06.

2007 / Bock´s Office / Multiprint

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WÄRTSILÄ 50DF – PROJECT GUIDE

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with products and solutions as well as services. Through innovative products
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WÄRTSILÄ® is a registered trademark. Copyright © 2007 Wärtsilä Corporation.

Lib Version: a1457
 Project guide
Introduction

Introduction
This Project Guide provides data and system proposals for the early design phase of marine engine install-
ations. For contracted projects specific instructions for planning the installation are always delivered. Any
data and information herein is subject to revision without notice. This 4/2007 issue replaces all previous
issues of the Wärtsilä 50DF Project Guides.

Issue Published Updates

4/2007 28.06.2007 Chapter Compressed air system updated
3/2007 21.06.2007 Fuel consumption data updated
2/2007 11.06.2007 Technical data and numerous updates throughout the project guide.
1/2007 20.04.2007 Numerous updates throughout the project guide.

Wärtsilä Ship Power

4-stroke, Business Support

Vaasa, June 2007

THIS PUBLICATION IS DESIGNED TO PROVIDE AS ACCURATE AND AUTHORITATIVE INFORMATION REGARDING THE SUBJECTS COVERED AS
WAS AVAILABLE AT THE TIME OF WRITING. HOWEVER, THE PUBLICATION DEALS WITH COMPLICATED TECHNICAL MATTERS AND THE DESIGN
OF THE SUBJECT AND PRODUCTS IS SUBJECT TO REGULAR IMPROVEMENTS, MODIFICATIONS AND CHANGES. CONSEQUENTLY, THE PUB-
LISHER AND COPYRIGHT OWNER OF THIS PUBLICATION CANNOT TAKE ANY RESPONSIBILITY OR LIABILITY FOR ANY ERRORS OR OMISSIONS
IN THIS PUBLICATION OR FOR DISCREPANCIES ARISING FROM THE FEATURES OF ANY ACTUAL ITEM IN THE RESPECTIVE PRODUCT BEING
DIFFERENT FROM THOSE SHOWN IN THIS PUBLICATION. THE PUBLISHER AND COPYRIGHT OWNER SHALL NOT BE LIABLE UNDER ANY CIR-
CUMSTANCES, FOR ANY CONSEQUENTIAL, SPECIAL, CONTINGENT, OR INCIDENTAL DAMAGES OR INJURY, FINANCIAL OR OTHERWISE,
SUFFERED BY ANY PART ARISING OUT OF, CONNECTED WITH, OR RESULTING FROM THE USE OF THIS PUBLICATION OR THE INFORMATION
CONTAINED THEREIN.

COPYRIGHT © 2007 BY WÄRTSILÄ FINLAND Oy

ALL RIGHTS RESERVED. NO PART OF THIS PUBLICATION MAY BE REPRODUCED OR COPIED IN ANY FORM OR BY ANY MEANS, WITHOUT PRIOR
WRITTEN PERMISSION OF THE COPYRIGHT OWNER.

Project Guide Wärtsilä 50DF - 4/2007 iii

Project guide
Table of Contents

Table of Contents
1. General data and outputs ............................................................................................................................ 1
1.1 Technical main data ............................................................................................................................. 1
1.2 Maximum continuous output ................................................................................................................ 1
1.3 Reference conditions ........................................................................................................................... 2
1.4 Principal dimensions and weights ........................................................................................................ 2

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

2.1 Loading capacity .................................................................................................................................. 6
2.2 Low air temperature ............................................................................................................................ 8
2.3 Operation at low load and idling ........................................................................................................... 8

3. Technical data ............................................................................................................................................... 9

3.1 Wärtsilä 6L50DF .................................................................................................................................. 9
3.2 Wärtsilä 8L50DF .................................................................................................................................. 11
3.3 Wärtsilä 9L50DF .................................................................................................................................. 13
3.4 Wärtsilä 12V50DF ................................................................................................................................ 15
3.5 Wärtsilä 16V50DF ................................................................................................................................ 17
3.6 Wärtsilä 18V50DF ................................................................................................................................ 19
3.7 Engine driven pumps ........................................................................................................................... 21

4. Description of the engine ............................................................................................................................. 22

4.1 Definitions ............................................................................................................................................ 22
4.2 Main components ................................................................................................................................. 22
4.3 Cross section of the engine ................................................................................................................. 26
4.4 Free end cover ..................................................................................................................................... 28
4.5 Overhaul intervals and expected life times ........................................................................................... 29

5. Piping design, treatment and installation .................................................................................................. 30

5.1 General ................................................................................................................................................ 30
5.2 Pipe dimensions ................................................................................................................................... 30
5.3 Trace heating ....................................................................................................................................... 31
5.4 Operating and design pressure ............................................................................................................ 31
5.5 Pipe class ............................................................................................................................................. 32
5.6 Insulation .............................................................................................................................................. 32
5.7 Local gauges ........................................................................................................................................ 32
5.8 Cleaning procedures ............................................................................................................................ 32
5.9 Flexible pipe connections ..................................................................................................................... 33
5.10 Clamping of pipes ................................................................................................................................ 34

6. Fuel system ................................................................................................................................................... 36

6.1 General ................................................................................................................................................ 36
6.2 Fuel gas system ................................................................................................................................... 41
6.3 Fuel oil system ..................................................................................................................................... 51

7. Lubricating oil system .................................................................................................................................. 70

7.1 Lubricating oil requirements ................................................................................................................. 70
7.2 Internal lubricating oil system .............................................................................................................. 71
7.3 External lubricating oil system ............................................................................................................. 74
7.4 Crankcase ventilation system .............................................................................................................. 81
7.5 Flushing instructions ............................................................................................................................ 81

8. Compressed air system ............................................................................................................................... 82

8.1 Instrument air quality ............................................................................................................................ 82
8.2 Internal compressed air system ........................................................................................................... 82
8.3 External compressed air system .......................................................................................................... 85

9. Cooling water system ................................................................................................................................... 88

9.1 Corrosion inhibitors .............................................................................................................................. 88

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Table of Contents

9.2 Glycol ................................................................................................................................................... 88

9.3 Internal cooling water system .............................................................................................................. 89
9.4 External cooling water system ............................................................................................................. 93

10. Combustion air system ................................................................................................................................ 103

10.1 Engine room ventilation ....................................................................................................................... 103
10.2 Combustion air system design ............................................................................................................. 104

11. Exhaust gas system ..................................................................................................................................... 106

11.1 Internal exhaust gas system ................................................................................................................ 106
11.2 Exhaust gas outlet ............................................................................................................................... 108
11.3 External exhaust gas system ............................................................................................................... 110

12. Turbocharger cleaning ................................................................................................................................. 114

12.1 Turbine cleaning system ...................................................................................................................... 114
12.2 Compressor cleaning system ............................................................................................................... 115
12.3 Automatic cleaning system .................................................................................................................. 115
12.4 Charge air cooler cleaning ................................................................................................................... 118

13. Exhaust emissions ....................................................................................................................................... 119

13.1 General ................................................................................................................................................ 119
13.2 Diesel engine exhaust components ..................................................................................................... 119
13.3 Marine exhaust emissions legislation .................................................................................................. 120
13.4 Methods to reduce exhaust emissions ................................................................................................. 121

14. Automation system ....................................................................................................................................... 123

14.1 General ................................................................................................................................................ 123
14.2 System components and their function ................................................................................................ 124
14.3 Interface and control ............................................................................................................................ 128
14.4 Power supply ........................................................................................................................................ 131
14.5 Alarm and safety .................................................................................................................................. 133
14.6 Engine modes ...................................................................................................................................... 134

15. Foundation .................................................................................................................................................... 141

15.1 General ................................................................................................................................................ 141
15.2 Steel structure design .......................................................................................................................... 141
15.3 Engine mounting .................................................................................................................................. 141
15.4 Flexible pipe connections ..................................................................................................................... 150

16. Vibration and noise ...................................................................................................................................... 151

16.1 General ................................................................................................................................................ 151
16.2 External forces and couples ................................................................................................................. 151
16.3 Torque variations .................................................................................................................................. 152
16.4 Structure borne noise .......................................................................................................................... 153
16.5 Air borne noise ..................................................................................................................................... 153

17. Power transmission ...................................................................................................................................... 154

17.1 Flexible coupling .................................................................................................................................. 154
17.2 Input data for torsional vibration calculations ....................................................................................... 154
17.3 Turning gear ......................................................................................................................................... 154

18. Engine room layout ...................................................................................................................................... 155

18.1 Crankshaft distances ........................................................................................................................... 155
18.2 Space requirements for maintenance .................................................................................................. 156
18.3 Handling of spare parts and tools ........................................................................................................ 159
18.4 Required deck area for service work ................................................................................................... 159

19. Transport dimensions and weights ............................................................................................................ 160

19.1 Lifting of engines .................................................................................................................................. 160
19.2 Engine components ............................................................................................................................. 164

20. ANNEX ........................................................................................................................................................... 169

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20.1 Unit conversion tables .......................................................................................................................... 169

20.2 Collection of drawing symbols used in drawings .................................................................................. 170

vi Project Guide Wärtsilä 50DF - 4/2007

 Project guide
1. General data and outputs

1. General data and outputs

1.1 Technical main data
The Wärtsilä 50DF is a 4-stroke, non-reversible, turbocharged and inter-cooled dual fuel engine with direct
injection of liquid fuel and indirect injection of gas fuel. The engine can be operated in gas mode or in
diesel mode.

Cylinder Bore 500mm

Stroke 580mm
Piston Displacement 113.9 l/cyl
Number of valves 2 inlet valves and
2 exhaust valves
Cylinder configuration 6, 8 and 9 in-line
12, 16 and 18 in V-form
Direction of rotation clockwise

1.2 Maximum continuous output

The mean effective pressure Pe can be calculated using the following formula:

where:
Pe = mean effective pressure [bar]
P = output per cylinder [kW]
n = engine speed [r/min]
D = cylinder diameter [mm]
L = length of piston stroke [mm]
c = operating cycle (4)

Table 1.1 Rating table for main engines

Engine output at 500/514 rpm

Engine
kW BHP
Wärtsilä 6L50DF 5700 7750
Wärtsilä 8L50DF 7600 10340
Wärtsilä 9L50DF 8550 11630
Wärtsilä 12V50DF 11400 15500
Wärtsilä 16V50DF 15200 20670
Wärtsilä 18V50DF 17100 23260

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1. General data and outputs

1.3 Reference conditions

The output is available within a range of ambient conditions and coolant temperatures specified in the
chapter Technical Data. The required fuel quality for maximum output is specified in the section Fuel char-
acteristics. For ambient conditions or fuel qualities outside the specification, the output may have to be
reduced.
The specific fuel consumption is stated in the chapter Technical Data. The statement applies to engines
operating in ambient conditions according to ISO 3046-1:2002 (E).

total barometric pressure 100 kPa

air temperature 25°C
relative humidity 30%
charge air coolant temperature 25°C

Correction factors for the fuel oil consumption in other ambient conditions are given in standard ISO 3046-
1:2002.

1.4 Principal dimensions and weights

Figure 1.1 Wärtsilä 50DF in-line engines (DAAE000316a)

Engine LE1 HE1 WE1 HE4 HE3 HE2 LE2 LE4 WE3 WE2
Wärtsilä 6L50DF 8120 3340 2850 650 1455 4860 6170 460 1445 1940
Wärtsilä 8L50DF 10050 3495 2990 650 1455 4860 7810 460 1445 1940
Wärtsilä 9L50DF 11000 3600 3195 650 1455 4860 8630 460 1445 1940

Engine WE5 LE3 HE5 HE6 WE6 LE5 Weight*

Wärtsilä 6L50DF 1620 1295 2815 765 395 555 96
Wärtsilä 8L50DF 1790 1620 2920 685 315 680 128
Wärtsilä 9L50DF 1790 1620 2920 685 315 680 148

Turbocharger make and type will effect width, length, height and weight.
* Weights are dry weights (in Metric tons) of rigidly mounted engines without a flywheel.
[All dimensions are in mm]

2 Project Guide Wärtsilä 50DF - 4/2007

 Project guide
1. General data and outputs

Table 1.2 Additional weights [ton]:

Engine Flywheel Flexible mounting

without limiters
Wärtsilä 6L50DF 1...2 4.4
Wärtsilä 8L50DF 1...2 5.1
Wärtsilä 9L50DF 1...2 5.5

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Project guide
1. General data and outputs

Figure 1.2 Wärtsilä 50DF V-engines (DAAE000413a)

Engine LE1 HE1 WE1 HE4 HE3 LE2 LE4 WE3 WE2 LE3
Wärtsilä 12V50DF 10410 4005 4530 800 1500 7850 460 1800 2290 1825
Wärtsilä 16V50DF 12680 4005 4530 800 1500 10050 460 1800 2290 1825
Wärtsilä 18V50DF 13830 4005 4530 800 1500 11150 460 1800 2290 1825

Engine HE5 WE6 HE6 LE5 HE2 WE4 WE5 Weight*

Wärtsilä 12V50DF 3080 815 925 500 3600 1495 2220 175
Wärtsilä 16V50DF 3080 815 925 500 3600 1495 2220 220
Wärtsilä 18V50DF 3080 815 925 500 3600 1495 2220 240

Turbocharger make and type will effect width, length, height and weight.
* Weights are dry weights (in Metric ton) of rigidly mounted engines without a flywheel.
[All dimensions are in mm]
Table 1.3 Additional weights [ton]:

Engine Flywheel Flexible mounting

without limiters
Wärtsilä 12V50DF 1...3 5.6
Wärtsilä 16V50DF 1...3 6.9
Wärtsilä 18V50DF 1...3 7.7

4 Project Guide Wärtsilä 50DF - 4/2007

 Project guide
1. General data and outputs

Figure 1.3 Example of total installation lengths in-line engines (DAAE000489L)

Figure 1.4 Example of total installation lengths V-engines (DAAE000489V)

Engine A B C D Genset weight [ton]

Wärtsilä 6L50DF 12940 4940 2235 1090 138
Wärtsilä 8L50DF 15060 5060 2825 1020 171
Wärtsilä 9L50DF 15910 5060 2825 1020 185
Wärtsilä 12V50DF 15475 5253 2593 1365 239
Wärtsilä 16V50DF 17540 4690 2050 1590 288
Wärtsilä 18V50DF 18500 4690 2050 1590 315

Values are indicative only and are based on Wärtsilä 50DF engine with built-on pumps and turbocharger at
free end of the engine.
Generator make and type will effect width, length, height and weight.
[All dimensions are in mm]

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Project guide
2. Operating ranges

2. Operating ranges
The Wärtsilä 50DF engine is designed for operation at constant nominal speed.
When specifying machinery for electric power generation in marine applications, an engine margin of about
10% should be applied, i.e. the power demand should not during normal operation exceed 90% of the
maximum continuous rating (MCR). Expected variations in gas fuel quality should be taken into account,
when determining the margin. The maximum output of dual fuel engines for electric power generation is
100% of the MCR in gas mode and 110% of the MCR on diesel mode. Overload is permitted only in
emergency situations.

2.1 Loading capacity

The loading rate of a highly supercharged engine must be controlled, because the turbocharger needs time
to accelerate before it can deliver the required amount of air. It is also desirable to let the temperatures in
the engine even out before reaching high load.
Class rules regarding load acceptance capability should not be interpreted as guidelines on how to apply
load on the engine in normal operation. The class rules only determine what the engine must be capable
of if an emergency situation occurs.
Automatic load shedding must be provided to ensure safe recovery from excessive load steps, e.g. in the
event of a generator trip. Normally system specifications must be sent to the classification society for ap-
proval and the functionality of the system is to be demonstrated during the ship’s trial.
Loading capacity and overload specifications are to be developed in co-operation between the plant de-
signer, engine manufacturer and classification society at an early stage of the project.

2.1.1 Electric propulsion

The propulsion control system and the power management system must limit the load increase rate according
to the curves in Figures 2.1 and 2.2.
Figure 2.1 Increasing load successively from 0 to 100% MCR

6 Project Guide Wärtsilä 50DF - 4/2007

 Project guide
2. Operating ranges

Figure 2.2 Increasing the load in steps in % of MCR

Stand-by condition applies when the engine is preheated to a HT-water temperature of 60…70ºC and
lubricating oil temperature of 40ºC.
Emergency loading shall only be possible with a separate emergency running programme. The use of this
programme shall initiate an alarm. Emergency loading causes undesired thermal stress on the engine and
repeated use should be avoided.
Normal loading should always be applied gradually in normal operation and take place well within the
maximum loading curves for loading capacity above.
The electrical system onboard the ship must be designed so that the generators are protected from load
steps that exceed the normal loading speed capability of engine.

Instant load application, gas

• Maximum load step according to graph
• Steady-state frequency band ≤ 1.5 %
• Maximum speed drop 10 %
• Recovery time ≤ 10 s
• Time between load steps ≥ 30 s

NOTE! Instant load steps can be applied on top of propulsion loading. In this combined case the min-
imum loading time 0 - 100% is 180 s.
Maximum propulsion loading starts with a load step. No further load steps are allowed before
40 s, see Figure 2.1.

Instant load application, LFO/MDO

• Maximum load step according to graph
• Steady-state frequency band ≤ 1.0 %
• Maximum speed drop 10 %
• Recovery time ≤ 5 s

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Project guide
2. Operating ranges

• Time between load steps ≥ 5 s

2.2 Low air temperature

In cold conditions the following minimum inlet air temperatures apply:
• Starting + 5ºC
• Idling - 5ºC
• High load - 10ºC
The two-stage charge air cooler is useful for heating of the charge air during prolonged low load operation
in cold conditions. Sustained operation between 0 and 40% load can however require special provisions
in cold conditions to prevent too low HT-water temperature. If necessary, the preheating arrangement can
be designed to heat the running engine (capacity to be checked).
For further guidelines, see chapter Combustion air system design.

2.3 Operation at low load and idling

2.3.1 Gas mode operation
Operation in gas mode below 15% load is restricted to 3 minutes due to the risk of incomplete combustion.
The engine automatically transfers into diesel mode (MDF) if the load remains below 15% of the rated output
for more than 3 minutes. Operation in gas mode at above 15% load is not restricted.

2.3.2 Diesel mode operation

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

8 Project Guide Wärtsilä 50DF - 4/2007

 Project guide
3. Technical data

3. Technical data
3.1 Wärtsilä 6L50DF
Mode of operation Gas HFO/MDF
Engine output kW 5700 5700
Cylinder bore mm 500 500
Stroke mm 580 580
Swept volume dm3 683 683
Mean effective pressure, engine speed 500 / 514 rpm MPa 2.0 / 1.95 2.0 / 1.95
Mean piston speed, engine speed 500 / 514 rpm m/s 9.7 / 9.9 9.7 / 9.9
Combustion air system
Air temperature, max (without derating) °C 45 45
Air flow, 100% load 1) kg/s 8.8 11.6
Exhaust gas system
Exhaust gas flow, 100% load 1) kg/s 9.1 11.9
Exhaust gas flow, 75% load 1) kg/s 7.2 9.4
Exhaust gas flow, 50% load 1) kg/s 5.1 6.7
Exhaust gas temperature after turbocharger, 100% load 1) °C 400 348
Exhaust gas temperature after turbocharger, 75% load 1) °C 430 344
Exhaust gas temperature after turbocharger, 50% load 1) °C 450 370
Exhaust gas back pressure, rec. max. kPa 3.0 3.0
Heat balance 2)
Lubricating oil, LT-circuit kW 520 660
Jacket water, HT-circuit kW 710 830
Charge air, HT-circuit kW 720 1240
Charge air, LT-circuit kW 490 660
Radiation kW 210 230
Fuel consumption 3)

Total energy consumption at 100% load kJ/kWh 7260

Total energy consumption at 75% load kJ/kWh 7480
Total energy consumption at 50% load kJ/kWh 7970
Fuel gas consumption at 100% load kJ/kWh 7220
Fuel gas consumption at 75% load kJ/kWh 7420
Fuel gas consumption at 50% load kJ/kWh 7890
Fuel oil consumption at 100% load g/kWh 1 186
Fuel oil consumption at 75% load g/kWh 1.4 185
Fuel oil consumption at 50% load g/kWh 1.9 189
Fuel gas system
Gas pressure at engine inlet, min 4) kPa 390
Gas pressure to Gas Valve unit, min 4) kPa 440
Gas temperature before Gas Valve Unit °C 0...60
Fuel oil system
Circulation pump capacity m3/h 5.1 5.1
Leak fuel quantity (MDF), clean fuel at 100 % load kg/h 2.4 4.6
Pressure before injection pumps, nom. kPa 700 700
Filter fineness, absolute mesh size (MDF fine filter) microns 37 37

Project Guide Wärtsilä 50DF - 4/2007 9

Project guide
3. Technical data

Mode of operation Gas HFO/MDF

Lubricating oil system
Pressure before bearings, nom. kPa 400 400
Pressure after pump, max. kPa 800 800
Prelubricating pressure, nom. kPa 80 80
Pressure drop over lubricating oil cooler kPa 80...100 80...100
Temperature before engine, nom. °C 63 63
Temperature after engine, approx. °C 78 78
Pump capacity, engine speed 500 / 514 rpm m3/h 149 / 153 149 / 153
Oil flow through engine m3/h 120 120
Pump capacity, prelubricating (50/60Hz) m3/h 34 / 34 34 / 34
Oil volume, system oil tank, nom. m3 8 8
Filter fineness, nom. (automatic filter) microns 20 20
Filter fineness, absolute mesh size (automatic filter) microns 35 35
Filter fineness, nom. (bypass filter) microns 20 20
Filter fineness, absolute mesh size (bypass filter) microns 35 35
Oil consumption (100% load) max. g/kWh 0.5 0.5
Crankcase ventilation flowrate at full load l/min 1300 1300
High temperature cooling water system, HT
Pressure after pump, (excl. static pressure) 500 / 514 rpm kPa 250 / 250 250 / 250
Temperature before engine, approx. °C 74 74
Temperature after charge air cooler, nom. °C 91 91
Pump capacity, nom. m3/h 135 135
Pressure drop over engine kPa 50 50
Water volume in engine m3 0.95 0.95
Pressure from expansion tank kPa 70...150 70...150
Pressure drop over central cooler, max kPa 60 60
Low temperature cooling water system, LT
Pressure after pump, (excl. static pressure) 500 / 514 rpm kPa 250 / 250 250 / 250
Temperature before engine, max. °C 38 38
Temperature before engine, min. °C 25 25
Pump capacity, nom. m3/h 135 135
Pressure drop over charge air cooler kPa 30 30
Pressure drop over oil cooler, typical kPa 50 50
Pressure drop over central cooler, typical kPa 60 60
Pressure from expansion tank kPa 70... 150 70... 150
Starting air system
Air pressure, nom. kPa 3000 3000
Air pressure, min. (20°C)/max kPa 1000 / 3000 1000 / 3000
Air consumption per start (20°C) m3 3.6 3.6

All figures according to ISO 3046/1 conditions without engine driven lubricating oil and cooling water pumps. Technical data is
for high Methane Number optimized engine. Final data depend on fuel gas specification and engine configuration.
(Note 1) Flowrates given with 5% tolerance and temperatures with 10 °C tolerance.
(Note 2) At 100% load including 5% tolerance on fuel consumption. Heat rate values are given with a 10% tolerance, except ra-
diation which is given with a 30% tolerance.
(Note 3) Fuel consumption given with 5% tolerance, fuel oil LHV 42.7MJ/kg. See chapter Fuel system for fuel specifications.
(Note 4) Fuel gas pressure given at LHV ≥ 36MJ/m3N. Required fuel gas pressure depend on fuel gas LHV and need to be increased
for lower LHV's. Pressure drop in external fuel gas system to be considered. See chapter Fuel system for further information.

10 Project Guide Wärtsilä 50DF - 4/2007

 Project guide
3. Technical data

3.2 Wärtsilä 8L50DF

Mode of operation Gas HFO/MDF
Engine output kW 7600 7600
Cylinder bore mm 500 500
Stroke mm 580 580
Swept volume dm3 911 911
Mean effective pressure, engine speed 500 / 514 rpm MPa 2.0 / 1.95 2.0 / 1.95
Mean piston speed, engine speed 500 / 514 rpm m/s 9.7 / 9.9 9.7 / 9.9
Combustion air system
Air temperature, max (without derating) °C 45 45
Air flow, 100% load 1) kg/s 11.7 15.5
Exhaust gas system
Exhaust gas flow, 100% load 1) kg/s 12.1 15.9
Exhaust gas flow, 75% load 1) kg/s 9.6 12.5
Exhaust gas flow, 50% load 1) kg/s 6.8 9.0
Exhaust gas temperature after turbocharger, 100% load 1) °C 400 348
Exhaust gas temperature after turbocharger, 75% load 1) °C 430 344
Exhaust gas temperature after turbocharger, 50% load 1) °C 450 370
Exhaust gas back pressure, rec. max. kPa 3.0 3.0
Heat balance 2)

Lubricating oil, LT-circuit kW 690 880

Jacket water, HT-circuit kW 950 1110
Charge air, HT-circuit kW 960 1660
Charge air, LT-circuit kW 660 890
Radiation kW 280 310
Fuel consumption 3)

Total energy consumption at 100% load kJ/kWh 7260

Total energy consumption at 75% load kJ/kWh 7480
Total energy consumption at 50% load kJ/kWh 7970
Fuel gas consumption at 100% load kJ/kWh 7220
Fuel gas consumption at 75% load kJ/kWh 7420
Fuel gas consumption at 50% load kJ/kWh 7890
Fuel oil consumption at 100% load g/kWh 1 186
Fuel oil consumption at 75% load g/kWh 1.4 185
Fuel oil consumption at 50% load g/kWh 1.9 189
Fuel gas system
Gas pressure at engine inlet, min 4) kPa 390
Gas pressure to Gas Valve unit, min 4) kPa 440
Gas temperature before Gas Valve Unit °C 0...60
Fuel oil system
Circulation pump capacity m3/h 6.8 6.8
Leak fuel quantity (MDF), clean fuel at 100 % load kg/h 3.2 6.1
Pressure before injection pumps, nom. kPa 700 700
Filter fineness, absolute mesh size (MDF fine filter) microns 37 37
Lubricating oil system
Pressure before bearings, nom. kPa 400 400
Pressure after pump, max. kPa 800 800

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3. Technical data

Mode of operation Gas HFO/MDF

Prelubricating pressure, nom. kPa 80 80
Pressure drop over lubricating oil cooler kPa 80...100 80...100
Temperature before engine, nom. °C 63 63
Temperature after engine, approx. °C 78 78
Pump capacity, engine speed 500 / 514 rpm m3/h 149 / 153 149 / 153
Oil flow through engine m3/h 115 115
Pump capacity, prelubricating (50/60Hz) m3/h 45 / 45 45 / 45
Oil volume, system oil tank, nom. m3 11 11
Filter fineness, nom. (automatic filter) microns 20 20
Filter fineness, absolute mesh size (automatic filter) microns 35 35
Filter fineness, nom. (bypass filter) microns 20 20
Filter fineness, absolute mesh size (bypass filter) microns 35 35
Oil consumption (100% load) max. g/kWh 0.5 0.5
Crankcase ventilation flowrate at full load l/min 1500 1500
High temperature cooling water system, HT
Pressure after pump, (excl. static pressure) 500 / 514 rpm kPa 250 / 250 250 / 250
Temperature before engine, approx. °C 74 74
Temperature after charge air cooler, nom. °C 91 91
Pump capacity, nom. m3/h 180 180
Pressure drop over engine kPa 50 50
Water volume in engine m3 1.35 1.35
Pressure from expansion tank kPa 70...150 70...150
Pressure drop over central cooler, max kPa 60 60
Low temperature cooling water system, LT
Pressure after pump, (excl. static pressure) 500 / 514 rpm kPa 250 / 250 250 / 250
Temperature before engine, max. °C 38 38
Temperature before engine, min. °C 25 25
Pump capacity, nom. m3/h 180 180
Pressure drop over charge air cooler kPa 30 30
Pressure drop over oil cooler, typical kPa 50 50
Pressure drop over central cooler, typical kPa 60 60
Pressure from expansion tank kPa 70... 150 70... 150
Starting air system
Air pressure, nom. kPa 3000 3000
Air pressure, min. (20°C)/max kPa 1000 / 3000 1000 / 3000
Air consumption per start (20°C) m3 4.8 4.8

All figures according to ISO 3046/1 conditions without engine driven lubricating oil and cooling water pumps. Technical data is
for high Methane Number optimized engine. Final data depend on fuel gas specification and engine configuration.
(Note 1) Flowrates given with 5% tolerance and temperatures with 10 °C tolerance.
(Note 2) At 100% load including 5% tolerance on fuel consumption. Heat rate values are given with a 10% tolerance, except ra-
diation which is given with a 30% tolerance.
(Note 3) Fuel consumption given with 5% tolerance, fuel oil LHV 42.7MJ/kg. See chapter Fuel system for fuel specifications.
(Note 4) Fuel gas pressure given at LHV ≥ 36MJ/m3N. Required fuel gas pressure depend on fuel gas LHV and need to be increased
for lower LHV's. Pressure drop in external fuel gas system to be considered. See chapter Fuel system for further information.

12 Project Guide Wärtsilä 50DF - 4/2007

 Project guide
3. Technical data

3.3 Wärtsilä 9L50DF

Mode of operation Gas HFO/MDF
Engine output kW 8550 8550
Cylinder bore mm 500 500
Stroke mm 580 580
Swept volume dm3 1025 1025
Mean effective pressure, engine speed 500 / 514 rpm MPa 2.0 / 1.95 2.0 / 1.95
Mean piston speed, engine speed 500 / 514 rpm m/s 9.7 / 9.9 9.7 / 9.9
Combustion air system
Air temperature, max (without derating) °C 45 45
Air flow, 100% load 1) kg/s 13.2 17.3
Exhaust gas system
Exhaust gas flow, 100% 1) kg/s 13.7 17.8
Exhaust gas flow, 75% load 1) kg/s 10.8 14.1
Exhaust gas flow, 50% load 1) kg/s 7.7 10.1
Exhaust gas temperature after turbocharger, 100% load 1) °C 400 348
Exhaust gas temperature after turbocharger, 75% load 1) °C 430 344
Exhaust gas temperature after turbocharger, 50% load 1) °C 450 370
Exhaust gas back pressure, rec. max. kPa 3.0 3.0
Heat balance 2)

Lubricating oil, LT-circuit kW 780 980

Jacket water, HT-circuit kW 1070 1250
Charge air, HT-circuit kW 1080 1860
Charge air, LT-circuit kW 740 1000
Radiation kW 310 350
Fuel consumption 3)

Total energy consumption at 100% load kJ/kWh 7260

Total energy consumption at 75% load kJ/kWh 7480
Total energy consumption at 50% load kJ/kWh 7970
Fuel gas consumption at 100% load kJ/kWh 7220
Fuel gas consumption at 75% load kJ/kWh 7420
Fuel gas consumption at 50% load kJ/kWh 7890
Fuel oil consumption at 100% load g/kWh 1 186
Fuel oil consumption at 75% load g/kWh 1.4 185
Fuel oil consumption at 50% load g/kWh 1.9 189
Fuel gas system
Gas pressure at engine inlet, min 4) kPa 390
Gas pressure to Gas Valve unit, min 4) kPa 440
Gas temperature before Gas Valve Unit °C 0...60
Fuel oil system
Circulation pump capacity m3/h 7.7 7.7
Leak fuel quantity (MDF), clean fuel at 100 % load kg/h 3.5 6.8
Pressure before injection pumps, nom. kPa 700 700
Filter fineness, absolute mesh size (MDF fine filter) microns 37 37
Lubricating oil system
Pressure before bearings, nom. kPa 400 400
Pressure after pump, max. kPa 800 800

Project Guide Wärtsilä 50DF - 4/2007 13

Project guide
3. Technical data

Mode of operation Gas HFO/MDF

Prelubricating pressure, nom. kPa 80 80
Pressure drop over lubricating oil cooler kPa 80...100 80...100
Temperature before engine, nom. °C 63 63
Temperature after engine, approx. °C 78 78
Pump capacity, engine speed 500 / 514 rpm m3/h 157 / 162 157 / 162
Oil flow through engine m3/h 130 130
Pump capacity, prelubricating (50/60Hz) m3/h 51 / 51 51 / 51
Oil volume, system oil tank, nom. m3 12.2 12.2
Filter fineness, nom. (automatic filter) microns 20 20
Filter fineness, absolute mesh size (automatic filter) microns 35 35
Filter fineness, nom. (bypass filter) microns 20 20
Filter fineness, absolute mesh size (bypass filter) microns 35 35
Oil consumption (100% load) max. g/kWh 0.5 0.5
Crankcase ventilation flowrate at full load l/min 1900 1900
High temperature cooling water system, HT
Pressure after pump, (excl. static pressure) 500 / 514 rpm kPa 250 / 250 250 / 250
Temperature before engine, approx. °C 74 74
Temperature after charge air cooler, nom. °C 91 91
Pump capacity, nom. m3/h 200 200
Pressure drop over engine kPa 50 50
Water volume in engine m3 1.5 1.5
Pressure from expansion tank kPa 70...150 70...150
Pressure drop over central cooler, max kPa 60 60
Low temperature cooling water system, LT
Pressure after pump, (excl. static pressure) 500 / 514 rpm kPa 250 / 250 250 / 250
Temperature before engine, max. °C 38 38
Temperature before engine, min. °C 25 25
Pump capacity, nom. m3/h 200 200
Pressure drop over charge air cooler kPa 30 30
Pressure drop over oil cooler, typical kPa 50 50
Pressure drop over central cooler, typical kPa 60 60
Pressure from expansion tank kPa 70... 150 70... 150
Starting air system
Air pressure, nom. kPa 3000 3000
Air pressure, min. (20°C)/max kPa 1000 / 3000 1000 / 3000
Air consumption per start (20°C) m3 5.4 5.4

All figures according to ISO 3046/1 conditions without engine driven lubricating oil and cooling water pumps. Technical data is
for high Methane Number optimized engine. Final data depend on fuel gas specification and engine configuration.
(Note 1) Flowrates given with 5% tolerance and temperatures with 10 °C tolerance.
(Note 2) At 100% load including 5% tolerance on fuel consumption. Heat rate values are given with a 10% tolerance, except ra-
diation which is given with a 30% tolerance.
(Note 3) Fuel consumption given with 5% tolerance, fuel oil LHV 42.7MJ/kg. See chapter Fuel system for fuel specifications.
(Note 4) Fuel gas pressure given at LHV ≥ 36MJ/m3N. Required fuel gas pressure depend on fuel gas LHV and need to be increased
for lower LHV's. Pressure drop in external fuel gas system to be considered. See chapter Fuel system for further information.

14 Project Guide Wärtsilä 50DF - 4/2007

 Project guide
3. Technical data

3.4 Wärtsilä 12V50DF

Mode of operation Gas HFO/MDF
Engine output kW 11400 11400
Cylinder bore mm 500 500
Stroke mm 580 580
Swept volume dm3 1367 1367
Mean effective pressure, engine speed 500 / 514 rpm MPa 2.0 / 1.95 2.0 / 1.95
Mean piston speed, engine speed 500 / 514 rpm m/s 9.7 / 9.9 9.7 / 9.9
Combustion air system
Air temperature, max (without derating) °C 45 45
Air flow, 100% load 1) kg/s 17.6 23.2
Exhaust gas system
Exhaust gas flow, 100% 1) kg/s 18.2 23.8
Exhaust gas flow, 75% load 1) kg/s 14.4 18.8
Exhaust gas flow, 50% load 1) kg/s 10.2 13.5
Exhaust gas temperature after turbocharger, 100% load 1) °C 400 348
Exhaust gas temperature after turbocharger, 75% load 1) °C 430 344
Exhaust gas temperature after turbocharger, 50% load 1) °C 450 370
Exhaust gas back pressure, rec. max. kPa 3.0 3.0
Heat balance 2)

Lubricating oil, LT-circuit kW 1030 1310

Jacket water, HT-circuit kW 1430 1660
Charge air, HT-circuit kW 1440 2480
Charge air, LT-circuit kW 990 1330
Radiation kW 420 460
Fuel consumption 3)

Total energy consumption at 100% load kJ/kWh 7260

Total energy consumption at 75% load kJ/kWh 7480
Total energy consumption at 50% load kJ/kWh 7970
Fuel gas consumption at 100% load kJ/kWh 7220
Fuel gas consumption at 75% load kJ/kWh 7420
Fuel gas consumption at 50% load kJ/kWh 7890
Fuel oil consumption at 100% load g/kWh 1 186
Fuel oil consumption at 75% load g/kWh 1.4 185
Fuel oil consumption at 50% load g/kWh 1.9 189
Fuel gas system
Gas pressure at engine inlet, min 4) kPa 390
Gas pressure to Gas Valve unit, min 4) kPa 440
Gas temperature before Gas Valve Unit °C 0...60
Fuel oil system
Circulation pump capacity m3/h 10.3 10.3
Leak fuel quantity (MDF), clean fuel at 100 % load kg/h 4.7 9.1
Pressure before injection pumps, nom. kPa 700 700
Filter fineness, absolute mesh size (MDF fine filter) microns 37 37
Lubricating oil system
Pressure before bearings, nom. kPa 400 400
Pressure after pump, max. kPa 800 800

Project Guide Wärtsilä 50DF - 4/2007 15

Project guide
3. Technical data

Mode of operation Gas HFO/MDF

Prelubricating pressure, nom. kPa 80 80
Pressure drop over lubricating oil cooler kPa 80...100 80...100
Temperature before engine, nom. °C 63 63
Temperature after engine, approx. °C 78 78
Pump capacity, engine speed 500 / 514 rpm m3/h 215 / 221 215 / 221
Oil flow through engine m3/h 170 170
Pump capacity, prelubricating (50/60Hz) m3/h 65 / 65 65 / 65
Oil volume, system oil tank, nom. m3 16.3 16.3
Filter fineness, nom. (automatic filter) microns 20 20
Filter fineness, absolute mesh size (automatic filter) microns 35 35
Filter fineness, nom. (bypass filter) microns 20 20
Filter fineness, absolute mesh size (bypass filter) microns 35 35
Oil consumption (100% load) max. g/kWh 0.5 0.5
Crankcase ventilation flowrate at full load l/min 1900 1900
High temperature cooling water system, HT
Pressure after pump, (excl. static pressure) 500 / 514 rpm kPa 250 / 250 250 / 250
Temperature before engine, approx. °C 74 74
Temperature after charge air cooler, nom. °C 91 91
Pump capacity, nom. m3/h 270 270
Pressure drop over engine kPa 50 50
Water volume in engine m3 1.7 1.7
Pressure from expansion tank kPa 70...150 70...150
Pressure drop over central cooler, max kPa 60 60
Low temperature cooling water system, LT
Pressure after pump, (excl. static pressure) 500 / 514 rpm kPa 250 / 250 250 / 250
Temperature before engine, max. °C 38 38
Temperature before engine, min. °C 25 25
Pump capacity, nom. m3/h 270 270
Pressure drop over charge air cooler kPa 30 30
Pressure drop over oil cooler, typical kPa 50 50
Pressure drop over central cooler, typical kPa 60 60
Pressure from expansion tank kPa 70... 150 70... 150
Starting air system
Air pressure, nom. kPa 3000 3000
Air pressure, min. (20°C)/max kPa 1000 / 3000 1000 / 3000
Air consumption per start (20°C) m3 6.0 6.0

All figures according to ISO 3046/1 conditions without engine driven lubricating oil and cooling water pumps. Technical data is
for high Methane Number optimized engine. Final data depend on fuel gas specification and engine configuration.
(Note 1) Flowrates given with 5% tolerance and temperatures with 10 °C tolerance.
(Note 2) At 100% load including 5% tolerance on fuel consumption. Heat rate values are given with a 10% tolerance, except ra-
diation which is given with a 30% tolerance.
(Note 3) Fuel consumption given with 5% tolerance, fuel oil LHV 42.7MJ/kg. See chapter Fuel system for fuel specifications.
(Note 4) Fuel gas pressure given at LHV ≥ 36MJ/m3N. Required fuel gas pressure depend on fuel gas LHV and need to be increased
for lower LHV's. Pressure drop in external fuel gas system to be considered. See chapter Fuel system for further information.

16 Project Guide Wärtsilä 50DF - 4/2007

 Project guide
3. Technical data

3.5 Wärtsilä 16V50DF

Mode of operation Gas HFO/MDF
Engine output kW 15200 15200
Cylinder bore mm 500 500
Stroke mm 580 580
Swept volume dm3 1822 1822
Mean effective pressure, engine speed 500 / 514 rpm MPa 2.0 / 1.95 2.0 / 1.95
Mean piston speed, engine speed 500 / 514 rpm m/s 9.7 / 9.9 9.7 / 9.9
Combustion air system
Air temperature, max (without derating) °C 45 45
Air flow, 100% load 1) kg/s 23.5 30.9
Exhaust gas system
Exhaust gas flow, 100% 1) kg/s 24.3 31.7
Exhaust gas flow, 75% load 1) kg/s 19.2 25.1
Exhaust gas flow, 50% load 1) kg/s 13.6 18.0
Exhaust gas temperature after turbocharger, 100% load 1) °C 400 348
Exhaust gas temperature after turbocharger, 75% load 1) °C 430 344
Exhaust gas temperature after turbocharger, 50% load 1) °C 450 370
Exhaust gas back pressure, rec. max. kPa 3.0 3.0
Heat balance 2)

Lubricating oil, LT-circuit kW 1380 1750

Jacket water, HT-circuit kW 1910 2220
Charge air, HT-circuit kW 1910 3310
Charge air, LT-circuit kW 1320 1770
Radiation kW 560 610
Fuel consumption 3)

Total energy consumption at 100% load kJ/kWh 7260

Total energy consumption at 75% load kJ/kWh 7480
Total energy consumption at 50% load kJ/kWh 7970
Fuel gas consumption at 100% load kJ/kWh 7220
Fuel gas consumption at 75% load kJ/kWh 7420
Fuel gas consumption at 50% load kJ/kWh 7890
Fuel oil consumption at 100% load g/kWh 1 186
Fuel oil consumption at 75% load g/kWh 1.4 185
Fuel oil consumption at 50% load g/kWh 1.9 189
Fuel gas system
Gas pressure at engine inlet, min 4) kPa 390
Gas pressure to Gas Valve unit, min 4) kPa 440
Gas temperature before Gas Valve Unit °C 0...60
Fuel oil system
Circulation pump capacity m3/h 13.7 13.7
Leak fuel quantity (MDF), clean fuel at 100 % load kg/h 6.3 12.1
Pressure before injection pumps, nom. kPa 700 700
Filter fineness, absolute mesh size (MDF fine filter) microns 37 37
Lubricating oil system
Pressure before bearings, nom. kPa 400 400
Pressure after pump, max. kPa 800 800

Project Guide Wärtsilä 50DF - 4/2007 17

Project guide
3. Technical data

Mode of operation Gas HFO/MDF

Prelubricating pressure, nom. kPa 80 80
Pressure drop over lubricating oil cooler kPa 80...100 80...100
Temperature before engine, nom. °C 63 63
Temperature after engine, approx. °C 78 78
Pump capacity, engine speed 500 / 514 rpm m3/h 263 / 272 263 / 272
Oil flow through engine m3/h 230 230
Pump capacity, prelubricating (50/60Hz) m3/h 85 / 85 85 / 85
Oil volume, system oil tank, nom. m3 22 22
Filter fineness, nom. (automatic filter) microns 20 20
Filter fineness, absolute mesh size (automatic filter) microns 35 35
Filter fineness, nom. (bypass filter) microns 20 20
Filter fineness, absolute mesh size (bypass filter) microns 35 35
Oil consumption (100% load) max. g/kWh 0.5 0.5
Crankcase ventilation flowrate at full load l/min 2300 2300
High temperature cooling water system, HT
Pressure after pump, (excl. static pressure) 500 / 514 rpm kPa 250 / 250 250 / 250
Temperature before engine, approx. °C 74 74
Temperature after charge air cooler, nom. °C 91 91
Pump capacity, nom. m3/h 320 320
Pressure drop over engine kPa 50 50
Water volume in engine m3 2.1 2.1
Pressure from expansion tank kPa 70...150 70...150
Pressure drop over central cooler, max kPa 60 60
Low temperature cooling water system, LT
Pressure after pump, (excl. static pressure) 500 / 514 rpm kPa 250 / 250 250 / 250
Temperature before engine, max. °C 38 38
Temperature before engine, min. °C 25 25
Pump capacity, nom. m3/h 320 320
Pressure drop over charge air cooler kPa 30 30
Pressure drop over oil cooler, typical kPa 50 50
Pressure drop over central cooler, typical kPa 60 60
Pressure from expansion tank kPa 70... 150 70... 150
Starting air system
Air pressure, nom. kPa 3000 3000
Air pressure, min. (20°C)/max kPa 1000 / 3000 1000 / 3000
Air consumption per start (20°C) m3 7.8 7.8

All figures according to ISO 3046/1 conditions without engine driven lubricating oil and cooling water pumps. Technical data is
for high Methane Number optimized engine. Final data depend on fuel gas specification and engine configuration.
(Note 1) Flowrates given with 5% tolerance and temperatures with 10 °C tolerance.
(Note 2) At 100% load including 5% tolerance on fuel consumption. Heat rate values are given with a 10% tolerance, except ra-
diation which is given with a 30% tolerance.
(Note 3) Fuel consumption given with 5% tolerance, fuel oil LHV 42.7MJ/kg. See chapter Fuel system for fuel specifications.
(Note 4) Fuel gas pressure given at LHV ≥ 36MJ/m3N. Required fuel gas pressure depend on fuel gas LHV and need to be increased
for lower LHV's. Pressure drop in external fuel gas system to be considered. See chapter Fuel system for further information.

18 Project Guide Wärtsilä 50DF - 4/2007

 Project guide
3. Technical data

3.6 Wärtsilä 18V50DF

Mode of operation Gas HFO/MDF
Engine output kW 17100 17100
Cylinder bore mm 500 500
Stroke mm 580 580
Swept volume dm3 2050 2050
Mean effective pressure, engine speed 500 / 514 rpm MPa 2.0 / 1.95 2.0 / 1.95
Mean piston speed, engine speed 500 / 514 rpm m/s 9.7 / 9.9 9.7 / 9.9
Combustion air system
Air temperature, max (without derating) °C 45 45
Air flow, 100% load 1) kg/s 26.4 34.8
Exhaust gas system
Exhaust gas flow, 100% 1) kg/s 27.3 35.7
Exhaust gas flow, 75% load 1) kg/s 21.6 28.2
Exhaust gas flow, 50% load 1) kg/s 15.3 20.2
Exhaust gas temperature after turbocharger, 100% load 1) °C 400 348
Exhaust gas temperature after turbocharger, 75% load 1) °C 430 344
Exhaust gas temperature after turbocharger, 50% load 1) °C 450 370
Exhaust gas back pressure, rec. max. kPa 3.0 3.0
Heat balance 2)

Lubricating oil, LT-circuit kW 1550 1970

Jacket water, HT-circuit kW 2140 2490
Charge air, HT-circuit kW 2150 3720
Charge air, LT-circuit kW 1480 1990
Radiation kW 630 690
Fuel consumption 3)

Total energy consumption at 100% load kJ/kWh 7260

Total energy consumption at 75% load kJ/kWh 7480
Total energy consumption at 50% load kJ/kWh 7970
Fuel gas consumption at 100% load kJ/kWh 7220
Fuel gas consumption at 75% load kJ/kWh 7420
Fuel gas consumption at 50% load kJ/kWh 7890
Fuel oil consumption at 100% load g/kWh 1 186
Fuel oil consumption at 75% load g/kWh 1.4 185
Fuel oil consumption at 50% load g/kWh 1.9 189
Fuel gas system
Gas pressure at engine inlet, min 4) kPa 390
Gas pressure to Gas Valve unit, min 4) kPa 440
Gas temperature before Gas Valve Unit °C 0...60
Fuel oil system
Circulation pump capacity m3/h 15.4 15.4
Leak fuel quantity (MDF), clean fuel at 100 % load kg/h 7.0 13.6
Pressure before injection pumps, nom. kPa 700 700
Filter fineness, absolute mesh size (MDF fine filter) microns 37 37
Lubricating oil system
Pressure before bearings, nom. kPa 400 400
Pressure after pump, max. kPa 800 800

Project Guide Wärtsilä 50DF - 4/2007 19

Project guide
3. Technical data

Mode of operation Gas HFO/MDF

Prelubricating pressure, nom. kPa 80 80
Pressure drop over lubricating oil cooler kPa 80...100 80...100
Temperature before engine, nom. °C 63 63
Temperature after engine, approx. °C 78 78
Pump capacity, engine speed 500 / 514 rpm m3/h 279 / 287 279 / 287
Oil flow through engine m3/h 260 260
Pump capacity, prelubricating (50/60Hz) m3/h 100 / 100 100 / 100
Oil volume, system oil tank, nom. m3 25 25
Filter fineness, nom. (automatic filter) microns 20 20
Filter fineness, absolute mesh size (automatic filter) microns 35 35
Filter fineness, nom. (bypass filter) microns 20 20
Filter fineness, absolute mesh size (bypass filter) microns 35 35
Oil consumption (100% load) max. g/kWh 0.5 0.5
Crankcase ventilation flowrate at full load l/min 2500 2500
High temperature cooling water system, HT
Pressure after pump, (excl. static pressure) 500 / 514 rpm kPa 250 / 250 250 / 250
Temperature before engine, approx. °C 74 74
Temperature after charge air cooler, nom. °C 91 91
Pump capacity, nom. m3/h 360 360
Pressure drop over engine kPa 50 50
Water volume in engine m3 2.6 2.6
Pressure from expansion tank kPa 70...150 70...150
Pressure drop over central cooler, max kPa 60 60
Low temperature cooling water system, LT
Pressure after pump, (excl. static pressure) 500 / 514 rpm kPa 250 / 250 250 / 250
Temperature before engine, max. °C 38 38
Temperature before engine, min. °C 25 25
Pump capacity, nom. m3/h 360 360
Pressure drop over charge air cooler kPa 30 30
Pressure drop over oil cooler, typical kPa 50 50
Pressure drop over central cooler, typical kPa 60 60
Pressure from expansion tank kPa 70... 150 70... 150
Starting air system
Air pressure, nom. kPa 3000 3000
Air pressure, min. (20°C)/max kPa 1000 / 3000 1000 / 3000
Air consumption per start (20°C) m3 9.0 9.0

All figures according to ISO 3046/1 conditions without engine driven lubricating oil and cooling water pumps. Technical data is
for high Methane Number optimized engine. Final data depend on fuel gas specification and engine configuration.
(Note 1) Flowrates given with 5% tolerance and temperatures with 10 °C tolerance.
(Note 2) At 100% load including 5% tolerance on fuel consumption. Heat rate values are given with a 10% tolerance, except ra-
diation which is given with a 30% tolerance.
(Note 3) Fuel consumption given with 5% tolerance, fuel oil LHV 42.7MJ/kg. See chapter Fuel system for fuel specifications.
(Note 4) Fuel gas pressure given at LHV ≥ 36MJ/m3N. Required fuel gas pressure depend on fuel gas LHV and need to be increased
for lower LHV's. Pressure drop in external fuel gas system to be considered. See chapter Fuel system for further information.

20 Project Guide Wärtsilä 50DF - 4/2007

 Project guide
3. Technical data

3.7 Engine driven pumps

The basic fuel consumption given in the technical data tables are without engine driven lubricating oil and
cooling water pumps. The increase in fuel consumption in g/kWh is given in the table below:

Engine load [%]

100 75 50
Lubricating oil pump 2.0 3.0 4.0
HT- & LT-water pump total 1.0 1.6 2.0

For calculation of gas consumption adjusted with engine driven pumps; use values in the table below cal-
culated using above table and with Methane (CH4) as reference fuel gas, with lower calorific value of 50
MJ/kg.

Engine load [%]

100 75 50
Lubricating oil pump 100 150 200
HT- & LT-water pump total 50 80 100

Project Guide Wärtsilä 50DF - 4/2007 21

Project guide
4. Description of the engine

4. Description of the engine

4.1 Definitions

4.2 Main components

The dimensions and weights of engine parts are shown in the chapter General data and outputs.

4.2.1 Engine Block

The engine block, made of nodular cast iron, is cast in one piece for all cylinder numbers. It has a stiff and
durable design to absorb internal forces and enable the engine to be resiliently mounted without any inter-
mediate foundations.
The engine has an underslung crankshaft held in place by main bearing caps. The main bearing caps, made
of nodular cast iron, are fixed from below by two hydraulically tensioned screws. They are guided sideways
by the engine block at the top as well as at the bottom. Hydraulically tightened horizontal side screws at
the lower guiding provide a very rigid crankshaft bearing.
A hydraulic jack, supported in the oil sump, offers the possibility to lower and lift the main bearing caps,
e.g. when inspecting the bearings. Lubricating oil is led to the bearings and piston through this jack. A
combined flywheel/thrust bearing is located at the driving end of the engine. The oil sump, a light welded
design, is mounted on the engine block from below and sealed by O-rings.
The oil sump is of dry sump type and includes the main distributing pipe for lubricating oil. The dry sump
is drained at both ends to a separate system oil tank. For applications with restricted height a low sump
can be specified for in-line engines, however without the hydraulic jacks.

4.2.2 Crankshaft
The crankshaft design is based on a reliability philosophy with very low bearing loads. High axial and tor-
sional rigidity is achieved by a moderate bore to stroke ratio. The crankshaft satisfies the requirements of
all classification societies.
The crankshaft is forged in one piece and mounted on the engine block in an under-slung way. In V-engines
the connecting rods are arranged side-by-side on the same crank pin in order to obtain a high degree of
standardization. The journals are of same size regardless of number of cylinders.

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4. Description of the engine

The crankshaft is fully balanced to counteract bearing loads from eccentric masses by fitting counterweights
in every crank web. This results in an even and thick oil film for all bearings. If necessary, the crankshaft is
provided with a torsional vibration damper.
The gear wheel for the camshaft drive is bolted on the flywheel end. Both the gear wheel for the pump drive
and the torsional vibration damper are bolted on the free end if installed.

4.2.3 Connection rod

The connecting rod is made of forged alloy steel. It comprises a three-piece design, which gives a minimum
dismantling height and enables the piston to be dismounted without opening the big end bearing. All con-
necting rod studs are hydraulically tightened. Oil is led to the gudgeon pin bearing and piston through a
bore in the connecting rod. The gudgeon pin bearing is of tri-metal type.

4.2.4 Main bearings and big end bearings

The main bearing consists of two replaceable precision type bearing shells, the upper and the lower shell.
Both shells are peripherally slightly longer than the housing thus providing the shell fixation. The main
bearing located closest to the flywheel is an extra support to both the flywheel and the coupling. Four thrust
bearing segments provide the axial guidance of the crankshaft.
The main bearings and the big end bearings are of tri-metal design with steel back, lead-bronze lining and
a soft and thick running layer.

4.2.5 Cylinder liner

The cylinder liner is centrifugally cast of a special grey cast iron alloy developed for good wear resistance
and high strength. It is designed with a high and rigid collar, making it resistant against deformations. A
distortion free liner bore in combination with excellent lubrication improves the running conditions for the
piston and piston rings, and reduces wear.
The liner is of wet type, sealed against the engine block metallically at the upper part and by O-rings at the
lower part. Accurate temperature control of the cylinder liner is achieved with optimally located longitudinal
cooling bores. To eliminate the risk of bore polishing the liner is equipped with an anti-polishing ring.

4.2.6 Piston
The piston is of composite design with nodular cast iron skirt and steel crown. The piston skirt is pressure
lubricated, which ensures a well-controlled oil flow to the cylinder liner during all operating conditions. Oil
is fed through the connecting rod to the cooling spaces of the piston. The piston cooling operates according
to the cocktail shaker principle. The piston ring grooves in the piston top are hardened for better wear res-
istance.

4.2.7 Piston rings

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

4.2.8 Cylinder head

The cylinder head is made of grey cast iron, the main design criteria being high reliability and easy mainten-
ance. The mechanical load is absorbed by a strong intermediate deck, which together with the upper deck
and the side walls form a box section in the four corners of which the hydraulically tightened cylinder head
bolts are situated.
The cylinder head features two inlet and two exhaust valves per cylinder. All valves are equipped with valve
rotators. No valve cages are used, which results in very good flow dynamics. The basic criterion for the
exhaust valve design is correct temperature by carefully controlled water cooling of the exhaust valve seat.
The thermally loaded flame plate is cooled efficiently by cooling water led from the periphery radially towards
the centre of the head. The bridges between the valves cooling channels are drilled to provide the best
possible heat transfer.

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Project guide
4. Description of the engine

4.2.9 Camshaft and valve mechanism

There is one campiece for each cylinder with separate bearing pieces in between. The cam and bearing
pieces are held together with flange connections. This solution allows removing of the camshaft pieces
sideways. The drop forged completely hardened camshaft pieces have fixed cams. The camshaft bearing
housings are integrated in the engine block casting and are thus completely closed. The bearings are installed
and removed by means of a hydraulic tool. The camshaft covers, one for each cylinder, seal against the
engine block with a closed O-ring profile. The valve mechanism guide block is integrated into the cylinder
block. The valve tappets are of piston type with self-adjustment of roller against cam to give an even distri-
bution of the contact pressure. Double valve springs make the valve mechanism dynamically stable.

4.2.10 Camshaft drive

The camshafts are driven by the crankshaft through a gear train.
The driving gear is fixed to the crankshaft by means of flange connection.

4.2.11 Turbocharging and charge air cooling

The SPEX (Single Pipe EXhaust system) turbocharging system combines the advantages of both pulse and
constant pressure systems. The complete exhaust gas manifold is enclosed by a heat insulation box to
ensure low surface temperatures.
In-line engines have one turbocharger and V-engines have one turbocharger per cylinder bank. The tur-
bocharger(s) are installed transversely, and are placed at the free end of the engine. Vertical, longitudinally
inclined, and horizontal exhaust gas outlets are available.
In order to optimize the turbocharging system for both high and low load performance, as well as diesel
mode and gas mode operation, a pressure relief valve system “waste gate” is installed on the exhaust gas
side. The waste gate is activated at high load.
The charge air cooler is as standard of 2-stage type, consisting of HT- and LT-water stage. Fresh water is
used for both circuits.
For cleaning of the turbocharger during operation there is, as standard, a water-washing device for the air
side as well as the exhaust gas side.
The turbocharger is supplied with inboard plain bearings, which offers easy maintenance of the cartridge
from the compressor side. The turbocharger is lubricated by engine lubricating oil with integrated connections.

4.2.12 Fuel system

The fuel system consists of main diesel injection system, pilot MDF system and gas fuel system. These
systems are handled in more detail in the chapter Fuel system.

4.2.13 Lubricating system

The engine internal lubricating oil system consists mainly of engine-driven pump with pressure regulating
valve, main distribution pipe, running-in filters, and by-pass centrifugal filter. Other equipment are external.
The lubricating oil system is handled in more detail later in the chapter Lubricating oil system.

4.2.14 Cooling system

The cooling water system is divided into low temperature (LT) and high temperature (HT) circuits. The engine
internal cooling system consists of engine-driven LT and HT pumps, cylinder head and liner cooling circuits,
and LT and HT charge air coolers. All other equipment are external. The cooling water system is handled
in more detail the chapter Cooling water system.

4.2.15 Exhaust pipes

The exhaust manifold pipes are made of special heat resistant nodular cast iron alloy.
The connections to the cylinder head are of the clamp ring type.
The complete exhaust gas system is enclosed in an insulating box consisting of easily removable panels
fitted to a resiliently mounted frame. Mineral wool is used as insulating material.

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4. Description of the engine

4.2.16 Built-on engine control system

The built-on engine control system is used for monitoring and control of the engine. It is developed for gas
and dual fuel engines and designed for the harsh environment. The structure of the system depends on
the cylinder configuration and installation.
For more information, see chapter Automation system.

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4. Description of the engine

4.3 Cross section of the engine

Figure 4.1 Cross section of the in-line engine (1V58B2480)

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4. Description of the engine

Figure 4.2 Cross section of the V-engine (1V58B2523)

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4. Description of the engine

4.4 Free end cover

All engine driven pumps are installed on the free end cover. The torsional vibration damper, if fitted, is fully
covered by the free end cover.
Figure 4.3 Built-on pumps at the free ends of the in-line and V-engines

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4. Description of the engine

4.5 Overhaul intervals and expected life times

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

Time between inspection or overhaul Expected component lifetimes

[h] [h]
Component
MDF/GAS HFO MDF/GAS HFO
operation operation operation operation
Piston, crown 18000 1) 12000 1) 72000 36000
Piston, skirt 18000 1) 12000 1) 72000 60000
Piston rings 18000 12000 18000 12000
Cylinder liner 18000 12000 108000 72000
Cylinder head 18000 12000 72000 60000
Inlet valve 18000 12000 36000 24000
Inlet valve seat 18000 12000 36000 24000
Exhaust valve 18000 12000 36000 24000
Exhaust valve seat 18000 12000 36000 24000
Injection valve nozzle 6000 6000 6000 6000
Injection valve complete 6000 6000 18000 18000
Injection pump element 12000 12000 24000 24000
Main bearing 18000 1) 18000 1) 36000 36000
Big end bearing 18000 1) 18000 1) 36000 36000
Camshaft bearing 36000 1) 36000 1) 72000 72000
Turbocharger bearing 12000 12000 36000 36000
Main gas admission valve 18000 18000 18000 18000
1) Inspection of one

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5. Piping design, treatment and installation

5. Piping design, treatment and installation

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

5.2 Pipe dimensions

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

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5. Piping design, treatment and installation

Table 5.1 Recommended maximum velocities on pump delivery side for guidance

Piping Pipe material Max velocity [m/s]

Fuel piping (MDF and HFO) Black steel 1.0
Lubricating oil piping Black steel 1.5
Fresh water piping Black steel 2.5
Sea water piping Galvanized steel 2.5
Aluminium brass 2.5
10/90 copper-nickel-iron 3.0
70/30 copper-nickel 4.5
Rubber lined pipes 4.5

NOTE! The diameter of gas fuel and compressed air piping depends only on the allowed pressure loss
in the piping, which has to be calculated project specifically.

5.3 Trace heating

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

5.4 Operating and design pressure

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

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5. Piping design, treatment and installation

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

5.5 Pipe class

Classification societies categorize piping systems in different classes (DNV) or groups (ABS) depending on
pressure, temperature and media. The pipe class can determine:
• Type of connections to be used
• Heat treatment
• Welding procedure
• Test method
Systems with high design pressures and temperatures and hazardous media belong to class I (or group I),
others to II or III as applicable. Quality requirements are highest in class I.
Examples of classes of piping systems as per DNV rules are presented in the table below.
Gas piping is to be designed and manufactured and documented according to the rules of the relevant
classification society.
In the absence of specific rules or if less stringent than those of DNV the application of DNV rules is recom-
mended.
Relevant DNV rules:
• Ship Rules Part 4 Chapter 6, Piping Systems
• Ship Rules Part 5 Chapter 5, Liquefied Gas Carriers
• Ship Rules Part 6 Chapter 13, Gas Fuelled Engine Installations
Table 5.2 Classes of piping systems as per DNV rules

Media Class I Class II Class III

MPa (bar) °C MPa (bar) °C MPa (bar) °C
Steam > 1.6 (16) or > 300 < 1.6 (16) and < 300 < 0.7 (7) and < 170
Flammable fluid > 1.6 (16) or > 150 < 1.6 (16) and < 150 < 0.7 (7) and < 60
Fuel gas All All - - - -
Other media > 4 (40) or > 300 < 4 (40) and < 300 < 1.6 (16) and < 200

5.6 Insulation
The following pipes shall be insulated:
• All trace heated pipes
• Exhaust gas pipes
• Exposed parts of pipes with temperature > 60°C
Insulation is also recommended for:
• Pipes between engine or system oil tank and lubricating oil separator
• Pipes between engine and jacket water preheater

5.7 Local gauges

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

5.8 Cleaning procedures

Instructions shall be given to manufacturers and fitters of how different piping systems shall be treated,
cleaned and protected before delivery and installation. All piping must be checked and cleaned from debris

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5. Piping design, treatment and installation

before installation. Before taking into service all piping must be cleaned according to the methods listed
below.
Table 5.3 Pipe cleaning

System Methods
Fuel oil A,B,C,D,F
Fuel gas A,B,C
Lubricating oil A,B,C,D,F
Starting air A,B,C
Cooling water A,B,C
Exhaust gas A,B,C
Charge air A,B,C

A = Washing with alkaline solution in hot water at 80°C for degreasing (only if pipes have been greased)
B = Removal of rust and scale with steel brush (not required for seamless precision tubes)
C = Purging with compressed air
D = Pickling
F = Flushing

5.8.1 Pickling
Pipes are pickled in an acid solution of 10% hydrochloric acid and 10% formaline inhibitor for 4-5 hours,
rinsed with hot water and blown dry with compressed air.
After the acid treatment the pipes are treated with a neutralizing solution of 10% caustic soda and 50 grams
of trisodiumphosphate per litre of water for 20 minutes at 40...50°C, rinsed with hot water and blown dry
with compressed air.

5.8.2 Flushing
More detailed recommendations on flushing procedures are when necessary described under the relevant
chapters concerning the fuel oil system and the lubricating oil system. Provisions are to be made to ensure
that necessary temporary bypasses can be arranged and that flushing hoses, filters and pumps will be
available when required.

5.9 Flexible pipe connections

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

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5. Piping design, treatment and installation

Figure 5.1 Flexible hoses (4V60B0100a)

5.10 Clamping of pipes

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

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5. Piping design, treatment and installation

Figure 5.2 Flange supports of flexible pipe connections (4V60L0796)

Figure 5.3 Pipe clamp for fixed support (4V61H0842)

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6. Fuel system

6. Fuel system
6.1 General
The Wärtsilä 50DF engine is designed for continuous operation on fuel gas (natural gas) or Marine Diesel
Fuel (MDF). It is possible to operate the engine on Heavy Fuel Oil (HFO), as an option.
Fuel characteristics are presented under the heading Acceptable fuel characteristics.
Dual fuel operation requires external gas feed system and fuel oil feed system.

6.1.1 Operating principles

Wärtsilä 50DF engines are usually installed for dual fuel operation meaning the engine can be run either in
gas or diesel operating mode. The operating mode can be changed while the engine is running, within
certain limits, without interruption of power generation. If the gas supply would fail, the engine will automat-
ically transfer to diesel mode operation (MDF).
The engine is always started on MDF.

Gas mode operation

In gas operating mode the main fuel is natural gas which is injected into the engine at a low pressure. The
gas is ignited by injecting a small amount of pilot diesel fuel (MDF). Gas and pilot fuel injection are solenoid
operated and electronically controlled common rail systems.

Diesel mode operation

In diesel operating mode the engine operates only on liquid fuel oil. MDF or HFO is used as fuel with a
conventional diesel fuel injection system. The MDF pilot injection is always active.

Fuel oil heating and cooling

The fuel temperature has to be controlled so that the viscosity of the fuel before injection pumps is stable
and according to the limits specified in the chapter Acceptable fuel characteristics.

6.1.2 Black out starting

Black out starting is performed using MDF only.
Sufficient fuel pressure for a safe start must be ensured in a case of a black out. This can be done with:
• A gravity tank min. 15 m above the engine centerline
• A pneumatic emergency pump (1P11)
• An electric motor driven pump (1P11) fed from an emergency supply (UPS)

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6. Fuel system

6.1.3 Acceptable fuel characteristics

Gas fuel specification

As a dual fuel engine, the Wärtsilä 50DF engine is designed for continuous operation in gas operating mode
or diesel operating mode. For continuous operation without reduction in the rated output, the gas used as
main fuel in gas operating mode has to fulfill the below mentioned quality requirements.
Table 6.1 Fuel Gas Specifications

Property Unit Value

Lower heating value (LHV), min 1) MJ/m3N 2) 28
Methane number (MN), min 3) 80
Methane (CH4), min % volume 70
Hydrogen sulphide (H2S), max % volume 0.05
Hydrogen (H2), max 4) % volume 3
Ammonia, max mg/m3N 25
Chlorine + Fluorines, max mg/m3N 50
Particles or solids at engine inlet, max mg/m3N 50
Particles or solids at engine inlet, max size um 5
Gas inlet temperature °C 0…60
Water and hydrocarbon condensates at engine inlet not allowed 5)

1) The required gas feed pressure is depending on the LHV (see section Gas feed pressure in chapter Fuel system).
2) Values given in m³ are at 0°C and 101.3 kPa.
3) The methane number (MN) is a calculated value that gives a scale for evaluation of the resistance to knock of
gaseous fuels. Above table is valid for a low Methane Number optimized engine. Minimum value is depending
on engine configuration, which will affect the technical data.
However, if the total content of hydrocarbons C4 and heavier is more than 1% volume Wärtsilä has to be con-
tacted for further evaluation.
4) Hydrogen content higher than 3% volume has to be considered project specifically.
5) Dew point of natural gas is below the minimum operating temperature and pressure.

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6. Fuel system

Liquid fuel specification

The dual fuel engine Wärtsilä 50DF is designed and developed for continuous operation, without reduction
in the rated output, on main liquid fuels with the following properties:

Marine diesel fuel (MDF)

The fuel specification is based on the ISO 8217:2005(E) standard and covers the fuel categories ISO-F-
DMX, DMA, DMB and DMC. The distillate grades mentioned above can be described as follows:
• DMX: A fuel which is suitable for use at ambient temperatures down to -15 °C without heating the
fuel. In merchant marine applications, its use is restricted to lifeboat engines and certain equipment
due to reduced flash point.
• DMA: A high quality distillate, generally designated MGO (Marine Gas Oil) in the marine field.
• DMB: A general purpose fuel which may contain trace amounts of residual fuel and is intended for
engines not specifically designed to burn residual fuels. It is generally designated MDO (Marine
Diesel Oil) in the marine field.
• DMC: A fuel which can contain a significant proportion of residual fuel. Consequently it is unsuitable
for installations where engine or fuel treatment plant is not designed for the use of residual fuels.
Table 6.2 MDF Specifications

Property Unit ISO-F-DMX ISO-F-DMA ISO-F-DMB ISO-F-DMC Test method

1) ref.
Viscosity, min., before injection pumps 2) cSt 2.8 2.8 2.8 2.8 ISO 3104
Viscosity, max. cSt at 40°C 5.5 6 11 14 ISO 3104
Viscosity, max, before injection pumps 2) cSt 24 24 24 24 ISO 3104
Density, max. kg/m³ at 3) 890 900 920 ISO 3675 or
15°C 12185
Cetane number, min. 45 40 35 — ISO 4264
Water, max. % volume — — 0.3 0.3 ISO 3733
Sulphur, max. % mass 1 1.5 2 5) 2.0 ISO 8754 or
14596
Ash, max. % mass 0.01 0.01 0.01 0.05 ISO 6245
Vanadium, max. mg/kg — — — 100 ISO 14597 or
IP 501 or 470
Sodium bef. engine, max. 2) mg/kg — — — 30 ISO 10478
Aluminum + Silicon, max. mg/kg — — — 25 ISO 10478 or
IP 501 or 470
Aluminum + Silicon bef. engine, max. 2) mg/kg — — — 15 ISO 10478 or
IP 501 or 470
Carbon residue (micro method, 10 % vol % mass 0.30 0.30 — — ISO 10370
dist. bottoms), max.
Carbon residue (micro method), max. % mass — — 0.30 — ISO 10370
Flash point (PMCC), min. 2) °C 60 60 60 60 ISO 2719
Pour point, max. 4) °C — -6 - 0 0-6 0-6 ISO 3016
Cloud point, max. °C -16 — — — ISO 3735
Total sediment potential, max. % mass — — — 0.10 ISO 10307-1
Appereance clear and bright visual inspec-
tion

1) Use of ISO-F-DMC category fuel is allowed provided that the fuel treatment system is equipped with a fuel separator
2) Additional properties specified by Wärtsilä, which are not included in ISO specification or differ from the ISO specification
3) In some geographical areas there may be a maximum limit
4) Different limits specified for winter and summer qualities

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6. Fuel system

5) A sulphur limit of 1.5 % m/m will apply in SOx emission controlled areas designated by the International Maritime Organization.
There may also be local variations.

NOTE! Pilot fuel quality must be according to DMX, DMA or DMB.

Lubricating oil, foreign substances or chemical waste, hazardous to the safety of the installation
or detrimental to the performance of engines, should not be contained in the fuel.

Heavy fuel oil (HFO)

The fuel specification "HFO2" is based on the ISO 8217:2005(E) standard and covers the fuel categories
ISO-F-RMA30 - RMK700. Additionally, Wärtsilä has specified the fuel specification "HFO 1". This stricter
specification is an alternative and by using the a fuel meeting this specification, longer overhaul intervals
of specific engine components are guaranteed.
Fuels fulfilling the "HFO 1" specification can be used as alternative fuel on Wärtsilä 50DF. Use of fuels ex-
ceeding the "HFO 1" specification require special consideration.
Table 6.3 HFO Specifications

Property Unit Limit HFO 1 Limit HFO 2 Test method ref.

Viscosity, max. cSt at 100°C 55 55 ISO 3104
cSt at 50°C 700 700
Redwood No. 1 s 7200 7200
at 100°F
Viscosity, min/max. before engine 4) cSt 16/24 16/24 ISO 3104
Density, max. kg/m³ at 15°C 991 / 1010 1) 991 / 1010 1) ISO 3675 or 12185
CCAI, max.4) 850 870 2) ISO 8217
Water, max. % volume 0.5 0.5 ISO 3733
Water before engine, max.4) % volume 0.3 0.3 ISO 3733
Sulphur, max. % mass 1.5 4.5 ISO 8754
Ash, max. % mass 0.05 0.15 ISO 6245
Vanadium, max. 3) mg/kg 100 600 ISO 14597 or IP 501 or
470
Sodium, max.3,4) mg/kg 50 50 ISO 10478
Sodium before engine, max.3,4) mg/kg 30 30 ISO 10478
Aluminium + Silicon, max. mg/kg 30 80 ISO 10478 or IP 501 or
470
Aluminium + Silicon before engine, mg/kg 15 15 ISO 10478 or IP 501 or
max.4) 470
Conradson carbon residue, max. % mass 15 22 ISO 10370
Asphaltenes, max.4) % mass 8 14 ASTM D 3279
Flash point (PMCC), min. °C 60 60 ISO 2719
Pour point, max. °C 30 30 ISO 3016
Total sediment potential, max. % mass 0.10 0.10 ISO 10307-2
Used lubricating oil 6) mg/kg 30 30 IP 501 or 470
- Calcium, max. mg/kg 15 15 IP 501 or 470
- Zinc, max. mg/kg 15 15 IP 501 or 500
- Phosphorus, max.

1) Max. 1010 kg/m³ at 15°C provided the fuel treatment system can remove water and solids.
2) Straight run residues show CCAI values in the 770 to 840 range and are very good ignitors. Cracked residues delivered
as bunkers may range from 840 to - in exceptional cases - above 900. Most bunkers remain in the max. 850 to 870 range
at the moment.

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6. Fuel system

3) Sodium contributes to hot corrosion on exhaust valves when combined with high sulphur and vanadium contents. Sodium
also contributes strongly to fouling of the exhaust gas turbine blading at high loads. The aggressiveness of the fuel depends
not only on its proportions of sodium and vanadium but also on the total amount of ash constituents. Hot corrosion and
deposit formation are, however, also influenced by other ash constituents. It is therefore difficult to set strict limits based
only on the sodium and vanadium content of the fuel. A fuel with lower sodium and vanadium contents that specified
above, can cause hot corrosion on engine components.
4) Additional properties specified by Wärtsilä, which are not included in the ISO specification.
5) A sulphur limit of 1.5 % m/m will apply in SOx emission controlled areas designated by International Maritime Organization.
There may also be local variations
6) A fuel shall be considered to be free of used lubricating oil (ULO), if one or more of the elements calcium, zinc and phos-
phorus are below or at the specified limits. All three elements shall exceed the same limits before a fuel shall be deemed
to contain ULO.

The fuel should not include any added substance or chemical waste, which jeopardizes the of installations
or adversely affects the performance of the engines or is harmful to personnel or contributes overall to ad-
ditional air pollution.
The limits above concerning the "HFO 2" also corresponds to the demands of :
- BS MA 100: 1996, RMH 55 and RMK 55
- CIMAC 2003, Grade K 700
- ISO 8127:2005(E), ISO-F-RMK 700

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6. Fuel system

6.2 Fuel gas system

6.2.1 Internal fuel gas system
When operating the engine in gas mode, the gas is injected through gas admission valves into the inlet
channel of each cylinder. The gas is mixed with the combustion air immediately upstream of the inlet valve
in the cylinder head. Since the gas valve is timed independently of the inlet valve, scavenging of the cylinder
is possible without risk that unburned gas is escaping directly from the inlet to the exhaust.
The gas piping can be either of single or double wall type. The annular space in double wall piping installations
is ventilated by underpressure. The air inlet to the annular space is located at the engine. Air can be taken
directly from the engine room or from a location outside the engine room, through dedicated piping.
The fuel gas system on the engine comprises the following built-on equipment:
• Fuel gas fine filter (not if double-wall gas piping)
• Low-pressure fuel gas common rail pipe
• Gas admission valve for each cylinder
• Safety filters at each gas admission valve
• Common rail pipe venting valve
• Double wall gas piping
The fuel gas fine filter is a full flow unit preventing impurities from entering the fuel gas system. The fineness
of the filter is 5 µm absolute mesh size (0.5 µm at 98.5% separation). The filter is located in the external
system if double wall gas piping is used.
The gas common rail pipe delivers fuel gas to each admission valve. The common rail pipe is a fully welded
single wall pipe, with a large diameter, also acting as a pressure accumulator. Feed pipes distribute the
fuel gas from the common rail pipe to the gas admission valves located at each cylinder.
The gas admission valves (one per cylinder) are electronically controlled and actuated to feed each individual
cylinder with the correct amount of gas. The gas admission valves are controlled by the engine control
system to regulate engine speed and power. The valves are located on the cylinder head (for V-engines)
or on the intake duct of the cylinder head (for in-line engines). The gas admission valve is a direct actuated
solenoid valve. The valve is closed by a spring (positive sealing) when there is no electrical signal. With the
engine control system it is possible to adjust the amount of gas fed to each individual cylinder for load
balancing of the engine, while the engine is running. The gas admission valves also include safety filters
(90 µm).
The venting valve of the gas common rail pipe is used to release the gas from the common rail pipe when
the engine is transferred from gas operating mode to diesel operating mode. The valve is pneumatically
actuated and controlled by the engine control system.

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6. Fuel system

Figure 6.1 Internal fuel gas system, Wärtsilä 50DF in-line engine (3V69E8745-6)

System components Pipe connections Size

01 Gas filter 108 Gas inlet DN 100
02 Safety filter 708 Safety ventilation DN 50
03 Gas admission valve
04 Cylinder
05 Venting valve

Pipe connection 311 : See chapter Compressed air system.

Sensors and indicators

SE614A.. Knock sensor (..624A..634A..)
PT901 Gas pressure

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Figure 6.2 Internal fuel gas system, Wärtsilä 50DF in-line engine, double wall gas piping (DAAE010198)

System components Pipe connections Size

01 Safety filter 108 Gas inlet DN 100
02 Gas admission valve 708 Safety ventilation DN 50
03 Cylinder 726 Air inlet to double wall gas system M 42
04 Venting valve

Pipe connection 311 : See chapter Compressed air system.

Sensors and indicators

SE614A.. Knock sensor (..624A..634A..)
PT901 Gas pressure

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6. Fuel system

Figure 6.3 Internal fuel gas system, Wärtsilä 50DF V-engine (3V69E8746-6)

System components Pipe connections Size

01 Gas filter 108 Gas inlet DN 100
02 Safety filter 708 Safety ventilation DN 50
03 Gas admission valve
04 Cylinder
05 Venting valve

Pipe connection 311 : See chapter Compressed air system.

Sensors and indicators

SE614A.. Knock sensor (..624A..634A..)
PT901 Gas pressure

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Figure 6.4 Internal fuel gas system, Wärtsilä 50DF V-engine, double wall gas piping (DAAE010199)

System components Pipe connections Size

01 Safety filter 108 Gas inlet DN 100
02 Gas admission valve 708A Safety ventilation DN 50
03 Cylinder 708B Safety ventilation DN 50
04 Venting valve 726A Air inlet to double wall gas system M 42
726B Air inlet to double wall gas system M 42

Pipe connection 311 : See chapter Compressed air system.

Sensors and indicators

SE614A.. Knock sensor (..624A..634A..)
PT901 Gas pressure

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6. Fuel system

6.2.2 External fuel gas system

General
The fuel gas can typically be contained as CNG, LNG at atmospheric pressure, or pressurized LNG. The
design of the external fuel gas feed system may vary, but every system should provide natural gas with the
correct temperature and pressure to each engine. The requirements for fuel gas quality are presented under
heading Fuel characteristics in the chapter General data and outputs. The gas piping can be of either single
or double wall type.

Double wall gas piping

The annular space between the pipes in the double wall piping is ventilated by underpressure. The air inlet
connection to the annular space is located at the engine (see Figure 6.2 and 6.4). The air to the annular
space can be taken from the engine room or from an external piping. The gas double wall piping is connected
to the Gas Valve room. The underpressure in the Gas Valve room is sufficient for air suction through the
annular space of the double wall gas piping.

Gas valve unit (10N05)

Before the gas is supplied to the engine it passes through a gas valve unit (GVU). The gas valve unit include
a gas pressure regulating valve and a series of block and bleed valves to ensure reliable and safe operation
on gas.
The unit includes a manual shut-off valve, purging connections, fine filter, main fuel gas pressure regulator,
shut-off block valves, ventilating valves, pressure transmitters/gauges and a gas temperature transmitter.
The fine filter protects downstream equipment from from impurities. The filter is equipped with a differential
pressure switch indicating an alarm for a dirty filter. The setpoint for the alarm is 20 kPa and the filtration
degree of the filter is 2 μm at 98% separation.
The fuel gas pressure regulating valve adjusts the gas feed pressure to the engine according to engine
load. The pilot operated pressure regulator is controlled by the engine control system through an I/P con-
verter. The system is designed to get the correct fuel gas pressure to the engine common rail pipe at all
times.
The gas valve unit is also equipped with a safety shut-off valve, SSV. The shut-off valve is physically located
at the pressure regulating valve, and protects downstream equipment from high pressure. If too high
pressure is detected downstream from the valve, the shut-off mechanism will close, shutting off the gas
supply. The safety shut-off valve is a safety feature and will activate in case of major upstream piping failure
and can only be manually reset.
Readings from sensors on the GVU as well as opening and closing of valves on the gas valve unit is elec-
tronically controlled by the engine control system via the unit control panel (UCP).
The two shut-off block valves together with gas ventilating valves form a block-and-bleed function. Elec-
tropneumatic shut-off valves effectively close off gas supply to the engine on request. The solenoid operated
venting valves will relief the pressure trapped in the system after closing of the blocking valves. The block
and bleed valves V14, V15 and V18 are operated as fail-safe, i.e. they will close on current failure. Venting
valves V16 and V19 are fail-open, they will open on current failure. There are two connections for purging
the piping with inert gas, see Figure 6.5.

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Figure 6.5 Gas valve unit P&I diagram (4V76B0495)

During a stop sequence of DF-engine gas operation (i.e. upon gas trip, pilot trip, stop, emergency stop or
shutdown in gas operating mode, or transfer to diesel operating mode) the GVU performs a gas shut-off
and ventilation sequence. Both shut-off valves (V15 and V18) on the gas valve unit are closed and ventilation
valves (V16 and V19) downstream from the first shut-off valve are opened.
The gas valve unit will perform a leak test procedure before startup. This is a safety precaution to ensure
the tightness of valves and the proper function of components.
A gas valve unit is required for each engine. The GVU has to be located as close the engine as possible to
ensure engine response to transient conditions, in the engine room or in a separate gas valve room. The
maximum distance between the GVU and the engine gas inlet is 10 m.
Inert gas and compressed air are to be dry and clean. Inert gas pressure max 5 bar. The requirements for
compressed air quality are presented in chapter Compressed air system.

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6. Fuel system

Figure 6.6 Typical layout of gas valve unit

Without flowmeter With flowmeter

Engine type Length, L [mm] Unit weight, [kg] Length, L [mm] Unit weight, [kg]
Wärtsilä 6L50DF 3280 380 3720 408
Wärtsilä 8L50DF 3490 530 4060 578
Wärtsilä 9L50DF 3490 530 4060 578
Wärtsilä 12V50DF 3490 530 4060 578
Wärtsilä 16V50DF 3730 720 4280 750
Wärtsilä 18V50DF 3960 770 4510 800

Lengths and weights are approximate. Exact values to be checked with Wärtsilä at project phase.

Pipe connections, typical Size Main GVU components

A Fuel gas inlet DN 80 - DN 150 1 Fuel gas filter (B01)
B Fuel gas outlet DN 80 - DN 150 2 Flow meter (optional)
D1 Gas venting OD 28 3 Gas pressure regulating valve (V07)
D3 Gas venting OD 12 4 Safety shut-off valve (SAV)
F1 Inert gas OD 12 5 Electr. connection box
H1 Compressed air OD 12 6 Gas venting valves (V14,V16,V19)
H2 Compressed air OD 12 7 Double block valves (V15,V18)
F2 Inert gas DN 25 8 Inert gas valve

The size of the gas piping has to be calculated project-specifically, having typically a larger diameter than
the connection on the engine.

Gas fine filter (10F01)

The fuel gas fine filter is a full flow unit preventing impurities from entering the engine fuel gas system. The
fineness of the filter is 5 μm absolute mesh size (0.5 μm at 98.5% separation). The fine filter is is needed in
the external fuel gas supply piping to the engine when the piping is of double wall type. The filter is located
on the engine if single wall gas piping is used.

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6. Fuel system

Master fuel gas valve

For LNG carriers, IMO IGC code requires a master gas fuel valve to be installed in the fuel gas feed system.
At least one master gas fuel valve is required, but it is recommended to apply one valve for each engine
compartment using fuel gas to enable independent operation.
It is always recommended to have one main shut-off valve directly outside the engine room and valve room
in any kind of installation.

Fuel gas venting

In certain situations during normal operation of a DF-engine, as well as due to certain faults, there is a need
to safely ventilate the fuel gas piping. During a stop sequence of a DF-engine gas operation (i.e. stop,
emergency stop or shutdown in gas operating mode, or transfer to diesel operating mode) the GVU and
DF-engine gas venting valves performs a ventilation sequence to relieve pressure from gas piping.
This small amount of gas can be ventilated outside into the atmosphere, to a place where there are no
sources of ignition.
Alternatively to ventilating outside into the atmosphere, other means of disposal (e.g. a suitable furnace)
can also be considered. However, this kind of arrangement has to be accepted by classification society on
a case by case basis.

NOTE! All breathing and ventilation pipes that may contain fuel gas must always be built sloping upwards,
so that there is no possibility of fuel gas accumulating inside the piping.

In case the DF-engine is stopped in gas operating mode, opening of the ventilation valves will quickly reduce
the gas pipe pressure to atmospheric pressure.
The pressure drop in the venting lines are to be kept at a minimum.
Venting lines from one engines gas supply system is to be kept separate from other venting lines. Venting
pipes are to be designed for maximum security.

Purging by inert gas

Before beginning maintenance work, the fuel gas piping system has to be de-pressurized and purged with
an inert gas. The piping of the Wärtsilä 50DF engine and the gas valve unit is equipped with purging con-
nections for inert gas (Nitrogen).
There might be a need for inerting the fuel gas piping as a normal procedure during engine operation. This
arrangement has to be considered on a case by case basis. A connection for purging purposes has been
installed on the Gas Valve unit to be able to purge piping between the Gas Valve unit and the engine.

Gas feed pressure

The required fuel gas feed pressure depends on the expected minimum lower heating value (LHV) of the
fuel gas, as well as the pressure losses in the feed system to the engine. The LHV of the fuel gas has to be
above 28 MJ/m3 at 0°C and 101.3 kPa.
• A fuel gas with a lower heating value of 28 MJ/m3 at 0°C and 101.3 kPa correspond to a required fuel
gas pressure of approx 520 kPa gauge at the Gas Valve unit inlet at 100% engine load.
• Fuel gas LHV of 36 MJ/m3 at 0°C and 101.3 kPa correspond to an approx. 440 kPa gauge fuel gas
pressure at the Gas Valve unit inlet. The required fuel gas pressure do not change at higher LHVs at
100% engine load.
• For fuel gas with LHV between 28 and 36 MJ/m3 at 0°C and 101.3 kPa, the required gas pressure
can be interpolated.
• The pressure losses in the gas feed system to engine has to be added to get the required gas pressure.
• A pressure drop of 50 kPa over the Gas Valve Unit is a typical value that can be used as guidance.
• The required gas pressure depend on engine load.

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6. Fuel system

6.2.3 Fuel gas system diagram

Figure 6.7 External fuel gas system, Wärtsilä 50DF engines (3V76B0494)

System components Pipe connections

10N05 Gas valve unit 108 Gas inlet DN 100
708 Safety ventilation DN 50

The size of the external piping has to be calculated project-specifically, having typically a larger diameter
than the connection on the engine.

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6. Fuel system

Figure 6.8 External fuel gas system (double wall piping), Wärtsilä 50DF engines (DAAE010200)

System components Pipe connections

10F01 Gas fine filter 108 Gas inlet DN 100
10N05 Gas valve unit 708 Safety ventilation DN 50
726 Air inlet to double wall gas system M 42

The size of the external piping has to be calculated project-specifically, having typically a larger diameter
than the connection on the engine.

6.3 Fuel oil system

6.3.1 Marine diesel fuel (MDF) installations

Internal fuel oil system (MDF)

The internal fuel oil system consists of a main injection system and a pilot injection system.

Main fuel oil injection system

The main fuel oil injection system is in use when the engine is operating in diesel mode. When the engine
is operating in gas mode, fuel flows through the main fuel oil injection system at all times enabling an instant
transfer to diesel mode.
The engine internal main fuel oil injection system comprises the following main equipment for each cylinder:
• Fuel injection pump
• High pressure pipe
• Twin fuel injection valve (for main and pilot injection)
The fuel injection pump design is of the mono-element type designed for injection pressures up to 150
MPa. The injection pumps have built-in roller tappets, and are also equipped with pneumatic stop cylinders,
which are connected to overspeed protection system.

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The high-pressure injection pipe runs between the injection pump and the injection valve. The pipe is of
double wall shielded type and well protected inside the engine hot box.
The twin injection valve is a combined main fuel oil injection and pilot fuel oil injection valve, which is centrally
located in the cylinder head. The main diesel injection part of the valve uses traditional spring loaded needle
design.
The hotbox encloses all main fuel injection equipment and system piping, providing maximum reliability
and safety. The high pressure side of the main injection system is thus completely separated from the exhaust
gas side and the engine lubricating oil spaces. Any leakage in the hot box is collected to prevent fuel from
mixing with lubricating oil. For the same reason the injection pumps are also completely sealed off from
the camshaft compartment.
The fuel return line is equipped with a pressure control valve.
Controlled leak fuel from the injection valves and the injection pumps is drained to atmospheric pressure
(Clean leak fuel system), The clean leak fuel can be reconducted to the fuel system without treatment. The
quantity of leak fuel is given in the chapter Technical data. Possible uncontrolled leak fuel, spilled water
and oil is separately drained from the hot-box and shall be led to a sludge tank ("Dirty" leak fuel system).

Pilot fuel injection system

The pilot fuel injection system is used to ignite the air-gas mixture in the cylinder when operating the engine
in gas mode. The pilot fuel injection system uses the same external fuel feed system as the main fuel oil
injection system.
The pilot fuel system comprises the following built-on equipment:
• Pilot fuel oil filter
• Common rail high pressure pump
• Common rail piping
• Twin fuel oil injection valve for each cylinder
The pilot fuel filter is a full flow duplex unit preventing impurities entering the pilot fuel system. The fineness
of the filter is 10 µm.
The high pressure pilot fuel pump is of an engine-driven radial piston type mounted in the free end of the
engine. The delivered fuel pressure is controlled by the engine control system and is approximately 100
MPa.
Pressurized pilot fuel is delivered from the pump unit into a small diameter common rail pipe. The common
rail pipe delivers pilot fuel to each injection valve and acts as a pressure accumulator against pressure
pulses. The high pressure piping is of double wall shielded type and well protected inside the hot box. The
feed pipes distribute the pilot fuel from the common rail to the injection valves.
The pilot diesel injection part of the twin fuel oil injection valve has a needle actuated by a solenoid, which
is controlled by the engine control system. The pilot diesel fuel is admitted through a high pressure connection
screwed in the nozzle holder. When the engine runs in diesel mode the pilot fuel injection is also in operation
to keep the needle clean.
Controlled leak fuel from the injection valves and the injection pumps is drained to atmospheric pressure
(Clean leak fuel system). The clean leak fuel can be reconducted to the system without treatment. Possible
uncontrolled leak fuel and spilled water and oil is separately drained from the hot-box and shall be led to
a sludge tank (“Dirty” leak fuel system).
The return flow from the pilot fuel system will be returned to the MDF day tank. The pressure drop in the
piping can be maximum 80 kPa to ensure operation of the pilot fuel equipment.

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Figure 6.9 Internal fuel oil system, Wärtsilä 50DF in-line engine for dual fuel operation (3V69E8745-1)

System components Pipe connections Size

01 Injection pump 101 Fuel inlet DN 32
02 Injection valve with pilot solenoid 102 Fuel outlet DN 32
and nozzle
03 Pressure control valve 103 Leak fuel drain, clean fuel Ø 28
04 Pilot fuel filter 104 Leak fuel drain, dirty fuel DN 40
05 Pilot fuel pump 112 Pilot fuel inlet DN 15
06 Pilot fuel safety valve 117 Pilot fuel outlet DN 15
07 Fuel leakage collector
08 Water separator

Sensors and indicators

PT101 Fuel oil inlet pressure
TE101 Fuel oil inlet temperature
PT112 Pilot fuel oil inlet pressure
TE112 Pilot fuel oil inlet temperature
LS103 Clean fuel oil leakage level
LS108 Dirty fuel oil leakage level
CV124 Pilot fuel pressure control valve
PT125 Pilot fuel pressure
PDS129 Pilot fuel diff.pressure over filter

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6. Fuel system

Figure 6.10 Internal fuel oil system, Wärtsilä 50DF V-engine for dual fuel operation (3V69E8746-1)

System components Pipe connections Size

01 Injection pump 101 Fuel inlet DN 32
02 Injection valve with pilot solenoid 102 Fuel outlet DN 32
and nozzle
03 Pressure control valve 103 Leak fuel drain, clean fuel 2 x Ø 28
04 Pilot fuel filter 104 Leak fuel drain, dirty fuel 2 x DN 40
05 Pilot fuel pump 112 Pilot fuel inlet DN 15
06 Pilot fuel safety valve 117 Pilot fuel outlet DN 15
07 Fuel leakage collector
08 Water separator

Sensors and indicators

PT101 Fuel oil inlet pressure LS108A Dirty fuel oil leakage level, A-bank
TE101 Fuel oil inlet temperature LS108B Dirty fuel oil leakage level, B-bank
PT112 Pilot fuel oil inlet pressure CV124 Pilot fuel pressure control valve
TE112 Pilot fuel oil inlet temperature PT125 Pilot fuel pressure
LS103A Clean fuel oil leakage level, A-bank PDS129 Pilot fuel diff.pressure over filter
LS103B Clean fuel oil leakage level, B-bank

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External fuel oil system (MDF)

Settling tank, MDF (1T10)

The settling tank should normally be dimensioned to ensure fuel supply for at least 24 operating hours when
filled to maximum. The tank should be designed to provide the most efficient sludge and condensed water
rejecting effect. The bottom of the tank should have a slope to ensure good drainage. No heating coils or
insulation are needed in the MDF settling tank.
The temperature in the MDF settling tank should be between 20 - 40°C.

Separator unit, MDF (1N05)

Suction filter for separator feed pump (1F02)

A suction filter shall be fitted to protect the feed pump.

Design Data:
Fineness 0.5 mm

Feed pump, separator (1P02)

The use of a screw pump is recommended. The pump should be separate from the separator and electrically
driven.
The pump should be dimensioned for the actual fuel quality and recommended throughput through the
separator.

Design Data:
Operating pressure, max. 0.5 MPa
Operating temperature 40°C

Preheater, separator (1E01)

Fuels having a viscosity higher than 5 mm²/s (cSt) at 50°C need preheating before the separator. For MDF
the preheating temperature should be according to the guidelines of the separator supplier.

MDF separator (1S02)

The fuel oil separator should be dimensioned according to the recommendations of the separator supplier.

Sludge tank, separator (1T05)

The sludge tank should be placed below the separators and as close as possible. The sludge pipe should
be continuously sloping downwards without any horizontal parts.

Fuel feed system

Day tank, MDF (1T06)

The diesel fuel day tank is dimensioned to ensure fuel supply for 12...14 operating hours when filled to
maximum*.

NOTE! According to SOLAS 1974 Chapter II-1 Part C Regulation 26.11 (as amended in 1981 and 1996),
ships are to be fitted with two separate service tanks for fuel to propulsion and vital systems
such as main engines (ME), auxiliary engines (AE) and auxiliary boilers (AB). Settling tanks must
not be considered en lieu of service tanks.

Suction strainer, MDF (1F07)

A suction strainer with a fineness of 0.5 mm should be installed for protecting the feed pumps.

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Circulation pump, MDF (1P03)

The circulation pump maintains the pressure before the engine. It is recommended to use a screw pump
as a circulation pump. One pump in operation and one pump in standby. A maximum of two engines per
pump is recommended
Design data:
• Capacity to cover the total circulation required by the engines
• Required fuel oil quantity circulated through each engine is given in the chapter Technical data
• The pumps should be placed so that a positive static pressure of about 30 kPa is obtained on the
suction side of the pumps

Flow meter (1I03)

If a fuel consumption meter is required, it should be fitted in the day tank feed line. In case of continuous
engine fuel consumption indication is required, two flow meters per engine need to be installed.

Pressure control (overflow) valve, MDF (1V02)

The pressure control valve maintains the pressure in the feed line directing the surplus flow to the suction
side of the feed pump.

Fine filter, MDF (1F05)

The fuel oil safety filter is a full flow duplex type filter with steel net. This filter must be installed as close to
the engine as possible.

Design Data:
Fuel viscosity according to specification
Operating temperature 50°C
Flow see Technical data
Design pressure 1.0 MPa (10 bar)
Fineness 37 µm (absolute mesh size)

Leak fuel tank, clean fuel (1T04)

Clean leak fuel drained from the injection pumps can be reused without repeated treatment. The fuel should
be collected in a separate clean leak fuel tank and from there be pumped to the settling tank. The pipes
from the engine to the drain tank should be arranged continuously sloping. In order to prevent dirt entering
the system the leak line(s) should be connected via a closed system.

Leak fuel tank, dirty fuel (1T07)

Under normal operation no fuel should leak out of the dirty system. Fuel, water and oil are drained only in
the event of unattended leaks or during maintenance. Dirty leak fuel pipes shall be led to a sludge tank.

Fuel feed unit

Fuel feed equipment can also be combined to form a unit.

Cooler (1E04)
The fuel will be heated when flowing through the engine. The maximum fuel temperature at the feed pump
inlet should not exceed 50°C. Also, the fuel viscosity before the engine must lie between the allowed limits
stated in the chapter General data and outputs.
The quantity of heat transferred into fuel is is about 4 kW/cylinder at full load.
To control the fuel temperature, a fuel cooler may be required in the external fuel circuit. Sea water or LT
cooling water from engine can be used as heat exchanging media. The heat exchanger can also act as a
heater in case the day tank temperature is low.

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Fuel oil system diagram (MDF)

Figure 6.11 Example of fuel oil feed system (3V76F6715)

System components Pipe connections Size, Size,

L50DF V50DF
1E04 Cooler (MDF return line) 101 Fuel inlet DN 32 DN 32
1F05 Fine filter (MDF) 102 Fuel outlet DN 32 DN 32
1F07 Suction strainer (MDF) 103 Leak fuel drain, clean fuel Ø 28 2 x Ø 28
1I03 Flowmeter (MDF) 104 Leak fuel drain, dirty fuel DN 40 2 x DN 40
1P03 Circulation pump (MDF) 112 Pilot fuel inlet DN 15 DN 15
1T06 Day tank (MDF) 117 Pilot fuel outlet DN 15 DN 15
1V02 Pressure control valve (MDF)

The size of the external piping has to be calculated project-specifically, having typically larger diameter than
the connection on the engine.

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Figure 6.12 Example of fuel feed system (DAAE015150)

System components Pipe connections Size, Size,

L50DF V50DF
1E04 Cooler (MDF return line) 101 Fuel inlet DN 32 DN 32
1F05 Fine filter (MDF) 102 Fuel outlet DN 32 DN 32
1F07 Suction strainer (MDF) 103 Leak fuel drain, clean fuel Ø 28 2 x Ø 28
1I03 Flowmeter (MDF) 104 Leak fuel drain, dirty fuel DN 40 2 x DN 40
1P03 Circulation pump (MDF) 112 Pilot fuel inlet DN 15 DN 15
1T06 Day tank (MDF) 117 Pilot fuel outlet DN 15 DN 15
1T11 Mixing tank, min. 200 l
1V02 Pressure control valve (MDF)

The size of the external piping has to be calculated project-specifically, having typically larger diameter than
the connection on the engine.

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6.3.2 Heavy fuel oil (HFO) installations (optional)

General
For pumping, the temperature of fuel storage tanks must always be maintained 5 - 10°C above the pour
point - typically at 40 - 50°C. The heating coils can be designed for a temperature of 60°C.
The design of the external fuel system may vary from ship to ship, but every system should provide well
cleaned fuel with the correct temperature and pressure to each engine. When using heavy fuel it is most
important that the fuel is properly cleaned from solid particles and water. In addition to the harm poorly
separated fuel will do to the engine, a high content of water may cause damage to the heavy fuel feed
system. For the feed system, well-proven components should be used.
The fuel treatment system should comprise at least one settling tank and two (or several) separators to
supply the engine(s) with sufficiently clean fuel. Dimensioning of the HFO separators is of greatest importance
and therefore the recommendations of the separator designer should be closely followed.
The vent pipes of all tanks containing heavy fuel oil must be continuously upward sloping.
Remarks:
When dimensioning the pipes of the fuel oil system common known rules for recommended fluid velocities
must be followed. The fuel oil pipe connections on the engine can be smaller than the pipe diameter on the
installation side.

Fuel heating
In ships intended for operation on heavy fuel, steam or thermal oil heating coils must be installed in the
bunker tanks. All heat consumers should be considered:
• Bunker tanks
• Day and settling tanks
• Trace heating
• Fuel separators
• Fuel booster modules
The heating requirement of tanks is calculated from the maximum heat losses from the tank and from the
requirement of raising the temperature by typically 1°C/h. The heat loss can be assumed to be 15 W/m²°C
between tanks and shell plating against the sea and 3 W/m²°C between tanks and cofferdams. The heat
capacity of fuel oil can be taken as 2 kJ/kg°C.
The day and settling tank temperatures are usually in the range 50 - 80°C. A typical heating capacity is
12kW each.
Trace heating of insulated fuel pipes requires about 1.5 W/m²°C. The area to be used is the total external
area of the fuel pipe.
Fuel separators require typically 7 kW/installed engine MW and booster units 30 kW/installed engine MW.
See also formulas presented later in this chapter.
Example: A fuel oil with a viscosity of 380 mm²/s (cSt) (A) at 50°C (B) or 80 mm²/s (cSt) at 80°C (C) must
be preheated to 115 - 130°C (D-E) before the fuel injection pumps, to 98°C (F) at the centrifuge and to
minimum 40°C (G) in the storage tanks. The fuel oil may not be pumpable below 36°C (H). To obtain tem-
peratures for intermediate viscosities, draw a line from the known viscosity/temperature point in parallel to
the nearest viscosity/temperature line in the diagram.
Example: Known viscosity 60 mm²/s (cSt) at 50°C (K). The following can be read along the dotted line:
viscosity at 80°C = 20 mm²/s (cSt), temperature at fuel injection pumps 74 - 87°C, separating temperature
86°C, minimum storage tank temperature 28°C.

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Figure 6.13 Fuel oil viscosity-temperature diagram for determining the preheating temperatures of fuel oil (4V92G0071)

Internal fuel system

The standard system comprises the following built-on equipment:
• Fuel injection pumps
• High pressure pipe
• Twin fuel injection valve
Pilot fuel oil (MDF) and main fuel oil (HFO) piping on the engine are kept separate. No HFO is allowed to
enter the pilot fuel system.
Leak fuel from the injection valves and the injection pumps is drained to atmospheric pressure (Clean leak
fuel system). The clean leak fuel can be reconducted to the system without treatment. The quantity of leak
fuel is given in the chapter Technical data. Possible uncontrolled leak fuel and spilled water and oil is sep-
arately drained from the hot-box and shall be led to a sludge tank (“Dirty” leak fuel system).
See figures 6.9 and 6.10: internal fuel oil system Wärtsilä 50DF

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External fuel system

General
The engine can be started and stopped on heavy fuel provided that the engine and the fuel system are
preheated to operating temperature. Switch-over from HFO to MDF for start and stop is not recommended.
Figure 6.14 Fuel transfer and separating system (3V76F6626d)

System components
1N02 Separator unit (HFO) 1F09 Suction strainer (HFO)
1F02 Suction strainer 1P09 Transfer pump (HFO)
1P02 Feed pump 1P10 Transfer pump (MDF)
1E01 Heater 1T01 Bunker tank
1S01 Separator (HFO) 1T02 Settling tank (HFO)
1N05 Separator unit (MDF) 1T03 Day tank (HFO)
1F02 Suction strainer 1T05 Sludge tank
1P02 Feed pump 1T06 Day tank (MDF)
1E01 Heater 1T10 Settling tank (MDF)
1S02 Separator (MDF) 1T14 Overflow tank
1V10 Quick closing valve (Fuel oil tank)

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6. Fuel system

Filling, transfer and storage

The ship must have means to transfer the fuel from bunker tanks to settling tanks and between the bunker
tanks in order to balance the ship.
The amount of fuel in the bunker tanks depends on the total fuel consumption of all consumers onboard,
maximum time between bunkering and the decided margin.

Separation
Heavy fuel (residual, and mixtures of residuals and distillates) must be cleaned in an efficient centrifugal
separator before entering the day tank.

Separator mode of operation

Two separators, both of the same size, should be installed. The capacity of one separator to be sufficient
for the total fuel consumption. The other (stand-by) separator should also be in operation all the time.
It is recommended that conventional separators with gravity disc are arranged for operation in series, the
first as a purifier and the second as a clarifier. This arrangement can be used for fuels with a density up to
max. abt. 991 kg/m³ at 15°C.
Separators with controlled discharge of sludge (without gravity disc) operating on a continuous basis can
handle fuels with densities exceeding 991 kg/m³ at 15°C. In this case the main and stand-by separators
should be run in parallel.

Settling tank (1T02)

The settling tank should normally be dimensioned to ensure fuel supply for min. 24 operating hours when
filled to maximum. The tank should be designed to provide the most efficient sludge and water rejecting
effect. The bottom of the tank should have slope to ensure good drainage. The tank is to be provided with
a heating coil and should be well insulated.
To ensure constant fuel temperature at the separator, the settling tank temperature should be kept stable.
The temperature in the settling tank should be between 50...70°C.
The minimum level in the settling tank should be kept as high as possible. In this way the temperature will
not decrease too much when filling up with cold bunker.

Separator unit (1N02)

Suction strainer for separator feed pump (1F02)

A suction strainer shall be fitted to protect the feed pump. The strainer should be equipped with a heating
jacket in case the installation place is cold.
• Fineness 0.5mm

Feed pump, separator (1P02)

The pump should be dimensioned for the actual fuel quality and recommended throughput through the
separator.

Design data:
operating pressure (max.) 0.2 MPa (2 bar)
operating temperature 100°C
viscosity for dimensioning electric motor 1000 mm²/s (cSt)

Preheater, separator (1E01)

The preheater is normally dimensioned according to the feed pump capacity and a given settling tank
temperature. The heater surface temperature must not be too high in order to avoid cracking of the fuel.
The heater should be controlled to maintain the fuel temperature within ± 2°C. The recommended preheating
temperature for heavy fuel is 98°C.
The required minimum capacity of the heater is:

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6. Fuel system

where:
P = heater capacity [kW]
m = capacity of the separator feed pump [l/h]
Δt = temperature rise in heater [°C]

For heavy fuels Δt = 48°C can be used, i.e. a settling tank temperature of 50°C.
Fuels having a viscosity higher than 5 mm²/s (cSt) at 50°C need preheating before the separator.
The heaters to be provided with safety valves with escape pipes to a leakage tank (so that the possible
leakage can be seen).

HFO separator (1S01)

The fuel oil separator should be sized according to the recommendations of the separator supplier. Based
on a separation time of 23 or 23.5 h/day, the max
service through put of the separator can be estimated according to the following formula:

where:
Q = flow [l/h]
P = max. continuous rating of the diesel engine [kW]
b = specific fuel consumption [g/kWh] + 15% safety margin
ρ = density of the fuel [kg/m³]
t = daily separating time for self-cleaning separator [h], (usually = 23 h or 23.5 h)

The flow rates recommended for the separator and the grade of fuel in use must not be exceeded. The
lower the flow rate the better the separation efficiency.

Sludge tank, separator (1T05)

The sludge tank should be placed below the separators and as close as possible. The sludge pipe should
be continuously falling without any horizontal parts.

Fuel feed system

General
The external fuel feed supply system has to be made to keep the pilot fuel system free from HFO. The fuel
feed system for HFO shall be of the pressurized type in order to prevent foaming in the return lines and
cavitation in the circulation pumps.
The heavy fuel pipes shall be properly insulated and equipped with trace heating, if the viscosity of the fuel
is 180 mm²/s (cSt)/50°C or higher. It shall be possible to shut-off the heating of the pipes when running on
MDF (the tracing pipes to be grounded together according to their use).
Any provision to change the type of fuel during operation should be designed to obtain a smooth change
in fuel temperature and viscosity, e.g. via a mixing tank. When changing from HFO to MDF, the viscosity
at the engine should be above 2.8 mm²/s(cSt) and not drop below 2.0 mm²/s(cSt) even during short transient
conditions. In certain applications a cooler may be necessary.
The fuel feed system for pilot fuel injection (MDF) has to be active at all times, also when operating on HFO.

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6. Fuel system

Day tank, HFO (1T03)

The heavy fuel day tank is usually dimensioned to ensure fuel supply for about 24 operating hours when
filled to maximum (see note for MDF day tanks). The design of the tank should be such that water and dirt
particles do not accumulate in the suction pipe. The tank has to be provided with a heating coil and should
be well insulated. Maximum recommended viscosity in the day tank is 140 mm²/s (cSt). Due to the risk of
wax formation, fuels with a viscosity lower than 50 mm²/s (cSt)/50°C must be kept at higher temperatures
than what the viscosity would require.

Fuel viscosity (mm²/s (cSt) at 50°C) Minimum day tank temperature (°C)
730 80
380 70
180 60

Feeder unit
The feeder unit feeds HFO from the HFO day tank to each engine. This unit comprises the following
equipment:
• Two suction strainers
• Two feeder pumps of screw type, equipped with built-on safety valves and electric motors
• One pressure control/overflow valve
• One automatic back-flushing filter with by-pass filter
• One flowmeter (optional)
• One steam or thermal oil control valve or control cabinet for electric heaters
• One thermostat for emergency control of the heaters
• One control cabinet with starters for pumps, automatic filter and viscosimeter
• One alarm panel
The above equipment is built on a steel frame, which can be welded or bolted to its foundation in the ship.
All heavy fuel pipes are insulated and provided with trace heating. When installing the unit, only power
supply, group alarms and fuel, steam and air pipes have to be connected.

Suction strainer, HFO (1F06)

A suction strainer with a fineness of 0.5 mm should be installed for protecting the feed pumps. The strainer
should be equipped with a heating jacket.

Feed pump, HFO (1P04)

The feed pump maintains the pressure in the fuel feed system. It is recommended to use a high temperature
resistant screw pump as feed pump.
Design data:
• Capacity to cover the total consumption of the engines and the flush quantity of a possible automatic
filter
• The pumps should be placed so that a positive static pressure of about 30 kPa (0.3 bar ) is obtained
on the suction side of the pumps.
• Operating pressure 0.5 MPa (5 bar)
• Design temperature 100°C
• Viscosity for dimensioning electric motor 1000 mm²/s (cSt)

Pressure control (overflow) valve, HFO (1V03)

The pressure control valve maintains the pressure in the de-aeration tank directing the surplus flow to the
suction side of the feed pump.
• Set point 0.3…0.5 MPa (3...5 bar)

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Automatically cleaned fine filter, HFO (1F08)

The use of an automatic back-flushing filter with an insert filter in parallel as the stand-by half is recommen-
ded. It shall be installed between the feeder pumps and the deaeration tank. For back-flushing filters the
feed pump capacity should be sufficient to prevent pressure drop during the flushing operation.

Design data:
Fuel oil according to spec.
Operating temperature 0...100°C
Preheating from 180 mm²/s (cSt)/50°C
Flow feed pump capacity
Operating pressure 0.5 MPa (5 bar)
Design pressure 1.6 MPa (16 bar)
Test pressure fuel side 2 MPa (20 bar)
heating jacket 1 MPa (10 bar)

Fineness:
back-flushing filter 35 μm (absolute mesh size)
insert filter 35 μm (absolute mesh size)

Maximum recommended pressure drop for normal filter at 14 mm²/s (cSt):

clean filter 20 kPa (0.2 bar)
dirty filter 60 kPa (0.6 bar)
alarm 80 kPa (0.8 bar)

Fuel flow meter

If a fuel consumption meter is required, it should be fitted between the feed pumps and the de-aeration
tank. An automatically opening by-pass line around the consumption meter is recommended in case of
possible clogging.

Booster unit
The Booster unit is a engine specific unit arranged to feed respective engine with sufficient fuel. Selection
of fuel to be fed to engine is controlled by actuating the three-way valve, making it possible to operate the
engine on HFO or MDF. MDF supply to pilot fuel injection has a separate feed system which is always
active.
This unit comprises the following equipment:
• Two suction strainers (MDF)
• Pilot fuel feeder pump of screw type, equipped with built-on safety valves and electric motors
• Main MDF fuel feeder pump of screw type, equipped with built-on safety valves and electric motors
• One pressure control/overflow valve
• One three-way valve for fuel selection
• One pressurized de-aeration tank, equipped with a level switch operated vent valve
• One booster/circulation pump, same type as above
• One heater, steam, electric or thermal oil.
• One viscosimeter for the control of the heaters
• One duplex safety filter
• One fuel oil cooler
• One steam or thermal oil control valve or control cabinet for electric heaters
• One thermostat for emergency control of the heaters

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6. Fuel system

• One control cabinet with starters for pumps, automatic filter and viscosimeter
• One alarm panel
The above equipment is built on a steel frame, which can be welded or bolted to its foundation in the ship.
All heavy fuel pipes are insulated and provided with trace heating. When installing the unit, only power
supply, group alarms and fuel, steam and air pipes have to be connected.

Fine filter, MDF (1F05)

The fuel oil safety filter is a full flow duplex type filter with steel net. This filter must be installed as close to
the engine as possible.

Design Data:
Fuel viscosity according to specification
Operating temperature 50°C
Flow see Technical data
Design pressure 1.0 MPa (10 bar)
Fineness 37 µm (absolute mesh size)

Suction strainer, MDF (1F07)

A suction strainer with a fineness of 0.5 mm should be installed for protecting the feed pumps.

Circulation pump, MDF (1P03)

The circulation pump maintains the pressure before the engine. It is recommended to use a screw pump
as a circulation pump. One pump in operation and one pump in standby. A maximum of two engines per
pump is recommended
Design data:
• Capacity to cover the total consumption of the engines
• Required fuel oil quantity circulated through each engine is given in the chapter Technical data
• The pumps should be placed so that a positive static pressure of about 30 kPa is obtained on the
suction side of the pumps

Pilot fuel feed pump, MDF (1P13)

The pump feeds the engine with MDF fuel to the pilot fuel system. This is used in installations where HFO
is also used as fuel. Pilot fuel to the engine is always MDF regardless of engine operating mode. No HFO
is allowed to enter the pilot fuel system.

Design Data:
Capacity 1 m3/h per engine
Design pressure (nom.) 700 kPa

De-aeration tank (1T08)

The volume of the tank should be about 50 l. It shall be equipped with a vent valve, and a level switch for
low level alarm. It shall also be insulated and equipped with a heating coil. The vent pipe should, if possible,
be led downwards, e.g. to the overflow tank.

Booster/circulation pump, HFO (1P06)

The purpose of this pump is to circulate the fuel in the system and to maintain the pressure stated in the
chapter Technical data at the injection pumps. It also circulates the fuel in the system to maintain the vis-
cosity, and keeps the piping and injection pumps at operating temperature.

Design data:
capacity constant (see below) times the total consumption of the engines and the flushing of the automatic filter
capacity constant 4

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Design data:
operating pressure 1 MPa (10 bar)
design temperature 150°C
viscosity for dimensioning electric motor 500 mm²/s (cSt)

Heater (1E02)
The heater(s) is normally dimensioned to maintain an injection viscosity of 14 mm²/s (cSt) (for fuels having
a viscosity higher than 380 cSt/50°C, the temperature at the engine inlet should not exceed 135 °C) according
to the maximum fuel consumption and a given day tank temperature.
To avoid cracking of the fuel the surface temperature in the heater must not be too high. The surface power
of electric heaters must not be higher than 1 W/cm2. The output of the heater shall be controlled by a vis-
cosimeter. As a reserve a thermostat control may be fitted.
The set point of the viscosimeter shall be somewhat lower than the required viscosity at the injection pumps
to compensate for heat losses in the pipes.
The required minimum capacity of the heater is:

where:
P = heater capacity [kW]
m = fuel consumption of the engines the total max. increased by 20% [l/h]
Δt = temperature rise, higher with increased fuel viscosity [°C]

To compensate for heat losses the above power should be increased with by 5 kW.
The following values can be used:

Fuel viscosity (mm²/s (cSt) at 50°C) Temperature rise in heater (°C)

730 65 (80 in day tank)
380 65 (70 in day tank)
180 60 (60 in day tank)

Viscosimeter (1I02)
For the control of the heater(s) a viscosimeter has to be installed. A thermostatic control shall be fitted, to
be used as safety if the viscosimeter is out of order. The viscosimeter should be of a design, which stands
the pressure peaks caused by the injection pumps of the diesel engine.

Design data:
operation range 0...50 mm²/s (cSt)
design temperature 150°C
design pressure 1.6 MPa (16 bar)

Safety filter (1F03)

Since no fuel filters are built on the engine, one duplex type safety filter with an alarm contact for high dif-
ferential pressure should be installed before each engine. The filter should be located as close to the engine
as possible. The filter is heated to be suitable for HFO operation.
• Min. fineness 37 μm (absolute)

Cooler (1E04)
The fuel will be heated when flowing through the engine. The maximum fuel temperature at the feed pump
inlet should not exceed 50°C. Also, the fuel viscosity before the engine must lie between the allowed limits
stated in the chapter General data and outputs.

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6. Fuel system

The quantity of heat transferred into fuel is is about 4 kW/cylinder at full load.
To control the fuel temperature, a fuel cooler may be required in the external fuel circuit. Sea water or LT
cooling water from engine can be used as heat exchanging media. The heat exchanger can also act as a
heater in case the day tank temperature is low.

Leak fuel tank, clean fuel (1T04)

Clean leak fuel drained from the injection pumps can be reused without repeated treatment. The fuel should
be collected in a separate clean leak fuel tank and, from there, be pumped to the settling tank. The pipes
from the engine to the drain tank should be arranged continuously sloping and should be provided with
heating and insulation.

Leak fuel tank, dirty fuel (1T07)

Under normal operation no fuel should leak out of the dirty system. Fuel, water and oil is drained only in
the event of unattended leaks or during maintenance. Dirty leak fuel pipes shall be led to a sludge tank and
be trace heated and insulated.

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6. Fuel system

Fuel oil system diagrams (HFO)

Figure 6.15 Typical example of a fuel oil system (MDF+HFO) multiple engine installation (DAAE010197)

System components Pipe connections Size, L50DF Size, V50DF

1E02 Heater 101 Fuel inlet DN32 DN32
1E03 Cooler 102 Fuel outlet DN32 DN32
1E04 Cooler (MDF return line) 103 Leak fuel drain, clean fuel OD28 2xOD28
1F05 Fine filter (MDF) 104 Leak fuel drain, dirty fuel DN40 2xDN40
1F06 Suction filter 112 Pilot fuel inlet DN15 DN15
1F07 Suction strainer (MDF) 117 Pilot fuel outlet DN15 DN15
1F08 Automatic filter
1I01 Flow meter
1I02 Viscosity meter
1N01 Feeder/booster unit
1N03 Pump and filter unit (HFO/MDF)
1P04 Fuel feed pump
1P06 Circulation pump
1P13 Pilot fuel feed pump (MDF)
1T03 Day tank (HFO)
1T06 Day tank (MDF)
1T08 De-aeration tank
1V01 Changeover valve
1V02 Pressure control valve (MDF)
1V03 Pressure control valve
1V05 Overflow valve (HFO/MDF)
1V07 Venting valve

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7. Lubricating oil system

7. Lubricating oil system

7.1 Lubricating oil requirements
7.1.1 Engine lubricating oil
The system oil should be of viscosity class SAE 40 (ISO VG 150).
The sulphur content in fuel is to be used as a parameter for selecting appropriate lubricating oil quality. The
higher the sulphur content the higher base number (BN) of the oil should be.
For a list of approved lubricating oils, contact Wärtsilä.

Gas and MDF operation

If gas oil or marine diesel fuel is continuously used as fuel, lubricating oil with a BN of 10-20 is recommended
to be used. In periodic operation with natural gas and light fuel oil, lubricating oil with a BN of 10-15 is re-
commended.
Table 7.1 Fuel standards and lubricating oil requirements

Category Fuel standard Lubricating oil

BN
A ASTM D 975-94, GRADE 1D, 2D 10...20
BS MA 100: 1996 DMX, DMA
CIMAC 2003 DA, DX
ISO 8217: 2005(E) ISO-F-DMX, DMA
B BS MA 100: 1996 DMB 15...20
CIMAC 2003 DB
ISO 8217: 2005(E) ISO-F-DMB

For a list of approved lubricating oils, contact Wärtsilä.

HFO operation
The required lubricating oil alkalinity in HFO operation is tied to the fuel specified for the engine, which is
shown in the following table.
Table 7.2 Fuel standards and lubricating oil requirements

Category Fuel standard Lubricating oil

BN
C ASTM D 975-01 GRADE NO 4D
ASTM D 396-04, GRADE NO 5-6
BS MA 100: 1996 DMC, RMA10-RMK55 30...55
CIMAC 2003, DC, A30-K700
ISO 8217: 2005 (E) ISO-F-DMC, RMA30-RMK700

For a list of approved lubricating oils, contact Wärtsilä.

7.1.2 Oil in speed governor or actuator

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

7.1.3 Oil in turning device

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

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7. Lubricating oil system

7.2 Internal lubricating oil system

Figure 7.1 Internal lubricating oil system, in-line engines (3V69E8745-2)

System components Pipe connections Size

01 Oil sump 201 Lubricating oil inlet (to manifold) DN 125
03 Sampling cock 202AD Lubricating oil outlet (from oil sump), D.E. DN 200
04 Running-in filter 1) 202AF Lubricating oil outlet (from oil sump), F.E. DN 200
05 Turbocharger 202BD Lubricating oil outlet (from oil sump), D.E. DN 200
06 Crankcase breather 203 Lubricating oil to engine driven pump DN 250
07 Lubricating oil main pump 204 Lubricating oil from engine driven pump DN 150
08 Pressure control valve 701 Crankcase air vent OD 1142)
717 Crankcase breather drain -
723 Inert gas inlet (option) DN 50
Y Lubricating oil to intermediate gear wheels
Z Lubricating oil to valve gear, camshaft etc.

1) To be removed after commisioning

2) OD 140 for Wärtsilä 9L50DF

Sensors and indicators

PSZ201 Lubricating oil inlet pressure
PT201-1 Lubricating oil inlet pressure
PT201-2 Lubricating oil inlet pressure, backup
TE201 Lubricating oil inlet temperature
PT271 Lubricating oil before turbocharger pressure
TE272 Lubricating oil temperature after turbocharger
PT700 Crankcase pressure
QS700 Oil mist in crankcase, alarm
QS701 Oil mist in crankcase, shutdown
TE700... Main bearing temperature

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7. Lubricating oil system

Figure 7.2 Internal lubricating oil system, V-engines (3V69E8746-2)

System components Pipe connections Size

01 Oil sump 201 Lubricating oil inlet (to manifold) DN 200
03 Sampling cock 202AD Lubricating oil outlet (from oil sump), D.E. DN 250
04 Running-in filter 1) 202AF Lubricating oil outlet (from oil sump), F.E. DN 250
05 Turbocharger 202BD Lubricating oil outlet (from oil sump), D.E. DN 250
06 Crankcase breather 203 Lubricating oil to engine driven pump DN 300
07 Lubricating oil main pump 204 Lubricating oil from engine driven pump DN 200
08 Pressure control valve 701A Crankcase air vent, A-bank Ø 114
701B Crankcase air vent, B-bank Ø 114
717A Crankcase breather drain, A-bank -
717B Crankcase breather drain, B-bank -
723 Inert gas inlet DN 50
Y Lubricating oil to intermediate gear wheels
ZA Lubricating oil to valve gear, camshaft etc. A-bank
ZB Lubricating oil to valve gear, camshaft etc. B-bank

1) To be removed after commisioning

Sensors and indicators

PSZ201 Lubricating oil inlet pressure PT281 Lubricating oil before turbocharger pressure,
B-bank
PT201-1 Lubricating oil inlet pressure TE282 Lubricating oil temperature after turbocharger,
B-bank
PT201-2 Lubricating oil inlet pressure, backup PT700 Crankcase pressure
TE201 Lubricating oil inlet temperature QS700 Oil mist in crankcase, alarm
PT271 Lubricating oil before turbocharger pressure, QS701 Oil mist in crankcase, shutdown
A-bank
TE272 Lubricating oil temperature after turbocharger, TE700... Main bearing temperature
A-bank

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7. Lubricating oil system

The oil sump is of dry sump type. There are two oil outlets at each end of the engine. One outlet at the free
end and both outlets at the driving end must be connected to the system oil tank.
The direct driven lubricating oil pump is of screw type and is equipped with a pressure control valve. Con-
cerning suction height, flow rate and pressure of the engine driven pump, see Technical Data.
All engines are delivered with a running-in filter before each main bearing, before the turbocharger and
before the intermediate gears. These filters are to be removed after commissioning.

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7. Lubricating oil system

7.3 External lubricating oil system

Figure 7.3 Lubricating oil system gas, MDF operation (3V76E4600b)

System components Pipe connections Size L50 Size V50

2E01 Lubricating oil cooler 201 Lubricating oil inlet DN 125 DN 200
2F01 Suction strainer (main lubricating oil 202 Lubricating oil outlet DN 200 DN 250
pump)
2F02 Automatic filter 203 Lubricating oil to engine driven DN 250 DN 300
pump
2F04 Suction strainer (pre lubricating oil 204 Lubricating oil from engine driven DN 150 DN 200
pump) pump
2N01 Separator unit 701 Crankcase air vent OD 114 1) 2 x OD 114
2P02 Pre lubricating oil pump 723 Inert gas inlet DN 50 DN 50
2S02 Condensate trap
2T01 System oil tank
2V01 Temperature control valve

1) OD 140 for Wärtsilä 9L50DF

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7. Lubricating oil system

Figure 7.4 Lubricating oil system gas, HFO operation (DAAE033642)

System components Pipe connections Size L50 Size V50

2E01 Lubricating oil cooler 201 Lubricating oil inlet DN 125 DN 200
2F01 Suction strainer (main lubricating oil 202 Lubricating oil outlet DN 200 DN 250
pump)
2F02 Automatic filter 203 Lubricating oil to engine driven DN 250 DN 300
pump
2F04 Suction strainer (pre lubricating oil 204 Lubricating oil from engine driven DN 150 DN 200
pump) pump
2N01 Separator unit 701 Crankcase air vent OD 114 1) 2 x OD 114
2P02 Pre lubricating oil pump 723 Inert gas inlet DN 50 DN 50
2S02 Condensate trap
2T01 System oil tank
2V01 Temperature control valve

1) OD 140 for Wärtsilä 9L50DF

7.3.1 Separation system

Separator unit (2N01)

Two engines may have a common lubricating oil separator unit, if the engines operate on gas/MDF. In in-
stallations with four or more engines two lubricating oil separator units should be installed. In installations
where HFO is used as fuel, each engine has to have a dedicated lubricating oil separator.
Separators are usually supplied as pre-assembled units.
Typically lubricating oil separator units are equipped with:
• Feed pump with suction strainer and safety valve
• Preheater
• Separator
• Control cabinet
The lubricating oil separator unit may also be equipped with an intermediate sludge tank and a sludge
pump, which offers flexibility in placement of the separator since it is not necessary to have a sludge tank
directly beneath the separator.

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7. Lubricating oil system

Separator feed pump (2P03)

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

Separator preheater (2E02)

The preheater is to be dimensioned according to the feed pump capacity and the temperature in the system
oil tank. When the engine is running, the temperature in the system oil tank located in the ship's bottom is
normally 65...75°C. To enable separation with a stopped engine the heater capacity must be sufficient to
maintain the required temperature without heat supply from the engine.
Recommended oil temperature after the heater is 95°C.
The surface temperature of the heater must not exceed 150°C in order to avoid cooking of the oil.
The heaters should be provided with safety valves and drain pipes to a leakage tank (so that possible
leakage can be detected).

Separator (2S01)
The separators should preferably be of a type with controlled discharge of the bowl to minimize the lubric-
ating oil losses.
The service throughput Q [l/h] of the separator can be estimated with the formula:

where:
Q = volume flow [l/h]
P = engine output [kW]
n = number of through-flows of tank volume per day: 5 for HFO, 4 for MDF
t = operating time [h/day]: 24 for continuos separator operation, 23 for normal dimensioning

Sludge tank (2T06)

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

7.3.2 System oil tank (2T01)

Recommended oil tank volume is stated in chapter Technical data.
The system oil tank is usually located beneath the engine foundation. The tank may not protrude under the
reduction gear or generator, and it must also be symmetrical in transverse direction under the engine. The
location must further be such that the lubricating oil is not cooled down below normal operating temperature.
Suction height is especially important with engine driven lubricating oil pump. Losses in strainers etc. add
to the geometric suction height.
The pipe connection between the engine oil sump and the system oil tank must be flexible to prevent
damages due to thermal expansion. The return pipes from the engine oil sump must end beneath the min-
imum oil level in the tank. Further on the return pipes must not be located in the same corner of the tank
as the suction pipe of the pump.
The suction pipe of the pump should have a trumpet shaped or conical inlet to minimise the pressure loss.
For the same reason the suction pipe shall be as short and straight as possible and have a sufficient dia-
meter. A pressure gauge shall be installed close to the inlet of the lubricating oil pump. The suction pipe
shall further be equipped with a non-return valve of flap type without spring. The non-return valve is partic-
ularly important with engine driven pump and it must be installed in such a position that self-closing is en-
sured.
Suction and return pipes of the separator must not be located close to each other in the tank.
The ventilation pipe from from the system oil tank may not be combined with crankcase ventilation pipes.

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7. Lubricating oil system

It must be possible to raise the oil temperature in the tank after a long stop. In cold conditions it can be
necessary to have heating coils in the oil tank in order to ensure pumpability. The separator heater can
normally be used to raise the oil temperature once the oil is pumpable. Further heat can be transferred to
the oil from the preheated engine, provided that the oil viscosity and thus the power consumption of the
pre-lubricating oil pump does not exceed the capacity of the electric motor.
Fuel gas in the crankcase is soluble in very small portions into lubricating oil. Therefore, it is possible that
small amounts of fuel gas may be carried with lubricating oil into the DF-engine system oil tank and evap-
orate there in the free space above the oil level. Therefore, the system oil tank has to be of the closed-top
type. The DF-engine system oil tank has to be treated similarly to the gas pipe ventilation or crankcase
ventilation. Openings into open air from the system oil tank other than the breather pipe have to be either
closed or of a type that does not allow fuel gas to exit the tank (e.g. overflow pipe arrangement with water
lock). The system oil tank breathing pipes of engines located in the same engine room must not be combined.
The structure and the arrangement of the system oil tank may need to be approved by a Classification
Society project-specifically.
Any instrumentation installed in the system oil tank has to be certified Ex apparatus.
Figure 7.5 Example of system oil tank arrangement (DAAE007020d)

Design data:
Oil volume 1.2...1.5 l/kW, see also Technical data
Oil level at service 75 - 80 % of tank volume
Oil level alarm 60% of tank volume.

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7.3.3 Suction strainers (2F01, 2F04, 2F06)

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

Design data:
Fineness 0.5...1.0 mm

7.3.4 Pre-lubricating oil pump (2P02)

The pre-lubricating oil pump is a separately installed scew or gear pump, which is to be equipped with a
safety valve.
The installation of a pre-lubricating pump is mandatory. An electrically driven main pump or standby pump
(with full pressure) may not be used instead of a dedicated pre-lubricating pump, as the maximum permitted
pressure is 200 kPa (2 bar) to avoid leakage through the labyrinth seal in the turbocharger (not a problem
when the engine is running). A two speed electric motor for a main or standby pump is not accepted.
The piping shall be arranged so that the pre-lubricating oil pump fills the main oil pump, when the main
pump is engine driven.
The pre-lubricating pump should always be running, when the engine is stopped.
Depending on the foreseen oil temperature after a long stop, the suction ability of the pump and the geo-
metric suction height must be specially considered with regards to high viscosity. With cold oil the pressure
at the pump will reach the relief pressure of the safety valve.

Design data:
Capacity see Technical data
Design pressure 1.0 MPa (10 bar)
Max. pressure (safety valve) 350 kPa (3.5 bar)
Design temperature 100°C
Viscosity for dimensioning of the electric motor 500 cSt

7.3.5 Lubricating oil cooler (2E01)

The external lubricating oil cooler can be of plate or tube type.
For calculation of the pressure drop a viscosity of 50 cSt at 60°C can be used (SAE 40, VI 95).

Design data:
Oil flow through cooler see Technical data, "Oil flow through engine"
Heat to be dissipated see Technical data
Max. pressure drop, oil 80 kPa (0.8 bar)
Water flow through cooler see Technical data, "LT-pump capacity"
Max. pressure drop, water 60 kPa (0.6 bar)
Water temperature before cooler 45°C
Oil temperature before engine 63°C
Design pressure 1.0 MPa (10 bar)
Margin (heat rate, fouling) min. 15%

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Figure 7.6 Main dimensions of the lubricating oil cooler

Dimensions [mm]
Engine Weight, dry [kg]
H W L A B C D
W 6L50DF 1180 1675 720 1237 380 1057 330 300
W 8L50DF 1220 1675 720 1237 380 1057 330 300
W 9L50DF 1250 1675 720 1487 380 1057 330 300
W 12V50DF 1390 1675 720 1737 380 1057 330 300
W 16V50DF 1560 1675 720 1987 380 1057 330 300
W 18V50DF 2150 1937 877 1534 465 1290 330 400

NOTE! These dimensions are for guidance only.

7.3.6 Temperature control valve (2V01)

The temperature control valve maintains desired oil temperature at the engine inlet, by directing part of the
oil flow through the bypass line instead of through the cooler.
When using a temperature control valve with wax elements, the set-point of the valve must be such that
63°C at the engine inlet is not exceeded. This means that the set-point should be e.g. 57°C, in which case
the valve starts to open at 54°C and at 63°C it is fully open. If selecting a temperature control valve with
wax elements that has a set-point of 63°C, the valve may not be fully open until the oil temperature is e.g.
68°C, which is too high for the engine at full load.
A viscosity of 50 cSt at 60°C can be used for evaluation of the pressure drop (SAE 40, VI 95).

Design data:
Temperature before engine, nom 63°C
Design pressure 1.0 MPa (10 bar)
Pressure drop, max 50 kPa (0.5 bar)

7.3.7 Automatic filter (2F02)

It is recommended to select an automatic filter with an insert filter in the bypass line, thus enabling easy
changeover to the insert filter during maintenance of the automatic filter. The backflushing oil must be

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filtered before it is conducted back to the system oil tank. The backflushing filter can be either integrated
in the automatic filter or separate.
Automatic filters are commonly equipped with an integrated safety filter. However, some automatic filter
types, especially automatic filter designed for high flows, may not have the safety filter built-in. In such case
a separate safety filter (2F05) must be installed before the engine.

Design data:
Oil viscosity 50 cSt (SAE 40, VI 95, appox. 63°C)
Design flow see Technical data, "Oil flow through engine"
Design temperature 100°C
Design pressure 1.0 MPa (10 bar)
Fineness:
- automatic filter 35 µm (absolute mesh size)
- insert filter 35 µm (absolute mesh size)
Max permitted pressure drops at 50 cSt:
- clean filter 30 kPa (0.3 bar )
- alarm 80 kPa (0.8 bar)

7.3.8 Safety filter (2F05)

A separate safety filter (2F05) must be installed before the engine, unless it is integrated in the automatic
filter. The safety filter (2F05) should be a duplex filter with steelnet filter elements.

Design Data:
Oil viscosity 50 cSt (SAE 40, VI 95, appox. 63°C)
Design flow see Technical data, "Oil flow through engine"
Design temperature 100 °C
Design pressure 1.0 MPa (10 bar)
Fineness (absolute) max. 60 µm (absolute mesh size)
Maximum permitted pressure drop at 50 cSt:
- clean filter 30 kPa (0.3 bar )
- alarm 80 kPa (0.8 bar)

7.3.9 Lubricating oil damper (2R03)

The 12V engine is delivered with a damper to be installed in the external piping.
Figure 7.7 Lubricating oil damper arrangement to external piping (3V35L3112)

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7.4 Crankcase ventilation system

The purpose of the crankcase ventilation is to evacuate gases from the crankcase in order to keep the
pressure in the crankcase within acceptable limits.
Each engine must have its own vent pipe into open air. The crankcase ventilation pipes may not be combined
with other ventilation pipes, e.g. vent pipes from the system oil tank.
The diameter of the pipe shall be large enough to avoid excessive back pressure. Other possible equipment
in the piping must also be designed and dimensioned to avoid excessive flow resistance.
A condensate trap must be fitted on the vent pipe near the engine.
The connection between engine and pipe is to be flexible.

Design data:
Flow see Technical data
Backpressure, max. see Technical data
Temperature 80°C

Figure 7.8 Condensate trap (DAAE032780)

Minimum size of the ventilation pipe after the condensate

trap is:
W L50DF: DN100
W V50DF: DN125

The max. back-pressure must also be considered when selecting

the ventilation pipe size.

7.5 Flushing instructions

The external piping system must be thoroughly flushed before it is connected to the engine. Provisions for
installation of a temporary flushing filter are therefore required. The fineness of the flushing filter shall be
35 µm or finer.
If an electrically driven standby or main lubricating oil pump is installed, this pump can be used for the
flushing. Otherwise it must be possible to install a temporary pump of approximately the same capacity as
the engine driven pump. The oil inlet to the engine is disconnected and the oil is discharged through a
crankcase door into the engine oil sump. All filter inserts are removed, except in the flushing filter.
The automatic filter (2F02) and lubricating oil cooler (2E01) must be bypassed to prevent damage.
Lubricating oil separators should be in operation prior to and during the flushing. The flushing is more ef-
fective if a dedicated flushing oil of low viscosity is used. The oil is to be heated so that the system reaches
at least normal operating temperature. Engine lubricating oil can also be used, but it is not permitted to use
the flushing oil later, not even after separation.
The minimum recommended flushing time is 24 hours. During this time the welds in the piping should be
gently knocked at with a hammer to release slag. The flushing filter is to be inspected and cleaned at regular
intervals. Flushing is continued until no particles are collected in the filter.

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8. Compressed air system

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

8.1 Instrument air quality

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

Instrument air specification:

Design pressure 1 MPa (10 bar)
Nominal pressure 0.7 MPa (7 bar)
Dew point temperature +3°C
Max. oil content 1 mg/m3
Max. particle size 3 µm

8.2 Internal compressed air system

All engines are started by means of compressed air with a nominal pressure of 3 MPa, the minimum recom-
mended air pressure is 1.8 MPa. The start is performed by direct injection of air into the cylinders through
the starting air valves in the cylinder heads.
All engines have built-on non-return valves and flame arrestors. The engine can not be started when the
turning gear is engaged.
The master starting valve, built on the engine, can be operated both manually and electrically. In addition
to starting system, the compressed air system is also used for operating the following systems:
• Electro-pneumatic overspeed trip device
• Starting fuel limiter
• Slow turning
• Fuel actuator booster
• Waste gate valve
• Turbocharger cleaning
• HT charge air cooler by-pass valve
• Charge air shut-off valve (optional)
• Fuel gas venting valve
• Oil mist detector

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Figure 8.1 Internal compressed air system, W50DF in-line engines (3V69E8745-3)

System components Pipe connections Size

01 Starting air master valve 301 Starting air inlet, 3 MPa DN 50
02 Pressure control valve 302 Control air inlet, 3 MPa OD 18
04 Starting booster for speed governor 303 Driving air inlet to oil mist detector, 0.8 MPa OD 10
05 Flame arrester 311 Control air inlet, 0.8 MPa OD 12
06 Starting air valve in cylinder head 314 Air supply to turbine and compressor cleaning
unit
07 Starting air distributor 703 Outlet from oil mist detector DN 40
08 Pneumatic cylinder at each injection pump
09 Valve for automatic draining
10 High pressure filter
11 Air container
12 Stop valve
13 Blocking valve, when turning gear engaged
14 Oil mist detector
15 Gas venting valve
17 Turbine and compressor cleaning unit

Sensors and indicators

CV153-1 Stop solenoid CV321 Starting solenoid
CV153-2 Stop solenoid CV331 Slow turning solenoid
PT301 Starting air inlet pressure CV519 I/P converter for wastegate valve
PT311 Control air pressure CV947 Gas venting solenoid
PT312 Low pressure control air pressure NS700 Oil mist detector

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Figure 8.2 Internal compressed air system, W50DF V-engines (3V69E8746-3)

System components Pipe connections Size

01 Starting air master valve 301 Starting air inlet, 3 MPa DN 50
02 Pressure control valve 302 Control air inlet, 3 MPa OD 18
03 Slow turning valve 303 Driving air inlet to oil mist detector, 0.8 MPa OD 10
04 Starting booster for speed governor 311 Control air inlet, 0.8 MPa OD 12
05 Flame arrestor 314 Air supply to turbine and compressor cleaning unit
06 Starting air valve in cylinder head 703 Outlet from oil mist detector DN 40
07 Starting air distributor
08 Pneumatic cylinder at each injection pump
09 Valve for automatic draining
10 High pressure filter
11 Air container
12 Stop valve
13 Blocking valve, when turning gear engaged
14 Oil mist detector
15 Charge air shut-off valve (optional)
16 Gas venting valve
17 Drain valve
18 Turbine and compressor cleaning unit

Sensors and indicators

CV153-1 Stop solenoid CV331 Slow turning solenoid
CV153-2 Stop solenoid CV519 I/P converter for waste gate valve
PT301 Starting air inlet pressure CV621 Charge air shut-off valve (optional)
PT311 Control air pressure CV947 Gas venting solenoid
PT312 Low pressure control air pressure NS700 Oil mist detector
CV321 Starting solenoid PI Manometer

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8.3 External compressed air system

The design of the starting air system is partly determined by classification regulations. Most classification
societies require that the total capacity is divided into two equally sized starting air receivers and starting
air compressors.
The starting air pipes should always be slightly inclined and equipped with manual or automatic draining
at the lowest points.
The requirements concerning multiple engine installations can be subject to special consideration by the
classification society.
Instrument air to safety and control devices must be treated in an air dryer.
Figure 8.3 Example of external compressed air system for 2 x W50DF (3V76H4173)

System components Pipe connections Size

3F02 Air filter (starting air inlet) 301 Starting air inlet, 3 MPa DN 50
3N02 Starting air compressor unit 302 Control air inlet, 3 MPa OD 18
3T01 Starting air receiver 303 Driving air to oil mist detector, 0.8 MPa OD 10
311 Control air to bypass / wastegate valve, 0.8 MPa OD 12

8.3.1 Starting air compressor unit (3N02)

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

8.3.2 Oil and water separator (3S01)

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

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8.3.3 Starting air vessel (3T01)

The starting air vessels should be dimensioned for a nominal pressure of 3 MPa.
The number and the capacity of the air vessels for propulsion engines depend on the requirements of the
classification societies and the type of installation.
It is recommended to use a minimum air pressure of 1.8 MPa, when calculating the required volume of the
vessels.
The starting air vessels are to be equipped with at least a manual valve for condensate drain. If the air
vessels are mounted horizontally, there must be an inclination of 3...5° towards the drain valve to ensure
efficient draining.
Figure 8.4 Starting air vessel (4V49A0019a)

Connections Size
A Inlet R 3/4"
B Outlet Ø 50 mm
C Pressure gauge R 1/4"
D Drain R 1/4"
E Auxiliary connection R 1/2"
G Safety valve R 1/2"

Size Dimensions Weight

[Litres] L [mm] D [mm] [kg]

500 3205 480 480

1000 3560 650 890
1500 3460 800 1090
2000 4610 800 1450

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8. Compressed air system

The starting air consumption stated in technical data is for a successful start. During a remote start the
main starting valve is kept open until the engine starts, or until the max. time for the starting attempt has
elapsed. A failed remote start can consume two times the air volume stated in technical data. If the ship
has a class notation for unattended machinery spaces, then the starts are to be demonstrated as remote
starts, usually so that only the last starting attempt is successful.
The required total starting air vessel volume can be calculated using the formula:

Where:
VR = total starting air vessel volume [m3]
pE = normal barometric pressure (NTP condition) = 0.1 MPa
VE = air consumption per start [Nm3] See Technical data
n = required number of starts according to the classification society
pRmax = maximum starting air pressure = 3 MPa
pRmin = minimum starting air pressure = 1.8 MPa

NOTE! The total vessel volume shall be divided into at least two equally sized starting air vessels.

8.3.4 Starting air filter (3F02)

Significant condense formation can occur after the water separator, especially in tropical conditions. De-
pending on the materials used, this can result in abrasive rust particles from the piping, fittings and vessels.
It is therefore recommended to install a filter strainer in the external starting air system just before the engine.
The recommended mesh opening size is 400 µm. The open flow area of the straining element shall be at
least 250% of the cross sectional area of the pipe, when it is related to the recommended pipe diameter.

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9. Cooling water system

Only treated fresh water containing approved corrosion inhibitors may be circulated through the engines.
It is important that water of acceptable quality and approved corrosion inhibitors are used directly when
the system is filled after completed installation.
The fresh water in the cooling water system of the engine must fulfil the following requirements:

pH min. 6.5
Hardness max. 10 °dH
Chlorides max. 80 mg/l
Sulphates max. 150 mg/l

Good quality tap water can be used, but shore water is not always suitable. It is recommended to use water
produced by an onboard evaporator. Fresh water produced by reverse osmosis plants often has higher
chloride content than permitted. Rain water is unsuitable as cooling water due to the high content of oxygen
and carbon dioxide.

9.1 Corrosion inhibitors

The use of an approved cooling water additive is mandatory. An updated list of approved products is supplied
for every installation and it can also be found in the Instruction manual of the engine, together with dosage
and further instructions.

9.2 Glycol
Use of glycol in the cooling water is not recommended unless it is absolutely necessary. Starting from 10%
glycol the engine is to be de-rated 0.67% per 1% glycol in the water. Max. 40% glycol is permitted.
Corrosion inhibitors shall be used regardless of glycol in the cooling water.

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9.3 Internal cooling water system

Figure 9.1 Internal cooling water system, W50DF in-line engines with built-on cooling water pumps, turbocharger at
the free end of the engine (3V69E8745-4)

System components Pipe connections Size

01 Charge air cooler (HT) 401 HT-water inlet DN 150
02 Charge air cooler (LT) 402 HT-water outlet DN 150
03 HT water pump 404 HT-water air vent OD 12
04 LT water pump 406 Water from preheater to HT-circuit DN 40
411 HT-water drain OD 48
416 HT-water air vent from air cooler OD 12
451 LT-water inlet DN 150
452 LT-water outlet DN 150
454 LT-water air vent from air cooler OD 12
468.1 LT-water to air cooler by-pass or generator DN 125

For internal cooling water system drawings of other in-line engine configurations, please contact Wärtsilä.

Sensors and indicators

PT401 HT water inlet pressure TE432 HT water temperature after charge air cooler
TE401 HT water inlet temperature PT471 LT water inlet pressure
TE402 HT water outlet temperature TE471 LT water inlet temperature
TE402-2 HT water outlet temperature backup meter TE472 LT water after charge air cooler temperature
TSZ402 HT water outlet temperature

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Figure 9.2 Internal cooling water system, W50DF V-engines with built-on cooling water pumps, turbocharger at the
free end of the engine (3V69E8746-4)

System components Pipe connections Size

01 Charge air cooler (HT) 401 HT-water inlet DN 200
02 Charge air cooler (LT) 402 HT-water outlet DN 200
03 HT water pump 404A HT-water air vent, A-bank OD 12
04 LT water pump 404B HT-water air vent, B-bank OD 12
406 Water from preheater to HT-circuit DN 40
411 HT-water drain OD 48
416A HT-water air vent from air cooler, A-bank OD 12
416B HT-water air vent from air cooler, B-bank OD 12
451 LT-water inlet DN 200
452 LT-water outlet DN 200
454A LT-water air vent from air cooler, A-bank OD 12
454B LT-water air vent from air cooler, B-bank OD 12
468.1 LT-water, air cooler by-pass DN 200

For internal cooling water system drawings of other V-engine configurations, please contact Wärtsilä.

Sensors and indicators

PT401 HT water inlet pressure TSZ403 HT water outlet temperature
TE401 HT water inlet temperature TE432 HT water temperature after charge air cooler
TE402 HT water outlet temperature, A-bank PT471 LT water inlet pressure
TE403 HT water outlet temperature, B-bank TE471 LT water inlet temperature
TE402-2 HT water outlet temperature backup meter TE472 LT water after charge air cooler temperature
TSZ402 HT water outlet temperature

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The fresh water cooling system is divided into a high temperature (HT) and a low temperature (LT) circuit.
The HT water circulates through cylinder jackets, cylinder heads and the 1st stage of the charge air cooler.
The HT water passes through the cylinder jackets before it enters the HT-stage of the charge air cooler.
The LT water cools the 2nd stage of the charge air cooler and the lubricating oil. The lubricating oil cooler
is external. A two-stage charge air cooler enables more efficient heat recovery and heating of cold combustion
air.
In the HT circuit the temperature control is based on the water temperature after the engine, while the
charge air temperature is maintained on a constant level with the arrangement of the LT circuit. The LT
water partially bypasses the charge air cooler depending on the operating condition to maintain a constant
air temperature after the cooler.

9.3.1 Engine driven circulating pumps

The LT and HT cooling water pumps are always engine driven. Engine driven pumps are located at the free
end of the engine.
Pump curves for engine driven pumps are shown in the diagrams. The nominal pressure and capacity can
be found in the chapter Technical data.
On request, connections for electric motor driven stand-by pumps can be provided.

Pump materials:
housing cast iron
impeller cast iron
shaft stainless steel
sealing mechanical

Capacities are according to chapter Technical data.

Figure 9.3 Wärtsilä 50DF 500 rpm in-line engine HT and LT Figure 9.4 Wärtsilä 50DF 500 rpm V-engine HT and LT
cooling water pump curves (4V19L0332) cooling water pump curves (4V19L0333)

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Figure 9.5 Wärtsilä 50DF 514 rpm in-line engine HT an LT Figure 9.6 Wärtsilä 50DF 514 rpm V-engine HT and LT
cooling water pump curves (4V19L0332) cooling water pump curves (4V19L0333)

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9.4 External cooling water system

9.4.1 Example system diagrams
Figure 9.7 Cooling water system, 1 x L50DF engine in common circuit built-on pumps and evaporator (3V76C5847)

System components Pipe connections Size L50 Size V50

1E04 Cooler (MDF return line) 401 HT-water inlet DN 150 DN 200
2E01 Lubricating oil cooler 402 HT-water outlet DN 150 DN 200
4E08 Central cooler 404 HT-water air vent OD 12 2 x OD12
4E15 Cooler (generator) 406 Water from preheater to HT-circuit DN 40 DN 40
4N01 Preheating unit 411 HT-water drain OD 48 OD 48
4N02 Evaporator unit 416 HT-water air vent from air cooler OD 12 2 x OD 12
4P09 Transfer pump 451 LT-water inlet DN 150 DN 200
4S01 Air venting 452 LT-water outlet DN 150 DN 200
4T03 Additive dosing tank 454 LT-water air vent from air cooler OD 12 2 x OD 12
4T04 Drain tank 468 LT-water, air cooler bypass DN 125 DN 200
4T05 Expansion tank
4V01 Temperature control valve (HT) The size of the external piping has to be calculated project-specifically, having

4V02 Temperature control valve (Heat typically a larger diameter than the connection on the engine.
recovery)
4V08 Temperature control valve (LT)
4V09 Temperature control valve (charge air)

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Figure 9.8 Cooling water system, 50DF L and V engines in dedicated circuits with built-on pumps, generator cooling
and evaporator (3V76C5839)

System components Pipe connections Size L50 Size V50

1E04 Cooler (MDF return line) 401 HT-water inlet DN 150 DN 200
2E01 Lubricating oil cooler 402 HT-water outlet DN 150 DN 200
4E08 Central cooler 404 HT-water air vent OD 12 2 x OD12
4E12 Cooler (installation parts) 406 Water from preheater to HT-circuit DN 40 DN 40
4E15 Cooler (generator) 411 HT-water drain OD 48 OD 48
4N01 Preheating unit 416 HT-water air vent from air cooler OD 12 2 x OD 12
4N02 Evaporator unit 451 LT-water inlet DN 150 DN 200
4P06 Circulating pump 452 LT-water outlet DN 150 DN 200
4P09 Transfer pump 454 LT-water air vent from air cooler OD 12 2 x OD 12
4S01 Air venting 468 LT-water, air cooler bypass DN 125 DN 200
4T03 Additive dosing tank
4T04 Drain tank The size of the external piping has to be calculated project-specifically, having

4T05 Expansion tank typically a larger diameter than the connection on the engine.

4V01 Temperature control valve (HT)

4V02 Temperature control valve (Heat
recovery)
4V08 Temperature control valve (LT)
4V09 Temperature control valve (charge air)

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It is recommended to divide the engines into several circuits in multi-engine installations. One reason is of
course redundancy, but it is also easier to tune the individual flows in a smaller system. Malfunction due
to entrained gases, or loss of cooling water in case of large leaks can also be limited. In some installations
it can be desirable to separate the HT circuit from the LT circuit with a heat exchanger.
The external system shall be designed so that flows, pressures and temperatures are close to the nominal
values in Technical data and the cooling water is properly de-aerated.
Pipes with galvanized inner surfaces are not allowed in the fresh water cooling system. Some cooling water
additives react with zinc, forming harmful sludge. Zinc also becomes nobler than iron at elevated temperat-
ures, which causes severe corrosion of engine components.
Ships (with ice class) designed for cold sea-water should have provisions for recirculation back to the sea
chest from the central cooler:
• For melting of ice and slush, to avoid clogging of the sea water strainer
• To enhance the temperature control of the LT water, by increasing the seawater temperature

9.4.2 Sea water pump (4P11)

The sea water pumps are always separate from the engine and electrically driven.
The capacity of the pumps is determined by the type of coolers and the amount of heat to be dissipated.
Significant energy savings can be achieved in most installations with frequency control of the sea water
pumps. Minimum flow velocity (fouling) and maximum sea water temperature (salt deposits) are however
issues to consider.

9.4.3 Temperature control valve, HT-system (4V01)

The temperature control valve is installed directly after the engine. It controls the temperature of the water
out from the engine, by circulating some water back to the HT pump. The control valve can be either self-
actuated or electrically actuated. Each engine must have a dedicated temperature control valve.

Set point 91°C

9.4.4 Temperature control valve, LT-system (4V08)

The temperature control valve is installed after the central cooler and it controls the temperature of the LT
water before the engine, by partly bypassing the cooler. The control valve can be either self-actuated or
electrically actuated. Normally there is one temperature control valve per circuit.
The set-point of the control valve is 35 ºC, or lower if required by other equipment connected to the same
circuit.

9.4.5 Charge air temperature control valve (4V09)

The temperature of the charge air is maintained on desired level with an electrically actuated temperature
control valve in the external LT circuit. The control valve regulates the water flow through the LT-stage of
the charge air cooler according to the measured temperature in the charge air receiver.
The charge air temperature is controlled according to engine load.

9.4.6 Temperature control valve for heat recovery (4V02)

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

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9.4.7 Lubricating oil cooler (2E01)

The lubricating oil cooler is connected in series with the charge air cooler in the LT circuit. The full water
flow in the LT circuit is circulated through the lubricating oil cooler (whereas the charge air cooler can be
partly by-passed).
The cooler should be dimensioned for an inlet water temperature of 45 ºC. The amount of heat to be dissip-
ated and flow rates are stated in Technical data. Further design guidelines are given in the chapter Lubric-
ating oil system.

9.4.8 Coolers for other equipment and MDF coolers

The engine driven LT circulating pump can supply cooling water to one or two small coolers installed in
parallel to the engine charge air and lubricating oil cooler, for example a MDF cooler or a generator cooler.
Separate circulating pumps are required for larger flows.
Design guidelines for the MDF cooler are given in chapter Fuel system.

9.4.9 Fresh water central cooler (4E08)

Plate type coolers are most common, but tube coolers can also be used. Several engines can share the
same cooler.
If the system layout is according to one of the example diagrams, then the flow capacity of the cooler should
be equal to the total capacity of the LT circulating pumps in the circuit. The flow may be higher for other
system layouts and should be calculated case by case.
It can be necessary to compensate a high flow resistance in the circuit with a smaller pressure drop over
the central cooler.

Design data:
Fresh water flow see chapter Technical Data
Heat to be dissipated see chapter Technical Data
Pressure drop on fresh water side max. 60 kPa (0.6 bar)
Sea-water flow acc. to cooler manufacturer, normally 1.2 - 1.5 x the fresh water flow
Pressure drop on sea-water side, norm. acc. to pump head, normally 80 - 140 kPa (0.8 - 1.4 bar)
Fresh water temperature after cooler max. 38°C
Margin (heat rate, fouling) 15%

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Figure 9.9 Central cooler main dimensions (4V47F0004). Example for guidance only

Number of cylinders A [mm] B [mm] C [mm] H [mm] T [mm] Weight [kg]

6 1910 720 1135 55 450 1350
8 1910 720 1135 55 450 1400
9 1910 720 1435 55 450 1430
12 1910 720 1435 55 450 1570
16 2080 790 2060 55 500 2020
18 2690 790 2060 55 500 2070

9.4.10 Waste heat recovery

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

9.4.11 Air venting

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

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Air separator (4S01)

It is recommended to install efficient air separators in addition to the vent pipes from the engine to ensure
fast evacuation of entrained air. These separators should be installed:
1. Directly after the HT water outlet on the engine.
2. After the connection point of the HT and LT circuits.
3. Directly after the LT water outlet on the engine if the HT and LT circuits are separated.

Figure 9.10 Example of air venting device (3V76C4757)

9.4.12 Expansion tank (4T05)

The expansion tank compensates for thermal expansion of the coolant, serves for venting of the circuits
and provides a sufficient static pressure for the circulating pumps.

Design data:
Pressure from the expansion tank at pump inlet 70 - 150 kPa (0.7...1.5 bar)
Volume min. 10% of the system

NOTE! The maximum pressure at the engine must not be exceeded in case an electrically driven pump
is installed significantly higher than the engine.

Concerning the water volume in the engine, see chapter Technical data.
The expansion tank should be equipped with an inspection hatch, a level gauge, a low level alarm and ne-
cessary means for dosing of cooling water additives.
The vent pipes should enter the tank below the water level. The vent pipes must be drawn separately to
the tank (see air venting) and the pipes should be provided with labels at the expansion tank.
.

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Small amounts of fuel gas may enter the DF-engine cooling water system. The gas (just like air) is separated
in the cooling water system and will finally be released in the cooling water expansion tank. Therefore, the
cooling water expansion tank has to be of closed-top type, to prevent release of gas into open air.
The DF-engine cooling water expansion tank breathing has to be treated similarly to the gas pipe ventilation.
Openings into open air from the cooling water expansion tank other than the breather pipe have to be
normally either closed or of type that does not allow fuel gas to exit the tank (e.g. overflow pipe arrangement
with water lock). The cooling water expansion tank breathing pipes of engines located in same engine room
can be combined.
The structure and arrangement of cooling water expansion tank may need to be approved by Classification
Society project-specifically.
The balance pipe down from the expansion tank must be dimensioned for a flow velocity not exceeding
1.0...1.5 m/s in order to ensure the required pressure at the pump inlet with engines running. The flow
through the pipe depends on the number of vent pipes to the tank and the size of the orifices in the vent
pipes. The table below can be used for guidance.
Table 9.2 Minimum diameter of balance pipe

Nominal pipe size Max. flow velocity Max. number of vent pipes
(m/s) with ø 5 mm orifice
DN 40 1.2 6
DN 50 1.3 10
DN 65 1.4 17
DN 80 1.5 28

9.4.13 Drain tank (4T04)

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

9.4.14 Additive dosing tank (4T03)

It is also recommended to provide a separate additive dosing tank, especially when water treatment products
are added in solid form. The design must be such that the major part of the water flow is circulating through
the engine when treatment products are added.
The tank should be connected to the HT cooling water circuit as shown in the example system diagrams.

9.4.15 Preheating
The cooling water circulating through the cylinders must be preheated to at least 60 ºC, preferably 70 ºC.
This is an absolute requirement for installations that are designed to operate on heavy fuel, but strongly
recommended also for engines that operate exclusively on marine diesel fuel.
The energy required for preheating of the HT cooling water can be supplied by a separate source or by a
running engine, often a combination of both. In all cases a separate circulating pump must be used. It is
common to use the heat from running auxiliary engines for preheating of main engines. In installations with
several main engines the capacity of the separate heat source can be dimensioned for preheating of two
engines, provided that this is acceptable for the operation of the ship. If the cooling water circuits are sep-
arated from each other, the energy is transferred over a heat exchanger.

Heater (4E05)
The energy source of the heater can be electric power, steam or thermal oil.
It is recommended to heat the HT water to a temperature near the normal operating temperature. The
heating power determines the required time to heat up the engine from cold condition.

Design data:
Preheating temperature min. 60°C

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Design data:
Required heating power 12 kW/cyl
Heating power to keep hot engine warm 6 kW/cyl

Required heating power to heat up the engine, see formula below:

where:
P = Preheater output [kW]
T0 = Ambient temperature [°C]
meng = Engine weight [ton]
VLO = Lubricating oil volume [m3] (wet sump engines only)
VFW = HT water volume [m3]
t = Preheating time [h]

Circulating pump for preheater (4P04)

Design data:
Capacity 1.6 m3/h per cylinder
Delivery pressure 80 kPa (0.8 bar)

Preheating unit (4N01)

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

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Figure 9.11 Example of preheating unit, electric (4V47K0045)

Table 9.3 Example of preheating unit

Capacity [kW] B C SA Z Water content [kg] Weight [kg]

72 665 1455 950 900 67 225
81 665 1455 950 900 67 225
108 715 1445 1000 900 91 260
135 715 1645 1000 1100 109 260
147 765 1640 1100 1100 143 315
169 765 1640 1100 1100 142 315
203 940 1710 1200 1100 190 375
214 940 1710 1200 1100 190 375
247 990 1715 1250 1100 230 400
270 990 1715 1250 1100 229 400
All dimensions are in mm

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Figure 9.12 Example of preheating unit, steam

Type kW L1 [mm] L2 [mm] Dry weight [kg]

KVDS-72 72 960 1160 190
KVDS-96 96 960 1160 190
KVDS-108 108 960 1160 190
KVDS-135 135 960 1210 195
KVDS-150 150 960 1210 195
KVDS-170 170 1190 1210 200
KVDS-200 200 1190 1260 200
KVDS-240 240 1190 1260 205
KVDS-270 270 1430 1260 205

9.4.16 Throttles
Throttles (orifices) are to be installed in all by-pass lines to ensure balanced operating conditions for tem-
perature control valves. Throttles must also be installed wherever it is necessary to balance the waterflow
between alternate flow paths.

9.4.17 Thermometers and pressure gauges

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

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10. Combustion air system

10. Combustion air system

10.1 Engine room ventilation
To maintain acceptable operating conditions for the engines and to ensure trouble free operation of all
equipment, attention to shall be paid to the engine room ventilation and the supply of combustion air.
The air intakes to the engine room must be located and designed so that water spray, rain water, dust and
exhaust gases cannot enter the ventilation ducts and the engine room. For the minimum requirements
concerning the engine room ventilation and more details, see the Dual Fuel Safety Concept and applicable
standards.
The amount of air required for ventilation is calculated from the total heat emission Φ to evacuate. To de-
termine Φ, all heat sources shall be considered, e.g.:
• Main and auxiliary diesel engines
• Exhaust gas piping
• Generators
• Electric appliances and lighting
• Boilers
• Steam and condensate piping
• Tanks
It is recommended to consider an outside air temperature of no less than 35°C and a temperature rise of
11°C for the ventilation air.
The amount of air required for ventilation (note also that the earlier mentioned demand on 30 air ex-
changes/hour has to be fulfilled) is then calculated using the formula:

where:
Qv = amount of ventilation air [m³/s]
Φ = total heat emission to be evacuated [kW]
ρ = density of ventilation air 1.13 kg/m³
Δt = temperature rise in the engine room [°C]
c = specific heat capacity of the ventilation air 1.01 kJ/kgK

The heat emitted by the engine is listed in chapter Technical data.

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

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10. Combustion air system

10.1.1 Combustion air quality

The air temperature at turbocharger inlet should be kept, as far as possible, between 5 and 35°C. Tempor-
arily max. 45°C is allowed.

10.2 Combustion air system design

Usually, the air required for combustion is taken from the engine room through a filter fitted on the turbochar-
ger. This reduces the risk for too low temperatures and contamination of the combustion air. It is important
that the combustion air is free from sea water, dust, fumes, etc.
As far as possible the air temperature at turbocharger inlet should be kept between 5 and 35°C. Temporarily
max. 45°C is allowed. For the required amount of combustion air, see chapter Technical data.
The combustion air shall be supplied by separate combustion air fans, with a capacity slightly higher than
the maximum air consumption. The fans should preferably have two-speed electric motors (or variable
speed) for enhanced flexibility. In addition to manual control, the fan speed can be controlled by the engine
load.
In multi-engine installations each main engine should preferably have its own combustion air fan. Thus the
air flow can be adapted to the number of engines in operation.
The combustion air should be delivered through a dedicated duct close to the turbocharger, directed towards
the turbocharger air intake. The outlet of the duct should be equipped with a flap for controlling the direction
and amount of air. Also other combustion air consumers like other engines, gas turbines and boilers shall
be served by dedicated combustion air ducts.
If necessary, the combustion air duct can be directly connected to the turbocharger with a flexible connection
piece. To protect the turbocharger a filter must be built into the air duct. The permissible total pressure
drop in the duct is max. 1.5 kPa. The duct should be provided with a step-less change-over flap to take
the air from the engine room or from outside depending on engine load and air temperature.
For very cold conditions heating of the supply air must be arranged. The combustion air fan is stopped
during start of the engine and the necessary combustion air is drawn from the engine room. After start
either the ventilation air supply, or the combustion air supply, or both in combination must be able to
maintain the minimum required combustion air temperature. The air supply from the combustion air fan is
to be directed away from the engine, when the intake air is cold, so that the air is allowed to heat up in the
engine room.

10.2.1 Charge air shut-off valve, "rigsaver" (optional)

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

10.2.2 Condensation in charge air coolers

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

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Example, according to the diagram: Figure 10.1 Condensation in charge air coolers
At an ambient air temperature of 35°C and a relative humidity
of 80%, the content of water in the air is 0.029 kg water/ kg dry
air. If the air manifold pressure (receiver pressure) under these
conditions is 2.5 bar (= 3.5 bar absolute), the dew point will be
55°C. If the air temperature in the air manifold is only 45°C, the
air can only contain 0.018 kg/kg. The difference, 0.011 kg/kg
(0.029 - 0.018) will appear as condensed water.

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11. Exhaust gas system

11. Exhaust gas system

11.1 Internal exhaust gas system
Figure 11.1 Internal combustion air and exhaust gas system flow diagram, in-line engine (3V69E8745-5)

System components Pipe connections Size

01 Air filter 501 Exhaust gas outlet
02 Turbocharger 507 Cleaning water to turbine and compressor OD 50
03 Charge air cooler 607 Condensate after air cooler OD 28
04 Water separator 608 Cleaning water to charge air cooler (optional) Quick coupling
05 Restrictor
06 Cylinder
07 Waste gate valve
08 Charge air shut-off valve (optional)

Sensors and indicators

TE5011A.. Exhaust gas temperature after each cylinder TE600 Air temperature, turbocharger inlet
TE711A.. Cylinder liner temperature TE601 Charge air temperature after CAC
TE511 Exhaust gas temperature before turbine TCE601 Charge air temperature after CAC (LT-water
control)
TE517 Exhaust gas temperature after turbine GS621 Charge air shut-off valve postition (optional)
SE518 Turbine speed GT519 Waste gate valve position
PT601 Charge air pressure after CAC PDI Pressure difference indic. (over CAC, portable)

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Figure 11.2 Internal combustion air and exhaust gas system flow diagram, V-engine (3V69E8746-5)

System components Pipe connections Size

01 Air filter 501A Exhaust gas outlet, A-bank
02 Turbocharger 501B Exhaust gas outlet, B-bank
03 Charge air cooler 507 Cleaning water to turbine and compressor
04 Water separator 607A Condensate after air cooler, A-bank OD 28
05 Restrictor 607B Condensate after air cooler, B-bank OD 28
06 Cylinder 608A Cleaning water to charge air cooler, A-bank (op- Quick coupling
tional)
07 Waste gate valve 608B Cleaning water to charge air cooler, B-bank (op- Quick coupling
tional)
08 Charge air shut-off valve (optional)

Sensors and indicators

TE5011A.. Exhaust gas temperature after each cylinder PT601 Charge air pressure after CAC
TE711A.. Cylinder liner temperature TE600 Air temperature, turbocharger inlet
TE511 Exhaust gas temperature before turbine, A-bank TE601 Charge air temperature after CAC
TE521 Exhaust gas temperature before turbine, B-bank TCE601 Charge air temperature after CAC (LT-water
control)
TE517 Exhaust gas temperature after turbine, A-bank GS621 Charge air shut-off valve postition (optional)
TE527 Exhaust gas temperature after turbine, B-bank GS631 Charge air shut-off valve postition (optional)
SE518 Turbine speed, A-bank GT519 Waste gate valve position
SE528 Turbine speed, B-bank PDI Pressure difference indic. (over CAC, portable)

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11.2 Exhaust gas outlet

Figure 11.3 Exhaust pipe connection, in-line engine (4V58F0057)

Figure 11.4 Exhaust pipe connection, V-engine (4V58F0058)

Table 11.1 Turbochargers Wärtsilä 50DF

Engine type Turbocharger Exhaust gas outlet [mm]

Wärtsilä 6L50DF NA 357 / TPL 73 450 / 600
Wärtsilä 8L50DF TPL 73 600
Wärtsilä 9L50DF TPL 77 700
Wärtsilä 12V50DF NA 357 / TPL 73 450 / 600
Wärtsilä 16V50DF TPL 73 600
Wärtsilä 18V50DF TPL 73 600

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11. Exhaust gas system

11.2.1 Exhaust pipe, diameters and support

Figure 11.5 (4V76A2956) Figure 11.6 (4V76A2958)

Figure 11.7 (4V76A2957)

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11. Exhaust gas system

11.3 External exhaust gas system

11.3.1 General
Each engine should have its own exhaust pipe into open air. Backpressure, thermal expansion and supporting
are some of the decisive design factors.
Flexible bellows must be installed directly on the turbocharger outlet, to compensate for thermal expansion
and prevent damages to the turbocharger due to vibrations.

Figure 11.8 External exhaust gas system

1 Dual Fuel engine

2 Exhaust gas ventilation unit
3 Rupture discs
4 Exhaust gas boiler
5 Silencer

11.3.2 System design - safety aspects

Natural gas may enter the exhaust system, if a malfunction occurs during gas operation. The gas may ac-
cumulate in the exhaust piping and it could be ignited in case a source of ignition (such as a spark) appears
in the system. The external exhaust system must therefore be designed so that the pressure build-up in
case of an explosion does not exceed the maximum permissible pressure for any of the components in the
system. The engine can tolerate a pressure of at least 200 kPa. Other components in the system might
have a lower maximum pressure limit. The consequences of a possible gas explosion can be minimized
with proper design of the exhaust system; the engine will not be damaged and the explosion gases will be
safely directed through predefined routes. The following guidelines should be observed, when designing
the external exhaust system:
• The piping and all other components in the exhaust system should have a constant upward slope to
prevent gas from accumulating in the system. If horizontal pipe sections cannot be completely avoided,
their length should be kept to a minimum. The length of a single horizontal pipe section should not
exceed five times the diameter of the pipe. Silencers and exhaust boilers etc. must be designed so
that gas cannot accumulate inside.
• The exhaust system must be equipped with explosion relief devices, such as rupture discs, in order
to ensure safe discharge of explosion pressure. The outlets from explosion relief devices must be in
locations where the pressure can be safely released.
In addition the control and automation systems include the following safety functions:
• Before start the engine is automatically ventilated, i.e. rotated without injecting any fuel.
• The engine is always started using fuel oil only.
• During the start sequence, before activating the gas admission to the engine, an automatic combustion
check is performed to ensure that the pilot fuel injection system is working correctly.

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• The combustion in all cylinders is continuously monitored and should it be detected that all cylinders
are not firing reliably, then the engine will automatically trip to diesel mode.
• The exhaust gas system is ventilated by a fan after the engine has stopped, if the engine was operating
in gas mode prior to the stop. The control of this function must be included in the external automation
system.

11.3.3 Exhaust gas ventilation unit (5N01)

An exhaust gas ventilation system is required to purge the exhaust piping after the engine has been stopped
in gas mode. The exhaust gas ventilation system is a class requirement. The ventilation unit is to consist
of a centrifugal fan, a flow switch and a butterfly valve with position feedback. The butterfly valve has to
be of gas-tight design and able to withstand the maximum temperature of the exhaust system at the location
of installation.
The fan can be located inside or outside the engine room as close to the turbocharger as possible. The
exhaust gas ventilation sequence is automatically controlled.
Figure 11.9 Exhaust gas ventilation arrangement (3V76A2955)

11.3.4 Relief devices - rupture discs

Explosion relief devices such as rupture discs are to be installed in the exhaust system. Outlets are to dis-
charge to a safe place remote from any source of ignition. The number and location of explosion relief
devices shall be such that the pressure rise caused by a possible explosion cannot cause any damage to
the structure of the exhaust system.
This has to be verified with calculation or simulation. Explosion relief devices that are located indoors must
have ducted outlets from the machinery space to a location where the pressure can be safely released.
The ducts shall be at least the same size as the rupture disc. The ducts shall be as straight as possible to
minimize the back-pressure in case of an explosion.
For under-deck installation the rupture disc outlets may discharge into the exhaust casing, provided that
the location of the outlets and the volume of the casing are suitable for handling the explosion pressure
pulse safely. The outlets shall be positioned so that personnel are not present during normal operation, and
the proximity of the outlet should be clearly marked as a hazardous area.

11.3.5 Piping
The piping should be as short and straight as possible. Pipe bends and expansions should be smooth to
minimise the backpressure. The diameter of the exhaust pipe should be increased directly after the bellows
on the turbocharger. Pipe bends should be made with the largest possible bending radius; the bending
radius should not be smaller than 1.5 x D.

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The recommended flow velocity in the pipe is 35…40 m/s at full output. If there are many resistance factors
in the piping, or the pipe is very long, then the flow velocity needs to be lower. The exhaust gas mass flow
given in chapter Technical data can be translated to velocity using the formula:

Where:
v = gas velocity [m/s]
m = exhaust gas mass flow [kg/s]
t = exhaust gas temperature [°C]
D = exhaust gas pipe diameter [m]

Each exhaust pipe should be provided with a connection for measurement of the backpressure.
The exhaust gas pipe should be provided with water separating pockets and drain.
The exhaust pipe must be insulated all the way from the turbocharger and the insulation is to be protected
by a covering plate or similar to keep the insulation intact. Closest to the turbocharger the insulation should
consist of a hook on padding to facilitate maintenance. It is especially important to prevent that insulation
is detached by the strong airflow to the turbocharger.

11.3.6 Supporting
It is very important that the exhaust pipe is properly fixed to a support that is rigid in all directions directly
after the bellows on the turbocharger. There should be a fixing point on both sides of the pipe at the support.
The bellows on the turbocharger may not be used to absorb thermal expansion from the exhaust pipe. The
first fixing point must direct the thermal expansion away from the engine. The following support must prevent
the pipe from pivoting around the first fixing point.
Absolutely rigid mounting between the pipe and the support is recommended at the first fixing point after
the turbocharger. Resilient mounts can be accepted for resiliently mounted engines with long bellows,
provided that the mounts are self-captive; maximum deflection at total failure being less than 2 mm radial
and 4 mm axial with regards to the bellows. The natural frequencies of the mounting should be on a safe
distance from the running speed, the firing frequency of the engine and the blade passing frequency of the
propeller. The resilient mounts can be rubber mounts of conical type, or high damping stainless steel wire
pads. Adequate thermal insulation must be provided to protect rubber mounts from high temperatures.
When using resilient mounting, the alignment of the exhaust bellows must be checked on a regular basis
and corrected when necessary.
After the first fixing point resilient mounts are recommended. The mounting supports should be positioned
at stiffened locations within the ship’s structure, e.g. decklevels, framewebs or specially constructed supports.
The supporting must allow thermal expansion and ship’s structural deflections.

11.3.7 Back pressure

The maximum permissible exhaust gas back pressure is 3 kPa at full load. The back pressure in the system
must be calculated by the shipyard based on the actual piping design and the resistance of the components
in the exhaust system. The exhaust gas mass flow and temperature given in chapter Technical data may
be used for the calculation.
The back pressure must also be measured during the sea trial.

11.3.8 Exhaust gas bellows (5H01, 5H03)

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

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11.3.9 Exhaust gas silencer (5R09)

The yard/designer should take into account that unfavorable layout of the exhaust system (length of straight
parts in the exhaust system) might cause amplification of the exhaust noise between engine outlet and the
silencer. Hence the attenuation of the silencer does not give any absolute guarantee for the noise level after
the silencer.
When included in the scope of supply, the standard silencer is of the absorption type, equipped with a
spark arrester. It is also provided with an explosion relief vent (option), a soot collector and a condense
drain, but it comes without mounting brackets and insulation. The silencer should be mounted vertically.
The noise attenuation of the standard silencer is either 25 or 35 dB(A).
Figure 11.10 Exhaust gas silencer (4V49E0156)

Attenuation
35 dB (A)
DN L [mm] D [mm] B [mm] Weight [kg]
900 7470 1800 1190 4600
1000 8000 1900 1280 5300
1200 9000 2300 1440 7600
1300 9500 2300 1440 8000

11.3.10 Exhaust gas boiler

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

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12. Turbocharger cleaning

12. Turbocharger cleaning

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

12.1 Turbine cleaning system

The combustion products of the engine causes contamination of the turbine blades and the nozzle rings
of the turbocharger.
The speed and severity of turbine side fouling depends on the fuel quality used. The fouling of the turbine
side is slower when burning fuel gas or light fuel oil compared to heavy fuel oil operation.
The results of fouling are low turbine efficiency, increased exhaust gas temperature, higher charging and
ignition pressures and lower engine output.
Effect of water washing of the turbine is based on the thermal shock caused by water droplets.
The engines utilizing Napier turbochargers are equipped with quick connections for manually performed
water washing of turbine. A removable flow control tool, supplied by Wärtsilä, is used for serving all engines
of the installation. The shipyard has to arrange a source of clean water with adequate flow (min 4.0 m3/h)
and stable pressure (x,x to y,y bar gauge). Washing of turbine has to be performed at reduced engine load.
The engines utilizing ABB TPL turbochargers are equipped as standard with automatic fluid controller for
both compressor and turbine cleaning (see the following chapter).
Figure 12.1 Turbocharger cleaning system, Napier turbochargers (4V76A2574).

System components Pipe connections Size

01 Shut-off and flow adjusting unit 507 Cleaning water to turbine and compressor Quick coupling
02 Rubber hose, 10 m

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12.2 Compressor cleaning system

Fouling of the compressor stage (compressor wheel and diffuser) is caused by impurities in the air drawn
in and also dependent on the operating point of the engine.
Fouling of the compressor stage has a negative influence on the compressor efficiency and turbocharger
pressure.
Effect of water washing of the compressor is based on the mechanical impact of water droplets.
The engines utilizing Napier turbochargers are equipped with quick connections for manually performed
water washing of compressor. A removable flow control tool, supplied by Wärtsilä, is used for serving all
engines of the installation. The shipyard has to arrange a source of clean water with adequate flow (min
4.0 m3/h) and stable pressure (x,x to y,y bar gauge).
The engines utilizing ABB TPL turbochargers are equipped as standard with automatic fluid controller for
both compressor and turbine cleaning (see the following chapter).
The water does not act as a solvent in the process, but the deposit are removed by the mechanical impact
of the drops. The process is effective, provided the soiling is not too advanced.

12.3 Automatic cleaning system

Engines with TPL turbochargers are delivered with an automatic cleaning system, which comprises a water
feed unit and electrically actuated control valves on the engine. The water feed unit can serve 1-4 engines.
The piping between the feed unit and the engines is permanent. Cleaning is started from the control panel
on the feed unit and the cleaning sequence is then controlled automatically.
The water feed unit is to be installed as symmetrically as possible between the engines in multiple engine
installations. It can be installed max. 1 m below or 7 m above the level of the engine feet. The piping between
the feed unit and each engine should be as straight as possible and have a continuous slope as well as a
venting valve at the highest position.
The water supply pressure must be 0.2...0.6 MPa (2...6 bar). Required flow is 40...55 l/min for in-line engines
and 80...110 l/min for V-engines. The feed unit also needs compressed air at a pressure of 0.55...1.0 MPa
(5.5...10 bar). The air consumption at the mentioned pressure is about 6 l/s during water injections. The
control unit requires a 24V / 50 VA electric supply.

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12. Turbocharger cleaning

Figure 12.2 Automatic turbocharger cleaning system, TPL turbochargers (3V69E8155g).

Position
01 Diesel engine 05 Pressure increase unit **
02 Valve unit (in-line engine) 06 Rubber hose DN20 ***
03 Valve unit (V-engine) 314 Air supply for TC
04 Metal hose DN50 * 507 Cleaning water to TC
*) Metal hose length 1.3 m
**) Max. pipeline length between pressure increase unit and turbocharger is 25 m. Pressure increase unit is allowed
to be located max. 1 m below or 7 m above the engine feet.
***) Rubber hose length 1.5 m

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Figure 12.3 Water feed unit (pressure increase unit) for automatic cleaning system (4V37C1579-2f).

Pipe connections Size

Water inlet G 1"
Air inlet G 1/2"
Water outlet G 2"
Water supply pressure 0.2...0.6 MPa (2...6 bar). Required flow 40...55 l/min for in-line engine and 80...110 l/min for V-
engines.
Air pressure 0.55...1.0 MPa (5.5...10 bar). Air consumption 6 l/s during water injections.
Electric supply 24V / 50 VA.

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12.4 Charge air cooler cleaning

A system for charge air cooler air side cleaning-in-place can be supplied as an option.
The system consists of a separately installed pressure tank and fixed nozzles on the engine. The cleaning
liquid is injected into the charge air stream before the cooler while the engine is running.
Figure 12.4 System for cleaning-in-place of charge air cooler air side (3V37E0003a)

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13. Exhaust emissions

13.1 General
Exhaust emissions from the dual fuel engine mainly consist of nitrogen, carbon dioxide (CO2) and water
vapour with smaller quantities of carbon monoxide (CO), sulphur oxides (SOx) and nitrogen oxides (NOx),
partially reacted and non-combusted hydrocarbons and particulates.

13.2 Diesel engine exhaust components

Due to the high efficiency and the clean fuel used in a dual fuel engine in gas mode, the exhaust gas
emissions when running on gas are extremely low. In a dual fuel engine, the air-fuel ratio is very high, and
uniform throughout the cylinders. Maximum temperatures and subsequent NOx formation are therefore
low, since the same specific heat quantity released to combustion is used to heat up a large mass of air.
Benefitting from this unique feature of the lean-burn principle, the NOx emissions from the Wärtsilä 50DF
are very low, complying with most existing legislation. In the following table there are some examples of
the typical emissions levels of a 50DF engine.
Table 13.1 Typical emissions for Wärtsilä 50DF engine in gas operating mode

Typical emission levels* 100% load 75 % load

NOx (g/kWh) <2 <3
CO2 (g/kWh) 430 450

Note:
* the CO2 emissions are depending on the quality of the gas used as a fuel. For a specific project, please
ask for information based on the actual gas specification.
To reach low emissions in gas operation, it is essential that the amount of injected diesel fuel is very small.
The Wärtsilä DF engines therefore use a "micro-pilot" with less than 1% diesel fuel injected at nominal load.
Thus the emissions of SOx from the dual fuel engine are negligable. When the engine is in diesel operating
mode, the emissions are in the same range as for any ordinary diesel engine, and the engine will be delivered
with an EIAPP certificate to show compliance with the MARPOL Annex VI.

13.2.1 Nitrogen oxides (NOx)

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

13.2.2 Sulphur Oxides (SOx)

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

13.2.3 Particulate Matter (PM)

The particulate fraction of the exhaust emissions represents a complex mixture of inorganic and organic
substances mainly comprising soot (elemental carbon), fuel oil ash (together with sulphates and associated
water), nitrates, carbonates and a variety of non or partially combusted hydrocarbon components of the
fuel and lubricating oil.

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13.3 Marine exhaust emissions legislation

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

MARPOL Annex VI
MARPOL 73/78 Annex VI includes regulations for example on such emissions as nitrogen oxides, sulphur
oxides, volatile organic compounds and ozone depleting substances. The Annex VI entered into force on
the 19th of May 2005. The most important regulation of the MARPOL Annex VI is the control of NOx emis-
sions.

The IMO NOx limit is defined as follows:

NOx [g/kWh] = 17 when rpm < 130
= 45 x rpm-0.2 when 130 < rpm < 2000
= 9.8 when rpm > 2000

Figure 13.1 IMO NOx emission limit

The NOx controls apply to diesel engines over 130 kW installed on ships built (defined as date of keel laying
or similar stage of construction) on or after January 1, 2000 along with engines which have undergone a
major conversion on or after January 1, 2000.
The Wärtsilä engines comply with the NOx levels set by the IMO in the MARPOL Annex VI.
For Wärtsilä 50DF engines with a rated speed of 500 rpm, the NOx level is below 13.0 g/kWh and with 514
rpm the NOx level is below 12.9 g/kWh, when tested according to IMO regulations (NOx Technical Code),
on marine diesel fuel.

EIAPP Certificate
An EIAPP (Engine International Air Pollution Prevention) certificate will be issued for each engine showing
that the engine complies with the NOx regulations set by the IMO.
When testing the engine for NOx emissions, the reference fuel is Marine Diesel Fuel (distillate) and the test
is performed according to ISO 8178 test cycles. Subsequently, the NOx value has to be calculated using
different weighting factors for different loads that have been corrected to ISO 8178 conditions. The most
commonly used ISO 8178 test cycles are presented in the following table.

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Table 13.2 ISO 8178 test cycles.

E2: Diesel electric propulsion or Speed (%) 100 100 100 100
controllable pitch propeller Power (%) 100 75 50 25
Weighting factor 0.2 0.5 0.15 0.15
E3: Fixed pitch propeller Speed (%) 100 91 80 63
Power (%) 100 75 50 25
Weighting factor 0.2 0.5 0.15 0.15

For EIAPP certification, the “engine family” or the “engine group” concepts may be applied. This has been
done for the Wärtsilä 50DF diesel engine. The engine families are represented by their parent engines and
the certification emission testing is only necessary for these parent engines. Further engines can be certified
by checking documents, components, settings etc., which have to show correspondence with those of the
parent engine.
All non-standard engines, for instance over-rated engines, non-standard-speed engines etc. have to be
certified individually, i.e. “engine family” or “engine group” concepts do not apply.
According to the IMO regulations, a Technical File shall be made for each engine. This Technical File contains
information about the components affecting NOx emissions, and each critical component is marked with
a special IMO number. Such critical components are injection nozzle, injection pump, camshaft, cylinder
head, piston, connecting rod, charge air cooler and turbocharger. The allowable setting values and para-
meters for running the engine are also specified in the Technical File.
The marked components can later, on-board the ship, be identified by the surveyor and thus an IAPP (In-
ternational Air Pollution Prevention) certificate for the ship can be issued on basis of the EIAPP certificate
and the on-board inspection.

Sulphur Emission Control Area (SECA)

MARPOL Annex VI sets a general global limit on sulphur content in fuels of 4.5% in weigth. Annex VI also
contains provisions allowing for special SOx Emission Control Areas (SECA) to be established with more
stringent controls on sulphur emissions. In SECA areas, the sulphur content of fuel oil used onboard ships
must not exceed 1.5% in weigth. Alternatively, an exhaust gas cleaning system should be applied to reduce
the total emission of sulphur oxides from ships, including both auxiliary and main propulsion engines, to
6.0 g/kWh or less calculated as the total weight of sulphur dioxide emission. At the moment Baltic Sea and
North Sea are included in SECA.

13.3.2 Other Legislations

There are also other local legislations in force in particular regions.

13.4 Methods to reduce exhaust emissions

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

13.4.1 Selective Catalytic Reduction (SCR)

Selective Catalytic Reduction (SCR) is the only way to reach a NOx reduction level of 85-95%. The disad-
vantages of the SCR are the large size and the relatively high installation and operation costs.
A reducing agent, aqueous solution of urea (40 wt-%), is injected into the exhaust gas directly after the
turbocharger. Urea decays rapidly to ammonia (NH3) and carbon dioxide. The mixture is passed through
the catalyst where NOx is converted to harmless nitrogen and water.
A typical SCR sytem comprises a urea solution storage tank, a urea solution pumping system, a reducing
agent injection system and the catalist housing with catalist elements. In the next figure a typical SCR
system is shown.

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13. Exhaust emissions

Figure 13.2 Typical P&ID for SCR system

The catalyst elements are of honeycomb type and are typically of a ceramic structure with the active cata-
lytic material spread over the catalyst surface. The catalist elements are arranged in layers and a soot
blowing system should provided before each layer in order to avoid catalyst clogging.
The injection of urea is controlled by feedback from a NOx measuring device after the catalyst. The rate of
NOx reduction depends on the amount of urea added, which can be expressed as NH3/NOx ratio. The in-
crease of the catalyst volume can also increase the reduction rate.
When operating on HFO, the exhaust gas temperature before the SCR must be at least 330°C, depending
on the sulphur content of the fuel. When operating on MDF, the exhaust gas temperature can be lower. If
an exhaust gas boiler is specified, it should be installed after the SCR.
The lifetime of the catalyst is mainly dependent on the fuel oil quality and also to some extent on the lubric-
ating oil quality. The lifetime of a catalyst is typically 3-5 years for liquid fuels and slightly longer if the engine
is operating on gas. The total catalyst volume is usually divided into three layers of catalyst, and thus one
layer at time can be replaced, and remaining activity in the older layers can be utilised.
Urea consumption and replacement of catalyst layers are generating the main running costs of the catalyst.
The urea consumption is about 15 g/kWh of 40 wt-% urea. The urea solution can be prepared mixing urea
granulates with water or the urea can be purchased as a 40 wt-% solution. The urea tank should be big
enough for the ship to achieve the required autonomy.

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14. Automation system

14.1 General
A simplified overview of the main system components can be seen in figure 14.1. It consists of the following
equipment:
• Gas detection system
• Alarm and monitoring system (AMS)
• Power management system (PMS)
• Main switch board (MSB)
• Uninterrupted power supply (UPS)
The dual fuel engine control and monitoring system comprises:
• Built-on engine control system
• Unit Control Panel (UCP)
• Wärtsilä Operators Interface System (WOIS)
• Wärtsilä Information System Environment (WISE)
• Motor Control Centre (MCC)

Figure 14.1 Principal overview of main components in a DF engine installation

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14.2 System components and their function

14.2.1 Built-on engine control system
The system is based on several electronic modules, which communicate over a CAN-bus. The system
collects signals from sensors connected to locally mounted modules at different locations on the engine.
The engine signals received are processed and compared with the control parameters given for all the
active engine processes (such as speed or load control, air/fuel ratio control etc.). An overview of the system
is show in figure 14.2.
Figure 14.2 Built-on engine control system communication and signals

The system is using a power source of 24 VDC and 110 VDC from the Unit Control Panel (UCP), and is
equipped with the following features:

Governing
• Speed control
• Gas pressure- and gas admission control
• Air/fuel ratio control
• Cylinder balancing and knock control
• Electro-hydraulic actuator for diesel- and backup operating mode
• Two speed pick-ups at the flywheel
• Two phase pick-ups at the camshaft
• Mechanical overspeed trip device for automatic stop of the engine, operating independently of the
governor

Operator interface
The operators interface is from the local control panel (LCP) built on the engine, where the local push buttons,
selector switches, backup indications and HMI-display are located. The following equipment is mounted
in the panel:
• Start button
• Stop button

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• Trip/Shutdown reset button

• Remote/local mode selector
• Emergency stop button
• Engine speed indicator
• HT water temperature indicator
• Lubricating oil pressure indicator
• Local Display Unit (LDU). The LDU shows most engine measurement and statuses.

Safety and start/stop system

The safety system and the start and stop system are integral parts of the built on control system and includes
the following functions:
• Shutdowns with latching function
• Gas- and pilot trips with latching function
• Load reduction request
• Fuel transfer
• Start blocking
• Start and stop sequence

Sensors
• Sensors mounted on the engine are according to Wärtsilä standard and class requirements
• Connections for testing of pressure sensors
• Sensors are wired to the engine mounted electronic modules

External interface
All parameters (measured values, alarm status etc.) handled by the built on control system are also transferred
to the UCP over a communication bus; Ehternet Modbus TCP/IP. A number of hardwired signals such as
start, stop and emergency stop are provided to secure safe operation even if the external bus would become
inoperative during engine operation.

Speed Control

Generating set speed control

Normal speed change rate is about 0.2 rpm/sec.
Engines, which are to be run in parallel have the speed controller for the same speed droop, about 4%, to
obtain basic load sharing. During load sharing and frequency control, the external load sharing system
(PMS) must have a control dead band implemented, allowing for an uneven load or frequency drift of 1 -
2%.
Speed droop means that the speed reference automatically decreases as the engine load increases. This
is to ensure proper load sharing between paralleling units. To compensate for the speed decrease of the
plant when the load increases, and vice versa when the load decreases, the PMS may in an outer (cascade)
loop correct for the frequency drift.

14.2.2 Unit control panel (UCP)

The UCP is an enginewise floor standing cabinet, for mounting in a ventilated clean area, recommended
to be installed in the ECR. The main features of the UCP are:
• PLC + I/O modules
• HMI display and control buttons/switches
• Manual control of the engine

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• Controls of the Gas Valve Unit:

- Gas leakage test sequence
- Ventilation sequnce
- Inert gas purging sequences
- Maintenace control

• Automatic start/stop sequences for auxiliaries:

- Prelubrication oil pump
- Fuel oil pump
- Cooling water preheater unit
- Exhaust ventilation gas fan

• PID controllers:
- Charge air temperature control valve
- HT-water temperature control valve

• Redundant 220 VAC incoming power supply (to be supplied from the UPS)
• Redundant 24 VDC power converters for engine (control voltage), Wärtsilä auxiliaries and internal
control voltage
• Redundant 110 VDC power converters for engine (fuel injection system)
• Interface between the engine and Wärtsilä supplied auxiliaries to the external systems
• De-energise relay (option)

Interface
Alarm and monitoring points handled by the UCP and those received from the engine are transferred to
the ship's alarm and monitoring system and to WOIS over Ethernet Modbus TCP/IP. Important control/status
signals are hardwired to external systems.

Control from UCP

The DF engine can be manually controlled from the UCP. Engine start/stop, fuel select, speed increase/de-
crease are typical controls available. Control from UCP is performed when the remote system is out of order
or when the engine needs to be manually controlled due to maintenance or other reason.
When local mode at the UCP is selected, control commands from the remote system are ignored. Safety
related functions, such as emergency stop, emergency gas trip etc are still working.

De-energise (option)
To de-energise the engine and its auxiliary equipment (filters, valves, etc.) in case of ≥ 50% LFL (Lower
Flammable Limit) is detected in the engine room, the power to the UCP shall be cut by activating the de-
energise relay in the UCP. The de-energise function is required in single wall gas piping installations.

14.2.3 WOIS
The WOIS is a specific tool developed by Wärtsilä to give the operator/service personnel all information
needed for trouble shooting, analyzing and maintenance of a dual fuel engine.
The WOIS gathers and logs data from all engines and the Wärtsilä supplied auxiliary systems. The data is
then presented by several display pages. Process displays are graphic pictures with measuring values and
status information of the equipment in the dual fuel system. The process displays include common as well
as individual generating set related views. A trend display is available for each analogue value. Parameters
measured and monitored are also presented in alarm and event list format.
Manual control of the engines and auxiliaries is also possible, via a higher level access.

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The WOIS hardware consists of a state of the art PC, TFT monitor, keyboard, optical mouse and Ethernet
switch. The PC and monitor are equipped with Mariner kits.

14.2.4 WISE
WISE is an information platform for long term supervision of the installation with reporting modules including
engine and production reporting, long term trending, electronic log book and availability follow-up. The
data is based on automatic WOIS data input. The logbook and availability follow-up data is based on oper-
ator input. WISE is ready for sending and providing data for Wärtsilä home office CBM (Condition Based
Monitoring) from where feedback reports can be sent back to the client. The WISE software is installed in
the WOIS workstation.

14.2.5 Uninterruptible Power Supply (UPS), optional

There are two UPS, which include feeders for the equipment in the DF control system, which needs unin-
terruptible power (see figure 14.1). The main features of the UPS are:
• 3-phase main incoming supply
• 220 VAC 1-phase outputs
• Battery capacity for 30 minutes operation of the DF control system
• IP22

14.2.6 Motor Control Centre (MCC)

There is one MCC per engine room, which includes starters and feeders as listed below. The main features
of the MCC are:
• Starter for prelubrication oil pump
• Starter for fuel oil pump
• Starter for exhaust gas ventilation fan
• Feeder for turning gear starter
• Feeder for cooling water preheating unit
• Hardwired control signal interface to UCP
• IP44

De-energise
To de-energize the engine's auxiliary equipment supplied from the MCC in case of ≥ 50% LFL (Lower
Flammable Limit) is detected in the engine room, the power to the MCC shall be cut. The de-energise
function is required in single wall gas piping installations.

14.2.7 Exhaust gas ventilation fan

The exhaust gas ventilating fan is engine related and includes the fan motor, flow switch and a closing
valve. For further information, see chapter on Exhaust gas system.

14.2.8 Gas valve unit (GVU)

The gas valve unit is engine related and feeds gas to the engine when the engine requests gas. The UCP
is controlling the GVU. Sensors on the GVU are connected through safety barriers to the UCP. For further
information, see chapter Fuel system.

14.2.9 Electrically controlled temperature control valve(s)

The charge air temperature control valve and HT temperature control valve are enginewise. For further in-
formation, see chapter Cooling water system.

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14.2.10 Electric turning device

The engine is equipped with an electric turning device. The turning device is used for cranking the engine,
e.g. during maintenance. For dimensioning the turning device starter, the values indicated below can be
used. For different voltages, the values may differ slightly. The starter is available as option.
Table 14.1 Dimensioning of the turning device starter

Engine type Voltage [V] Frequency [Hz] Power [kW] Current [A]
Wärtsilä 6L50DF, 8L50DF 400 50 2.2 5
440 60 2.6 5
Wärtsilä 9L, V50DF 400 50 5.5 12.3
440 60 6.4 12.3

14.3 Interface and control

Generally all control signals are hardwired between units, only status information is transmitted over the
data bus. In installations where the engine is driving a generator, the PMS is the system normally initiating
the engine start/stop and adjusting the frequency.

14.3.1 External interface

The UCP is the DF control system's interface, between the engine and all related auxiliaries, towards the
external systems, as shown in figure 14.3.

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Figure 14.3 DF hard wire interface and front layout of UCP

The hierarchy for the engine control system is as follows:

• Local at the engine
• Local at the UCP
• External system

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Signal description

Gas operating mode blocked

In case of ≥ 25% LFL; this signal prevents the engine from being operated in gas operating mode. If this
input is activated during gas operating mode, the engine will transfer to diesel operating mode.

Engine ready for gas operation

Activated when no gas trip is active, load is below 80% and if the engine is running, pilot fuel must have
been in continuous use (no pilot trip). If the gas leakage test sequence fails, when a request for gas mode
operation has been given, the signal will be de-activated.

Maximum available power

The engine control system is calculating an enginewise maximum available power reference for PMS. The
engine control system doesn't reduce the engine output according to the maximum available power, this
should be done by the PMS. The PMS should know the loading performance of the engine and not increase
the load above this, neither above the maximum available power
For more information see chapter Operating ranges.

Shutdown pre warning

This signal becomes active when the engine detects a signal causing shutdown and the shutdown is per-
formed within a few seconds. The signal should be used to reduce the system load so that remaining engines
can handle the coming load step, without causing a blackout. For more information see section 14.5.3.

Gas operating mode

Gas operating mode is requested when this signal is activated. Otherwise diesel mode is requested.

Stand-by
When the engine is in stop mode, the activation of this input will initiate a periodical slowturning of the engine
(every 30 minutes). This will ensure a fast and secured start without slowturning, when an engine start is
performed. If this input is toggled low/high, a slowturning will immediately be performed, providing the engine
is ready for start.

Blackout mode
This input will disable some of the start blocks and when the engine start command is initiated the engine
will start more rapidly.
The engine will run in backup operating mode. It is not possible to run the engine in gas operating mode,
or diesel operating mode until the engine is restarted. For more information see section 14.6.3 (Start
blocking).

MDF selected
This signal is only needed in installations where the HFO-option is used. The input shall be activated if MDF
is selected and deactivated if HFO is selected.

UCP de-energised (option)

This signal is active when the power to the UCP is cut.

ESD shutdown (option)

In case of ≥ 50% LFL; by activating this signal the engine control system performs a shutdown of all
equipment and prepares for a system blackout. To be activated a few seconds prior to the ESD de-energize
signal.

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ESD de-energise (option)

In case of ≥ 50% LFL; by activating this signal the de-energize relay will cut the incoming power supply to
the UCP. The engine and all auxiliary equipment (filters, valves, etc.) connected to the UCP will then be de-
energized.

14.3.2 Control of auxiliary equipment

Fuel oil pump

The enginewise fuel oil pump unit is started when the engine start command is initiated.
The fuel oil pump feeds the engine with fuel for pilot injection and jerk pumps.
The fuel oil pump starter is located in the MCC and controlled by the UCP. The pump can be manually
controlled from the motor starter.

Pre-lubricating oil pump (9N03)

The pre-lubricating pump is used for pre-lubrication of a stopped engine before start and for preheating
by circulating warm lubricating oil.
The pump shall run continuously when the engine is stopped.
The pre lubricating oil pump starter is located in the MCC and controlled by the UCP. The pump can be
manually started from the motor starter.

Cooling water pre-heater unit

Preheating has to be arranged for the engine.
The temperature control should be automatic.
The UCP takes care of automatic starting / stopping of the circulating pump to circulate cooling water
through the stopped engine(s).

Electrical temperature control valve(s)

The temperature control valves are controlled by the UCP, where also the set points are calculated. The
actual value is received from sensors located in the cooling water piping.

GVU
The UCP controls and monitors the gas valve unit when the engine is about to transfer to gas. Before gas
is supplied to the engine, a gas valve unit check is performed by the UCP. This check includes sequencing
of the valves to detect possible malfunction or leakage of the valves.
After a transfer/trip from gas operating mode to diesel- or backup operating mode the GVU and the gas
pipe to the engine is ventilated, the ventilation sequence is controlled by the UCP. The ventilation sequence
is also performed when the engine is stopped in gas operating mode.
The gas pipe from the GVU to the engine will be purged with inert gas after the DF-engine has stopped, if
gas fuel has been utilized in the engine. The sequence is controlled by the UCP.

Exhaust gas ventilating fan

When the engine has stopped, the exhaust system is ventilated to discharge any unburned gas in case the
engine was stopped in gas operating mode or gas fuel was utilized in engine within two minutes prior to
engine stop.
The fan starter is located in the MCC and is controlled by the UCP. The fan can be manually started from
the motor starter.

14.4 Power supply

If the de-energise function is required the power supplies for the engine auxiliaries and control system must
be designed so that feeders can be tripped in case high level of gas leakage is detected by the gas safety
system. Feeder trip is done by the gas safety system or main control system. This is described more in
details in the section Alarm and safety.

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Figure 14.4 DF engine power supply system

14.4.1 Uninterrupted Power Supply (UPS)

The UPS is recommended to be powered from the emergency switchboard. All engine monitoring and
control systems and WOIS station should to be supplied from a UPS. How the UPS supplies are grouped,
are project specific. The voltage level is determined by the voltage levels used onboard the vessel.

14.4.2 UCP power supply

Each UCP can be fed from two separate power sources of which at least one shall be from a UPS. Both
incoming supplies shall be dimensioned for feeding the whole load. Should one of the incoming supplies
fail, the other will continue to supply the load without interruption.
The control system has internal redundant power converters converting the incoming supply to isolated
110VDC and 24VDC, which are required for the engine control.
Required control power depends on the configuration, gas quality and engine size. The supply voltage is
220 VAC and the consumption during gas operation is about 1.5 kW.

14.4.3 MCC power supply

Supply voltage is depending on the ship voltage, normally 400 – 690V AC. At least one MCC / engine
compartment is recommended to be supplied from the emergency switch board, to be able to start the
engine in a blackout situation.

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14.5 Alarm and safety

14.5.1 Gas detection / ESD system
The ships overall gas detection system monitors the gas concentration in the engine compartment. The
gas detection system is in charge of tripping the engines to diesel and blocking them from transferring back
to gas. For more details see Wärtsilä document "Dual fuel engine safety concept for LNG applications.

14.5.2 Alarm & monitoring system

Alarm and monitoring points are handled by the UCP and those received from the engine are transferred
to the alarm system and to WOIS over Ethernet Modbus TCP/IP. All units have a common alarm output,
which is hardwired to the alarm and monitoring system. Alarm signals are non-latching. From units with
programmable equipment the alarm status will toggle low for about 3 seconds for each new alarm. Shut-
downs, pilot- and gas trips are latching and require a reset signal.

14.5.3 Safety functions

The safety functions of dual fuel engines can be divided into three categories:
• Gas system safety functions, causing a gas trip
• Pilot fuel safety function, causing pilot trip
• Engine safety functions, causing an engine shutdown
An engine shutdown will stop the engine whilst a gas or pilot trip will transfer the engine to another operating
mode. Each safety action should be carefully checked and necessary actions done before trip/shutdown
is reset.

Gas system safety functions

Abnormalities in the gas supply system will cause a trip and the engine transfers to diesel operating mode.
The following functions will cause a gas trip on a running engine:
• Fuel oil pressure low
• Instrument air pressure low
• Charge air temperature high
• Pressure difference between gas pressure and charge air pressure high
• Charge air pressure sensor failure
• Exhaust gas temperature deviation from average low
• Exhaust gas temperature high
• Exhaust gas temperature, sensor failure
• Gas pressure deviation from reference high
• Gas pressure build-up time elapsed
• Gas injection duration vs. engine load exceeded max limit
• Gas pressure sensor failure
• GVU safety valve trip
• Engine load signal failure
• Load oscillation high
• Engine load level below 15% and delay time expired
• Heavy cylinder knocking
• Engine overload (>100%)
• External gas trip
• DF--engine or GVU compartment ventilation failure or loss of under-pressure

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• Generator breaker opens at high load

Pilot system safety functions

The following situations will cause pilot trip:
• Pilot fuel pressure low
• Pilot fuel pressure high
• Pilot fuel pressure deviation from reference high
• Pilot fuel pressure oscillation high
• Pilot fuel sensor failure
• CAN-bus communication failure
• Valve drive voltage low
• Cylinder control module control voltage low
• Exhaust gas temp low during combustion check, at engine start up
• Engine safety wire loop tripped

Shutdowns (8N08)
The engine will be automatically shut down in the following cases:
• Exhaust gas temperature high
• Lubrication oil pressure before engine low
• Main bearing temperature high
• HT water temperature, jacket outlet high
• Cylinder liner temperature high
• Oil mist in crankcase concentration high
• Over-speed, electrical detection
• Over-speed, mechanical detection
• Both speed sensors fail
• External shutdown
• External emergency stop
• Start failure
• Stop lever in stop position
• Crankcase pressure high

Over speed protection

The engine is equipped with redundant electrical and mechanical over speed device.

14.5.4 Charge air shut-off valve (optional)

In case the engine is equipped with a charge air shut-off valve, this valve is released in case the engine
reaches the electrical over speed limit.

14.6 Engine modes

14.6.1 Engine operating modes
Wärtsilä dual fuel engines can be requested by operator to run in two different operating modes:
• Gas operating mode (gas fuel + pilot fuel injection)
• Diesel operating mode (conventional jerk-pump dieselfuel injection + pilot fuel injection)

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In addition, engine control and safety system or the blackout detection system can force the engine to
operate in Backup operating mode (conventional jerk-pump diesel fuel injection only).
It is possible to transfer a running engine from gas operating mode into diesel operating mode. The engine
will automatically trip from gas operating mode into diesel operating mode (gas trip) or into backup operating
mode (pilot trip) in several alarm situations. More information about reasons causing trips is found in section
Alarm and safety. Diesel operating mode is the other main operating mode of the engine. In this operating
mode only diesel fuel is used. Both conventional jerk-pump injection and the electronically controlled pilot
fuel injection are in use. It is possible to transfer the running engine from diesel operating mode into gas
operating mode below a certain load limit. The engine will also automatically trip from diesel operating
mode into backup operating mode (pilot trip) in several alarm situations. Request for diesel operating mode
will always override request for gas operating mode. More information about trips is found in the section
Alarm and safety.
Figure 14.5 Principle of engine operating modes

Backup operating mode is taken in use automatically by the Engine control system (regardless of operator
choice of operating mode) in two cases:
• Pilot fuel injection system related fault is detected (pilot trip)
• Engine is started while the blackout-signal (from external source) is active
Request for backup operating mode will always override request for gas operating mode or diesel operating
mode.
The principle of different operating modes of Wärtsilä Engine can be seen in figure 14.5.

14.6.2 Engine internal modes

In each operating mode, the software has several states called internal modes. These are:
• Start mode
• Run mode
• Stop mode
• Emergency stop mode
• Shutdown mode
Engine internal modes can change only according to the engine mode figure. These internal modes apply
independently of the engine operating mode (gas/diesel/backup).

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Figure 14.6 Engine internal mode changes

The engine control system has several features concerning the gas safety.

14.6.3 START

Start blocking (8N08)

Before the UCP activates a start request the engine must be ready for start. Starting is inhibited by the
following functions:
• Turning device engaged
• Prelubricating pressure low (override if black-out input is high and within last 5 minutes after the
pressure has dropped below the set point of 0.5 bar)
• Engine running > 0 rpm
• Stop signal to engine activated (safety shut-down, emergency stop, normal stop)
• Stop lever in stop position
• External start block active
• HT water temperature < 50 °C (override if black-out input is high)
• Drive voltage low (override if black-out input is high)
• Mechanical over speed released
• Exhaust gas ventilation not performed
• Shutdown alarm activated
• HFO selected or fuel oil temperature > 70°C (Gas mode only)
• Charge shut-off valve released (optional device)

Start mode
Before starting the engine, the active mode of operation (gas operating mode, diesel operating mode, or
blackout mode) must be checked by the operator. Engine start can only be attempted when engine is
stopped and ready for start.

Start in gas operating mode

The output signals "engine ready for gas operation" (no gas trips are active) and "engine ready for start"
(no start blockings are active) are activated if the engine is ready to start in gas operating mode. In gas
operating mode, after the UCP has received a start order, the following tasks are performed automatically:

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• A GVU gas leakage test is performed

• Slow turning is done in case engine has not been in operation or slow turned within 30 min
• The starting air is activated and engine rotating started
• Pilot fuel injection is enabled and pilot fuel pump is activated (if electric-driven) along with pilot fuel
pressure control
• Starting air is disengaged
• A combustion check is performed
• Gas admission is started and engine speed is raised to nominal
• The “engine ready to sync”-signal is activated
The start mode is interrupted in case of abnormalities during the start sequence. The start sequence takes
about 1.5 minutes to complete.

Start in diesel operating mode

When starting an engine in diesel operating mode, the checks of gas fuel system are omitted. However,
the pilot combustion check during start-up is performed. This is done to ensure correct functioning of the
pilot fuel injection in order to enable later possible transfer into gas operating mode. The start sequence
takes about one minute to complete.

Start in blackout mode

When the blackout-signal is active, the engine can be started only in backup operating mode. On the other
hand, starting the engine in backup operating mode is only enabled in blackout situation (i.e. when external
blackout-signal is active). The start is performed similarly to a conventional diesel engine, i.e. after receiving
start signal the engine will start and ramp up to nominal speed using only the conventional diesel fuel system.
The blackout-signal disables many of the start blocks to get the engine running as quickly as possible. All
checks during start-up that are related to gas fuel system or pilot fuel system, are omitted. Therefore, from
backup operating mode the engine is not able to transfer into gas operating mode or diesel operating mode
before the gas and pilot system related safety measures have been performed. This is done by stopping
the engine and re-starting it in diesel or gas operating mode. After the blackout situation is over (i.e. when
the first engine is started in backup operating mode, connected to switchboard, loaded, and consequently
blackout-signal cleared), more engines should be started, and the one running in backup mode should be
stopped and re-started in gas operating mode or diesel operating mode.

14.6.4 Operation

Run mode
When the engine has reached nominal speed and is ready for synchronizing and loading, the “engine ready
to sync”-signal becomes active. Run mode can be interrupted by the following engine internal modes:
• Stop mode
• Shutdown mode
• Emergency stop mode

Transfers and trips

The Wärtsilä DF engine can change between operating modes as previously presented. The change of
operating mode can occur by a manual request by the operator, automatically by the engine control system,
or automatically by request from an external system (e.g. gas safety system). The operating mode can be
changed while the engine is running or stopped.
Manual changes of operating modes by an operator are called “transfers”. Automatic changes of operating
modes by the engine control system are called “trips”:
• “Gas trip”, i.e. automatic change from gas operating mode to diesel operating mode
• “Pilot trip”, i.e. automatic change from gas operating mode or diesel operating mode to backup oper-
ating mode

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NOTE! The change of operating mode into gas operation always requires initiation.

Furthermore, notice that the sequence of gas trip is actually included also in the pilot trip.

Transfer control

Transfer from gas- to diesel-operating mode

The engine will transfer from gas to diesel operating mode at any load within 1s. This can occur in three
different ways: manually, by the engine control system or by the gas safety system (gas operation mode
blocked).

Transfer from diesel- to gas-operating mode

The dual fuel engine can be transferred to gas at engine load below 80% in case no gas trips are active,
no pilot trip has occurred and the engine was not started in backup operating mode (excluding combustion
check).
It is not recommended to run on gas when the engine load is low, as shown in figure 14.6.
Fuel transfers to gas usually takes about 2 minutes to complete, in order to minimize disturbances to the
gas fuel supply systems.
The engine can run in backup operating mode in case the engine has been started with the blackout start
input active or a pilot trip has occurred. A transfer to gas operating mode can only be done after a combustion
check. Combustion check is done by restarting the engine.
A leakage test on the gas valve unit is automatically done before each gas transfer.

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Figure 14.7 Operating modes are load dependent

Points for consideration when selecting fuels

When selecting the fuel operating mode for the engine, or before transferring between operating modes,
the operator should consider the following:
• To prevent an overload of the gas supply system, transfer one engine at a time to gas operating mode
• When running on gas, the engine load should be kept well above the automatic transfer lower limit
in order to prevent unwanted transfer back to diesel
• When running several engines on gas, the load level should be kept such that no drop below the
automatic transfer load limit occur when an additional engine is brought on line
• Before a transfer command to gas operating mode is given to an engine, the PMS or operator must
ensure that the other engines have enough ‘spinning reserve’ during the transfers. This because the
engine may need to be unloaded below the upper transfer limit before transferring
• If engine load is within the transfer window, the engine will be able to switch fuels without unloading
• Whilst an engine is transferring, the starting and stopping of heavy electric consumers should be
avoided

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14.6.5 Stop, shutdown and emergency stop

Stop mode
In case of a normal stop request the engine control system changes the internal mode into stop mode.
Before stopping the engine, the control system shall first unload the engine slowly (if the engine is loaded),
and after that open the generator breaker and send a stop signal to the engine.
Immediately after the engine stop signal is activated in gas operating mode, the GVU performs gas shut-
off and ventilation. The pilot injection is active during the first part of the deceleration in order to ensure
that all gas remaining in engine is burned.
In case the engine was stopped in gas operating mode or gas has been utilized in the engine, the gas pipe
from the GVU to the engine is purged with inert gas. The exhaust gas system is ventilated to discharge any
unburned gas, if gas has been utilized within two minutes prior to the stop.

Shutdown mode
Shutdown mode is initiated automatically as a response to measurement signals.
In shutdown mode the generator breaker is opened immediately without unloading and the engine stop
signal is given. The actions following the stop signal are similar to normal engine stop.
Shutdown mode must be reset by the operator and the reason for shutdown must be investigated and
corrected before re-start.

Emergency stop mode

Emergency stop mode is activated manually by the emergency stop push-button.
In emergency stop mode not only the engine, but also all engine related auxiliaries are stopped. The sequence
of engine stopping in emergency stop mode is similar to shutdown mode, except that also the pilot fuel
injection is de-activated immediately upon stop signal.
Emergency stop is the fastest way of manually shutting down the engine and all auxiliaries completely. In
case the emergency stop push-button is pressed, the button is automatically locked in pressed position
and an emergency stop relay is activated.
To return to normal operation the push button must be pulled out and alarms acknowledged. The engine
auxiliaries that are normally operating when engine is stopped (e.g. pre-lubrication system) will start oper-
ating when the emergency stop button is returned to normal position.

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15. Foundation

15. Foundation
15.1 General
Engines can be either rigidly mounted on chocks, or resiliently mounted on rubber elements. Wärtsilä should
be informed about existing excitations (other than Wärtsilä supplied engine excitations) and natural hull
frequencies, especially if resilient mounting is considered. Dynamic forces caused by the engine are shown
in the chapter Vibration and noise.

15.2 Steel structure design

The system oil tank should not extend under the generator, if the oil tank is located beneath the engine
foundation. The oil tank must also be symmetrically located in transverse direction under the engine.
The foundation and the double bottom should be as stiff as possible in all directions to absorb the dynamic
forces caused by the engine and the generator.
The foundation should be dimensioned and designed so that harmful deformations are avoided.
The foundation of the generator should be integrated with the engine foundation.

15.3 Engine mounting

The engine can be either rigidly or resiliently mounted. The generator is rigidly mounted and connected to
the engine with a flexible coupling.

15.3.1 Rigid mounting

Engines can be rigidly mounted to the foundation either on steel chocks or resin chocks.
The holding down bolts are usually through-bolts with a lock nut at the lower end and a hydraulically
tightened nut at the upper end.
Bolts number two and three from the flywheel end on each side of the engine are to be Ø46 H7/n6 fitted
bolts. The rest of the holding down bolts are clearance bolts.
A distance sleeve should be used together with the fitted bolts. The distance sleeve must be mounted
between the seating top plate and the lower nut in order to provide a sufficient guiding length for the fitted
bolt in the seating top plate. The guiding length in the seating top plate should be at least equal to the bolt
diameter.
The design of the various holding down bolts appear from the foundation drawing. It is recommended that
the bolts are made from a high-strength steel, e.g. 42CrMo4 or similar, but the bolts are designed to allow
the use of St 52-3 steel quality, if necessary. A high strength material makes it possible to use a higher bolt
tension, which results in a larger bolt elongation (strain). A large bolt elongation improves the safety against
loosening of the nuts.
To avoid a gradual reduction of tightening tension due to unevenness in threads, the threads should be
machined to a finer tolerance than the normal threads. The bolt thread must fulfil tolerance 6G and the nut
thread must fulfil tolerance 6H.
In order to avoid bending stress in the bolts and to ensure proper fastening, the contact face of the nut
underneath the seating top plate should be counterbored.
The tensile stress in the bolts is allowed to be max. 80% of the material yield strength. It is however per-
missible to exceed this value during installation in order to compensate for setting of the bolt connection,
but it must be verified that this does not make the bolts yield. Bolts made from St 52-3 are to be tightened
to 80% of the material yield strength. It is however sufficient to tighten bolts that are made from a high
strength steel, e.g. 42CrMo4 or similar, to about 60-70% of the material yield strength.
The tool included in the standard set of engine tools is used for hydraulic tightening of the holding down
bolts. The piston area of the tools is 72.7 cm² and the hydraulic tightening pressures mentioned in the fol-
lowing sections only apply when using this tool.
Lateral supports must be installed for all engines. One pair of supports should be located at the free end
and one pair (at least) near the middle of the engine. The lateral supports are to be welded to the seating
top plate before fitting the chocks. The wedges in the supports are to be installed without clearance, when

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the engine has reached normal operating temperature. The wedges are then to be secured in position with
welds. An acceptable contact surface must be obtained on the wedges of the supports.

Steel chocks
The top plates of the engine girders are normally inclined outwards with regard to the centre line of the
engine. The inclination of the supporting surface should be 1/100. The seating top plate should be designed
so that the wedge-type steel chocks can easily be fitted into their positions. The wedge-type chocks also
have an inclination of 1/100 to match the inclination of the seating. If the top plate of the engine girder is
fully horizontal, a chock is welded to each point of support. The chocks should be welded around the
periphery as well as through holes drilled for this purpose at regular intervals to avoid possible relative
movement in the surface layer. The welded chocks are then face-milled to an inclination of 1/100. The
surfaces of the welded chocks should be large enough to fully cover the wedge-type chocks.
The size of the wedge type chocks should be 200x360 mm. The chocks should always cover two bolts to
prevent it from turning (except the chock closest to the flywheel, which has a single hole). The material may
be cast iron or steel.
The supporting surface of the seating top plate should be machined so that a bearing surface of at least
75% is obtained. The chock should be fitted so that the distance between the bolt holes and the edges is
equal on both sides.
The cutout in the chocks for the clearance bolts should be about 2 mm larger than the bolt diameter. Holes
are to be drilled and reamed to the correct tolerance for the fitted bolts after the coupling alignment has
been checked and the chocks have been lightly knocked into position.
Depending on the material of the bolts, the following hydraulic tightening pressures should be used, provided
that the minimum diameter is 35 mm:
• St52-3 Tightened to 80% of yield strength, phyd = 420 bar
• 42CrMo4 Tightened to 70% of yield strength, phyd =710 bar

Resin chocks
Installation of engines on resin chocks is possible provided that the requirements of the classification soci-
eties are fulfilled.
During normal conditions, the support face of the engine feet has a maximum temperature of about 75°C,
which should be considered when selecting the type of resin.
The recommended dimensions of the resin chocks are 600 x 180 mm for Wärtsilä 50DF in-line engines and
1000 x 180 mm for V-engines.
The total surface pressure on the resin must not exceed the maximum value, which is determined by the
type of resin and the requirements of the classification society. It is recommended to select a resin type,
which has a type approval from the relevant classification society for a total surface pressure of 5N/mm2.
(A typical conservative value is Ptot 3.5 N/mm2 ).
The bolts must be made as tensile bolts with a reduced shank diameter to ensure a sufficient elongation,
since the bolt force is limited by the permissible surface pressure on the resin.
For a given bolt diameter the permissible bolt tension is limited either by the strength of the bolt material
(max. stress 80% of the yield strength), or by the maximum permissible surface pressure on the resin. As-
suming bolt dimensions and chock dimensions according to drawing 1V69L0082a and 1V69L0083b the
following hydraulic tightening pressures should be used:
• In-line engine, St 52-3 bolt material, maximum total surface pressure 2.9 N/mm2 phyd = 200 bar
• In-line engine, 42CrMo4 bolt material, maximum total surface pressure 4.5 N/mm2 phyd = 335 bar
• V-engine, St 52-3 bolt material, maximum total surface pressure 3.5 N/mm2 phyd = 310 bar
• V-engine, 42CrMo4 bolt material, maximum total surface pressure 5.0 N/mm2 phyd = 475 bar
Locking of the upper nuts is required when using St 52-3 material or when the total surface pressure on
the resin chocks is below 4 MPa with the recommended chock dimensions. The lower nuts should always
be locked regardless of the bolt tension.

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Figure 15.1 Seating and fastening, rigidly mounted Wärtsilä 50DF in-line engine on steel chocks (1V69L1651)

Figure 15.2 Seating and fastening, rigidly mounted Wärtsilä 50DF V-engine on steel chocks (1V69L1659)

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Figure 15.3 Seating and fastening, rigidly mounted Wärtsilä 50DF in-line engine on steel chocks (1V69L1651)

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Figure 15.4 Seating and fastening, rigidly mounted Wärtsilä 50DF V-engine on steel chocks (1V69L1659)

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Figure 15.5 Seating and fastening, rigidly mounted Wärtsilä 50DF in-line engine on resin chocks (1V69L0082)

Figure 15.6 Seating and fastening, rigidly mounted Wärtsilä 50DF V-engine on resin chocks (1V69L0083)

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Figure 15.7 Seating and fastening, rigidly mounted Wärtsilä 50DF in-line engine on resin chocks (1V69L0082)

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Figure 15.8 Seating and fastening, rigidly mounted Wärtsilä 50DF V-engine on resin chocks (1V69L0083)

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15.3.2 Resilient mounting

In order to reduce vibrations and structure borne noise, engines may be resiliently mounted on rubber ele-
ments.
The engine block is so rigid that no intermediate base frame is required. Rubber mounts are fixed to the
engine feet by means of a fixing rail. The advantage of vertical type mounting is ease of alignment.
Typical material of the flexible elements is natural rubber, which has superior vibration technical properties,
but unfortunately is prone to damage by mineral oil. The rubber mounts are protected against dripping and
splashing by means of covers.
A machining tool for machining of the top plate under the resilient or rubber element can be supplied by
Wärtsilä.
Figure 15.9 Seating and fastening flexibly mounted Wärtsilä 50DF in-line engine (DAAE001883)

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Figure 15.10 Seating and fastening flexibly mounted Wärtsilä 50DF V-engine (DAAE001882)

The machining tool permits a maximum distance of 85mm between the fixing rail and the top plate.
The brackets of the side and end buffers are welded to the foundation.
Due to the soft mounting the engine will move when passing resonance speeds at start and stop. Typical
amplitudes are +/- 1mm at the crankshaft centre and +/- 5mm at top of the engine. The torque reaction
will cause a displacement of the engine of up to 1.5mm at the crankshaft centre and 10 mm at the turbochar-
ger outlet. Furthermore the creep and thermal expansion of the rubber mounts have to be considered when
installing and aligning the engine.

15.4 Flexible pipe connections

When the engine is resiliently installed, all connections must be flexible and no grating nor ladders may be
fixed to the engine. Especially the connection to the turbocharger must be arranged so that the above
mentioned displacements can be absorbed. When installing the flexible pipe connections, unnecessary
bending or stretching should be avoided. The external pipe must be precisely aligned to the fitting or flange
on the engine.
The pipe clamps for the pipe outside the flexible connection must be very rigid and welded to the steel
structure of the foundation to prevent vibrations, which could damage the flexible connection.
See the chapter Piping design, treatment and installation for more detailed information.

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16. Vibration and noise

16. Vibration and noise

16.1 General
Dynamic forces and moments caused by the engine appear from the table. Due to manufacturing tolerances
some variation of these values may occur.
Figure 16.1 Coordinate system of the external torques

16.2 External forces and couples

Some cylinder numbers have external couples. On cargo ships, the frequency of the lowest hull girder vi-
bration modes are far below the 1st order. The higher modes are unlikely to be excited due to the absence
of or low magnitude of the external couples, and the location of the engine in relation to nodes and antinodes
is therefore not so critical.
The ship designer should avoid natural frequencies of decks, bulkheads, double bottom and other structures
to avoid excessive vibration at major engine excitation frequencies, including the first order.

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Table 16.1 External forces

Engine Speed Frequency FY FZ Frequency FY FZ Frequency FY FZ
[rpm] [Hz] [kN] [kN] [Hz] [kN] [kN] [Hz] [kN] [kN]
Wärtsilä 8L50DF 500 8.3 – – 16.7 – – 33.3 – 8.3
514 8.6 – – 17.1 – – 34.3 – 8.8
Wärtsilä 16V50DF 500 8.3 – – 16.7 – – 33.3 6.4 –
514 8.6 – – 17.1 – – 34.3 6.7 –
– forces are zero or insignificant

On ships with narrow superstructures ( like on container ships ) the ship designer should avoid superstructure
natural frequencies close to the excitation frequencies. A response analysis of the hull and the superstructure
should be done. At the request of the customer, Wärtsilä can provide an estimation of first order forces
transmitted through the elastic or rigid mounting.
Table 16.2 External couples
Engine Speed Frequency MY MZ Frequency MY MZ Frequency MY MZ
[rpm] [Hz] [kNm] [kNm] [Hz] [kNm] [kNm] [Hz] [kNm] [kNm]
Wärtsilä 9L50DF 500 8.3 – – 16.7 84.0 – 33.3 4.2 –
514 8.6 – – 17.1 88.8 – 34.3 4.5 –
Wärtsilä 16V50DF 500 8.3 304.6 304.5 16.7 147.3 61.0 33.3 – 4.4
514 8.6 321.9 321.9 17.1 155.6 64.5 34.3 – 4.6
– couples are zero or insignificant

16.3 Torque variations

Table 16.3 Torque variations

Engine Speed Frequency MX Frequency MX Frequency MX

[rpm] [Hz] [kNm] [Hz] [kNm] [Hz] [kNm]
Wärtsilä 6L50DF 500 25.0 66.9 50.0 46.4 75.0 14.4
514 25.7 56.6 51.4 45.2 77.1 14.0
Wärtsilä 6L50DF 500 25.0 80.0 50.0 10.4 75.0 2.5
idle 514 25.7 87.7 51.4 10.2 77.1 2.4
Wärtsilä 8L50DF 500 33.3 145.9 66.7 26.8 100.0 8.3
514 34.3 141.1 68.5 26.1 102.8 8.1
Wärtsilä 9L50DF 500 37.5 136.9 75.0 21.6 112.5 6.6
514 38.6 133.2 77.1 21.0 115.7 6.4
Wärtsilä 12V50DF 500 25.0 51.2 50.0 65.6 75.0 26.5
514 25.7 43.3 51.4 63.9 77.1 25.8
Wärtsilä 12V50DF 500 25.0 61.2 50.0 14.7 75.0 4.5
idle 514 25.7 67.1 51.4 14.3 77.1 4.4
Wärtsilä 16V50DF 500 33.3 - 66.7 53.6 133.3 6.1
514 34.3 - 68.5 52.2 137.1 5.9
Wärtsilä 18V50DF 500 37.5 268.5 75.0 39.8 112.5 10.9
alternating firing order 514 38.6 261.2 77.1 38.7 115.7 10.7
- couple are zero or insignificant

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16. Vibration and noise

16.4 Structure borne noise

Figure 16.2 Typical structure borne noise levels (4V92F0089)

16.5 Air borne noise

The airborne noise of the engine is measured as a sound power level according to ISO 9614-2. The results
are presented with A-weighing in octave bands, reference level 1 pW.
Figure 16.3 Sound power levels of a Wärtsilä 50DF engine (gas operation)

90% of the values measured on production engines are under these figures.
Corresponding sound pressure level for the Wärtsilä 50DF engine is 107 dB(A) when reverberation time in
the engine room is 1.5 seconds.

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17. Power transmission

17. Power transmission

17.1 Flexible coupling
The power transmission of propulsion engines is accomplished through a flexible coupling or a combined
flexible coupling and clutch mounted on the flywheel. The crankshaft is equipped with an additional shield
bearing at the flywheel end. Therefore also a rather heavy coupling can be mounted on the flywheel without
intermediate bearings.
The type of flexible coupling to be used has to be decided separately in each case on the basis of the tor-
sional vibration calculations.
In case of two bearing type generator installations a flexible coupling between the engine and the generator
is required.

17.2 Input data for torsional vibration calculations

A torsional vibration calculation is made for each installation. For this purpose exact data of the generator
is required. See the list below.

17.2.1 Data of main generator or shaft generator

A mass-elastic diagram or an generator shaft drawing showing:
• Generator output, speed and sense of rotation
• Mass moment of inertia of all rotating parts or a total inertia value of the rotor, including the shaft
• Torsional stiffness or dimensions of the shaft
• Material of the shaft including tensile strength and modulus of rigidity
• Drawing number of the diagram or drawing

17.2.2 Data of flexible coupling

If a certain make of flexible coupling has to be used, the following data of it must be informed:
• Mass moment of inertia of all parts of the coupling
• Number of flexible elements
• Linear, progressive or degressive torsional stiffness per element
• Dynamic magnification or relative damping
• Nominal torque, permissible vibratory torque and permissible power loss
• Drawing of the coupling showing make, type and drawing number

17.3 Turning gear

The engine is equipped with an electrical driven turning gear, capable of turning the generator in most in-
stallations.

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18. Engine room layout

18. Engine room layout

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

18.1.1 In-line engines

Figure 18.1 Crankshaft distances, in-line engines (3V69C0320a)

Engine type A [mm]

Wärtsilä 6L50DF 3500
Wärtsilä 8L50DF 3700
Wärtsilä 9L50DF 3700

18.1.2 V-engines
Figure 18.2 Crankshaft distances, V-engines (3V69C0319a)

Minimum Recommended
Engine type A B A B
Wärtsilä 12V50DF 4700 200 4900 500
Wärtsilä 16V50DF 4700 200 4900 500
Wärtsilä 18V50DF 4700 200 4900 500

[All dimensions are in mm]

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18. Engine room layout

Wärtsilä 12V, 16V and 18V50DF

The required crankshaft distance for the basic engine (except turbochargers and charge air coolers) is 4700
mm. This distance is also sufficient for dismantling of turbochargers and charge air coolers, if the turbochar-
gers are in different ends (which, however, cannot always be recommended, as it may lead to complications
with the lifting arrangements with a common bridge crane).

Wärtsilä 12V50DF
A crankshaft distance of 4700 mm is automatically sufficient for dismantling of turbochargers and charge
air coolers.

Wärtsilä 16V and 18V50DF

The turbochargers require a minimum crankshaft distance of 4700 mm, to obtain a minimum of 200 mm
between the turbochargers. However, a crankshaft distance of 5000 mm is recommended, to obtain a
minimum of 500 mm between the turbochargers, offering an ample space for turbocharger overhaul, and
permitting walking between the turbochargers.

18.2 Space requirements for maintenance

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

Service space requirement

Figure 18.3 Sevice space requirement in-line engine (3V69C0192b)

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18. Engine room layout

Figure 18.4 Service space requirement V-engine (3V69C0193b)

Minimum overhauling heights Wärtsilä L50DF Minimum overhauling heights Wärtsilä V50DF
1. Overhauling along the engine CL (vertical position) 1. Overhauling sidewards
a) over the valve gear covers a) over fuel oil pipes
b) valve gear covers removed b) over insulation box
2. Overhauling sidewards (vertical position) 2. Overhauling along the engine CL
a) over the fuel oil pipes a) over the valve gear covers
b) cover of fuel oil pipes removed b) valve gear covers removed
c) fuel oil pipes removed
d) over insulation box
3. Overhauling along the engine (horizontal position) 3. Overhauling along the CL (horizontal position)
a) over the valve gear covers a) over the valve gear covers
b) valve gear covers removed b) valve gear covers removed

[All dimensions are in mm]

18.2.2 Engine room height and lifting equipment

It is essential for efficient and safe working conditions that the lifting equipment are applicable for the job
and that they are correctly dimensioned and located.
The required engine room height depends on space reservation of the lifting equipment and also on the
lifting and transportation arrangement. The minimum engine room height can be achieved if there is enough
transversal and longitudinal space, so that there is no need to transport parts over insulation box or rocker
arm covers.
Separate lifting arrangement for overhauling turbocharger is required (unless overhead travelling crane,
which also covers the turbocharger is used). Turbocharger lifting arrangement is usually best handled with
a chain block on a rail located above the turbocharger axis.

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18. Engine room layout

18.2.3 Platforms
Figure 18.5 Maintenance platforms, in-line engine

Figure 18.6 Maintenance platforms, V-engine

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18. Engine room layout

18.3 Handling of spare parts and tools

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

18.4 Required deck area for service work

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

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19. Transport dimensions and weights

19. Transport dimensions and weights

19.1 Lifting of engines
Figure 19.1 Lifting of rigidly mounted in-line engines (4V83D0212c)

X Y H Weights without flywheel [ton]

[mm] [mm] [mm] Engine Lifting Transport Total weight
Engine type device cradle
Wärtsilä 6L50DF 8115 1600 5510 96 3.5 6.5 106
Wärtsilä 8L50DF 9950 1860 5510 128 3.5 6.5 138
Wärtsilä 9L50DF 10800 1860 5675 148 3.5 9.5 161

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19. Transport dimensions and weights

Figure 19.2 Lifting of flexibly mounted in-line engines (4V83D0211c)

X Y H Weights without flywheel [ton]

[mm] [mm] [mm] Engine Fixing rails Lifting Transport Total weight
Engine type device cradle
Wärtsilä 6L50DF 8115 1600 5650 96 4.0 3.5 6.5 110
Wärtsilä 8L50DF 9950 1860 5650 128 5.0 3.5 6.5 143
Wärtsilä 9L50DF 10800 1860 5815 148 5.0 3.5 9.5 166

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19. Transport dimensions and weights

Figure 19.3 Lifting of rigidly mounted V-engines (4V83D0248a)

X Weights without flywheel [ton]

Engine type [mm] Engine Lifting device Transport cradle Total weight
Wärtsilä 12V50DF 10465 175 3.5 9.5 188
Wärtsilä 16V50DF 12665 220 3.5 9.5 233
Wärtsilä 18V50DF 13727 240 3.5 9.5 253

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19. Transport dimensions and weights

Figure 19.4 Lifting of flexibly mounted V-engines (4V83D0249a)

X Weights without flywheel [ton]

Engine type [mm] Engine Fixing rails Lifting device Transport cradle Total weight
Wärtsilä 12V50DF 10465 175 5.0 3.5 9.5 193
Wärtsilä 16V50DF 12665 220 7.0 3.5 9.5 240
Wärtsilä 18V50DF 13727 240 7.0 3.5 9.5 260

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19. Transport dimensions and weights

19.2 Engine components

Figure 19.5 Turbocharger (3V92L1224b)

A B C D E F G Weight, Weight,
[mm] [mm] [mm] [mm] [mm] [mm] complete rotor block
Engine type Turbocharger [kg] cartridge [kg]
Wärtsilä 6L50DF NA 357 1874 1024 545 524 525 510 DN 450 1460 270
Wärtsilä 6L50DF TPL 73 2190 1200 630 650 580 620 DN 500 2280 550
Wärtsilä 8L50DF TPL 73 2190 1200 630 650 580 620 DN 600 2280 550
Wärtsilä 9L50DF TPL 77 2650 1420 750 770 680 730 DN 700 3510 870
Wärtsilä 12V50DF NA 357 1874 1024 545 524 525 510 DN 450 1460 270
Wärtsilä 12V50DF TPL 73 2190 1200 630 650 580 620 DN 600 2280 550
Wärtsilä 16V50DF TPL 73 2190 1200 630 650 580 620 DN 600 2280 550
Wärtsilä 18V50DF TPL 73 2190 1200 630 650 580 620 DN 600 2280 550

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19. Transport dimensions and weights

Figure 19.6 Charge air cooler inserts (3V92L1063)

C D E Weight
Engine type [mm] [mm] [mm] [kg]
Wärtsilä 6L50DF 1650 745 640 985
Wärtsilä 8L50DF 1650 955 640 1190
Wärtsilä 9L50DF 1650 955 640 1190
Wärtsilä 12V50DF 1330 790 615 610
Wärtsilä 16V50DF 1330 790 615 610
Wärtsilä 18V50DF 1430 930 685 830

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19. Transport dimensions and weights

Figure 19.7 Major spare parts (4V92L1476)

Item Description Weight [kg]

1. Piston 255
2. Gudgeon pin 110
3. Connecting rod, upper part 280
Connecting rod, lower part 460
4. Cylinder head 1250
5. Cylinder liner 950

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19. Transport dimensions and weights

Figure 19.8 Major spare parts (4V92L1477)

Item Description Weight [kg]

6. Injection pump 100
7. Valve 10
8. Injection valve 20
9. Starting air valve 25
10. Main bearing shell 15
11. Main bearing screw 60
12. Cylinder head screw 80

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19. Transport dimensions and weights

Figure 19.9 Major spare parts (4V92L0931a)

Item Description Weight [kg]

13. Split gear wheel 360
14. Camshaft gear wheel 685
15. Bigger intermediate wheel 685
16. Smaller intermediate wheel 550

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20. ANNEX

20. ANNEX
20.1 Unit conversion tables
The tables below will help you to convert units used in this project guide to other units. Where the conversion
factor is not accurate a suitable number of decimals have been used.
Table 20.1 Length conversion factors Table 20.2 Mass conversion factors

Convert from To Multiply by Convert from To Multiply by

mm in 0.0394 kg lb 2.205
mm ft 0.00328 kg oz 35.274

Table 20.3 Pressure conversion factors Table 20.4 Volume conversion factors

Convert from To Multiply by Convert from To Multiply by

kPa psi (lbf/in2) 0.145 m3 in3 61023.744
kPa lbf/ft2 20.885 m3 ft3 35.315
kPa inch H2O 4.015 m3 Imperial gallon 219.969
kPa foot H2O 0.335 m3 US gallon 264.172
kPa mm H2O 101.972 m3 l (litre) 1000

Table 20.5 Power conversion factors Table 20.6 Moment of inertia and torque conversion factors

Convert from To Multiply by Convert from To Multiply by

kW hp (metric) 1.360 kgm2 lbft2 23.730
kW US hp 1.341 kNm lbf ft 737.562

Table 20.7 Fuel consumption conversion factors Table 20.8 Flow conversion factors

Convert from To Multiply by Convert from To Multiply by

g/kWh g/hph 0.736 m3/h (liquid) US gallon/min 4.403
g/kWh lb/hph 0.00162 m3/h (gas) ft3/min 0.586

Table 20.9 Temperature conversion factors Table 20.10 Density conversion factors

Convert from To Calculate Convert from To Multiply by

°C F F = 9/5 *C + 32 kg/m3 lb/US gallon 0.00834
°C K K = C + 273.15 kg/m3 lb/Imperial gallon 0.01002
kg/m3 lb/ft3 0.0624

20.1.1 Prefix
Table 20.11 The most common prefix multipliers
Name Symbol Factor
tera T 1012
giga G 109
mega M 106
kilo k 103
milli m 10-3
micro μ 10-6
nano n 10-9

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20. ANNEX

20.2 Collection of drawing symbols used in drawings

Figure 20.1 List of symbols (DAAE000806b)

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 06.2007 / Bock´s Office / Multiprint
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