Customer NewsletterDeCember 2007

2

Dear Business Partners anD FrienDs,

To meet the market requirements of the future we

have upgraded several of our most popular engines

models, including the RT-flex96C, RT-flex58T,

RT-flex50 and RTA48T.

In May, Hyundai Heavy Industries tested its first

14-cylinder RT-flex96C engine, thereby expanding its

product offering to the largest fully electronically-con-

trolled, large-bore common-rail two-stroke diesel en-

gine in the market. Orders for our new RT-flex82 and

RT-flex50 engine types are ramping up at rapid pace

and reflect the strong demand for common-rail diesel

engine technology in the marine world. The increased

number of orders for our engines has also led to an

expansion of our world wide network of licensees.

Besides our long-term partners in Japan, Korea,

China, Poland and Croatia, we have now extended

our licence activities to Vietnam and Russia to satisfy

the increasing global demand for Wärtsilä common-

rail low-speed engines.

2007 also saw the successful completion of the

European Union funded HERCULES research project

2007 was a year without precedence for the world shipbuilding industry. wärtsilä two-stroke en-gines also benefited from the booming market. all in all, more than 7.2 million brake horsepower of wärtsilä two-stroke engines will be delivered by our licensees by the end of this year and the order intake for 2007 will exceed ten million brake horsepower, both all time high records for our products.

into “High Efficiency R&D on Combustion with Ultra-

Low Emissions for Ships”, paving the way for future

improvement in reducing emissions from marine en-

gines, thereby increasing engine efficiency and reli-

ability. In turn, this will reduce engine lifecycle costs.

The result of this ambitious pan-European project will

significantly influence the development of our future

engine generations. In this respect we also want to

highlight the installation of a new research engine in

our test laboratory in Oberwinterthur, Switzerland.

Commissioning is planned for the second quarter of

2008 and will enable Wärtsilä to have extended test-

ing of new technologies and innovations which can

then be implemented in our new engine models or on

engines in service.

It’s my pleasure to present you more details of

our activities and the Highlights 2007 for Wärtsilä

two-stroke marine engines on the following pages.

Martin Wernli

President, Wärtsilä Switzerland Ltd

3

4 engine programme further adapted to market needs

8 first 14-cylinder rt-flex96c tested at hyundai

10 large number of rt-flex engines commissioned 2007

12 completion of hercules joint research project

14 new licensees: vinashin and bryansk

16 lubrication retrofits pass the 125 mark

18 to the future in 2008

www.wartsila.com

CONTENTS

4

engine Programme Further aDaPteD to market neeDs

• Reduced fuel consumption with the RTA48T

engine type• The new RT-flex50-D engine version with higher

output and reduced fuel consumption• Uprating of the RT-flex58T and RTA58T to

the D versions• Increased power outputs for the RT-flex96C and

RTA96C engine types• Wärtsilä propulsion packages for Wärtsilä low-

speed engines.

Complete details of all the programme changes are

given in the booklet Ship Power Systems 2008 avail-

able from all Wärtsilä offices.

wärtsilä rta48t-dThe Wärtsilä RTA48T is continuing to be popular, es-

pecially for the propulsion of bulk carriers from handy

size and larger. As bunker prices do not show any

sign of falling, design potential within the RTA48T has

been utilised to cut the engines’ fuel consumption.

in response to market developments, a number of changes were introduced in early december for the wärtsilä low-speed engine programme in 2008:

7RTA84T

The RTA48T-D has been adapted to reduce specific

fuel consumptions by 2 g/kWh across the board. This

has been obtained largely by increasing the maximum

cylinder pressure. However, the power outputs have

not been increased as higher powers are available

from the RT-flex50-D engine type.

5

wärtsilä rt-flex50-d The Wärtsilä RT-flex50 low-speed engines have rap-

idly gained orders since the first engines went into

service in January 2006. They are being applied in a

variety of ship types, including bulk carriers from

handymax to panamax sizes, product tankers, multi-

purpose cargo carriers, feeder container vessels,

etc.

The RT-flex50-D has been introduced with both

increased power and lower fuel consumption to offer

better layout possibilities to better match ship design

requirements.

The MCR output has been raised by 5.1 per cent

from 1660 kW/cylinder in the B version to 1745 kW/

cylinder in the D version at the same running speed

of 124 rev/min. Thus, with five to eight cylinders in-

line, the RT-flex50-D covers a power range of

6100–13,960 kW at 99–124 rev/min.

At the same time the specific fuel consumptions

have been reduced by 2 g/kWh. Thus at the maximum

continuous rating R1, the full-load BSFC has been re-

duced from 171 to 169 g/kWh. This fuel saving is

made possible by employing the latest, higher-effi-

ciency turbochargers in the RT-flex50-D engines.

6RT-flex50

www.wartsila.chOutline of a Wärtsilä propulsion package based on a low-speed engine, including controll -able- or fixed-pitch propeller, sterntube bearings, stern seals, line bearings, and shafting.

6

wärtsilä rt-flex96c and rta96c The demand for containership newbuildings contin-

ues at a good rate with 10,000 to 12,600 TEU being

commonplace. To offer better propulsion solutions

for these vessels, the power outputs of Wärtsilä

RT-flex96C and RTA96C low-speed engines have

been increased by 5.4 per cent.

Thus the engines’ maximum continuous power

outputs have been increased from 5720 to 6030 kW/

cylinder at the same shaft speed of 102 rev/min and

the same corresponding full-load brake specific fuel

consumption (BSFC) of 171 g/kWh. This results in the

14-cylinder RT-flex96C engine giving a massive pow-

er output of 84,420 kW, or 114,800 bhp.

The RT-flex96C and RTA96C have been popular for

the propulsion of the largest and fastest container

ships with close to 400 of these engines having been

ordered, of which more than 190 are of the electroni-

cally-controlled RT-flex96C common-rail type.8RT-flex96C

7

2 3 4 6 8 10 15 20 30 40 50 60 80 MW

UEC37LSII 140–186

UEC43LSII 120–160

UEC45LSE 111–130

RTA48T-D 102–127

UEC50LSE 99–124

99–124

RTA52U 108–135

84–105

UEC60LSE 90–105

91–114

RTA62U-B 92–115

76–95

RTA72U-B 79–99

61–76

68–80

87–102

92–102

RT-flex50-D/RTA50-D

RT-flex58T-D/RTA58T-D

RT-flex60C-B

RT-flex68-D/RTA68-D

RT-flex84T-D/RTA84T-D

RT-flex82T/RTA82T

RT-flex82C/RTA82C

RT-flex96C/RTA96C

Mitsubishi UE Wärtsilä RTA Wärtsilä RT-flex

Speed rpm

Engine type Cylinders Powers Propeller diameters Package weight

kw mm approx. tonnes

uec37lsii 5–8 3860–6180 3800–4400 96–144

uec43lsii 4–8 4200–8400 4200–5150 120–218

uec45lse 5–8 6225–9960 5150–5900 192–289

rta48t-d 5–8 7250–11,640 5400–6250 200–296

rta52u 5–8 7800–12,480 5300–6100 239–346

rt-flex50-d 5–8 8725–13,960 5350–6250 230–334

rta58t-d 5–8 11,300–18,080 6550–7550 328–493

rt-flex58t-d 5–8 11,300–18,080 6550–7550 328–493

rt-flex60c-b 5–8 12,100–19,360 6100–7050 315–502

summary of wärtsilä propulsion packages with low-speed engines

wärtsilä rt-flex58t-d and rta58t-d The Wärtsilä RT-flex58T and the RTA58T low-speed

engines have also been uprated from 2180 kW/cylin-

der in the current B version to 2260 kW/cylinder in

the D version at the same speed of 105 rev/min. The

full-load fuel consumption at MCR (maximum contin-

uous rating, R1) has been maintained at 170 g/kWh.

The RTA58T-D and RT-flex58T-D thus cover a power

range of 7900–18,080 kW at 84–105 rev/min.

wärtsilä propulsion packages for low-speed engines Wärtsilä is well set up for the supply of complete

propulsion packages. Engines are sourced from well-

established licensed engine builders while propellers

(both controllable- and fixed-pitch types), shafting, line

bearings, sterntube bearings and stern seals are all

manufactured in Wärtsilä’s own factories.

The accompanying table left gives a guide to the

types of propulsion packages that can be supplied by

Wärtsilä. In the case of a specific project, the package

will be engineered to give the optimum solution to fit

the ship and owner’s requirements.

6RT-flex58T-B

the wärtsilä low-speed engine programme 2008

8

First 14-cylinDer rt-flex96c testeD at hyunDai

A notable event in May was the successfully testing

of a 14-cylinder Wärtsilä RT-flex96C common-rail

low-speed engine by Hyundai Heavy Industries Co Ltd

in its Ulsan engine works in Korea.

The 14RT-flex96C is the world’s most powerful

diesel engine in service. The engine tested develops

80,080 kW (108,920 bhp) at 102 rev/min. The offic-

ial shop test was witnessed by representatives of the

shipowner and the classification societies.

The engine was subsequently installed in the first of

a series of eight 8600 TEU container ships being built

at Hyundai shipyards for operation by the Korean ship-

owner Hyundai Merchant Marine Co Ltd (HMM). De-

livery of the first ship in this series will be in 2008.

Wärtsilä 14RT-flex96C engines are already in service

in six large container ships. The first of these engines

entered service in September 2006 in the container

ship Emma Mærsk.

14RT-flex96C

10

At present, a total of 125 RT-flex engines of various

bore sizes have been put into operation since 2001.

In 2007 alone, 60 ships with RT-flex engines where

delivered. All these engines were commissioned by

our two-stroke service engineers based at Wärtsilä in

Switzerland and the network companies.

There is also a healthy order backlog still to be

delivered as more than 520 RT-flex engines are on

order or in service. So the pressure of rapid deliveries

will continue into 2008 and beyond.

The RT-flex technology is notable because it is the

only available technology today for applying electron-

ically-controlled common-rail systems to large, low-

speed diesel engines. The common-rail systems give

unrivalled flexibility in the way the engines operate, to

deliver benefits such as smokeless operation at all

operating speeds and lower emissions in general, low-

er fuel consumption, reduced maintenance costs and

lower steady operating speeds for better manoeuvring.

At the same time, RT-flex engines burn exactly the

same grades of heavy fuel oil as other low-speed ma-

rine engines. The RT-flex system also has the potential

for adaptation to future needs by updating software

rather than requiring hardware retrofits.

The rapid introduction and ramping up of RT-flex

engine deliveries has called for further extensive

education and training of our service and commission-

ing engineers to give them the familiarity and skills for

efficiently handling the new technology. At the same

time we have sought additional new employees

globally with suitable competence levels.

Shop tests and commissioning of RT-flex engines

are being carried out at various licensees and ship-

yards, often not under easy circumstances and envi-

ronments, and usually under psychological pressure

of tight time schedules. However our well-educated

engineers with their flexibility, and with the excellent

support from the RT-flex technical experts, have been

able to handle all the deliveries and maiden voyages.

whilst we celebrate the sales success of wärtsilä rt-flex common-rail engines, it is also important to recognise the part played by service engineers in the introduction of this revolutionary technology.

large numBer oF rt-flex engines commissioneD 2007

11

7RTA84T

Cylinder tops of Wärtsilä RT-flex50 engine in the cargo ship “Credo”

12

comPletion oF herculesJoint research ProJect

The 43-month cooperative research project involved

a team of more than 40 European engine component

suppliers, equipment manufacturers, universities, re-

search institutions and shipping companies.

The results from HERCULES will allow the partic-

ipating companies to develop marine diesel engines

that will achieve drastically lower gaseous and par-

ticulate emissions, at the same time gaining increased

engine effi ciency and reliability. The developments

will encompass technologies, components and equip-

ment. The aim is to reduce engine fuel consumption,

CO2 emissions and life-cycle costs. The results of the

research are being shared among the participants and

are expected to be incorporated in engines introduced

during the next ten years or so.

The project has been undertaken through a

number of interrelated work packages and involved

work for both low-speed two-stroke engines and med-

ium-speed four-stroke engines. The details below give

some examples of the work concerning low-speed

engines.

advanced combustion conceptsThree-dimensional CFD (computer fl uid dynamics)

simulation tools were applied to engine combustion

for optimising the combustion systems, involving the

development of new models as well as the extension

and adaptation of existing sub-models. The developed

models were applied to a very large number of cases

and the results compared to mea sured data to ensure

the models’ validity over a wide range of engine types

and sizes, and varying operating con ditions.

A particular achievement was the development, man-

ufacture, installation and testing of a novel test rig for

the fundamental investigation of fuel sprays, combus-

tion and emissions formation in large-bore engine cyl-

inders. This spray/combustion chamber has an inter-

nal diameter of 500 mm and can operate at maximum

pressures up to 200 bar.

emissions reduction methods (internal – water)Various ways to use water inside engine cylinders to

reduce the generation of NOX emissions at source

were studied and further developed. For low-speed

engines this involved Direct Water Injection (DWI).

Appropriate computer simulation approaches

have been devised for above techniques. Extensive

simulations were run for identifying the most suitable

geometries and operational parameters.

The systems were further developed on the basis

of shipboard testing as well as the experience from

additional endurance tests in the laboratory. The suc-

cessful shipboard tests were conducted in collabora-

tion with A.P. Moller-Maersk Group, with a prototype

installation on board one of its vessels.

emissions reduction methods (internal – exhaust gas)Particulate matter emissions were characterised

in terms of physical and chemical properties; size

distributions were measured. Particulate matter

deposited on fi lter samples was chemically ana-

lysed.

The results showed that engine tuning parameters did

not have suffi cient infl uence to signifi cantly reduce

particulate matter emissions. However, fuel quality did

have an impact. Particulate emissions decrease with

increasing fuel quality and decreasing sulphur con-

tent.

Data resulting from these measurements provided

a basis to investigate particulate emissions system-

atically and to state that the current particulate forma-

tion models will have to be adapted.

Correlation with after-treatment technologies in-

vestigated showed that there is a need to explore new

technologies for marine diesel engines running on

heavy fuel oil to reduce particulate emissions to the

same extent as for passenger cars.

emissions aftertreatmentAftertreatment of engine exhaust gases was also

studied. Non-thermal plasma (NTP) equipment has

been used to demonstrate NOX reduction at laborato-

ry scale under conditions representative of the exhaust

gas composition from a two-stroke research engine.

Results showed that considerable development work

needs to be done before NTP systems can be consid-

ered a viable proposition for large diesel engines.

A shipboard monitoring system is operational on

an eight-cylinder low-speed engine.

Attention has also been given to new measuring

techniques. A measuring concept for emissions

originating from individual engine cylinders has been

developed on the basis of preliminary tests and

simulations. The sampling proved to be the most

the multinational diesel research proJect hercules (high efficiency r&d on combustion with ultra-low emissions for ships), in which wärtsilä was one of the leaders, was successfully completed in the summer 2007. the eur 33 million proJect was partly funded by the european union (eur 15 million) and the swiss federal government (eur 2.5 million).

13

comPletion oF herculesJoint research ProJect

critical issue in the arrangement and must be further

improved to obtain better results.

Further, infra-red spectroscopy was tested against

the standard NOX measuring method.

the next step – hercules-bWärtsilä is participating in the proposal of a follow-up

to HERCULES in a new large-scale collaborative re-

search project – HERCULES-B. The proposal was

submitted in June 2007 to the European Commission

within the “FP7 Cooperation Work Programme:

Theme 7-Transport”. The proposal is currently in the

phase of contract negotiations.

The principal aims of the proposed HERCULES-B,

based on the developed knowledge and results of

HERCULES, are to improve considerably the effi cien-

cy of marine diesel propulsion systems and to achieve

substantial reductions in both fuel consumption and

emissions. HERCULES-B is planned to reach beyond

today’s limits set by the IMO, radically improving the

environmental effect of waterborne transport. If the

project is fi nally accepted the research work is ex-

pected to start in spring 2008.

Cooperation Work Programme:

Theme 7-Transport”. The proposal is currently in the

HERCULES-B,

based on the developed knowledge and results of

, are to improve considerably the effi cien-

cy of marine diesel propulsion systems and to achieve

substantial reductions in both fuel consumption and

is planned to reach beyond

today’s limits set by the IMO, radically improving the

environmental effect of waterborne transport. If the

project is fi nally accepted the research work is ex-

Kai Herrmann, one of the researchers on the HERCULES project, with the two main elements of the Spray/Com-

bustion Chamber test rig now installed in the Wärtsilä Diesel Technology Center in Oberwinterthur – left is the

pressure accumulator vessel and right is the spray/combustion chamber itself.

www.wartsila.com

14

new licensees: Vinashin anD Bryansk

Shipbuilding Industry Corporation (Vinashin)In May, Vinashin and Wärtsilä jointly signed a licence

agreement for the manufacture and sale of Wärtsilä

low-speed marine diesel engines in Vietnam. This li-

cence agreement supports the growing Vietnamese

shipbuilding industry with the latest technology for

low-speed diesel engines including the most modern

electronically-controlled common-rail technology.

Under this agreement Vinashin will be able to

manufacture certain types of Wärtsilä modern low-

speed engine types with bore sizes between 48 and

82 cm. The first delivery is scheduled for the begin-

ning of 2010, with production building up to a tar-

geted annual output of 30 to 40 engines.

Prior to this licence agreement, Wärtsilä low-

speed engines had already been ordered by Vinashin

for import from Japan and Poland. Two 56,000 tdw

bulk carriers are being built by Vinashin for Dutch

owners, with each vessel being powered by a six-

cylinder Wärtsilä RT-flex50 engine. They are due for

delivery in 2008.

wärtsilä’s family of licensees manufacturing low-speed engines was strengthened by the addition of new members in vietnam and russia. with these new members, wärtsilä has licensees pro-ducing low-speed engines in south korea, china, Japan, brazil, vietnam, poland, croatia, and russia.

Martin Wernli, President Wärtsilä Switzerland Ltd, and Pham Thanh Binh, President and CEO Vinashin, signing the contract.

15

Bryansk Engineering Works (BMZ)The second addition to the Wärtsilä licensee fami-

ly was Bryansk Engineering Works (BMZ) of Bry-

ansk, Russia, which signed a licence agreement in

October for the manufacture of Wärtsilä low-speed

marine diesel engines. The agreement grants BMZ

rights to supply Wärtsilä engines to shipyards in

Russia, Ukraine, Romania and Bulgaria which are

foreseen as growing shipbuilding countries in the

coming years. It is thus expected to provide BMZ

with new opportunities for increasing production

volumes and strengthening its position in the grow-

ing market of marine engine building.

BMZ, a manufacturing subsidiary of Transmash-

holding (TMH, joint stock company of closed type),

has already gained considerable experience manu-

facturing low-speed marine diesel engines of anoth-

er designer since 1961. In 2006 BMZ built 12 main

marine diesels, eight of which were manufactured for

foreign orders. Presently 1000 BMZ marine diesel

engines are in operation in the world.

Under the new agreement, BMZ will focus on

manufacturing Wärtsilä low-speed engines of up to

82 cm bore size, with power outputs from 8 to 30

MW. BMZ will deliver its fi rst Wärtsilä engine in 2009.

In addition, BMZ will provide Wärtsilä with engine

components required for the manufacture of Wärtsilä

low-speed engines.

From left: A. Terekhin, Technical Director Diesel Building Division (TMH), I. Shpak, First Deputy to General Director (TMH), A. Zadorozhny, General Director of BMZ, M. Wernli, President Wärtsilä Switzerland Ltd, D. Firsov, President Wärtsilä Vostock LLC

Both agreements, in Vietnam and Russia, are long-

term partnerships with Wärtsilä so that together with

Wärtsilä and the other licensees they can deliver to

shipowners modern engines with high quality and the

best engine technologies.

Support for the new licensees to manufacture

Wärtsilä low-speed engines will be provided by

Wärtsilä’s Switzerland company which is the group’s

centre of excellence for the design, development,

research, marketing, licensing, servicing and support

of Wärtsilä low-speed engines.

In accordance with the agreement Wärtsilä will not

only provide the new licensees with relevant technical

documentation, but will also arrange training for the

licensees’ specialists both in its training centre and

production sites.

In parallel with the new licence agreements,

Wärtsilä has also expanded its network operations

in the same countries.

16

The new electronically-controlled Pulse Lubricating

System (PLS) introduced in 2006 has quickly become

popular with shipowners for retrofits in Wärtsilä RTA

and RT-flex low-speed engines. By the end of 2007,

orders had been received for Retrofit PLS in more than

103 complete engine installations, amounting to 1048

cylinders.

The Pulse Lubricating System delivers reduced

cylinder oil consumption without compromising pis-

ton-running reliability. This is made possible through

an improved distribution of cylinder lubricating oil to

the cylinder liner, and the fully flexible, precise timing

of oil delivery.

The guide feed rate with Retrofit PLS is 0.8 g/kWh

so it is hardly surprising that it is popular when cylin-

der oil prices have been steadily increasing. The sav-

ings achieved with Retrofit PLS depend upon the cyl-

inder feed rates already applied by shipowners, but it

can be more than 30 per cent. For a large engine such

as a 12-cylinder RT-flex96C, the savings can be more

than US$ 200,000 a year.

The Pulse Lubricating System delivers metered

quantities of cylinder lubricating oil under pressure at

precise timing exactly into the piston ring package

from where it is evenly distributed around the circum-

ference of the liner. The system is based on a lubricat-

ing module for each cylinder with a dosage pump and

monitoring electronics. The pressurised cylinder oil is

delivered to newly developed lubricators that fit exist-

ing cylinder liners of RTA and RT-flex engines. At

luBricating retroFits Pass the 125 mark

present, Retrofit PLS is available for RT-flex96C,

RTA96C, RT-flex84T, RTA84T and RTA84C engine

types. Additional engine types will be added to these

in 2008.

The retrofits are generally undertaken during nor-

mal port stays and sea passages, without disturbing

everyday commercial operation of the ships. All equip-

ment required for the retrofit installation, including

prefabricated pipework, is supplied and the conver-

sion is undertaken by Wärtsilä service engineers.

Piston rings in an engine using Retrofit Pulse Lubricating System Engine cylinders in course of erection

17

Engine cylinders in course of erection

18

to the Future in 2008

New low-speed research engineIn the second quarter 2008, a new low-speed re-

search engine will be inaugurated in the Diesel

Technology Center in Oberwinterthur, Switzerland.

Designated RTX-4, it is a full-scale engine with four

cylinders of 600 mm bore to replace the previous

research engine. It will develop up to 12,000 kW.

The new research engine will support our future

development and design activities. Among the topics

for research using this engine are engine effi ciency,

exhaust emissions reduction technologies, compo-

nent reliability, ease of manufacture, lowering main-

tenance costs, and testing new components and

technologies.

First “82” engines to be testedThe fi rst of the new RT-fl ex82C, RT-fl ex82T, RTA82C

and RTA82T engine types will begin testbed running

in 2008. The fi rst of these will be an RTA82C engine

in February 2008 at Hyundai Heavy Industries Co Ltd.

The fi rst engines will be delivered in newbuildings in

mid year.

These four new engine types are proving highly

attractive to shipowners with close to 100 engines

already ordered. The ordered engines include all

four engine types.

The four new engine types are being developed

on the basis of a common platform with as many

parts as possible being shared to bring benefi ts of

rationalisation in the design and manufacturing, low-

ering manufacturing costs, and rationalising also

spare parts stocks.

The ‘-C’ versions are intended to be ideal prime

movers for container ships of Panamax size with

capacities up to 5000 TEU. They have a stroke of

2646 mm and are available with six to twelve

cylinders covering a power range of 21,720 kW to

54,240 kW at 87 to 102 rev/min.

The ‘-T’ versions have a stroke of 3375 mm to

suit the optimum shaft speeds for the propulsion

of large tankers, VLCCs and ULCCs up to more than

350,000 tdw. The engines will be built with six to nine

cylinders covering a power range of 21,720 kW to

40,680 kW at 68 to 80 rev/min.

we can also look forward to 2008 and attention can be drawn to two significant events.

19

RTX4

Wärtsilä Switzerland LtdP.O. Box 414 | Zürcherstr. 12 | CH-8401 Winterthur | Phone: +41 52 262 4922 | Fax: +41 52 262 0717 | www.wartsila.ch