Marine Installation Manual: Issue 2020-06

Marine Installation Manual
X35-B
Issue 2020-06
© 2020 Winterthur Gas & Diesel Ltd. — All rights reserved
No part of this publication may be reproduced or copied in any form or by any means (electronic, mechanical, graphic, photo-
copying, recording, taping or other information retrieval systems) without the prior written permission of the copyright holder.
Winterthur Gas & Diesel Ltd. makes no representation, warranty (express or implied) in this publication and assumes no re-
sponsibility for the correctness, errors or omissions of information contained herein. Information in this publication is subject
to change without notice.
NO LIABILITY, WHETHER DIRECT, INDIRECT, SPECIAL, INCIDENTAL OR CONSEQUENTIAL, IS ASSUMED WITH

RESPECT TO THE INFORMATION CONTAINED HEREIN. THIS PUBLICATION IS INTENDED FOR INFORMATION
PURPOSES ONLY.
List of Changes
X35-B
List of Changes
The following table reflects the changes and updates to the contents of this document.
Minor changes in layout or language are not taken into consideration.
Revision: 01 Date of issue: 2020-06

Location of change Subject
Preface
Introduction WinGD MDO/MGO definition clarified
Marine Installation Drawing Set Remark added to DG 9730
1 Engine Description
— Introduction Fuel specification changed from ‘MDO’ to ‘MGO’
— WinGD Engine Control System Engine Control System ‘UNIC’: trade name changed to function name
1.2 Primary engine data Table 1-2: - BSFC for R1, R2 changed
- MEP for R2, R4 changed
1.3 Components and sizes of the engine

Design features This section removed, overview table added on page 1-1 instead
1.4 Engine tuning Section renamed, updated and restructured
1.5 The Flex system Figure 1-10, Engine Control System ‘UNIC’: trade name changed to function name
2.2.4 Power range

Light running margin (LR) Section rewritten
2.2.5 Power range limits Section rewritten and updated
2.2.6 Power range limits with ME driven generator for FPP Section title changed; section rewritten and updated
2.2.7 Prohibited operation area Section title changed; section rewritten and updated
2.2.8 CPP requirements for Propulsion Control System New section added with updated content from former section 2.2.7
2.5 Electrical power requirement Table 2-4, Engine Control System ‘UNIC’: trade name changed to function name
3.1 Dimensions and masses Table 3-1: bridge crane capacity updated; double-jib crane capacity added
New paragraph replaces former table 3-2
3.5.1 Assembly of subassemblies Note added
3.9.2 Earthing device

Position of earthing device on shaft Note added
4.2 Cooling water system Whole section restructured; content updated
4.3.2 Main lubricating oil system Detailed description of crosshead bearing lubrication added
4.4 Fuel oil system Section partly revised
4.5.2 System specification

Starting air compressors Delivery gauge pressure defined more precisely
Starting air receivers Working gauge pressure defined more precisely
4.8 Engine room ventilation Whole section restructured; content updated
4.10 PTO, PTI, PTH and primary generator applications Whole section updated
5 Engine Automation
Whole chapter Engine Control System ‘UNIC’: trade name changed to function name
5.4 Propulsion Control Systems Table 5-1 updated
Marine Installation Manual 2020-06 1

List of Changes
X35-B
Revision: 01 Date of issue: 2020-06

5.4.2 Recommended manoeuvring characteristics
Introduction Paragraph added
FPP manoeuvring steps and warm-up times Figure 5-6 added
CPP manoeuvring steps and warm-up time Figure 5-7 added
5.6 Alarm sensors and safety functions Section rewritten
5.7 WinGD Integrated Digital Expert New section added
6 Engine Dynamics Whole chapter restructured; content updated
7.2 Engine noise Introduction updated
9.1 Classification societies Table 9-1: footnote removed
9.2 List of acronyms Updated
Revision: -- Date of issue: 2018-11

Entire document The present Marine Installation Manual (MIM) is published in a completely new version
with a new layout.
It supersedes former MIM version ‘a2’ dated 28 February 2017.
All future changes and updates (revisions) will be tracked and described based on the
present Manual.
Marine Installation Manual 2020-06 2

Table of Contents
X35-B
Table of Contents
List of Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-1
0 Preface . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-1
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-1
Marine Installation Drawing Set . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-2
Explanation of symbols used in this manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-3
1 Engine Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

1.1 Power/speed range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
1.2 Primary engine data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
1.3 Components and sizes of the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
1.4 Engine tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
1.4.1 BSFC and NOx emission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6
1.4.2 Standard tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
1.4.3 Delta tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
1.4.4 Delta bypass tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
Exhaust gas waste gate. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
Exhaust gas temperature. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9
Steam production. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9
1.4.5 Low load tuning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-10
1.4.6 Steam production control (SPC) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-10
1.4.7 Low torsional vibration tuning (LowTV) . . . . . . . . . . . . . . . . . . . . . . . . 1-11
1.4.8 Tuning for de-rated engines. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
1.4.9 Dual tuning. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-13
1.5 The Flex system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-14
2 General Engine Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1

2.1 Pressure and temperature ranges . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.2 Engine rating field and power range . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2.2.1 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2.2.2 Engine rating field . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
Rating points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2.2.3 Propeller diameter and influence of propeller revolutions . . . . . . . . . . 2-3
2.2.4 Power range. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Propeller curves and operational points. . . . . . . . . . . . . . . . . . . . . . . . 2-4
Sea trial power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Sea margin (SM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Light running margin (LR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
Continuous service rating (CSR) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
Engine margin (EM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
Contracted maximum continuous rating (CMCR) . . . . . . . . . . . . . . . . 2-6
2.2.5 Power range limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
2.2.6 Power range limits with main-engine driven generator for FPP. . . . . . 2-10
PTO incorporation of Method 1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
PTO incorporation of Method 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12
2.2.7 Prohibited operation area. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Prohibited operation area for different speed rated engines . . . . . . . . 2-15
2.2.8 CPP requirements for Propulsion Control System. . . . . . . . . . . . . . . . 2-18
2.3 Operating conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
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2.3.1 Reference conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19

2.3.2 Design conditions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19
2.4 Ancillary system design parameters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20
2.5 Electrical power requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-21
2.6 GTD - General Technical Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
3 Engine Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1

3.1 Dimensions and masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
3.1.1 Dismantling heights for piston and cylinder liner . . . . . . . . . . . . . . . . . 3-2
3.1.2 Crane requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
3.1.3 Thermal expansion at turbocharger expansion joints . . . . . . . . . . . . . 3-3
3.1.4 Content of fluids in the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
3.2 Engine outline views . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-5
3.3 Platform arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
3.3.1 Drawings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
3.3.2 Minimum requirements for escape routes . . . . . . . . . . . . . . . . . . . . . . 3-6
3.4 Seating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-7
3.5 Assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
3.5.1 Assembly of subassemblies. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-8
3.5.2 Installation of a complete engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
3.5.3 Installation of an engine from assembled subassemblies . . . . . . . . . . 3-9
3.5.4 Installation of an engine in ship on slipway . . . . . . . . . . . . . . . . . . . . . 3-9
3.6 Engine and shaft alignment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
3.6.1 Instructions and limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
3.6.2 Tools . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
3.7 Engine coupling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
3.7.1 Design . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
3.7.2 Machining and fitting of coupling bolts . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
3.7.3 Tightening . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
3.7.4 Installation drawing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
3.8 Engine stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
3.9 Propulsion shaft earthing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
3.9.1 Preventive action . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
3.9.2 Earthing device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
3.10 Fire protection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-16
4 Ancillary Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1

4.1 Twin-engine installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
4.2 Cooling water system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
4.2.1 Low-temperature circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
Low-temperature circuit components. . . . . . . . . . . . . . . . . . . . . . . . . . 4-7
4.2.2 High-temperature circuit. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
High-temperature circuit components . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
4.2.3 Cooling water treatment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
4.2.4 General recommendations for design . . . . . . . . . . . . . . . . . . . . . . . . . 4-13
4.2.5 Freshwater generator. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-13
4.2.6 Pre-heating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-14
Pre-heating from cooling water systems . . . . . . . . . . . . . . . . . . . . . . . 4-14
Pre-heating by direct water circulation. . . . . . . . . . . . . . . . . . . . . . . . . 4-14
4.3 Lubricating oil systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-16
4.3.1 Lubricating oil requirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-16
4.3.2 Main lubricating oil system. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-16
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Main lubricating oil system components . . . . . . . . . . . . . . . . . . . . . . . 4-17

System oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-19
4.3.3 Flushing the lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-20
4.3.4 Lubrication for turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-20
4.3.5 Cylinder lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-20
Service tank and storage tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-21
Electrical trace heating for cylinder lubricating oil piping . . . . . . . . . . . 4-21
4.3.6 Maintenance and treatment of lubricating oil . . . . . . . . . . . . . . . . . . . . 4-22
4.3.7 Drain tank. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-23
4.4 Fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-28
4.4.1 Fuel oil system components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-28
Feed pump — Low-pressure fuel oil . . . . . . . . . . . . . . . . . . . . . . . . . . 4-29
Pressure regulating valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-30
Mixing unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-30
Booster pump — High-pressure fuel oil . . . . . . . . . . . . . . . . . . . . . . . . 4-32
End-heater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-32
Viscometer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-33
MDO/MGO heat exchanger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-33
Fuel oil filters — Arrangement ‘A’ . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-34
Fuel oil filter — Arrangement ‘B’ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-39
4.4.2 Flushing the fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-39
4.4.3 Fuel oil treatment . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-40
Settling tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-40
Service tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-40
Centrifugal fuel oil separators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-40
4.4.4 Pressurised fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-42
4.4.5 Fuel oil specification. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-42
4.4.6 Fuel oil viscosity-temperature dependency . . . . . . . . . . . . . . . . . . . . . 4-43
4.5 Starting and control air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-44
4.5.1 Capacities of air compressor and receiver. . . . . . . . . . . . . . . . . . . . . . 4-45
4.5.2 System specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-45
Starting air compressors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-45
Starting air receivers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-45
4.5.3 Control air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-46
4.5.4 Service and working air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-46
4.6 Leakage collection system and washing devices . . . . . . . . . . . . . . . . . . . 4-47
4.6.1 Draining of exhaust uptakes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-48
4.6.2 Air vents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-48
4.7 Exhaust gas system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-49
4.8 Engine room ventilation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-50
4.8.1 Ventilation requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-50
4.8.2 Ventilation arrangement. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-51
Arrangement 1 — Engine room ventilation system . . . . . . . . . . . . . . . 4-52
Arrangement 2 — Direct engine ventilation system. . . . . . . . . . . . . . . 4-53
4.8.3 Air intake quality. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-54
4.8.4 Outside ambient air temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-56
4.9 Piping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-57
4.9.1 Pipe connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-57
4.9.2 Flow rates and velocities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-57
4.10 PTO, PTI, PTH and primary generator applications . . . . . . . . . . . . . . . . . 4-58
4.10.1 Requirements. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-58
4.10.2 Arrangements for PTO, PTI, PTH and primary generator . . . . . . . . . . 4-58
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4.10.3 Application constraints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-60

4.10.4 Service conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-62
5 Engine Automation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1

5.1 DENIS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5.2 DENIS concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
5.2.1 Interface definition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
5.2.2 Approved Propulsion Control Systems . . . . . . . . . . . . . . . . . . . . . . . . 5-2
5.3 DENIS Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
5.3.1 DENIS Interface Specification . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
5.3.2 DENIS Propulsion Control Specification . . . . . . . . . . . . . . . . . . . . . . . 5-3
5.4 Propulsion Control Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
5.4.1 PCS functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
Remote Control System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
Safety System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
Telegraph System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
Local manual control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
ECR manual control panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
Options. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
5.4.2 Recommended manoeuvring characteristics. . . . . . . . . . . . . . . . . . . . 5-8
5.5 Alarm and Monitoring System. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
5.5.1 Integrated solution . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
5.5.2 Split solution. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
5.6 Alarm sensors and safety functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
5.6.1 Signal processing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
5.6.2 Requirements from WinGD and classification societies . . . . . . . . . . . 5-12
5.7 WinGD Integrated Digital Expert . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
5.7.1 Data Collection and Monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
5.7.2 Engine Diagnostic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-14
5.7.3 WiDE installation process . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15
6 Engine Dynamics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1

6.1 External mass forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
6.1.1 Balancing of mass forces and moments . . . . . . . . . . . . . . . . . . . . . . . 6-2
6.1.2 Countermeasure for second order vertical mass moments . . . . . . . . . 6-3
Electrically driven compensator (external compensator) . . . . . . . . . . . 6-3
Power related unbalance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
6.2 External lateral forces and moments . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
6.2.1 Lateral vibration types . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
H-type vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
X-type vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
6.2.2 Reduction of lateral vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
Lateral hydraulic stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
Electrically driven compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-8
6.3 Longitudinal vibration (pitching) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
Reduction of longitudinal vibration (5-cylinder engines) . . . . . . . . . . . . . . 6-9
6.4 Torsional vibration. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
6.4.1 Reduction of torsional vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-11
Low-energy vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
High-energy vibrations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-12
6.4.2 PTO/PTI systems effect on torsional vibration . . . . . . . . . . . . . . . . . . 6-13
6.5 Axial vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
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X35-B
Reduction of axial vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14

6.6 Whirling vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-15
6.7 Hull vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
6.8 Countermeasures for dynamic effects . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-17
6.8.1 External mass moments and vibrations . . . . . . . . . . . . . . . . . . . . . . . . 6-17
6.8.2 Synchro-Phasing System in twin engines . . . . . . . . . . . . . . . . . . . . . . 6-18
Concept . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-18
Components and control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-19
Operating modes and restrictions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-20
6.9 Order forms for vibration calculation & simulation. . . . . . . . . . . . . . . . . . . 6-21
7 Engine Emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1

7.1 Exhaust gas emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
7.1.1 Regulation regarding NOx emissions . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
7.1.2 Selective catalytic reduction. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Low-pressure SCR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
7.2 Engine noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
7.2.1 Air-borne noise. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
7.2.2 Exhaust noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
7.2.3 Structure-borne noise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
8 Engine Dispatch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1

8.1 Engines to be transported as part assemblies . . . . . . . . . . . . . . . . . . . . . 8-1
8.2 Protection of disassembled engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
8.3 Removal of rust preventing oils after transport . . . . . . . . . . . . . . . . . . . . . 8-1
8.3.1 Internal parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
8.3.2 External parts. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
9 Appendix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
9.1 Classification societies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
9.2 List of acronyms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
9.3 SI dimensions for internal combustion engines . . . . . . . . . . . . . . . . . . . . 9-4
9.4 Approximate conversion factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
Marine Installation Manual 2020-05 v

List of Tables
X35-B
List of Tables
1-1 Principal engine features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1-2 Rating points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
1-3 Overall sizes and masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
1-4 Available tuning options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
2-1 Line 5 coefficients . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
2-2 Line 6 coefficients . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
2-3 Line 10 coefficients . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
2-4 Electrical power requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-21
3-1 Engine dimensions and masses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
3-2 Fluid quantities in the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
3-3 Recommended quantities of fire extinguishing medium . . . . . . . . . . . . . . 3-16
4-1 Common and independent systems in twin-engine installations . . . . . . . 4-2
4-2 Recommended parameters for raw water . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12
4-3 Minimum inclination angles for full operability of the engine (1) . . . . . . . 4-25
4-6 Specification of automatic self-cleaning filter in feed system. . . . . . . . . . 4-36
4-7 Specification of automatic self-cleaning filter in booster system . . . . . . . 4-37
4-8 Specification of duplex filter in booster system . . . . . . . . . . . . . . . . . . . . . 4-38
4-9 Control air flow capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-46
4-10 Guidance for air filtration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-54
4-11 PTO/PTI/PTH arrangements for X35-B . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-60
4-12 Possible options for X35-B . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-60
4-13 Influence of options on engineering . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-61
5-1 Suppliers of Remote Control Systems. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-4
5-2 Recommended manoeuvring steps and warm-up times for FPP . . . . . . . 5-9
5-3 Recommended manoeuvring steps and warm-up times for CPP . . . . . . 5-10
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List of Tables
X35-B
5-4 Additional Class requirements for alarm sensors and safety functions . 5-12
6-1 Countermeasures for external mass moments. . . . . . . . . . . . . . . . . . . . . . 6-17
6-2 Countermeasures for lateral and longitudinal vibrations . . . . . . . . . . . . . 6-17
6-3 Countermeasures for torsional and axial vibrations of the shafting . . . . 6-17
9-1 List of classification societies . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
9-2 List of acronyms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
9-3 SI dimensions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4
9-4 Conversion factors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-6
Marine Installation Manual 2020-05 vii

List of Figures
X35-B
List of Figures
1-1 Power /speed range of WinGD diesel engines . . . . . . . . . . . . . . . . . . . . . . 1-2
1-2 Cross section . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4
1-3 Typical BSFC curves in relation to engine power. . . . . . . . . . . . . . . . . . . . 1-6
1-4 Steam production power diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
1-5 Functional principle of an exhaust gas waste gate . . . . . . . . . . . . . . . . . . 1-8
1-6 Exhaust gas temperature increase with DBT . . . . . . . . . . . . . . . . . . . . . . . 1-9
1-7 Steam production of Delta bypass tuning with variable bypass . . . . . . . . 1-11
1-8 Vibration amplitudes - Achievements with default LowTV tuning . . . . . . 1-12
1-9 Application area for tuning options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
1-10 Flex system parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-14
2-1 Rating field for X35-B. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2-2 Propeller curves and operational points . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
2-3 Power range limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
2-4 Power range diagram of an engine with main-engine driven generator. . 2-10
2-5 Power range limits for PTO operation — Method 1 . . . . . . . . . . . . . . . . . . 2-11
2-6 Power range limits for PTO operation — Method 2 . . . . . . . . . . . . . . . . . . 2-12
2-7 Prohibited engine operation area (CMCR speed = R1—R2) . . . . . . . . . . . 2-13
2-8 Calculating prohibited operation area for CMCR speed . . . . . . . . . . . . . . 2-15
2-9 Prohibited engine operation area (CMCR speed = 85% of R1—R2) . . . . . 2-16
2-10 Prohibited engine operation area (CMCR speed = R3—R4) . . . . . . . . . . . 2-17
3-1 Engine dimensions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
3-2 Thermal expansion, dim. X, Y, Z . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
3-3 Minimum requirements for headroom . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
3-4 Typical shaft earthing arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
3-5 Typical shaft earthing with condition monitoring facility . . . . . . . . . . . . . 3-15
4-1 LT cooling water system for twin-engine installation . . . . . . . . . . . . . . . . 4-3
4-2 Cylinder LO system for twin-engine installation. . . . . . . . . . . . . . . . . . . . . 4-4
Marine Installation Manual 2020-05 viii

List of Figures
X35-B
4-3 Interfacing of LT and HT cooling circuits . . . . . . . . . . . . . . . . . . . . . . . . . . 4-5
4-4 LT cooling water circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-6
4-5 HT cooling water circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-9
4-6 Pre-heating power requirement per cylinder. . . . . . . . . . . . . . . . . . . . . . . . 4-15
4-7 Lubricating oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-17
4-8 Dimensioning and filling process of lubricating oil drain tank . . . . . . . . . 4-23
4-9 Arrangement of vertical lubricating oil drains for 6-cylinder engines . . . 4-24
4-10 Fuel oil system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-28
4-11 Mixing unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-31
4-12 Mesh size difference between absolute and nominal. . . . . . . . . . . . . . . . . 4-34
4-13 Fuel oil filter arrangement ‘A’ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-35
4-14 Fuel oil filter arrangement ‘B’ . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-39
4-15 Fuel oil viscosity-temperature diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-43
4-16 Starting and control air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-44
4-17 Sludge oil trap . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-47
4-18 Arrangement of automatic water drain . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-48
4-19 Determination of exhaust pipe diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-49
4-20 Ventilation system arrangement 1 — Engine room ventilation system . . 4-52
4-21 Ventilation system arrangement 2 — Direct engine ventilation system. . 4-53
4-22 Air filter size (example for 8-cyl. engine) . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-55
4-23 Arrangements for PTO, PTI, PTH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-59
4-24 FPP with mandatory frequency converter . . . . . . . . . . . . . . . . . . . . . . . . . . 4-62
4-25 CPP in combination with an optional frequency converter . . . . . . . . . . . . 4-63
4-26 CPP in constant speed operation without frequency converter . . . . . . . . 4-63
4-27 CPP with two fixed operation speeds without frequency converter . . . . . 4-64
5-1 Engine automation architecture . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1
5-2 Engine management and automation concept . . . . . . . . . . . . . . . . . . . . . . 5-2
5-3 Remote Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-5
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List of Figures
X35-B
5-4 Propulsion Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
5-5 Manoeuvring speed/power settings for FPP/CPP installations . . . . . . . . 5-8
5-6 Full sea load steps in FPP load-up program . . . . . . . . . . . . . . . . . . . . . . . . 5-9
5-7 Full sea load steps in CPP load-up program. . . . . . . . . . . . . . . . . . . . . . . . 5-10
5-8 WiDE system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-13
5-9 WiDE installation process map. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-15
6-1 External mass forces and moments. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
6-2 Locating an electrically driven compensator . . . . . . . . . . . . . . . . . . . . . . . 6-3
6-3 Forces through the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
6-4 Lateral vibration — X-type and H-type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-6
6-5 General arrangement of hydraulic stays for one-side installation . . . . . . 6-7
6-6 General arrangement of hydraulic stays for both-side installation . . . . . 6-8
6-7 Arrangement of longitudinal stays . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
6-8 Vibration dampers (spring type and viscous type). . . . . . . . . . . . . . . . . . . 6-12
6-9 Example of axial vibration damper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14
6-10 Resulting vibration from SPS combinations . . . . . . . . . . . . . . . . . . . . . . . . 6-18
6-11 Synchro-Phasing system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-19
7-1 Speed dependent maximum allowable average of NOx emissions . . . . . 7-1
7-2 Low-pressure SCR — Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
7-3 Sound pressure level at 1m distance from engine . . . . . . . . . . . . . . . . . . . 7-4
7-4 Exhaust noise reference point . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
7-5 Sound pressure level at funnel top of exhaust gas system. . . . . . . . . . . . 7-6
7-6 Structure-borne noise level at engine feet vertical. . . . . . . . . . . . . . . . . . . 7-7
Marine Installation Manual 2020-05 x

0 Preface
X35-B
0 Preface
Introduction
The present Marine Installation Manual (MIM) is for use by project and design
personnel. Each chapter contains detailed information for design engineers and
naval architects, enabling them to optimise plant items and machinery space,
and to carry out installation design work.
The manual is not to be considered as a specification. The build specification is

subject to the laws of the legislative body of the country of registration and the
rules of the classification society selected by the owners.
Furthermore, system components are not the responsibility of WinGD. Guide-
lines for installation and operation from the makers’ side must be observed. Ad-
ditionally, the engine requirements and any third-party maker requirements must
be fulfilled.
The content of this document is subject to the understanding that we have pre-
pared the data and information herein with care and to the best of our knowl-
edge.
However, these data and information are subject to revision without notice. We
do not assume any liability with regard to unforeseen variations in accuracy
thereof or for any consequences arising therefrom.
The MIM is only designed for persons dealing with this engine.
Attention is drawn to the — All data are related to engines compliant with the regulations of:
following: • Revised MARPOL Annex VI
• NOx Technical code 2008
— Engine performance data (rating R1) refer to General Technical Data (GTD).
— The engine performance data (BSEC, BSEF and tEaT) and other data can be
obtained from the GTD application, which can be downloaded from the
WinGD Customer Portal or from the corporate webpage.
Tier II certified The engine is Tier II certified and operates with heavy fuel oil (HFO) that has a
viscosity of up to 700 cSt, or with distillate fuels MDO (DMB, DFB grades) and
MGO (DMA, DFA, DMZ, DFZ grades) in accordance with the ISO 8217:2017
specification.
Marine Installation Manual 2020-06 0-1

0 Preface
X35-B
Marine Installation Drawing Set
The Marine Installation Drawing Set (MIDS) is part of the documentation for li-
censees, shipyards and operators.
It includes drawings and guidelines for engine installation and operation, pro-
viding:
— Engine-ship interface specifications
— General installation / system proposals
Engine design groups The MIDS covers design groups (DG) 97xx:
9707 Engine Alignment Record Sheets

9709 Engine Alignment
9710 Engine Seating / Foundation
9710-01 Tool Engine Alignment
9715 Engine Stays
9721 Cooling Water Systems
9722 Lubricating Oil Systems
9723 Fuel Oil System
9724 Leakage Collection / Washing System
9725 Starting and Control Air System
9726 Exhaust System
9730 Various Installation Items 1)
The drawings which are part of the MIDS have to be delivered to the shipyard by
the engine builder (licensee).
Links to complete The latest versions of drawing packages relevant for the present MIM are pro-
drawing packages vided on the WinGD corporate webpage under the following links:
— Marine installation drawings:

MIDS - Complete package
— Shipyard installation instructions and system concept guidance:

Concept guidance and instructions - Complete package
1) A key for MIDS Piping Symbols is included in the design group ‘Various Installation
Items’ (DG 9730) for reference.

0 Preface
X35-B
Explanation of symbols used in this manual
Cross references Cross references are written in blue. They lead to another section or a table or
figure in this manual and can be activated by mouseclick.
They consist of the number of the respective figure or table, or the section title,
followed by the page symbol introducing the page number.
Example: Table 4-4,  4-26
Notes They give additional information considered important, or they draw the
reader’s attention to special facts.
Example:
NOTE The illustration does not necessarily represent the actual configuration
or the stage of development of the engine concerned.
Weblinks Weblinks are written in blue italics. They are preceded by the following symbols
and refer to:
— Drawings of the Marine Installation Drawing Set MIDS, which is provided

on the WinGD corporate webpage.
Example: MIDS
— Documents like concept guidance, instructions, which are provided on the

WinGD corporate webpage.
Example: Fuel oil treatment
— General Technical Data GTD. This is an application provided on the

WinGD corporate webpage.
Link: GTD

X35-B
The WinGD X35-B engine is a camshaftless low-speed, reversible and rigidly di-
rect-coupled two-stroke engine featuring common-rail injection.
Bore: 350 mm
Stroke: 1,550 mm
Number of cylinders: 5 to 8
Power (MCR): 870 kW/cyl
Speed (MCR): 167 rpm
Mean effective pressure: 21.0 bar
Stroke/bore ratio: 4.43
This engine type is designed for running on a wide range of fuels, from marine
diesel oil (MGO) to heavy fuel oils (HFO) of different qualities.
WinGD Engine Electronic control of the key engine functions such as exhaust valve drives, en-
Control System gine starting and cylinder lubrication are managed by the WinGD Engine Con-
trol System, which also ensures control of the fuel injection.
Table 1-1 Principal engine features

Engine features MIM section
Tier III compliance available with low-pressure SCR 7.1.2
Different engine tunings available, best fitting to operating profile, incl. steam production optimisation option 1.4
Low torsional vibration tuning available 1.4.8
Rail unit: Common rail injection and exhaust valve actuation controlled by quick-acting solenoid valves 1.3
Supply unit: High-efficiency fuel pumps feeding the high-pressure fuel rail. Adaptive injector cut-off at lower 4.4.1
loads optimises the combustion and fuel consumption at lower engine loads
Pulse Jet Lubricating System (PLS) for high-efficiency cylinder lubrication with optimised cylinder lubricating 4.3
oil consumption
Piston with crown, cooled by combined jet-shaker oil cooling 4.3.2
Fully electronically controlled engine 5
Data collection and monitoring (WiDE) available 5.7
Synchro-Phasing System (SPS) for twin-engine installations available, if contracted 6.8.2

X35-B 1.1 Power /speed range
1.1 Power / speed range
Output [kW]
80 000
70 000
60 000 X82-2.0
X92
50 000 X92-B
40 000 X72-B
30 000 X62-B
X62-S2.0
20 000 RT-flex58T-E
X52-S2.0
X82-B
RT-flex50-E
10 000 X72
X40-B
8000
X62
6000
X52
4000 RT-flex50-D X35-B
3000
2000
50 60 70 80 90 100 120 140 160 180
SM-0004 Engine speed [rpm]
Figure 1-1 Power / speed range of WinGD diesel engines

X35-B 1.2 Primary engine data
1.2 Primary engine data
Table 1-2 Rating points

Bore x stroke: 350 x 1,550 [mm]
No. of R1 R2 R3 R4
cyl. Power [kW]
5 4,350 3,475 3,075 2,450
6 5,220 4,170 3,690 2,940
7 6,090 4,865 4,305 3,430
8 6,960 5,560 4,920 3,920
Speed [rpm]
All cyl. 167 167 118 118
Brake specific diesel fuel consumption (BSFC) [g/kWh] 100 % power
All cyl. 172.8 166.8 174.8 168.8
Mean effective pressure (MEP) [bar]
All cyl. 21.0 16.7 21.0 16.7
Lubricating oil consumption (for fully run-in engines under normal operating conditions)
System oil approx. 2.5 kg/cyl per day
Cylinder oil guide feed rate 0.6 g/kWh (for low sulphur content only)
BSFC data are quoted for fuel of lower calorific value 42.7 MJ/kg
All other reference conditions refer to ISO standard (ISO 3046-1)
For BSFC the following tolerances are to be taken into account:
+ 5 % for 100-85 % engine power
+ 6 % for < 85-65 % engine power
+ 7 % for < 65-50 % engine power
The data given in this table refer to Standard tuning.

X35-B 1.3 Components and sizes of the engine
1.3 Components and sizes of the engine
7 10
12
14
11
9
1 Bedplate
2 5 2 Column
3 Crankshaft
4 Bottom-end bearings
6 5 Crosshead
6 Connecting rod
13
7 Cylinder cover
8 Cylinder liner
9 Piston
4 * 10 Turbocharging system
11 Scavenging system
12 Puls lubricating system
3
13 Supply unit
14 Rail unit
1
* Direction of rotation:
clockwise as standard
SM-0001 This cross section is considered as general information only.
Figure 1-2 Cross section
Table 1-3 Overall sizes and masses

No. of Piston dismantling height F1 a)
Length [mm] Dry weight [t]
cyl. (crank centre - crane hook) [mm]
5 3,838 74
6 4,450 84
6,850
7 5,062 95
8 5,674 105
a) For F2 and F3 (piston removal with double-jib crane) see Table 3-1,  3-1.

X35-B 1.4 Engine tuning
1.4 Engine tuning

As the Flex system (see section 1.5,  1-14) allows selection of injection and ex-
haust valve control parameters — specifically variable injection timing (VIT) and
variable exhaust closing (VEC) — it can be used in special tuning options to op-
timise the brake specific fuel consumption (BSFC) at individual engine loads.
Compliance with All tuning options comply with the IMO Tier II regulations for NOx emissions.
IMO Tier II and III For Tier III emission compliance, an exhaust gas treatment is required as de-
scribed in 7.1.2 Selective catalytic reduction,  7-2.
Combinations of tuning and exhaust gas treatment methods can be obtained

from the GTD application.
Engine tuning options The following table gives an overview of the available tuning options with their
application and the required engine components. Tuning options need to be
specified at a very early stage of the project.
Table 1-4 Available tuning options

Tuning Description Application Additional
components
Standard tuning When ship operates most of the time
High-load tuning None
(Std) above 90 % engine power
Delta tuning When ship operates most of the time
Part-load tuning None
(Delta) between 75 and 90 % engine power
For increased steam production between
Delta bypass tuning Part-load tuning with increased steam 50 and 100 % engine power Exhaust gas
(DBT) power production Allows reducing economiser size and waste gate
minimising use of auxiliary boiler
Low load tuning Lowest possible BSFC in the operating When ship operates most of the time at Exhaust gas
(LLT) range of 40-70 % engine power less than 75 % engine power waste gate
Data for these tuning options as well as de-rating and part-load performance data
are obtainable from the GTD application.
NOTE The tuning options must be predefined along with any engine order.
LowTV tuning Low torsional vibration tuning (LowTV) can be applied when vibrations arise
see section 1.4.7,  1-11 with 5-, 6-, and 7-cylinder engines (see 6.4 Torsional vibration,  6-11). This
tuning method is combined with the available tuning options listed in Table 1-4.

The following figure shows the BSFC curves for the available tuning options.
180
178
176
Fuel consumption [g/kWh]
174
172
170
168
Standard tuning
Delta tuning
166
Delta bybass tuning
Low load tuning
164
20 30 40 50 60 70 80 90 100
SM-0375 Engine power [%]
Figure 1-3 Typical BSFC curves in relation to engine power
BSFC data for Standard tuning are given in Table 1-2,  1-3.
BSFC data for the other tuning options can be obtained from the GTD applica-
tion.
NOTE The reliability of the engine is by no means impaired by applying a

tuning option. All mechanical stresses and thermal loads are well within
limits irrespective of engine tuning.
1.4.1 BSFC and NOx emission

The parameters controlling the fuel injection and exhaust valve timing are mod-
ified with the engine tuning process. This ensures full tuning potential by suitably
balancing the design related limitations, BSFC and NOx.
There is a trade-off between BSFC and NO x emissions, where low BSFC results
in high NOx emissions and vice versa. To ensure that IMO regulations are met,
any associated increase in NOx emissions at specific load ranges must be com-
pensated with a reduction in other load ranges.

1.4.2 Standard tuning

Standard tuning is based on camshaft controlled engines. Although the Flex
technology seldom uses the Standard tuning option, it is still used as a reference
for the more advantageous Delta, DBT and LLT.
1.4.3 Delta tuning

The Delta tuning option is used to reduce the BSFC in the part-load range by tai-
loring the firing pressure and the firing compression ratio of the engine to max-
imum efficiency below 90 % load. However, this is offset with a reduction in
efficiency towards full load.
1.4.4 Delta bypass tuning

Delta bypass tuning is an engine tuning option designed to increase the exhaust
gas temperature and steam production power (SPP), therefore allowing for a re-
duction in auxiliary boilers use. This increase occurs at loads of more than 50 %,
while still complying with all existing emission legislations.
The following figure shows the SPP curves for the available tuning options.
1600
1400 Standard tuning

Delta tuning
Delta bybass tuning
1200 Low load tuning
Steam production power [kW]
1000
800
600
400
200
0
20 30 40 50 60 70 80 90 100
Figure 1-4 Steam production power diagram
Besides the appropriately adjusted engine parameters related to fuel injection

and exhaust valve control, the DBT concept combines a specifically designed tur-
bocharger system setup with the use of an exhaust gas waste gate (with a 50 %
power switch-point).

Exhaust gas waste gate

DBT requires the fitting of an exhaust gas waste gate on the exhaust gas receiver
before the turbocharger turbine (as seen in Figure 1-5). Exhaust gas passing
through this valve bypasses the turbocharger, flowing to the main exhaust up-
take.
Waste gate
Exhaust gas receiver
Engine
Scavenge air receiver

SM-0318
Figure 1-5 Functional principle of an exhaust gas waste gate
Working range The exhaust gas waste gate works as so:
• Below 50 % engine power → Waste gate is closed

All exhaust gas flows into the turbocharger, this increases combustion pres-
sure due to increased scavenge air pressure. As a consequence, the BSFC is
reduced at low load compared to Delta tuning.
• Above 50 % engine power → Waste gate is open

A small percentage of the exhaust gas bypasses the turbocharger. This re-
duces the mass flow rate of the turbocharger and the pressure of the scav-
enge air. As a consequence, the exhaust temperature rises, allowing for an
increase in the steam production by means of an economiser.
NOTE Since the exhaust gas waste gate is controlled by the scavenge air
pressure, the indicated power is an approximation only.

Exhaust gas temperature

The exhaust gas temperature with DBT is significantly higher than with Delta
tuning; see Figure 1-6.
tEaT and tEbE In particular the tEaT (temperature exhaust gas after turbocharger) is approxi-
mately 20 °C higher at 70 % engine power than with Delta tuning. This increase
is principally due to the slowing of the turbocharger. The open waste gate bypass
reduces the mass flow rate of exhaust gas, resulting in a relative reduction of the
scavenge air.
The tEbE (temperature exhaust gas before economiser) is further increased
(about 5 °C) due to the mixing of exhaust gas from the waste gate bypass.
As seen in Figure 1-6, the Delta tuning exhaust gas temperature does not change
from the turbocharger to the economiser, as there isn’t this mixing of additional
bypassed exhaust gas.
270
260
250
Exhaust gas temperature [oC]
240
230
220
210
TEbE Delta bypass tuning

200 TEaT Delta bypass tuning
TEbE & TEaT Delta tuning
190
20 30 40 50 60 70 80 90 100
Figure 1-6 Exhaust gas temperature increase with DBT
Steam production
Increasing the exhaust gas temperature to produce more steam by way of the
economiser is an efficient way of powering on-board steam services and using
waste heat from main engine exhaust gas.
In such condition DBT is the most economical tuning option; see Figure 1-4,
 1-7. Within certain engine power ranges it may be possible to run without any
auxiliary boiler.
For the calculation of steam production through economiser the tEbE and the
relevant mass flow shall be considered in the output of GTD application.

1.4.5 Low load tuning

The Low load tuning option is used to reduce the BSFC in the lower part-load
range by optimising the engine and turbocharger to match for this low load oper-
ation. However, this is offset with a reduction in efficiency towards full load.
Like DBT, LLT must consider engine parameters related to fuel injection and ex-
haust valve control, combining a specifically designed turbocharger system setup
with the use of an exhaust gas waste gate (with a 85 % power switch-point);
see Exhaust gas waste gate,  1-8.
Working range The exhaust gas waste gate works as so:
• Below 85 % engine power → Waste gate is closed

All exhaust gas flows into the turbocharger, this increases combustion pres-
sure due to increased scavenge air pressure. As a consequence, the BSFC is
reduced at low load.
• Above 85 % engine power → Waste gate is open

As the turbocharger is optimised for lower part-load operation, at higher
loads there is a surplus of available exhaust gas energy. This needs to be re-
leased via the open waste gate to protect against turbocharger overspeed.
NOTE Since the exhaust gas waste gate is controlled by the scavenge air
pressure, the indicated power is an approximation only.
The higher scavenge air pressure in lower part load results in lower thermal load
and better combustion over the entire part-load range.
1.4.6 Steam production control (SPC)

The SPC system consists of an analogue controlled valve that enables the
opening and closing of the exhaust gas waste gate (see Exhaust gas waste gate,
 1-8), regulating the bypass of the turbocharger from the main engine. By in-
creasing the bypass rate it reduces the mass flow rate of the turbocharger, this in
turn increases the exhaust gas heat, which is used to produce steam as needed.
The SPC option can be applied to DBT and LLT, as the tuning options are al-
ready equipped with an exhaust waste gate (see Exhaust gas waste gate,  1-8).
Without the SPC this waste gate valve is either open or closed according to a set
engine power percentage. The SPC constantly reacts, restricting the bypass flow
to an optimum level. This is achieved by adjusting the valve according to real
time steam pressure values, enabling the SPC system to maintain a set steam re-
quirement.

Connection to The SPC is connected to and receives inputs from external systems, such as the
external systems exhaust gas economiser and auxiliary boiler control systems. The additional sys-
tems work together with the engine to manage the valve. The system’s automa-
tion and optimisation ensures steam requirement without over production, as
defined by the user. This is true regardless of the engine power (as seen in Figure
1-7), where a minimum steam production requirement is set and maintained
across the engine power range. With the availability of increased steam, the SPC
is more efficient than switching on an auxiliary boiler, with overall fuel and cost
saving.
Delta bybass tuning

Steam production power [kW]
Delta bybass tuning with variable bypass
20 30 40 50 60 70 80 90 100
Engine power [%]
SM-0477
Figure 1-7 Steam production of Delta bypass tuning with variable bypass
As well as a fully integrated steam production control system, user operated

waste gate control is also available. Such an arrangement remains restricted to
within defined engine limitations, however does not ensure optimised efficiency.
Performance data referring to the use of the SPC in conjunction with WinGD en-
gines can be obtained using the GTD application.
1.4.7 Low torsional vibration tuning (LowTV)

If required LowTV tuning is applied to the X35-B on the 5-, 6-, and 7-cylinder en-
gines, in many cases negating the need for a costly torsional vibration damper.
Figure 1-8,  1-12 shows a comparison in regard to torsional vibration when

LowTV tuning is applied. At a certain engine speed, the measured torsional vi-
bration amplitudes decreased by nearly 30 %.
NOTE LowTV tuning does not impair the engine performance.

1.8
1.6
-28%
1.4
1.2
Amplitude FE [o]
1
Without LowTV tuning
0.8
With LowTV tuning
0.6
0.4
0.2
0
20 30 40 50 60 70 80
SM-0322 Speed [rpm]
Figure 1-8 Vibration amplitudes - Achievements with default LowTV tuning
1.4.8 Tuning for de-rated engines

The tuning options are applicable over the entire rating field as illustrated in
Figure 1-9.
Engine power
[%]
100 R1
90
80 R2
All tuning options

within the whole
layout field
applicable
R3
70
60
R4 Engine speed
55 [%]
65 70 75 80 85 90 95 100
SM-0378
Figure 1-9 Application area for tuning options

1.4.9 Dual tuning

The WinGD 2-stroke engines can be built and certified with ‘dual tuning’, i.e.
Delta tuning and LLT or DBT and LLT.
Each tuning method has its own advantages in terms of specific fuel consump-
tion or exhaust gas flow and temperatures.
Changeover between Changing over from one tuning to the other when the engine is in service is a
tuning regimes long-term consideration, since the following modifications are to be carried out
on the engine:
• Exchange of turbocharger nozzle ring (and diffuser)
• ECS software parameter change
• Installation/removal of blind flange for exhaust gas bypass (not needed for
DBT and LLT)
• Change of orifice size in exhaust gas bypass
An engine cannot be operated with both tuning regimes at the same time, as
switching from one tuning to the other when the engine is in operation is not in
accordance with the IMO MARPOL Annex VI NO x regulation. Since for NOx
certification the Technical Files and EIAPP certificates will be approved sepa-
rately for each tuning, the NOx emissions need to be measured on the testbed for
both tuning regimes.
Considerations to be The following must be considered before ordering an engine with dual tuning:
made when choosing
dual tuning
• GTD ancillary system data must be selected for the tuning with higher re-
quirements concerning pump and cooler capacity.
• The torsional vibration calculation (TVC) must be carried out for both tun-
ings. However, only the calculation for the tuning showing worse torsional
stresses in the shafting shall be submitted for Class approval.
• The engine interface drawings must correspond to the tuning method with
exhaust gas bypass (LLT or DBT).
• The sea trial programme (engine related tests) must be discussed with the
shipyard. It should be defined beforehand with which tuning the speed trial
of the vessel is to be performed.

X35-B 1.5 The Flex system
1.5 The Flex system

The X35-B engine is equipped with WinGD’s common rail fuel injection tech-
nology, allowing flexible fuel injection. The flexibility provided by this tech-
nology is reflected in the naming Flex system.
ECS
Cylinder No. 1 - n
2 3 4 5 6
Rail unit (common rail)

Fuel
Supply unit SM-0510
Figure 1-10 Flex system parts
Major benefits • Adaptation to different operating modes

• Adaptation to different fuels
• Optimised part-load operation
• Optimised fuel consumption
• Precise speed regulation, in particular at very slow steaming
• Smokeless operation at all engine loads
• Benefits in terms of operating costs, maintenance requirement and compli-
ance with emissions regulations

2 General Engine Data
X35-B 2.1 Pressure and temperature ranges

Selecting a suitable main engine to meet the power demands of a given project in-
volves proper tuning in respect of load range and influence of operating condi-
tions which are likely to prevail throughout the entire life of the ship.
This chapter explains the main principles in selecting a WinGD 2-stroke marine
diesel engine.
2.1 Pressure and temperature ranges
Please refer to the list ‘Usual values and safeguard function setting’, which is
provided on the WinGD corporate webpage under the following link:
Usual values and safeguard settings
For signal processing see also 5.6.1 Signal processing,  5-12.

X35-B 2.2 Engine rating field and power range
2.2 Engine rating field and power range
2.2.1 Introduction
It is critical that a ship’s propulsion system is correctly matching the main engine
characteristics to ensure reliable operation in a variety of conditions including
design and off design situations. The below sections outline the specifics to aid in
this process.
2.2.2 Engine rating field

The rating field shown in Figure 2-1 is the area of selectable engine design power
and engine design speed. In this area, the contracted maximum continuous
rating (CMCR) of an engine can be positioned individually to give the desired
combination of propulsive power and rotational speed. Engines within this
layout field are tuned for maximum firing pressure and best efficiency.
Engine power
[%]
100 R1
90 Rating line
fulfilling a ship’s
power requirement
Rx2 Rx1
for a constant speed
80 R2
R3
70
60
Nominal propeller characteristic (1)
R4
Nominal propeller characteristic (2)
Engine speed
50 [%]
60 70 80 90 100
The contracted maximum continuous rating (Rx) may be
freely positioned within the rating field for that engine SM-0079
Figure 2-1 Rating field for X35-B
The rating field serves to determine the specific fuel consumption, exhaust gas
flow and temperature, fuel injection parameters, turbocharger and scavenge air
cooler specifications at the selected rating.
Percentage values The engine speed is given on the horizontal axis and the engine power on the ver-
tical axis of the rating field. Both are expressed as a percentage [%] of the respec-
tive engine’s nominal R1 parameters. Percentage values are being used so that
the same diagram can be applied to various engine arrangements.

Rating points
The rating points (R1, R2, R3, R4) for WinGD engines are the corner points of
the engine rating field (Figure 2-1,  2-2). The rating field is limited by two con-
stant MEP (mean effective pressure) lines R1 — R3 and R2 — R4 and by two con-
stant engine speed lines R1 — R2 and R3— R4.
The point R1 represents the nominal maximum continuous rating (MCR). It is

the maximum power/speed combination which is available for a particular en-
gine.
Any rating point (Rx) can be selected within the entire rating field to meet the re-
quirements of each particular project. Such rating points require specific engine
adaptations.
2.2.3 Propeller diameter and influence of propeller revolutions

Influence of propeller At constant ship speed and for a given propeller type, a lower propeller speed
revolutions on the power combined with a larger propeller diameter increases the total propulsive effi-
requirement
ciency. Less power is needed to propel the vessel at a given speed.
The relative change of required power in function of the propeller revolutions

can be approximated by the following relation:
a
PX 2 æ n ö÷
= ççç 2 ÷÷
PX 1 èç n1 ø÷÷
Formula 2-1
where:
PXj ............ = propulsive power at propeller revolution nj

nj ............... = propeller speed corresponding with propulsive power PXj
α ............... = 0.15 for tankers and general cargo ships up to 10,000 dwt, or
= 0.20 for tankers and bulk carriers from 10,000 to 30,000 dwt, or
= 0.25 for tankers and bulk carriers larger than 30,000 dwt, or
= 0.17 for reefers and container ships up to 3,000 TEU, or
= 0.22 for container ships larger than 3,000 TEU
This relation is used in the engine selection procedure to compare different en-
gine alternatives and to select an optimum propeller speed within the selected en-
gine rating field. Usually, the number of revolutions depends on the maximum
permissible propeller diameter.
Maximum propeller The maximum propeller diameter is often determined by operational require-
diameter ments, such as:
• Design draught and ballast draught limitations
• Class recommendations concerning propeller/hull clearance (pressure im-
pulse induced on the hull by the propeller)

The selection of a main engine in combination with the optimum propeller (effi-
ciency) is an iterative procedure where also commercial considerations (engine
and propeller prices) are playing an important role.
According to the above approximation, when a required power/speed combina-

tion is known — for example point Rx1 in Figure 2-1,  2-2 — a CMCR line can
be drawn which fulfils the ship’s power requirement for a constant speed. The
slope of this line depends on the ship’s characteristics (coefficient α). Any other
point on this line represents a new power/speed combination, for example Rx2,
and requires a specific propeller adaptation.
2.2.4 Power range

Propeller curves and operational points
To establish the proper propeller curves, it is necessary to know the ship’s speed
to power response.
Determining power/pro- Normally, the curves can be determined by using full-scale trial results from sim-
peller speed relationships ilar ships, algorithms developed by maritime research institutes, or model tank
results. With this information and by applying propeller series, the power/speed
relationships can be established and characteristics developed.
The relation between absorbed power and propeller speed for a fixed pitch pro-
peller (FPP) can be approximated by the following cubic relation:
3
P æ n ÷ö
= ççç ÷÷
PCMCR èç nCMCR ÷ø
Formula 2-2
where:
P .............. = propeller power

n .............. = propeller speed

LR
Maximum continuous power Contracted maximum CMCR (Rx)
100 100
continuous rating
Engine power [% CMCR power]
EM
Continuous service power B C Continuous service rating B C
SM
Sea trial power A Sea trial power A 3 4
Sea trial speed

Service speed
Sea trial rpm

Service rpm
CMCR rpm
7 8 5 7 8
100 100
Ship speed [% service speed] Engine speed [% CMCR rpm]
A Power and ship speed during sea-trials - Light running and ideal sea condition
B Ship design point / Continuous service rating (CSR)
C Recommended point for adaptation of propeller pitch under sea-trial condition
EM Engine margin
LR Light running margin
SM Sea margin
Line 3 Maximum engine speed limit for continuous operation
Line 4 Maximum engine overspeed limit during sea-trials
Line 5 Admissible torque limit
Line 7 Nominal engine characteristic curve
Line 8 Propeller curve with a light running margin SM-0026
Figure 2-2 Propeller curves and operational points
Figure 2-2 outlines the various engine limits, propeller curves and margins re-
quired for engine optimisation. By incorporating the margins listed below, the
various operational points and subsequently the CMCR point can be deter-
mined. For detailed descriptions of the various line limits refer to section 2.2.5,
 2-7.
Sea trial power

The sea trial power must be specified. Figure 2-2 shows the sea trial power to be
the power required for reaching service speed, marked as point A, on the pro-
peller curve with a light running margin (Line 8).
Sea margin (SM)

The increase in power to maintain a given ship’s speed achieved in calm weather
(point A in Figure 2-2) under average service condition (point B) is defined as ‘sea
margin’. This margin can vary depending on owner’s and charterer’s expecta-
tions, routes, season and schedules of the ship.
The location of reference point A and the magnitude of the sea margin are part of
the new building contract and are determined between shipbuilder and owner.
Typically, the sea margin is specified in the range of 10 to 25 % of the sea trial
power.

Light running margin (LR)

The light running margin (‘LR’ in Figure 2-2,  2-5) is the expected change in
speed to relative power, caused by fouling and deterioration of the vessel over
time. The light running margin is agreed between shipyard and ship owner, de-
pending on hull and propeller cleaning interval and operation route (that will af-
fect the rate of deterioration e.g. speed, location, shallow water, etc.).
Typically, the light running margin is specified in the range of 4 to 7 %. However,

additional power/engine speed allowance must be provided for shaft generator/
PTO installations (see section 2.2.6,  2-10).
NOTE It is the shipbuilder’s responsibility to determine a light running margin

large enough so that the power range limits on the left side of the nom-
inal propeller characteristic (Line 7) are not reached in any service con-
dition (see Figure 2-3,  2-7).
Continuous service rating (CSR)

- Also known as NOR or NCR
Point A represents the power and propeller speed of a ship operating at contrac-
tual service speed in calm seas with a new clean hull and propeller. On the other
hand, the same ship at same speed under service condition with aged hull and
under average weather conditions requires a power/speed combination ac-
cording to point B. In that case, B is the CSR point.
Engine margin (EM)

Most owners specify the contractual ship’s loaded service speed at 85 to 90 %
power of the contracted maximum continuous rating. Different selections are
possible. The remaining e.g. 10 to 15 % power can then be used to catch up with
delays in schedule.
This margin is deducted from the CMCR. Therefore, the 100 % power line is
found by dividing the power at point B by the selected CSR power percentage,
e.g. 85 to 90 %. The graphic approach to find the level of CMCR is illustrated in
Figure 2-2,  2-5.
Contracted maximum continuous rating (CMCR)

- Also known as Rx or SMCR
The contracted maximum continuous rating is the point obtained by applying
the margins (SM and EM) to the propeller curves. The calculated CMCR point
can be selected freely within the entire engine rating field.

2.2.5 Power range limits

Once an engine is optimised at CMCR (Rx), the working range of the engine is
limited by the following border lines (refer to Figure 2-3).
13
P08
110 P09
Breakpoints
Engine Engine 1 P07 2 9
100 Speed [%Rx] Power [%Rx]
P01 40 20
P03 P04
90 P02 60 36 (CMCR)
P03 96 96
80
P04 (CMCR) 100 100
Engine power [% Rx]
70 P05 40 24
P06 60 40
60 P07 96 102.3 5
P08 103.2 110 6 8 4
50
P09 108 110 7 3a
P06
40 3
P02
30
P05
20
P01
10
0
0 10 20 30 40 50 60 70 80 90 100 110
SM-0323 Engine speed [% Rx]
Figure 2-3 Power range limits
Line 1 Constant mean effective pressure (MEP) or torque line through CMCR from
100% Torque Limit 100 % (speed and power) down to 96% (speed and power).
Line 2 Available for testbed operation and emergency operation according to SOLAS
Overload Limit Regulation II-1/3.6. It is a constant MEP line, connecting point P07 (102.3 %
power and 96 % speed) to point P08 (110 % power and 103.2 % speed). P08 is the
point of intersection between Line 7 and 110 % power.
Line 3 Maximum speed limit for continuous engine running, set to 104 % of CMCR
Speed Limit speed. However, for a reduced Rx speed (nCMCR ≤ 0.98 nMCR) this limit can be
extended to 106 % (Line 3a) provided that the specified torsional vibration limits
are not exceeded.
Line 4 The overspeed range between Line 3 (104 % or 106 %) and 108 % speed is only
Overspeed Limit permissible during sea trials if needed for demonstration. This may only be car-
ried out in the presence of authorised engine builder representatives, with the
ship’s speed at CMCR power and a light running propeller. However, the speci-
fied torsional vibration limits must not be exceeded.
Line 5 Admissible power limit for engine operation. The line is separated by the break-
Engine Operation points listed in Figure 2-3.
Power Limit

Line 6 Maximum power limit for transient operation. The line is separated by the break-
Transient Operation points listed in Figure 2-3,  2-7.
Power Limit
Line 7 Nominal engine characteristic curve that passes through the CMCR point is de-
Nominal Engine fined by the propeller law:
Characteristic
3
P æ n ÷ö
= ççç ÷÷
PCMCR çè nCMCR ø÷
Formula 2-3
Line 8 Propeller curve with a light running margin (typically between 4 % and 7 %).
Light Running The curve is defined by the propeller law with a constant, governed by the se-
Propeller Curve
lected light running margin (Formula 2-4).
3 3
PL R æ n ö÷ æ 1 ÷ö
= C ⋅ ççç ÷÷ C = çç ÷
PCMCR èç n CMCR ø÷ çè 1 + LR ÷ø
Formula 2-4
where:
PLR ........... = propeller power at selected light running margin [kW]

PCMCR ....... = CMCR engine power [kW]
n ............... = selected engine speed [rpm]
nCMCR ....... = CMCR engine speed [rpm]
C .............. = constant
LR ............ = light running margin [%]
Line 9 Maximum power for continuous operation.

CMCR Power
Line 13 Constant power overload limit, available in diesel mode for testbed operation
110 % CMCR Power and emergency operation according to SOLAS Regulation II-1/3.6.
Engine Operation Line 5, Line 1 and Line 9 form the curve for the engine’s operation power range
Power Range limit, as defined by Formula 2-5,  2-9. Each component is governed by different
coefficients, as seen in Table 2-1.
Table 2-1 Line 5 coefficients

Line no. Range (n / nCMCR) C2 C1 C0
Line 5 0.00 - 0.40 0.000 0.500 0.000
0.40 - 0.60 0.500 0.300 0.000
0.60 - 0.96 1.111 - 0.067 0.000
Line 1 0.96 - 1.00 0.000 1.000 0.000
Line 9 1.00 - 1.08 0.000 0.000 1.000

2
P æ n ÷ö æ n ÷ö
= C 2 ççç ç
÷÷ + C 1çç ÷÷ + C 0
PCMCR çè nCMCR ÷ø çè n CMCR ÷ø
Formula 2-5
where:
P ............... = selected engine power [kW]

PCMCR ....... = CMCR engine power [kW]
n ............... = selected engine speed [rpm]
nCMCR ....... = CMCR engine speed [rpm]
C2/C1/C0 .. = coefficients / constants
The area formed by Lines 1, 3, 5 and 9 is the range within which the engine
should be operated.
The area limited by Line 7, Line 9 and Line 3 is recommended for continuous op-
eration.
The area between Line 7 and Line 5 is reserved for acceleration, shallow water
and normal operational flexibility. If a main-engine driven generator (PTO) is in-
stalled, then the operating characteristics of the engine will differ. Refer to sec-
tion 2.2.6,  2-10 for further details regarding PTO characteristics.
Overload Power Range Line 6, Line 2 and Line 13 form the curve for the engine’s overload power limit,
as defined by Formula 2-5. Each component is governed by different coefficients
as seen in Table 2-2.

Line 6 0.00 - 0.40 0.000 0.600 0.000
0.40 - 0.60 0.330 0.468 0.000
0.60 - 0.96 1.110 0.000 0.000
Line 2 0.96 - 1.032 0.000 1.066 0.000
Line 13 1.032 - 1.08 0.000 0.000 1.100
The area above Lines 1 and 9 is the overload range. It is only allowed to operate
engines in that range for a maximum duration of one hour in diesel mode, during
sea trials in the presence of authorised representatives of the engine builder.
The area between Lines 1, 5 and 6 (Figure 2-3,  2-7), called ‘service range with
operational time limit’, is only applicable to transient conditions in diesel mode,
i.e. sea trial or during emergency fast acceleration. The engine can only be oper-
ated in this area for limited periods of time, in particular 1 hour per 24 hours.

2.2.6 Power range limits with main-engine driven generator for FPP
The addition of a main-engine driven generator (PTO) alters the working range
and operating characteristics of the engine. Two methods of incorporating the
PTO are outlined in the following sections. WinGD recommend to follow
Method 1.
PTO considerations • The PTO is used for generating the navigation electric power.
• The PTO is connected with frequency converter system.
• The PTO is not engaged in heavy sea conditions.
• Mechanical power absorption of the PTO must be considered.
PTO incorporation of Method 1
CMCR - Method 1 This first method considers the PTO as an addition to the previously defined pro-
peller power requirements, therefore increasing the CMCR of the engine.
100
EM
90
B
80 PTO
B’
70
Engine power [% Rx]
SM
60 A
7b 7a
50
40
7 8
6 5
30 4
LR margin
3
20
3a
10
0
40 50 60 70 80 90 100 110
Engine speed [% Rx]
(Line 7) = Nominal engine characteristic Point A = Light running in ideal sea conditions (sea trial)
(Line 7a) = Nominal propeller characteristic without PTO Point B = CSR
(Line 7b) = Nominal propeller characteristic with PTO Point B’ = Continuous service without PTO power
SM-0029
Figure 2-4 Power range diagram of an engine with main-engine driven generator
Line 7a in Figure 2-4 shows the power needed for the propeller, where Line 7b
shows the power needed for the propeller combined with a constant power re-
quirement from the main-engine driven generator, the PTO .

With the addition of a constant nominal generator power across the engine load
range, the engine curve is optimised, so no longer directly related to a propeller
characteristic. In the example of Figure 2-4,  2-10, the main-engine driven gen-
erator is assumed to absorb 15 % of nominal engine power. The CSR point in-
cludes the PTO power demand, this is shown in Figure 2-4,  2-10 between
points B’ and B. The CMCR point is selected from this propeller curve. This
curve defines the nominal engine characteristic.
This approach allows for practical and flexible PTO operation, only limited in
the lower engine speed range by the PTO required minimum speed (as defined by
the PTO device supplier) and the PTO layout limit Line 10 (only relevant if a sig-
nificant percentage of the installed engine power is utilised for PTO).
Line 10 The PTO layout limit line (Line 10 in Figure 2-5) defines the power limit for the
PTO Layout Limit resulting combination of the propeller and PTO.
Considering Line 10 as PTO layout limit provides a margin for normal power
load fluctuation and acceleration.
13
110
2 9
1
100 Engine Engine
Breakpoints
Speed [%Rx] Power [%Rx]
P04
90 P04 (CMCR) 100 100 P12
P11 60 28.8
B
80 P12 96v 92.2
Engine power [% Rx]
70
10
60 8
7a
7b 4
50
5
3a
40 6 3
30
P11
PTO operation
20 7 range (Method 1)
10
0
0 10 20 30 40 50 60 70 80 90 100 110
SM-0351 Engine speed [% Rx]
Figure 2-5 Power range limits for PTO operation — Method 1
The breakpoints of Line 10 are listed in Figure 2-5. Line 10 is a curve defined by
Formula 2-5,  2-9. The different components have a different coefficient,
forming the entire curve. Refer to Table 2-3 for the individual coefficients.

Line 10 0.60 - 0.96 1.336 - 0.321 0.000
0.96 - 1.00 0.000 1.941 - 0.941

PTO incorporation of Method 2
CMCR - Method 2 With this second method, the engine’s CMCR is determined by the propeller
power only. The PTO uses the available engine power that isn’t absorbed by the
propeller.
As seen in Figure 2-6, the available power for PTO application is between Line 8
and Line 10. Therefore, the available PTO power depends on the available Light
Running margin at the current time.
When considering this method, a LR margin in the range of 8 % is recom-

mended.
13
110
2 9
1
100 Engine Engine
Breakpoints
Speed [%Rx] Power [%Rx]
P04
90 P04 (CMCR) 100 100
P12
P11 60 28.8
80 P12 96 92.2 B
Engine power [% Rx]
70
5
60
6 8 4
50
10 3a
40 3
30 PTO operation
P11
range (Method 2)
20 7
10
0
0 10 20 30 40 50 60 70 80 90 100 110
SM-0350
Engine speed [% Rx]
Figure 2-6 Power range limits for PTO operation — Method 2
The PTO power must be controlled by the Ship Power Management System,
which ensures that the engine operating point will not exceed Line 10.
Further information The following disadvantages must be observed for Method 2:
• With the reduction of the LR margin (as a consequence of the ageing hull
and propeller) the available PTO power will be reduced and must be limited
by the Ship Power Management System.
• The PTO is typically engaged between approx. 60 % - 96.5 % of engine
speed. Final lower limit must be defined with the supplier of the generator.
Final upper limit must be set to the project related CSR engine speed.
• Operation above the engine characteristic Line 7 can lead to increased DCC
activation.
If the requested PTO power is higher than the limits defined by Method 2, an in-
crease in CMCR power is necessary.

2.2.7 Prohibited operation area

Within the higher speed range of the engine there is a prohibited operation area
defined by a minimum engine power requirement. During normal FPP operation
and most CPP operation this is not a concern, as the engine would not enter this
area. However, as the CPP tends to zero pitch, or if the propeller is disconnected
from the engine, it would be capable of entering the prohibited zone. In Figure
2-7, the line for zero pitch propeller characteristic (zero thrust) is clearly shown to
cross through this prohibited operation area; this is strictly forbidden.
Engine power [% Rx]

110
CMCR [Rx]
100 X35-B
90
80
70
12
60 5 7 8
Zero pitch propeller

50 characteristic (zero thrust) Field A
40
37 [% Rx] F
30
11
20
12.7 [% Rx] E
10
Prohibited operation area

0
[% R1 - R2] 40 50 60 70 80 90 100
[rpm] 66.8 83.5 100.2 116.9 133.6 150.3 167
Engine speed
SM-0382
Figure 2-7 Prohibited engine operation area (CMCR speed = R1 — R2)

As seen in Figure 2-7,  2-13, the prohibited operation area of an engine is de-
fined by an engine tuned to an R1 — R2 speed. At this speed rating the restriction
exists between 70 % and 100% speed, with a required minimum engine power at
these points of 12.7 % and 37 % respectively. These values are governed by the
Formula 2-6 for Line 11.
If the CMCR speed rating of the engine is less than the R1 — R2 speed, the re-
quired minimum power at this point is also calculated by the Line 11 equation.
Line 11 The lowest operational power limit, between 70 % of R1 — R2 speed and 100 %
CMCR speed, is defined with the following equation:
3
æn ÷ö
Line 11 = 0.37 ⋅ ççç CMCR ÷÷
çè n R1-R2 ÷ø
Formula 2-6
As defined by this equation and shown in Figure 2-7,  2-13, at 70 % of R1 — R2

speed the minimum engine power equals approximately 13 % of CMCR power
(point E). The minimum power requirement at 100 % CMCR speed (point F)
must be calculated depending on the engine rating. Examples of this calculation
are shown further on.
Line 12 While operating at 100 % CMCR speed, the allowed engine power can range be-
tween the minimum required power (point F) and 100 % CMCR power.
Field A The available design range of the engine is defined by Line 7, Line 11 and Line
12.
For test purposes (e.g. for shaft generator adjustment), the engine may run at low
load, within the prohibited area. This is for a maximum time period of 30 min-
utes during testing and sea trials, and only in the presence of authorised repre-
sentatives of the engine builder. Further requests must be agreed by WinGD.
NOTE The operational design range must respect the BSR limits from tor-
sional vibration.

Prohibited operation area for different speed rated engines

As the prohibited operating area of the engine is between 70 % and 100 % of the
R1 — R2 speed, the prohibited area is smaller when the speed rating of the engine
is lowered.
Engine power [% Rx]

40
5 8
7 Field A
12
30
F
20 Zero pitch propeller
characteristic (zero thrust) 11
E
10
Prohibited
operation area
0
[% R1 - R2] 40 50 60 70 80 90 100
Engine speed
[% CMCR] 50 60 70 90 100
80
SM-0524
Figure 2-8 Calculating prohibited operation area for CMCR speed
Figure 2-8 shows an engine with a CMCR rated at 85 % of R1 — R2 speed and

therefore is only affected by a portion of the prohibited area of the R1 — R2 speed
range. The final graph for a CMCR at this speed is shown in Figure 2-9,  2-16.

Power / speed range for In Figure 2-9, the engine’s CMCR speed is rated at 85 % of the R1 — R2 speed. At
CMCR [Rx] = this speed, a minimum engine power (point F) of 22.7 % is required, below this is
85 % R1— R2 speed
the prohibited area of operation for CPP at small (to zero) pitch and discon-
nected propeller.
Point E is always defined at 70 % of the R1 — R2 speed and has a minimum

power of 12.7 %, however in Figure 2-9 this equates to approximately 82 %
CMCR speed.
Engine power [% Rx]

110
CMCR [Rx]
100 X35-B
90
80
70
60 5 7 8 12

40
30
22.7 [% Rx] F
20
11
E
10
Prohibited
operation area
0
[% Rx] 40 50 60 70 80 90 100
[rpm] 56.8 71.0 85.2 99.4 113.6 127.8 142
Engine speed
SM-0381
Figure 2-9 Prohibited engine operation area (CMCR speed = 85 % of R1 — R2)

Power / speed range for In Figure 2-10, the engine’s CMCR speed is rated at the R3 — R4 speed. At this
CMCR [Rx] = speed, a minimum engine power (point F) of 13.1 % is required. Below this is the
R3 — R4 speed
prohibited area of operation for a disconnected propeller, however, unrestricted
CPP operation is available at zero pitch.
Engine power [% Rx]

110
CMCR [Rx]
100 X35-B
90
80
70
60 5 7 8 12

40
30
20 11
13.1 [% Rx] F
E
10
Prohibited
operation area
0
[% Rx] 40 50 60 70 80 90 100
[rpm] 47.2 59 70.8 82.6 94.4 106.2 118
Engine speed
SM-0383
Figure 2-10 Prohibited engine operation area (CMCR speed = R3 — R4)

2.2.8 CPP requirements for Propulsion Control System

WinGD advise to include CPP control functions in an engine remote control
system from an approved supplier. This ensures, amongst others, that the re-
quirements of the engine builder are strictly followed.
The following operating modes shall be included in the Propulsion Control

System:
• Combinator mode 1
Combinator mode for operation without shaft generator, or with shaft gen-
erator and frequency control system. Any combinator curve including a
suitable light running margin can be set in field A.
• Combinator mode 2
Optional mode used in connection with shaft generators. During manoeu-
vring the combinator curve is freely selected in Field A. At sea, the engine
is operated at constant speed on Line 12, between point F and CMCR.
For manual and emergency operation, separate set-points for speed and pitch are
usually provided. At any location allowing such operation, a plate must be
placed with the following warning:
Engine must not be operated continuously at a

pitch lower than xx % at any speed above 116 rpm.
The pitch value (xx) is to be defined according to installation data.
For additional information about CPP application in the Propulsion Control

System, refer to section 5.4.2 Recommended manoeuvring characteristics,  5-8.
Operation in In addition, if the engine is operated for more than 3 minutes in the prohibited
prohibited area operation area, an alarm must be provided in either the ME safety system or the
vessel’s Alarm and Monitoring System.
If the engine is operated for more than 5 minutes in the prohibited operation area,
then the speed must be reduced below 116 rpm.

X35-B 2.3 Operating conditions
2.3 Operating conditions

The engine can be operated without any restrictions in the ambient condition
range ‘winter’, as permissible by GTD, up to design conditions. Operation out-
side these limits is possible, but further measures might need to be taken and the
power output might be limited. For project-specific support please contact
WinGD.
2.3.1 Reference conditions

Engine performance data — like BSEC, BSEF, tEaT and others — are based on
reference conditions. These conditions are specified in ISO standard 15550 (core
standard) and, for marine application, in ISO standard 3046 (satellite standard)
as follows:
Air temperature before blower: 25 °C

Engine room ambient air temperature: 25 °C
Coolant temperature before SAC: 25 °C
Barometric pressure: 1,000 mbar
Relative humidity: 30 %
2.3.2 Design conditions

The capacities of ancillaries are specified according to ISO standard 3046-1
(clause 11.4) following the International Association of Classification Societies
(IACS) and are defined as design conditions:
Air temperature before blower: 45 °C

Engine room ambient air temperature: 45 °C
Coolant temperature before SAC: 36 °C
Barometric pressure: 1,000 mbar
Relative humidity: 60 %

X35-B 2.4 Ancillary system design parameters
2.4 Ancillary system design parameters

The layout of the engine’s ancillary systems is based on the rated performance
(rating point Rx, CMCR). The given design parameters must be considered in
the plant design to ensure a proper function of the engine and its ancillary sys-
tems:
Cylinder cooling water outlet temperature: 90 °C

Oil temperature before engine: 45 °C
Exhaust gas back pressure at rated power (Rx): 30 mbar
The engine power is independent of ambient conditions as found in marine ap-

plications. The cylinder water outlet temperature and the oil temperature before
engine are system-internally controlled and have to remain at the specified level.

X35-B 2.5 Electrical power requirement
2.5 Electrical power requirement
Table 2-4 Electrical power requirement

No.
Power requirement [kW] Power supply
cyl.
Auxiliary blowers a)
5 2 x 15
6 2 x 15
440 V / 60Hz
7 2 x 20
8 2 x 20
Turning gear
5 1.8
6 1.8
440 V / 60Hz
7 1.8
8 1.8
Engine Control System
5 0.9
6 1.0
230 V / 60Hz
7 1.1
8 1.2
Propulsion Control System
all acc. to maker’s specifications 24 VDC UPS
Additional monitoring devices (e.g. oil mist detector, etc.)
all acc. to maker’s specifications
a) Minimal electric motor power (shaft) is indicated. Actual electric power requirement de-
pends on size, type and voltage / frequency of installed electric motor. Direct starting or
Star-Delta starting to be specified when ordering.

X35-B 2.6 GTD - General Technical Data
2.6 GTD - General Technical Data

GTD is an application for the calculation and output of general technical data
which are relevant for planning a marine propulsion plant. All data in this appli-
cation are relating to the entire 2-stroke engine portfolio.
Engine performance data The GTD application allows calculation of the performance data (BSEC, BSEF,
tEaT, etc.) for any engine power.
SM-0368
GTD output Beside the output of characteristic parameters in the whole rating field of an en-
gine, the GTD application delivers data on the capacities of coolers, pumps,
starting air bottles and air compressors. It also provides information on engine
radiation, on the power requirement for ancillary systems, and outputs data suit-
able for estimating the size of ancillary equipment.
Furthermore, data about the available components and options depending on
specification and engine rating can be output. In addition to the standard output
for ISO reference and design conditions, further operating conditions for which
information is required can be defined.
The GTD application is accessible on Internet at the WinGD Customer Portal or

from the WinGD corporate webpage using the following link:
https://www.wingd.com/en/media/general-technical-data

3 Engine Installation
X35-B 3.1 Dimensions and masses
The purpose of this chapter is to provide information to assist in the installation
of the engine. It is for guidance only and does not supersede current instructions.
3.1 Dimensions and masses
F2 / F3
F1
D
C
G
A B SM-0082
Figure 3-1 Engine dimensions
Table 3-1 Engine dimensions and masses

Net eng.
No. Dimension in mm with a tolerance of approx. ±10 mm
mass a)
cyl.
A B C D E F1 b) F2 c) F3 d) G [tonnes]
5 3,838 74
Dim. depending
on TC type
6 4,450 84
2,284 830 5,556 6,806 6,806 6,330 1,326
7 5,062 95
8 5,674 105
Min. capacity of bridge crane: 950 kg
Min. capacity of double-jib crane: 2 x 525 kg e)
a) Without oil / water; net engine mass estimated according to nominal dimensions given in drawings, including turbocharger and SAC, piping
and platforms
b) Min. height for vertical removal of piston with standard crane
c) Min. height for vertical removal of piston with double-jib crane
d) Min. height for tilted removal of piston with double-jib crane
e) In cases of double-jib crane application, both hooks are used in parallel; special lifting tools are required
When selecting the double-jib lifting method, it must be considered that maintenance work will demand additional time and effort, espe-
cially for tilted removal (F3), compared to standard procedure (F1). Availability of the special lifting tools needs to be considered in the pro-
ject schedule.

NOTE The dimensions given in above table are not binding. For prevailing
data refer to the relevant drawings, which are updated on a regular
basis.
Project-specific dimensions and masses for main components to be requested

from engine builder.
3.1.1 Dismantling heights for piston and cylinder liner

Dimensions F1, F2, F3 in Figure 3-1,  3-1 and the corresponding table are for
guidance only and may vary depending on crane dimension, handling tools and
dismantling tolerances.
However, please contact WinGD or any of their representatives if these values
cannot be maintained or if more detailed information is required.
For details see also drawings ‘Dismantling Dimensions’ (DG 0812) provided on
the WinGD corporate webpage under the following links:
5-cyl. engine
6-cyl. engine
7-cyl. engine
8-cyl. engine
3.1.2 Crane requirements

• An overhead travelling crane is to be provided for normal engine mainte-
nance. (Crane capacity see Table 3-1,  3-1.)
• The crane is to conform to the requirements of the classification society.
NOTE As a general guidance WinGD recommend a two-speed hoist with pen-

dent control, which allows selecting either high or low speed, i.e. high
speed 6.0 m/minute, low speed 0.6-1.5 m/minute.

3.1.3 Thermal expansion at turbocharger expansion joints

Before making expansion pieces, enabling connections between the engine and
external engine services, the thermal expansion of the engine has to be taken into
account. The expansions are defined (from ambient temperature 20 °C to service
temperature 55 °C) as follows (see also Figure 3-2):
Expansion Distance from ...

Transverse expansion (X) ... crankshaft centreline to centre of gas outlet flange
Vertical expansion (Y) ... bottom edge of bedplate to centre of gas outlet flange
Longitudinal expansion (Z) ... engine bedplate aft edge to centre of gas outlet flange
a) Gas outlet flange X a)
SM-0379 Z
Figure 3-2 Thermal expansion, dim. X, Y, Z
Calculating thermal Δx (Δy, Δz) = X (Y, Z) • α • ΔT

expansion
where:
Δx, Δy, Δz .. = thermal expansion

X, Y, Z ...... = distance as per relevant pipe connection plan and outline drawing
α .............. = 1.15 • 10-5 (coefficient of thermal expansion)
ΔT ............ = difference between service temp. and ambient temp. [°C]

3.1.4 Content of fluids in the engine
Table 3-2 Fluid quantities in the engine
No. Cylinder cooling Freshwater in

Lubricating oil Fuel oil
of water SAC
cyl. [kg] [kg] [kg] [kg]
5 550 1.9 120 160
6 630 1.9 150 160
7 710 1.9 170 190
8 790 1.9 200 190

X35-B 3.2 Engine outline views
3.2 Engine outline views

The latest versions of the Engine Outline Drawings (DG 0812) are provided on
the WinGD corporate webpage under the following links:
5-cyl. engine
6-cyl. engine
7-cyl. engine
8-cyl. engine

X35-B 3.3 Platform arrangement
3.3 Platform arrangement
3.3.1 Drawings
For platform arrangement see the links given in section 3.2,  3-5.
3.3.2 Minimum requirements for escape routes

The platforms shown in the relevant drawings are arranged in such a way as to
ensure safe escape routes for the crew. The minimum sizes required by the clas-
sification societies are met.
Lower platform 600 mm
2000 mm
h = min. 2000 mm
Ship’s platform
Reference frame
SM-0115
Figure 3-3 Minimum requirements for headroom
Important! • The minimum sizes are to be taken into account when installing the engine.
Special attention is to be given to the minimum distance between the ship’s
platform and the lower engine platform, to ensure sufficient headroom (see
Figure 3-3).
• No dead ends may be created on the platforms by shipboard installations. If
a dead end cannot be avoided, then a passage leading to the ship’s platform
has to be cleared before the dead end (distance from dead end: max.
2,000 mm).
See also the links to drawings in section 3.2,  3-5.

X35-B 3.4 Seating
3.4 Seating
Engine seating is integral with the double-bottom structure and has to be of suf-
ficient strength to support the weight of the engine, transmit the propeller thrust
and withstand external couples and stresses related to propeller and engine reso-
nance.
• Before any seating work can be performed, make sure the engine is aligned
with the intermediate propeller shaft.
• The longitudinal beams situated under the engine are to protrude from the
engine room bulkhead by at least half the length of the engine, and aft as far
as possible.
• The maximum allowable rake is 3 ° to the horizontal.
More details about engine seating can be found in the relevant Fitting Instruc-
tion (DG 9710) on the WinGD corporate webpage under the following link:
Fitting instruction - Engine seating and foundation
The latest version of the Marine Installation Drawing Set relevant for engine
seating and foundation (DG 9710) is provided on the WinGD corporate web-
page under the following link:
MIDS

X35-B 3.5 Assembly
3.5 Assembly
Engines may be installed as complete units or assembled from subassemblies in
the vessel, which may be afloat, in dry dock, or on the slipway.
3.5.1 Assembly of subassemblies

When the engine seating has been approved, the bedplate is lowered onto blocks
placed between the chocking points. The thickness of the blocks depends on the
final alignment of the engine. Engine bedplates comprise fabricated sections with
tapped holes for the jacking screws for engine alignment, and drilled holes to
allow the passing of the holding-down bolts.
For checking the • Proceed with the preliminary alignment of the bedplate using wedges or
dimensions optical jacking screws.
devices or lasers
may be used • Position the engine coupling flange to the intermediate shaft coupling
flange.
• Ensure that the gap between both flanges is close to the calculated figures
and that both flanges are exactly parallel on the horizontal plane (max. de-
viation 0.05mm).
• In the vertical plane, set the engine coupling flange 0.4-0.6 mm higher than
the calculated figures.
• Place the bearing caps in position and install the turning gear.
• Ensure that the crankshaft deflections are as recorded in the ‘Engine As-
sembly Records’.
• Check the bedplate level in longitudinal and diagonal directions with a taut-
wire measuring device provided by the engine builder.
• Compare the readings with those recorded at works.
All final dimensions are to be witnessed by the representatives of the engine

builder and the classification society, and recorded on appropriate log sheets.
Crankshaft deflections at this stage are to correspond with the values recorded at
works.
• Temporarily secure the bedplate against unexpected movement.

• Continue engine assembly by mounting the columns, cylinder blocks, run-
ning gear and scavenge air receiver.
• Ensure that the bearing caps are loose before tensioning the tie rods.
• Make periodic checks of the crankshaft deflections to observe and correct
any possible engine distortions.
• Carry out careful adjustments of the wedges or the jacking screws to re-es-
tablish the preliminary alignment setting.
NOTE The process of using jacking screws and wedges is defined in MIDS
and must be followed.
Once the engine assembly is completed, the final alignment and chocking is car-
ried out with the vessel afloat.

X35-B 3.5 Assembly
3.5.2 Installation of a complete engine

In the event that the engine is shipped in part deliveries and assembled at the
shipyard before installation in the vessel, the shipyard is to undertake assembly
work in accordance with the demands of a representative of the engine builder
and the classification society.
NOTE • Strict attention is to be paid to the removal of anti-corrosion coatings

and the subsequent application of rust preventing oil where required.
• The alignment tools are to be clean and ready for use.
Please observe: • Engine mounting is to be carried out systematically.

• The measurement readings have to be recorded on appropriate log sheets
and compared for correctness with the data in the ‘Engine Assembly Re-
cords’ completed after test run in the manufacturer’s works.
• The engine is to be lowered onto blocks placed between the chocking
points.
• The blocks are to be set in such a manner that the engine is slightly higher
than the final position, because less effort is required to lower the engine
than to raise it for alignment.
• For movements in the horizontal plane, both in lateral or longitudinal di-
rections, the shipyard is to construct appropriate anchor points for the use
of hydraulic jacks. Such movements have to be carried out with great care
to avoid stresses and distortions to the bedplate.
• Regular crankshaft deflection readings have to be taken to observe the ef-
fects, and any noticed deviation has to be rectified immediately.
3.5.3 Installation of an engine from assembled subassemblies

Subassemblies of the engine may be assembled ashore before installation in the
ship. One such assembly may comprise the following components:
• Bedplate
• Main and thrust bearings
• Crankshaft
• Turning gear
• Flywheel
The placing on blocks and alignment to shafting is analogue to that described in

section 3.5.1,  3-8.
3.5.4 Installation of an engine in ship on slipway

Installing a complete or partially assembled engine in a ship under construction
on an inclined slipway is possible when careful attention is paid to the following:
• Large components suspended to take account of the incline
• Tie rods centred and exactly perpendicular to the bedplate before tight-
ening.
• Side, fore and aft arresters temporarily fitted to prevent the engine from
moving during launching of the ship
• Additional temporary stays attached at upper platform level to steady the
engine during launching

X35-B 3.6 Engine and shaft alignment
3.6 Engine and shaft alignment

Alignment and chocking of the engine should be carried out in accordance with
our recommendations and is subject to test and inspection by the relevant classi-
fication society.
Each stage of engine mounting is to be checked by qualified personnel and the

measurements cross-checked with the design figures. In the event of discrepan-
cies the responsible parties (e.g. shipyard) are to advise the representative of the
engine builder or WinGD.
3.6.1 Instructions and limits

Alignment can be done with either jacking screws or wedges.
For detailed alignment procedures refer to the latest version of Engine Align-
ment Documents (DG 9709) provided on the WinGD corporate webpage under
the following link:
Engine alignment
3.6.2 Tools
For Engine Alignment Tools (DG 9710-01) refer to the latest version of the re-
spective drawings, which are provided on the WinGD corporate webpage under
the following link:
Tool engine alignment

X35-B 3.7 Engine coupling
3.7 Engine coupling
3.7.1 Design
The design of coupling bolts and holes for the flange connection of crankshaft /
propulsion shafts as provided by design group 3114 is included in the engine de-
sign approval by all major classification societies.
3.7.2 Machining and fitting of coupling bolts

• Before fitting the coupling bolts ensure that the mating flanges are concen-
tric. Close the gap between the flanges completely by means of min. 4 tem-
porary (non-fitted) bolts evenly distributed over the pitch hole diameter.
• Carry out drilling and reaming of engine and shaft couplings by means of a
computer controlled drilling machine or an accurately centred jig.
• In the case of non-matching holes or damaged holes apply joint cylindrical
reaming to an oversize hole and then fit an individually machined bolt.
• The bolts have to be available for inserting in the holes on completion of
reaming. Each bolt is to be stamped with its position in the coupling, with
the same mark stamped adjacent to the hole. The following tolerances have
to be met:
— bolt hole tolerance: H7
— bolt tolerance: g6 (clearance fit)
• If there is any doubt that a fitted bolt is too slack or too tight, refer to the
classification society surveyor and a representative of the engine builder.
3.7.3 Tightening
• When tightening the coupling bolts it is essential to work methodically. Per-
form crosswise tightening, taking up the threads on opposite bolts to hand-
tight, followed by sequential torque tightening. Finally ensure the same
proper tightening for all bolts.
• Mark each bolt head in turn (1, 2, 3, etc.) and tighten opposite nuts in turn
according to the Tightening Instructions, making sure that the bolt head is
securely held and unable to rotate with the nut.
• Lock castellated nuts according to Class requirements with either locking
wires or split pins. Use feeler gauges during the tightening process to ensure
that the coupling faces are properly mated with no clearance.
3.7.4 Installation drawing

The latest version of the drawing, relevant for the Connection Crank/ Propeller
Shaft (DG 3114), is provided on the WinGD corporate webpage under the fol-
lowing link:
Connection crank/propeller shaft

X35-B 3.8 Engine stays
3.8 Engine stays

Ship vibrations and engine rocking caused by the engine behaviour (see chapter
6 Engine Dynamics,  6-1) are reduced by fitting lateral stays (refer to section
6.2 External lateral forces and moments,  6-5) and longitudinal stays (refer to
6.3 Longitudinal vibration (pitching),  6-9).
The latest version of the Marine Installation Drawing Set relevant for engine
stays (DG 9715) is provided on the WinGD corporate webpage under the fol-
lowing link:
MIDS

X35-B 3.9 Propulsion shaft earthing
3.9 Propulsion shaft earthing

Electric current flows when a potential difference exists between two materials.
The creation of a potential difference is associated with thermoelectric by the ap-
plication of heat, tribo-electric between interactive surfaces, electrochemical when
an electrolytic solution exists, and electromagnetic induction when a conducting
material passes through a magnetic field.
Tracking or leakage currents are created in machinery by any of the above means
and — if they are not adequately directed to earth — can lead to component fail-
ures, or in some cases result in fires and interference with control and monitoring
instrumentation.
3.9.1 Preventive action

Using earthing brushes in contact with slip rings and bonding the chassis by
braided copper wire are common ways of protecting electric machines. Where
operating loads and voltages are comparatively low, the supply is isolated from
the machine by an ‘isolating transformer’, often with handheld power tools. The
build specification dictates the earthing procedure to be followed and the classi-
fication society is to approve the final installation.
On vessels with star-wound alternators the neutral is considered to be earth, and
electrical devices are protected by automatic fuses.
Isolation of Ensure that instrument wiring meets the building and classification society spec-
instrument wiring ifications and that it is shielded and isolated to prevent induced signal errors and
short circuits.
In certain cases large items of machinery are isolated from their foundations, and
couplings are isolated to prevent current flow, for instance when electric motors
are connected to a common gear box.
Retrospective fitting of earthing devices is not uncommon, but due consideration

is to be given at design stage to adequate shielding of control equipment and
earthing protection where tracking and leakage currents are expected. Magnetic
induction and polarisation are to be avoided and degaussing equipment incorpo-
rated if there is likely to be a problem.
3.9.2 Earthing device

Figure 3-4,  3-14 shows a typical shaft earthing device.
The slip ring (1) is supplied as matched halves to suit the shaft, and secured by
two tension bands (2) using clamps (12). The slip ring mating faces are finished
flush and butt jointed with solder. The brushes (4) are housed in the twin holder
(3) clamped to a stainless steel spindle (6), and there is a monitoring brush (11) in
a single holder (10) clamped to an insulated spindle (9). Both spindles are at-
tached to the mounting bracket (8).
Conducting material Different combinations of conducting material are available for the construction
for slip rings of slip rings. However, alloys with a high silver content are found to be efficient
and hard wearing.

Section A-A
7
8
5 6 9
A A 4
10
11
3
12
2
Typical arrangement for the propeller shaft

8
6 2
View on ‘A’ (brush gear omitted)
1 Slip ring
2 Tension bands
3 Twin holder
4 Brushes
5 Connection to the ship’s hull
6 Steel spindle
7 Connection to the voltmeter
8 Mounting bracket
9 Insulated spindle
10 Single holder
11 Monitoring brush 12 9
1
12 Clamps
SM-0058
Figure 3-4 Typical shaft earthing arrangement
Position of earthing The earthing device has to be arranged as close as possible to the engine. In case
device on shaft a shaft generator / motor is installed, the earthing device has to be arranged on
the front side of the generator / motor, as close a possible to the engine.
NOTE For detailed information please contact the earthing device supplier.
Connecting The electric cables are connected as shown in Figure 3-5,  3-15 with the op-
electric cables tional voltmeter. This instrument is at the discretion of the owner, but it is useful
to observe that the potential to earth does not rise above 100 mV.

Slip ring condition voltmeter
50 0
25
0
0
50 mV 250 mV
PM PH
+ -
Shaft earth (hull)

Shaft monitoring Additional terminals are provided
as necessary for multi-shaft vessels.
2.5 mm2
2.5 mm2
35 mm2
Insulated spindle
Propeller shaft
Hull/structure earths
SM-0056 to be separately connected
Figure 3-5 Typical shaft earthing with condition monitoring facility

X35-B 3.10 Fire protection
3.10 Fire protection

Fires may develop in areas such as scavenge air receiver / piston underside. The
engine is fitted with a piping system which leads the fire extinguishing agent into
the critical areas.
Where fire protection is required, the final arrangement of the fire extinguishing
system is to be submitted for approval to the relevant classification society.
Extinguishing agents Various extinguishing agents can be considered for fire fighting purposes. They
are selected either by the shipbuilder or the ship owner in compliance with the
rules of the classification society involved.
Steam as an alternative fire extinguishing medium is permissible for the scavenge

air spaces of the piston underside, but may cause corrosion if countermeasures
are not taken immediately after its use.
These countermeasures comprise:
— Opening scavenge spaces and removing oil and carbon deposits
— Drying all unpainted surfaces and applying rust protection (i.e. LO)
NOTE If steam is used for the scavenge spaces, a water trap is recommended
to be installed at each entry to the engine and assurance obtained that
steam shut-off valves are tight when not in use.
Table 3-3 Recommended quantities of fire extinguishing medium
Piston underside and Number of cylinders

Bottle
scavenge air receiver 5 6 7 8
Volume Mass Size Quantity of fire
Extinguishing medium
[m3/cyl] [kg/cyl] [kg] extinguishing bottles
1.3 5 45 Carbon dioxide (CO2) 1 1 1 1

4 Ancillary Systems
X35-B
4 Ancillary Systems
Sizing the ancillary systems of the engine, i.e. for freshwater cooling, lubricating
oil, fuel oil, etc., depends on the contracted maximum engine power. If the ex-
pected system design is out of the scope of this manual, then contact our repre-
sentative or WinGD directly.
The GTD application provides data for estimating the size of ancillary equipment
and enables all engine and system data at any Rx rating within the engine rating
field to be obtained. However, for convenience or final confirmation when opti-
mising the plant, WinGD provide a computerised calculation service.
All pipework systems All pipework systems and fittings are to conform to the requirements laid down
to be flushed and by the legislative council of the vessel’s country of registration and the classifica-
proved clean before
commissioning! tion society selected by the owners. They are to be designed and installed to ac-
commodate the quantities, velocities, flow rates and contents identified in this
manual, set to work in accordance with the build specification as approved by
the classification society and protected at all times from ingress of foreign bodies.

4 Ancillary Systems
X35-B 4.1 Twin-engine installation
4.1 Twin-engine installation

A vessel equipped with two separate main propulsion engines is considered a
twin-engine installation. The installation of two WinGD 2-stroke engines allows
combining individual engine auxiliary systems.
In Table 4-1 WinGD provide information based on engines’ requirements.

Class and other binding rules might overrule.
Table 4-1 Common and independent systems in twin-engine installations

System Independent Common Remarks
system for each system possible
engine required
Please note: Parallel independent LT cooling water
X supply per engine to the scavenge air coolers from
LT cooling water system common LT cooling water circuit
(see Figure 4-1,  4-3) Please note: Parallel independent LT cooling water
X supply per engine to the LO cooler and HT cooling
water cooler from common LT cooling water circuit
HT cooling water system X
Main LO system X
X Day tanks for high- resp. low BN lubricating oil
Cylinder LO system
X Rising pipe
(see Figure 4-2,  4-4)
X Separate distribution to each engine
X Feed system
Fuel oil system
X Booster circuit systems
Starting air system X
Control air X Supply system
Leakage collection system
X
and washing devices
Exhaust gas system X
Engine venting pipes X

4 Ancillary Systems
SAC
2 4
6 7
Main
Engine 1
3 5
8 (set-point: 25 °C)
1
9
SAC
1 Scavenge air cooler (SAC)

2 HT cooling water cooler (engine 1)
3 Lubricating oil cooler (engine 1)
4 HT cooling water cooler (engine 2)
5 Lubricating oil cooler (engine 2)
Main 6 Ancillary plants
Engine 2
7 Central seawater cooler
8 Temperature control valve
9 Pumps SM-0191
Figure 4-1 LT cooling water system for twin-engine installation

4 Ancillary Systems
HIGH BN CHANGEOVER LOW BN

SERVICE VALVES SERVICE
TANK (close to engine inlet) TANK
specification in MIDS
Min. static height
M
according to the
M
M M
LUB LUB
TRACE
HEATING
ME1 ME2
ME – Main engine
LUB – Lubricator
SM-0193
Figure 4-2 Cylinder LO system for twin-engine installation

4 Ancillary Systems
X35-B 4.2 Cooling water system
4.2 Cooling water system

The latest version of the Marine Installation Drawing Set relevant for the
cooling water system (DG 9721) is provided on the WinGD corporate webpage
under the following link:
MIDS
Freshwater cooling As the main engine cooling system uses freshwater as cooling medium it is inte-
system grated in the ship’s central freshwater cooling system.
Advantage of freshwater Freshwater cooling systems reduce the amount of seawater pipework and its as-
over seawater sociated problems like scaling and corrosion. Freshwater provides for more effi-
cient cooling as it allows a higher heat load than seawater, i.e. freshwater can be
heated up to a higher temperature level and, along with a lower flow rate, allows
the same cooling effect to be obtained. Thereby the overall running costs are re-
duced.
Interfacing of LT and The cooling system for the engine comprises a low-temperature (LT) and a
HT cooling circuits high-temperature (HT) circuit. There are two interface options for the transfer of
heat from the HT circuit to the LT circuit (refer to Figure 4-3):
• Option A: Separate LT and HT circuits with heat exchanger in between
• Option B: Integrated LT and HT circuits with cooling water mixing by a

three-way valve
Separate HT cooling water circuit Integrated HT cooling water circuit

part of HT
out to central cooler

HT recirculation
HT circuit LT circuit HT circuit

HTC
freshwater LT in (freshwater)
SM-0067
Figure 4-3 Interfacing of LT and HT cooling circuits
NOTE For detailed cooling design and the necessary data for this arrange-
ment please refer to MIDS and GTD respectively.

4 Ancillary Systems
4.2.1 Low-temperature circuit

The LT cooling water circuit for the main engine provides cooling for SAC, LO
cooler and MDO/MGO cooler.
Setting of automatic For the main engine SAC, the set-point of the automatic temperature control
temperature control valve valve can be between 10 and 36 °C. Low cooling water temperature results in low
for cooling water
scavenge air temperature and consequently low BSFC and BSEC. Therefore,
WinGD recommend a set-point of 25 °C.
In cold seawater, the automatic temperature control valve restricts the flow to the
seawater and its cooling effect to maintain the freshwater at the set temperature.
If the seawater is warmer, it may be unable to reduce the freshwater to this set
temperature, even when the automatic temperature control valve is fully open. In
such cases, the freshwater will be cooled down to a temperature 4 °C above that
of seawater, for example, to 36 °C when the seawater temperature is 32 °C.
Basic layout of LT Figure 4-4 shows the basic layout of the LT cooling water circuit with the auto-
cooling water circuit matic temperature control valve of the central freshwater cooling system set to
25 °C (WinGD recommendation).
1 2
SAC 4 7
5 (set-point: 25 °C)
Main
Engine 6
1 Scavenge air cooler (SAC) 5 Automatic temp. control valve

2 HT cooling water cooler 6 LT cooling water pump
3 Lubricating oil cooler 7 Central seawater cooler
SM-0190 4 Ancillary plants
Figure 4-4 LT cooling water circuit

4 Ancillary Systems
Low-temperature circuit components
Seawater The seawater circulating pump delivers seawater from the high and low sea
circulating pump chests to the central seawater cooler.
Pump type Centrifugal
Capacity According to GTD: The seawater flow capacity covers the

need of the engine only and is to be within a tolerance of
0 to + 10 % of the GTD value
Delivery pressure Determined by system layout
Working temperature According to ship specification
Seawater strainer Simplex or duplex strainers to be fitted at each sea chest and arranged to enable
manual cleaning without interrupting the flow. The strainer mesh size (max.
6 mm) must prevent the passage of large particles and debris that could damage
the pumps and impair the heat transfer across the coolers.
Central seawater cooler
Cooler type Plate or tubular
Cooling medium Seawater
Cooled medium Freshwater
Design criterion Keeping max. 36 °C LT while seawater temp. is 32 °C
Margin for fouling 10-15 % to be added
Heat dissipation
Freshwater flow
Refer to GTD
Seawater flow
Temperatures

4 Ancillary Systems
Automatic As stated above, the automatic temperature control valve for the cooling water to
temperature control valve the SAC can be set between 10 and 36 °C. WinGD recommend a set-point of
25 °C; however, the shipyard can determine this with consideration of the re-
quirement from other ancillary equipment in the cooling system.
Valve type Electrically or electro-pneumatically actuated three-way type

(butterfly valves are not adequate) having a linear characteristic
Design pressure 5 bar
Test pressure Refer to specification laid down by classification society
Press. drop across valve Max. 0.5 bar
Controller Proportional plus integral (PI)
Temperature sensor According to control valve manufacturer's specification; fitted in

engine outlet pipe
Freshwater pumps
Pump type Centrifugal
Capacity According to GTD: The freshwater flow capacity covers the

need of the engine only and is to be within a tolerance of
0 to + 10 % of the GTD value
Delivery head The final delivery head is determined by the layout of the
system and must ensure that the inlet pressure to the scavenge
air cooler is within the range of summarised data
Working temperature According to ship specification

4 Ancillary Systems
4.2.2 High-temperature circuit
Figure 4-5 shows the basic HT cooling water circuit arrangement.
6
7
3 4
Main 2 5
Engine 6
8
1
1 HT pumps 5 Automatic temp. control valve

2 Pre-heating pump (optional) 6 Throttling disc
3 Pre-heater for ME 7 Fresh water generator
SM-0292 4 HT cooler (HTC) 8 HT water expansion tank
Figure 4-5 HT cooling water circuit
High-temperature circuit components
HT cooling water pump
Pump type Centrifugal, preferably with a steep head curve a)

Pump capacity According to GTD: The flow capacity is to be within a tolerance
of - 10 to + 20 % of the GTD value
Delivery head b) To be determined according to the total pressure losses (resist-

ance) of the actual piping installation arrangement
Working temperature 95 °C
a) As a guide, the minimum advisable curve steepness can be defined as follows:
For a pressure increase from 100 to 107 %, the pump capacity should not decrease by more than
10 %.
b) The pump delivery head (pp) will be:

h
p p = p ei - p st + Dp + [bar]
10.2
where:
pei = pressure at engine inlet [bar]
pst = static pressure* at pump inlet [bar]
Δp = pressure losses over piping between pump outlet and engine inlet [bar]
h = height difference between pump outlet and engine inlet [m]
* If an expansion tank is used, pst equals the static pressure head from the change in height between
expansion tank and pump inlet.
If a buffer unit is used, pst equals the buffer unit pressure plus the pressure head from the change
in height between buffer unit and pump inlet.
The pressure (pei) at engine inlet must be 2.0-4.0 bar(g).

4 Ancillary Systems
To supply the cooling water system with the desired static pressure and compen-
sate for the cooling water volume change during engine operation, WinGD pro-
pose two possible solutions, namely installing either an expansion tank or a
buffer unit.
Expansion tank To ensure that the required static head is applied to the cylinder cooling water
(CCW) system, the expansion tank is to be fitted at least 3.5 m above the highest
point of the engine’s cooling water piping. The tank is to be connected by a bal-
ance pipe to the CCW pump suction.
Buffer unit The installation of a buffer unit is an alternative solution. The buffer unit has the
advantage of variable static pressure settings and location flexibility. However, it
does require an additional water supply pump.
Main components and functionalities of the buffer unit:
• Control air shut-off valve (DN15), solenoid type, controlled by the signal
from level switch low (LSL). This valve is normally open but to be shut off
when the signal from LSL is triggered and water feeding is started.
• Control air pressure regulating valve (DN15), with pressure reduction and
air release function. This valve reduces the control air pressure to the de-
sired buffer unit pressure. It enables air to be released to maintain the pres-
sure when the buffer unit water volume is increasing (refill or water
expansion). The pressure setting of the buffer unit is targeted to ensure that
the cooling water pressure at ME fulfils the WinGD specification require-
ment.
• Safety valve (DN32), to be set at approximately 0.5 bar above the buffer
unit set pressure.
• LSH and LSL, high-level switch and low-level switch:

º The LSL is set at approximately 35 % of the total volume of the buffer
unit. When the LSL is triggered, a signal is emitted simultaneously to
the control air shut-off valve and the buffer unit supply pump to start.
º The LSH is set at approximately 65% of the total volume of the buffer
unit. When the LSH is triggered, a signal is emitted to stop the buffer
unit supply pump.
º The volume difference between the LSH and the LSL should be approx-
imately 150 litres.
• LAH and LAL, high-level alarm and low-level alarm:

º The LAH shall be set at approximately 70 % of the total volume of the
buffer unit.
º The LAL shall be set at approximately 30 % of the total volume of the
buffer unit.

4 Ancillary Systems
Buffer unit supply pump The buffer unit supply pump compensates for losses in the CCW system. This
pump is automatically controlled by the water level in the buffer unit.
It is also advisable to monitor the running period of the supply pump. Moni-
toring of the pump running period will warn when the running period exceeds a
pre-set value, indicating unusual water losses in the system. Spare parts for the
supply pump must be available according to classification societies' require-
ments.
Pump type Centrifugal or positive displacement
Capacity 0.5 m3/h

Delivery head 4 bar (can be adjusted depending on project-specific design)
Automatic
temperature control valve
Valve type Electrically or electro-pneumatically actuated three-way type
(butterfly valves are not adequate) having a linear characteristic
Design pressure 5 bar
Test pressure Refer to specification laid down by classification society
Press. drop across valve Max. 0.5 bar
Controller Proportional plus integral (PI), known as proportional plus reset

for steady state error of max. ± 2 °C and transient condition
error of max. ± 4 °C
Temperature sensor According to control valve manufacturer's specification; fitted in

engine outlet pipe

4 Ancillary Systems
4.2.3 Cooling water treatment

Correct treatment of the cooling freshwater is essential for safe engine operation.
Only demineralised water or condensate according to the following specification
must be used as raw water. In the event of an emergency, tap water may be used
for a limited period, but afterwards the entire cylinder cooling water system is to
be drained off, flushed, and recharged with demineralised water.
Table 4-2 Recommended parameters for raw water

Parameter Value
Min. pH 6.5
Max. dH 10° (corresponds to 180 mg/l CaCO3) a)
Max. chloride 80 mg/l
Max. sulphates 150 mg/l
a) In the case of higher values the water must be softened.
Corrosion inhibitors In addition, the water used must be treated with a suitable corrosion inhibitor to
prevent corrosive attack, sludge formation and scale deposits. (For details refer
to the chemical supply companies.) Monitoring the level of the corrosion inhib-
itor and water softness is essential to prevent down-times due to component fail-
ures resulting from corrosion or impaired heat transfer.
NOTE No internally galvanised steel pipes should be used in connection with

treated freshwater, since most corrosion inhibitors have a nitrite base.
Nitrites attack the zinc lining of galvanised piping and create sludge.
For further information about permissible cooling water additives please refer to
the document Cooling water and additives, which is provided on the WinGD
corporate webpage under the following link:
Cooling water and additives

4 Ancillary Systems
4.2.4 General recommendations for design

• The number of valves in the system must be kept to a minimum to reduce
the risk of incorrect setting.
• Valves are to be locked in the set position and labelled to eliminate incorrect
handling.
• After the system commissioning is completed, it is prohibited to manually

interfere with the cooling water flow in different branches of the ME
cooling water system by adjusting the valves or the orifice.
• Under normal operation of the cylinder cooling water system, the pump de-
livery head and the total flow rate are to remain constant, even when the
freshwater generator is started up or shut down.
• The cylinder cooling water system is to be totally separated from steam sys-
tems. Under no circumstances must there be any possibility of steam en-
tering the cylinder cooling water system, e.g. via a freshwater generator.
• The installation of equipment affecting the controlled temperature of cyl-

inder cooling water (CCW) is to be examined carefully before being added.
Uncontrolled increases or decreases in CCW temperature may lead to
thermal shock of engine components and scuffing of pistons. Thermal
shock is to be avoided, and the temperature gradient of the cooling water
when starting and shutting down additional equipment is not to exceed two
degrees per minute (2 °C/min) at engine inlet.
• The design pressure and temperature of all the component parts such as
pipes, valves, expansion tank, fittings, etc. are to meet the requirements of
the classification society.
4.2.5 Freshwater generator

A freshwater generator, using heat from the cylinder cooling system to distil sea-
water, can be used to meet the demand for washing and potable water. The ca-
pacity of the freshwater generator is limited by the amount of heat available,
which in turn is dependent on the service power rating of the engine.
NOTE It is crucial in the design stage to ensure that there are sufficient safe-
guards to protect the main engine from thermal shock when the fresh-
water generator is started.
To reduce such risk, it will be of advantage to use valves (for instance
butterfly valves), which are linked and actuated with a large reduction
ratio, at the freshwater generator inlet and in the bypass line.
The latest version of the Concept Guidance for freshwater generator installation
(DG 9721) is provided on the WinGD corporate webpage under the following
link:
Freshwater generator installation

4 Ancillary Systems
4.2.6 Pre-heating
To prevent corrosive liner wear when not in service or during short stays in port,
it is important that the ME is kept warm. Warming-through can be provided by
a dedicated heater, using boiler raised steam or hot water from the diesel auxilia-
ries, or by direct circulation from the diesel auxiliaries.
Pre-heating from cooling water systems

If the requirement for warming-up is from the cooling water systems of the diesel
auxiliaries, it is essential that the amount of heat available at normal load is suf-
ficient to warm the main engine.
If the main and auxiliary engines have a cooling water system which can be
cross-connected, it has to be ensured that, when the cross-connection is made,
any pressure drop across the main engine does not affect the cooling water pres-
sure required by the auxiliaries.
If the cooling water systems are apart, then a dedicated heat exchanger is re-
quired to transfer the heat to the main CCW system.
Pre-heating by direct water circulation

Use of main cylinder If the main CCW pump is used to circulate water through the engine during
cooling water pump pre-heating, then the heater is to be arranged parallel with the CCW system, and
on/off control is to be provided by a dedicated temperature sensor at the CCW
outlet of the engine. The flow through the heater is set by throttling discs, but not
by valves.
Use of separate If the requirement is for a separate pre-heating pump, a small unit with 10 % of
pre-heating pump the main pump capacity and an additional non-return valve between CCW pump
and heater are to be installed. In addition, the pumps are to be electrically inter-
locked to prevent two pumps running at the same time.
Recommended The recommended temperature to start and operate the engine is 60 °C at CCW
temperature outlet. If the engine is started below the recommended temperature, engine
power must not exceed 80 % of CMCR until the water temperature has reached
60 °C.
The ambient engine room temperature and warm-up time are key parameters to
estimate the heater power capacity required to achieve the target temperature of
60 °C. The shipyard or ship designer should determine the ambient engine room
temperature and the warm-up time (which may also be specified by the ship
owner) on the basis of their own experience.
Warm-up time The graph in Figure 4-6,  4-15 shows the warm-up time needed in relation to
the ambient engine room temperature to arrive at the heat amount required per
cylinder. The graph covers the warming-up of engine components per cylinder,
taking also the radiation heat into account.
The readable figure is then multiplied by the number of cylinders to show the
heater capacity required for the engine.

4 Ancillary Systems
Recommended
Pre-heating and heat losses of piping system to be added
pre-heating time range
30 0°C E/R temp.
Approx. engine heating demand [kW/cyl]

5°C E/R temp.
10°C E/R temp.
(recommended for layout)
20°C E/R temp.
30°C E/R temp.
20
10
0
0 6 12 18 24 30 36 42 48
SM-0044 Heating-up time [h]
Figure 4-6 Pre-heating power requirement per cylinder
All figures are related to requirements of the engine and should only be used for
a first concept layout of the heater capacity. However, during pre-heater selec-
tion the shipyard or ship designer must also consider further aspects such as heat
losses in the external piping system, water volume inside the system, pipe
lengths, volume of ancillary equipment, etc.

4 Ancillary Systems
X35-B 4.3 Lubricating oil systems
4.3 Lubricating oil systems

The latest version of the Marine Installation Drawing Set relevant for the lubri-
cating oil system (DG 9722) is provided on the WinGD corporate webpage
MIDS
4.3.1 Lubricating oil requirements

The validated lubricating oils were selected in co-operation with the oil suppliers.
In their respective product lines the products are considered as appropriate lubri-
cants for the application indicated.
WinGD do not accept any liability for the quality of the supplied lubricating oil
or its performance in actual service.
The validated cylinder and system oils are published in the document Lubricants
Lubricants
4.3.2 Main lubricating oil system

The general installation principle of the main lubrication oil system is shown in
Figure 4-7,  4-17.
Field of application Lubrication of the main bearings, thrust bearings, bottom-end bearings, together
with piston cooling, is carried out by the main lubricating oil system.
The main bearing oil is also used to cool the piston crown and to lubricate and
cool the torsional and axial vibration dampers.
Lubrication of The crosshead bearings are lubricated either directly by the main lubricating oil
crosshead bearings system or by an additional crosshead pump (specification see Booster pump for
crosshead lubrication,  4-18).
Application of A crosshead pump is required for engines rated at lower speed.

crosshead pump For speed definition (lower speed ranges) refer to the MIDS.

4 Ancillary Systems
5
6
Main
Engine
4
(Set-point: 45 °C)
1 Lubricating oil drain tank

2 Lubricating oil pump
3 Lubricating oil cooler
2 4 Automatic temperature control valve
5 Automatic lubricating oil filter, with
5 sludge checker
SM-0205 6 Crosshead lubricating oil pump
Figure 4-7 Lubricating oil system
Main lubricating oil system components
Lubricating oil pump Positive displacement screw pumps with built-in safety valves, or centrifugal
pumps (for pump capacities refer to GTD):
Type: Positive displacement The flow rate is to be within a tolerance of 0 to + 10 % of

screw pump the GTD value, plus:
- back-flushing flow of automatic self-cleaning filter, if such
filter is installed
- oil flow to torsional vibration damper, if such damper is
installed
Type: Centrifugal pump The flow rate is to be within a tolerance of - 10 to + 10 % of

the GTD value, plus:
- back-flushing flow of automatic self-cleaning filter, if such
filter is installed
- oil flow to torsional vibration damper, if such damper is
installed
Delivery head The final delivery head to be determined is subject to the

actual piping layout.
Working temperature 60 °C
Oil type SAE30, 50 cSt at working temperature; when sizing the

pump motor the maximum viscosity to be allowed for is
400 cSt.

4 Ancillary Systems
Lubricating oil cooler
Type Plate or tubular
Cooling medium Freshwater
Cooling water flow Refer to GTD.
Cooling water temperature 36 °C
Heat dissipation Refer to GTD.
Margin for fouling 10-15 % to be added
Oil flow Refer to GTD.
Oil viscosity at cooler inlet 50 cSt at 60°C
Oil temperature at inlet Approx. 60 °C
Oil temperature at outlet 45 °C
Working pressure oil side 6 bar
Working pressure water side Approx. 3 bar
Booster pump for

crosshead lubrication
Type Positive displacement screw or gear types with built-in
safety valves
Capacity According to GTD: The flow rate is to be within a tolerance

of 0 to 10 % of the GTD value.
Delivery head Refer to GTD.
Working temperature Approx. 45 °C
Oil type SAE 30, 95 cSt at working temperature; when sizing the
pump motor the maximum viscosity to be allowed for is
400 cSt.

4 Ancillary Systems
Full-flow filter The drain from the filter is to be sized and fitted to allow free flow into the lubri-
cating oil drain tank.
The output required for the main lubricating oil pump to ‘back-flush’ the filter
without interrupting the flow is to be taken into account when estimating the
pump capacity (see Lubricating oil pump,  4-17).
Type a) Automatic back-flushing filter with differential pressure

gauge and high-differential pressure alarm contacts.
Designed to clean itself automatically using reverse flow
or compressed air techniques.
Back-flushing oil treatment by sludge checker.
Oil flow Refer to GTD.
Working viscosity 95 cSt, at working temperature
Working pressure 6 bar
Test pressure Specified by classification society
Diff. pressure, clean filter Max. 0.2 bar
Diff. pressure, dirty filter Max. 0.6 bar
Diff. pressure, alarm Max. 0.8 bar

Note: Real operational settings could be less according to
filter maker’s recommendation.
Mesh size Sphere passing max. 0.035 mm
Filter material Stainless steel mesh
Filter inserts bursting press. Max. 3 bar differential across filter

a) Optional: change-over duplex filter designed for in-service cleaning, with differential pressure gauge
and high-differential pressure alarm contacts
System oil
The pistons of the WinGD X35-B engine feature highly efficient jet-shaker oil
cooling. The crankcase oils used as system oil are specified as follows:
• SAE 30
• Minimum BN of 5.0 mg KOH/g and detergent properties
• Load carrying performance in FZG gear machine test method A/8, 3/90
according to ISO 14635-1, failure load stage 11 as a minimum 1)
• Good thermal stability
• Antifoam properties
• Good demulsifying performance
The consumption of system oil is given in Table 1-2,  1-3.
1) The FZG gear machines located at the FZG Institute, Munich/Germany shall be the
reference test apparatus and will be used in the event of any uncertainty about test re-
peatability and reproducibility.

4 Ancillary Systems
4.3.3 Flushing the lubricating oil system

For flushing of the lubricating oil system refer to the latest version of the relevant
Instruction (DG 9722), which is provided on the WinGD corporate webpage
Instruction for flushing - Lubricating oil system
4.3.4 Lubrication for turbochargers

For lubricating oil for turbochargers equipped with separate lubricating oil sys-
tems the recommendations given by the supplier must be observed.
4.3.5 Cylinder lubricating oil system

Cylinder lubrication is carried out by a separate system, working with the
once-through principle. A hydraulically actuated dosage pump feeds cylinder lu-
bricating oil to the surface of the cylinder liner through quills in the liner. The oil
supply rate is adjustable and metered to suit the age and running condition of
piston rings and liners.
For cylinder lubricating oil consumption refer to Table 1-2,  1-3.
Cylinder oil For normal operating conditions, a high-alkaline marine cylinder oil of SAE 50
viscosity grade with a minimum kinematic viscosity of 18.5 cSt (mm2/s) at
100 °C is recommended. The alkalinity of the oil is indicated by its Base Number
(BN) 1).
Cylinder lubricants of intermediate BN (50 < BN < 60 mg/KOH/g) may be used

if the performance is regularly monitored and the lubricating oil feed rate is ad-
justed to avoid a low piston underside BN. Residual BN which is too low can
lead to excessive corrosive wear and scuffing.
1) The Base Number is expressed in mg KOH/g as determined by test method ASTM

D2896.

4 Ancillary Systems
Recommended The following values are recommended when operating on fuel with a sulphur
residual BN content in the range of 0.5 to 3.5 % m/m:
• The safe piston underside residual BN to avoid piston ring and liner corro-
sion is higher than 25 mg KOH/g but lower than 50 mg KOH/g
• The alert limit for piston underside residual BN to avoid excessive corro-
sion is between 10 and 25 mg KOH/g
• The danger limit is less than 10 mg KOH/g piston underside residual BN

and is likely to lead to excessive corrosion and early piston ring and liner
wear if not corrected. It often leads to scuffing, premature failure of piston
rings and excessive corrosive liner wear.
Base number of The base number (BN) of the cylinder lubricating oil must be selected depending
cylinder lubricating oil on the total sulphur content of the fuel burnt. The higher the sulphur content in
the fuel, the higher BN for cylinder lubricating oil is required.
Consequently, for low-sulphur fuel operation, low BN cylinder lubricating oil
needs to be supplied, whereas high BN cylinder lubricating oil is required when
the engine is running on HFO.
Alternatives to finished The cylinder lubricating oil can also be blended/mixed on board. Multiple con-
cylinder oils cepts for blending/mixing cylinder oil on board are available.
The validated additives and oils which can be used for this purpose can be found
in the document Lubricants, which is provided on the WinGD corporate web-
Lubricants
For additional information please contact the oil supplier.
Another solution to have the needed BN value available is to mix lubricating oils
of different BN values.
Service tank and storage tank

The arrangement of service tank and storage tank can be changed by locating the
storage tank in place of the service tank. If this arrangement is preferred, the
storage tank must be placed at the same height as the service tank to provide the
necessary head. Furthermore, the storage tank must be of similar design, with a
sloping floor.
Electrical trace heating for cylinder lubricating oil piping

The cylinder lubricating oil piping on ship side shall be electrically trace heated
and insulated to ensure an oil temperature of approx. 40 °C at main engine inlet.
WinGD have introduced a trace heating cable and insulation for the ME internal
cylinder LO piping and provided a power connection box on the engine. The
shipyards can arrange the trace heating cable on the piping on ship side and con-
nect the cable to the ME power connection box.
For details of the power connection box and trace heating cable please refer to
the drawings of the relevant design group.

4 Ancillary Systems
4.3.6 Maintenance and treatment of lubricating oil

It is essential that engine lubricating oil is kept as clean as possible. Water and
solid contaminants held in suspension are to be removed using centrifugal sep-
arators which operate in bypass to the engine lubricating system.
Great care has to be taken of the separators and filters to ensure that they work
correctly. The separators are to be set up as purifiers and completely isolated
from the fuel oil treatment systems; there must be no possibility of cross-contam-
ination.
Oil separator
Type Self-cleaning centrifugal separator
Min. throughput capacity [l/h] Refer to GTD.
Rated separator capacity The rated or nominal capacity of the separator is to be ac-
cording to the separator manufacturer’s recommendations.
Separation temperature 90-95 °C; refer to manufacturer’s instructions.
Oil samples To ensure that representative samples of lubricating oil can be taken, dedicated
sampling points (cocks) are provided on engine side. Such cocks need also to be
installed on system side according to the relevant system proposal drawing in
MIDS.

4 Ancillary Systems
4.3.7 Drain tank

The engine is designed to operate with a dry sump: the oil returns from the bear-
ings, flows to the bottom of the crankcase and through strainers into the lubri-
cating oil drain tank. The drain connections from the crankcase to the drain tank
are arranged vertically.
The drain tank is to be located beneath the engine and equipped with the fol-
lowing:
• Depth sounding pipe

• Pipe connections for lubricating oil purifiers
• Heating coil adjacent to pump suction
• Air vents with flame protection
NOTE The classification societies require that all drain pipes from the crank-
case to the drain tank are taken as low as possible below the free sur-
face of the oil to prevent aeration and foaming; they have to remain
below the oil surface at all times.
Strict attention has to be paid to this specification.
There is to maintain adequate drainage under sea conditions resulting in pitching

and rolling. The amount of lubricating oil required for an initial charge of the
drain tank is indicated in Figure 4-8. The total tank size is normally 5-10 %
greater than the amount of lubricating oil required for an initial filling.
DN
h1
h2
h
Suction area Distance between suction pipe and bottom of tank

After system
First filling commissioning Second filling Engine in operation
operating level
h1
h1
hx *1)
h2
h2
h2
h2
LO pump stopped LO pump stopped LO pump stopped LO pump in operation

*1) Level after filling of external system.
Volume and level in the lub. oil drain tank depend on capacity of pipes, coolers, filters, etc.
The oil volume in tank contains part of the oil quantity which drains back when the pumps
SM-0037 are stopped.
Figure 4-8 Dimensioning and filling process of lubricating oil drain tank

4 Ancillary Systems
Arrangement of vertical
lubricating oil drains
1 2 3 4 5
Driving end
6
Free end
*2)
*1) *1)
*1) Proposal to determine final position in accordance with shipyard

*2) Alternatively the oil drains may also be arranged symmetrically on
SM-0038 port/fuel pump side.
Figure 4-9 Arrangement of vertical lubricating oil drains for 6-cylinder engines
NOTE The illustration above does not necessarily represent the actual config-
uration or the stage of development, nor the type of the engine con-
cerned.
For all relevant and prevailing information see MIDS drawings,  4-16.
Inclination angles
Heel (static)
Trim (static) and pitching (dynamic)

Rolling (dynamic)
SM-0065 Athwartships and fore-and-aft inclinations may occur simultaneously.

4 Ancillary Systems
NOTE The data in the following tables represent the state of data as of the
year 2019 and earlier. To obtain the latest data please contact the rele-
vant classification society.
Table 4-3 Minimum inclination angles for full operability of the engine (1)
Classification societies (overview see Appendix, Table 9-1,  9-1)
ABS BV CCS CRS
Year of latest update by Class 2019 2018 2018 2018
Main and auxiliary engine
Abbreviation 4/1/1/7.9 C/1/1/2.4 3/1/1/1.2.1 7/1/1.6/1.6.2
Heel to each side 15° 15° 15° 15°
Rolling to each side 22.5° 22.5° 22.5° 22.5°
a)
Trim by the head 5° 5° 5° 5°
Trim by the stern a) 5° 5° 5° 5°
Pitching ±7.5° ±7.5° ±7.5° ±7.5°
Emergency sets
Abbreviation 4/1/1/7.9 C/1/1/2.4 3/1/1/1.2.1 7/1/1.6/1.6.2
Heel to each side 22.5° c) 22.5° 22.5° c) 22.5° c)
Rolling to each side 22.5° c) 22.5° 22.5° c) 22.5° c)
Trim 10° 10° 10° 10°
Pitching ±10° ±10° ±10° ±10°
Electrical installation
Abbreviation 4/1/1/7.9 C/1/1/2.4 4/1/2/1.2.1 7/1/1.6/1.6.2
Heel to each side 22.5° b) 22.5° b) c) 15° c) 22.5° b)
Rolling to each side 22.5° b) 22.5° b) c) 22.5° c) 22.5° b)
Trim 10° 10° b) 5° 10° b)
Pitching ±10° ±10° b) ±7.5° ±10° b)
a)
Where the ship’s length exceeds 100m, the fore-and-aft static angle of inclination may be taken as
500/L degrees. (where L = length of ship in metres)
b)
Up to an inclination angle of 45 degrees, switches and controls are to remain in their last set position as
no undesired switching operations or operational changes may occur.
c)
For ships carrying liquefied gases or chemicals the arrangement is to be such that the emergency power
supply also remains operable with the ship flooded to a final athwartships inclination up to 30 degrees.

4 Ancillary Systems
DNV DNV-GL GL IRS KR
Year of latest update by Class 2016 2018 2016 2018 2018
Abbreviation 4/1/3/B 200 4/1/3/2.2/2.2.1 I-1-2/1/C/C.1.1 4/1/1/1.7/1.7.1 5/1/103./1.
Heel to each side 15° 15° 15° 15° 15°
Rolling to each side 22.5° 22.5° 22.5° 22.5° 22.5°
Trim by the head a) 5° 5° 5° 5° 5°
a)
Trim by the stern 5° 5° 5° 5° 5°
Pitching ±7.5° ±7.5° ±7.5° ±7.5° ±7.5°
Emergency sets
c) c) c) c) 22.5° c)
Heel to each side 22.5° 22.5° 22.5° 22.5°
Rolling to each side 22.5° c) 22.5° c) 22.5° c) 22.5° c) 22.5° c)
Trim 10° a) 10° a) 10° 10° 10°
Pitching ±10° ±10° ±10° ±10° ±10°
Heel to each side 22.5° b) c) 22.5° b) c) 22.5° b) c) 22.5° b) c) 22.5° b) c)
Rolling to each side 22.5° b) c) 22.5° b) c) 22.5° b) c) 22.5° b) c) 22.5° b) c)
Trim 10° a) b) 10° a) b) 10° b) 10° b) 10° b)
Pitching ±10° b) ±10° b) ±10° b) ±10° b) ±10° b)
a)
Where the ship’s length exceeds 100m, the fore-and-aft static angle of inclination may be taken as 500/L degrees.
(where L = length of ship in metres)
b)
Up to an inclination angle of 45 degrees, switches and controls are to remain in their last set position as no undesired
switching operations or operational changes may occur.
c)
For ships carrying liquefied gases or chemicals the arrangement is to be such that the emergency power supply also remains
operable with the ship flooded to a final athwartships inclination up to 30 degrees.

4 Ancillary Systems
LR NK PRS RINA RS
Year of latest update by Class 2018 2018 2019 2018 2019
Abbreviation 5/1/3/3.7 D/1.3.1/6 VI/1/1.6.1 C/1/1/2.4 VII/2/2.3
Heel to each side 15° 15° 15° 15° 15°
Rolling to each side 22.5° 22.5° 22.5° 22.5° 22.5°
Trim by the head a) 5° 5° 5° 5° 5°
a)
Trim by the stern 5° 5° 5° 5° 5°
Pitching ±7.5° ±7.5° ±7.5° ±7.5° ±7.5°
Emergency sets
Abbreviation 5/1/3/3.7 D/1.3.1/6 VI/1/1.6.1 C/1/1/2.4 VII/2/2.3
c) b) c) c) c) 22.5° c)
Heel to each side 22.5° 22.5° 22.5° 22.5°
Rolling to each side 22.5° c) 22.5° b) c) 22.5° c) 22.5° c) 22.5° c)
Trim 10° 10° b) 10° 10° 10°
Pitching ±10° ±10° b) ±10° ±10° ±10°
Abbreviation 6/2/1/1.10 H/1/1.1.7 VIII/2/2.1.2.2 C/2/2/1.6 XI/2/2.1.2.2
Heel to each side 15° 15° c) 15° 22.5° b) 15° c)
Rolling to each side 22.5° 22.5° c) 22.5° 22.5° b) 22.5° c)
Trim 5° a) 5° a) 5° 10° b) 5° c)
Pitching ±7.5° ±7.5° ±10° ±10° b) ±10° c)
a)
Where the ship’s length exceeds 100m, the fore-and-aft static angle of inclination may be taken as 500/L degrees.
(where L = length of ship in metres)
b)
Up to an inclination angle of 45 degrees, switches and controls are to remain in their last set position as no undesired
switching operations or operational changes may occur.
c)
For ships carrying liquefied gases or chemicals the arrangement is to be such that the emergency power supply also remains
operable with the ship flooded to a final athwartships inclination up to 30 degrees.

4 Ancillary Systems
X35-B 4.4 Fuel oil system
4.4 Fuel oil system

The latest version of the Marine Installation Drawing Set relevant for the fuel
oil system (DG 9723) is provided on the WinGD corporate webpage under the
following link:
MIDS
Figure 4-10 shows the installation principle for maximum fuel flexibility.
HFO/LSHFO piping HFO/LSHFO MDO/MGO

MDO/MGO piping
Common piping
1 2 3
4
PRV
LT Cooling 10
water system 5 Pm
7
9
12 Pm 8 FM
6
Main
Engine PLFURQV 5 V
11
1 HFO/LSHFO settling, storage and separation system 7 Fuel oil mixing unit
2 MDO/MGO settling, storage and separation system 8 Booster pump - High pressure
3 Automatic fuel changeover unit 9 Fuel oil end-heater
4 Feed pump - Low pressure 10 MDO/MGO heat exchanger
5 Automatic self-cleaning filter 11 Viscometer
6 Flow meter 12 Duplex filter
SM-0300
Figure 4-10 Fuel oil system
Further information about MDO/MGO fuels is available in the separate Con-

cept Guidance (DG 9723). This considers additional design options for the fuel
oil system, as well as optional heat exchangers for better viscosity regulation
when changing between HFO/LSHFO and MDO/MGO.
This is provided on the WinGD corporate webpage under the following link:
Concept Guidance Distillate Fuels
Fuel consumption Data of fuel consumption should be taken from the project-specific GTD data
sheet.
4.4.1 Fuel oil system components

The following components are associated with a fuel oil system of maximum fuel
flexibility, i.e. operation on heavy fuel oils and distillates, as indicated in Figure
4-10. Therefore, the following section considers a fuel oil viscosity of 700 cSt at
50 °C.

4 Ancillary Systems
Feed pump — Low-pressure fuel oil
Type Positive displacement screw pump with built-in safety valve
Capacity According to GTD: The capacity is to be within a tolerance of 0 to

+ 20 % of the GTD value, plus back-flushing flow of automatic self-
cleaning filter, if such filter is installed.
Delivery pressure The feed pump must provide a required pressure in the downstream
mixing unit to prevent water in the system from vaporising into
steam. The pump, whilst considering system pressure drop, must
provide a minimum of 1 bar above the water vapour pressure and al-
ways be above a 3 bar value. The water vapour pressure is a result
of the system temperature and pressure for a given fuel type.
Heavier oils need more heat and higher temperatures to maintain
them at the correct viscosity compared to lighter oils.
(Refer to the formula and example below.)
Electric motor The electric motor driving the fuel oil feed pump shall be sized for
the maximum pressure head (difference between inlet and outlet
pressure), maximum fuel oil viscosity (100cSt), and the maximum
required flow.
Working temp. Below 100 °C
Fuel oil viscosity Depending on the fuel oil system’s heat control, viscosity at working
temperature will often differ. It will not be more than 100 cSt, how-
ever can be considerably less (as low as 2 cSt with lower viscosity
fuel like MDO/MGO or possibly LSHFO, see viscosity-temperature
diagram - Figure 4-15,  4-43).
The manufacturer's specification must comply with the fuel viscosity
range. For system options with additional temperature regulation,
see Concept Guidance Distillate Fuels.
Formula for delivery pv + 1 + p1 + p2 [bar]

gauge pressure
where:
pv .............. = water vapour gauge pressure at the required system temp. [bar]
(see viscosity-temperature diagram in section 4.4.6,  4-43)
p1 ........... = max. pressure losses between feed pumps and mixing unit [bar]
p2 ........... = max. pressure change difference across the pressure regulating
valve of the feed system between min. and max. flow
(see Pressure regulating valve,  4-30)
Example HFO of 700 cSt at 50 °C, required system temperature 145 °C:
pv .............. = 3.2 bar

p1 ........... = 0.5 bar
p2 ........... = 0.6 bar
Delivery gauge pressure = 3.2 + 1 + 0.5 + 0.6 = 5.3 bar

4 Ancillary Systems
Pressure regulating valve

The pressure regulating valve returns the excess fuel oil that is not required by the
main engine, recirculating more when the engine is at lower power. To avoid
heating-up of the fuel by recirculation, the return pipe is designed with cooling
ribs.
It also works to ensure that the pressure downstream of the low-pressure feed
pump remains 1 bar above the evaporation pressure of the water and there pre-
vents entrained water within the fuel oil system from flashing off into steam.
The pressure regulating valve should have a flat steady-state characteristic across
the fuel oil recirculation flow range.
Type Self-operated or pilot-operated, with a manual emergency

control. Either direct hydraulically or pneumatically
actuated. However, when using a pneumatically actuated
valve, use a combined spring type to close the valve in case
of air supply failure.
Maximum capacity According to GTD: Refer to feed pump capacity.
Minimum capacity Approx. 20 % of that of the fuel oil feed pump

Service pressure Max. 10bar
Pressure setting range 2-6 bar
Inlet pressure change The inlet pressure may vary by up to 0.8 bar depending on
the flow in the range of 20% to 100%.
Working temperature Below 100 °C
Fuel oil viscosity Depending on the fuel oil system’s heat control, viscosity at
working temperature will often differ. It will not be more than
100cSt, however can be considerably less (as low as 2 cSt
with lower viscosity fuel like MDO/MGO or possibly LSHFO,
see viscosity-temperature diagram - Figure 4-15,  4-43).
The manufacturer's specification must comply with the fuel
viscosity range. For system options with additional tempera-
ture regulation, see Concept Guidance Distillate Fuels.
Mixing unit
The mixing unit equalises the temperature between the hotter fuel oil returning
from the engine and the colder fuel oil from the service tank. The temperature
difference between these sources is particularly high when changing over from
HFO to MDO/MGO and vice versa.
Due to the small amount of fuel consumed, especially in part-load operation,

only a small mixing unit is required. It is recommended that the tank contains no
more than approx. 100 litres. This is to avoid the changeover from HFO to
MDO/MGO or vice versa taking too long.

4 Ancillary Systems
For changing over between heavy fuel oil and marine diesel oil (MDO/MGO)
and vice versa, as well as for operation on distillate fuel, refer to the separate
Concept Guidance (DG 9723), which is provided on the WinGD corporate web-
Concept Guidance Distillate Fuels
Type Cylindrical steel fabricated pressure vessel as shown in

Figure 4-11
Capacity Refer to GTD.
Dimensions See MIDS.
Service pressure 10 bar
Test pressure According to classification society
Working temperature Up to 150 °C
2 4
3 1 Outlet
2 Inlet, return pipe
3 Inlet from feed pump
4 Vent
5 Drain
6 Heating coil
1 7 Insulation
8 Mounting brackets
SM-0068
Figure 4-11 Mixing unit

4 Ancillary Systems
Booster pump — High-pressure fuel oil

The fuel oil booster pump delivers the fuel to the engine via a fuel oil end-heater
for HFO operation.
Type Positive displacement screw pump with built-in safety valve
According to GTD: The flow rate is to be within a tolerance of

Capacity 0 to +20 % of the GTD value, plus back-flushing flow of auto-
matic self-cleaning filter, if such filter is installed.
Inlet pressure Up to 6 bar
Final delivery pressure according to actual piping layout.

Delivery head
Refer to GTD.
Electric motor The electric motor driving the HP booster pump shall be
sized large enough for the power absorbed by the pump at
maximum pressure head (difference between inlet and outlet
pressure), maximum fuel oil viscosity (70 cSt), and the re-
quired flow.
End-heater
Operation is regulated with either the temperature or the viscosity (default mode)
of the fuel oil. The viscosity is measured by the viscometer.
Type Tubular or plate type heat exchanger, suitable for heavy oils
up to 700cSt at 50 °C (or as project is defined)
Heating source Steam, electricity, or thermal oil
Consumption of saturated At 7 bar gauge pressure [kg/h]:

steam 1.32 • 10-6 • CMCR • BSFC • (T1 - T2)
where:
— BSFC = brake specific fuel consumption at contracted
maximum continuous rating (CMCR)
— T1 = temperature of fuel oil at viscometer a)
— T2 = temperature of fuel oil from service tank
Heating capacity [kW] 0.75 • 10-6 • CMCR • BSFC • (T1 - T2)
Working pressure Max. 12bar, pulsating on fuel oil side
Working temperature Up to 150 °C, outlet temperature on fuel oil side

a) The viscosity is maintained by regulating the fuel temperature after the end-heater.

4 Ancillary Systems
Viscometer
The viscometer regulates the fuel oil end-heater, enabling the fuel oil viscosity to
be kept at preferable engine conditions. When using HFO/LSHFO the ideal is
13-17 cSt, and between 10-20 cSt is acceptable. Although there is no active
cooling required to keep the minimum limit of 10 cSt, the absolute minimum vis-
cosity is 2 cSt.
When using low-viscosity fuels, the end-heater must not be active and the
MDO/MGO heat exchangers will be required to maintain these limits.
MDO/MGO heat exchanger

For MDO/MGO operation, the fuel might need to be cooled to stay above a
minimum viscosity of 2 cSt at engine inlet. This fuel oil heat exchanger (and any
optional heat exchanger that is included, as shown in Concept Guidance Distillate
Fuels) uses low-temperature cooling water.
A chiller unit (cooling from refrigeration) is not required if the fuel properties are
in line with the latest ISO 8217:2017 specification. Such a unit would only be
needed for off-spec fuels that are not supported by WinGD.
Type Tubular or plate type heat exchanger, suitable for diesel oils
Cooling medium LT cooling water
Alternatively: glycol-water mixture delivered from chiller unit
Cooling capacity [kW]
0.34 ⋅ BSFC ⋅ P ⋅ (T 1 - T 2 + 25.65 )
Q=
10 6
where:
Q [kW] = cooler heat dissipation at 100 % engine load
BSFC [g/kWh] = specific fuel consumption at design conditions
and 100 % engine load
P [kW] = engine power at 100% CMCR
T1 [°C] = temp. of distillate fuel supplied to engine
T2 [°C] = temp. of distillate fuel required at engine inlet
Working pressure Max. 12bar, pulsating on fuel oil side
From the engine
To the engine T2 MDO/MGO

T1 Distillate fuel supply
heat exchanger
SM-0187

4 Ancillary Systems
Fuel oil filters — Arrangement ‘A’
Filtration grading The grade of filter mesh is relative to the size of particles it captures, however,
there are different ratings for filtration efficiencies and the rating parameters vary
among manufacturers.
For simplicity, it is assumed that particles are spherical, therefore the size is de-
fined by an equivalent diameter. A filter’s grading size is associated with this
equivalent diameter but can vary depending on whether an absolute or nominal
grading system is used.
D
SM-0528
Absolute Nominal
Figure 4-12 Mesh size difference between absolute and nominal
Absolute Filtration Grade

This value indicates the largest equivalent diameter capable of passing through
the filter. This value equals the size of the mesh coarseness and can therefore be
referred to as the absolute sphere passing mesh size. Approximately all particles
larger than the specified size will be trapped on or within the filter.
Nominal Filtration Grade

This value is typically smaller than the absolute value and refers to an equivalent
diameter where most particles will be trapped. Generally, this is interpreted as a
85 % to 90 % filtration for particles larger than the nominal value but this can
range (from 60 % to 90 % approximately). Because of the complication this vari-
ation can cause, the nominal grade for filtration is not used in the following.
NOTE WinGD provides all filter mesh sizes in absolute (abs.) values.
Arrangement ‘A’ of fuel oil filters (see Figure 4-13,  4-35) comprises:
• An automatic self-cleaning filter of maximum 10 m abs., installed either in

the 'cold' feed system (see Option 1,  4-36) or in the 'hot' booster system
close to engine inlet (see Option 2,  4-37).
• A duplex filter of recommended maximum 25 m abs., installed down-

stream of the engine inlet booster system (see Duplex filter,  4-38).

4 Ancillary Systems
Option 1 & Option 2:

Only 1 automatic self-cleaning filter
to be installed: either before the
HFO/LSHFO piping HFO/LSHFO MDO/MGO engine inlet (hot side), or after the
MDO/MGO piping low-pressure feed pump (cold side)
Common piping 3
1 2
4
LT Cooling PRV
water system
5 (Option 1)
10
7 Pm
9 8
5 (Option 2)
Pm FM
6
Main Pm
Engine V
12 11
3 Automatic fuel changeover unit 9 Fuel oil end-heater
4 Feed pump - Low pressure 10 MDO/MGO heat exchanger
5 Automatic self-cleaning filter 11 Viscometer
6 Flow meter 12 Duplex filter SM-0206
Figure 4-13 Fuel oil filter arrangement ‘A’
The automatic self-cleaning filter of maximum 10 m abs. is used to protect the

engine against serious damage. It captures the catalytic fines which were not re-
moved by the fuel oil separator. In addition, the filter provides a good indication
of the separator's efficiency.
NOTE The self-cleaning performance must be suitable for the required filter
fineness.

4 Ancillary Systems
The 10 m abs. filter can be installed in two different locations:
Option 1 Filter installation in the feed system:

In this position the maximum 10 m abs. filter can be designed for a lower flow
rate compared to the installation in the booster system. However, higher resist-
ance due to higher fuel viscosity needs to be considered.
Advantage and disadvantage of this filter position:
Advantage Booster pump is protected against abrasive catfines

Disadvantage Engine is not optimally protected against booster pump wear particles
Table 4-6 Specification of automatic self-cleaning filter in feed system

Working viscosity 100cSt, for HFO of 700 cSt at 50 °C
Flow rate According to GTD. The capacities cover the needs of the en-
gine only. The feed pump capacity must be increased by the
quantity needed for back-flushing of the filter.
Service pressure after feed 10 bar at filter inlet

pumps
Permitted differential press. — clean filter: max. 0.2 bar

at 100 cSt — dirty filter: max. 0.6 bar
— alarm setting: max. 0.8bar
Minimum bursting press. Max. 3 bar differential across filter

of filter insert
Mesh size Max. 10m abs.
Mesh size bypass filter Max. 25 m abs.
Filter insert material Stainless steel mesh (CrNiMo)

4 Ancillary Systems
Option 2 Filter installation in the booster circuit:

The maximum 10 m abs. filter is installed in the booster circuit close to engine
inlet. The filter needs to be laid out for a maximum working temperature of
150 °C.
Advantage and disadvantage of this filter position:
Advantage Optimum engine protection from fuel oil catfines and other abrasive
particles from system wear
Disadvantage Booster pump is not ideally protected against catfines
Table 4-7 Specification of automatic self-cleaning filter in booster system

Working viscosity 10-20 cSt required for HFO (13-17 cSt recommended)
Flow rate According to GTD. The capacities cover the needs of the
engine only. If a filter of automatic back-flushing type is in-
stalled, the feed and booster pump capacities must be in-
creased by the quantity needed for back-flushing of the filter.
Service pressure Max. 12bar at filter inlet

at 17 and 20 cSt — dirty filter: max. 0.6 bar

of filter insert
Mesh size bypass filter Max. 25m abs.

4 Ancillary Systems
Duplex filter The second filter in Arrangement ‘A’ is a duplex filter of recommended max-
imum 25 m abs. A coarser filter is also acceptable. The duplex filter is of manual
cleaning type and is installed in the booster system close to engine inlet. This
filter type is sufficient as most particles are already removed by the 10 m filter as
outlined in Option 1,  4-36 and Option 2,  4-37.
Table 4-8 Specification of duplex filter in booster system

Working viscosity 10-20 cSt required for HFO (13-17 cSt recommended)
Flow rate According to GTD. The capacities cover the needs of the
engine only. If a filter of automatic back-flushing type is in-
stalled, the feed and booster pump capacities must be in-
creased by the quantity needed for back-flushing of the filter.
Service pressure Max. 12bar at filter inlet

at 17 and 20 cSt — dirty filter: max. 0.6 bar

of filter insert

4 Ancillary Systems
Fuel oil filter — Arrangement ‘B’

A maximum 10 m abs. filter of automatic self-cleaning type is installed in the
'hot' booster system close to engine inlet. The filter needs to be laid out for a max-
imum working temperature of 150 °C.
NOTE The self-cleaning performance must be suitable for the required filter
fineness.
Same filter specification as provided by Table 4-7,  4-37.
HFO/LSHFO piping
HFO/LSHFO MDO/MGO
MDO/MGO piping
Common piping
3
1 2
4
PRV
LT Cooling 10
water system
7
9 8
Pm FM
6
Main 5
Engine V
11
6 Flow meter
3 Automatic fuel changeover unit 9 MDO/MGO heat exchanger
4 Feed pump - Low pressure 10 FW Fuel oil cooler
5 Automatic self-cleaning filter 11 Viscometer SM-0214
Figure 4-14 Fuel oil filter arrangement ‘B’
Arrangement ‘B’ does not include secondary duplex filtration. It lacks the indi-
cation of overall performance of the fuel oil treatment system and gives no indi-
cation when the automatic self-cleaning filter fails.
NOTE WinGD recommend Arrangement ‘A’, as this is a best practice solution.
4.4.2 Flushing the fuel oil system

For flushing of the fuel oil system refer to the latest version of the relevant In-
struction (DG 9723), which is provided on the WinGD corporate webpage
Instruction for flushing - Fuel oil system

4 Ancillary Systems
4.4.3 Fuel oil treatment

The latest version of the Concept Guidance for fuel oil treatment (DG 9723) is
Fuel oil treatment
Settling tanks
Gravitational settling of water and sediment from modern heavy fuel oils is an
extremely slow process due to the small difference in densities. The time required
for the settling to occur depends on the depth of the tank, as well as on the vis-
cosity, temperature and density difference. Tanks that are shallower with a wider
diameter enable better separation than thinner, taller tanks.
Further design features consider a level monitoring device and remote closing
discharge valves to the separator(s) and engine systems, a connection to an over-
flow tank, and a self-closing cock just above the bottom of the tank for removal of
the sludge and water.
Service tanks
Most of the service tank design features are similar to the settling tanks, however,
there is no direct connection to the overflow tank. Instead a recirculating line,
with an inlet just above the bottom of the service tank, leads back to the settling
tanks.
Diesel oil service tanks are similar to heavy oil service tanks, with the possible
exception of tank heating, although this may be incorporated for vessels con-
stantly trading in cold climates.
Water in fuel Due to condensation or heating coil leakage, water may be present in the fuel
after the separators. This can be manually removed by a self-closing cock. In ad-
dition, the recirculation connection close to the bottom of the tank ensures that
contaminated fuel is recirculated to the settling tank.
Cleaning of fuel The fuel is cleaned from the settling tank to the service tank. Ideally, when the
main engine is operating at CMCR, the fuel oil separator(s) should be able to
maintain a continual overflow from the service tank to the settling tank. The
cock, used to remove sludge and water, is to be operated at regular intervals to
observe the presence of water, a significant indication for the condition of the
separator(s) and heating coils.
Centrifugal fuel oil separators

There are two types of oil separators:
• Type 1 — Separators with gravity discs
• Type 2 — Separators without gravity discs
NOTE Separators with gravity discs represent outdated technology and are
therefore not supported by WinGD.

4 Ancillary Systems
Separators without These separators are self-adjusting to the fuel properties and self-cleaning. Sep-
gravity discs arators without gravity discs operate as combined purifiers-clarifiers; thus water
and sediment separation is integrated in one unit. The manufacturers claim ex-
tended periods between overhaul. Compared to the outdated separators with
gravity discs, the reliability is greatly improved, enabling unattended onboard
operation. As it is usual to install a standby separator as a back-up, it is of advan-
tage to use both units in parallel to improve the separation result.
For further details and information regarding the separators please refer to the
manufacturer’s instructions.
Separation efficiency The separation efficiency is a measure of the separator's capability to remove
specified test particles. The separation efficiency is defined as follows:
æ C ö÷
n = 100 ⋅ ççç1 - out ÷÷
çè C in ø÷
where:
n ............... = separation efficiency [%]

Cout ........... = number of test particles in cleaned test oil
Cin ............ = number of test particles in test oil before separator
Certified Flow Rate To express the performance of separators according to a common standard, the
term Certified Flow Rate (CFR) has been introduced. CFR is defined as the flow
rate in litres/hour, 30 minutes after sludge discharge, at which the separation ef-
ficiency is 85 % when using defined test oils and test particles. CFR is defined for
equivalent fuel oil viscosities of 380 and 700 cSt at 50 °C.
More information can be found in the CEN document CWA 15375:2005 (E) of
the European Committee for Standardization.
Throughput capacity The required minimum effective throughput capacity (litres/hour) of the separa-
tors is determined by the formula 1.2 • CMCR • BSFC • 10-3 [litres/hour] as shown
in the following example. The nominal separator capacity and the installation
are to comply with the recommendations of the separator manufacturer.
(The MDO separator capacity can be estimated using the same formula.)
Example • 8-cyl. engine

• CMCR / R1: 6,960 kW
• BSFC / R1: 172.8 g/kWh
• Throughput: 1.2 • 6,960 • 172.8 • 10-3 = 1,443 litres/hour
Oil samples To ensure that representative samples of fuel oil can be taken, dedicated sam-
pling points (cocks) are provided on engine side. Such cocks need also to be in-
stalled on system side according to the relevant system proposal drawing in
MIDS.

4 Ancillary Systems
4.4.4 Pressurised fuel oil system

The fuel is supplied from the heated heavy fuel oil service tank or the unheated
diesel oil service tank to the low-pressure feed system.
Fuel changeover For changing over from one fuel type to the other it was common to have a
simple, manually operated three-way valve. This arrangement is not recom-
mended any longer, as with the introduction of different Emission Control Areas
(ECA), fuel changeover is quite frequently required, even at high engine load.
(In the past it was needed in rare cases only, for instance due to maintenance or
before stopping the engine, i.e. at relatively low loads.)
Automatic Consequently, a well proven automatic changeover unit is nowadays recom-

changeover unit mended, which ensures:
• A maximum temperature gradient of 2 K/min during changeover
• A maximum viscosity of 20 cSt
• A minimum viscosity of 2 cSt; this minimum limit is most challenging

during changeover from HFO to distillate fuel.
Attention: Not all changeover units guarantee keeping the minimum vis-
cosity limit, as viscosity is not controlled.
• A best-practice automatic control of diesel oil cooler activation
4.4.5 Fuel oil specification

The validated fuel oil qualities are published in the document Diesel engine
fuels provided on the WinGD corporate webpage under the following link:
Fuel qualities

4 Ancillary Systems
4.4.6 Fuel oil viscosity-temperature dependency

The fuel oil viscosity depends on its temperature. This dependency is shown as
graph in Figure 4-15.
Kinematic viscosity
Seconds Redwood
Seconds Saybolt
[mm2/s (cSt)]
Universal
No.1
-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160
400 000 400 000 100 000

200 000 200 000 50 000
100 000 100 000

20 000
50 000 50 000
10 000
20 000 20 000 5 000
10 000
10 000 2 000 Oils can be pumped only with difficulty
5 000 5 000 or not at all
4 000 1 000
3 000 Bunker Fuel Oil
3 000
2 000 2 000 500
1 500 400
1 500
300
1 000
1 000
800 200
800
600
600 500
400 100
400
300
300
70
200 50 60 0 m
200 38 0 m2
150 40 0 /s
150 at
18 50
30 0 °C
1100
100 00
100 20 60
80
17
80 70 30
70 60 13
60 10
50 M
9 ar
8 ine
50 45 (ty Die
7 pi se
ca l O
45 6 M l) il
40
ar
in
5 (ty e G
pi as
40 ca O
4
l) il
35
36 33 3
-10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170

Fuel oil temperature [°C]
0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150 160 170 180 190 200 220 240 260 280 300 320 340
[°F]
Recommended viscosity range for HFO before fuel injection pumps
Required viscosity range for HFO before fuel injection pumps
Example To obtain the recommended viscosity before fuel injection pumps

a fuel oil of 380 mm2/s (cSt) at 50 °C must be heated up to 130 °C to 140 °C. SM-0215
Figure 4-15 Fuel oil viscosity-temperature diagram

4 Ancillary Systems
X35-B 4.5 Starting and control air system
4.5 Starting and control air system

starting air system (DG 9725) is provided on the WinGD corporate webpage
MIDS
Compressed air is required for engine starting and control, exhaust valve air
springs, the washing plant for scavenge air cooler, and general services.
The starting and control air system shown in Figure 4-16 comprises two air com-
pressors, two air receivers, and systems of pipework and valves connected to the
engine starting air manifold.
Distribution pipe
with automatic starting air shut-off valve
Starting air inlet
Clean and dry instrument air,

7...9 bar, supplied from board Drain
Control air inlet

for control system and air spring
Main engine
Starting air receiver
PI PI
Drain Drain Starting air compressor
Starting air feed pipes

Control air pipes
Automatic Ancillary equipment pipes
drain Pipes on engine
Pipe connections
PI Pressure indicator
SM-0034
Figure 4-16 Starting and control air system

4 Ancillary Systems
4.5.1 Capacities of air compressor and receiver

The capacity of the air compressor and receiver depends on the total inertia (Jtot)
of the propulsion system’s rotating parts.
• Total inertia = engine inertia + shafting and propeller inertia 1):

J tot = J eng + J S +P
• Engine inertia (Jeng): refer to GTD 2)
• Relative inertia:
J
J rel = tot
J eng
4.5.2 System specification

Starting air compressors
Delivery gauge pressure 25 or 30 bar
The discharge air temperature must not exceed 90 °C and the air supply to the
compressors is to be as clean as possible without oil vapour.
Starting air receivers
Type Fabricated steel pressure vessels with domed ends and inte-
grated pipe fittings for isolating valves, automatic drain valves,
pressure reading instruments and safety valves
Working gauge pressure 25 or 30 bar
1) Propeller inertia includes the part of entrained water.

2) The GTD application enables the capacities of compressors and air receivers to be op-
timised for the inertia of the engine and shaft line.

4 Ancillary Systems
4.5.3 Control air
Control air system supply Control air is supplied from the board instrument air supply system (see Figure
4-16,  4-44) providing air at 8 bar gauge pressure (within a range of 7.0-9.0 bar).
The air quality should comply with the compressed air purity class 2-4-2 ac-
cording to ISO 8573-1 (2010-04-15).
Control air consumption With the development of engine technology the WinGD RT-flex and X/X-DF
engines consume much less control air than conventional engines. The required
control air flow capacities are shown in Table 4-9. These data can be used for
sizing the relevant engine external piping and facilities.
Table 4-9 Control air flow capacities

No. of Control air
cyl. flow capacity [Nm3/h]
5 12.0
6 14.4
7 16.8
8 19.2
4.5.4 Service and working air

Service and working air for driving air powered tools and assisting in the
cleaning of the scavenge air cooler is also provided by the board instrument air
supply system.

4 Ancillary Systems
X35-B 4.6 Leakage collection system and washing devices
4.6 Leakage collection system and washing devices

leakage collection and washing system (DG 9724) is provided on the WinGD
corporate webpage under the following link:
MIDS
Sludge oil trap Dirty oil collected from the piston underside is led under a pressure of approx.
2.8 bar to the sludge oil trap and then to the sludge oil tank.
The purpose of the sludge oil trap (see Figure 4-17) is to retain the large amount
of solid parts contained in dirty oil and to reduce the pressure by means of an or-
ifice or throttling disc fitted at its outlet, so that the sludge oil tank is under at-
mospheric pressure.
Design and dimensions of the sludge oil trap are given in the MIDS.
A B
A Test valve sludge oil level

B Test valve air flow A B
To sludge oil tank
Insulation
External
heating coil
Drain to
sludge oil tank
SM-0035
Figure 4-17 Sludge oil trap

4 Ancillary Systems
X35-B 4.6 Leakage collection system and washing devices
From the piston rod stuffing box, dirty oil consisting of waste system oil, cylinder
oil, metallic particles and small amounts of combustion products is led directly to
the sludge oil tank.
Condensate from scavenge air is formed when the vessel is operating in a humid
climate. To avoid excessive piston ring and liner wear, the condensate is to be
continually drained from the scavenge air receiver.
4.6.1 Draining of exhaust uptakes

Engine exhaust uptakes can be drained automatically using a system as shown in
Figure 4-18.
Sectional detail for view A

Ø108 x 5
2
530
A
1130
1 Filling funnel
100
2 Pipe bracket
wl 3 Test cock
1700
4 Cleaning door
3
wl Minimum water level
4
Proposal for
Ø3 design and dimensions
68
x8
SM-0081
Figure 4-18 Arrangement of automatic water drain
4.6.2 Air vents

The air vent pipes of the ancillary systems have to be fully functional at all incli-
nation angles of the ship at which the engine must be operational. This is nor-
mally achieved if the vent pipes have an uninterrupted inclination of min. 5 %.
Such arrangement enables the vapour to separate into its air and fluid compo-
nents, discharging the air to atmosphere and returning the fluid to its source.

4 Ancillary Systems
X35-B 4.7 Exhaust gas system
4.7 Exhaust gas system

The drawings relevant for the exhaust system (DG 9726) are provided on the
WinGD corporate webpage under the following link:
MIDS
Flow velocities For an optimised exhaust gas system the following velocities are recommended
for pipes A, B and C shown in Figure 4-19:
Pipe A ....... = 40 m/s

Pipe B ....... = 25 m/s
Pipe C ....... = 35 m/s
For the pipe diameters please refer to the GTD application.
dA
dC
dB
*1) d
dA dA
*2)
dA dA
*1) The purpose for this by-pass is to allow Approx. 10 mm thick

engine operation after a turbocharger failure.
During normal operation it is blinded off. 7RVXLWSLSHÀDQJH
The by-pass can be omitted if agreed with
WKHFODVVL¿FDWLRQVRFLHW\DQGWKHRZQHU
Open port
*2) 7KHÀDQJHFRQQHFWLRQRIWKHFRPSHQVDWRU
SM-0109 can be designed as shown. Blinded port
Figure 4-19 Determination of exhaust pipe diameter

4 Ancillary Systems
X35-B 4.8 Engine room ventilation
4.8 Engine room ventilation

Special attention for the engine room ventilation is essential to ensure
trouble-free operation of all equipment. It is important that the ventilation re-
quirements, ventilation arrangement, air quality and outside ambient air temper-
ature are taken into consideration.
4.8.1 Ventilation requirements

Engine room ventilation is to conform to the requirements specified by the legis-
lative council of the vessel’s country of registration and the classification society
selected by the ship owner.
Calculation methods for combustion air flow requirements and for avoiding ex-
cessive heating of the machinery spaces are provided in the international
standard ISO 8861 ‘Shipbuilding — Engine-room ventilation in diesel-engined
ships — Design requirements and basis of calculations’.
The engine’s combustion air is considered, and typically provided, as part of the
overall engine room ventilation system. Approximately 50 % of the overall en-
gine room ventilation air is for the main engine’s combustion, while the other
half is used for the auxiliary engines, the boilers, and to provide sufficient cooling
for equipment in the engine room. It is therefore vitally important that the venti-
lation system for the engine room has sufficient capacity to supply the necessary
air flow for all engine room needs.
The heat emissions, required air flow and estimated power for the layout of en-
gine room ventilation can be obtained from the GTD application. These values
consider the ISO 8861 standard, however, in some circumstances the results are
different from the standard calculations. In these cases, WinGD has provided the
specific engine values and these should be considered before ISO 8861.
It should be considered that the engine requires less combustion air when not
running at full load. This then provides a potential energy save, by reducing the
frequency of the ventilation fans when demand is low. This process can be auto-
mated, interfacing with the engine, if requested.

4 Ancillary Systems
4.8.2 Ventilation arrangement

It is important to follow the best practice methods for supplying the combustion
air for main engine as described in this section. However, the final layout of the
engine room ventilation is at the discretion of the shipyard.
Two different Experience shows that the air flow in the engine room, from the ventilation
ventilation arrangements system outlet to the turbocharger inlets, should be as direct as possible. This in-
creases the amount of air directly supplied to the turbocharger, limiting heat
transfer to the air flow and therefore providing the best possible engine perfor-
mance, especially during tropical conditions.
Alternatively, a ventilation system with a direct air suction layout can be ar-
ranged, where the ventilation system connects the outside ambient air directly to
the engine.
These two different arrangements are discussed as follows:
• Arrangement 1 — Engine room ventilation system (Figure 4-20,  4-52)

The ventilation system draws air from the outside ambient air into the en-
gine room, where it is sucked into the turbocharger inlet.
• Arrangement 2 — Direct engine ventilation system (Figure 4-21,  4-53)

The ventilation system outlet is connected to the turbocharger inlet. There-
fore, the outside ambient air is sucked directly into the turbocharger
without passing through the engine room.
NOTE In both arrangements, the ventilation inlets must be located and de-
signed to ensure that water spray, rain water, dust and exhaust gases
cannot enter the system nor the engine room.

4 Ancillary Systems
Arrangement 1 — Engine room ventilation system

Functional principle The ventilation system draws air from outside the vessel using ventilation fans at
the inlet. Ventilation inlets are typically protected with a weather hood and lou-
vres to minimise the amount of water and other particles entering the system.
The air travels to the engine room where it leaves the ventilation outlets and en-
ters the engine.
Layout The engine room ventilation should be arranged in such a way that the main en-
gine combustion air is delivered directly to the turbocharger inlet, locating the
ventilation outlet and turbocharger inlet as close as possible, and directly facing
to each other, ensuring a smooth and direct flow of air.
Ventilation system
Ventilation inlet
Weather hood, louvres etc.
Ventilation fans
Ventilation
outlets
Auxiliary
generator Turbocharger
inlets
Main
engine
SM-0511
Figure 4-20 Ventilation system arrangement 1 — Engine room ventilation system
By ensuring that the air flow from the ventilation outlet to the turbocharger inlet
is as direct as possible, the air intake is at its coolest. The ventilation arrangement
should limit air from the engine room, mixing with the inlet air and entering the
turbocharger. Limiting this heating effect will keep the engine’s specific fuel con-
sumption low as a consequence.
TC with filter The turbocharger is fitted with a filter silencer that reduces noise and prevents
large items from entering the turbocharger. Most turbocharger manufacturers
supply an optional secondary fibre or mat filter that can further remove particles
and oil mist. This can reduce the effort required for scavenge air cooler cleaning.
NOTE WinGD recommend selecting the optional secondary filter to further as-
sist with removing fine particles and oil mist that may be present in the
engine room.

4 Ancillary Systems
Arrangement 2 — Direct engine ventilation system

Layout In this arrangement, the ventilation outlets are coupled with the turbocharger in-
lets. As the turbochargers directly receive all the outside ambient air drawn via
the ventilation system, there is little chance for the temperature to increase. As a
result, this arrangement delivers cooler air to the engine than in ‘Arrangement 1’,
reducing the engine’s brake specific fuel consumption.
Ventilation system
Ventilation inlet
Weather hood, louvres etc.
Ventilation outlets
directly coupled to
Turbocharger inlet
Auxiliary
generator
Main
engine
SM-0512
Figure 4-21 Ventilation system arrangement 2 — Direct engine ventilation system
The outside ambient air is drawn through the ventilation system by the turbo-
chargers, and therefore there is no need for ventilation fans in this arrangement.
However, it is still essential that the ventilation inlet is protected, typically with
a weather hood and louvres. A separate filter unit, if required, can also be fitted
here, within the inlet housing.
Requirements The engine room ventilation system is provided with separate ventilation fans
and ducting. It should be appropriately sized to provide comfortable working
conditions in the engine room, supply the necessary combustion air for auxiliary
generator(s) and the boiler, and to prevent heat-sensitive apparatus from over-
heating.
As the main engine combustion air is no longer provided for by the engine room
ventilation system, the energy demand of the ventilation fans is reduced com-
pared to ‘Arrangement 1’.

4 Ancillary Systems
4.8.3 Air intake quality

Air intake quality can vary depending on the circumstances of the vessel. For ex-
ample, suction air is expected to have a dust content of 0.5 mg/m3 or higher if a
vessel is carrying dusty or dust creating cargoes, such as iron ore and bauxite, or
if it is often in port, trading in coastal waters and desert areas. In these cases, the
air must be filtered before it enters the engine (see Table 4-10).
Dust filters The necessity for installing a dust filter and the choice of filter type depends
mainly on the concentration and composition of dust in the suction air. The
normal air filters fitted as standard to the turbochargers are intended mainly as si-
lencers but not to protect the engine against dust. If the air supply to machinery
spaces has a dust content exceeding 0.5 mg/m3, there is a risk of increased wear
to the piston rings and cylinder liners.
NOTE WinGD advise to install a filtration unit on vessels regularly transporting

dust creating cargoes, or trading in areas of atmospheric dust.
Table 4-10 Guidance for air filtration

Dust concentration in ambient air
Normal Normal shipboard requirement Alternatives necessary in very special circumstances
Most frequent Short period < 5% of running time, Frequently to permanently Permanently > 0.5 mg/m3
particle sizes < 0.5 mg/m3 ≥ 0.5 mg/m3
Oil wetted or Inertial separator and
> 5 μm Standard TC filter sufficient
roller screen filter oil wetted filter
Oil wetted or Inertial separator and
< 5 μm Standard TC filter sufficient
panel filter oil wetted filter
These alternatives apply most likely to only very few extreme
Normal requirement for the vast
--- cases, e.g. ships carrying bauxite or similar dusty cargoes, or
majority of installations
ships routinely trading along desert coasts.
All filters’ surfaces must be sized correctly to ensure full functionality of the fil-
tration. This is dependent on the engine’s maximum power output as is seen
below in Figure 4-22,  4-55.

4 Ancillary Systems
Filter surface
[m2]
16
14
12
10
Required filtration area for pressure drop < 20 mbar

9
8
7
r
rie d
te
se an
s
fil
4
n
in r
s lte
ee
er fi
cr
ilt d
rs
l f tte
le
ne we
ol
R
pa il
O
3
2.5
or
fil r
d ro
r
at
te
te te
ar
2
et l fil
ep
lw e
ls
oi an
1.8
tia
P
er
In
1.6
1.4
1.2
0.9 1 1.2 1.4 1.6 1.8 2 2.5 3 4 5 6 7 8 9 10 12

SM-0380 Engine power [MW]
Figure 4-22 Air filter size (example for 8-cyl. engine)

4 Ancillary Systems
4.8.4 Outside ambient air temperature

The intake air temperature can vary greatly depending on the area of operation,
and as the engine may operate over a wide range of ambient air temperatures, hot
and cold limits should be considered.
Depending on the engine tuning option, the acceptable range of ‘Air temperature
before compressor’ (as titled by the GTD application) will vary. Please consult
the condition values provided by the GTD for the maximum and minimum
normal operating temperatures.
When operating within the normal range (as defined by the GTD application)
the engine does not require any special measures. This includes pre-heating at
low temperature, even when operating on heavy fuel oil at part load, idling and
start-up. Because of this, there is no need for a separate scavenge air heater.
If the engine is required to operate outside of the temperature range defined by

the GTD application, contact WinGD for special measures and requirements.
NOTE No special measures are required for engine operation within the wide
temperature range as defined in the GTD application.

4 Ancillary Systems
X35-B 4.9 Piping
4.9 Piping
4.9.1 Pipe connections

The latest versions of the Pipe Connection Plans (DG 8020) are provided on the
WinGD corporate webpage under the following links:
5-cyl. engine
6-cyl. engine
7-cyl. engine
8-cyl. engine
4.9.2 Flow rates and velocities

For the different media in piping, WinGD recommend flow rates and velocities
as stated in the document ‘Fluid velocities and flow rates’.
Note that the given values are guidances figures only and that national standards
may also be applied.
The latest version of the document ‘Fluid Velocities and Flow Rates’ (DG 9730)
is provided on the WinGD corporate webpage under the following link:
Recommended fluid flow rates and velocities

4 Ancillary Systems
X35-B 4.10 PTO, PTI, PTH and primary generator applications
4.10 PTO, PTI, PTH and primary generator applications

WinGD propose various power take-off (PTO) and power take-in (PTI) arrange-
ments that improve the efficiency and usability of the vessel’s propulsion chain.
Some of the proposals are even suitable as power take-home devices (PTH),
which enable the vessel to immobilise the main engine while staying capable to
move. Furthermore, the primary generator enables the vessel to generate electric
power by the main engine without running the propeller.
Depending on engine design the PTO solution can be applied either in the shaft
line or at engine’s free end.
NOTE All given alternatives are subject to a detailed project-specific study

and definition. Please consult WinGD via their licensee.
4.10.1 Requirements
After selecting the engine:
1) Define the shaft power and the shaft speed.

2) Estimate the electric power demand for propulsion purpose.
3) Evaluate which of the PTO / PTI systems is the most suitable.
4) Select suitable electrical components like frequency converter, etc.
NOTE The type of the PTO / PTI system has an influence on the execution of
the main engine. Thus, changing from one system type to another is
possible in the project stage but not after having ordered the engine.
4.10.2 Arrangements for PTO, PTI, PTH and primary generator

Figure 4-23,  4-59 illustrates the different arrangements for PTO, PTI, PTH and
primary generator.

4 Ancillary Systems
AC AC
[1] AC [9] AC
AC AC
[2] AC [10] AC
1
AC AC
[3] 2 AC [11] AC
1
AC AC
[4] 2 AC [12] AC
AC AC
[5] AC [13] AC
AC AC
[6] AC [14] AC
AC
AC
[7] AC
[15] AC
AC AC
[8] AC [16] AC
Gear Tunnel 2-speed Torsional

FPP CPP 1 tunnel Clutch elastic
box gear box
2 gear box coupling
Torsional/
bending Generator AC Frequency converter Clutch,
elastic Machine AC grey:depending on thrust transmitting
coupling combinator or in open condition
constant speed mode
SM-0200
Figure 4-23 Arrangements for PTO, PTI, PTH

4 Ancillary Systems
The following table itemises the arrangements corresponding to the numbers in

Figure 4-23,  4-59.
Table 4-11 PTO / PTI / PTH arrangements for X35-B

[1] [2] [3] [4] [5] [6] [7] [8] [9] [10] [11] [12] [13] [14] [15] [16]
X X X X X X X X X X X X X X X X
‘X’ means that the arrangement is possible for the X35-B engine. a)
a) Arrangements 1 to 8 might have some ship space limitations between flywheel and aft bulkhead.
NOTE In any case please check the application of arrangements for the
selected engine with WinGD via their licensee.
Project dependent options can also be considered.
4.10.3 Application constraints

The feasibility of project-specific PTO / PTI / PTH and primary generator needs
to be studied in any case. An overview about impacts is given in Table 4-13,
 4-61.
Table 4-12 Possible options for X35-B

Arrangements (see Figure 4-23,  4-59)
Option [1] [2] [3] [4] [5] [6] [7] [8] [9] [10] [11] [12] [13] [14] [15] [16]
PTO X X X X X X X X X X X X X X X X
PTI X X X X X X X X X X X X X X X X
PTH O O O X O O X X O O O O O O O O
Primary generator O O O O O O O O X X O O O O X X
Remarks a) a) a) a)
a) c) c) a) c) c)
b) b) b) b)
X = the option is possible

O = the option is not possible
a) If the lowest torsional natural frequency is < 1.5 Hz, special care has to be taken regarding possible engine speed fluctuations.
b) In case the electric generator / motor is operated at variable speed (CPP combinator mode), a frequency converter is needed.
c) With de-clutched propeller and pure generator operation, the minimum engine load requirement has to be obeyed.
Permanent Magnet In cases where ‘Permanent Magnet’ type generators or electric motors are in-
stalled, special attention must be given to the alignment issue. Due to the low
rotor mass in relation to the magnetic forces, a potential risk of unloaded shaft
bearings may exist. In addition, bearing load measurements may be falsified by
the influence of the permanent-magnetic pull force.

4 Ancillary Systems
Table 4-13 Influence of options on engineering

Arrangements (see Figure 4-23,  4-59)
Engineering [1] [2] [3] [4] [5] [6] [7] [8] [9] [10] [11] [12] [13] [14] [15] [16]
Extended TVC
X X X X X X X X X X X X X X X X
Misfiring detection
(X) (X) (X) (X) O O O O O O (X) (X) (X) (X) (X) (X)
Impact on ECS
(X) (X) (X) (X) (X) (X) (X) (X) (X) (X) (X) (X) (X) (X) (X) (X)
Shaft alignment
(X) (X) (X) (X) X X X X X X (X) (X) (X) (X) X X
study
Bearing load
(X) (X) (X) (X) X X X X X X (X) (X) X X X X
due to external load
Dynamic condition
O O O O O O O O O O X X X X X X
due to external load
X = the arrangement has an influence on this engineering aspect
(X) = the arrangement might have an influence on this engineering aspect
O = the arrangement has no influence on this engineering aspect
Extended TVC The added components have a considerable influence on the related project-spe-
cific torsional vibration calculation. Proper case dependent countermeasures
need to be taken depending on the results of the detailed TVC. For further de-
tails, refer to section 6.4.2 PTO/PTI systems effect on torsional vibration,  6-13.
Misfiring detection Depending on the results of the TVC, a misfiring detection device (MFD) might
be needed to protect the elastic coupling and the gear-train (if present) from inad-
missible torsional vibrations in case of misfiring.
Impact on ECS The PTO / PTI / PTH application has to be analysed via the licensee with the
Propulsion Control System supplier and with WinGD for the Engine Control
System.
Shaft alignment study The added components can have an influence on the alignment layout. The shaft
bearing layout has to be properly selected and adjusted to comply with the given
alignment rules. For further details, refer to 3.6 Engine and shaft alignment,
 3-10.
Bearing load The added components increase the bending moment and the related bearing
due to external load loads. The bearing loads have to be checked for compliance with the given rules.
Dynamic conditions The components attached to the free end have to be checked for any influence on
due to external load the axial and radial movements of the extension shaft caused by the dynamics of
the engine.

4 Ancillary Systems
4.10.4 Service conditions

The service condition depends on the selected PTO/PTI/PTH option. De-
pending on engine type there are one or several cases, which are illustrated
below.
Operation area The following illustrations indicate how the engine generator unit can be oper-
and prohibited area ated. The prohibited operation area is defined in section 2.2.7,  2-13.
power
power
curve
100%
Valid for FPP with a

frequency converter
(mandatory).
Applicable to options:
1, 5, 7, 9, 11, 13
0% speed
0% 100%
prohibited operation area operation area

SM-0201
Figure 4-24 FPP with mandatory frequency converter

4 Ancillary Systems
power
power
curve
100%
Valid for CPP with a

frequency converter.
2, 6, 8, 10, 12, 14
0% speed
0% 100%
SM-0202
Figure 4-25 CPP in combination with an optional frequency converter
power
100%
Valid for CPP without a

frequency converter.
2, 6, 8, 10, 12, 14
0% speed
0% 100%
SM-0203
Figure 4-26 CPP in constant speed operation without frequency converter

4 Ancillary Systems
power
power
curve
100%
Valid for CPP without a

frequency converter in
combination with a two-
speed tunnel gear.
3, 4
0% speed
0% 100%
SM-0204
Figure 4-27 CPP with two fixed operation speeds without frequency converter

5 Engine Automation
X35-B 5.1 DENIS
5 Engine Automation
The Engine Control System (ECS) provides data bus connection to the Propul-
sion Control System (PCS) and the Alarm and Monitoring System (AMS). The
AMS is usually provided by the shipyard.
The leading suppliers of Propulsion Control Systems approved by WinGD en-

sure complete adaption to engine requirements.
Propulsion Control System
Engine Safety Remote Control Alarm and Monitoring

System System System
DENIS
Specification

(ECS)
SM-0444
Figure 5-1 Engine automation architecture
5.1 DENIS
WinGD’s standard electrical interface is DENIS, which is in line with approved
Propulsion Control Systems.
DENIS The DENIS (Diesel Engine CoNtrol and optImizing Specification)

interface contains specifications for the engine management of all
WinGD two-stroke marine diesel engines.
ECS WinGD provide a fully integrated Engine Control System, which
takes care of all Flex system-specific control functions, e.g. fuel in-
jection, exhaust valve control, cylinder lubrication, crank angle
measurement, and speed/load control. The system uses modern
bus technologies for safe transmission of sensor- and other signals.

5 Engine Automation
X35-B 5.2 DENIS concept
Spares &
Remote Alarm Safety Engine Engine
Maintenance
Control System System Control Operation
Management
Support
Support &Tools
Operation Engine
Manual Parts
Engine Dataset
Service
DENIS Control CBM
Bulletin
System
Maintenance Service
Video Agreement
SM-0281
Figure 5-2 Engine management and automation concept
5.2 DENIS concept

The concept of DENIS offers the following features to ship owners, shipyards
and engine builders:
5.2.1 Interface definition

The WinGD interface defines the division of responsibilities between engine
builder and PCS and AMS supplier, enabling the authorised suppliers to adapt
their systems to the common rail system engines. The data bus connection pro-
vides clear signal exchange.
5.2.2 Approved Propulsion Control Systems

Propulsion Control Systems including Remote Control, Safety and Telegraph
Systems are available from suppliers approved by WinGD (see Table 5-1,  5-4).
This cooperation ensures that the systems fully comply with the specifications of
the engine designer.

5 Engine Automation
X35-B 5.3 DENIS Specification
5.3 DENIS Specification

The DENIS Specification describes the signal interface between the Engine Con-
trol System and the PCS and AMS. It does not include any hardware, but sum-
marises all data exchanged and defines the control functions required by the
engine.
The DENIS Specification consists of two sets of documents:
5.3.1 DENIS Interface Specification

This signal interface specification is made available to engine builders and ship-
yards. Besides the description of engine-built components for control, alarm and
indication, the specification contains the following:
• List of alarm and display functions to be realised in the vessel’s AMS

• Control diagram of the engine
• Signal list including a minimum of functional requirements
• Information related to the electrical wiring on the engine
5.3.2 DENIS Propulsion Control Specification

This document contains a detailed functional specification of the Propulsion
Control System.
The intellectual property rights of this specification remain with WinGD. Hence
the document is licensed only to the partner companies of WinGD developing
Propulsion Control Systems. These companies offer systems which are built ex-
actly according to the engine designer’s specifications and are finally tested and
approved by WinGD.

5 Engine Automation
X35-B 5.4 Propulsion Control Systems
5.4 Propulsion Control Systems

Approved Propulsion Control Systems comprise the following independent sub-
systems:
• Remote Control System (RCS)

• Safety System
• Telegraph System
The Safety and the Telegraph Systems work independently and are fully opera-
tive even with the RCS out of order.
Approved WinGD have an agreement with the marine automation suppliers listed in Table
Remote Control Systems 5-1 concerning development, production, sale and servicing of the RCS and the
Safety System. All approved control systems listed in this table comprise the
same functionality specified by WinGD.
Table 5-1 Suppliers of Remote Control Systems

Supplier RCS
Kongsberg Maritime
Kongsberg Maritime AS km.sales@kongsberg.com
P.O. Box 1009 Phone +47 81 57 37 00 AutoChief 600
N-3194 Horten / Norway www.km.kongsberg.com
NABTESCO Corporation
NABTESCO corp., newbuilding@nabtesco.com
Marine Control Systems Company Phone +81 78 967 5361
M-800-V
1617-1, Fukuyoshi-dai 1-chome www.nabtesco.com
Nishi-ku Kobe, 651-22413 / Japan
Wärtsilä Lyngsø Marine A/S
Wärtsilä SAM Electronics GmbH www.sam-electronics.de
Behringstrasse 120
D-22763 Hamburg / Germany Wärtsilä NACOS
Wärtsilä Lyngsø Marine A/S jan.overgaard@wartsila.com PCS Platinum
2, Lyngsø Allé Phone +45 45 16 62 00
DK-2970 Hørsholm / Denmark www.wartsila.com/lyngsoe
CSSC-SERI
CSSC Systems Engineering aba11@163.com
Research Institute Phone +86 10 59516730 CSSC-SERI-RCS-
1 Fengxian East Road http://seri.cssc.net.cn/ B01
Haidian District, Beijing / P.R. China
Modern Remote Control Systems consist of electronic modules and operator

panels for display and order input in the Engine Control Room (ECR) and on the
bridge (see Figure 5-3,  5-5). The different items normally communicate via se-
rial bus connections. The engine signals described in the DENIS Specification
are usually connected via terminal boxes on the engine with the electronic mod-
ules placed in the ECR.

5 Engine Automation
Remote Control System
Bridge wing (option) Bridge Bridge wing (option)
Control room
Remote Control
WinGD
& Safety Control
Ship Alarm
System
Engine room

Local panel
SM-0282
Figure 5-3 Remote Control System
The electronic modules are in most cases built to be placed either inside the ECR
console, or in a separate cabinet to be located in the ECR. The operator panels
are to be inserted in the ECR console’s surface.

5 Engine Automation
5.4.1 PCS functions

Remote Control System
Main functions • Start, stop, reversing
• Speed setting
• Automatic speed program
Indications • The RCS is delivered with control panels for local, ECR and bridge control,
including all necessary order input elements and indications, e.g. push
buttons / switches and indication lamps or alternatively a respective dis-
play.
• The following conditions in the engine are specified by the DENIS standard
to be indicated as a minimum:
º In the control room:
- Starting air pressure
- Engine speed
- Revolutions
- Operating hours
- Load
- Turbocharger speed
- Scavenge air pressure in air receiver
º On the bridge:
- Starting air pressure
- Engine speed
º In addition to these indications, the RCS applied to the common rail
system engine includes displaying the primary values from the ECS, like
fuel pressure, servo oil pressure, etc.
Safety System
Main functions • Emergency stop
• Overspeed protection
• Automatic shut-down
• Automatic slow-down
Telegraph System
• Order communication between the different control locations
Local manual control

• Local manual control of the engine is performed from a control panel lo-
cated on the engine. The panel includes elements for manual order input
and indication for the Safety System, Telegraph System and ECS.
• The local control box with the local manual control panel is included in the
package delivered by approved RCS suppliers.
ECR manual control panel

• A manual control panel delivered together with the PCS and fitted in the
ECR console allows operating the engine manually and independently of
the Remote Control System.
• The functions of the ECR manual control are identical to the control func-
tions on the engine’s local control panel.

5 Engine Automation
Options
• Bridge wing control
• Command recorder
FULL
A
HALF H
E
SLOW
A
D
DEAD
SLOW
STOP
DEAD
SLOW
A
S
SLOW T
E
R
HALF
N
FULL
SM-0099
Figure 5-4 Propulsion Control

5 Engine Automation
5.4.2 Recommended manoeuvring characteristics

The vessel speed is adjusted by the engine telegraph. Manoeuvring, e.g. for
leaving a port, is available from full astern to full ahead. For regular full sea op-
eration, the engine power can be further increased up to 100 % CMCR power.
To protect the engine, any increase or decrease in power is limited by a rate of

change, considering the warm-up respectively cool-down times. Therefore, de-
pending on the magnitude of any change in power, it takes time to reach the re-
quired engine output; see the following graphs and tables.
For FPP installations: For CPP installations:

Recommended values for Recommended values for
the manoeuvring positions the manoeuvring positions
in percentage of CMCR speed in percentage of CMCR power
60 - 70 FULL 22 - 34 FULL
AHEAD
AHEAD
45 - 55 HALF 9 - 17 HALF
35 - 45 SLOW 4-9 SLOW
25 - 35
DEAD 1.5 - 4.5
DEAD
SLOW SLOW
STOP STOP
25 - 35
DEAD 1.5 - 4.5
DEAD
SLOW SLOW
ASTERN
ASTERN
35 - 45 SLOW 4-9 SLOW
45 - 55 HALF 9 - 17 HALF
60 - 70 FULL 22 - 34 FULL
SM-0213
Figure 5-5 Manoeuvring speed / power settings for FPP / CPP installations

5 Engine Automation
FPP manoeuvring steps The recommended manoeuvring steps and warm-up times for engine speed in-
and warm-up times crease are indicated in Table 5-2. The engine speed-up/down program is included
in the ECS.
Table 5-2 Recommended manoeuvring steps and warm-up times for FPP
Manoeuvring Recommended Corresponding Recommended warm- Min. warm-up time
position CMCR speed power up time per load step per load step
[%] [%] [min] [min]
DEAD SLOW 25 - 35 1.5 - 4.5 0 0
SLOW 35 - 45 4-9 0 0
HALF 45 - 55 9 - 17 0.1 0.1
FULL 60 - 70 22 - 34 0.5 0.5
FULL SEA 1 92 78 12 9
FULL SEA 2 100 100 24 18
Load reduction is possible in half the time of values mentioned in Table 5-2.
CMCR speed
[%] 100 FULL SEA 2
95
FULL SEA 1
90
85
80
75 Warm-up time - FPP

Minimum
70 Recommended
65 FULL
60
0 5 10 15 20 25 30 35 40 [min]
SM-0534 Minimum warm-up time
Figure 5-6 Full sea load steps in FPP load-up program

5 Engine Automation
CPP manoeuvring steps The recommended manoeuvring steps and warm-up times for engine power in-
and warm-up times crease are shown in Table 5-3. The shipyard needs to include the engine power-
up/down program in the PCS.
Table 5-3 Recommended manoeuvring steps and warm-up times for CPP
Manoeuvring Recommended Recommended warm- Min. warm-up time
position CMCR power up time per load step per load step
[%] [min] [min]
DEAD SLOW 1.5 - 4.5 0 0
SLOW 4-9 0 0
HALF 9 - 17 0.1 0.1
FULL 22 - 34 0.5 0.5
FULL SEA 1 78 12 9
FULL SEA 2 100 24 18
Load reduction is possible in half the time of values mentioned in Table 5-3.
CMCR power
[%] 100 FULL SEA 2
90
80 FULL SEA 1
70
60
50 Warm-up time - CPP

Minimum
40 Recommended
30
FULL
20
0 5 10 15 20 25 30 35 40 [min]
SM-0535 Minimum warm-up time
Figure 5-7 Full sea load steps in CPP load-up program

5 Engine Automation
X35-B 5.5 Alarm and Monitoring System
5.5 Alarm and Monitoring System

To monitor common rail system-specific circuits of the engine, sensors with
hardwired connections are fitted. In addition to that, the Engine Control System
provides alarm values and analogue indications via data bus connection to the
ship’s Alarm and Monitoring System.
5.5.1 Integrated solution

PCS and AMS • PCS and AMS are connected to the ECS through one redundant bus line
from same supplier (CANopen or Modbus, depending on automation maker).
• The integrated solution allows an extended presentation of relevant param-
eters and easy access to alterable user parameters backed by the graphical
user interface functions available in the AMS.
• With the AutoChief 600 Alarm and Monitoring System by Kongsberg Mar-
itime even the conventional sensors and additional Flex system-specific
sensors can be connected via data bus lines, and the data acquisition units
can be mounted on the engine in the same boxes used as terminal boxes for
any other AMS. These boxes are usually provided by the shipyard and have
to be delivered to the engine builder for mounting on the engine and con-
necting to the sensors.
• The integrated solution facilitates commissioning and testing of the alarm
signals set on the engine maker’s testbed and limits the wiring at the ship-
yard to a few power cables and bus communication.
5.5.2 Split solution

PCS and AMS • The PCS is connected to the ECS through two redundant bus lines (CAN-
from different suppliers open or Modbus, depending on automation maker).
• For the separate AMS an additional redundant Modbus connection is avail-

able.
Requirements for any AMS to be fulfilled in a split solution:
º Possibility to read values from a redundant Modbus line according to
standard Modbus RTU protocol
º Ability to display analogue Flex system values (typically 20 values) and
add alarm values provided by the ECS to the standard alarm list (300-
800 alarms depending on engine type and number of cylinders)
With this solution the HMI is split as well:
• The Remote Control System includes the following functions:

º Changing of parameters accessible to the operator
º Displaying the parameters relevant for engine operation
• The Alarm and Monitoring System includes the display of:

º Flex system parameters, like fuel pressure, servo oil pressure, etc.
º Flex system alarms provided by the ECS
• WinGD provide Modbus lists specifying the display values and alarm con-
ditions as part of the DENIS Specification.

5 Engine Automation
X35-B 5.6 Alarm sensors and safety functions
5.6 Alarm sensors and safety functions

To ensure safe operation the engine is provided with alarm sensors and safety
functions.
5.6.1 Signal processing

Signal processing has to be performed in the Alarm and Monitoring System.
WinGD provide a separate document named ‘Usual values and safeguard set-
tings’, which lists the signal indication values. This includes the alarm function
and alarm level with corresponding setting and response time.
The document Usual values and safeguard settings for X35-B can be found
Usual values and safeguard settings
Please note that the signalling time delays given in this document are maximum
values. They may be reduced at any time according to operational requirements.
When decreasing the values for slow-down times, the delay times for the respec-
tive shut-down functions are to be adjusted accordingly.
NOTE The delay values are not to be increased without the written consent of
WinGD.
5.6.2 Requirements from WinGD and classification societies

The scope of delivery of alarm and safety sensors has to cover the requirements
of the respective classification society, WinGD, the shipyard and the owner.
(List of classification societies see Appendix, section 9.1,  9-1.)
The alarm sensors and safety functions listed in the document Usual values and
safeguard settings are mandatory for an unattended machinery space and reflect
the minimum requirements by WinGD. Additional requirements from the clas-
sification societies see Table 5-4.
NOTE In case the engine has been configured for attended machinery space,
please consult the respective classification society.
Table 5-4 Additional Class requirements for alarm sensors and safety functions
Table under preparation

5 Engine Automation
X35-B 5.7 WinGD Integrated Digital Expert
5.7 WinGD Integrated Digital Expert

The WinGD Integrated Digital Expert (WiDE) is a comprehensive system that
enables engine monitoring and assistance.
The DCM (Data Collection Monitoring) system collects large amounts of data
from engine’s onboard sensors and signals, while EDS (Engine Diagnostic
System) analyses these data, monitoring the engine performance, predicting
component malfunctions and supporting the crew with live troubleshooting and
diagnostic.
WiDE
DCM
Collecting Data
Onshore / Online EDS

Analyse & Predict
Remote Services Support
SM-0496
Figure 5-8 WiDE system
5.7.1 Data Collection and Monitoring

WiDE uses the DCM unit to collect data from the engine and other ship systems.
These data are displayed and stored, both on board the ship and remotely. Using
a secure communication channel, DCM allows data to be sent to an external
server of the customer’s choice. All the data are stored for the engine lifetime and
are accessible for the customer by a protected user account.
With the permission of the customer, DCM enables WinGD to review ship com-
pany data when required, allowing the first step towards remote support collab-
oration.
The DCM system is included in the standard engine scope.

5 Engine Automation
5.7.2 Engine Diagnostic System

WiDE uses the EDS to analyse and compare data against predefined references,
identifying any discrepancies between ‘reference’ and ‘actual’ data. The findings
are then consolidated, and any predicted issues or required actions are high-
lighted to the crew. This allows for improved planning and automation of subse-
quent supporting processes like troubleshooting, maintenance, spare parts
handling and identification.
Analysis EDS analyses the DCM data to obtain a full engine diagnostic by using several
methods:
• The ‘digital twin’, an engine thermodynamic model which is calibrated at

the engine’s shop test and sea trial, receives and simulates real-time engine
parameter inputs. This provides an ongoing performance assessment by
measuring any deviations between the simulated model and the real engine.
• An algorithm rule set is used to monitor, analyse and diagnose the sub-
system components. It encapsulates WinGD’s expert knowledge by consid-
ering calculations, documentation and investigations.
• Data trends are recognised from a combination of DCM monitoring and

historical sample data that is uploaded to the EDS during installation, ena-
bling progressive performance improvement.
Prediction and This ongoing analysis is consolidated to a final output, allowing for EDS to make
troubleshooting predictions. If a potential ‘critical’ fault is diagnosed the crew is notified, ena-
bling them to decide on immediate action. However, if no action is taken EDS
will proceed with the troubleshooting process in the following sequence:
• At the initial stage all proposed actions largely follow the directions of the
engine Operating Manual.
• Followed by recommendation procedures defined by the Maintenance

Manual, EDS may also connect to the Planned Maintenance System
(PMS), updating the Maintenance Plan and the Spare Parts List.
• If required, EDS will connect to external help and support, potentially en-
gaging with human experts through on-line and remote troubleshooting.
• Once the risk is resolved, EDS collects all the available feedback and creates
relevant reports archiving it for future references.
Support As well as the actions mentioned above, when EDS responses to single-case in-
stances or potential issues, it also provides ongoing supports other ways:
• The troubleshooting module keeps track of current issues, collecting and

displaying data.

5 Engine Automation
• The remaining life expectancy of components is tracked from performance,

operation and maintenance data. This means that the maintenance sched-
uling becomes dynamic, updating and preparing before failure.
• Planned maintenance and associated Spare Parts Lists are clearly displayed
in the spare parts modules. With the integrated WinGD Spare Parts Cata-
logue, component information and creating orders is simplified.
Software availability WinGD provide the EDS software for a limited ‘free-trial’ period on all their en-
gines. If there are any questions regarding this, please contact the WinGD repre-
sentative.
5.7.3 WiDE installation process

The process map below shows the steps towards installation of DCM and EDS
against various testing points.
The process order map seen in Figure 5-9 ensures effective installation. The
DCM is installed before shop test as the data it collects provides the information
needed for the EDS tuning. This process order ensures that the WiDE system is
fully operational by the time of the vessel’s maiden voyage.
DCM
DCM DCM
Final Installation
Installation Commissioning
& Commissioning
Vessel Shop Sea Maiden Normal

Order Test Trial Voyage Operation
EDS
EDS EDS
Software
Tuning Tuning
Built
SM-0497
Figure 5-9 WiDE installation process map

6 Engine Dynamics
X35-B
6 Engine Dynamics
It is critical that vibration is minimised throughout the design and construction
stage of any engine installations. The assessment and reduction of vibration are
subject to continuous development and research, requiring expert knowledge.
For successful design, vibration behaviour calculations are required over the
whole operating range of the engine and the propulsion system. As such,
WinGD have developed extensive computer software, analytical procedures and
measuring techniques.
NOTE WinGD provide additional support services to assist with system dy-
namics and vibration analysis. See section 6.9,  6-21 for info about
forms and links.
Forces and moments Within the engine, various forces and moments are generated by the recipro-
causing vibrations cating and rotating masses. Often these cyclical forces and moments are neutral-
ised by counterbalancing within the engine. However, if this is not achieved the
engine will experience the sum of these forces and moment as external responses,
reacting around its own axis and causing vibrations outside of the engine. Vibra-
tions are problematic, especially if a vibration frequency forces a resonance,
causing an amplitude to pass acceptable limits. This section highlights the impor-
tance of dynamic consideration, the causes and relevance.
After considering the external forces and moments types, this section explores
the resulting vibration, along with recommended considerations and counter-
measures relevant to engine type and other associated systems and design fea-
tures.
Types of vibration The vibration types considered in this section are as follows:
• External mass forces and moments

• External lateral forces and moments (Lateral engine vibration or 'rocking')
• Longitudinal engine vibration
• Torsional vibration of the shafting
• Axial vibration of the shafting
• Whirling vibration of the shafting
• Hull vibration
Dynamic characteristics The external forces and moments generated by a specific engine defines its dy-
data namic characteristics. These must be considered throughout the design process
of the vessel to avoid adverse impact on the vessel.
In the document External forces and moments WinGD provide a complete list
of the external forces and moments for each engine type. The latest version of
this document is provided on the WinGD corporate webpage under the fol-
lowing link:
External forces and moments
The external forces and moments for engines not tuned to an R1 rating are avail-
able on request.

6 Engine Dynamics
X35-B 6.1 External mass forces and moments
6.1 External mass forces and moments

The external mass forces and moments are the resulting forces and moments pro-
duced by reciprocating and rotating masses of the running gear (i.e. the engine's
main oscillating masses) that are transmitted to the surrounding vessel via the
foundation. This therefore doesn't consider forces and moments that are pro-
duced by combustion forces — see section 6.2,  6-5. The external mass forces
and moments depend on the design of a specific engine and the engine speed.
The engine power and tuning has no influence on the external mass forces and
moments.
F1V, F2V, F4V

F1V Resulting first order vertical mass force
F1H Resulting first order horizontal mass force
F1H F2V Resulting second order vertical mass force
F4V Resulting fourth order vertical mass force
M1V, M2V, M4V M1V First order vertical mass moment
M1H First order horizontal mass moment
M1H
+ + M2V Second order vertical mass moment
- M4V Fourth order vertical mass moment
SM-0030
Figure 6-1 External mass forces and moments
Figure 6-1 shows the mass forces and moments generated by the engine. How-
ever, where possible these are neutralised. If not, cyclical generation of the ex-
ternal mass forces and moments may lead to unwanted and disturbing vibrations
throughout the vessel. This highlights the importance of using countermeasures
that balance out the generated mass forces and moments where possible.
6.1.1 Balancing of mass forces and moments

Forces With a regular firing order of evenly distributed crank angles, an engine will in-
herently balance the summation of all vertical (FV) and horizontal (FH) free
forces. Sometimes the firing order is designed to be irregular, i.e. unevenly dis-
tributed crank angles, to optimise the overall vibration characteristic of a specific
engine type. Regardless, the resulting mass forces are considered to be negligible.
First order moments First order mass moments (M1V and M1H) can be reduced to acceptable levels by
introducing standard counterweights, fitted to the ends of the crankshaft. In spe-
cial cases non-standard counterweights can be used to reduce either vertical
(M1V) or horizontal (M1H) first order mass moments as required.
Standard counterweights fitted to the ends of the crankshaft reduce the first order
mass moments to acceptable limits. However, in special cases non-standard
counterweights can be used to reduce either M1V or M1H.

6 Engine Dynamics
Second and Second (M2V) and fourth (M4V) order vertical mass moments are also generated,
fourth order moments although these magnitudes will vary depending on engine type, tuning, and
number of cylinders. Unless a problematic vessel design leads to unfavourable vi-
bration, there is normally no cause for concern for engines with 7 cylinders or
more. However, 5 and 6-cylinder engines are known to generate high magnitudes
of unbalanced second order vertical mass moments (M2V) and should therefore
be carefully considered. Consequently, for 5 and 6-cylinder engines WinGD
strongly recommend that the impact of the second order vertical mass moment
on the vessel is carefully checked. In cases where the investigation reveals a pos-
sible problem, WinGD recommend to consider the installation of one of the fol-
lowing countermeasures, designed to reduce the effects of second order vertical
mass moments to acceptable values.
6.1.2 Countermeasure for second order vertical mass moments

Electrically driven compensator (external compensator)
If disturbing second order vibrations occur on 5 and 6-cylinder engines, WinGD
strongly recommend that an electrically driven compensator is fitted or retro-
fitted to the ship’s structure. As seen in Figure 6-2, such a compensator is usually
installed in the steering gear compartment. It is tuned to the engine operating
speed and controlled accordingly.
M2V = F2V × L
Electrically driven
2nd order
compensator
F2V
M2V
SM-0031 L
Figure 6-2 Locating an electrically driven compensator
This countermeasure should also be considered for other cylinder number en-
gines if the second order vertical mass moments (M2V) surpass the necessary
limits. However, suitability will vary for different engines and vessel design.

6 Engine Dynamics
Power related unbalance

The power related unbalance (PRU) values can be used to estimate the risk of un-
acceptable levels of hull vibrations caused by external mass moments of first and
second order. The PRU is calculated with the following formula:
M x ( Nm )
PRU =
Engine Power ( kW )
Formula 6-1 Power related unbalance calculation
where:
PRU .......... = power related unbalance

Mx ............. = M2V (typically), M1H & M1V (considered as well)
The M x and the resulting PRU values of an engine are dependent on the number
of cylinders and tuning option.
The resulting PRU values are graphically displayed in the link below, along with
the likelihood of needing a compensator.
The link provides dynamic characteristics data for engines tuned at R1 rating.
For other engine speeds, the corresponding external mass moments are calcu-
lated with the following formula:
2
æn ö
M x (CMCR ) = M x ( R1) ⋅ççç CMCR ÷÷÷
çè nR1
÷ø
Formula 6-2 External mass moments calculation for Rx rating
where:
Mx(CMCR) ... = resulting moments for a specific engine’s CMCR

Mx(R1) ........ = moments for engine at R1 rating
nCMCR ....... = speed of engine for a specific engine’s CMCR
nR1 ............ = speed of engine at R1 rating

6 Engine Dynamics
X35-B 6.2 External lateral forces and moments
6.2 External lateral forces and moments

The external lateral forces and moments (lateral engine vibrations resulting in
‘rocking’) are generated by the combustion process and to a small extent by the
reciprocating masses of the running gear. The lateral forces depend on the
CMCR, tuning, and engine speed.
FG = Gas force FG
FP = Piston force
FC = Connecting rod force
FL = Lateral force
FR = Radial force
FT = Tangential force
FP
FL
FC
FR
FT
SM-0514
Figure 6-3 Forces through the engine
The forces between the piston and the connecting rod reaction cause a lateral
force to act on the crosshead guide rails. The lateral forces at the guide rails are
transmitted to the engine block and to the foundation.
The resulting lateral forces and moments may excite resonances of the combined
engine and foundation system. In addition, hull resonances or local vibrations in
the engine room may be generated.

6 Engine Dynamics
6.2.1 Lateral vibration types

The resulting lateral forces and moments generate two different modes of lateral
engine vibration, the H-type and X-type vibration; refer to Figure 6-4.
The table of H-type and X-type vibration values is also provided in the link
below:
MLH= Resulting lateral H-type moment MLX= Resulting lateral X-type moment
MLX
+
FL -
-
-
FL + FL
+
MLH
FL= Resulting guide forces SM-0032
Figure 6-4 Lateral vibration — X-type and H-type
H-type vibration
H-type lateral vibrations are characterised by a mode shape where both sides of
the top of the engine, the driving and free end, vibrate together, in phase. The lat-
eral guide forces (FL) result in a lateral moment, expressed as resulting lateral H-
type moment (MLH).
X-type vibration
X-type lateral vibrations are characterised by a mode shape where at the top of
the engine, the driving and free ends vibrate in counter-phase to each other. As
these resulting lateral guide forces create opposing axial moments at the two ends
of the engine, the X-type lateral vibrations are expressed as a moment around the
vertical axis, the resulting lateral X-type moment (MLX).

6 Engine Dynamics
6.2.2 Reduction of lateral vibration

The amplitudes of the vibrations transmitted to the hull depend on the design of
engine seating, frame stiffness and exhaust pipe connections. As the amplitude of
the vibrations cannot be predicted with absolute accuracy, the support to the
ship’s structure and the space needed to install stays should be considered in the
early design stages of the engine room structure. This is true for both lateral and
longitudinal vibrations, which is further discussed along with relative reduction
methods in the following sections.
NOTE WinGD recommend a stiff engine foundation design in the longitudinal

and lateral directions, as this is always best practice in minimising hull
vibrations.
Lateral hydraulic stays

If needed, lateral stays must be fitted between the upper engine platform and the
ship hull to avoid harmful resonance conditions. The main effect of lateral stays
is to shift the resonance frequency sufficiently above nominal speed. In addition,
some damping effect is provided by the hydraulic stays. Such hydraulic stays can
be either for both-side or one-side installation.
• Hydraulic stays for one-side installation have two oil chambers (one on
each side of the piston) and provide in this regard a ‘damping effect’ in both
directions.
• Hydraulic stays for both-side installation (defined by WinGD design) have

an oil chamber on one side of the piston and an air chamber on the other
side. The air chamber provides little to no damping effect.
The two general arrangements for both stay types are shown in Figure 6-5 below
and Figure 6-6,  6-8.
on exhaust side OR on fuel side

stays amount acc. stays amount acc.
to the requirements to the requirements
SM-0098
Figure 6-5 General arrangement of hydraulic stays for one-side installation
NOTE The shipyard must have confirmation from the hydraulic stay maker
acknowledging its suitability for one-side installation on the engine.

6 Engine Dynamics
two stays and two stays

on fuel side on exhaust side
SM-0097
Figure 6-6 General arrangement of hydraulic stays for both-side installation
Hydraulic stays of WinGD provide instructions for both-side installation when using WinGD type
WinGD design stays. Please refer to the Assembly Instruction (DG 9715), which can be found
on the WinGD corporate webpage under the following link:
Assembly instruction - Hydraulic lateral device
NOTE The use of friction type lateral stays is no longer supported by WinGD.
Electrically driven compensator

If lateral stays cannot be installed, the following can be used to reduce lateral en-
gine vibrations:
• For H-type mode, one electrically driven compensator can be installed on

the upper platform in the longitudinal centre point of the engine. This re-
duces the lateral engine vibrations and the effect on the ship’s superstruc-
ture. Alternatively, two compensators, one fitted at each end of the engine
upper platform, can be applied, synchronised in phase.
• For X-type vibration, two compensators, one fitted at each end of the en-
gine upper platform, are necessary and are synchronised in counter-phase.
It must be noted that electrically driven compensators can only compensate one
harmonic excitation frequency at a time.

6 Engine Dynamics
X35-B 6.3 Longitudinal vibration (pitching)
6.3 Longitudinal vibration (pitching)

Strong axial vibrations in the shafting, transmitted from the thrust bearing to the
engine structure and foundation, can excite inadmissible longitudinal vibrations
at the engine top and as a consequence in the superstructure (refer to section 6.5,
 6-14). In any case, to prevent such vibrations, the double-bottom structure
should be as stiff as possible in the longitudinal direction.
Reduction of longitudinal vibration (5-cylinder engines)

In general, longitudinal stays are only especially needed on 5-cylinder engines
when a shafting layout has a main torsional critical speed above the nominal
speed, resulting in strong longitudinal engine vibrations at the top of the engine
block. This tends to only occur by using intermediate shafts with oversized diam-
eters, which is no longer common today.
Longitudinal stays However, there can be installations where it might be beneficial to install longi-
to prevent vibration tudinal stays. This is not because of inadmissible longitudinal vibrations at the
in superstructure
engine top but because of possible disturbing longitudinal vibrations in the super-
structure, close to nominal speed. By fitting longitudinal stays the disturbing res-
onance can be shifted above nominal speed.
The decision if longitudinal stays are needed or not has to be made by the ship-
yard based on a global ship vibration investigation, or on vibration measure-
ments taken at the top of the engine block and in the superstructure (on the first
vessel of a series).
They are arranged as shown in Figure 6-7.
Free Driving
End OR End
n 1
SM-0211 Fuel Side
Figure 6-7 Arrangement of longitudinal stays
The following types of longitudinal stays can be applied:
Hydraulic type stays Hydraulic stays can be installed to either the free end or the driving end side of
the engine according to the design and requirements of WinGD or third-party
suppliers, as defined in the MIDS drawing (DG 9715) seen below.

6 Engine Dynamics
X35-B 6.3 Longitudinal vibration (pitching)
Friction type stays Friction stays can be installed according to WinGD design or third-party maker
design, to either the engine free end or driving end side.
The layout of friction type stays must conform to the drawing ‘Engine stays /
friction type’ and the associated friction stays drawings (see below link to MIDS
drawing). Deviations are not acceptable, especially the friction coefficient of the
shim and the disc spring properties, which must follow exact specification.
For the assembly of friction type stays please observe the latest version of the
WinGD Assembly Instruction for WinGD friction type stays (DG 9715), which
is provided on the WinGD corporate webpage under the following link:
Assembly instruction - Friction type stays
The layout of friction type and hydraulic type stays must be as shown in the
drawing ‘Engine stays’ in the MIDS (DG 9715).

6 Engine Dynamics
X35-B 6.4 Torsional vibration
6.4 Torsional vibration

Torsional vibrations are generated by gas and inertia forces as well as by the ir-
regularity of the propeller torque. It does not cause hull vibration (except in very
rare cases) and is not perceptible in service, but produces additional dynamic
stresses in the shafting system.
The shafting system comprises of the crankshaft, propulsion shafting, propeller,

engine running gear, flexible couplings, and power take-off (PTO). The complete
assembly of the shafting system must be considered when determining the tor-
sional loads in the system components.
Torsional vibration The torsional loads in the system components are determined by performing a
calculation (TVC) torsional vibration calculation (TVC). The TVC must be done in the early stage
for every project.
Across the engine's speed range, all system components must remain within their
corresponding torsional vibration load limits. If in a component, the torsional
loads exceed the corresponding limit, appropriate countermeasures have to be
applied.
The calculation normally requires approval by the relevant classification society
and may require verification by measurement on board ship during sea trials. All
data required for torsional vibration calculations should be made available to the
engine supplier in an early design stage (see section 6.9,  6-21).
Barred speed range (BSR) At a certain speed range the torsional vibration stresses in the shafting may ex-
ceed the limits for continuous operation. If this occurs, a barred speed range
(BSR) must be defined. The width of the BSR is defined by the classification so-
ciety. The BSR must be passed through rapidly and some classification societies
have defined rules about the maximum permissible passage time through the
BSR. In general, the target is to have a maximum passage time of 30 seconds.
In order to guarantee a rapid passage of the BSR, a minimum power margin of
10 % at the upper boundary of the BSR must be present. The power margin is de-
fined as the margin between the bollard pull curve and the engine torque limit.
In any case, within the BSR the torsional shaft stress must not exceed the tran-
sient limit, otherwise other appropriate countermeasures have to be taken.
6.4.1 Reduction of torsional vibration

Excessive torsional vibration can be reduced by optimising the shaft diameters,
selecting a different (heavier) flywheel, adding a front disc (tuning wheel) to the
free end of the crankshaft or adding a torsional vibration damper to the free end
of the crankshaft. A torsional vibration damper reduces the torsional stresses by
absorbing part of the vibration energy.

6 Engine Dynamics
Low-energy vibrations
Viscous damper Where low-energy torsional vibrations have to be reduced, a viscous damper can
be installed; refer to Figure 6-8. In some cases, the torsional vibration calculation
shows that an additional oil-spray cooling for the viscous damper is needed. In
such cases the layout must be in accordance with the recommendations of the
damper manufacturer and WinGD design department. The viscosity of the sili-
cone oil in the viscous damper must be checked periodically. The interval is spec-
ified by the damper manufacturer. For more information, refer to the Operation
Manual.
High-energy vibrations
For high-energy torsional vibrations that may occur e.g. on 5 and 6-cylinder en-
gines, a spring type damper with its tuning and damping effect may be consid-
ered; refer to Figure 6-8.
Spring damper The spring type damper must be supplied with oil from the engine’s lubricating
oil system. Depending on the torsional vibration energy to be absorbed, it can
dissipate up to 30 kW energy (depends on number of cylinders).
The oil flow to the damper is 4-6 m3/h. An accurate value will be given after the
results of the torsional vibration calculation are known.
For spring type damper installation, the application of a damper monitoring

system is mandatory.
Spring type Viscous type

Lub oil supply
Inertia ring
Springs
Intermediate parts
Casing
Silicone fluid
Cover
SM-0095
Figure 6-8 Vibration dampers (spring type and viscous type)

6 Engine Dynamics
6.4.2 PTO / PTI systems effect on torsional vibration

A propulsion plant may include a main-engine driven generator (PTO, power
take-off), a shaft-line connected electric motor (PTI, power take-in), or both.
These elements are connected to the engine or shafting by clutches, gears, shafts
and/or elastic couplings. See Figure 4-23,  4-59 for the different arrangements.
Installations with PTO or PTI require special attention in the early stages of a
project. These systems may cause torsional vibrations and alignment challenges.
Risk of instable For many PTO / PTI systems that use elastic couplings, the lowest torsional nat-
engine speed ural frequency can be problematic if it is below approximately 1.5 Hz. Here, there
is a risk of engine speed instability where the engine constantly adjusts its speed
to compensate the rotating vibration; this must be considered and compensated
for in the engine speed control system.
Installation of MFD In addition, such PTO / PTI systems are very sensitive to misfiring as varying
firing loads can cause inadmissible torsional vibrations. To protect the elastic
couplings and gears from any misfiring, a misfiring detection device (MFD) must
be installed. This indicates either partial or total misfiring, allowing for appro-
priate countermeasures (e.g. speed reduction, de-clutching of PTO / PTI branch)
to be applied automatically, protecting the PTO / PTI components.
For additional consideration about PTO / PTI application refer to section 4.10,
 4-58, and for support regarding system layout, please contact WinGD.

6 Engine Dynamics
X35-B 6.5 Axial vibration
6.5 Axial vibration

The axial vibrations mainly depend on the dynamical axial system of the crank-
shaft, the mass of the torsional vibration damper, and any free-end installations
or flywheel fitted to the crankshaft. Additionally, axial vibrations can be consid-
erably influenced by torsional vibrations. This influence is called coupling effect.
It is recommended that axial vibration calculations are carried out at the same
time as torsional vibration calculations. To consider the coupling effect of tor-
sional vibrations on axial vibrations, it is necessary to apply a suitable coupled
axial vibration calculation method.
As the shafting system is made up of masses and elastic connections, it is capable

of vibrating and resonating at several frequencies. This would result in excessive
stress in the crankshaft and in some cases can lead to excessive vibration of the
upper part of the engine.
Reduction of axial vibration

Axial vibration damper To limit the influence of axial excitations and reduce the level of vibration, all
present WinGD engines are equipped with an integrated axial vibration damper.
In most cases, this lowers the axial vibrations in the crankshaft to acceptable
values, meaning no further countermeasures are required. No excessive axial vi-
brations occur, neither in the crankshaft, nor in the upper part of the engine.
Crankshaft flange
Main bearing
Axial vibration damper
SM-0096
Figure 6-9 Example of axial vibration damper
The integrated axial vibration damper is mounted at the free end of the crank-
shaft. It is connected to the main lubricating oil circuit. An integrated oil pressure
monitoring system continuously checks the correct operation of the axial vibra-
tion damper.

6 Engine Dynamics
X35-B 6.6 Whirling vibration
6.6 Whirling vibration

Whirling vibrations are generated when the shaft rotates and goes into transverse
oscillations. If the shaft is out of balance, the resulting centrifugal forces will in-
duce the shaft to vibrate. This vibration is commonly known as whirling vibration,
bending vibration or lateral shaft vibration.
Whirling vibrations are in most cases not relevant in propulsion shafting with di-
rectly coupled low-speed 2-stroke engines. Typically, whirling vibrations are
only relevant in 2-stroke installations having a very long shaft line (longer than
60 m).
Many classification societies do not require whirling vibration calculations for

installations with low-speed 2-stroke engines. In general, only the natural
whirling frequencies are calculated. The number and position of the shaft bear-
ings have a significant influence on the natural frequencies. As such, the whirling
vibration calculation must be performed after or together with the alignment cal-
culation.
Alignment Guidelines for Layout Calculation

6 Engine Dynamics
X35-B 6.7 Hull vibration
6.7 Hull vibration

The hull and accommodation area are susceptible to vibration caused by the pro-
peller, machinery and sea conditions. Controlling hull vibration from engine ex-
citation is achieved by a number of different means and may require the fitting of
second order mass moment compensators, lateral / longitudinal stays, electrical
H-type or X-type compensators and/or torsional vibration dampers.
Avoiding problematic hull vibrations cannot be achieved in isolation and re-

quires consideration and cooperation from propeller manufacturer, naval archi-
tect, shipyard, and engine builder.
WinGD can provide, on request, a simplified FE engine model to enable the
shipyard or design institute to predict the influence of the engine forces and mo-
ments on the ship hull.

6 Engine Dynamics
X35-B 6.8 Countermeasures for dynamic effects
6.8 Countermeasures for dynamic effects
6.8.1 External mass moments and vibrations

The following tables indicate where dynamic effects and the countermeasures re-
quired to reduce them are to be given special attention.
Where installations incorporate PTO arrangements (see Figure 4-23,  4-59),

further investigation is required and WinGD should be contacted.
Table 6-1 Countermeasures for external mass moments

No. of cyl. Second order compensator
5 Balancing countermeasure is unlikely to be needed
6-8 Balancing countermeasure is not relevant
Table 6-2 Countermeasures for lateral and longitudinal vibrations

No. of cyl. Lateral stays Longitudinal stays
5 A B / A a)
6-7 B C
8 A C
A = The countermeasure indicated is needed.
B = The countermeasure indicated may be needed and provision for the corresponding
countermeasure is recommended.
C = The countermeasure indicated is not needed.
a) ‘A’ for installations having the main torsional critical above nominal speed (installations with in-
creased shaft diameters)
Table 6-3 Countermeasures for torsional and axial vibrations of the shafting
No. of cyl. Torsional vibration Axial vibration
5-8 Detailed calculations have to be An integrated axial vibration damper
carried out for every installation; is fitted as standard to reduce the
countermeasures to be selected axial vibration in the crankshaft.
accordingly (shaft diameters, cri- However, the effect of the coupled
tical or barred speed range, flywheel, axial vibration on the propulsion
tuning wheel, torsional vibration shafting components should be
damper). checked by calculation.

6 Engine Dynamics
6.8.2 Synchro-Phasing System in twin engines

An available countermeasure for vibration reduction in twin engine vessels is
WinGD’s Synchro-Phasing System (SPS). By changing the relative phase differ-
ence of the two engines operating with the same speed, it is possible to neutralise
vibrations of a selected frequency and the resulting resonance on the ship’s hull
or structure.
Synchro-Phasing can be an effective way of reducing vibrations without modifi-
cations to the ship’s structure and with limited cost.
Concept
As discussed previously in this section, it is important that vibrations of the en-
gine or propeller are minimised. Some specific vibrations will be problematic if
they cause resonance in the surrounding vessel structure.
Alteration of phase angles With twin-engine vessels the resulting vibration amplitude is equal to the sum of
both engines and is therefore dependent on the phase difference of the engines.
The phase difference of any two vibrations is the relative difference (of angle or
time) between any matching points of their vibrational cycles.
It is shown in Figure 6-10 that if the vibrations are in phase (0 ° phase difference)
the resultant amplitude can reach double that of a single vibration. However, to-
wards a phase difference of 180 ° the amplitude is reduced from the vibrations
neutralising each other.
1st engine vibration

2nd engine vibration
Resulting vibration combination
In phase - 0˚
Out of phase - 90˚
Out of phase - 180˚
SM-0515
Figure 6-10 Resulting vibration from SPS combinations
By correctly altering the phase angles between two crankshafts, a vibration can
be reduced and possibly eliminated, limiting vibrations distribution in the ship’s
hull and superstructure.

6 Engine Dynamics
SPS is used to compensate one of the following:
• Second order vertical mass moments (M2V) discussed in section 6.1,  6-2
• Lateral H-type guide moments discussed in section 6.2,  6-5
• Excitations generated by the blade frequency of the propellers
NOTE The compensation is only capable of neutralising one selected fre-

quency at a time.
Components and control

The speed and the crank angle of both engines are measured by control units,
which are installed on the engines. These signals are continuously transmitted to
the Synchro-Phasing main controller, where the relative position and speed be-
tween the two engines is measured.
Engine Control Room
PCS 1 Synchro-Phasing User PCS 2

Main Controller Interface
ECS ECS
Control Synchronisation
Control
Units Units
Engine 1 Engine 2
SM-0516
Figure 6-11 Synchro-Phasing system
Main controller and The main controller is installed in the engine control room along with the user in-
user interface in ECR terface, where the relative phase difference angle (provided by WinGD vibration
experts) can be entered. This enables the system to implement a closed loop con-
trol of the set-points, which are a function of the difference between the reference
phase angle and current phase angle. To adjust the phase angle between the two
engines, the speed of only one (slave) engine is adapted.
The additional components required are:
• Control unit (x2)

• Synchro-Phasing main controller (x 1)
• User interface (x 1)

6 Engine Dynamics
NOTE Any phase angle value entered into the user interface must be previ-
ously approved by WinGD’s Dynamics experts, as incorrect settings
can lead to excessive vibrations.
Operating modes and restrictions

There are three operating modes:
• Control On
Fully operational. This can be selected when the release conditions are ful-
filled (see in the following).
• Estimate Only
The speed of each engine and the relative phase angle between them is indi-
cated and continuously updated, but not controlled. This can be selected
when the release conditions are fulfilled (see below).
• Off
All control parameters of Synchro-Phasing control are reduced and reset to
initial value (zero). This can be selected at any time.
Release conditions The following conditions must be fulfilled to activate the Control On and Esti-
mate Only modes. These conditions are:
• Both engines are running in ahead direction in normal operational condi-

tion and unrestricted operation conditions (no protective actions of the en-
gine or major failures)
• Both engines are operated within the speed conditions of the Synchro-
Phasing system
• Heavy Sea Mode is not active on either engine
• No major failure of phase angle control system is active
• Both engines have the same speed set-point and have completed the load
up / down programs to reach this speed set-point
Deactivation of the Control On and Estimate Only modes will occur if required.
Synchro-Phasing is also overruled and reset if engine limitations are reached.
After deactivation, Off will be automatically active.

6 Engine Dynamics
X35-B 6.9 Order forms for vibration calculation & simulation
6.9 Order forms for vibration calculation & simulation

WinGD provide additional support services to assist with system dynamics and
vibration analysis. All questionnaires and forms can be downloaded from the
Questionnaires for shaft calculations
Forms should be filled in and submitted via e-mail to the following e-mail ad-
dress, along with any further questions:
dynamics.ch@wingd.com
Winterthur Gas & Diesel Ltd.

Dept. 21336 Engine Dynamics & Structural Analysis
Schützenstrasse 3
PO Box 414
CH-8401 Winterthur

7 Engine Emissions
X35-B 7.1 Exhaust gas emissions
7 Engine Emissions
In 1973 an agreement on the International Convention for the Prevention of Pol-
lution from Ships was reached. It was modified in 1978 and is now known as
MARPOL 73/78.
Annex VI to MARPOL 73/78, entered into force in 2005, contains regulations

limiting or prohibiting certain types of emissions from ships, including limita-
tions with respect to air pollution. Following the entry into force of the annex, a
review process was started, resulting in an amended Annex IV, which was
adopted by the International Maritime Organization (IMO) in October 2008 and
entered into force in July 2010.
This amended Annex IV includes provisions for the further development of emis-
sions regulations until 2020.
7.1 Exhaust gas emissions
7.1.1 Regulation regarding NOx emissions

Regulation 13 of Annex IV specifies a limit for the nitrogen oxides (NOx) emis-
sions of engines installed on ships, which has a direct implication on the design
of propulsion engines.
Depending on the rated speed of the engine and the date of keel-laying of the
vessel, the weighted average NOx emission of that engine must not exceed the
maximum allowable value as indicated by the respective curves in the following
diagram.
20
18
16
A
14
NOX emission [g/kWh]
12 B
10
4
C
2
0
0 200 400 600 800 1000 1200 1400 1600 1800 2000
Engine speed [rpm]
A Tier I: 1st January 2000 global
B Tier II: 1st January 2011 global. After 2016 outside emission control areas
C Tier III: 2016 in emission control areas SM-0084
Figure 7-1 Speed dependent maximum allowable average of NOx emissions
NOx Technical Code The rules and procedures for demonstrating and verifying compliance with this
regulation are laid down in the NO x Technical Code, which is part of Annex VI
and is largely based on the latest revision of ISO 8178.

7 Engine Emissions
X35-B 7.1 Exhaust gas emissions
7.1.2 Selective catalytic reduction

Selective catalytic reduction systems (SCR) are used on board ships to ensure
that the exhaust gas emissions comply with the Tier III NOx regulations stipu-
lated by the International Maritime Organization (IMO).
SCR technology is based on the reduction of nitrogen oxides (NOx) by means of

a reductant (typically ammonia, generated from urea) at the surface of a catalyst
situated in a reactor.
The drawings relevant for the SCR system (DG 9726) are provided on the
MIDS
Low-pressure SCR
The SCR reactor is located on the low-pressure side, after the turbine.
For low-pressure SCR applications WinGD have developed a 2-stroke engine in-
terface specification that complies with the known low-pressure SCR system pro-
viders. Low-pressure SCR is typically larger in volume than high-pressure SCR,
but more flexible in installation position, as any after-turbocharger position is ac-
ceptable.
9
Exhaust receiver
8 7
1
13
10 11
SCR
2 12
5
1 Exhaust receiver 8 Decomposition unit
3
2 Turbocharger 9 Urea dosing unit
4 3 SAC 10 Reactor inlet valve
4 Scavenge air receiver 11 Reactor outlet valve
Scavenge air receiver 5 Auxiliary blower 12 SCR bypass valve
6 SCR 13 Turbine bypass valve
7 Burner
SM-0253
Figure 7-2 Low-pressure SCR — Arrangement

7 Engine Emissions
X35-B 7.2 Engine noise
7.2 Engine noise

As the ship’s crew / passengers must be protected from the effects of machinery
space noise, the maximum acceptable noise levels are defined by rules. In gen-
eral, for new building projects, the latest IMO Resolution MSC.337 ‘Code of
Noise Levels Onboard Ships’ is applied.
The main change introduced by the new IMO MSC.337, compared to the pre-
vious Resolution A468(XII), is that in large rooms with many measurement po-
sitions, the individual positions must be compared to the maximum admissible
limit.
NOTE The noise level graphs in Figure 7-3,  7-4, Figure 7-5,  7-6 and
Figure 7-6,  7-7 show typical values for MCR. As the rating and tuning
dependency is marginal, the values can be used for all ratings.
7.2.1 Air-borne noise

Figure 7-3,  7-4 shows the average surface sound pressure level. The data in the
graph are related to:
• Distance of 1 m from engine

• Average values Lp in dB, in comparison with ISO NR-Curves
• Overall average values LpA in dB(A) and expected maximal overall single
point values
• Free field conditions
Near the turbocharger (air intake), the maximum measured noise level will nor-
mally be 3-5 dB(A) higher than the average noise level of the engine.
Standard noise reduction The present document includes the expected maximum overall value for a single
& additional point. Figure 7-3,  7-4 distinguishes between standard noise reduction and ad-
noise reduction
ditional noise reduction on turbocharger air side. The turbocharger suppliers are
currently developing different silencer solutions to comply with the new noise
limit regulation of 110 dB(A) for single point.
NOTE The single point noise limit of 110 dB(A) for machinery spaces may be
exceeded if standard silencers are applied.

7 Engine Emissions
Lp [dB] LpA in dB(A)

Airborne sound pressure levels
120 with standard noise reduction 120 1) 2)
110
110 1)
2)
100
100 Overall Max. overall
average single point
90 1)
90 2)
80
NR80
30 40 50 60 NR70
70
31.5 63 125 250 500 1k 2k 4k 8k 1) 8X35-B
Octave band centre frequency in [Hz] 2) 5X35-B
Lp [dB] Airborne sound pressure levels LpA in dB(A)

120 with additional noise reduction
120
110 1) 2)
110
1)
100 2)
100
Overall Max. overall
90 average single point
1)
2)
80
NR80
30 40 50 60 NR70
70
31.5 63 125 250 500 1k 2k 4k 8k 1) 8X35-B
Octave band centre frequency in [Hz] 2) 5X35-B
SM-0120
Figure 7-3 Sound pressure level at 1 m distance from engine

7 Engine Emissions
7.2.2 Exhaust noise

In the engine exhaust gas system, the sound pressure level at funnel top (see
Figure 7-5,  7-6) is related to:
• Distance of 1 m from edge of exhaust gas pipe opening (uptake)

• Angle of 30° to gas flow direction (see Figure 7-4)
• Average values Lp in dB, in comparison with ISO NR-Curves
• Overall average values LpA in dB(A)
• Without boiler, silencer, exhaust gas bypass
Each doubling of the distances from the centre of the duct reduces the noise level
by about 6 dB.
reference 2r: -6 dB
position
r
1m
30°
Funnel
d: duct diameter
r: distance point to
d sound source
SM-0239
Figure 7-4 Exhaust noise reference point
Installation of silencer Depending on the actual noise level allowed on the bridge wing — which is nor-
mally between 60 and 70 dB(A) — a simple flow silencer of the absorption type
may be placed after the exhaust gas boiler, if the noise reduction of the boiler is
not sufficient.
For installations with exhaust gas bypass, a silencer in the main engine exhaust
line may be considered.
The silencers are to be dimensioned for a gas velocity of approx. 35 m/s with a
pressure loss of approx. 2 mbar at specified CMCR.

7 Engine Emissions
Overall average
Lp [dB] LpA in dB(A)
140
130
130
120
120
110 8X35-B
110
5X35-B
100
100
90
8X35-B
80
5X35-B
80
70
70
60
20 30 40 50 NR60
50
31.5 63 125 250 500 1k 2k 4k 8k
SM-0121 Octave band centre frequency in [Hz]
Figure 7-5 Sound pressure level at funnel top of exhaust gas system

7 Engine Emissions
7.2.3 Structure-borne noise

The vibrational energy is propagated via engine structure, bedplate flanges and
engine foundation to the ship’s structure, which starts to vibrate and thus emits
noise.
The sound pressure levels in the accommodations can be estimated with the aid
of standard empirical formulas and the vibration velocity levels.
100
90 Structure borne noise level Lv in dB at nominal MCR

Lv, re 5E-8 m/s [d/B]
80
70
60
8X35-B
50 5X35-B
40
30
31.5 63 125 250 500 1k 2k 4k 8k 16k
SM-0122 Octave band centre frequency in [Hz]
Figure 7-6 Structure-borne noise level at engine feet vertical

8 Engine Dispatch
X35-B 8.1 Engines to be transported as part assemblies
8 Engine Dispatch
This chapter describes the provisions to be made for transporting the engine from
the engine builder to the shipyard or final destination.
Engines are transported complete or as part assemblies, depending on the terms

of contract.
8.1 Engines to be transported as part assemblies

• Engines to be transported as part assemblies have to be systematically dis-
assembled and cleaned using dry cloths.
• Each item is to be clearly identified with ‘paint ball’ pen, similar indelible
marker ink, or figure and letter stamps.
• To ensure correct reassembly and eliminate the risk of parts from one cyl-
inder unit being fitted to another by mistake, it is indispensable that bear-
ings and running gear are clearly marked cylinder by cylinder.
8.2 Protection of disassembled engines

All parts have to be protected against damage by careful crating and from corro-
sion by applying rust preventing oils or paper.
For further details refer to the latest version of the relevant Guideline (DG 0345),
which is provided on the WinGD corporate webpage under the following link:
Guideline for engine protection
8.3 Removal of rust preventing oils after transport
8.3.1 Internal parts

The rust preventing oils applied to the internal parts of an assembled engine have
properties similar to lubricating oils. As they do not contain thickening agents of
wax type they will wash off easily and mix without causing harm to the engine or
its systems.
8.3.2 External parts

Wax type rust preventing oils applied to exposed surfaces of engine components
contain thickening agents of wax, forming an anti-corrosion coating when ap-
plied. This coating has to be washed off with gas oil, kerosene or white spirit.

9 Appendix
X35-B 9.1 Classification societies
9 Appendix
The Appendix gives an overview of the relevant classification societies and lists
acronyms mentioned throughout this document in alphabetical order. Tables of
SI dimensions and conversion factors can also be found here.
9.1 Classification societies
Table 9-1 List of classification societies

IACS International Association of Classification Societies
ABS American Bureau of Shipping KR Korean Register
BV Bureau Veritas LR Lloyd’s Register
CCS Chinese Classification Society NK Nippon Kaiji Kyokai
CRS Croatian Register of Shipping PRS Polski Rejestr Statkow
DNV-GL DNV-GL RINA Registro Italiano Navale
IRS Indian Register of Shipping RS Russian Maritime Register of Shipping

9 Appendix
X35-B 9.2 List of acronyms
9.2 List of acronyms
Table 9-2 List of acronyms

ALM Alarm EEDI Energy efficiency design index
AMS Alarm and Monitoring System EIAPP Engine International Air Pollution Prevention
BFO Bunker fuel oil EM Engine margin
BN Base number EMA Engine management & automation
BSEC Brake specific energy consumption FPP Fixed pitch propeller
BSEF Brake specific exhaust gas flow FQS Fuel quality setting
BSFC Brake specific fuel consumption FW Freshwater
BSR Barred speed range GTD General Technical Data (application)
CCR Conradson carbon HFO Heavy fuel oil
CCW Cylinder cooling water HMI Human-machine interface
CEN European Committee for Standardization HP High pressure
www.cen.eu
CFR Certified flow rate HT High temperature
CMCR Contracted maximum continuous rating (Rx) IACS Int. Association of Classification Societies
www.iacs.org.uk
CPP Controllable pitch propeller IMO International Maritime Organization
www.imo.org
CSR Continuous service rating ISO International Organization for Standardization
(also designated NOR or NCR) www.iso.org
DAH Differential pressure alarm, high LAH Level alarm, high
DBT Delta bypass tuning LAL Level alarm, low
DCM Data Collection Monitoring LCV Lower calorific value
Delta Delta tuning LDU Local display unit
DENIS Diesel engine control and optimising specifica- LFO Light fuel oil
tion
DFO Diesel fuel oil, covering MDO (DMB, DFB) LHV Lower heating value
and MGO (DMA, DFA, DMZ, DFZ)
DG Design group LLT Low load tuning
DMB, DFB / Diesel oil quality grades as per ISO 8217 LO Lubricating oil
DMA, DFA,
DMZ, DFZ
ECA Emission control area LowTV Low torsional vibrations
ECR Engine Control Room LP Low pressure
ECS Engine Control System LR Light running margin
EDS Engine Diagnostic System LSL Level switch, low

9 Appendix
X35-B 9.2 List of acronyms
LT Low temperature SAE Society of Automotive Engineers

www.sae.org
MARPOL International Convention for the Prevention of SCR Selective catalytic reduction
Pollution from Ships
MCR Maximum continuous rating (R1) SG Shaft generator
MDO Marine diesel oil (DMB, DFB) SHD Shut-down
MEP Mean effective pressure SLD Slow-down
MFD Misfiring detection device SM Sea margin
MGO Marine gas oil (DMA, DFA, DMZ, DFZ) SMCR Specified maximum continuous rating
MIDS Marine Installation Drawing Set SOLAS Int. Convention for the Safety of Life at Sea
MIM Marine Installation Manual SPC Steam production control
NAS National Aerospace Standard SPP Steam production power
NCR Nominal continuous rating SPS Synchro-phasing system
NOR Nominal operation rating SSU Saybolt seconds, universal
NOx Nitrogen oxides Std Standard tuning
NR-Curve ISO noise rating curve SW Seawater
OM Operational margin TBO Time between overhauls
PAL Pressure alarm, low TC Turbocharger
PCS Propulsion Control System tEaT Temperature exhaust gas after turbocharger
PI Proportional plus integral tEbE Temperature exhaust gas before economiser
PLS Pulse Lubricating System (cylinder liner) TVC Torsional vibration calculation
PMS Planned Maintenance System ULO Used lubricating oil
PRU Power related unbalance VEC Variable exhaust closing
PTH Power take-home VI Viscosity index
PTI Power take-in VIT Variable injection timing
PTO Power take-off WECS WinGD Engine Control System
PTO-G Power take-off gear WHR Waste heat recovery
PUR Rigid polyurethane WiDE WinGD Integrated Digital Expert
RCS Remote Control System WinGD Winterthur Gas & Diesel Ltd.
SAC Scavenge air cooler

9 Appendix
X35-B 9.3 SI dimensions for internal combustion engines
9.3 SI dimensions for internal combustion engines
Table 9-3 SI dimensions

Symbol Definition SI-Units Other units
a Acceleration m/s2
A Area m2, cm2, mm2
BSFC Brake specific fuel consumption kg/J, kg/(kWh), g/(kWh)
c Specific heat capacity J/(kgK)
C, S Heat capacity, entropy J/K
e Net calorific value J/kg, J/m3
E Modulus of elasticity N/m2, N/mm2
F Force N, MN, kN
f, v Frequency Hz, 1/s
I Current A
I, J Moment of inertia (radius) kgm2
l, L Length m, cm, mm
la, l p Second moment of area m4
K Coefficient of heat transfer W/(m2K)
L Angular momentum Nsm
L(A)TOT Total A noise pressure level dB
L(LIN)TOT Total LIN noise pressure level dB
Average spatial noise level over
LOKT dB
octave band
m Mass t, kg, g
M, T Torque moment of force Nm
N, n Rotational frequency 1/min, 1/s rpm
p Momentum Nm
1 bar = 100kPa
p Pressure N/m2, bar, mbar, kPa
100 mmWG = 1 kPa
P Power W, kW, MW
qm Mass flow rate kg/s
qv Volume flow rate m3/s
t Time s, min, h, d
T, Θ, t, θ Temperature K, °C
U Voltage V
V Volume m3, dm 3, l, cm3
v, c, w, u Velocity m/s, km/h Kn

9 Appendix
X35-B 9.3 SI dimensions for internal combustion engines
Symbol Definition SI-Units Other units

W, E, A, Q Energy, work, quantity of heat J, kJ, MJ, kWh
Z, W Section modulus m3
ΔT, ΔΘ, ... Temperature interval K, °C
α Angular acceleration rad/s2
α Linear expansion coefficient 1/K
α, β, γ, δ, φ Angle rad, °
γ, σ Surface tension N/m
η Dynamic viscosity Ns/m2
λ Thermal conductivity W/(mK)
ν Kinematic viscosity m2/s cSt, RW1
ρ Density kg/m3, kg/dm3, g/cm3
σ, τ Stress N/m2, N/mm2
ω Angular velocity rad/s

9 Appendix
X35-B 9.4 Approximate conversion factors
9.4 Approximate conversion factors

Table 9-4 Conversion factors
1 in = 25.4 mm
1 ft = 12 in = 304.8 mm
Length 1 yd = 3 feet = 914.4 mm
1 statute mile = 1760 yds = 1609.3 m
1 nautical mile = 6080 feet = 1853 m
1 oz = 0.0283 kg
1 lb = 16 oz = 0.4536 kg
Mass 1 long ton = 1016.1 kg
1 short ton = 907.2 kg
1 tonne = 1000 kg
1 Imp. pint = 0.568 l
1 U.S. pint = 0.473 l
1 Imp. quart = 1.136 l
1 U.S. quart = 0.946 l
Volume (fluids)
1 Imp. gal = 4.546 l
1 U.S. gal = 3.785 l
1 Imp. barrel = 36 Imp. gal = 163.66 l
1 barrel petroleum = 42 U.S. gal = 158.98 l
Force 1 lbf (pound force) = 4.45 N
Pressure 1 psi (lb/sq in) = 6.899 kPa (0.0689 bar)
1 mph = 1.609 km/h
Velocity
1 knot = 1.853 km/h
Acceleration 1 mphps = 0.447 m/s2
Temperature 1 °C = 0.55 x (°F -32)
1 BTU = 1.06 kJ
Energy
1 kcal = 4.186 kJ
1 kW = 1.36 bhp
Power
1 kW = 860 kcal/h
1 in3 = 16.4 cm3
Volume 1 ft3 = 0.0283 m3
1 yd3 = 0.7645 m3

9 Appendix
X35-B 9.4 Approximate conversion factors
1 in2 = 6.45 cm2

1 ft2 = 929 cm 2
Area 1 yd2 = 0.836 m2
1 acre = 4047 m2
1 sq mile (of land) = 640 acres = 2.59 km2

Winterthur Gas & Diesel in brief
Winterthur Gas & Diesel Ltd. (WinGD) is a leading developer of low-speed gas and diesel engines used for propulsion
power in merchant shipping. WinGD sets the industry standard for environmental sustainability, reliability, efficiency
and safety. WinGD provides designs, training and technical support to engine manufacturers, shipbuilders and ship
operators worldwide. Headquartered in Winterthur, Switzerland, since its inception as the Sulzer Diesel Engine busi-
ness in 1893, it carries on the legacy of excellence in design.
www.wingd.com

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Marine Installation Manual: Issue 2020-06

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Marine Installation Manual

NO LIABILITY, WHETHER DIRECT, INDIRECT, SPECIAL, INCIDENTAL OR CONSEQUENTIAL, IS ASSUMED WITH

Revision: 01 Date of issue: 2020-06

1.3 Components and sizes of the engine

1.4 Engine tuning Section renamed, updated and restructured

2.2.4 Power range

2.2.5 Power range limits Section rewritten and updated

3.5.1 Assembly of subassemblies Note added

3.9.2 Earthing device

4.2 Cooling water system Whole section restructured; content updated

4.4 Fuel oil system Section partly revised

4.5.2 System specification

4.8 Engine room ventilation Whole section restructured; content updated

5.4 Propulsion Control Systems Table 5-1 updated

Marine Installation Manual 2020-06 1

Revision: 01 Date of issue: 2020-06

5.6 Alarm sensors and safety functions Section rewritten

5.7 WinGD Integrated Digital Expert New section added

6 Engine Dynamics Whole chapter restructured; content updated

7.2 Engine noise Introduction updated

9.1 Classification societies Table 9-1: footnote removed

9.2 List of acronyms Updated

Revision: -- Date of issue: 2018-11

Location of change Subject

Marine Installation Manual 2020-06 2

List of Changes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0-1

1 Engine Description . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

2 General Engine Data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1

Marine Installation Manual 2020-05 i

2.3.1 Reference conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19

3 Engine Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1

4 Ancillary Systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1

Marine Installation Manual 2020-05 ii

Main lubricating oil system components . . . . . . . . . . . . . . . . . . . . . . . 4-17

Marine Installation Manual 2020-05 iii

4.10.3 Application constraints . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-60

5 Engine Automation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-1

6 Engine Dynamics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1

Marine Installation Manual 2020-05 iv

Reduction of axial vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-14

7 Engine Emissions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1

8 Engine Dispatch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1

Marine Installation Manual 2020-05 v

1-1 Principal engine features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

1-2 Rating points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3

1-3 Overall sizes and masses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4

1-4 Available tuning options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5

2-1 Line 5 coefficients . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8

2-2 Line 6 coefficients . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9

2-3 Line 10 coefficients . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11

2-4 Electrical power requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-21

3-1 Engine dimensions and masses. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1

3-2 Fluid quantities in the engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4

3-3 Recommended quantities of fire extinguishing medium . . . . . . . . . . . . . . 3-16

4-1 Common and independent systems in twin-engine installations . . . . . . . 4-2

4-2 Recommended parameters for raw water . . . . . . . . . . . . . . . . . . . . . . . . . . 4-12

4-6 Specification of automatic self-cleaning filter in feed system. . . . . . . . . . 4-36

4-7 Specification of automatic self-cleaning filter in booster system . . . . . . . 4-37

4-8 Specification of duplex filter in booster system . . . . . . . . . . . . . . . . . . . . . 4-38