C u s to m e r N e w s l e t t e r

D e c e m b e r 2 0 07
Dear Business Partners and Friends,
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.

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
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

2
CONTENTS

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

3
Engine programme
further adapted to market needs
In response to market developments, a number of changes were introduced in
early December for the Wärtsilä low-speed engine programme in 2008:

• 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 R­ T-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.

7RTA84T

Wärtsilä RTA48T-D The RTA48T-D has been adapted to reduce specific

The 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.
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.

4
6RT-flex50

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.

Outline 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. www.wartsila.ch
5
 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-
8RT-flex96C cally-controlled RT-flex96C common-rail type.

6
 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.

6RT-flex58T-B

Summary of Wärtsilä propulsion packages Wärtsilä propulsion packages

with low-speed engines for low-speed engines
Wärtsilä is well set up for the supply of complete
Engine type Cylinders Powers Propeller diameters Package weight
­propulsion packages. Engines are sourced from well-
kW mm approx. tonnes
UEC37LSII 5–8 3860–6180 3800–4400 96–144
­established licensed engine builders while propellers
UEC43LSII 4–8 4200–8400 4200–5150 120–218 (both controllable- and fixed-pitch types), shafting, line
UEC45LSE 5–8 6225–9960 5150–5900 192–289 bearings, sterntube bearings and stern seals are all
RTA48T-D 5–8 7250–11,640 5400–6250 200–296 manufactured in Wärtsilä’s own factories.
RTA52U 5–8 7800–12,480 5300–6100 239–346 The accompanying table left gives a guide to the
RT-flex50-D 5–8 8725–13,960 5350–6250 230–334 types of propulsion packages that can be supplied by
RTA58T-D 5–8 11,300–18,080 6550–7550 328–493 Wärtsilä. In the case of a specific project, the package
RT-flex58T-D 5–8 11,300–18,080 6550–7550 328–493 will be engineered to give the optimum solution to fit
RT-flex60C-B 5–8 12,100–19,360 6100–7050 315–502
the ship and owner’s requirements.

The Wärtsilä Low-Speed engine programme 2008

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
RT-flex50-D/RTA50-D 99–124
RTA52U 108–135
RT-flex58T-D/RTA58T-D 84–105
Speed rpm

UEC60LSE 90–105
RT-flex60C-B 91–114
RTA62U-B 92–115
RT-flex68-D/RTA68-D 76–95
RTA72U-B 79–99
RT-flex84T-D/RTA84T-D 61–76
RT-flex82T/RTA82T 68–80
RT-flex82C/RTA82C 87–102
RT-flex96C/RTA96C 92–102

Mitsubishi UE Wärtsilä RTA Wärtsilä RT-flex

7
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.
14RT-flex96C
8
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.
Large number of RT-flex engines commissioned 2007
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.

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.

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7RTA84T

Cylinder tops of Wärtsilä RT-flex50

engine in the cargo ship “Credo” 11
 comPletion oF hercules
Joint research ProJect
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).

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 efficiency 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 concepts
Three-dimensional CFD (computer fluid 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 measured data to ensure
the models’ validity over a wide range of engine types
and sizes, and varying operating conditions.
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 filter samples was chemically ana-
lysed.
The results showed that engine tuning parameters did
not have sufficient influence to significantly 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 aftertreatment
Aftertreatment 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

12
 www.wartsila.com

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-b

Wärtsilä 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 efficien-
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 finally accepted the research work is ex-
pected to start in spring 2008.

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.

13
New licensees:
Vinashin and Bryansk
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.

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-
Martin Wernli, President Wärtsilä Switzerland Ltd, and Pham Thanh Binh, President and CEO Vinashin, speed engines had already been ordered by Vinashin
signing the contract. 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.

14
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
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 first Wärtsilä engine in 2009.
In addition, BMZ will provide Wärtsilä with engine
components required for the manufacture of Wärtsilä
low-speed engines.
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.
15
Lubricating retrofits
pass the 125 mark
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-
Piston rings in an engine using Retrofit Pulse Lubricating System
16
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
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.
Engine cylinders in course of erection

17
to the Future in 2008
we can also look forward to 2008 and attention can be drawn
to two significant events.
New low-speed research engine
In 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 efficiency,
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 tested
The first of the new RT-flex82C, RT-flex82T, RTA82C
and RTA82T engine types will begin testbed running
in 2008. The first of these will be an RTA82C engine
in February 2008 at Hyundai Heavy Industries Co Ltd.
The first engines will be delivered in newbuildings in
mid year.
18
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 benefits 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.
RTX4

19
Wärtsilä Switzerland Ltd
P.O. Box 414 | Zürcherstr. 12 | CH-8401 Winterthur | Phone: +41 52 262 4922 | Fax: +41 52 262 0717 | www.wartsila.ch