipes at the main bearings in such a way
that absolutely no oil can enter the bearing but oil can escape between pipe and blank piece.
""" Blank off each of the crosshead lubrication linkage in that way, that absolutely no oil can enter the
bearing but oil can escape between linkage and blank piece.
""" Blank off the oil supply of the axial damper in that way that absolutely no oil can enter the damper
but oil can escape between pipe and blank piece.
""" Disconnect respectively blank off all oil supply pipes to the supply unit, rail unit and the gear train.
1.3 Flushing external lubricating oil system
1. Fill the lubricating oil drain tank with sufficient oil to cover the pump suction and heat it up using tem-
porary immersion heaters or the heating coil of the drain tank to approximately 40-60 C.
2. Circulate the oil in the drain tank using the lubricating oil separators(s) and their pre-heater(s) to
maintain the flushing temperature to improve oil cleanliness. Operate the separators(s) until all the
flushing procedures are completed.
3. All system valves are to be fully open.
4. Good ventilation is to be provided to avoid condensation. At the exhaust side, the crankcase round
covers are to be removed and on the fuel pump side the crankcase doors must be opened.
5. Flush the system by starting the low- and high- pressure lubricating oil pumps, the main and stand
by pumps are to be alternatively operated. Before starting the pumps, the oil cooler(s) might be by-
passed at the beginning of the flushing procedure.
Circulate the oil through the pumps and hose connections back to the drain tank. Observe the suc-
tion and discharge pressures carefully. Do not let the pumps run hot. Observe the pressure drop
through the filters, too.
PC
a
7-67.959 Replaced by:
Substitute for:
RTFL INSTRUCTIONS FOR FLUSHING
THE LUBRICATING OIL SYSTEM
Group
9722
Drawn: S. Stylianou 13.04.04
Verif: M. Lthi 13.04.04 4-107.341.455 1/3
Version a2 9-33
a
RTFL
Verif.: M. Lthi 13.04.04
INSTRUCTIONS FOR FLUSHING
4-107.341.455
Group
9722
2/3
ISO-Basic Document Nr.X-107.XXX.XXX / 12.02.96 / Rev. 1.0
File name: 341_455a__.doc
6. During the flushing procedure, the pipes are to be periodically tapped to help loosen any foreign
matter that may be present. If available, vibrators are to be used. All pipes used during the engine
operation must be flushed, including by-pass lines and the oil cooler(s). Drain the dirt of all equip-
ments (oil cooler(s), suction filters, etc.) where dirt can accumulate.
7. Inspect and clean the filters in the lubricating oil system periodically.
Flushing is to be continued until filter bags remain clean and no residues can be found in the
filters and; no metallic particles adhere to the magnetic filter inserts and no residues are detected in
the bottom of the filter housing. When the system proves clean, remove any filter bags and connect
the low- and high-pressure oil supply pipes to the engine.
1.4 Flushing within the engine
Only in the case of engines supplied to the ship in sub-assemblies.
1. Start up the low- and high- pressure lubricating oil pumps and flush through the engine for at least
another 8 hours.
2. Inspect and clean the filter in the lubricating oil system periodically.
3. Flushing is to be continued until the filters are absolutely clean:
No metallic particles adhere to the magnetic inserts and no residues are detected in the bottom of
the filter housing.
When the lubricating oil system proves clean, remove all blank pieces and temporary flushing filters.
Any pipe-connecting piece, which was not flushed before, must be clean separately.
Drain the oil from the distribution pipe to the main bearings.
Inspect the inside of the pipes for eventual deposits. If clean, re-fit all oil pipes.
Make sure that all screwed connections are tight and secured.
Inspect the bottom of the crankcase and clean it if necessary.
1.5 Circulation of lubricating oil
1. Remove the inspection cover of the thrust bearing in main bearing girder #2.
2. Circulate the low- and high-pressure system for approximately two hours under normal operating
pressure and temperature.
3. Observe the oil flow on all bearings, spray nozzles and any other engine component such as damp-
ers for proper oil flow.
4. The turning gear is to be engaged to turn the engine from time to time. Carry out an inspection of the
crankcase before refitting all the crankcase doors.
5. Check and clean the filters periodically.
6. To flush the by-pass line between the low- and high-pressure system on the engine, the regulating
valve for adjusting the oil pressure to the main bearings must be throttled temporarily. During flush-
ing the bypass, the high-pressure lubricating oil pump is to be stopped.
1.6 Cylinder oil supply system
It is absolutely essential to ensure that the cylinder oil system is clear of all foreign matter before
connecting to the engine in order to safeguard the engine and assure proper operation.
The storage and daily service tank are to be inspected and cleaned by hand to remove all residual
builddebris, special attention is to be given to very small loose particles of welding matter such as
spelter and slag.
The complete piping, from the storage tank to the engine connection, has to be inspected and
cleaned accordingly.
9-34 Version a2
a
RTFL
4-107.341.455
Group
9722
3/3
File name: 341_455a__.doc
Temporary flushing filters
Bypass
Low-pressure
lubricating oil inlet
High-pressure
lubricating oil inlet
NAS 1638 classes Contamination (particles per 100 ml)
Particle size in micron 5-15 15-25 25-50 50-100 >100
14 4096000 729600 129600 23040 4096
13 2048000 364800 64800 11520 2048
12 1024000 182400 32400 5760 1024
11 512000 91200 16200 2880 512
10 256000 45600 8100 1440 256
9 128000 22800 4050 720 128
8 64000 11400 2025 360 64
7 32000 5700 1012 180 32
6 16000 2850 506 90 16
5 8000 1425 253 45 8
4 4000 712 126 22 4
3 2000 356 63 11 2
2 1000 178 32 6 1
1 500 89 16 3 1
0 250 44 8 2 0
C
l
a
s
s
e
s
00 125 22 4 1 0
NAS 1638 cleanliness classes
Recommended limits in NAS 1638 classes
The lubricating oil can be considered as clean, if the oil contamination is within the following NAS
classes:
Particle size in micron 5-15 15-25 25-50 50-100 >100
Class 13 11 10 8 3
Version a2 9-35

9-36 Version a2

Version a2 9-37

9-38 Version a2

Version a2 9-39

9-40 Version a2

Version a2 9-41

9-42 Version a2

Version a2 9-43

9-44 Version a2
10. Fuel Oil System
A number of systems external to the engine are required to maintain heavy fuel oil and marine
diesel oil in the quality required for efficient and reliable combustion.
10.1 Fuel oil requirements
In the table below the values in the column 'Bunker limit' indicate the minimum quality of heavy
fuel as supplied to the installation. Good operating results have been achieved with all
commercialised fuels within ISO 8217 limits. However, using fuel with lower density, ash and
carbon residue content can have a positive influence on overhaul periods, by improving
combustion, wear and exhaust gas composition.
The fuel oil as bunkered must be processed before it enters the engine. For the design of the
fuel treatment plant, the relevant Wrtsil recommendations have to be followed. The minimum
centrifuge capacity is 1.2 x CMCR x BSFC / 1000 (litres/hour), which corresponds to 0.21 l/kW.
The fuel oil treatment has to reduce catalyst fines and water to engine inlet limits.
ISO 8217 excludes adding foreign substances or chemical waste to the fuel, because of the
hazards for the ship crew, machineries and environment. Testing for foreign substances like
acids, solvents and monomers with titrimetric, infrared and chromatographic tests is not standard
but recommended because of the high likelihood of damage these substances can cause to
fuel treatment, fuel pumps, fuel injection and piston running components.
Fuel quality (engine inlet) Test method
*1)
Bunker limit** Unit Parameter
max. 1010 ISO 3675/12185 max. 1010 *2) kg/m
3
Density at 15C
13-17 ISO 3104 max. 700 mm
2
/s (cSt)
Kinematic viscosity at
50C
max. 22 ISO 10370 max. 22 m/m (%) Carbon residue
max. 4.5 ISO 8754/14596 max. 4.5 m/m (%) Sulphur
max. 0.15 ISO 6245 max. 0.15 m/m (%) Ash
max. 600 ISO 14597/IP501/470 max. 600 mg/kg (ppm) Vanadium
max. 30 AAS - mg/kg (ppm) Sodium
max. 15 ISO 10478 / IP501 / 470 max. 80 mg/kg (ppm) Aluminium + Silicon
max. 0.10 ISO 10307-2 max. 0.10 m/m (%) Total sediment, potential
max. 0.2 ISO 3733 max. 0.5 v/v (%) Water
min. 60 ISO 2719 min. 60 C Flash point
max. 30 ISO 3016 max. 30 C Pour point
** ISO 8217:2005, class F, RMK700
*1) ISO standards can be obtained from the ISO Central Secretariat, Geneva, Switzerland (www.iso.ch).
*2) Limited to max. 991 kg/m3 (ISO-F-RMH700), if the fuel treatment plant (Alcap centrifuge) cannot remove water from high
density fuel oil (excludes RMK grades).
- The fuel shall be free from used lubricating oil, a homogeneous blend with no added substance or chemical waste
(ISO8217:2005-5-1).
Version a2 10-1
RT-flex96C-B Marine Installation Manual 10. Fuel Oil System
10.1.1 Viscosity (see figure 10.1)
The recommended viscosity range at engine inlet is 13-17 cSt (mm2/s). The preheating
temperature to reach 15 cSt is usually reported in bunker reports, but can also be estimated
from the approximate viscosity/temperature chart in the engine instruction manual. Standard
380 cSt fuel (at 50 C) must be preheated to about 130 C.
The maximum viscosity of the bunkered fuel that can be used in an installation depends on the
heating and fuel preparation facilities available. To achieve a good separation, the throughput
and the temperature of the fuel going through the centrifuges must be adjusted in relation to the
viscosity. Heating the fuel above 150 C to reach the recommended viscosity at engine inlet is
not recommended, because the fuel may start to decompose and deposit.
Figure 10.1: Typical viscosity / temperature diagram
10-2 Version a2
10. Fuel Oil System RT-flex96C-B Marine Installation Manual
10.1.2 Carbon residue, asphaltenes sediment
The content of asphaltenes and related aromatic heavy fuel components is indicated by the
carbon residue. These substances have high energy content, but high levels can impair the
combustion quality of the fuel oil, promoting increased wear and fouling of engine components.
Up to 14 % asphaltenes should be no problem.
The sediment potential is an indication for fuel stability. Asphaltenes must be kept solubilised to
prevent problems of sludge formation in centrifugal separators and filters as well as on the tank
bottom. Especially the addition of paraffinic distillates could cause the asphaltenes to settle out.
To minimise compatibility risks, mixing bunkers from different suppliers and sources in storage
tanks on board must be avoided. Onboard test kits are available to assess this risk.
10.1.3 Sulphur
The alkalinity of the cylinder lubricating oil, i.e. the base number (BN), should be selected with
regard to the sulphur level of the fuel oil. When using a heavy fuel oil containing less than 1 %
sulphur, a low BN cylinder lubricant has to be used.
10.1.4 Ash and trace metals
Fuel oils with lowcontents of ash are preferable. Especially vanadiumand sodiumtend to promote
mechanical wear, high-temperature corrosion and the formation of deposits in the turbocharger
and on the exhaust valve. Sodium compounds depress the melting point of vanadium oxide and
sulphate salts, especially when the vanadium to sodium ratio is 3:1. High sodium levels (as well
as lithium and potassium) at engine inlet can cause fouling of turbocharger components. The
effect of high-temperature corrosion and the formation of deposits can be counteracted by the
application of ash modifiers.
10.1.5 Aluminium, silicon
Aluminium and silicon in the fuel oil are regarded as an indication of catalytic fines (cat fines),
i.e. porcelain-like round particles used in petroleum refining. They cause high abrasive wear to
piston rings and cylinder liners over a prolonged time period when embedded in the ring and
liner surface. The most dangerous are cat fines with a diameter of 10 to 20 microns, which
corresponds to common clearances and oil film thickness.
Cat fines tend to be attracted to water droplets and are very difficult to remove from the fuel oil,
even more so when used lub. oil is present. Practical experience has shown that with proper
treatment in the fuel oil separator, the aluminiumand silicon content of 80 mg/kg can be reduced
to 15 mg/kg, which is considered as just tolerable. For efficient separation, a fuel temperature
as close as possible to 98 C is recommended. With more than 40 ppm cat fines in the bunkered
fuel, reduced throughput in the separator is recommended.
Cat fines can accumulate in the sediment of the fuel tank from previous bunkers and be mixed
into the fuel when the sediment is churned up in bad weather. For this reason all fuels should
be assumed to contain cat fines, even if this is not apparent from the fuel oil analysis, making
continuous and efficient centrifugation a paramount importance.
10.1.6 Water
The water content of the fuel oil must be reduced by centrifuging and by the use of proper draining
arrangements on the settling and service tanks. A thorough removal of water is strongly
recommended to ensure homogenous injection and to reduce the content of hydrophilic cat
fines and sodium in the fuel oil. Sodium is not a natural oil component, but marine fuel oil is often
contaminated with seawater containing sodium. 1.0 % seawater in the fuel oil corresponds to
100 ppm sodium.
10.1.7 Flash point
This is a legal requirement with regard to the fire hazards of petroleum based fuels.
Version a2 10-3
10.1.8 Pour point
The operating temperature of the fuel has to be kept 5-10 C above the pour point to secure
easy pumping.
10.1.9 Ignition quality
Contaminants, unstable fuels and incorrect injection (temperature, timing, nozzle wear) are the
main reasons for incomplete or improper combustion. Some fuels cause more combustion
problems by nature. These can possibly be detected by looking at the unnatural ratio between
viscosity and density (CCAI) and by using combustion analyzing equipment like FIA tests.
10-4 Version a2
10.2 Fuel oil treatment
10.2.1 Settling tanks
Gravitational settling of water and sediment from modern heavy fuel oils is an extremely slow
process due to the small difference in densities. The settling process is a function of the fuel
surface area of the tank to the viscosity, temperature and density difference. Heated large-surface
area tanks enable better separation than heated small-surface area tanks.
10.2.2 Service tanks
Most of the service tank design features are similar to the settling tank, having a self-closing
sludge cock, level monitoring device and remote closing discharge valves to the separator(s)
and engine systems. The service tank is to be equipped with a drain valve arrangement at its
lowest point, an overflow to the overflow tank, and recirculating pipework to the settling tank.
The recirculation pipe reaches to the lower part of the service tank to guide water which may be
present in the fuel after the separators (e.g. due to condensation or coil leakage) into the settling
tank. A pipe to the separators should be provided to reclean the fuel in case of dirty water
contamination. This line should be connected just above the drain valve at the service tank
bottom.
The fuel is cleaned either from the settling tank to the service tank or recirculating the service
tank. Ideally when the main engine is operating at CMCR, the fuel oil separator(s) should be able
to maintain a flow from the settling tank to the service tank with a continual overflow back to the
settling tank. The sludge cock is to be operated at regular intervals to observe the presence of
water, a significant indication for the condition of the separator(s) and heating coils.
Diesel oil service tanks are similar to heavy oil service tanks, with the possible exception of tank
heating, although this may be incorporated for vessels constantly trading in cold climates.
10.2.3 Centrifugal separators
It is advisable to use fuel oil separators without gravity discs to meet the
process requirements of the marine diesel oil and 730 cSt heavy fuel oils.
These separators are self-adjusting and do not require gravity discs to be
changed for different fuel densities. The manufacturers claim extended
periods between overhaul and greatly improved reliability, enabling unat-
tended onboard operation. The required minimum effective throughput
capacity of the separators is determined by the following example. The
nominal separator capacity and the installation are to comply with the re-
commendations of the separator manufacturer.
Separator type - self-clean-
ing: .....................................
1.2 x CMCR x BSFC / 1000 [litres/hour] Throughput capacity = ......
8 cyl. engine with CMCR R1: Example: ............................
CMCR: kW
BSFC: 172 g/kWh
Throughput = 1.2 x 45,760 x 172 (see table 1.1 Primary engine data) / 1000
= 9,445 litres/hour
The marine diesel oil (MDO) separator capacity can be estimated using the same formula.
Separator without gravity disc:
One of the main features of the self-adjusting separators is that only a single unit is required.
This unit operates as a combined purifier/clarifier. However, as it is usual to install a standby
separator as a back-up, it is of advantage to use the separator to improve the separation result.
For the arrangement of the separators, parallel or in series, please refer to the manufacturers
instructions.
Version a2 10-5
Separator with gravity disc:
These types are running in series with the fuel being purified in one and clarified in the other;
thus two separators are required. The clarifier improves the separation result and acts as a safety
device in case the purifier is not properly adjusted. When processing heavy fuel oils it is
indispensable to strictly adhere to the separator manufacturers instructions. If using these
separators it will be advantageous to install an extra separator for marine diesel oil, only in order
to avoid the changing of gravity discs when changing over from HFO to MDO separation.
Separation efficiency
The termCertified FlowRate (CFR) has been introduced to express the performance of separators
according to a common standard. CFR is defined as the flow rate in l/h 30 minutes after sludge
discharge, at which the separation efficiency of the separator is 85%, when using defined test
oils and test particles. CFR is defined for equivalent fuel oil viscosities of 380 cSt and 700 cSt
at 50C. More information can be found in the CEN (European Committee for Standardisation)
document CWA 15375:2005 (E).
The separation efficiency is a measure of the separator's capability to remove specified test
particles. The separation efficiency is defined as follows:
n = 100 (1 - C
out
/C
in
)
where :
separation efficiency (%) n ..........................
number of test particles in cleaned test oil C
out
.....................
number of tes particles in test oil before separator C
in
.......................
10.3 Pressurized fuel oil system
The fuel fromthe heated heavy fuel oil service tank or the unheated diesel oil service tank passes
through the three-way valve, filter, and is transferred to the mixing unit by the low-pressure feed
pump.
Circulation is maintained via pipework back to the mixing unit which equalizes the temperature
between the hotter oil returning from the engine and the cooler oil from the service tank. The
pressure regulating valve controls the delivery of the low-pressure feed pump and ensures that
the discharge pressure is 1 bar above the evaporation pressure, in order to prevent entrained
water from flashing off into steam. When the engine is running on marine diesel oil the steam
heaters and viscosimeter are only required prior to changing over to heavy oil or immediately
after changing from heavy fuel oil to diesel oil when there is still heavy oil in the system.
10-6 Version a2
10.4 Heavy fuel oil system components
10.4.1 Fuel oil feed pump
positive displacement screw type with built-in overpressure relief
valve
Pump type: ................................
refer to table 7.1; the given capacity is to be within a tolerance of 0
to +20%
Pump capacity: .........................
marine diesel oil and heavy fuel oil, up to 730 cSt at 50 C Fuel type: ...................................
ambient to 90 C Working temperature: ................
The delivery pressure is to take into account the system pressure
drop and prevent entrained water from flashing off into steam by
ensuring that the pressure in the mixing unit is at least 1 bar above
the water vapour pressure and no lower than 3 bar. The water vapour
pressure is a result of the system temperature and pressure for a
given fuel type. Heavier oils need more heat and higher temperatures
to maintain them at the correct viscosity than lighter oils; refer to the
formula and example :
Delivery gauge pressure = p
v
+ 1 + p
1
+ p
2
[bar]
Delivery pressure:: .....................
NOTICE
water vapour gauge pressure at the required system temperature
[bar] (see viscosity/ temperature diagram fig. 10.1)
p
v
= ............................................
maximum pressure losses between the feed pumps and the mixing
unit [bar]
p
1
= .........................................
maximumpressure change difference across the pressure regulating
valve of the feed systembetween minimumand maximumflow. Refer
to 10.4.2
p
2
= .........................................
Example
HFO of 730 cSt at 50 C
approx. 145 C Required system temperature: ................................
pv = 3.2 bar Water vapour gauge pressure at 145 C .................
p1 = 0.5 bar Press. losses between feed pump and mixing unit: .
p2 = 0.6 bar
Press. change difference across the pressure regu-
lating valve: ..............................................................
Delivery pressure = 3.2 + 1 + 0.5 + 0.6 = 5.3
bar.
Substituting these values in the formula: ................
Electric motor
The electric motor driving the fuel oil feed pumps shall be sized large enough for the power
absorbed by the pump at maximumpressure head (difference between inlet and outlet pressure),
maximum fuel oil viscosity (600 cSt) and the required flow.
Version a2 10-7
10.4.2 Pressure regulating valve
The pressure regulating valve maintains the inlet pressure to the booster system practically
constant, irrespective of the actual amount of fuel consumed by the main engine and the
auxiliaries. It should have a flat steady state characteristic across the fuel oil recirculation flow
range.
Self- or pilot-operated which senses the upstream pressure to be
maintained through an external line. It is to be pneumatically or direct
hydraulically actuated with an additional manual control for emergency
operation. When using a pneumatic type, use a combined spring
type to close the valve in case of air supply failure.
Valve type: .................................
100 cSt, at working temp. (HFO 730 cSt at 50 C) Fuel oil viscosity: .......................
refer to feed pump capacity in table 7.1 Maximum capacity: ...................
approximately 20% of that of the feed pump Minimum capacity: ....................
max. 10 bar Service pressure: .......................
2 to 6 bar Pressure setting range: .............
0.8 bar, between 20% and 100% flow (upstream pressure build-up
over the valve capacity; between the minimum and maximum flow
capacity)
Inlet pressure change: ...............
ambient to 90 C Working temperature: ................
10.4.3 Mixing unit
Due to the small amount of fuel consumed there is need of a small mixing unit only. It is
recommended that the tank contains no more than approx. 100 litres. This is to avoid the
changeover from HFO to MDO or vice versa taking too long.
The mixing unit equalizes the temperature between the hotter fuel oil returning from the engine
and the cooler fuel oil from the service tank, particularly when changing over from heavy fuel oil
to marine diesel oil and vice versa.
cylindrical steel fabricated pressure vessel as shown in figure 10.2 Type: ..........................................
see figure 10.2 Capacity: ...................................
see figure 10.2 Dimensions: ...............................
10 bar Service pressure: .......................
according to the classification society Test pressure: ............................
ambient up to 150 C Working temperature: ................
10.4.4 High-pressure booster pump
positive displacement screw type with built-in overpressure relief
valve
Pump type: ................................
refer to table 7.1 Data for central freshwater cooling system(integrated
HT); the given flow rate is to be within an allowable tolerance of 0 to
+20%
Pump capacity: .........................
up to 6 bar Inlet pressure .............................
see table 7.1 Data for central freshwater cooling system (integrated
HT); final delivery pressure according to the actual piping layout
Delivery head: ............................
Electric motor (booster pump)
Refer to the remarks for electric motor for the feed pumps.
10-8 Version a2
10.4.5 Fuel oil end heater
steam, electric or thermal oil, tubular or plate type heat exchanger
suitable for heavy oils up to 730 cSt at 50 C
Heater type: ...............................
max. 12 bar, pulsating on fuel oil side Working pressure: .....................
ambient up to 150 C, outlet temperature on fuel oil side Working temperature: ................
= 0.75 x 10
-6
x CMCR x BSFC x (T
1
- T
2
) Heating capacity [kW]: ..............
= 1.32 x 10
-6
x CMCR x BSFC x (T
1
- T
2
) (at 7 bar gauge pressure
(kg/h))
Consumption of saturated
steam: ........................................
Where:
BSFC is the brake specific fuel consumption at the con-
tract maximum continuous rating (CMCR).
T
1
is the temperature of the fuel oil at the viscosimeter.
T
2
is the temperature of the fuel oil from the service tank.
The viscosimeter monitors the fuel viscosity before the supply unit and transmits signals to the
heater controls to maintain this viscosity by regulating the fuel temperature after the end heater.
WARNING
Figure 10.2: Fuel oil system mixing unit
Version a2 10-9
Insulation 007 Drain 005
Inlet, from feed
pump
003 Outlet 001
Mounting bracket
*1)
008 Heating coil 006 Vent 004 Inlet, return pipe 002
NOTICE
Configuration and dimensioning of the mixing unit have to comply with the relevant classification
society/rules.
*1) Mounting brackets for fixation on floor plate. The mixing unit must not be fitted unsupported
under any circumstances.
10-10 Version a2
10.4.6 Fuel oil filter
A mesh size of maximum10 micron (sphere passing mesh) is the absolute minimumrequirement
for the fuel oil filter. This specified filtration grade conforms to a high reliability and optimal
cleaning efficiency of the centrifugal separators.
Wrtsil Switzerland Ltd. clearly recommends the following filter arrangement:
Arrangement in the feed system (A)
Figure 10.3 A: If the requirement is for an automatic back-flushing filter, it is best to fit it on the
low-temperature side in the discharge from the feed pumps. Locating the filter at this point
reduces the risk of clogging due to asphaltene coagulation.
Back-flushing filter
100 cSt, for HFO of 730 cSt at 50 C Working viscosity: .....................
Feed pump capacity, refer to table 7.1 Data for central freshwater
cooling system(integrated HT). The given capacities cover the needs
of the engine only. The feed pump capacity must be increased by
the quantity needed for the back-flushing of the filter.
Flow rate: ...................................
10 bar
Service press. at filter inlet, after
feed pumps: ..............................
specified by classification society Test pressure: ............................
clean filter: max. 0.2 bar
dirty filter: 0.6 bar
alarm setting: max. 0.8 bar
Permitted differential press. at
100 cSt: .....................................
max. 8 bar differential across filter
Min. bursting press. of filter in-
sert: ...........................................
max. 10 micron, sphere passing mesh Mesh size: .................................
stainless steel mesh (CrNiMo) Filter insert material: ..................
Duplex filter
The installation of the automatic back-flushing filter on the low-temperature side does
not replace the need for a duplex filter fitted immediately before the supply unit.
The same technical data are applied as specified for the arrangement before the supply
unit. The filter mesh size (sphere passing) in this case is max. 0.060 mm (60 m).
NOTICE
Cat fines may, for various reasons, be present in the fuel when it enters the engine. Excessive
piston ring and cylinder liner wear is often caused by cat fines in the fuel oil. It is obvious that
other exposed parts, e.g. fuel pumps, fuel injection valves, piston rod and piston rod stuffing
boxes, will also be damaged if a high content of cat fines is present in the fuel oil.
Version a2 10-11
As an alternative, the following arrangement is possible:
Arrangement before engine inlet (B)
Figure 10.3 B: High temperature (booster circuit).
This filter is most important to protect the supply unit and is to be installed as close as possible
to the inlet of the supply unit. The absolute minimum requirements are met by using either of the
following filters: duplex filter or automatic back-flushing filter.
Filter type:
Change-over duplex (full flow)
heatable, designed for in-service cleaning, fitted with differential pressure gauge and high differential
pressure alarm contacts.
or
Automatic back-flushing filter
heated, with differential pressure gauge and differential pressure alarm contacts. Designed for
automatic in-service cleaning, continuous or discontinuous back-flushing, using filtered fuel oil or
compressed air techniques.
Further specifications/properties of the filters:
13-17 cSt Working viscosity: .....................
Booster pump capacity, refer to table 7.1 Data for central freshwater
cooling system(integrated HT). The given capacities cover the needs
of the engine only. If an automatic back-flushing filter type is installed,
the feed and booster pump capacities must be increased by the
quantity needed for the back-flushing of the filter.
Flow rate: ...................................
max. 12 bar at filter inlet Service pressure: .......................
specified by classification society Test pressure: ............................
clean filter: max. 0.2 bar
dirty filter: 0.6 bar
alarm setting: max. 0.8 bar
Permitted differential press.
at 17 cSt: ..................................
max. 8 bar differential across filter
Min. bursting press. of filter in-
sert: ...........................................
max. 10 m, sphere passing mesh Mesh size: .................................
stainless steel mesh (CrNiMo) Filter insert material: ..................
10-12 Version a2
Figure 10.3: Filter arrangements
Version a2 10-13
10.5 Drawings
10-10-15 107.334.419 c Fuel Oil System, 6-14RT-flex96C-B.....................................................
10-10-17 107.333.729 b Fuel Oil System, Main Circuit, 6-14RT-flex96C-B...............................
10-10-18 107.337.913 - Mixing Unit, To Fuel Oil System, 6-14RT-flex96C-B............................
10-10-20 107.341.454 - Instruction For Flushing, The Fuel Oil System, 6-14RT-flex96C-B......
10-10-31 107.246.880 b Concept Guidance, Fuel Oil Treatment, 6-14RT-flex96C-B.................
10-10-46 107.428.377 - Distillate Fuels, Installation Aspects, 6-14RT-flex96C-B.....................
10-14 Version a2
Version a2 10-15

10-16 Version a2

Version a2 10-17

10-18 Version a2

T_D&D_Drawing_prescription-portrait 1 of 1 341_454___.doc
Release: 22.07.03 14.04.2004

1 Flushing the fuel oil system
1.1 Introduction
A correct manufacturing of the pipes avoids the presence of scales, slag and spelter. It is a fact
that the expense for special welding methods, e.g. inert gas welding, is worthwhile when consider-
ing the costs of an extensive flushing procedure or the grinding and cleaning work if using normal
electric arc welding or welding with electrodes. A thorough cleaning of the pipes before mounting is
a must.
It is absolutely essential to ensure that the fuel oil systems are clear of all foreign matter before cir-
culating fuel oil through to the engine. A systematic approach is to be adopted prior to commission-
ing when the tanks, pipe work, filters, end heaters, pumps, valves and other components are
flushed and proved clear by observation and physical inspection. All fuel oil tanks are to be in-
spected and cleaned by hand to remove all residuals build-debris; special attention is to be paid to
very small loose particles of welding matter such as spelter and slag.
The pipes of the entire fuel oil system on the plant side are to be flushed separately.

1.2 Preparation before flushing
1. By-pass the fuel oil connections immediately before the supply unit by means of temporary hoses
or pipes as shown in the figure.
2. Install in the by-pass line a temporary filter with a mesh size (sphere passing mesh) of max. 0.03
mm and equipped with magnetic elements.
Alternatively, the plant fuel oil duplex filter, if available, can be used under the condition that the fil-
ter inserts are of mesh size (sphere passing mesh) of max. 0.03 mm. After flushing the filter, in-
serts are to be replaced by the original ones and the filter housing to be cleaned.

1.3 Flushing procedure
1. Fill the daily tank with sufficient marine diesel oil (MDO).
2. Circulate the MDO in the daily tank using the separator(s) and pre-heater(s) to maintain the
cleanliness and the MDO temperature at approximately 30 C. Operate the separator(s) until the
flushing procedure is completed.
3. Circulate the MDO through the whole fuel oil system back to the daily tank by running the feed and
booster pump.
Both pumps (feed and booster pump) must be in operation to ensure a correct fuel oil circulation
through the whole fuel oil system. As the capacity of the booster pump(s) is higher than the one of
the feed pump(s), part of the fuel returns, via the mixing tank, directly to the booster pump.
The fuel must circulate freely in the return pipe to the daily tank and from the feed pump to the mix-
ing unit.
The main and stand-by pumps are to be alternatively operated. Observe the suction and discharge
pressure carefully; do not let run the pumps hot. Observe the pressure drop through the filters too.
4. During the flushing procedure, the pipes are to be periodically tapped to help loosen any foreign
matter that may be present. If available, vibrators are to be used. All pipes used during the engine
operation must be flushed, including by-pass lines. Inspect and clean all filters in the fuel oil system
periodically.
Drain the dirt of all equipments (mixing unit, end heater, etc.) where dirt can accumulate.

Flushing is to be continued until absolutely no residues can be found in the filters:
No metallic particles adhere to the magnetic inserts and no residues are detected in the bottom of
the filter housing. When the fuel oil system proves clean, the temporary flushing equipment can be
removed and the engine connected to the fuel oil system.
PC

Replaced by:

Substitute for:
RTFL

THE FUEL OIL SYSTEM
Group
9723

Verif: M. Lthi 13.04.04 4-107.341.454

1/2

Version a2 10-19


RTFL


THE FUEL OIL SYSTEM
4-107.341.454
Group

9723

2/2

File name: 341_454___.doc

By-pass
with temporary flushing filter
F
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o
m

d
a
i
l
y

t
a
n
k
T
o

d
a
i
l
y

t
a
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Supply unit
31
32
F10.5290

10-20 Version a2

ISO-Basic Document AD-T1-prescription-portrait / No. AD-T1-11 / Rev.1.0 / Created: 15.02.01
WNSCH / 107_246_880_a.doc

Systems Engineering
Concept Guidance

FUEL OIL TREATMENT

Summary

The key to proper fuel oil treatment lies in good centrifugal separation; the centrifugal
separators being the most important part. Good separation performance depends on correct
selection, installation and operation of the separators. Other equipment, e.g. decanters,
homogenisers, etc. do not substitute for the use of centrifugal separators. It is advisable to
use fuel oil separators without gravity discs, which are self-adjusting to various fuel densities.

A mesh size of 34 microns is the absolute minimum requirements for the fuel oil filter. This
specified filtration grade conforms to a high reliability and optimal cleaning efficiency of the
centrifugal separators.

Experience gained so far has shown that cat fines may, for various reasons, be present in the
fuel when entering the engine. Excessive piston ring and cylinder liner wear on all cylinders is
often caused by cat fines in the fuel oil. It is obvious that other exposed parts e.g. fuel pumps,
fuel injection valves, piston rod and piston rod stuffing boxes will be also damaged if a high
content of cat fines is present in the fuel oil.

The use of an automatic self-cleaning filter with a mesh size of 10 microns will additionally
protect the engine from serious damages by removing cat fines which may have passed
through the separator(s) and also indicate changes in the separator efficiency and / or in the
fuel quality.

The installation of such an automatic filter in the fuel oil system implies additional costs, but
these will be quickly paid off when damages to the engine due to cat fines can be avoided.
Such additional investments should especially be considered where, due to the ship's trading
route, the risk of bunkering fuel with high cat fines content is prevalent.

A EAAD082173 2010-09-13

Replaced by:
B EAAD082956 2011-05-18

Substitute for:

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Concept Guidance
Fuel Oil Treatment
Group
9723

WrtsilSwitzerlandLtd.
Drawn: M. Lthi 14.05.01
Verif: M. Lthi 10.07.01 E 4-107.246.880

1/11

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File name: 107_246_880_a.doc

Fuel Oil Treatment

System Layout

The standard fuel oil treatment system shown in figure 1 mainly consists of:

The storage system: settling (017, 018) and service tanks (019, 020) with transfer pumps
The separator supply pumps (023)
The self-cleaning HFO separator (025)
The self-cleaning MDO separator (034)

Pre-cleaning of the fuel is achieved in the tanks, especially in the settling tank(s), where
water and sediment settle out by gravity.

However, the gravitational settling out of water and sediment in heavy fuel oils is an
extremely slow process due to the small difference in densities. The settling process is a
function of the fuel surface area in the tank, the viscosity, the temperature and the density
difference. Heated large surface area tanks enable better settling than heated small surface
area tanks.

Most design features of the service tank are similar to those of the settling tank, having self-
closing sludge valve, level monitoring device and remote closing valves in the discharge
leading to the separators and engine systems. The service tank is to be equipped with a
drain valve arrangement at its lowest point, an overflow to the overflow tank and recirculating
piping to the settling tank. The recirculation pipe is located in the lower part of the service
tank to drain water to the settling tank, water which may still be present in the fuel after
leaving the separators (e.g. due to condensation or coil leakage). A pipe to the separators
should be provided to re-clean the fuel in case of dirty water contamination. This pipe should
be connected just above the drain valve at the service tank bottom.

The fuel is cleaned either during the transfer from the settling tank (017, 018) to the service
tank (019, 020) or by recirculating from and to the service tank. Ideally with the main engine
operating at CMCR, the fuel oil separator(s) should be able to maintain a flow rate from the
settling tank to the service tank including a continuous overflow back to the settling tank. The
sludge valve is to be operated at regular intervals to check the presence of water, being an
important indication of the condition of the separator(s) and heating coils.

The fuel treatment in itself lies in good centrifugal separation, the centrifugal separators being
the most important part of the fuel oil treatment system.

We must once more stress that decanters, homogenisers and "other magic equipments" do
not replace the use of centrifugal separators. Filters, even with a fine filtration grade, are only
to be considered complementary to the separators.

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Centrifugal Separators

Centrifugal separators have proved to be the most effective means of removing fuel contami-
nants, both water and solids can be effectively removed. The separation efficiency depends
on the fuel density, viscosity and flow rate. It also depends very much on correct installation
and operation.

The effective separator throughput must be in accordance with the maximum fuel oil con-
sumption of the diesel engine plant plus a margin of about 20%.

Throughput capacity = 1.2 CMCR BSFC/1000 [litre/hour]

Where:

BSFC = brake specific fuel consumption at CMCR [g/kW h]
CMCR = contracted maximum continuous rating [kW]

The nominal separator capacity and the installation are to comply with the recommendations
of the separator manufacturer.

It is very important to keep the fuel temperature as well as the flow rate to the separators
constant.

Separator Type

Self-cleaning separator without gravity disc

It is advisable to use fuel oil separators without gravity discs to achieve the process
requirements of the marine diesel oils and heavy fuel oils of 730 cSt. These separators are
self-adjusting and do not require gravity discs to be changed for different fuel densities.
Further, manufacturers claim extended periods between overhaul and greatly improved
reliability, thus enabling unattended onboard operation. One of the main features of these
separator types is that only a single unit is required. Such a unit operates as a combined
purifier/clarifier. However, practice is to install a stand-by separator as back-up, being of
advantage to use this separator to improve the separation result. For the operation of both
separators, in-parallel or in-series, refer to the manufacturer's instructions.

Self-cleaning separator with gravity disc.

These types are operating in series with the fuel being purified in one and clarified in the
other, thus two separators are required. The clarifier improves the separation result and
acts as a safety device in case the purifier is not properly adjusted. It is important when
processing heavy fuel oils that strict adherence is made to the separator manufacturers
recommendations. If using these separators it will be of advantage to install an additional
separator to be used for marine diesel oil only in order to avoid the changing of gravity
discs when changing over from HFO to MDO separation.

The separator arrangement shown in figure 1 allows operating one unit only or alternatively
both units, either in-parallel or in-series.

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Homogeniser

The application of homogenisers in the fuel oil system was topical some 15 years ago.
Today, this kind of equipment seems to appear again, mainly when emulsified fuel is
considered in order to further reduce the NO
x
emissions of marine diesel engines. A
homogeniser performs the same function as an emulsifier, but in addition reduces the size of
agglomerates of asphaltene and disperses them throughout the fuel.
Besides its emulsifying function, homogenisers may, therefore, act as safeguard impairing
possible asphaltene sludge precipitation. In this case, the most appropriate position for a
homogeniser will be on the high-temperature side of the fuel oil system to prevent clogging of
the filter installed close to the engine inlet.
It is also suggested to install a homogeniser before the centrifugal separators to reduce the
amount of asphaltenes removed by separation. With this arrangement, the danger of forming
a water-fuel emulsion before entering the separators is high. We are, therefore, of the opinion
that such an arrangement of the homogeniser must be avoided, as it is nearly impossible to
separate such an emulsion.

Filters

Standard Requirement

As a final step to safe operation of the engine injection system a full flow filter is always in-
stalled in the fuel oil system. It has to be located as close as possible to the inlet of the fuel
injection pumps.

The absolute minimum requirements for RTA engines are met by using the following filter:

Changeover duplex (full flow) type, heatable, designed for in-service cleaning, fitted with
differential pressure gauge and high-differential pressure alarm contacts.

Absolute mesh size: max. 34 microns mm (sphere passing mesh), which corresponds to a
nominal grade of filtration of about 20 microns at a retention rate of 90%.

The above specified filter mesh size applies to a high reliability and optimal cleaning
efficiency of the centrifugal separators; no further protection being thus required.

Automatic Self-cleaning Filter

With the increasing degree of automation onboard, automatic self-cleaning filters instead of
duplex filters tend to be now in general use. The automatic self-cleaning filter is installed
either close to the inlet of the fuel injection pumps or on the low-temperature fuel side in the
discharge of the feed pumps. In this location, the automatic self-cleaning filter is combined
with a duplex filter fitted immediately before the fuel injection pumps.

Automatic Self-cleaning Filter with Fine Mesh

The next step to improve the overall fuel oil cleaning is to apply an automatic self-cleaning
filter type with a finer mesh size than the above-specified one.

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As mentioned above, centrifugal separators are the most effective means of removing water
and solids, including catalyst fines (cat fines). However, experience gained so far indicates
that cat fines may still be contained in the fuel when entering the engine. This for the
following reasons:

More cat fines contained in the fuel than appear in the fuel analysis results.
Temporarily increased contamination of the fuel. Cat fines accumulated in the sediment
from previous bunkers in the fuel tanks, also in the service tank, have mixed into the fuel
when the sediment is stirred in bad weather.
Cat fines not sufficiently removed in the separator, owing to incorrect separator selection,
installation, emulsion, etc.

The use of an automatic self-cleaning filter with an absolute mesh size of 10 microns,
corresponding to a nominal filtration grade of about 5 microns, has two functions:

Additional protection
By removing the solids, especially cat fines, which may have, for some reason, passed
the separator(s).

Indication
A higher frequency of back flushing and/or steady increase of the pressure drop through
the filter than usually registered will indicate a change in the separator efficiency and / or in
the fuel quality.

Except for the mesh size, the filter specifications given in the relevant MIM are valid for this fil-
ter too.

Filter Arrangement

The best is to install the automatic self-cleaning filter (006) on the low-temperature fuel side
in the discharge of the feed pumps as shown on figure 1. In this position, with fuel
temperatures between 80C and 90C, the risk of filter clogging due to asphaltene
coagulation is considerably reduced. This is an important consideration, especially when fine
filters are used.

Another position is before the service tank, downstream of the separators. In this position, the
automatic self-cleaning filter will, as monitoring element, quicker react to malfunction of the
separators. This arrangement is more complicated because additionally it requires a buffer
tank and pump to avoid a restriction of the fuel flow after the separator. Such an arrangement
was common before the use of separators without gravity disc but today is practically no
longer applied.

Cleaning

The finer the mesh size, the more difficult it is to clean the filter elements. One well-proven
cleaning method is back flushing supported by compressed air. The drain pipe from the filter
is to be sized and fitted to allow free flow into the overflow tank.
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Other cleaning methods, for example the application of ultrasonic waves acting on the filter
surface to be cleaned, are also applied. However, the experience with such cleaning
methods seems rather limited, at least to our knowledge.

Duplex Filter

The installation of an automatic self-cleaning filter (006) downstream of the feed pumps (004)
does not replace the need for the duplex filter (014) fitted immediately before the fuel
injection pumps, as shown in figure 1.
The absolute filter mesh of this duplex filter can be increased from max. 34 microns to
max. 60 microns.

The application of an automatic self-cleaning filter with a mesh size of 10 microns as shown
on figure 1, instead of a duplex filter, involves higher investments. However, the additional
protection of the engine provided by this filter compensates by far for such expenditure

At this point, it is worth, to recall again the main properties of the cat fines and their harmful
influence on the engine components.

Catalyst Fines (Cat Fines)

The majority of the refineries employ catalytic cracking process. The high density cat bottoms
or catalytic cracking fractionator bottoms are blended to residual components to reduce the
viscosity. The high aromaticity of the bottoms increases the ability of heavy fuel oil to dissolve
asphaltenes and thus reduces the risk of incompatibility.

If the fluidised catalytic cracking (FCC) operates correctly the catalyst is recovered. The cata-
lyst is expensive and is not considered to be a waste product.

Cat fines in bunker are more common in some areas of the world than in others. They are de-
tected by an analysis of the aluminium (AI) and silicon (SI) content of the fuel oil. Our specifi-
cation allows a bunker limit of a combined maximum content of 80 mg/kg aluminium and sili-
con. After treatment, an aluminium and silicon content of up to 15 mg/kg is tolerable at the
engine inlet, refer to chapter Fuel oil requirements of the relevant ESPM or MIM.

Size and Shape

The catalyst in oil refining consists of very hard porous round particles. The catalysis takes
place on the surface of the particle. The particles must have a ratio of the largest possible
surface area to the volume, be of light weight and have high crush strength.

The mean particle size of fresh catalyst is 70 microns (range 20 to 150 microns) and 75% of
the particles are larger than 25 microns. But the size is reduced during circulation in the
refinery and by the time the catalyst particle reaches the fuel oil as cat fines the average size
is reduced to less than 20 microns (range 5 to 50 microns). The largest particle size in fuel oil
depends on the settling process of the fuel.

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Composition

In the past catalyst was made from pure silica (SIO
2
) or alumina (AI
2
O
3
). Now materials, such
as faujosite that is similar to porcelain, are used. These materials contain not only aluminium
and silicon, but also smaller amounts of sodium, calcium, magnesium, potassium, etc. The
content by weight of cat fines in heavy fuel oil is 3 to 15 times that of aluminium. A good
approximation is the amount of catalyst by weight to twice the combined content of aluminium
and silicon.

Cat Fines + Water

Cat fines are highly hydrophilic. If water is present in the fuel, they are absorbed into water
droplets and removed with the water separated in the fuel oil separator. The density of fresh
water is similar to that of high-density fuel at the separation temperature. If the fuel oil
separator cannot remove water, in particular fresh water, then the cat fines will also not be
removed. When fuel oil is stirred, it mixes with water and an emulsion results, which becomes
more difficult to separate. A decanter or a homogeniser upstream of the separator therefore
hinders the cat fine removal because of the stirring effect.
Used automotive lubricating oil containing strong detergents present in the fuel oil is
considered to cause water emulsification making the removal of cat fines more difficult.

Effects of Cat Fines on Engine Components

The sudden emergence of excessive piston ring and cylinder liner wear on all cylinders of low
speed diesel engines is often caused by cat fines contained in the fuel oil. The existence of
cat fines is recognised by erosion on the spill valve stem of the fuel pump and by the
numerous particles found embedded in the graphite flakes of the running surfaces by
microscopic examination of piston rings and liner replicas (see figure 2 and figure 3). Cat
fines primarily cause abrasion on piston ring and liner, but some are retained in the graphite
flakes of the metal surface and these continue to abrade the running components for long
periods after they have entered the engine. When the running surface of an older liner is
examined microscopically it is often possible to find a few cat fines trapped in the surface
structure and worn down level with the surface. Cat fines of 10 to 20 microns are the most
dangerous, as they are most readily caught in the oil film and embedded in the fine graphite
structure of rings and liners. Smaller particles tend not to cause wear and larger particles are
hardly held in the oil film.

The main problem caused by cat fines is ring and liner wear. But if the fuel oil is heavily
contaminated with cat fines on all other exposed surfaces can occur:

Fuel pumps
Seizure, wear, if particles size equals clearance between barrel and plunger
Fuel injection valves
Seizure, wear, on nozzle holes and needle seat
Piston rod, piston rod stuffing boxes
Excessive wear, excessive supply of oil to piston rod stuffing box

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A cylinder liner surface, which has been roughened by cat fines, is more susceptible to corro-
sive wear, and the combination of cat fines and corrosive wear can be very severe. The wear
profile of a cylinder liner damaged by cat fines shows high wear and often excessive worn
section in the upper mid-stroke region.

After the engine has been damaged due to cat fines in the fuel oil, piston rings with cat fines
embedment must be replaced. Otherwise damage will continue even if the fuel no longer
contains cat fines.

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Figure 1: fuel oil treatment system
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Description:
001 Main engine
002 Three-way valve, manually or remotely controlled
003 Suction filter, heated *2)
004 Low pressure feed pump
005 Pressure regulating valve *1)
006 Automatic self-cleaning filter, heated *2)
007 Mixing unit, heated and insulated
008 High pressure booster pump
009 Fuel oil end-heater
010 FW Fuel oil cooler
011 Chiller
012 Fresh water circulating pump
013 Viscosimeter
014 Fuel oil duplex filter with max. 60 microns mesh size, heated *2) *3)
015 Temperature sensor
016 Pressure retaining valve
017 HFO settling tank, heated and insulated
018 HFO/LSHFO settling tank, heated and insulated
019 HFO service tank, heated and insulated
020 LSHFO service tank, heated and insulated
021 MDO service tank
022 Suction filter
023 HFO/LSHFO separator supply pump, with safety valve
024 HFO/LSHFO pre-heater
025 Self-cleaning HFO/LSHFO separator
026 Three-way valve, diaphragm operated
027 Sludge tank
028 Fuel oil overflow tank
029 Air vent collector
030 Air vent manifold
031 MDO suction filter
032 MDO separator supply pump, with safety valve
033 MDO pre-heater
034 Self-cleaning MDO separator

Remarks:
*1) The return pipe may also led to the HFO service tank.
*2) Trace heating is acceptable
*3) To be arranged as close as possible to the engine

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Magnification 280:1 Magnification 1200:1

Severe abrasion on running surface, Cat fines approx. 10 microns in diameter
cat fines trapped in graphite flake with a hardness of 824 Vickers

Magnification 84:1

Cat fines
Cylinder liner surface TDC,
exhaust side.
Several cat fines embedded in
the matrix. Strong abrasive
wear due to cat fines
Cat fines
Figure 2: microscopic examination of piston ring replicas
Figure 3: microscopic examination of cylinder liner replicas
Version a2 10-31

Q-Code
X X X X X

- 77-747 08.01.10

Replaced by:

Substitute for:

RTMOT
Distillate Fuels
Installation Aspects
Group
9723


Verif:: C. Van Gijssel 30.11.09

4-107.428.377

1 / 15

System Engineering
Concept Guidance
OPERATION ON DISTILLATE FUELS - IMPACT ON THE INSTALLATION

Table of contents:
1. Introduction.....................................................................................................2
2. Fuel oil viscosity..............................................................................................2
3. Fuel oil system................................................................................................3
3.1 Pressurised fuel oil system.............................................................................4
3.1.1 Cooler position................................................................................................4
3.1.2 Cooler principle...............................................................................................4
3.1.3 Cooler heat dissipation...................................................................................4
4. Fuel change-over procedure...........................................................................7
4.1 Change-over from DO to HFO........................................................................7
4.2 Change-over from HFO to DO........................................................................7
5. Cylinder oil lubrication.....................................................................................8
6. Cylinder oil lubricating system........................................................................8
7. Enclosures......................................................................................................9

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1. Introduction
Current and foreseen marine fuel legislation is limited to prescribing the maximum
sulphur content of marine fuel oils or to reduce the sulphur in the exhaust gas with
alternative methods equivalently.
The availability of fuels with various sulphur levels is not yet fully clear. However, as the
demand for sulphur content in the fuel is reduced below 0.5%, the possibility of distillate
fuel increases.
According to ISO 8217 standard, distillate fuels are categorised as DMX, DMA (also
called MGO) and DMB (often called MDO). DMX is emergency fuel with a lower
flashpoint, coming with additional storage precautions. Due to the low flash point, this fuel
would not normally be used in marine diesel engines: DMA and DMB being the most
common distillate fuels.
Wrtsil Switzerland allows for its engines to be operated on all fuels supplied under the
ISO 8217 standard.
This guide line is to mainly give information about the impact on the installation side,
when using distillate fuels according to ISO 8217 standard. It is valid for RT-flex and RTA
engines.

2. Fuel oil viscosity
The current recommendation for fuel viscosity at the fuel injector is 13 to 17cSt when
operating on HFO. However, this viscosity level cannot be met with MDO and MGO
unless the fuel is cooled down to very low temperatures.
Experience has however shown that viscosities for grades DMA and DMB distillate fuels
have no adverse affect on the operation of the fuel system components: a nominal lower
viscosity level of 2 cSt at the fuel pump is recommended.
To achieve this level a cooler may be required depending on the actual temperature of
the distillate fuel delivered to the engine.
Table 1, page 9, shows the ISO 8217 standard. As example, the viscosity of the DMA
grade as a function of the temperature is shown in figure 2, page 10.
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3. Fuel oil system
A complete fuel oil system including the fuel oil treatment with a tank arrangement for
various fuel oil qualities and the pressurised system is shown in figure 3, page 11.
The tank arrangement shown in this enclosure is one possibility among several others.
Further possible tank arrangements, as example:

1) HFO 1 settling tank +1 service tank
LSHFO 1 settling tank +1 service tank
DO 1 settling tank +1 service tank

2) HFO 2 settling tanks +1 service tank
LSHFO 2 settling tanks +1 service tank
3) HFO & LSFO combined 2 settling tanks
HFO 1 service tank
LSHFO 1 service tank

Remark concerning the fuel oil pumps
The feed and booster pump capacities should be specified for the lower fuel oil viscosity,
which normally corresponds to the MDO grade (7 - 11 cSt at 40C). With lower fuel
viscosities, the nominal pump capacities will decrease, therefore this has to be
considered when determining the capacities of the feed and booster pumps.
Furthermore, the lower lubricating capacity of distillate fuels with low viscosity compared
to HFO may influence the lifetime of the feed and booster pumps, especially when
operating long periods with these fuels. Therefore, the advice of the pump manufacturers
should be sought regarding pump performance when operating with distillate fuels.
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3.1 Pressurised fuel oil system
The main difference to the standard pressurised fuel oil system is the adding of a cooler,
as shown in figure 4, page 13, to cool down the DO depending on the used viscosity
grade.

3.1.1 Cooler position
The cooler-chiller unit should be located before the viscosimeter with the sensor to
control the fuel temperature located close to the engine inlet.
Other locations, as for example in the fuel engine return line, are not recommended. The
advantage of locating the cooler close to the engine inlet is to reduce as far as possible
the reaction time of the fuel temperature control as it is done with fuel end heater, which
is also located in the fuel delivery line to the engine.

3.1.2 Cooler principle
There are two possible cooling principles:
- Direct cooling: where the heat exchange directly occurs between the distillate fuel
and the refrigerant (refrigerant fuel).
- The indirect-cooling: Where the refrigerant cools down fresh water (FW), which in
turns cools down the distillate fuel (refrigerant FW / FW distillate fuel), as
shown in figure 4.

The double heat exchanger arrangement is favoured basically in the event of fuel or
refrigerant leakages; therefore direct cooling seems to be not accepted by the
classification societies. However, shipyards should approach class for their advice / rules
regarding direct cooling systems.
Seawater as coolant is, of course, not recommended at all.

3.1.3 Cooler heat dissipation
The cooler heat dissipation (Q) is determined by the following formula:

Q = [ ] kW DT cp m

Where: m mass of the distillate fuel passing the cooler [kg/s]
cp specific heat capacity of the distillate fuel [kJ /kg C]
cp 2.0 2.2 kJ /kg C
DT T1 T2
T1 temperature at the cooler inlet [C]
T2 temperature at the cooler outlet [C]
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The temperature (T1) results from the mixing of the fuel part returning from the engine
(temperature Tr) and the distillate fuel supply to the engine (temperature T1); the distillate
fuel amount corresponding to the actual fuel consumption, see below figure.
The temperature difference (Tr T2) corresponds to the fuel temperature increase
across the engine injection system.

T2
T1
chiller
unit
To the engine
From the engine
Distillate fuel supply T1'
Tr

Figure 1

The below formulae allow to determine the required heat dissipation at 100% engine
load by taking into account the temperature increase across the engine.

For RT-flex engines
Q =
[ ]
6
10 42 . 1
) 6 (
+ DT P BSFC

For RTA engines
Q =
[ ]
6
10 42 . 1
) 12 (
+ DT P BSFC

Where: Q Cooler heat dissipation at 100% engine load
BSFC Specific fuel consumption at design conditions and 100%
engine load [g/kWh]
P Engine power at 100% CMCR [kW]
DT T1 T2
T1 Temperature of the distillate fuel supply [C]
T2 Distillate fuel temperature required at engine inlet [C]
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At 100% engine load, the temperature at the cooler inlet (=mixing temperature T1) can
simply be determined by the following formulae:

For RT-flex engines
T1 =
73 . 2 2 545 . 0 1 455 . 0 + + T T
[C]

For RTA engines
T1 =
46 . 5 2 545 . 0 1 455 . 0 + + T T
[C]

Example with RT-flex engine
7RT-flex82T
P =31640 kW, BSFC =170 g/kWh (design conditions)
Distillate fuel: DMA, viscosity 1.5 cSt at 40C, supply temperature T1 =45C,
to reach a viscosity of 2 cSt, DMA is to be cooled down from 45C to 22C
chosen T2 =20C

Q =
[ ]
kW kW 120 117
10 42 . 1
) 6 ) 20 45 (( 31640 170
6
=
+

T1 = C 34.1 73 . 2 20 545 . 0 45 455 . 0 = + +

Example with RTA engine
12RTA96C-B
P =68640 kW, BSFC =180 g/kWh (design conditions)
Distillate fuel: DMA, viscosity 1.5 cSt at 40C, supply temperature T1 =35C,
to reach a viscosity of 2 cSt, DMA is to be cooled down from 45C to 22C
chosen T2 =20C

Q =
[ ]
kW 235
10 42 . 1
) 12 ) 20 35 (( 68640 180
6
=
+

T1 = C 32.3 46 . 5 20 545 . 0 35 455 . 0 = + +
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4. Fuel change-over procedure (Refer to figure 3)
Changing over from diesel oil (DO) to heavy fuel oil (HFO) and vice versa
The change-over of the main engine operating mode HFO / DO or vice versa occurs
through the three-way valve installed in the suction line from the HFO and DO tank (see
figure 4, position 01).
When changing from one fuel to another however, thermal shock to the engine fuel
injection system (injection pumps, piping, etc.) has to be prevented. Sudden temperature
changes may lead to seizing of the fuel pump plungers; this may affect the
manoeuvrability of the ship, or result in fuel pipe leakage with the risk of fire.
Not only the temperature increase when changing over from DO to HFO is important, but
also the temperature decrease when changing over from HFO to DO.
The experience gained so far shows that the use of change-over valves (01) with time
delay (e.g.: 10 duration from 100% on HFO to 100% DO), and acting therefore as mixing
valves, has not been very successful. This is due to the fact that to mix both fuels
properly, the HFO and DO pressures at the valve inlet must be equal, which, in practice,
is hardly feasible.

A metering device gradually mixing DO and HFO to obtain the required temperature
gradient could be foreseen. However, such a metering device will require additional
components (pumps, mixing valve, etc.) to the existing fuel oil circuit and is considered as
not necessary.

4.1 Change-over from DO to HFO
The fuel viscosity is controlled by the viscosimeter and the increase in the fuel
temperature itself can be manually or automatically controlled. Depending on the
viscosimeter type, a temperature ramp (gradient) can be set to automatically control the
change in temperature. The maximum temperature gradient must not exceed 15 C/min.
The engine load must not exceed 75% of CMCR until the change-over procedure is
finalised and the required HFO viscosity (13 to 17 cSt) is reached. The trace heating on
the engine and installation side must be turned on at the same time when changing over.
The change-over procedure itself is detailed in the relevant engine operating manual.

4.2 Change-over from HFO to DO
In this case, the temperature change cannot be influenced by the viscosimeter, but by the
fuel volume available in the fuel system (as well as by the involved steel mass of the fuel
system).
The mixing unit (04) serves to equalise the fuel oil temperature between the hot surplus
heavy fuel oil returning from the engine and the heavy fuel oil from the service tank. It
also provides an additional fuel volume, which limits the temperature gradients when
changing over from HFO to DO or vice versa.
10-38 Version a2

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A large capacity of the mixing unit will be of advantage in further reducing the
temperature gradient. This will however increase the period for which both fuels are
present together, and consequently the risk of compatibility problems may increase.
The pipe diameters are normally dictated by the fluid velocity, however, the use of larger
pipe diameters as required for the fuel oil pressurised circuit will be of advantage too, e.g.
DN80 instead of DN65
A suggested measure to reduce the temperature difference between both fuels before
changing over is to increase the DO temperature in the service tank. Such a measure
should be considered with caution: the flash point of distillate fuels being rather low, e.g.
60C for DMA grade. Further, this measure can be considered as a waste of energy: on
one hand the DO is pre-heated and on the other hand is cooled down again to reach the
required viscosity before entering the engine.
Figure 5, page 14, shows, as example, the progression trend of the fuel temperature as a
function of the time for various engine loads by switching the change-over valves (01)
from HFO to DO without any time delay. The highest temperature drop resulting in the
highest temperature gradient takes place just after the change-over as it can be seen on
this enclosure.

The engine load must be lower than 50% CMCR until the change-over procedure is
finalised and until the required DO viscosity ( 2 cSt) is reached. After a short period
following the change-over from HFO to DO, the trace heating on the engine and
installation side must be shut off. The change-over procedure itself is detailed in the
relevant engine operating manual.

5. Cylinder oil lubrication
For operation on fuel with a sulphur content lower than 1.5%, the cylinder oil feed rate
should be low and have 40BN. This is in order to prevent build-up of deposits, originating
from un-neutralized hard calcium carbonate deposits.
Prior to changing over to distillate fuels the cylinder oil should be switched over to allow
for the higher BN oil to be flushed through. The time for this to be achieved depends on
the layout of the piping system, and in particular the volume. The use of low BN oil with a
fuel with higher sulphur content during this relatively short change-over period will not
have an adverse effect on the liner wear rates.

6. Cylinder oil lubricating system
Figure 6, page 15, shows an arrangement of the cylinder lubricating system with two
storage (01) and service tanks (02) for operation with high and low BN. The change-over
from one oil quality to another occurs by means of the three-way valve (04), which is to
be fitted as close as possible to the engine inlet, to avoid a too long time delay in the oil
delivery due to the oil volumes contained in the supply pipes when changing over.
Version a2 10-39

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7. Enclosures
ISO 8217 Fuel Standard - Marine Distillate Fuels

Parameter Unit Limit DMX DMA DMB DMC
Density at 15 C kg/m Max - 890 900 920
Viscosity at 40 C mm/s Max 5.5 6 11 14
Viscosity at 40 C mm/s Min 1.4 1.5 - -
Micro Carbon Residue at 10% Residue % m/m Max 0.3 0.3 - -
Micro Carbon Residue % m/m Max - - 0.3 2.5
Water % V/V Max - - 0.3 0.3
Sulphur
c
% (m/m) Max 1 1.5 2 2
Total Sediment Existent % m/m Max - - 0.1 0.1
Ash % m/m Max 0.01 0.01 0.01 0.05
Vanadium mg/kg Max - - - 100
Aluminium +Silicon mg/kg Max - - - 25
Flash point C Min 43 60 60 60
Pour point, Summer C Max - 0 6 6
Pour point, Winter C Max - -6 0 0
Cloud point C Max -16 - - -
Calculated Cetane Index Min 45 40 35 -
Appearance Cl ear & Bri ght - -
Zinc
d
mg/kg Max - - 15
Phosphorus
d
mg/kg Max - - 15
Calcium
d
mg/kg Max - - 30
c
A sulphur limit of 1.5% m/m will apply in SOx Emission Control Areas
designated by the International Maritime Organization, when its relevant
Protocol comes into force. There may be local variations.
d
The Fuel shall be free of ULO.
A Fuel is considered to be free of ULO if one or more of the elements
are below the limits. All three elements shall exceed the limits before
deemed to contain ULO.
Source: ISO 8217 Third Edition 2005-11-01
Petroleum products - Fuels (class F) - Specifications of marine fuels

Table 1
10-40 Version a2

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DMA (MGO) viscosity as a function of the temperature
0.0
0.2
0.4
0.6
0.8
1.0
1.2
1.4
1.6
1.8
2.0
2.2
2.4
2.6
2.8
3.0
3.2
3.4
3.6
3.8
4.0
4.2
4.4
4.6
4.8
-10 -8 -6 -4 -2 0 2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 40 42 44 46 48 50
Fuel oil temperature [degr. C]
V
i
s
c
o
s
i
t
y

[
m
m
2
/
s

(
c
S
t
)
]
Example:
DMA with a viscosity of 1.5 cSt at 40C, the fuel
should be cooled down to 22C to reach 2cSt.

Figure 2
Version a2 10-41

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Fuel oil system
0
1
0
2
0
3
0
4
0
5
0
6
1
3
1
2
T
o

H
F
O

/

L
S
H
F
O

s
e
r
v
i
c
e

t
a
n
k
F
r
o
m

H
F
O

s
e
r
v
i
c
e

t
a
n
k
F
r
o
m

M
D
O

s
e
r
v
i
c
e

t
a
n
k
1
6
1
7
1
4
1
5
1
8
1
9
1
9
1
9
1
9
2
0
2
1
2
2
2
3
2
4
2
5
2
5
2
5
2
6
2
7
2
8
F
r
o
m

M
D
O

s
e
t
t
l
i
n
g

t
a
n
k
*
1
)
1
9
1
9

&

D

F
i
g
u
r
e

3

F
o
r

l
e
g
e
n
d

a
n
d

a
d
d
i
t
i
o
n
a
l

i
n
f
o
r
m
a
t
i
o
n

r
e
f
e
r

t
o

t
a
b
l
e

2

A

T
h
e
s
e

3

c
h
a
n
g
e
-
o
v
e
r

v
a
l
v
e
s

s
h
o
u
l
d

b
e

i
n
t
e
r
c
o
n
n
e
c
t
e
d

B

C
h
a
n
g
e
-
o
v
e
r

L
S
H
F
O

a
n
d

H
F
O

f
o
r

f
u
e
l

t
r
e
a
t
m
e
n
t

C

C
h
a
n
g
e
-
o
v
e
r

L
S
H
F
O

a
n
d

H
F
O

f
o
r

M
E

o
p
e
r
a
t
i
o
n

D

C
h
a
n
g
e
-
o
v
e
r

L
S
H
F
O
/
H
F
O

a
n
d

M
D
O

f
o
r

M
E

o
p
e
r
a
t
i
o
n

10-42 Version a2

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Fuel oil system
01 Three-way valve, manually or remotely operated
02 Pressure regulating valve
03 Low pressure feed pump
04 Mixing unit, heated and insulated
05 High pressure booster pump
06 Fuel end-heater
[]
12 Viscosimeter
13 Fuel oil filter, heated
14 HFO settling tank, heated and insulated
15 HFO service tank, heated and insulated
16 MDO service tank
17 LSHFO settling tank, heated and insulated
18 LSHFO service tank, heated and insulated
20 HFO/LSHFO separator supply pump, with safety valve *2)
21 HFO/LSHFO separator supply pump, with safety valve *2)
22 HFO/LSHFO pre-heater
23 Self-cleaning HFO/LSHFO separator *3)
24 Self-cleaning HFO/LSHFO separator *3)
25 Three-way valve, diaphragm operated
26 MDO separator supply pump, with safety valve *2)
27 MDO pre-heater
28 Self-cleaning MDO separator

Table 2

Remarks:
*1) The return pipe may also be led to the HFO service tank.
*2) Pump may be omitted, if integrated in separator.
*3) Separator capacity related to viscosity in accordance with the instructions of the separator
manufacturer.
Version a2 10-43

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Pressurised fuel oil system

Refrigerant
HFO HFO
Distillate
fuel
01
03
04 05 06
07
08
09
10
11
02
12
13
14 15 16

Figure 4

01 Three-way valve, manually or remotely operated 11 Temperature sensor
02 Pressure regulating valve 12 Viscosimeter
03 Low pressure feed pump 13 Fuel oil filter
04 Mixing unit 14 HFO settling tank
05 High pressure booster pump 15 HFO service tank
06 Fuel end heater 16 Distillate fuel service tank
07 Chiller (cooler-chiller unit)
08 Fresh water circulating pump (cooler-chiller unit)
09 Temperature control valve (cooler-chiller unit)
10 FW fuel oil cooler (cooler-chiller unit)
10-44 Version a2

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Fuel oil temperature at the engine inlet as a function of the time when changing
over at once from HFO to DO
HFO temperature 145C
DO temperature 35 C
20.0
30.0
40.0
50.0
60.0
70.0
80.0
90.0
100.0
110.0
120.0
130.0
140.0
150.0
0 5 10 15 20 25 30 35
Ti me [mi n]
F
u
e
l

o
i
l

t
e
m
p
e
r
a
t
u
r
e

[
d
e
g
r
.
C
]
100%
75%
50%
40%
Engine load
H
F
O
-
D
O

m
i
x
t
u
r
e
D
O
Highest temperature gradients
(curve slopes)

Figure 5
Version a2 10-45

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Cylinder lubricating system

01 01
02 02
High BN
cylinder oil
Low BN
cylinder oil
03
04

Figure 6

01 Cylinder lubricating oil storage tanks
02 Deck connection
03 Cylinder lubricating oil service tanks

10-46 Version a2
11. Starting and Control Air Systems
Compressed air is required for engine starting, engine control, exhaust valve air springs, washing
plant for the scavenge air coolers, and general services.The starting and control air systemshown
in figure 11.1 comprises two air compressors, two air receivers, and systems of pipework and
valves connected to the engine starting air manifold.
Figure 11.1: Starting and control air system
Version a2 11-1
RT-flex96C-B Marine Installation Manual 11. Starting and Control Air Systems
11.1 Capacities of air compressor and receiver
The capacity of the air compressor and receiver depends on the total inertia (J
Tot
) of the rotating
parts of the propulsion system, too.
Total inertia = engine inertia + shafting and propeller inertia => (J
Tot
) = (J
Eng
) + (J
S+P
).
Propeller inertia includes the part of entrained water.
Engine inertia (J
Eng
) see section 11.1.1.
Relative inertia J
Rel
= J
Tot
/ J
Eng
.
The air receiver and compressor capacities of section 11.1.1 refer to a relative inertia (J
Rel
= 2.0).
For other values than 2.0, the air receiver and compressor capacities have to be calculated with
the winGTD and netGTD. It provides the capacity of the air compressor and receiver for relative
inertia values (J
Rel
).
Section 11.1.1 outlines the basic requirements for a system similar to figure 11.1 for maximum
engine rating. The winGTD and netGTD enable to optimise the capacities of the compressors
and air receivers for the contract maximum continuous rating (CMCR).
11.1.1 Air receiver and air compressor capacities
J
Eng
*2)
Starting air
Air compressors Air receivers
No. cyl.
Number of starts requested by the classification societies
for reversible engines
12
*1)
12
*1)
Free air delivery at Max. air pressure
30 bar 30 bar
[kgm
2
] Number x capacity
*3)
[Nm
3
/h] Number x volume
*3)
[m
3
]
258,500 2 x 375 2 x 12.5 6
288,200 2 x 390 2 x 13.0 7
340,000 2 x 390 2 x 13.0 8
382,000 2 x 405 2 x 13.5 9
405,000 2 x 420 2 x 14.0 10
454,800 2 x 420 2 x 14.0 11
489,300 2 x 435 2 x 14.5 12
528,000 2 x 450 2 x 15.0 13
565,600 2 x 450 2 x 15.0 14
Table 11.1: Air receiver and air compressor capacities
NOTICE
*1)
12 consecutive starts of the main engine, alternating between ahead and astern.
*2)
Data given for engines without damper and front disc on crankshaft but included smallest
flywheel
*3)
Data for air pressure of 25 bar are available on winGTD and netGTD.
11-2 Version a2
11. Starting and Control Air Systems RT-flex96C-B Marine Installation Manual
11.2 Starting and control air system specification
11.2.1 Starting air compressors
The discharge air temperature is not to exceed 90 C and the air supply
to the compressors is to be as clean as possible without oil vapour.
Generally: ...........................
refer to section 11.1.1. Capacity: ...........................
30 bar Delivery gauge pressure: ....
11.2.2 Starting air receivers
fabricated steel pressure vessels having domed ends and integrated pipe
fittings for isolating valves, automatic drain valves, pressure reading instru-
ments and pressure relief valves.
Type: ..................................
refer to section 11.1.1. Capacity: ...........................
30 bar Working gauge pressure: ....
11.2.3 Control air system supply
The control air is supplied fromthe board instrument air supply system(see figure 11.1) providing
air at 8 bar gauge pressure. The air quality should comply with the compressed air purity class:
2-4-2 according to ISO 8573-1 (2007-02-01).
Control air capacities
Capacity
[Nm3/h]
No. of
cyl.
Total Exhaust valve air spring Control system up to
35.4 14.4 21.0 6
37.8 16.8 21.0 7
40.2 19.2 21.0 8
42.6 21.6 21.0 9
45.0 24.0 21.0 10
47.4 26.4 21.0 11
49.8 28.8 21.0 12
52.2 31.2 21.0 13
54.6 33.6 21.0 14
11.3 General service and working air
General service and working air for driving air powered tools and assisting in the cleaning of
scavenge air coolers is also provided by the board instrument air supply system.
11.4 Drawings
11-11-5 107.333.320 d Starting Air System, 6-14RT-flex96C-B...............................................
Version a2 11-3

11-4 Version a2
11. Starting and Control Air Systems RT-flex96C-B Marine Installation Manual

Version a2 11-5
12. Leakage Collection System
Dirty oil collected from the piston underside is led under a pressure of approximately 2.8 bar to
the sludge oil trap and then to the sludge oil tank. The purpose of the sludge oil trap is to retain
the large amount of solid parts contained in the dirty oil and to reduce the pressure by means
of an orifice or throttling disc fitted at its outlet, so that the sludge oil tank is under atmospheric
pressure. The dirty oil from the piston rod stuffing box, which consists of waste system oil,
cylinder oil, metallic particles and small amounts of combustion products, is led directly to the
sludge tank. Condensate from scavenge air is formed when the vessel is operating in a humid
climate and is to be continually drained from the scavenge air receiver to avoid excessive piston
ring and liner wear. As a guide, the largest amount of this condensate which is to be dealt with
under extremely humid conditions is indicated in the Note on page 1-2.
WARNING
Version a2 12-1
RT-flex96C-B Marine Installation Manual 12. Leakage Collection System
12.1 Sludge oil trap
Figure 12.1: Sludge oil trap
12-2 Version a2
12. Leakage Collection System RT-flex96C-B Marine Installation Manual
Figure 12.2: Sludge oil trap
Version a2 12-3
Engine exhaust uptakes can be drained automatically using a system as shown in figure 12.3.
Figure 12.3: Arrangement of automatic water drain
WARNING
12.2 Air vents
The air vent pipes of the ancillary systems have to be fully functional at all inclination angles of
the ship at which the engine must be operational. This is normally achieved if the vent pipes have
an uninterrupted inclination of 5% minimum.
Such an arrangement enables the vapour to separate into its air and fluid components, discharging
the air to atmosphere and returning the fluid to its source.
12-4 Version a2
12.3 Drawings
12-12-6 107.337.988 a Leakage Collection/Washing Sys., 6-14RT-flex96C-B........................
12-12-7 107.337.945 c Leakage Collection/Washing Sys., 6-14RT-flex96C-B........................
12-12-8 107.425.369 - Sludge Oil Trap, 6-14RT-flex96C-B.....................................................
Version a2 12-5
12-6 Version a2

Version a2 12-7

12-8 Version a2
13. Exhaust Gas System
The following gas velocities are indicated as a guideline for an optimized exhaust gas system.
Figure 13.1: Determination of exhaust pipe diameter
13.1 Recommended gas velocities:
40 m/s Pipe A .................
25 m/s Pipe B .................
35 m/s Pipe C .................
Check the back pressure drop of the whole exhaust gas system (not to exceed 30 mbar).
13.2 Exhaust gas pipe diameters
Please refer to winGTD and netGTD
Version a2 13-1
RT-flex96C-B Marine Installation Manual 13. Exhaust Gas System
14. Engine-room Ventilation
The engine room ventilation is to conformto the requirements specified by the legislative council
of the vessels country of registration and the classification society selected by the shipowners.
Calculation methods for the air flows required for combustion and keeping the machinery spaces
cool are given in the international standard ISO 8861 Shipbuilding - Engine-room ventilation in
diesel engined ships; Design requirements and basis of calculations.
Based on ISO 8861, the radiated heat, required air flow and power for the layout of the engine
room ventilation can be obtained from the winGTD and netGTD on the Licensee Portal.
The final layout of the engine room ventilation is, however, at the discretion of the shipyard.
Figure 14.1: Direct suction of combustion air - main and auxiliary engine
Version a2 14-1
RT-flex96C-B Marine Installation Manual 14. Engine-room Ventilation
Figure 14.2: Direct suction of combustion air - main and auxiliary engine
14.1 Engine air inlet - Operating temperatures from 45 C to 5 C
Due to the high compression ratio, the RT-flex96C-B engine does not require any special
measures, such as pre-heating the air at low temperatures, even when operating on heavy fuel
oil at part load, idling and starting up. The only condition which must be fulfilled is that the water
inlet temperature to the scavenge air cooler is not lower than 25 C.
This means that when:
the combustion air is drawn directly from the engine room, no pre-heating of the
combustion air is necessary
the combustion air is ducted in from outside the engine room and the air suction
temperature does not fall below 5 C, no measures have to be taken.
The central freshwater cooling systemallows recovering the heat dissipated fromthe engine and
maintains the required scavenge air temperature after the scavenge air cooler by recirculating
part of the warm water through the low-temperature system.
14-2 Version a2
14. Engine-room Ventilation RT-flex96C-B Marine Installation Manual
14.1.1 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, the engine may operate over a wide range of
ambient air temperatures between arctic condition and tropical (design) condition (45 C).
To avoid the need of providing an expensive combustion air preheater, a system has been
developed that enables the engine to be operated directly with cold air from outside.
If the air inlet temperature drops below 5 C, the air density in the cylinders increases to such
an extent that the maximumpermissible cylinder pressure is exceeded. This can be compensated
by blowing off a certain amount of the scavenge air through a blow-off device as shown in figure
14.3.
Figure 14.3: Scavenge air system for arctic conditions
Figure 14.4: Blow-off effect under arctic conditions
Version a2 14-3
RT-flex96C-B Marine Installation Manual 14. Engine-room Ventilation
There are up to three blow-off valves fitted on the scavenge air receiver. In the event that the air
inlet temperature to the turbocharger 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 14.4 shows
the effect of the blow-off valves on the air flow, the exhaust gas temperature after turbine and
the firing pressure.
Control of the blow-off valves is effected by means of a signal generated by the temperature
sensors in the inlet piping. Care is to be taken that no foreign particles in the form of ice gain
access to the turbocharger compressor in any way, because they could lead to its destruction.
Reduction of the pipes cross sectional area by snow is also to be prevented.
NOTICE
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 preheated in the case of low-power
operation. The required heat is obtained from the lubricating oil cooler and the engine cylinder
cooling.
14-4 Version a2
14. Engine-room Ventilation RT-flex96C-B Marine Installation Manual
15. Pipe Size and Flow Details
15.1 Pipe velocities
The velocities given in table are for guidance only. They have been selected with due regard to
friction losses and corrosion. Higher velocities compared with those stated may be acceptable
when short piping runs, water properties and ambient temperature are taken into consideration.
Heavy fuel oil Marine diesel oil Lubricating oil Freshwater Seawater Medium
Nominal
pipe dia-
meter
mild steel mild steel mild steel mild steel steel galvanized
Pipe
material
delivery suction delivery suction delivery suction delivery suction delivery suction pumpside
0.6 0.5 1.1 0.9 1.0 0.6 1.5 1.5 1.4 1.0 [m/sec]
32
2.1 1.7 3.8 3.1 3.5 2.1 5.2 5.2 4.9 3.5 [m
3
/h]
0.7 0.5 1.2 1.0 1.2 0.7 1.7 1.7 1.6 1.2 [m/sec]
40
3.3 2.4 5.7 4.7 5.7 3.3 8.1 8.1 7.6 5.7 [m
3
/h]
0.8 0.5 1.3 1.1 1.4 0.8 1.9 1.9 1.8 1.3 [m/sec]
50
6.2 3.9 10.1 8.6 10.9 6.2 14.8 14.8 14.0 9.5 [m
3
/h]
0.9 0.6 1.4 1.2 1.5 0.8 2.1 2.1 2.0 1.5 [m/sec]
65
10.0 6.7 15.6 13.3 16.7 8.9 23.3 23.3 22.0 16.7 [m
3
/h]
1.0 0.6 1.5 1.3 1.6 0.9 2.2 2.2 2.1 1.6 [m/sec]
80
17.2 10.3 25.8 22.3 27.5 15.5 37.8 37.8 36.1 27.5 [m
3
/h]
1.2 0.7 1.6 1.4 1.6 0.9 2.3 2.3 2.2 1.8 [m/sec]
100
36 21 47 31 47 27 68 68 65 53 [m
3
/h]
1.4 0.8 1.7 1.5 1.7 1.1 2.5 2.4 2.3 2.0 [m/sec]
125
65 37 79 70 74 51 116 112 107 93 [m
3
/h]
1.6 0.9 1.8 1.5 1.8 1.3 2.6 2.5 2.4 2.2 [m/sec]
150
107 60 121 101 114 87 175 168 161 148 [m
3
/h]
- - - - 1.8 1.3 2.7 2.6 2.5 2.3 [m/sec]
200
- - - - 198 151 314 302 291 267 [m
3
/h]
- - - - - - - - 2.6 [m/sec]
Aluminium
brass
- - - - - - - - 302 [m
3
/h]
- - - - 1.9 1.3 2.7 2.7 2.6 2.5 [m/sec]
250
- - - - 330 238 494 494 476 458 [m
3
/h]
- - - - - - - - 2.7 [m/sec]
Aluminium
brass
- - - - - - - - 494 [m
3
/h]
- - - - 1.9 1.3 2.7 2.7 2.6 2.6 [m/sec]
300
- - - - 494 338 702 702 676 676 [m
3
/h]
Version a2 15-1
RT-flex96C-B Marine Installation Manual 15. Pipe Size and Flow Details
Heavy fuel oil Marine diesel oil Lubricating oil Freshwater Seawater Medium
Nominal
pipe dia-
meter
mild steel mild steel mild steel mild steel steel galvanized
Pipe
material
delivery suction delivery suction delivery suction delivery suction delivery suction pumpside
- - - - - - - - 2.8 [m/sec]
Aluminium
brass
- - - - - - - - 728 [m
3
/h]
- - - - 2 1.4 2.7 2.7 2.6 2.6 [m/sec]
350
- - - - 597 440 848 848 817 817 [m
3
/h]
- - - - - - - - 2.8 [m/sec]
Aluminium
brass
- - - - - - - - 800 [m
3
/h]
- - - - 2 1.4 2.7 2.7 2.6 2.6 [m/sec]
400
- - - - 780 575 1,108 1,108 1,067 1,067 [m
3
/h]
- - - - - - - - 2.8 [m/sec]
Aluminium
brass
- - - - - - - - 1,149 [m
3
/h]
- - - - 2 1.4 2.7 2.7 2.7 2.6 [m/sec]
450
- - - - 987 727 1,403 1,403 1,403 1,351 [m
3
/h]
- - - - - - - - 2.9 [m/sec]
Aluminium
brass
- - - - - - - - 1,507 [m
3
/h]
- - - - 2.1 1.5 2.7 2.7 2.7 2.6 [m/sec]
500
- - - - 1,227 968 1,743 1,743 1,743 1,678 [m
3
/h]
- - - - - - - - 2.9 [m/sec]
Aluminium
brass
- - - - - - - - 1,872 [m
3
/h]
Table 15.1: Recommended fluid velocities and flow rates for pipework
NOTICE
The velocities given in the above table are guidance figures only. National standards can also
be applied.
15-2 Version a2
15. Pipe Size and Flow Details RT-flex96C-B Marine Installation Manual
15.2 Piping symbols
Figure 15.1: Piping symbols 1/3
Version a2 15-3
15-4 Version a2
15. Pipe Size and Flow Details RT-flex96C-B Marine Installation Manual
Version a2 15-5
16. Pipe Connections
16.1 Drawings
16-16-2 107.352.151 c Pipe Connection Plan, Drawing 1, 11RT-flex96C-B............................
16-16-3 107.355.290 d Pipe Connection Plan, Drawing 2, 11RT-flex96C-B............................
16-16-16 107.289.013 d Welding Instructions, For Piping, 6-14RT-flex96C-B...........................
16-16-17 107.356.722 c Pipe Connection Plan, Drawing 1, 8RT-flex96C-B..............................
16-16-21 107.362.846 a Pipe Connection Plan, Drawing 1, 10RT-flex96C-B............................
16-16-22 107.362.864 b Pipe Connection Plan, Drawing 2, 10RT-flex96C-B............................
16-16-28 107.384.214 - Pipe Connection Plan, 8RT-flex96C-B.................................................
16-16-33 107.407.532 - Pipe Connection Plan, Drawing 1, 10RT-flex96C-B............................
16-16-47 107.429.075 a Pipe Connection Plan, 10RT-flex96C-B...............................................
16-16-48 107.386.739 d Piping Specifications, 6-14RT-flex96C-B............................................
16-16-115 107.354.915 b Welding Instructions, For Piping Systems, 6-14RT-flex96C-B............
16-16-121 107.386.740 c Piping Specifications, Welding Geometry, 6-14RT-flex96C-B.............
16-16-125 107.429.541 a Pipe Connection Plan, 10RT-flex96C-B...............................................
16-16-129 107.433.275 - Pipe Connection Plan, 8RT-flex96C-B.................................................
16-16-133 107.433.383 a Pipe Connection Plan, 8RT-flex96C-B.................................................
16-16-137 DAAD013801 a Pipe Connection Plan, 12RT-flex96C-B...............................................
16-16-141 DAAD017923 b Pipe Connection Plan, 14RT-flex96C-B...............................................
16-16-145 DAAD022314 - Pipe Connection Plan, 10RT-flex96C-B...............................................
Version a2 16-1
RT-flex96C-B Marine Installation Manual 16. Pipe Connections

16-2 Version a2
16. Pipe Connections RT-flex96C-B Marine Installation Manual

Version a2 16-3

16-4 Version a2
Version a2 16-5
ISO-Basic Document AD-T1-prescription-portrait / No. AD-T1-11 / Rev.1.0 / Created: 15.02.01
Peter Lienhard / 289_013d__.doc
Schwei ssvorschrift fr Rohrleitungen die in JIS-Bauweise
(Japanese Industrial Standard) hergestellt werden.
WELDING INSTRUCTION FOR PIPINGS WHICH ARE
MANUFACTURED IN JIS (JAPANESE INDUSTRIAL STANDARD)
CONSTRUCTION STYLE.
Die Grundlage zu dieser Vorschrift bildet der Sulzer-Normband SCHWEISSNORMEN .
THE BASIS OF THIS ORDER IS THE SULZER STANDARD VOLUME WELDING STANDARDS .
Inhal tsverzeichni s :
1. Flansche PN 5 Seite 2
Flansche PN 10 Seite 3
2. V-Nhte PN 5,PN 10 Seite 6
V-Nhte PN 16,PN 30 Seite 7
3. Rohrstutzen PN 5,PN 10 Seite 8 und 10
Rohrstutzen PN 16,PN 30 Seite 9 und 10
4. Anschweissmuffen Seite 11
INDEX :
1. FLANGES PN 5 PAGE 2
FLANGES PN 10 PAGE 3
2. V-WELDS PN 5,PN 10 PAGE 6
V-WELDS PN 16,PN 30 PAGE 7
3. PIPE SOCKETS PN 5,PN 10 PAGE 8 AND 10
PIPE SOCKETS PN 16,PN 30 PAGE 9 AND 10
4. WELD-ON SOCKETS PAGE 1
PC
a
7-24.846 24.06.97
c
7-30.954 16.03.05 Replaced by:
b
7-28.951 14.04.03
d
7-66.838 25.09.08 Substitute for:
Dieselmotoren
DIESEL ENG.
Schweissvorschrift f. Rohrl eitungen
WELDING INSTRUCTION FOR PIPING
Group
0380
Drawn: Fliegans Rene 26.07.96
Verif: Natali Silvano 29.11.96 4-107.289.013 1/11
16-6 Version a2
a b c d
Dieselmotoren
DIESEL ENG.
Verif.: Natali Silvano 29.11.96
Schweissvorschrift f. Rohrleitungen
4-107.289.013
Group
0380
2/11
File name: 289_013d__.doc
Flanschverbindung Nenndruck PN 5
FLANGE CONNECTION NOMINAL PRESSURE PN 5
SGP-Rohre / SGP-TUBES
Nenn-
Durchmesser
Aussen-
Durchmesser
Rohr-
versatz
TI = TO
Schweissnahtstrke
Qualittsstufe L
NOMINAL-DIA. OUTER-DIA. PIPE
OFFSET
TI = TO
WELD SEAM STRENGTH
WELD QUALITY
CLASS
L
25 34.0 5 2 Q3 107
32 42.7 5 2.5 Q3 134
40 48.6 5 2.5 Q3 153
50 60.5 6 2.5 Q3 190
65 76.3 6 2.5 Q3 240
80 89.1 6 2.5 Q3 280
90 101.6 6 2.5 Q3 319
100 114.3 6 3 Q3 359
125 139.8 6 3 Q3 439
150 165.2 6 3.5 Q3 519
175 190.7 7 3.5 Q3 599
200 216.3 7 3.5 Q3 680
250 267.4 8 4 Q3 840
300 318.5 8 4.5 Q3 1001
350 355.6 9 4.5 Q3 1117
400 406.4 9 5.5 Q3 1277
450 457.2 9 5.5 Q3 1436
500 508.0 9 5.5 Q3 1596
Version a2 16-7
a b c d
Dieselmotoren
DIESEL ENG.
4-107.289.013
Group
0380
3/11
Nenn-
Durchmesser
Aussen-
Durchmesser
Rohr-
versatz
TI
Schweissnaht-
strke
TO
Schweissnaht-
strke
Qualittsstufe L
OFFSET
TI
WELD SEAM
STRENGTH
TO
WELD SEAM
SRENGTH
WELD QUALITY
CLASS
L
25 34.0 5 2 2 Q3 107
32 42.7 5 2.5 2.5 Q3 134
40 48.6 5 2.5 2.5 Q3 153
50 60.5 6 2.5 2.5 Q3 190
65 76.3 6 2.5 2.5 Q3 240
80 89.1 6 2.5 2.5 Q3 280
90 101.6 6 2.5 2.5 Q3 319
100 114.3 6 3 3 Q3 359
125 139.8 6 3 3 Q3 439
150 165.2 6 3.5 3.5 Q3 519
175 190.7 7 3.5 3.5 Q3 599
200 216.3 7 3.5 3.5 Q3 680
250 267.4 8 4 5 Q3 840
300 318.5 8 4.5 5.5 Q3 1001
350 355.6 9 4.5 5.5 Q3 1117
400 406.4 9 5.5 6.5 Q3 1277
450 457.2 9 5.5 6.5 Q3 1436
500 508.0 9 5.5 6.5 Q3 1596
DN 25 - DN200 DN250 - DN500
16-8 Version a2
a b c d
Dieselmotoren
DIESEL ENG.
4-107.289.013
Group
0380
4/11
STGP 370-S-Rohre (Schedule 40) / STGP 370-S-TUBES (SCHEDULE 40)
Nenn-
Durchmesser
Aussen-
Durchmesser
Rohr
versatz
TI
Schweissnaht-
strke
TO
Schweissnaht-
strke
Qualittsstufe L
OFFSET
TI
WELD SEAM
STRENGTH
TO
WELD SEAM
STRENGTH
WELD QUALITY
CLASS
L
9 12.0 4 2 2 Q3* 38
12 16.0 5 2 2.5 Q3* 51
15 20.0 5 2 2.5 Q3* 63
20 25.0 5 2 2.5 Q3* 79
25 34.0 6 2.5 3 Q3* 107
32 42.7 6 2.5 3 Q3* 134
40 48.6 6 2.5 3 Q3* 153
50 60.5 6 2.5 3 Q3* 190
65 76.3 6 3.5 4 Q3* 240
80 89.1 6 3.5 4 Q3* 280
90 101.6 7 4 5 Q3* 319
100 114.3 7 4 5 Q3* 359
125 139.8 8 4.5 5.5 Q3* 439
150 165.2 8 5 6 Q3* 519
200 216.3 9 5.5 6.5 Q3* 680
250 267.4 10 6 7 Q3* 840
300 318.5 11 7 8 Q3* 1001
350 355.6 12 7 8 Q3* 1117
400 406.4 12 8 9 Q3* 1277
450 457.2 13 8 9 Q3* 1436
500 508.0 13 8 9 Q3* 1596
* Bei den Brennstoffleitungen wird die Qualittsstufe Q2 vorgeschrieben!
WELD QUALITY CLASS Q2 IS PRESCRIBED FOR FUEL PIPINGS!
- Schweissnahtbergnge innen und aussen kerbfrei und glatt.
WELDING SEAM TRANSITIONS INSIDE AND OUTSIDE TO BE FREE FROM
INDENTATIONS AND SMOOTH.
1) THE PIPES HAVE TO BE FITTED TO THE ENGINE IN A STRESS-FREE CONDITION.
2) THIS IS ACHIEVED BY CONSIDERING THE ENGINE TOLERANCES EXACTLY AND BY MAINTAINING THE PIPEWORK MANU-
FACTURING TOLERANCES OR BY ADAPTING THE PIPEWORK AS NECESSARY DURING ASSEMBLY.
Version a2 16-9
a b c d
Dieselmotoren
DIESEL ENG.
4-107.289.013
Group
0380
5/11
Nenn-
Durchmesser
Aussen-
Durchmesser
Rohr-
versatz
TI
Schweissnaht-
strke
TO
Schweissnaht-
strke
Qualittsstufe L
OFFSET
TI
WELD SEAM
STRENGTH
TO
WELD SEAM
STRENGTH
WELD QUALITY
CLASS
L
25 34.0 6 2.5 3 Q2 107
32 42.7 6 2.5 3 Q2 134
40 48.6 6 2.5 3 Q2 153
50 60.5 6 2.5 3 Q2 190
65 76.3 6 3.5 4 Q2 240
80 89.1 6 3.5 4 Q2 280
90 101.6 7 4 5 Q2 319
100 114.3 7 4 5 Q2 359
125 139.8 8 4.5 5.5 Q2 439
150 165.2 8 5 6 Q2 519
200 216.3 9 5.5 6.5 Q2 680
250 267.4 10 6 7 Q2 840
300 318.5 11 7 8 Q2 1001
350 355.6 12 7 8 Q2 1117
400 406.4 12 8 9 Q2 1277
450 457.2 13 8 9 Q2 1436
500 508.0 13 8 9 Q2 1596
16-10 Version a2
a b c d
Dieselmotoren
DIESEL ENG.
4-107.289.013
Group
0380
6/11
V - Nahtverbindung Nenndruck PN 5, PN 10
V-WELD CONNECTION NOMINAL PRESSURE PN 5, PN 10
Nenn-
Durchmesser
Aussen-
Durchmesser
T
Schweissnaht-
str ke
a Luftspalt Qualittsstufe L
NOMINAL-DIA. OUTER-DIA. T
WELD SEAM
STRENGTH
a AIR GAP WELD QUALITY
CLASS
L
25 34.0 3.2 - 10.5 Q3 107
32 42.7 3.5 - 10.5 Q3 134
40 48.6 3.5 - 10.5 Q3 153
50 60.5 3.8 - 20.5 Q3 190
65 76.3 4.2 - 20.5 Q3 240
80 89.1 4.2 - 20.5 Q3 280
90 101.6 4.2 - 20.5 Q3 319
100 114.3 4.5 - 30.5 Q3 359
125 139.8 4.5 - 30.5 Q3 439
150 165.2 5.0 10.5 30.5 Q3 519
175 190.7 5.3 10.5 30.5 Q3 599
200 216.3 5.8 10.5 30.5 Q3 680
250 267.4 6.6 10.5 30.5 Q3 840
300 318.5 6.9 10.5 30.5 Q3 1001
350 355.6 7.9 1.50.5 30.5 Q3 1117
400 406.4 7.9 1.50.5 30.5 Q3 1277
450 457.2 7.9 1.50.5 30.5 Q3 1436
500 508.0 7.9 1.50.5 30.5 Q3 1596
Version a2 16-11
a b c d
Dieselmotoren
DIESEL ENG.
4-107.289.013
Group
0380
7/11
V - Nahtverbindung Nenndruck PN 16, PN 30
V-WELD CONNECTION NOMINAL PRESSURE PN 16, PN 30
Nenn-
Durchmesser
Aussen-
Durchmesser
T
Schweissnaht-
strke
a Luftspalt Qualittsstufe L
NOMINAL-DIA. OUTER-DIA. T
WELD SEAM
STRENGTH
CLASS
L
PN 16 PN 30
25 34.0 3.4 - 10.5 Q3* Q2 107
32 42.7 3.6 - 10.5 Q3* Q2 134
40 48.6 3.7 - 20.5 Q3* Q2 153
50 60.5 3.9 - 20.5 Q3* Q2 190
65 76.3 5.2 10.5 30.5 Q3* Q2 240
80 89.1 5.5 10.5 30.5 Q3* Q2 280
90 101.6 5.7 10.5 30.5 Q3* Q2 319
100 114.3 6.0 10.5 30.5 Q3* Q2 359
125 139.8 6.6 10.5 30.5 Q3* Q2 439
150 165.2 7.1 1.50.5 30.5 Q3* Q2 519
200 216.3 8.2 1.50.5 30.5 Q3* Q2 680
250 267.4 9.3 1.50.5 30.5 Q3* Q2 840
300 318.5 10.3 1.50.5 30.5 Q3* Q2 1001
350 355.6 11.1 20.5 30.5 Q3* Q2 1117
400 406.4 12.7 20.5 30.5 Q3* Q2 1277
450 457.2 14.3 20.5 30.5 Q3* Q2 1436
500 508.0 15.1 20.5 30.5 Q3* Q2 1596
16-12 Version a2
a b c d
Dieselmotoren
DIESEL ENG.
4-107.289.013
Group
0380
8/11
Rohrstutzen Nenndruck PN 5, PN 10
PIPE SOCKET NOMINAL PRESSURE PN 5, PN 10
Nenn-
Durchmesser
Aussen-
Durchmesser
Loch-
Durchmesser
T
Schweiss-
nahtstrke
a Luftspalt Qualittsstufe
NOMINAL-DIA. OUTER-DIA. HOLE-DIA. T
WELD SEAM
STRENGTH
CLASS
25 34.0 27.6 3.2 - 10.5 Q3
32 42.7 35.7 3.5 - 10.5 Q3
40 48.6 41.6 3.5 - 10.5 Q3
50 60.5 52.9 3.8 - 20.5 Q3
65 76.3 67.9 4.2 - 20.5 Q3
80 89.1 80.7 4.2 - 20.5 Q3
90 101.6 93.2 4.2 - 20.5 Q3
100 114.3 105.3 4.5 - 30.5 Q3
125 139.8 130.8 4.5 - 30.5 Q3
150 165.2 155.2 5.0 10.5 30.5 Q3
175 190.7 180.1 5.3 10.5 30.5 Q3
200 216.3 204.7 5.8 10.5 30.5 Q3
250 267.4 254.2 6.6 10.5 30.5 Q3
300 318.5 304.7 6.9 10.5 30.5 Q3
350 355.6 339.8 7.9 1.50.5 30.5 Q3
400 406.4 390.6 7.9 1.50.5 30.5 Q3
450 457.2 441.4 7.9 1.50.5 30.5 Q3
500 508.0 492.2 7.9 1.50.5 30.5 Q3
Lngen der Schweissnhte siehe sep. Blatt 10.
LENGTH OF WELDING SEAMS SEE SEP. SHEET 10.
Version a2 16-13
a b c d
Dieselmotoren
DIESEL ENG.
4-107.289.013
Group
0380
9/11
Rohrstutzen Nenndruck PN 16, PN 30
PIPE SOCKET NOMINAL PRESSURE PN 16, PN 30
Nenn-
Durchmesser
Aussen-
Durchmesser
Loch-
Durchmesser
T
Schweiss-
nahtstrke
a Luftspalt Qualittsstufe
NOMINAL-
DIA.
OUTER-DIA. HOLE-DIA. T
WELD SEAM
STRENGTH
CLASS
PN 16 PN 30
9 12.0 9 1.5 - 0+0.5 Q3* Q2
12 16.0 12 2.0 - 10.5 Q3* Q2
15 20.0 16 2.0 - 10.5 Q3* Q2
20 25.0 21 2.0 - 10.5 Q3* Q2
25 34.0 27.2 3.2 - 10.5 Q3* Q2
32 42.7 35.0 3.5 - 10.5 Q3* Q2
40 48.6 41.2 3.5 - 10.5 Q3* Q2
50 60.5 52.7 3.8 - 20.5 Q3* Q2
65 76.3 65.9 4.2 - 20.5 Q3* Q2
80 89.1 78.1 4.2 - 20.5 Q3* Q2
90 101.6 90.2 4.2 - 20.5 Q3* Q2
100 114.3 102.3 4.5 - 30.5 Q3* Q2
125 139.8 126.6 4.5 - 30.5 Q3* Q2
150 165.2 151.0 5.0 10.5 30.5 Q3* Q2
200 216.3 199.9 5.8 10.5 30.5 Q3* Q2
250 267.4 248.8 6.6 10.5 30.5 Q3* Q2
300 318.5 297.9 6.9 10.5 30.5 Q3* Q2
350 355.6 333.4 7.9 1.50.5 30.5 Q3* Q2
400 406.4 381.0 7.9 1.50.5 30.5 Q3* Q2
450 457.2 442.9 7.9 1.50.5 30.5 Q3* Q2
500 508.0 477.8 7.9 1.50.5 30.5 Q3* Q2
Lngen der Schweissnhte siehe sep. Blatt 10.
LENGTH OF WELDING SEAMS SEE SEP. SHEET 10.
16-14 Version a2
a b c d
Dieselmotoren
DIESEL ENG.
4-107.289.013
Group
0380
10/11
Lngen der Schweissnhte fr Rohrstutzen
LENGTH OF WELDING SEAMS FOR PIPE SOCKETS
DN2 250 300 350 400 450 500
DN1
267.4 318.5 355.6 406.4 457.2 508.0
250
267.4 1022 * * * * *
300
318.5 899 1217 * * * *
350
355.6 882 1091 1359 * * *
400
406.4 869 1057 1209 1552 * *
450
457.2 862 1041 1178 1388 1747 *
500
508.0 857 1031 1162 1353 1569 1941
DN2 9 12 15 20 25 32 40 50 65 80 90 100 125 150 175 200
DN1
12.0 16.0 20.0 25.0 34.0 42.7 48.6 60.5 76.3 89.1 101.6 114.3 139.8 165.2 190.7 216.3
9
12.0 46 * * * * * * * * * * * * * * *
12
16.0 40 62 * * * * * * * * * * * * * *
15
20.0 39 54 77 * * * * * * * * * * * * *
20
25.0 39 52 67 96 * * * * * * * * * * * *
25
34.0 38 51 65 83 130 * * * * * * * * * * *
32
42.7 38 51 64 81 113 163 * * * * * * * * * *
40
48.6 38 51 64 81 111 145 186 * * * * * * * * *
50
60.5 38 51 64 80 109 140 162 231 * * * * * * * *
65
76.3 38 51 64 80 108 137 158 201 292 * * * * * * *
80
89.1 38 51 63 79 108 136 156 197 258 340 * * * * * *
90
101.6 38 51 63 79 108 136 155 195 252 303 388 * * * * *
100
114.3 38 51 63 79 107 135 154 194 248 295 347 437 * * * *
125
139.8 38 51 63 79 107 135 154 193 245 289 334 382 534 * * *
150
165.2 38 51 63 79 107 135 154 192 243 286 328 373 471 631 * *
175
190.7 38 51 63 79 107 134 154 191 242 284 326 369 459 560 729 *
200
216.3 38 51 63 79 107 134 153 191 242 283 324 366 454 546 650 826
250
267.4 38 51 63 79 107 134 153 191 242 282 322 364 448 534 625 722
300
318.5 38 51 63 79 107 134 153 191 242 281 321 362 445 530 615 705
350
355.6 38 51 63 79 107 134 153 191 242 281 321 361 444 527 612 699
400
406.4 38 51 63 79 107 134 153 191 242 281 320 361 443 525 608 693
450
457.2 38 51 63 79 107 134 153 191 242 281 320 361 442 524 606 690
500
508.0 38 51 63 79 107 134 153 191 242 281 320 360 441 523 605 688
Version a2 16-15
a b c d
Dieselmotoren
DIESEL ENG.
4-107.289.013
Group
0380
11/11
Anschwei ssmuffen
WELD-ON SOCKET
Gewinde Aussen-
Durchmesser
Loch-
Durchmesser
T
Schweiss-
nahtstrke
L (90 ) L (45 ) Qualittsstufe
THREAD OUTER-DIA. HOLE-DIA. T
WELD SEAM
STRENGTH
L (90 ) L (45 ) WELD QUALITY
CLASS
PN 5,
10, 16
PN 30
M 10x1 20.0 12.0 2 63 98 Q3* Q2
M 12x1.5 20.0 14.0 2 63 98 Q3* Q2
M 14x1.5 22.0 16.0 2 69 107 Q3* Q2
M 16x1.5 24.0 18.0 2 75 117 Q3* Q2
M 18x1.5 30.0 20.0 3 94 146 Q3* Q2
M 20x1.5 30.0 22.0 3 94 146 Q3* Q2
M 22x1.5 30.0 24.0 3 94 146 Q3* Q2
M 26x1.5 35.0 28.0 3 110 170 Q3* Q2
M 30x1.5 42.0 32.0 4 132 205 Q3* Q2
M 33x2 45.0 35.0 4 141 219 Q3* Q2
M 36x2 50.0 38.0 4 157 243 Q3* Q2
M 39x2 55.0 41.0 5 173 268 Q3* Q2
M48x2 60.0 50.0 5 188 292 Q3* Q2
Qualittsstufe Q3
WELD QUALITY CLASS Q3
Qualittsstufe Q2
WELD QUALITY CLASS Q2
16-16 Version a2

Version a2 16-17

16-18 Version a2

Version a2 16-19
16-20 Version a2

Version a2 16-21

16-22 Version a2

Version a2 16-23
16-24 Version a2

Version a2 16-25

16-26 Version a2

Version a2 16-27
16-28 Version a2

Version a2 16-29

16-30 Version a2

Version a2 16-31
16-32 Version a2

Version a2 16-33

16-34 Version a2

Version a2 16-35
16-36 Version a2

Version a2 16-37

16-38 Version a2

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16-48 Version a2

Substitute for: PC

Q-Code X X X X X
M
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A EAAD058177 24.10.2007 B EAAD083830 14.05.2012
Number Drawn Date Number Drawn Date Number Drawn Date Number Drawn Date

Product
W-2S

Welding Instruction
for piping systems
Made 15.05.2007 P.Tischler
Main Drw.

Page
1 / 67
Material ID
107.354.915.500
Chkd 10.07.2007 M.Frei
Design Group
0332

Drawing ID
107.354.915
Rev
B
Appd 10.07.2007 M.Frei

T_PC-Drawing_portrait | Made by: Y. Keel, S. Knecht | Released by: K. Moor | First released: 29.07.2010 | Release: 1.10 (3/22/2012)
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Manufacturing and Quality Instruction for Piping Systems
Table of contents
1 General ...................................................................................................4
1.1 Introduction ...........................................................................................4
1.1.1 Scope............................................................................................................... 4
1.1.2 Purpose............................................................................................................ 4
1.1.3 Nominative references ...................................................................................... 4
1.2 Abbreviations and Definitions .................................................................5
1.2.1 Terms5
1.2.2 Abbreviations ................................................................................................... 6
1.2.3 Welding processes ref. ISO 4063 (AWS) .......................................................... 6
1.3 Requirements ........................................................................................7
1.3.1 Parts and components requiring Classification approval.................................... 7
1.3.2 Approval of materials, testing, qualification and related documentation ............. 7
1.3.3 Welding personnel ............................................................................................ 7
1.3.4 Inspection personnel ........................................................................................ 8
1.3.5 Welding shop equipment .................................................................................. 8
1.3.6 Handling and storage of welding consumables and ancillary materials .............. 8
1.4 Classification of piping ...........................................................................9
1.4.1 General ............................................................................................................ 9
1.5 Documents, drawing ............................................................................ 10
1.5.1 Drawing .......................................................................................................... 10
1.6 Materials ............................................................................................. 11
1.6.1 Base material types ........................................................................................ 11
1.6.2 Material certification: Base material ................................................................ 12
1.6.3 Material certification: Auxiliary materials ......................................................... 13
1.6.4 Grouping system for metallic materials ........................................................... 14
1.7 Welding procedure qualification record (WPQR).................................... 16
1.7.1 Welding process for root, filler and capping ..................................................... 16
1.7.2 Testing requirements ...................................................................................... 17
1.7.3 Approval range of essential welding variables for production welding .............. 18
1.7.4 Approval criteria and validity requirements ...................................................... 19
Version a2 16-49

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Welding Instruction
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Main Drw.

Page
2 / 67
Material ID
107.354.915.500
Design Group
0332

Drawing ID
107.354.915
Rev
B

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2 Production Specification ..................................................................... 20
2.1 Pipe forming ........................................................................................ 20
2.1.1 Cold forming ................................................................................................... 20
2.1.2 Hot forming .................................................................................................... 21
2.2 Tolerances for pipe forming .................................................................. 21
2.2.1 General .......................................................................................................... 21
2.2.2 Out-of roundness............................................................................................ 21
2.2.3 Range for longitudinal weld seam at bending .................................................. 22
2.2.4 Wave at bends ............................................................................................... 22
2.2.5 Bulges of induction bends ............................................................................... 23
2.2.6 Surface finish, repair and inspection ............................................................... 23
2.3 Flanged connections ............................................................................ 24
2.4 Brazing ................................................................................................ 24
2.5 Preparations for welding ....................................................................... 24
2.5.1 Cleaning before and after welding................................................................... 24
2.5.2 Overweldable shop primer .............................................................................. 24
2.5.3 Weld edge preparation and protection ............................................................ 25
2.5.4 Alignment and Fit-up ...................................................................................... 25
2.5.5 Alignment tol. and an example for weld edge prep. of Single-V butt welds....... 26
2.6 Heat treatment ..................................................................................... 27
2.6.1 Drying of weld joint area ................................................................................. 27
2.6.2 Pre-heating of weld joint area ......................................................................... 27
2.6.3 PWHT of weld joints and spools ..................................................................... 27
2.7 Welding procedure ............................................................................... 28
2.7.1 General .......................................................................................................... 28
2.7.2 Restrictions of weld bead width and thickness ................................................ 28
2.7.3 Butt welds ...................................................................................................... 28
2.7.4 Fillet welded joints .......................................................................................... 29
2.7.5 Socket welded joints ....................................................................................... 29
2.7.6 Slip-on welded sleeve joints............................................................................ 30
2.7.7 Flange attachment welds ................................................................................ 31
2.8 Dimensional tolerances for fabricated spools ........................................ 33
2.9 Cleaning of pipe spool .......................................................................... 35
2.9.1 Recommendations ......................................................................................... 35
2.9.2 Important notes .............................................................................................. 35
2.10 Repair Work ........................................................................................ 36
2.10.1 Adjustment of spools ...................................................................................... 36
2.10.2 Repair of spools ............................................................................................. 36
16-50 Version a2

Substitute for: PC

Q-Code X X X X X
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Welding Instruction
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Main Drw.

Page
3 / 67
Material ID
107.354.915.500
Design Group
0332

Drawing ID
107.354.915
Rev
B

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3 Non Destructive Testing (NDT) ............................................................ 37
3.1 Extent of NDT ...................................................................................... 37
3.2 NDT techniques, methods and acceptance criteria ................................ 38
3.2.1 Quality level for weld joints with special requirements ..................................... 38
3.2.2 Hydrostatic test of piping ................................................................................ 38
4 Quality standard for Imperfections in welded joints............................ 40
4.1 Introduction ......................................................................................... 40
4.1.1 Scope............................................................................................................. 40
4.1.2 References ..................................................................................................... 40
4.2 Quality level ......................................................................................... 41
4.3 Limits for Imperfections ........................................................................ 42

Appendix
A. Recommendations: storage and handling of consumables ................ 53
A.1 Scope.................................................................................................. 53
A.2 Introduction ......................................................................................... 53
A.3 Reference documents .......................................................................... 53
A.4 Covered welding electrodes ................................................................. 53
A.4.1 Guidelines for storage .................................................................................... 54
A.4.2 Guidelines for baking and holding ................................................................... 55
A.4.3 Guidelines for handling ................................................................................... 56
A.4.4 Workshop procedure for guaranteeing dry electrodes ..................................... 57
A.5 Solid and flux-cored welding wire.......................................................... 58
A.5.1 Guideline for storage ...................................................................................... 58
A.5.2 Guideline for drying of cored wires .................................................................. 58
A.5.3 Guideline for handling ..................................................................................... 58
A.6 Submerged arc welding flux ................................................................. 59
A.6.1 Guideline for storage ...................................................................................... 59
A.6.2 Guideline for baking........................................................................................ 59
A.6.3 Guideline for handling ..................................................................................... 59
B. Welding shop equipment ..................................................................... 60
B.1 References documents ........................................................................ 60
B.2 Maintenance and calibration ................................................................. 60
B.3 Calibration intervals ............................................................................. 60
B.4 Typical weld parameter tolerances........................................................ 61
B.5 Calibration procedure and documentation ............................................. 62
B.6 PWHT requirements based on the CR ISO 15608 materials grouping .... 63
C. Record sheets ...................................................................................... 64
C.1 Sample Calibration Record ................................................................... 64

Version a2 16-51

Substitute for: PC

Q-Code X X X X X
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A EAAD058177 24.10.2007 B EAAD083830 14.05.2012

Product
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Welding Instruction
for piping systems
Main Drw.

Page
4 / 67
Material ID
107.354.915.500
Design Group
0332

Drawing ID
107.354.915
Rev
B

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1 General
1.1 Introduction
1.1.1 Scope
This instruction applies to the fabrication, assembly and testing of welded piping
systems, which are necessary for the operation of RTA and RT-flex Engines, including
its auxiliaries.
1.1.2 Purpose
The instruction specifies the minimum quality requirements for the manufacturing of all
welded and brazed piping systems as defined in the scope. It is based primarily on the
Classification Societies requirements, as detailed in their Rules for Classification and
Construction of Piping Systems, on the state-of-the-art in pipe system manufacturing
and good workmanship practice.
1.1.3 Nominative references
This instruction is based on the below mentioned EN and ISO standards. As an
alternative, the manufacturer may apply other recognised national or international
standards, provided they are accepted by the Classification Society and WCH and their
technical requirements give reasonable equivalence to the EN and ISO standards in
order to ensure the required minimum product quality.
It is the final responsibility of the manufacturer to apply the latest version of the
standards and specifications referenced below.

EN 473 NDT Qualification and certification of NDT personnel
EN 287-1 approval testing of welders Fusion welding Part 1: Steel
EN 15611 Specification and approval of welding procedures for metallic Materials
Approval relating to previous experience
Approval by a standard welding procedure for arc welding
Approval by a pre-production welding test
EN 1011-1 Welding Recommendations for welding of metallic materials Part 1:
General guidance for arc welding
EN 1011-2 Welding Recommendations for welding of metallic materials Part 2: Arc
welding of ferritic steel
EN 1011-3 Welding Recommendations for welding of metallic materials Part 3: Arc
welding of stainless steel
EN 1418 Welding personnel Approval testing of welding operators for fusion welding
and resistance weld setters for fully mechanized and automatic welding of
metallic materials
EN 10204 Inspection documents for metallic products
ISO 6520-1 Welding and allied processes Classification of imperfections in metallic
Materials Part 1: Fusion welding
ISO 5817 Welding Fusion-welded joints in steel, nickel, titanium and their alloys
Quality levels for imperfections
16-52 Version a2

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Welding Instruction
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Main Drw.

Page
5 / 67
Material ID
107.354.915.500
Design Group
0332

Drawing ID
107.354.915
Rev
B

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ISO 6947 Welds Working positions Definitions of angles of slope and Rotation
ISO 15609-1 Specification and approval of welding procedures for metallic
materials WPS Part 1: Arc welding
ISO 15613 Specification and qualification of welding procedure for metallic materials
Qualification based on pre-production welding test
ISO 15614-1 Specification and qualification of welding procedure for metallic materials
Welding procedure test Part 1: Arc and gas welding of steels and arc
welding of nickel and nickel alloys
ISO 9692 Metal arc welding Joint preparations for steel
EN ISO 4063 Welding and allied processes Nomenclature of processes and reference
numbers
4-107.345.444 WCH Welding and quality instruction for RT-Engines
4-107.109.953 WCH Cleaning specification for the pipework system
CR ISO 15608 Welding Guidelines for a metallic materials grouping system
EN 13480-2 Metallic industrial piping Part 2: Materials
EN 13480-4 Metallic industrial piping Part 4: Fabrication and installation
EN 13480-5 Metallic industrial piping Part 5: Inspection and testing
1.2 Abbreviations and Definitions
1.2.1 Terms
Must is an absolute requirement, which is to be followed strictly in order to conform to
this instruction.

Should is a recommendation. Alternative solutions having the same functionality and
quality are acceptable.

May indicates a course of action that is permissible within the limits of this Instruction (a
permission).

For the purpose of this instruction, a piping system includes pipes, pipe elbows, fittings,
flanges and metal expansion joints.

For the purpose of this instruction, a manufacturer is the responsible fabricator of the
piping system. All welding related activities are carried out in the framework of his
Quality Control and Assurance system. If fabrication is subcontracted by the licensee,
then the subcontractor is the manufacturer.

For the purpose of this instruction, welding shop equipment includes all manufacturing
and testing equipment needed to produce a piping system (e.g. welding machines and
welding accessories, jigs, temperature- and weld parameter measuring devices etc.).

For the purpose of this instruction, essential welding variables are those factors which
must be recorded during procedure qualification and if they are changed in production
welding, the procedure must be retested and re-qualified. The essential welding
variables are defined in the specification to which the welding procedure is qualified (e.g.
ISO 15614-1 or ASME IX).
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Material ID
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Design Group
0332

Drawing ID
107.354.915
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Cold forming is forming of ferritic steels 20C-30C below the max. permissible PWHT
temperature. Austenitic steels are cold formed at temperatures < 300C.
Hot forming, for ferritic steels, is forming at temperatures above the max. permissible
PWHT temperature.
A spool is a prefabricated assembly of components which forms part of a piping system.
A short imperfection is one or more imperfections of a total length not greater than 25
mm in any 100 mm length of the weld or a maximum of 25% of the weld length for a
weld shorter than 100 mm, the range with most imperfections being applicable.

Systematic imperfections are imperfections that are distributed at regular distances in
the weld over the weld length to be examined.
1.2.2 Abbreviations

WPS Welding procedure specification
WPQR Welding procedure approval record
PQR Procedure approval record
PWHT Post weld heat treatment

T Design temperature (C)
rm Mean bending radius of pipe (mm)
PT max Hydraulic Test Overpressure (bar)
PW max Maximum Working Overpressure (bar)
PW o Working Overpressure (bar)
Di Inside diameter of pipe (mm)
DO Pipe Outside diameter (mm)
HAZ Heat affected zone

NDT Non Destructive Testing
VT Visual examination
PT Penetrant testing
MT Magnetic particle testing
RT Radiographic testing
UT Ultrasonic testing

WCH Wrtsil Switzerland Ltd.
1.2.3 Welding processes ref. ISO 4063 (AWS)

Process 111 Manual metal arc welding with covered electrode (SMAW)
Process 131* / 135** Metal inert / active gas welding (GMAW) *inert gas **active gas
Process 137* / 136** Tubular cored metal arc welding (FCAW) *inert gas **active gas
process 141 Tungsten inert gas arc welding (GTAW)
process 121 Submerged arc welding (SAW)
process 311 Oxy-acetylene welding (OAW)

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Page
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Material ID
107.354.915.500
Design Group
0332

Drawing ID
107.354.915
Rev
B

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1.3 Requirements
1.3.1 Parts and components requiring Classification approval
For all parts
1
and components
1
of piping systems requiring Classification approval, the
manufacturer must apply all relevant requirements of the Classification societies
technical rules over and above to the requirements of this instruction.
In particular all Classification requirements regarding base and welding materials,
qualification and control of fabrication processes (including the special provisions for
repair activities), fabrication- and inspection personnel and documentation must be
strictly adhered to by the manufacturer.

(
1
e.g. as listed in the WCH parts acceptance list for material verification)
1.3.2 Approval of materials, testing, qualification and related documentation
Subject to approval by the Classification Societies are the following items (see also
Parts Acceptance List, Drawing group No 0400):

- Base metals employed (as specified on WCH drawings)
- Consumables and ancillary materials employed for welding (as specified in manufacturers
WPSs)
- Welder, Operator and NDT-operator qualification certificates
- Welding Procedure Specifications (WPS), Repair Welding Procedure Specifications and Welding
Procedure Qualification Records (WPQR)
- Non-destructive examination reports
1.3.3 Welding personnel
Welder: A welder who holds and manipulates the electrode holder or welding
gun, torch or blowpipe by hand.

Operator: A welder who operates welding equipment with partly mechanised
relative movement between the electrode holder, welding gun, torch or
blowpipe and the work piece.

Personnel performing work affecting product quality must be competent on the basis of
appropriate education, training, skills and experience.
The company must:

- Determine the necessary competence for personnel performing work affecting
product quality
- Provide training or take other actions to satisfy these needs
- Evaluate the effectiveness of the actions taken
- Ensure that its personnel are aware of the relevance and importance of their
activities and how they contribute to the achievement of the quality objective
- Maintain appropriate records of education, training, skills and experience.
All welding personnel must be qualified. The qualification level for welding personnel
must be directly related to the type of production welding and documented with a valid
Welder Performance Qualification Certificate based on EN 287 for welders and EN 1418
for operators. Each welder/operator qualification certificate has to be approved by the
Classification Society and must be freely available for review on request by the
Classification Society or WCH.
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Page
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Material ID
107.354.915.500
Design Group
0332

Drawing ID
107.354.915
Rev
B

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Welders engaged in welding single sided root runs of butt welds should be exposed to
special and regularly training on mock-ups, simulating the production welds as close as
possible. The Non-Destructive-Test (NDT) results from this training should be used to
justify the extension of validity of welder qualification certificates according to the
requirements of the EN 287.
1.3.4 Inspection personnel
All testing, as specified on production drawings and other quality assurance & control
documentation, must only be performed by inspection personnel with the minimum
qualification level as required by EN 473. Only properly maintained and regularly
calibrated test equipment must be used. Calibration records must be freely available for
review on request by the Classification Society or WCH.
1.3.5 Welding shop equipment
Welding shop equipment must be properly maintained and regularly calibrated in
accordance with the recommendations of the equipment manufacturers and the WCH
guidelines specified in appendix Error! Reference source not found..
1.3.6 Handling and storage of welding consumables and ancillary materials
Lack of care during handling and storage of welding consumables can seriously affect
the quality of welded joints.

Minimum handling and storage requirements for consumables (electrodes and wire) and
ancillary materials (fluxes and gases) are specified by the manufacturers on their
packaging, on related material safety data sheets (MSDS) and by WCH in appendix A.

It is essential that all welding personnel are fully aware of these requirements and that
they put them into practice on the shop floor.

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Page
9 / 67
Material ID
107.354.915.500
Design Group
0332

Drawing ID
107.354.915
Rev
B

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1.4 Classification of piping
1.4.1 General
For testing of pipes, selection of joint types, welding and heat treatment, pipes are
subdivided into three classes as indicated in table 1.

Piping systems are classified into three classes depending on the following criteria:

- Service (Medium and type of pipeline)
- Pressure (bar)
- Temperature (C)
- The classification of a piping system is done by the WCH design department and
indicated on the WCH technical drawing.

Table 1
Medium / type of pipeline
Pipe class
I II III
Corrosive media
Combustible media
(Service temp. >flash point or flash point 60C)
all - -
Dynamically loaded piping systems **all * -
Steam
P
W o
> 16
and/or
T > 300
P
W o
16
and
T 300
P
W o
7
and
T 170
Thermal oil
P
W o
> 16
and/or
T > 300
P
W o
16
and
T 300
P
W o
7
and
T 150
Air, gas
Non-flammable hydraulic fluid
Seawater & fresh water for cooling
P
W o
> 40
and/or
T > 300
P
W o
40
and
T 300
P
W o
16
and
T 200
Liquid fuels
Lubricating oil
Flammable hydraulic fluid
P
W o
> 16
and/or
T > 150
P
W o
16
and
T 150
P
W o
7
and
T 60
Open ended pipelines
(without shutoff, e.g. drains, venting pipes,
overflow lines, boiler blowdown lines)
- -
all

*Classification in Pipe Class II is possible, if special safety arrangements and structural safety
precautions are available.
** to be specially classified by the WCH design engineer

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Page
10 / 67
Material ID
107.354.915.500
Design Group
0332

Drawing ID
107.354.915
Rev
B

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1.5 Documents, drawing
The final documentation package for a completed piping system of pipe classes I and II
consists of all NDT certificates (VT, PT/MT, RT, hydrostatic pressure test), repair WPS
(if applicable) and pipe material certificates. The manufacturer is responsible for the
storage of this documentation for a minimum period of at least 5 years form the day of
the shoptest.

The documentation must be traceable to a specific job/product or engine.
1.5.1 Drawing
The drawings contain additional manufacturing information. It can be divided in to two
groups:

Static information:
A table with tolerances and general information is provided on each drawing. The
tolerances replace the general tolerances (ISO2768, see 2.8).

Dynamic information:
This information is customized for every drawing. In case there are different types of
joints (geometry, welding procedure) on the same spool, each joint is labelled with a
number. Geometrical values, the type of weld seam and the applicable NDT are given. If
necessary, material specifications, bending rules and/or transport requirements are
included in this information part. It is also possible to insert any other reference to this
specification (107.354.915).
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Material ID
107.354.915.500
Design Group
0332

Drawing ID
107.354.915
Rev
B

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1.6 Materials
1.6.1 Base material types
The required types and grades of base materials are specified by the WCH design
department on the parts list (or bill of materials) of the WCH technical drawings.
If a specified base material is not available, an equivalent base material with equivalent
mechanical and technological properties, proven weld ability and the same heat
treatment condition may only be employed by the manufacturer after the written
approval by WCH has been obtained.
In general and unless otherwise specified all pipe steel must be in the killed condition.
Welded pipes for class I to III piping systems are to be supplied only in the normalized
condition.
Steel pipes for classes I and II are to be seamless drawn or fabricated by a welding
method considered equivalent
1
to seamless pipes. (
1
automatic NDT of the whole
weld length )

In general, carbon and carbon-manganese steel pipes and fittings for pressure service
are not to be used for temperatures above 400C.
The chemical composition of steels intended for welding and forming must not exceed
the values given in table 2. Exceptions must be technically justified and approved by the
WCH design department.

Table 2
Material groups
according CR ISO 15608
(see Error! Reference source not
found.)
Maximum content of cast analysis
%C %P %S
Steel
c
(1 to 6 and 9) 0.23
a
0.035 0.025
1Cr Mo 0.18
2Cr 1Mo 0.15
Ferritic stainless steels (7.1) 0.08 0.040 0.015
Austenitic stainless steels (8.1) 0.08
d
0.040 0.015
b
Austenitic-ferritic stainless steels (10) 0.030 0.035 0.015
a
max. content of product analysis 0.25%.
b
For products to be machined, S content of 0.015-0.030% is permitted by agreement, provided corrosion resistance is
not impaired.
c
In order to ensure good weldability , the following residual elements in plain carbon and unalloyed steels, must also
be restricted to: Cu 0.2 %, Cr 0.30, Ni 0.30, Mo 0.08 and a total of Cr + Cu + Mo 0.45%
d
For stabilized grades. For non stabilized grades C 0.03% is required.

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1.6.2 Material certification: Base material
All base materials for pipe classes I to III must be, as a minimum, certified in accordance
with table 3.
Table 3

Type of
component
Pipe
class

Design
Temp.
(C)
Subject to
testing
(DN in mm)
Type
1
of certification required (in
accordance with EN 10204 or equivalent
see paragraph 1.1.3)
3.2
4
3.1
3
2.2
2

Pipes I,II all all X
III all >50 X
III all 50 X
Flanges
And Bolts
>300
50
X
300 X
Fittings, expansion bellows and
other non-pressure vessel
material
I >300 all X
>300 All X
I, II 300 >50 X
300 50 X
III all all X
1
Extent of testing and acceptance requirements as per original material specification of piping material as specified by
WCH.
2
Test report based on non-specific inspection and testing.
3
Inspection certificate based on specific (lot or heat) inspection and testing.
4
Inspection report based on specific (lot or heat) inspection and testing and validated by Classification Society.

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1.6.3 Material certification: Auxiliary materials
All welding consumables and auxiliary materials employed in welding piping systems
must be certified by their manufacturers as complying with appropriate national or
international standards. In addition, welding consumables and auxiliary materials must
be, as a minimum, certified in accordance with table 4, and approved by the
Classification societies.
These certificates must be freely available for review on request of representatives from
the Classification Society or WCH.
Table 4
Pipe class Type of certification required
(in accordance with EN 10204 or equivalent see paragraph 1.1.3)
3.1 2.2
I X
II X
III X

Type of certification
3.1 Inspection certificate based on specific inspection and testing including the
following minimum testing requirements:
a Chem. composition (heat analysis)
b Yield strength
c Tensile strength
d Elongation
e Notch bar impact test Charpy-V notch (if specified for base material type)
2.2 Test report based on non-specific inspection and testing including the following
minimum testing requirements:
a Chem. composition (heat analysis)
b Yield strength

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Drawing ID
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1.6.4 Grouping system for metallic materials
For welded piping systems (based on CR ISO 15608)

Table 5
Group Subgroup Type of Steel
1 Steels with a specified minimum yield strength R
eH
460 N/mm
2 b

and with analysis in %:
C 0.25
Si 0.60
Mn 1.70
Mo 0.70
c

S 0.045
P 0.045
Cu 0.40
c

Ni 0.5
c

Cr 0.3 (0.4 for castings)
c

Nb 0.05
V 0.12
c

Ti 0.05
1.1 Steels with a specified minimum yield strength R
eH
275 N/mm
2

1.2 Steels with a specified minimum yield strength
275 N/mm
2
< R
eH
360 N/mm
2

1.3 Normalized fine grain steels with a specified minimum yield strength
R
eH
> 360 N/mm
2

1.4 Steels with improved atmospheric corrosion resistance whose
analysis may exceed the requirements for the single elements as
indicated under 1
2 Thermomechanically treated fine gain steels and cast steels with a
specified minimum yield strength R
eH
> 360 N/mm
2

2.1 Thermomechanically treated fine gain steels and cast steels with a
specified minimum yield strength 360 N/mm
2
< R
eH
460 N/mm
2

2.2 Thermomechanically treated fine gain steels and cast steels with a
specified minimum yield strength R
eH
> 460 N/mm
2

3 Quenched and tempered steels and precipitation hardened steels
except stainless with a specified minimum yield strength
R
eH
> 360 N/mm
2

3.1 Quenched and tempered steels with a specified minimum yield
strength 360 N/mm
2
< R
eH
690 N/mm
2

3.2 Quenched and tempered steels with a specified minimum yield
strength R
eH
> 690 N/mm
2

3.3 Precipitation hardened steels except stainless steels
4 Low vanadium alloyed Cr-Mo-(Ni) steels with
Mo 0.7% and V 0.1%
4.1 Steels with Cr 0.3% and Ni 0.7%
4.2 Steels with Cr 0.7% and Ni 1.5%

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5 Cr-Mo steels free of vanadium with C 0.35%
d

5.1 Steels with 0.75% Cr 1.5% and Mo 0.7%
5.2 Steels with 1.5% < Cr 3.5% and 0.7% < Mo 1.2%
6
6.1 Steels with 0.3% Cr 0.75%, Mo 0.7% and V 0.35%
6.2 Steels with 0.75% < Cr 3.5%, 0.7% < Mo 1.2% and V 0.35%
6.3 Steels with 3.5% < Cr 7.0%, Mo 0.7% and 0.45% V 0.55%
6.4 Steels with 7.0% < Cr 12.5%, 0.7% < Mo 1.2% and V 0.35%
7 Ferritic, martensitic or precipitation hardened stainless steels with
C 0.35% and 10.5% Cr 30%
7.1 Ferritic stainless steels
7.2 Martensitic stainless steels
7.3 Precipitation hardened stainless steels
8 Austenitic steels
8.1 Austenitic stainless steels with Cr 19%
8.2 Austenitic stainless steels with Cr > 19%
8.3 Manganese austenitic stainless steels with 4% < Mn 12%
9 Nickel alloyed steels with Ni 10.0%
9.1 Nickel alloyed steels with Ni 3.0%
9.2 Nickel alloyed steels with 3.0% < Ni 8.0%
9.3 Nickel alloyed steels with 8.0% < Ni 10.0%
10 Austenitic-ferritic stainless steels (duplex)
10.1 Austenitic-ferritic stainless steels with Cr 24%
10.2 Austenitic-ferritic stainless steels with Cr > 24%
11 Steels covered by group 1
e
except 0.25% < C 0.5%
11.1 Steels as indicated under 11 with 0.25 C 0.35%
11.2 Steels as indicated under 11 with 0.35 C 0.5%
a
This table is a reprint of CR ISO 15608:2000
b
In accordance with the specification of the steel product standards, R
eh
may be
replaced by R
p0.2
or R
p0.5

c
A higher value is accepted provided that Cr + Mo + Ni + Cu + V 0.75%
d
Free of vanadium means not deliberately added to the material
e
A higher value is accepted provided that Cr + Mo + Ni + Cu + V 1%

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1.7 Welding procedure qualification record (WPQR)
All production welding of piping systems (pipe classes I to III) must only be carried out in
accordance with WPSs based on requirements defined in table C.
Before proceeding with welding, the manufacturer must verify the suitability of the
intended welding processes on the bases of welding procedure approval in accordance
with Error! Reference source not found..

Table 6
Pipe
class
Requirement for WPSs
I + II WPSs must be qualified in accordance with the requirements of ISO 15614-1
(WPQR) or alternatively in accordance with another national or international
recognized standard (e.g. PQR in accordance with ASME IX, ASME B31.1, ASME
B31.3 etc.) and as listed in paragraph 1.1.3 of this instruction.
III WPSs must be approved by either of the following methods:
- WPQR/PQR according to ISO 15614-1, ASME IX etc.
- Approval related to previous experience (according to EN 15611)
- Approval by a standard welding procedure for arc-welding (according EN 15612)
- Approval by a pre-production welding test (according EN 16613)

In case of class I and II piping, the WPQR/PQR is to be used by the manufacturer to
support those WPSs whose essential welding variables (e.g. type of welding
process(es), base material type and thickness and diameter, heat input, welding
parameters, pre-heat and heat treatment conditions etc.) are within the approval ranges
defined by the particular standard selected to qualify the procedure and the additional
requirements of this instruction.
Welding and testing of WPQR/PQR must be witnessed by a shipping Class Society.
The WPQR/ PQR certificate must be freely available for review on request of
representatives from the Classification Society or WCH.
1.7.1 Welding process for root, filler and capping
The root run for single sided full penetration butt joints in pipes must be welded in
general with the 141 process (GTAW).

The use of a different root welding process by the manufacturer requires a written
approval by WCH prior to the commencement of any production welding.
Fusible inserts for root welds may be used only after written approval by WCH under the
condition that they are made of materials compatible with the parent pipe material and
that they are completely fused into the joint. The suitability must be demonstrated by a
welding procedure test (WPQR/PQR) relevant to the application.
Filler- and capping passes can be applied with any suitable and qualified welding
process, ensuring continuous product quality.
The use of permanent backing rings for pipe classes I to II is not permitted. For class III
pipes it requires a written approval by WCH design prior to the commencement of any
production welding.
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Material ID
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Design Group
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Drawing ID
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Rev
B

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1.7.2 Testing requirements
In general, testing of each WPQR/PQR comprises, as a minimum, the non-destructive
and destructive tests specified in the selected standard governing the WPQR/PQR
qualification. Examination and testing of a WPQR qualified to ISO 15614-1 requires the
types and extent of testing as detailed in table 5. If not specified else (by WCH or
Classification Societies), test shall be carried out at 20C ambient temperature:

Table 5
Test piece Type of test Extent of testing Notes
Full penetration butt joint VT
RT or UT
PT or MT
Transverse tensile test
Transverse bend test
Impact tests
Hardness test
Macroscopic examination
100%
100%
100%
2 specimens
4 specimen
2 sets
required
1 specimen

A

B
C
D
Full penetration T-joint VT
PT or MT
UT or RT
Hardness test
100%
100%
100%
required
2 specimens

A, E
D

Fillet weld VT
PT or MT
Hardness test
100%
100%
required
2 specimens

D
A: UT not if t<8mm (nominal base material wall thickness) and for material groups 8, 10, 41 to 48.
B: If t < 12mm, 2x root and 2x face bends; if t 12mm, then 4x side bends.
C: One set weld metal and one set HAZ only if t 12mm on base material with specified impact properties.
D: Not for base materials of groups 1.1, 8, 41 to 48.
E: Not for outside diameter of 50mm.

In addition, the following tests are mandatory for WPQRs / PQRs for class I and II
piping systems:
- Notch bar impact test for base materials with specified impact properties and
nominal wall thickness of 6 mm. (1 set in the weld metal and 1 set in the HAZ /
Min. requirement as per base material specification). In case special
requirements (design temperature, material, etc.) are needed, this will be
mentioned on the drawing.
- Hardness testing (with 350 HV 10 in HAZ )
- Micrographic examination
WCH design may require fatigue tests in addition to the general testing requirements for
class I piping systems, specially classified as Dynamically loaded piping systems (see
table 1 of this instruction). The fatigue test procedure will be generated by WCH design if
required and is not part of this instruction.
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Material ID
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Drawing ID
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Rev
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1.7.3 Approval range of essential welding variables for production welding
In general, the approval range for essential welding variables is defined in the selected
standard governing the WPQR/PQR qualification.
In addition to the requirements of the governing standard, the following restrictions for
welding of class I and II piping systems, as listed in table 6, are always applicable:

Table 6
Essential welding variable
(Test piece)
Approval range for production welding
Base material type Valid for all materials of the same material group (according to the
grouping system used by the governing standard)
Base material thickness
(t in mm )
Single run Multi run
t 3 0.7 t to 1.3 t 0.7 t to 2 t
3 < t 12 0.5 t(3 min.) to 1.3 t 3 to 2 t
12 < t 100 0.5 t to 1.1 t 0.5 t to 2 t
Pipe Diameter (D in mm)
D 25 0.5 D to 2 D
D > 25 0.5 D (25 min.)
Welding process Each welding process and each degree of mechanisation requires
separate qualification.
Welding position Only the position of the procedure qualification test is qualified.
Heat input
(only for base materials
requiring impact testing)
25% deviation from heat input recorded during procedure
qualification.
Preheat and PWHT Lower limit of qualification is the nominal preheat temperature
applied at the start of the procedure qualification. Procedures
qualified with PWHT only qualify production welding with PWHT and
vice versa. A variation in holding temperature of 20C between the
qualified procedure and production welding is acceptable.
Interpass temperature
(only for base materials
requiring impact testing)
Upper limit of qualification is the highest interpass temperature
reached during procedure qualification.
Weld bead width and
thickness
Maximum bead width and bead thickness as recorded during
procedure qualification are the maximum values allowed in
production welding. If bead thickness and/or width where not
recorded, then maximum allowable values of paragraph 2.7.2. of this
instruction must be applied for production welding.
Procedures qualified in plate do not qualify production welding of pipes!

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Material ID
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Drawing ID
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Rev
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1.7.4 Approval criteria and validity requirements
For acceptance, the irregularities in the test piece must fall within the limits specified for
quality level B in accordance with ISO 5817, exceptions being: excessive convexity of
root and capping and excessive throat thickness (fillet welds) which fall into quality level
C. For mechanical and technological tests, the requirements of paragraph 1.7.2 apply.
WPQRs / PQRs qualification test must be witnessed by an independent inspection
authority and approved by the Classification Society.
The validity of a qualified WPQR/PQR is restricted to the workshop performing the
qualification. Workshops or sites under the same technical and quality control are
considered as the same workshop.
The surveyor of the classification society may require production weld test pieces when
considered.

Qualification of a WPQR/PQR remains valid, provided the essential welding variables
are kept within the qualified ranges during production welding.
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Material ID
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Design Group
0332

Drawing ID
107.354.915
Rev
B

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2 Production Specification
2.1 Pipe forming
Manufacturers of formed pressure parts must have adequate equipment and skilled
personnel for the forming processes and the subsequent heat treatment.
2.1.1 Cold forming
To meet LR rules for pressure pipes, cold formed bends must be heat treated in
accordance with the
applicable material specification where Rm<4xDo.
If not heat treated in accordance with the above requirement, qualification testing is
required to prove that material properties are not impared.

Pipes must be heat treated after cold forming further in accordance with the applicable
material specification, table 7 and figure 1.
Table 7
Material groups according
CR ISO 15608
(see paragraph 1.6)
Mean bending radius of pipe
(r
m
in mm, see Figure 1)
Outside diameter
of pipe (D
O
in mm)
Heat treatment
d

1.1, 1.2, 1.3
2.1,
2.2
b
,
3
b
,
4
a
,
5.1, 5.2
a
, 5.3
a
, 5.4
a
,
6
a
,
7,
8,
9,
10,11
r
m
1.3 x D
O
All diameters
d
Yes

1.3 x D
O
< r
m
< 4 x D
O
D
O
142 No
D
O
> 142 Yes
c

4 x D
O
r
m
All diameters No
a
Special heat treatment required in accordance with material standard where design temperature is < -10C.
b
If not heat treated, qualification test required to prove material properties are not impaired.
c
Not required for material groups 8.1 and 8.2.
d
Heat treatment (for ferritic steel pipes either normalizing or quenching and tempering) in accordance with the
requirements of the material specification. Post-forming heat treatment may be dispensed with in case of unalloyed- or
fine grained structural steel pipes with DO 133 mm if rm 1.3 x DO.
Figure 1

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Material ID
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Design Group
0332

Drawing ID
107.354.915
Rev
B

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2.1.2 Hot forming
Pipes must be subjected to heat treatment after hot forming in accordance with the
applicable material specification.
If hot forming operation of material groups 1, 2, 3, 5 with up to 2% Cr and group 7 (see
paragraph 0 for material grouping) has been started and ended within the temperature
range fixed in the material specification:

- Normalizing heat treatment may be dispensed with for normalized steels.
- Quenched and tempered steels need only be tempered provided they have been
rapidly cooled by water or air from the forming temperature.
For hot bending pipes of pipe classes I and II, the manufacturer must demonstrate to
WCH that the requisite properties are achieved in the final product, by examination and
testing of one or more sample bends. The test bends must be made in accordance with
all relevant parameters to be used in production bends.
2.2 Tolerances for pipe forming
2.2.1 General
Tolerances for pipe forming apply for all types of pipes (double wall, high pressure, etc.)
and all pipe classes (I-III) the same way. In case other rules apply, they must me
specified directly on the drawing.
2.2.2 Out-of roundness
The actual out-of-roundness after forming, u
actual
(in %), must be calculated from:
% 100
) ( 2
min max
min max
+

=
o o
o o
actual
D D
D D
u
D
o max
- maximum outside diameter measured (mm)
D
o min
- minimum outside diameter measured at same cross section as D
o max
(mm)
Figure 2

The out-of-roundness of bends must not exceed the limits given in
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Material ID
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Drawing ID
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Rev
B

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figure 3 or be calculated in accordance with the following formula:
%
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acceptable actual
d
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Material ID
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Drawing ID
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Rev
B

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Figure 3
0
2
4
6
8
10
12
14
1 2 3 4 5
rm / do
u

(
%
)

The ends of bent pipes must comply with the tolerances for the base pipe.
2.2.3 Range for longitudinal weld seam at bending
Longitudinal welds should be located at the neutral zone. The range of the neutral zone
after bending is given in figure 4.
Figure 4

2.2.4 Wave at bends
Pipe class I and II must be free of waves at bends on the inner side.
Pipe class III: There must be no waves at bends, unless the waves comply with both of
the following conditions (see
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Material ID
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Drawing ID
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Rev
B

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figure 5):

Condition a:
01
03 . 0 d h
m
s %
2
03
04 02
d
d d
h
m

+
=
Condition b:
m
h a s12
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Figure 5

2.2.5 Bulges of induction bends
The height of any start-up bulge must not exceed 25% of the nominal wall thickness,
and the maximum dimension of its base must be at least eight times its height and must
blend smoothly into the adjoining surfaces (see figure 6).

Out-of-roundness tolerances from paragraph 2.2.2 also apply.
Figure 6

h a >8 and
4
e
hs
(e = nominal wall thickness)
2.2.6 Surface finish, repair and inspection
All bends must be free from surface imperfections such as cracks, indentations, laps
and scabs.
Where surface imperfections are ground out, the remaining wall thickness must never
be below the calculated minimum wall thickness.
Areas which are ground to remove imperfections must be examined by PT or MT to
ensure complete removal of the imperfection.

Welding repairs of defects directly related to the pipe forming process are not permitted!
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2.3 Flanged connections
Before assembly, the manufacturer must ensure all flanges are clean.
Flanges must be brought up flush and square, without forcing, so that the entire mating
surface bear uniformly on the gasket, and then tightened up with uniform bolt tension.
Dimensional tolerances, depending on the spool classification (Grade A or grade B), are
detailed in paragraph Error! Reference source not found. and flange attachment
welds in paragraph 2.7.7 of this instruction.
2.4 Brazing
In general brazing is not to be used for pipe class I.
For special applications of pipe classes II and III (e.g. joining of galvanized steel pipes)
the manufacturer may apply the brazing process, after written approval from WCH and
the Classification Society has been obtained.
Pre-conditions for the application of brazing by a manufacturer are suitably qualified
brazers and a process qualification directly related to the type and brand of brazing
consumable and auxiliaries.
The handling and storage of brazing consumables and auxiliaries must be in
accordance with paragraph 1.3.6 of this instruction.
2.5 Preparations for welding
2.5.1 Cleaning before and after welding
Internal and external surfaces to be welded must always be clean and free of paint, oil,
rust, scale and other foreign matter that is detrimental to either the weld or parent
material when heat is applied.
In general, coated parts must be free of coating products for a sufficient length on both
sides of the weld, in order that the coating does not interfere with the welding process
and to safeguard the coating itself.
Galvanized steel pipes either require removal of the coating in the area of weld joint
preparation prior to welding followed by re-coating or the application of a special joining
process (see paragraph 2.4 of this instruction).
After completion of welding, the welded area must be cleaned of any residues, slag,
spatter etc. as far as accessible.
2.5.2 Overweldable shop primer
Generally, overweldable shop primer is NOT permitted for piping systems of RT engines.
It may be used and not be removed from the weld edge preparation, if ALL of the
following conditions are met:
- The type and brand name of the primer must be approved by the Classification
Society.
- Approval is based on the typical pigment and binding agent base and classed
according to the total pore area determined during testing.
- Overweldable shop primer must be included in the welding procedure
qualification tests (WPQR).
- The manufacturer must ensure that the maximum applied primer thickness, as
tested during the weld tests (WPQR), is not exceeded.
- The recommendations of the primer manufacturer regarding handling and
application of the specific primer brand (e.g. application technique, application
thickness, required drying time before welding and humidity and temperature
limitations for correct application) must strictly be followed and regularly verified
by manufacturers quality control personnel.
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Material ID
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Drawing ID
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Rev
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2.5.3 Weld edge preparation and protection
In general, edge preparation dimensions must always be in accordance with:
- A recognised standard (e.g. ISO 9692) or
- The preparation used during WPQR/PQR qualification by the manufacturer (an
example is given in Figure 7) or
- The preparation as specified by the WCH drawing.
-
The use of square-edge butt joints is only permitted for:
- Class III pipes of low pressure systems which are open to atmosphere and
specified as partial penetration or
- Class I and II pipes with a nominal wall thickness of 2 mm, where the specific
weld preparation has been proven by WPQR/PQR qualification and is regularly
verified by the examinations detailed in paragraph 3 of this instruction.
The preparation of weld edges should preferably be carried out by mechanical means.
When flame cutting is used, care must be taken to remove the oxide scales and any
notches due to irregular cutting by matching grinding back to sound metal.
The manufacturer must take suitable measures to protect the ends of piping components
(e.g. bevels, flange faces etc.) from mechanical damage and from contamination by
foreign matter during transport, storage and assembly.
Details regarding cleaning requirements for piping systems are spec. in paragraph 2.9.
2.5.4 Alignment and Fit-up
The alignment at the weld preparations for butt-welded pipes (internal misalignment)
must be within the following max. limits as specified in table 8 and shown in figure 7.
Table 8
Type of joint Inside diameter
or
Wall thickness
Tolerances on internal
misalignment
D
i
(mm) t (mm) M
max
(mm)
Without backing
ring
D
i
< 150

t 6 Lesser of
4
t
or 1.0 mm
Without backing
ring
1 150 D
i
300 6 < t 9.5 Lesser of
4
t
or 1.5 mm
Without backing
ring
1 D
i
> 300 t > 9.5 Lesser of
4
t
or 2.0 mm
1
Generally backing rings are NOT permitted on Wrtsil RT engines. Exceptions have to be approved by WCH.

To maintain the specified alignment requirements in accordance with ISO 5817 and
the details of the root gap as given in the WPS, the welded parts must be securely
held in position by mechanical means or tack welding.

Alignment and fit-up dimensions must be verified by the manufacturer after tack welding.
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Drawing ID
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Rev
B

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2.5.5 Alignment tol. and an example for weld edge prep. of Single-V butt welds
Figure 7

Where pipes of different thicknesses are to be butt-welded and the thickness difference
is the lesser of > wall thickness of the thinner section or 3 mm, a taper transition
having a length of 4 times the offset between a butting sections shall be provided at
the joint ( for an example see
figure 8)

Figure 8 (Example)

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Material ID
107.354.915.500
Design Group
0332

Drawing ID
107.354.915
Rev
B

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2.6 Heat treatment
2.6.1 Drying of weld joint area
The manufacturer must ensure that the welding area, prior to welding, is free of moisture
(condensation, frost, ice) in order to prevent welding defects like porosity and Hydrogen
induced cracking.

In order to avoid material properties being adversely affected, moisture removal (drying)
by pre-heat may even be required for material types and thicknesses for which the WPS
does not specify any pre- or post heat treatment.

2.6.2 Pre-heating of weld joint area
The pre-heating temperature (working temperature) specified in the WPS must be
adhered to and maintained prior to tack welding and during the entire welding operation.
If the ambient temperature drops below +5C, the base material must be pre-heated to
at least 20C prior to tacking and welding, even for materials with no pre-heat specified
in the applicable WPS.
Minimum pre-heat requirements for ferritic pipe material are specified in table 9. These
values are based on the use of low-hydrogen processes (with a level of diffusible
Hydrogen of 10 ml/100g weld metal).
Table 9
Material group Wall thickness of the
thicker element
Minimum pre-heat
temperature required
C% + (0.6 x Mn%) 0.40
1
20mm 50C
C% + (0.6 x Mn%) > 0.40
1
20mm 100C
0.5% Mo
0.5%Mo/0.5%Cr
> 13mm 100C
1%Cr/0.5%Mo < 13mm
13mm
100C
150C
2.25%Cr/1.0%Mo < 13mm
13mm
150C
200C
1
Carbon (C) and Carbon-Manganese (C/Mn)
2.6.3 PWHT of weld joints and spools
Post weld heat treatment on welded joints is to be conducted, depending on base
material thickness and composition, strictly in accordance with the base material
specification requirements and the written PWHT work instruction of the manufacturer.

Appendix Error! Reference source not found. provides the wall thickness limits,
holding time and soaking temperature for mandatory PWHT of materials for all pipe
classes.

The rate of heating or cooling above 300C must not exceed 5500 / w (in C/h) with a
maximum of 300C/h, where w is the controlling thickness in mm (see Appendix Error!
Reference source not found.).
Version a2 16-77

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Page
30 / 67
Material ID
107.354.915.500
Design Group
0332

Drawing ID
107.354.915
Rev
B

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2.7 Welding procedure
2.7.1 General
All production welding for pipe classes I to III must only be carried out in accordance
with WPSs based on requirements as defined in Error! Reference source not found.
of this instruction.
2.7.2 Restrictions of weld bead width and thickness
In order to obtain the required weld metal mechanical properties by controlling welding
heat input and to avoid weld imperfections, the bead width and appropriate layer
thickness must be restricted for weld joints in class I and II piping systems.
WCH strongly recommends observing these restrictions for class III piping systems as
well.
For all welding processes maximum bead width and appropriate layer thickness, as
recorded during WPQR, must be specified in the WPS and is applicable for production
welding.
If bead width and / or layer thickness where not recorded during WPQR, the maximum
values of table 10 and table 11 must be maintained for production welding.
Table 10 Processes 131, 135, 136 and 137 (GMAW and FCAW)
Welding wire diameter
(mm)
Weld bead
Width (mm)
Weld bead
Thickness (mm)
1.6 max. 20 max. 6
1.4 max. 15 max. 5
1.2 max. 12 max. 4
Table 11 Process 111 (SMAW)
Max. weld bead
width (mm)
Max. 3 x core welding wire diameter
Max. weld bead
thickness (mm)
Max. 1 x core welding wire diameter

This restriction does not apply to fully mechanized and automatic welding processes
(e.g. Orbital welding), where the travel speed is adjusted in accordance with parameters
recorded during weld procedure qualification and continuously verified during production
by the operator.
2.7.3 Butt welds
Unless otherwise specified on the WCH drawing, all butt joints (including pipe to weld
neck flanges) must ensure complete root penetration and fusion. For class I and II
piping, this is to be verified by a NDT method in accordance with paragraph 3 of this
instruction.
This joint type can be used for all pipe classes.
16-78 Version a2

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Page
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Material ID
107.354.915.500
Design Group
0332

Drawing ID
107.354.915
Rev
B

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2.7.4 Fillet welded joints
In general, fillet welded pipe joints should not be used for spools exposed to high
dynamic loading.
On WCH drawings the required fillet size is specified as the fillet throat thickness
a (see figure 9).

Figure 9

Note: a z = 41 . 1 with size leg z _ = thickness throat a _ = (as on WCH drawings)
2.7.5 Socket welded joints

Socket welded joints using standard fittings may be used for:
- Class I (except toxic and corrosive fluid services) and class II with an D
o
80 mm
and
- Class III without limitations.
The socket is to be welded to the pipe by single fillet welds with leg size (z) not less than
x t (t= nominal pipe thickness). A minimum fit-up gap, as shown in figure 9, must be
maintained for socket weld joints.
Figure 9

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Page
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Material ID
107.354.915.500
Design Group
0332

Drawing ID
107.354.915
Rev
B

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2.7.6 Slip-on welded sleeve joints
Slip on welded sleeve joints may be used for pipe class I (except toxic and corrosive fluid
services) and class II with an D
o
80 mm provided that:

- Inside diameter of sleeve (D
i
) must not exceed outside diameter of pipe (D
o
) by
more than 2 mm.
- Depth of insertion of pipe into sleeve must be at least 9.5 mm.
- The gap between two pipes must be at least 2 mm.
- Fillet weld leg size (z) must not be less that 1.1 x t (t= nominal pipe thickness)
Figure 10

Figure 10 shows a typical slip on weld joint configuration.
16-80 Version a2

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Main Drw.

Page
33 / 67
Material ID
107.354.915.500
Design Group
0332

Drawing ID
107.354.915
Rev
B

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2.7.7 Flange attachment welds
In general the flange type is specified on the WCH drawing.

If not specified on the WCH drawing, the manufacturer may use a flange type as shown
in figure 11 and conforming to and marked in accordance with a recognised national or
international standard within the pressure-temperature ratings of the standard.

For flanges not conforming to a recognised standard, the manufacturer must submit
calculations based on a recognised method for approval to WCH design.
Figure 11

Type B

Slip-on welding flange fully welded

Version a2 16-81

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Page
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Material ID
107.354.915.500
Design Group
0332

Drawing ID
107.354.915
Rev
B

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If not specified differently on the WCH drawing, flanges must be attached to the pipes
by a double fillet weld, having a throat size of not less than 0.7 x t ( see example in
figure 12).
Figure 12

16-82 Version a2

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Page
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Material ID
107.354.915.500
Design Group
0332

Drawing ID
107.354.915
Rev
B

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2.8 Dimensional tolerances for fabricated spools
For the purpose of this instruction, tolerances of piping systems are divided into:
- Manufacturing tolerances
- Assembly tolerances
All tolerances specified on the WCH piping drawings are assembly tolerances.

The assembly tolerances (for linear and angular dimensions) specify the minimum
requirement for a proper connection of piping spools to the engine without significant
straining of the spools. The manufacturing tolerance should therefore always be
within the requirements of the assembly tolerance.
Depending on the function and type of a piping system, assembly tolerances are
specified by WCH design either:

- Directly on the piping drawing in addition to the dimension (e.g.
5 . 0
0
20
+
)
- By the classification of a spool into Grade A, B or C.

If the manufacturing tolerance is outside the assembly tolerance, the required assembly
tolerance must be achieved by adjusting the spool dimensions during spool assembly.
(e.g. completing one or more spool welds after the spool was fitted to the engine).
For the purpose of specifying the assembly tolerances, fabricated spools are classified
as follows:
Grade A: Spools in very tight piping systems. Pipes for which the designer specifies exact dimensions
Grade B: Spools in piping systems which are flexible enough to accommodate slight discrepancies
Grade C: Pipe in a piping system which includes spools with legs left long
Error! Reference source not found. illustrates dimensional details of a spool.
Acceptable assembly tolerances are specified in table 12.

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Figure 14

Dimension No 1: Face-to face dimension, Centre-to-face dimension, Location of attachments, Centre-to-centre
dimension
Dimension No 2: Out-of-roundness of bends
Dimension No 3: Lateral translation of branches or connections
Dimension No 4: Rotation of flanges, from the indicated position, measured as shown
Dimension No 5: Bevels in butt-weld or plain ends-state diameter to which bevel applies
Dimension No 6: Out-of alignment of flanges from the indicated position, measured across the f ull Gasket face
Table 12
Grade Up to DN 150
Dimension No
1

Over DN 150
Dimension No
1

1 2 3 4 5 6 1 2 3 4 5 6
A
1 See
2.2.2
2 2 0.5 0.5 2 See
2.2.2
2 2 1 1
B
3 See
2.2.2
3 2 0.5 1 4 See
2.2.2
3 3 1 1.5
C
6 See
2.2.2
3 2 0.5 1 6 See
2.2.2
3 3 1 1.5
1
see Error! Reference source not found. for dimension numbers

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2.9 Cleaning of pipe spool
To avoid consequential damage to bearings, gear systems, pumps, valves etc. during
operation, the inner surfaces of pipe work conveying media and the associated hollow
spaces must be absolutely clean.
Table 13
Pipe
Class
During manufacture and
commissioning
Cleaning
I After preliminary bending:
Remove any scale or burnt sand
from hot bent pipes. Blow out dry.

After fitting and finish-welding
or brazing:
Remove any scale, slag, splatter
etc. which has resulted on the
inside of pipes in the respective
welding and brazing positions.
Blow out dry.

Check:
Make absolutely sure that the
inner surfaces are clean and free
of scale, slag, spatter or any
residual blasting material.
Washing (flushing):
Immediately after the removal of scale,
slag, spatter and residual blasting
material, wash the dry blown-out, finished
pipes according to the flush through
method. After this, drain off completely.

Means:
Pressure pump, 10 - 12 bar, flushing oil
and filter.

Important:
During provisional erection, dismantling,
shipment and final erection, make
absolutely sure that no contaminants gain
access to the pipe work system. The
openings must be closed off. Always
check the cleanliness immediately prior to
connection.
II Check the cleanliness of the pipe
interiors.

III Similar measures for cleanliness
as for pipe classes I and II.

2.9.1 Recommendations
- Means for the avoidance of scale, slag, etc.: If possible weld with shield gas or the TIG
process.
- Means for the removal of scale, rust, slag etc. pickling with subsequent passivation, steel grid
blasting or manually with suitable aids.
- Seal off the openings of pipework systems to protect temporarily against foreign matter.
2.9.2 Important notes
- Pipes of pipe class I have to be manufactured according to the drawings and in such a way that
shot-blasting material can be removed completely. Furthermore, care should be taken that any
unavoidable gaps, roots of welds etc. are closed off on the inner side of pipework. Flanges are
always welded on the inner side to the pipe.
- Non metallic blasting materials such as quartz sand etc., are not allowed.
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Rev
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2.10 Repair Work
In general, all components of pipe systems (spools) must be laid out and welded by the
manufacturer in such a way, as to allow the installation on the engine in accordance to
the drawing requirements.
Piping must never be distorted for the purpose of alignment for joint assembly, as this
can introduce detrimental strains in the piping or connecting equipment.
Where deviations from the requirements are found during fabrication or installation, the
manufacturer must decide whether a repair or adjustment is necessary and possible.
2.10.1 Adjustment of spools
The adjustment of formed components using local heating may be permitted under strict
supervision and provided that the final supply condition of the component is not altered.
For materials other than group 1 (see paragraph 0), the use of heat straightening is only
permissible, if the manufacturer can demonstrate (e.g. by PT or Hardness testing), that
the procedure does not adversely modify the metal properties.
In general heat straightening temperatures must not exceed the stress relieving
temperature (see appendix Error! Reference source not found.) of the pipe material.
Cold hammering of pipes to remove wrinkles or indentations or adjust assembly
tolerances is not permitted.
2.10.2 Repair of spools
Welding defects requiring repair can be removed by grinding, chipping, gouging, flame,
plasma or machining part or the complete weld, provided the pipe material is not
adversely affected by thermal processes. Table 14 indicates the requirements for weld
repairs.

Table 14
Pipe class Welding Personnel Welding Repair Procedures
I + II Qualified welders/operators in
accordance with paragraph 0 of this
instruction
Based on the production WPS or a special Repair WPS qualified by
a WPQR/PQR.
All repairs must be documented by the manufacturer.
III Qualified welders/operators in
accordance with paragraph 0 of this
instruction
Based on the WPS used for production welding or a special Repair
WPS.

The same weld defect in pipe classes I and II may only be repaired twice with the same
procedure. Any further repair attempt must be based on a revised procedure and requires
prior approval by WCH and the Classification Society.
After completion of a repair, the repair area must be examined by the same NDT methods
which have revealed the initial weld defect.

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Material ID
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3 Non Destructive Testing (NDT)
The manufacturer is fully responsible for the final product quality in accordance with the
applicable rules of the Classification Society and as specified in this instruction.
This instruction defines only the minimum extent of product inspection to be carried out by
the manufacturer. Additional regular in-house inspections are strongly recommended by the
manufacturer to continuously maintain a high quality level and reduce the repair rate.
The NDT methods specified in this instruction must be performed in accordance with written
NDT procedures and by qualified NDT personnel.
NDT procedures must be approved by NDT level III personnel and, if required, by the
Classification Society.
Testing must be carried out by an individual certified to at least EN 473, SNT-TC1A,
ISO9712 or equivalent to level 1, under supervision of personnel certified to level 2 or 3, who
is also responsible for test result evaluation.
3.1 Extent of NDT
After completion of manufacturing, piping systems must be examined in accordance with
table 15.
Table 15
Pipe
class
Butt weld joints
Type of NDT and extent
Fillet weld joints
Type of NDT and extent
VT PT/MT RT
b
VT PT/MT
I 100% 100%
c
100% if DO >75mm
10% if DO 75mm
100% 100%
II 100% 10%
c
none 100% 10%
III 100% none
d
none
a
100% none
a
Random PT/MT/RT test can be requested by the Classification Society or WCH in case of doubts in weld quality or a high
repair rate.
b
If processes 131, 135 and 136 (GMAW) are used on nominal pipe thicknesses of 8 mm, additional UT testing for lack of
fusion is required for pipe classes I and II.
c
Not applicable to material groups 1.1, 1.2 and 8.1.
d
PT or MT inspections can be done, in case an imperfection is detected by VT. Spot checks must be done if requested by
WCH or Classification Society.

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Rev
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3.2 NDT techniques, methods and acceptance criteria
The quality level for the acceptance of welds (e.g. level B, C or D in accordance with
ISO 5817) is specified either in a general statement on the WCH drawing or together
with the applicable welding symbol.
NDT techniques, methods and acceptance criteria are specified in table 16. Paragraph 0
of this instruction contains the relevant sections of ISO 5817 for reference.
Table 16
NDT
technique
Method Acceptance
criteria
Pipe
class
VT EN 970 ISO 5817, level B I
ISO 5817, level C II & III
RT EN 1435, class B EN 12517, acceptance level 2 I
EN 1435, class A II & III
UT EN 1714, class B EN 1712, acceptance level 2 I
EN 1714, class A EN 1712, acceptance level 3 II & III
PT EN 571-1 EN 1289, acceptance level 1 I, II, III
MT EN 1290 EN 1291, acceptance level 1 I, II, III
When sample inspection (e.g. 10% or 5%) reveals imperfections, the following must
apply for all pipe classes:
- Two additional welds of the same group (welded by the same welder who caused
the imperfections) must be tested by the same type of NDT.
- If any of the additional welds reveal unacceptable imperfections, all welds of the
same group must be fully examined.
3.2.1 Quality level for weld joints with special requirements
For special butt weld joints with very high requirements, WCH design may specify these
on the drawing itself.
3.2.2 Hydrostatic test of piping
All class I and II pipes and integral fittings with D
O
50 mm , after completion of
manufacture and NDT (after spool is complete) but before installation and coating must
be subjected to a hydrostatic test in the presence of the Classification Society. For each
engine type P
T max
and P
w o
are defined specifically in design group 0339. Any exceptions
are mentioned on the specific drawing. Error! Reference source not found. shows an
example how the various pressures are applied.

Test overpressures for piping systems that are lower then 600 bar working overpressure
(P
T max
for P
W o
< 600bar):

5 . 1
max max
=
W T
P P

Test overpressures for piping systems that are higher then 600 bar working
overpressure
(P
T max
for P
W o
> 600bar):

bar P P
W T
300
max max
+ =

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Figure 15

Table 17
Explanations:
W
P

Pressure range during normal operation of the system.
Wo
P

Maximum Pressure under normal working conditions. Values based on calculations
and engine settings.
max W
P

Maximum possible pressure under any operating conditions (emergency) provided
by opening pressure of safety devices. P
W max
can be e.g. 110-130% of P
Wo
.
This gives additional safety margin compared to P
Wo
.
max T
P

Pressure used to test pipe spool for leaks during NDT process.

t
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Drawing ID
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Rev
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4 Quality standard for Imperfections in welded joints
4.1 Introduction
4.1.1 Scope
This specification defines quality grades (quality levels), classifications of imperfections
and acceptance criteria in arc welded joints. Three levels are given (B, C, D) from which
a selection can be made for a particular application. The quality level necessary in each
case is defined by WCH.
The levels refer to production quality and not to the fitness-for-purpose of the product
manufactured. Fitness-for-purpose means a product is fit for its intended purpose when
it functions satisfactorily in service during its agreed lifetime.
This specification applies to:

- unalloyed and alloyed steels
- following welding processes and their defined sub-processes according ISO 4063
(AWS)
111 metal-arc welding without gas protection (SMAW)
121 submerged arc welding (SAW)
131/135 gas-shielded metal-arc welding (GMAW)
141 gas-shielded welding with non-consumable electrodes (GTAW)
151 plasma arc welding (PAW)
311 oxy-fuel gas welding (for steel only)
- manual, mechanised and automatic welding
- all welding positions
- all types of welds, e.g. butt welds, fillet welds and branch connections
- material thickness above 0,5 mm
4.1.2 References
ISO 5817 (EN 25817): Arc welded joints in steel Guidance on quality levels for
imperfections.

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4.2 Quality level
The quality levels given on the drawings and in this specification are based on the
quality levels of ISO 5817.
Table 18
Level symbol Quality level
D low
C Medium
B High

D: Represents the minimum weld quality which can be obtained from normal qualified welders
without problems. Welds that do not fulfil quality level D are not acceptable.
C: Represents normal good workmanship, which should be obtainable without problems. Minor
grinding work may be necessary.
B: Represents the best practical obtainable quality. The welder must be extra careful, and some
repair work might be necessary.

The choice of quality level for any application must take account of design
considerations, subsequent processing, (e.g. surfacing), mode of stressing (e.g.
static, dynamic), service conditions (e.g. temperature, environment) and
consequences of failure. Economic factors are also important and should include not
only the cost of welding but also inspection, test and repair costs.
Normally all the dimensional limits for imperfections are covered by specifying one
quality level. In some cases, it may be necessary to specify different quality levels for
different imperfections in the same welded joint, or to include additional requirements.

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Drawing ID
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Rev
B

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.

4.3 Limits for Imperfections
Table 21
No.
ISO
6520-1
refere
nce
Imperfection
designation
Remarks f mm
Limits for imperfection for quality levels
D C B
1 Surface
1.1 100 Crack - 0.5 Not permitted Not permitted Not permitted
1.2 104 Crater Crack - 0.5 Not permitted Not permitted Not permitted
1.3 2017 Surface Port Maximum dimension of a single pore for
- butt welds
- fillet welds
0.5 to
3
d 0,3 s
d 0,3 a
Not permitted Not permitted
Maximum dimension of a single pore for
- butt welds
- fillet welds
>3 d 0.3 s, but
max 3mm
d 0.3 a but
max 3mm
d 0.2 s, but
max 2mm
d 0.2 a but
max 2mm
Not permitted
1.4 2025 End crater
pipe

0.5 to
3
h 0.2 t Not permitted Not permitted
>3 h 0.2 t, but
max 2mm
h 0.1 t, but
max 1mm
Not permitted
1.5 401 Lack of fusion
(incomplete
fusion)
- 0.5 Not permitted Not permitted Not permitted
1.5 401 Micro lack of
fusion
Only detectable by micro examination 0.5 Permitted Permitted Not permitted
1.6 4021 Incomplete
root
penetration
Only for single side butt welds

0.5 Short
imperfections:
h 0.2 t, but
max 2mm
1.7 5011
5012
Continuous
undercut
Intermittent
undercut
Smooth transition is required. This is
not regarded as systematic
imperfection.

>3 h 0.2 t, but
max 1mm
h 0.1 t, but
max 0.5mm
h 0.05 t, but
max 0.5mm
1.8 5013 Shrinkage
groove
Smooth transition is required. 0.5 to
3
h 0.2mm +
0.1 t
Short
imperfections:
h 0.1 t
Not permitted
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No.
ISO
6520-1
refere
nce
Imperfection
designation
Remarks f mm
D C B

>3 Short
imperfections:
h 0.2 t, but
max 2mm
Short
imperfections:
h 0.1 t, but
max 1mm
Short
imperfections:
h 0.05 t, but
max 0.5mm
1.9 502 Excess weld
meta
(butt weld)
Smooth transition required.

0.5 h 1mm +
0.25 b, but
max 10mm
h 1mm +
0.15 b, but
max 7mm
h 1mm +
0.1 b, but max
5mm
1.10 503 Excessive
convexity (fillet
weld)

0.5 h 1mm +
0.25 b, but
max 5mm
h 1mm +
0.15 b, but
max 4mm
h 1mm +
0.1 b, but max
3mm
1.11 504 Excess
penetration

0.5 to
3
h 1mm +
0.6 b
h 1mm +
0.3 b
h 1mm +
0.1 b
>3 h 1mm +
0.10 b, but
max 5mm
h 1mm +
0.6 b, but max
4mm
h 1mm +
0.2 b, but max
3mm
1.12 505 Incorrect weld
toe
butt welds

0.5 90 110 150
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No.
ISO
6520-1
refere
nce
Imperfection
designation
Remarks f mm
D C B
fillet welds

0.5 o 90 o 110 o 110
1.13 506 Overlap

0.5 h 0.2 b Not permitted Not permitted
1.14 509
511
Sagging
incompletely
filled groove
Smooth transition is required

0.5 to
3
Short
imperfections:
h 0.25 t
Short
imperfections:
h 0.1 t
Not permitted
>3 Short
imperfections:
h 0.25 t, but
max 2mm
Short
imperfections:
h 0.1 t, but
max 1mm
Short
imperfections:
h 0.05 t, but
max 0.5mm
1.15 510 Burn through - 0.5 Not permitted Not permitted Not permitted
1.16 512 Excessive
asymmetry off
fillet weld
(excessive
unequal leg
length)
In case where symmetric fillet weld has
not been prescribed.

0.5 h 2mm +
0.2 a
h 2mm +
0.15 a
h 1.5mm +
0.15 a
1.17 515 Root concavity Smooth transition is required

0.5 to
3
h 0.2mm +
0.1 t
Short
imperfections:
h 0.1 t
Not permitted
16-94 Version a2

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Page
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Material ID
107.354.915.500
Design Group
0332

Drawing ID
107.354.915
Rev
B

C
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r
t
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l l
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.

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i n

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y

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m
a
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e

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s
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l e

t
o

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h
i r
d

p
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e
n

c
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s
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n
t

o
f

W
r
t
s
i l
.

No.
ISO
6520-1
refere
nce
Imperfection
designation
Remarks f mm
D C B

>3 Short
imperfections:
h 0.2 t, but
max 2mm
Short
imperfections:
h 0.1 t, but
max 1mm
Short
imperfections:
h 0.05 t, but
max 0.5mm
1.18 5.16 Root porosity Spongy formation at the root of a weld
to bubbling of the weld metal at the
moment of solidification (e.g. lack of gas
backing)
0.5 Locally
permitted
1.19 517 Poor restart - 0.5 Permitted
The limit
depends on the
type of
imperfection
occurred due to
restart
1.20 5213 Insufficient
throat
thickness
Not applicable to processes with proof
of greater depth of penetration

0.5 to
3
Short
imperfections:
h 0.2mm +
0.1 a
Short
imperfections:
h 0.2mm
Not permitted
>3 Short
imperfections:
h 0.3mm +
0.1 a,
but max 2mm
Short
imperfections:
h 0.3mm +
0.1 a
but max 1mm
Not permitted
1.21 5214 Excessive
throat
thickness
The actual throat thickness of the fillet
weld is too large

0.5 Unlimited h 1mm +
0.2 a,
but max 4mm
h 1mm +
0.15 a,
but max 3mm
1.22 601 Stray arc - 0.5 Permitted, if
the properties
of the parent
metal are not
affected
1.23 602 Spatter - 0.5 Acceptance depends on application e.g.
material, corrosion protection
Version a2 16-95

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Page
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Material ID
107.354.915.500
Design Group
0332

Drawing ID
107.354.915
Rev
B

C
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y

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a
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m
a
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e

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s
s
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l e

t
o

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h
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d

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t
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W
r
t
s
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.

No.
ISO
6520-1
refere
nce
Imperfection
designation
Remarks
f
mm
D C B
2 Internal imperfections
2.1 100 Crack All types of cracks except microcracks
and crater cracks
0.5 Not permitted Not permitted Not permitted
2.2 1001 Microcracks A crack usually only visible under the
microscope (50x)
0.5 Permitted Acceptance depends on type of
parent metal with particular
reference to crack sensitivity
2.3 2011
2012
Gas pore
Uniformly
distributed
porosity
The following conditions and limits for
imperfections shall be f ulfilled:

a1) Maximum dimension of the area of
the imperfections (inclusive of systematic
imperfection) related to the projected area
NOTE The porosity in the project area
depends on the numbers of layers
(volume of the weld)
0.5 for single
layer: 2.5%
for multi layer:
5%
for single
layer: 1.5%
for multi layer:
3%
for single
layer: 1%
for multi layer:
2%
a2) Maximum dimension of the cross
section area of the imperfections
(inclusive of systematic imperfection)
related to the fracture area (only
applicable to production, welder or
procedure tests)
0.5 2.5% 1.5% 1%
b) Maximum dimension for a single pore
for:
- butt welds
- fillet welds
0.5 d 0.4 s, but
max 5mm
d 0.4 a, but
max 5mm
d 0.3 s, but
max 3mm
d 0.3 a, but
max 4mm
d 0.2 s, but
max 3mm
d 0.2 a, but
max 3mm
2.4 2013 Clustered
(localized)
porosity
case 1 (D > dA2)

case 2 (D < dA2)

The sum of the different pore areas (A1 +
A2 + ) related to the evaluation area
lp x wp (case 1)
Reference length for lp is 100mm
If D is less than dA1 or dA2, whichever is
smaller, an envelope surrounding the
porosity areas A1 + A2 shall be
considered as one area of imperfection
(case 2)

16-96 Version a2

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Welding Instruction
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Page
49 / 67
Material ID
107.354.915.500
Design Group
0332

Drawing ID
107.354.915
Rev
B

C
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o

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W
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.

No.
ISO
6520-1
refere
nce
Imperfection
designation
Remarks
f
mm
D C B
2.4 2013 Clustered
(localized)
porosity
The following dimension conditions and
limits for imperfections shall be fulfilled.

a) Maximum dimension of the summation
of the projected area of the imperfection
(indusive of systematic imperfection)
0.5 16% 8% 4%
for:
- butt welds
- fillet welds
0.5 d 0.4 s, but
max 4mm
d 0.4 a, but
max 4mm
d 0.3 s, but
max 3mm
d 0.3 a, but
max 3mm
d 0.2 s, but
max 2mm
d 0.2 a, but
max 2mm
2.5 2014 Linear porosity case 1 (D > d2)

case 2 (D < d2)

The sum of the different pore areas
|
|
.
|
\
|
+
...
4 4
2
2
2
1
t t d d
related to the evaluation area
lp x wp (case 1)
If D is smaller than the smaller diameter
of one of the neighbouring pores, the f ull
connected area of the two pores shall be
applied to the sum of imperfection (case
2).
The following conditions and limits for
imperfections shall be f ulfilled.

a1) Maximum dimension of the area of
the imperfections (inclusive of systematic
imperfection) related to the projected area
NOTE The porosity in the project area
depends on the numbers of layers
(volume of the weld)
0.5 for single
layer: 8%
for multi layer:
16%
for single
layer: 4%
for multi layer:
8%
for single
layer: 2%
for multi layer:
4%
a2) Maximum dimension of the cross
section area of the imperfections
(inclusive of systematic imperfection)
related to the fracture area (only
applicable to production, welder or
procedure tests)
0.5 8% 4% 2%
for:
- butt welds
- fillet welds
0.5 d 0.4 s, but
max 4mm
d 0.4 a, but
max 4mm
d 0.3 s, but
max 3mm
d 0.3 a, but
max 3mm
d 0.2 s, but
max 2mm
d 0.2 a, but
max 2mm
Version a2 16-97

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Page
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Material ID
107.354.915.500
Design Group
0332

Drawing ID
107.354.915
Rev
B

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.

No.
ISO
6520-1
refere
nce
Imperfection
designation
Remarks
f
mm
D C B
2.6 2015
2016
Elongated
cavity
Wormholes
- butt welds 0.5 h 0.4 s, but
max 4mm
l s, but max
75mm
h 0.3 s, but
max 3mm
l s, but max
50mm
h 0.2 s, but
max 2mm
l s, but max
25mm
- fillet welds 0.5 h 0.4 a, but
max 4mm
l a, but max
75mm
h 0.3 a, but
max 3mm
l a, but max
50mm
h 0.2 a, but
max 2mm
l a, but max
25mm
2.7 202 Shrinkage
cavity
- 0.5 Short
imperfections
permitted, but
not breaking
of the surface
butt welds:
h 0.4 s,
but max
4mm
fillet welds:
h 0.4 a,
but max
4mm
2.8 2024 Crater pipe

The larger value of h or l will be
measured
0.5
to 3
>3
h/l 0.2 t

h/l 0.2 t, but
max 2mm
2.9 300
301
302
303
Solid
inclusions
Slag
inclusions
Flux inclusions
Oxide
inclusions
max 4mm
l s, but max
75mm
h 0.3 s, but
max 3mm
l s, but max
50mm
h 0.2 s, but
max 2mm
l s, but max
25mm
max 4mm
l a, but max
75mm
h 0.3 a, but
max 3mm
l a, but max
50mm
h 0.2 a, but
max 2mm
l a, but max
25mm
2.10 304 Metal
inclusions
other than
copper
max 4mm
h 0.3 s, but
max 3mm
h 0.2 s, but
max 2mm
max 4mm
h 0.3 a, but
max 3mm
h 0.2 a, but
max 2mm
2.11 3042 Copper
inclusions
- 0.5 Not permitted Not permitted Not permitted
16-98 Version a2

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Page
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Material ID
107.354.915.500
Design Group
0332

Drawing ID
107.354.915
Rev
B

C
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i n

a
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y

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a
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n
o
r

m
a
d
e

a
c
c
e
s
s
i b
l e

t
o

t
h
i r
d

p
a
r
t
i e
s

w
i t
h
o
u
t

t
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e

p
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u
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n

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t

o
f

W
r
t
s
i l
.

No.
ISO
6520-1
refere
nce
Imperfection
designation
Remarks
f
mm
D C B
2.12 401

4011

4012

4013
Lack of fusion
(incomplete
fusion)

Lack of side
wall f usion

Lack of inter-
run f usion

Lack of root
fusion

0.5 Short
imperfections
permitted, but
not breaking
of the surface
butt welds:
h 0.4 s,
but max
4mm
fillet welds:
h 0.4 a,
but max
4mm

Version a2 16-99

Substitute for: PC

Q-Code X X X X X
M
o
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i f
A EAAD058177 24.10.2007 B EAAD083830 14.05.2012

Product
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Welding Instruction
for piping systems
Main Drw.

Page
52 / 67
Material ID
107.354.915.500
Design Group
0332

Drawing ID
107.354.915
Rev
B

C
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t
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i l
.

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l l
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No.
ISO
6520-1
refere
nce
Imperfection
designation
Remarks
f
mm
D C B
2.13 402 Lack of
penetration

T-joint (fillet weld)
>5 Short
imperfections:
h 0.2 a, but
max 2mm

T-joint (partial penetration)

Butt joint (partial penetration)
0.5 Short
imperfections:
Butt joint:
h 0.2 s,
but max
2mm
T-joint:
h 0.2 a,
but max
4mm
Short
imperfections:
butt joint:
h 0.1 s,
but max
1.5mm
fillet joint:
h 0.1 a,
but max
1.5mm
Not permitted

Butt joint (f ull penetration)
0.5 Short
imperfections:
h 0.2 t, but
max 2mm

16-100 Version a2

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Material ID
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Design Group
0332

Drawing ID
107.354.915
Rev
B

C
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.

No.
ISO
6520-1
refere
nce
Imperfection
designation
Remarks
f
mm
D C B
3 Imperfections in joint geometry
3.1 507 Linear
misalignment
The limits relate to deviations from the
correct position. Unless otherwise
specified, the corruption position is that
when the centrelines coincide (see also
Clause 1). t refers to the smaller
thickness. Linear misalignment within the
given limits are not regarded as
systematic imperfection (applicable to
Figures A and B).
0.5
to 3
h 0.2mm +
0.25 t
h 0.2mm +
0.15 t
h 0.2mm +
0.1 t

Figure A: Plated and longitudinal welds
>3 h 0.25 t, but
max 5mm
h 0.15 t, but
max 4mm
h 0.1 t, but
max 3mm

Figure B: Circumferential welds
0.5 h 0.5 t, but
max 4mm
h 0.5 t, but
max 3mm
h 0.5 t, but
max 2mm
3.2 508 Angular
misalignment

0.5 | 4 | 2 | 1
3.3 617 Incorrect root
gap for fillet
weld
The limitation of Clause 5 as regards
systematic imperfection does not apply.

0.5
to 3
h 0.5mm +
0.1 a
h 0.3mm +
0.1 a
h 0.2mm +
0.1 a
>3 h 1mm +
0.3 a, but max
4mm
h 0.5mm +
0.2 a, but max
3mm
h 0.5mm +
0.1 a, but max
2mm

No.
ISO
6520-1
refere
nce
Imperfection
designation
Remarks
f
mm
D C B
Version a2 16-101

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Material ID
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Design Group
0332

Drawing ID
107.354.915
Rev
B

C
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.

No.
ISO
6520-1
refere
nce
Imperfection
designation
Remarks
f
mm
D C B
4 Multiple imperfections
4.1 None Multiple
imperfections
in any cross
section
Cross section
(macrograph)
in the most
unfavourable
joint range

= + + + + h h h h h h
5 4 3 2 1

0.5
to 3
Not permitted Not permitted Not permitted
>3 Maximum
total length of
imperfections:
Eh 0.4 t
or 0.25 a
Maximum
total length of
imperfections:
Eh 0.3 t
or 0.2 a
Maximum
total length of
imperfections:
Eh 0.2 t
or 0.15 a
4.1

= + + + + h h h h h h
5 4 3 2 1

4.2 None Projected or
cross section
area in
longitudinal
direction
case 1 (D > l3)

= + + l h l h l h l h
3 3 2 2 1 1

case 2 (D < l3)

=
+ + |
.
|
\
| +
+ +
l h
l h D
h h
l h l h
3 3
3 2
2 2 1 1
2
The sum of the areas E h x l shall be
calculated as a percentage to the
evaluation are lp x wp (case 1)
If D is smaller than the shorter length of
one of the neighbouring imperfections the
full connection of the two imperfections
shall be applied to the sum of
imperfections (case 2)
0.5 E h x l 16% E h x l 8% E h x l 4%
16-102 Version a2

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Material ID
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Design Group
0332

Drawing ID
107.354.915
Rev
B

C
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Appendix
A. Recommendations: storage and handling of
consumables
A.1 Scope
This recommendation covers the basic principles to be observed in the handling and
storage of welding consumables in order to ensure the deposit of quality welds.
A.2 Introduction
Handling and storage of covered welding electrodes, solid- and cored welding wire and
welding fluxes have a significant influence on the weld quality.

It is therefore of utmost importance, that all welders and operators are familiar with these
requirements and first of all put these requirements into action on the shop floor.
The manufacturers recommendations for handling and storage of a specific type and
brand of consumable or flux, as detailed on the packaging or materials data sheet, takes
always precedence over the following general recommendations.
A.3 Reference documents
- Welding consumable Handbook from Thyssen Schweisstechnik 1999 Edition
- Welding consumable Handbook from Bhler Schweisstechnik 2003 Edition
- Recommendation for storage, re-drying and handling of ESAB consumables
- FILARC product catalogue international edition 1999/2000
A.4 Covered welding electrodes
Covered electrodes combine a central current carrying core wire, which acts also as
filler rod, and a flux covering which carries out the following important functions:
- Provision of a gaseous shield to exclude air from the arc area and reduce
oxidation.
- Production of a slag to protect the molten metal and scavenge the molten metal
of impurities.
- Providing a vehicle for adding alloying elements.
- Stabilizing the arc.
-
If the flux coating is mechanically damaged (e.g. cracked or chipped off coating), damp
or contaminated by oil, grease etc. this leads to major welding problems such as:
- weld porosity
- hydrogen induced weld cracking
- poor operating characteristics of the electrode and related weld imperfections

Version a2 16-103

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Page
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Material ID
107.354.915.500
Design Group
0332

Drawing ID
107.354.915
Rev
B

C
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r
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.

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.

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.

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Figure 13

Electrode types
- Low hydrogen basic electrodes (excluding vacuum packed electrodes) must be
re-baked before use to ensure low weld metal hydrogen content.
- Acid rutile or basic stainless/nickel electrodes (excluding vacuum packed
electrodes) must be re-baked before use to avoid porosity.
- Mild steel rutile and acid electrodes normally needs no re-baking. Over baking
can damage the flux coating and impair welding characteristics.
- Cellulose electrodes must not be baked. These electrodes need a defined
amount of moisture in the flux coating in order to function properly.
-
With respect to welding electrodes either of the baked or vac packed type, damage to
the flux coating can occur on both. Suitable procedures, instructions should be in place
to ensure that these damaged electrodes can not be used for welding and are removed
from the production process. The manufacturer may also have recommendations on
what constitutes damage as well as control measures.
A.4.1 Guidelines for storage
Coated electrodes should principally be kept in their original packaging until use. The
withdrawal of electrode packages from store should be based on the first-in/first-out
principle. The electrode storage room has to fulfil the following requirements:

- The room must be protected against atmospheric conditions and adequate
ventilation must be ensured, ceiling, floor and walls must be dry, there must not
be any open water areas in the room. Coated electrodes must not be stored in
direct contact with either the floor or the walls.
- Open electrode packages have to be stored in a dry and, if necessary, heated
rooms in order to prevent the temperature from dropping below the dew point.
-
Table 19
Covered electrodes of any type will pick up moisture only
very slowly if they are stored under the following climatic
conditions
At Temperature (C) Max. relative humidity
(%)
5-15 60
5-25 50
> 25 40

During winter, it is possible to maintain low relative humidity by keeping the temperature
in the store room at least 10C above the outdoor temperature. During certain periods in
the summer and in tropical climate, sufficiently low relative humidity may be maintained
by air dehumidification.
16-104 Version a2

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Page
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Material ID
107.354.915.500
Design Group
0332

Drawing ID
107.354.915
Rev
B

C
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t

W
r
t
s
i l
.

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l l
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A.4.2 Guidelines for baking and holding
Baking and re-baking must only be carried out in special electrode baking ovens. For
baking and re-baking, the oven must be preheated to 80-100 C before placing the
electrodes in it. Electrodes must not be stacked higher than 3-4 layers in the oven. After
baking temperature is reached, it must be maintained for approximately 2 hours. For
baking temperatures from 250 C , heating rate of the oven should not exceed 150
C/h. Basic coated electrodes may be baked or re-baked only up to 3 times, whereby
they total baking or re-baking time should not exceed 10 hours. Vacuum packed
electrodes dont require baking, if they are taken from there original packaging directly
prior to welding. General recommendations for baking and re-baking subject to storage
condition, flux coating type, packaging and cold-crack sensitivity of the base material
welded are listed in table 22.
Table 20
Electrode application Type of
coating
Re-backing
generally
recommended
Baking
temperature (C)
Re-baking
time (h)
Unalloyed and low
allayed steel
A, AR, C**,
RC, R, RR, RB
No* -* -
B yes 300-350 2-10
High strength fine grained
constructional steel
B yes 300-350 2-10
High temperature steels R No* - -
RB, B yes 300-350 2-10
Stainless and heat
resistant steels
R
RB, B
yes
No*
120-200
-*
2-10
Soft-martensitic steels B yes 300-350 2-10
Duplex steels RB yes 250-300 2-10
Nickel-base alloys all if required* 120-300 2-10
* In certain cases it may be reasonable to re-bake even electrodes for which Error! Reference source not found.
does not recommend re-baking. Should the coating exhibit an excessively high water content as the result of
improper storage or other adverse influences, which is ref lected, among others, by the welding behaviour and by
increased spattering or formation of pores, the electrodes may- in the absence of specifications by the manufacturer
to the contrary- be re-baked at 100-120 C for one hour.
** Cellulose coated electrodes must principally not be re-baked.
*** Abbreviations of electrode coating types: A acid covering / B - basic covering / C cellulosic covering / R rutile
covering / RA rutile-acid covering / RB rutile-basic covering / RC rutile - cellulosic covering / RR rutile-thick
covering / S other types

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Material ID
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Drawing ID
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B

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A.4.3 Guidelines for handling
Non-conforming covered electrodes must be treated as per table 21:
Table 21
Electrode condition Possible Causes Effects Appropriate remedies
Cracker or chipped off
flux coating
Mishandling during
transport, excessive
bending, stepping on
electrode or incorrect arc
striking technique
Porosity,
Unstable arc,
Lack of fusion
Electrode must not be
used for welding and
scrapped
Excessively damp,
discoloured and/or
contaminated flux
coating
Direct exposure to water,
oil, grease
Hydrogen
induced
cracking,
Porosity
Electrode must not be
used for welding and
scrapped
Electrodes from sealed
packages or before any
use (excluding vacuum
packed, cellulose- and
mild steel rutile and acid
electrodes
Moisture pick up through
original shrink-film paper
boxes or in the workshop
Hydrogen
induced
cracking
Porosity
Re-baking according to
the consumable
manufacturers
recommendations as
printed on the
consumable package

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Material ID
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Design Group
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Drawing ID
107.354.915
Rev
B

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A.4.4 Workshop procedure for guaranteeing dry electrodes
Each welder should only fetch a quantity of covered electrodes for no more than a work
shift. Low hydrogen electrodes either from the baking or holding oven or vacuum packed and
electrodes with other coating from the original package must immediately be transferred into
electrically heated quivers. These quivers keep the electrodes dry at a minimum temperature
of 70-120C. After work, remaining electrodes must be returned to the holding oven. The
holding oven is used for intermediate storage to avoid moisture pick up in the coating.
Holding oven temperature should be between 120-150C with a maximum storage period of
30 days.
The following flow diagram summarizes the procedure for low hydrogen electrodes:
Figure 14

Store room for electrode
(< 60% relative humidity)
electrode in sealed original
packaging
Baking /
Re-baking oven
(350C for 2 hours)
Holding oven
(120C 150C for
30 days)
Quiver
(70C 120C for
work shifts)
Welding
Welding electrodes for
max. 10 min
consumption can be
taken out of the quiver
Remaining electrodes
from the Quiver to be
returned for re-baking
(max. 3 times for 10
hours)
Damaged and
contaminated electrodes
are discharged and
scraped
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Material ID
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Design Group
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Drawing ID
107.354.915
Rev
B

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A.5 Solid and flux-cored welding wire
A.5.1 Guideline for storage
When it comes to wires, the objective is once again to avoid contact with water or
moisture. It is most important to avoid direct contact with water. This could take the form
of rain or the condensation of moisture on a cold wire. If the wire is kept in its ori ginal
unopened packaging in a climate of > 10-30C at a relative humidity of 65%, its shelf life
is virtually unlimited.
A.5.2 Guideline for drying of cored wires
The moisture re-absorption rate of unpacked metal-cored, basic and true low-hydrogen
rutile types under shop floor conditions is extremely low and will not significantly
influence the final weld metal hydrogen content. However, some manufacturers
recommend a re-drying of low-hydrogen cored wires at 150C for approximately 24
hours, if the wire was exposed for a prolonged period to humid air.
A.5.3 Guideline for handling
To avoid condensation, wires should be kept in the original packaging and if necessary,
be allowed to warm up at least to ambient temperature before opening the package.
Hydrogen-containing substances, like oil, grease and corrosion, or substances that
could absorb moisture must be avoided on the surface of the wire. The partly used coils
of MIG sets that are not in use should be covered or even removed from the machine
and covered with the original packaging to avoid any contamination of the wire surface.
The are to be stored in accordance with paragraph 1.3.1. Any signs of rust on the wire
indicates that the storage and handling conditions have not been appropriate. Rusted
wire must always be scrapped.
16-108 Version a2

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Material ID
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Design Group
0332

Drawing ID
107.354.915
Rev
B

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A.6 Submerged arc welding flux
It is of great importance for the quality of the weld metal that the moisture content of
submerged arc fluxes is kept as low as possible. Fluxes are usually delivered in
moisture resistant paper bags with a plastic lining bag. However, it is possible that fluxes
pick up moisture during inappropriate handling, storage or transport. This is generally
indicated by porous slag and/or pores in the weld.
A.6.1 Guideline for storage
Flux must be stored dry to prevent remoistening. The climate condition in the store room
should not exceed 60% relative humidity at temperatures of 20C 10C.
Flux bags should not be exposed to direct moisture such as rain or snow.
At the above conditions the flux has approximately the following storage times:
Flux in barrels max. 3 years
Flux in paper bags max. 2 years
Each flux type is to be handled and stored strictly in accordance with the specific
recommendations as specified by the flux manufacturers on the flux packaging.
A.6.2 Guideline for baking
Table 22
Flux
manufacturing
method
Flux type Re-baking
recommended
Recommended
re-baking
temperature (C)
Recommended
re-baking time
(hours)
Bonded fluxes FB yes 300-350 2-10
AR yes 275-325 2-4
Fused fluxes MS yes 250-350 1-10
Suitable flux quantities depend on the design and ventilation of the drying oven, but the
height of the flux layer should not exceed 50 mm.
A.6.3 Guideline for handling
Re-baked flux should be stored at 150 25C until use for a period of no longer than 30
days.
Version a2 16-109

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Material ID
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Drawing ID
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Rev
B

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B. Welding shop equipment
B.1 References documents
EN ISO 9001/9002 Quality management system
EN 729-2
Quality requirements for welding - fusion welding of metallic
materials
Part 2, comprehensive quality requirements
EN ISO 17662
Welding-Calibration, verification and validation of equipment
used for welding, including ancillary activities
DVS tech. Bulletin 3009 Calibration of welding power sources
DVS tech. Bulletin 0714
Manufacturer requirements for the calibration of welding
equipment manufacturers
B.2 Maintenance and calibration
In accordance with EN ISO 9001/9002, EN 729-2 and EN ISO 17662, each
manufacturer has to document the range of approved weld process parameters in job
specific Welding Procedure Specifications (WPS) based on EN 288-2. Only tight
adherence with the range of critical weld process parameters enables mechanical weld
metal properties as specified by the design and qualified during Welding Procedure
Qualification to be reproduced in production welding. It is the responsibility of the
manufacturer of welded items to ensure that his welding and ancillary equipments (e.g.
Heat treatment equipment, temperature measuring devices etc.) are maintained and
calibrated in order to allow the reproduction of critical weld- and heat treatment process
parameters within specified tolerances.
B.3 Calibration intervals
In general, calibration intervals for the various equipment types and brands should be
determined after consultation of the equipment manufacturer and the relevant
recommendations from equipment instruction and maintenance manuals.
Recommended calibration intervals for welding and ancillary equipment are listed in
16-110 Version a2

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Material ID
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Drawing ID
107.354.915
Rev
B

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table 23:
Version a2 16-111

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Welding Instruction
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Main Drw.

Page
64 / 67
Material ID
107.354.915.500
Design Group
0332

Drawing ID
107.354.915
Rev
B

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Table 23
Equipment type Equipment designation Recommended
calibration interval
(month)
Welding machines Measuring devices for
- current / voltage
- wire speed
- shielding gas flow
- open circuit voltage
- pulse peak / background current
- pulse width / frequency
- wire feed speed
- welding travel speed
12
Heat treatment
equipment
Annealing furnaces 24
Induction and Resistance heat treatment
equipment
12
Stationary Baking and Holding ovens for
welding consumables (electrodes and
fluxes)
24
Mobile Holding equipment for welding
electrodes (Quivers)
12
Motor driven
ancillary welding
equipment
Welding turntables 12
Measuring devices Temperature measuring instruments (for
verification of pre-heat and interpass-
temperature)
12

B.4 Typical weld parameter tolerances
Table 24 lists typical weld parameter tolerances to be considered for calibration of
welding equipment:
Table 24
Welding process SMAW
(111)*
GTAW
(141)*
GTAW
(141)*
GMAW / FCAW active /
inert gas (135, 131 /
136, 137)*
GMAW / FCAW active /
inert gas (135, 131 /
136, 137)*
Weld parameter manual mechanized manual mechanized
Current
Voltage
Wire feed speed
Shielding gas flow
Open circuit voltage
Peak current**
Pulse width**
Pulse frequency**
Background current**
Travel speed
10%
10%
-
-
***
-
-
-
-
-
15%
510%
N/A
10%
***
110%
110%
110%
110%
-
110%
15%
15%
10%
***
110%
2.55%
2.55%
110%
15%
10%
2.510%
510%
10%
***
****
****
****
****
-
10%
2.510%
2.510%
10%
***
****
****
****
****
15%

*
**
***

Weld process numbers as defined in ISO 4063
Parameters only for pulse arc welding relevant
Testing in accordance with equipment manufacturer requirements
Calibration based on equipment manufacturer recommendations (e.g. by means of an oszi llogramm)
16-112 Version a2

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Material ID
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Design Group
0332

Drawing ID
107.354.915
Rev
B

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B.5 Calibration procedure and documentation
Calibration of welding equipment must only be carried out by qualified personal, using
measuring devices calibrated to national or international standards and specifications.
This measuring devices must be autonomous from the equipment to be calibrated.
Calibration must be carried out only in accordance with a written calibration procedure.
This procedure specifies the relevant details of the calibration process as listed below:
- Purpose
- Terms and abbreviations
- Sequence of operations
- Employed measuring and calibration devices
- Measuring setup
- Calibration process
- Evaluation of calibration results
Calibration of welding equipment is to be done by checking at least 3 to 5 measuring
points in between the operating range of the equipment (e.g. 10%, 50% and 90% of the
nominal parameter to be tested). The calibration process must be documented by means
of a calibration record
(or calibration certificate). A sample calibration record/certificate is attached in appendix
Error! Reference source not found. (Record sheets).

This calibration record must contain the details as recorded during the calibration
process, as well as information on the calibrated equipment (e.g. type and equipment
identification number, date of calibration and period of validity). The calibration records
must be retained at least until the next scheduled calibration is completed.

Calibration records must be readily availabl e for verification by the Classification Society
or by designated WCH personal. Prove of calibration for welding equipment is done
either by applying calibration stickers directly on the relevant equipment or by
presentation of the calibration record itself.

Calibration stickers must carry the following information as a minimum:

- Period of validity or month and year of the next scheduled calibration
- Identification of calibrated equipment

Version a2 16-113

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Main Drw.

Page
66 / 67
Material ID
107.354.915.500
Design Group
0332

Drawing ID
107.354.915
Rev
B

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B.6 PWHT requirements based on the CR ISO 15608 materials grouping
Table 25
Material
group
Material
a
Post-weld heat treatment
Controlling
thickness
w (mm)
Holding time
(minutes)
Temperature
(C)
1.1
1.2
Unalloyed steels with ReH 360 N/mm
2
< 35
b

35 to 90
> 90
30
w, minimum 60
40 + w
550 to 600
c

1.3 Normalized fine grained steels with
360 N/mm
2
< ReH 460 N/mm
2

530 to 580
b

3.1 QT steel with
360 N/mm
2
< ReH 690 N/mm
2

< 15
15 to 60
> 60
30
2w, minimum 60
40 + w
530 to 580
b,d

3.2 QT steel with
ReH > 690 N/mm
2

60
> 60
60
60 + w
3.3 Precipitation hardened steel 60
> 60
60
60 + w
4 Low vanadium Cr-Mo-(Ni)-steel with
Mo 0.7% and V 0.1%
< 20
20 < 35
35 to 90
> 90
30
60
w, minimum 60
40 + w
550 to 620
5.1 Cr-Mo-steel with 0.75% Cr 1.5% and free of
vanadium (e.g. 13CrMo4-5)
< 15
15 to 60
> 60
2w, minimum 15
2w, minimum 60
40 + w
630 to 700
e

5.2 Cr-Mo-steel with 1.5% < Cr 3.5% and free of
vanadium (e.g. 10CrMo9-10)
670 to 730
e

5.3 Cr-Mo-steel with 3.5% < Cr 7.0% and free of
vanadium (e.g. X16CrMo5-1)
All 2w, minimum 60 700 to 750
5.4 Cr-Mo-steel with 7.0% < Cr 10% and free of
vanadium (e.g. X10CrMo9-1)
< 12
12 to 60
> 60
30
2w, minimum 60
90 + w
730 to 780
6.1 High vanadium Cr-Mo-(Ni)-steel with
0.3% Cr 0.75% (e.g. 14MoV6-3)
< 12
12 to 60
> 60
30
2.5w, minimum 60
90 + w
690 to 730
0.75% < Cr 3.5% (e.g. 15CrMoV5-10)
710 to 740
7.0% < Cr 12.5%
(e.g. X20CrMoV11-1, X10CrMoVNb9-1)
730 to 770
f

9.1
9.2
Steel with maximum 8% Nickel < 20
b

20 < 35
b

35 to 90
> 90
30
minimum 60
w, minimum 60
40 + 0.5w
530 to 580
NOTE: Material Groups in accordance with CR ISO 15608:2000
a Materials not covered by this table require individual consideration.
b For these thicknesses PWHT is only necessary in special cases (e.g. stress corrosion, hydrogen embrittlement, low
temperatures).
c For material 16Mo3 the temperature should be 550C to 620C
d Quenched and tempered steels should be given a PWHT at a temperature not exceeding 20C lower than the
tempering temperature.
e Renounce of PWHT is possible for dimension da 114.3mm and w 7.1mm, when the preheat temperature is 200C
or above
f Intermediate cooling of the weld before PWHT should be added to produce transformation into martensite

16-114 Version a2

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Welding Instruction
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Main Drw.

Page
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Material ID
107.354.915.500
Design Group
0332

Drawing ID
107.354.915
Rev
B

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C. Record sheets
C.1 Sample Calibration Record

Calibration Record Nr.:
Page . of .
Sample Calibration Record

Test item: Date of calibration:
Manufacturer: Measurement standard /
Type of gage:

Type: Serial Nr.:
Serial Nr: Measurement standard /
gage Nr.:

Test equipment
Nr.:
Temperature (C):
Calibration
procedure Nr.:
Relative humidity (%):

Range Nominal value Actual value Deviation Remarks

Summary of test result(s):
Periode of validity:
Next calibration date:
Caliblation performed by
(company):

Responsible tester: Responsible company representative:
Name: Name:
Signature: Signature:
Version a2 16-115

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Product
W-2S

Piping Specifications
WELDING GEOMETRY
Made 07.07.2008 N.Wijeyrante
Main Drw.

Page
1 / 6
Material ID
107.386.740.500
Design Group
0332

Drawing ID
107.386.740
Rev
C

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Schweissnahtgeometrie:
WELDING GEOMETRY:

Anwendung:
APPLICABILITY:
Diese Sammlung an geometrischen Definitionen gilt fr alle Rohrschweissnhte an Wrtsil 2-takt
Dieselmotoren, welche nicht zur Rohrklasse I und II gehren.
THIS COLLECTION OF GEOMETRICAL DEFINITIONS APPLIES FOR ALL WELDED PIPES
USED ON WRTSIL 2-STROKE DIESEL ENGINES WHICH DONT BELONG TO PIPE CLASS I
AND II.

Abkrzungen:
ABREVIATIONS:
Nenndurchmesser DN
NOMINAL DIAMETER
Aussendurchmesser: D
o
OUTER DIAMETER:
Rohrdicke: t
PIPE THICKNESS:
Schweissnaht Dicke: a
WELD SEAM THICKNESS:
Luftspalt: f
GAP:
Rohrversatz z
PIPE OFFSET
Schweissnahtlnge L
WELDING LENGTH
Nase: c
NOSE:

16-116 Version a2

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Main Drw.

Page
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Material ID
107.386.740.500
Design Group
0332

Drawing ID
107.386.740
Rev
C

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Flanschverbindung Nenndruck PN 5, 10, 16
FLANGE CONNECTION NOMINAL PRESSURE PN 5, 10, 16

ISO JIS
DN D
o
t a z D
o
t
min
t
max
a z L
25 33.7 2.6 1.8 5 34 3.2 3.4 2.3 6 107
32 42.4 2.6 1.8 5 42.7 3.5 3.6 2.5 6 134
40 48.3 2.6 1.8 5 48.6 3.5 3.7 2.5 6 153
50 60.3 2.9 2.0 5 60.5 3.8 3.9 2.7 6 190
65 76.1 2.9 2.0 5 76.3 4.2 5.2 3.3 6 240
80 88.9 3.2 2.2 6 89.1 4.2 5.5 3.4 7 280
100 114.3 3.6 2.5 6 114.3 4.5 6 3.7 7 359
125 139.7 4 2.8 6 139.8 4.5 6.6 3.9 8 439
150 168.3 4.5 3.2 7 165.2 5 7.1 4.2 8 519
200 219.1 6.3 4.4 9 216.3 5.8 8.2 4.9 9.0 680
250 273 6.3 4.4 9 267.4 6.6 9.3 5.6 10.0 840
300 323.9 7.1 5.0 9 318.5 6.9 10.3 6.0 11 1001
350 355.6 8 5.6 10 355.6 7.9 11.1 6.7 12 1117
400 406.4 8.8 6.2 11 406.4 7.9 12.7 7.2 12 1277
450 457 10 7.0 12 457.2 7.9 14.3 7.8 13 1436
500 508 11 7.7 13 508 7.9 15.1 8.1 13 1596

Version a2 16-117

Substitute for: PC

Q-Code X X X X X
M
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Product
W-2S

WELDING GEOMETRY
Main Drw.

Page
3 / 6
Material ID
107.386.740.500
Design Group
0332

Drawing ID
107.386.740
Rev
C

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Stumpfnaht:
BUTTWELD:

ISO JIS
DN D
o
t c D
o
t
min
t
max
c a f L
25 33.7 2.6 - 34 3.2 3.4 - 3.2 10.5 107
32 42.4 2.6 - 42.7 3.5 3.6 - 3.5 10.5 134
40 48.3 2.6 - 48.6 3.5 3.7 - 3.5 10.5 153
50 60.3 2.9 - 60.5 3.8 3.9 - 3.8 20.5 190
65 76.1 2.9 - 76.3 4.2 5.2 - 4.2 20.5 240
80 88.9 3.2 - 89.1 4.2 5.5 - 4.2 20.5 280
100 114.3 3.6 - 114.3 4.5 6 - 4.5 30.5 359
125 139.7 4 - 139.8 4.5 6.6 - 4.5 30.5 439
150 168.3 4.5 - 165.2 5 7.1 - 5 30.5 519
200 219.1 6.3 - 216.3 5.8 8.2 - 5.8 30.5 680
250 273 6.3 - 267.4 6.6 9.3 - 6.6 30.5 840
300 323.9 7.1 - 318.5 6.9 10.3 2 6.9 30.5 1001
350 355.6 8 - 355.6 7.9 11.1 2 7.9 30.5 1117
400 406.4 8.8 - 406.4 7.9 12.7 2 7.9 30.5 1277
450 457 10 2 457.2 7.9 14.3 2 7.9 30.5 1436
500 508 11 2 508 7.9 15.1 2 7.9 30.5 1596

Ausnahme:
EXCEPTION:
Rohre welche Medien mit nur atmosphrischem Druck frdern und Rohre mit t<2mm bentigen
keine Schweissvorbereitung, wie in der Skizze unten gezeigt.
PIPES WITH PRESSURE LESS MEDIA OR PIPES WITH t<2mm DO NOT NEED WELDING
PREPARATION AS MENTIONED ON SKETCH BELOW.

L
16-118 Version a2

Substitute for: PC

Q-Code X X X X X
M
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d
i f

Product
W-2S

WELDING GEOMETRY
Main Drw.

Page
4 / 6
Material ID
107.386.740.500
Design Group
0332

Drawing ID
107.386.740
Rev
C

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Rohrstutzen:
PIPE CONNECTIONS:

ISO JIS
DN2 D
o
t a c Do t
min
t
max
a c f
25 33.7 2.6 1.8 - 34 3.2 3.4 2.3 - 10.5
32 42.4 2.6 1.8 - 42.7 3.5 3.6 2.5 - 10.5
40 48.3 2.6 1.8 - 48.6 3.5 3.7 2.5 - 10.5
50 60.3 2.9 2.0 - 60.5 3.8 3.9 2.7 - 20.5
65 76.1 2.9 2.0 - 76.3 4.2 5.2 3.3 - 20.5
80 88.9 3.2 2.2 - 89.1 4.2 5.5 3.4 - 20.5
100 114.3 3.6 2.5 - 114.3 4.5 6 3.7 - 30.5
125 139.7 4 2.8 - 139.8 4.5 6.6 3.9 - 30.5
150 168.3 4.5 3.2 - 165.2 5 7.1 4.2 - 30.5
200 219.1 6.3 4.4 - 216.3 5.8 8.2 4.9 - 30.5
250 273 6.3 4.4 - 267.4 6.6 9.3 5.6 - 30.5
300 323.9 7.1 5.0 - 318.5 6.9 10.3 6.0 2 30.5
350 355.6 8 5.6 - 355.6 7.9 11.1 6.7 2 30.5
400 406.4 8.8 6.2 - 406.4 7.9 12.7 7.2 2 30.5
450 457 10 7.0 2 457.2 7.9 14.3 7.8 2 30.5
500 508 11 7.7 2 508.0 7.9 15.1 8.1 2 30.5

Version a2 16-119

Substitute for: PC

Q-Code X X X X X
M
o
d
i f

Product
W-2S

WELDING GEOMETRY
Main Drw.

Page
5 / 6
Material ID
107.386.740.500
Design Group
0332

Drawing ID
107.386.740
Rev
C

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Rohrstutzen:
PIPE CONNECTIONS:
Tabelle mit Schweissnahtlngen
TABLE OF SEAM LENGHTS
DN2* 9 12 15 20 25 32 40 50 65 80 90 100 125 150 175 200
DN1* 12.0 16.0 20.0 25.0 34.0 42.7 48.6 60.5 76.3 89.1 101.6 114.3 139.8 165.2 190.7 216.3
9 12.0 46 * * * * * * * * * * * * * * *
12 16.0 40 62 * * * * * * * * * * * * * *
15 20.0 39 54 77 * * * * * * * * * * * * *
20 25.0 39 52 67 96 * * * * * * * * * * * *
25 34.0 38 51 65 83 130 * * * * * * * * * * *
32 42.7 38 51 64 81 113 163 * * * * * * * * * *
40 48.6 38 51 64 81 111 145 186 * * * * * * * * *
50 60.5 38 51 64 80 109 140 162 231 * * * * * * * *
65 76.3 38 51 64 80 108 137 158 201 292 * * * * * * *
80 89.1 38 51 63 79 108 136 156 197 258 340 * * * * * *
90 101.6 38 51 63 79 108 136 155 195 252 303 388 * * * * *
100 114.3 38 51 63 79 107 135 154 194 248 295 347 437 * * * *
125 139.8 38 51 63 79 107 135 154 193 245 289 334 382 534 * * *
150 165.2 38 51 63 79 107 135 154 192 243 286 328 373 471 631 * *
175 190.7 38 51 63 79 107 134 154 191 242 284 326 369 459 560 729 *
200 216.3 38 51 63 79 107 134 153 191 242 283 324 366 454 546 650 826
250 267.4 38 51 63 79 107 134 153 191 242 282 322 364 448 534 625 722
300 318.5 38 51 63 79 107 134 153 191 242 281 321 362 445 530 615 705
350 355.6 38 51 63 79 107 134 153 191 242 281 321 361 444 527 612 699
400 406.4 38 51 63 79 107 134 153 191 242 281 320 361 443 525 608 693
450 457.2 38 51 63 79 107 134 153 191 242 281 320 361 442 524 606 690
500 508.0 38 51 63 79 107 134 153 191 242 281 320 360 441 523 605 688

DN2* 250 300 350 400 450 500
DN1* 267.4 318.5 355.6 406.4 457.2
508.0
250 267.4 1022 * * * * *
300 318.5 899 1217 * * * *
350 355.6 882 1091 1359 * * *
400 406.4 869 1057 1209 1552 * *
450 457.2 862 1041 1178 1388 1747 *
500 508.0 857 1031 1162 1353 1569 1941

* Die Durchmesserangaben sind in JIS Norm, gelten aber wegen den zu geringen Abweichungen auch fr ISO Rohrverbindungen.
THE PIPEDIMENSIONS ARE GIVEN IN JIS. DUE TO THE MARGINAL DEVIATION THE LENGHTS ALSO YPPLY FOR ISO PIPES.
16-120 Version a2

Substitute for: PC

Q-Code X X X X X
M
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Product
W-2S

WELDING GEOMETRY
Main Drw.

Page
6 / 6
Material ID
107.386.740.500
Design Group
0332

Drawing ID
107.386.740
Rev
C

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Anschweissmuffen:
WELD-ON SOCKET:

a L
20 0.7 x t 63
30 0.7 x t 94
38 0.7 x t 120
45 0.7 x t 142

Diese Tabelle gilt fr ISO und JIS Normen, und ist unabhngig von
der Form des Innengewindes
THIS TABLE APPLIES FOR ISO AND JIS STANDARDS IRRESPECTIVE
FROM SHAPE OF THREAD

Version a2 16-121

16-122 Version a2

Version a2 16-123

16-124 Version a2
Version a2 16-125

16-126 Version a2

Version a2 16-127

16-128 Version a2
Version a2 16-129

16-130 Version a2

Version a2 16-131

16-132 Version a2
Version a2 16-133

16-134 Version a2

Version a2 16-135

16-136 Version a2
Version a2 16-137

16-138 Version a2

Version a2 16-139

16-140 Version a2
Version a2 16-141

16-142 Version a2

Version a2 16-143

16-144 Version a2
Version a2 16-145

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