Propulsion Trends in Bulk Carriers

Propulsion
This
Is a Headline
Trends in
This is a subheadline
Bulk Carriers
Two-stroke Engines
Content
Introduction ................................................................................................. 5
Market Development .................................................................................... 5
Definition of a bulk carrier ........................................................................ 5
Hull design of a bulk carrier ..................................................................... 6
Bulk carrier sizes and classes ................................................................. 6
Bulk carrier market ................................................................................. 9
Average Ship Particulars as a Function of Ship Size .................................... 12
Average hull design factor, Fdes .............................................................. 12
Average design ship speed, Vdes ........................................................... 14
Ship speed V as a function of actual draught D ..................................... 14
Major Design Parameters and Propulsion Power Demand of
Average Bulk Carriers ................................................................................. 15
Energy efficiency design index (EEDI) .................................................... 15
Major propeller and engine parameters .................................................. 15
Average propulsion power demand........................................................ 17
Propulsion Power Demand of Average Bulk Carriers as a
Function of Ship Speed............................................................................... 19
Small and Handysize bulk carriers.......................................................... 19
Handymax and Panamax bulk carriers ................................................... 20
Capesize, Large Capesize and VLBC bulk carriers and examples of EEDI .21
Summary ................................................................................................... 23
References ................................................................................................ 23
Propulsion Trends in Bulk Carriers
Introduction
One of the goals in the marine industry
The purpose of this paper dealing with
Bulk carriers, container vessels and
today is to reduce the impact of CO2
bulk carrier sizes above 5,000 dwt, and
tankers are the three largest groups of
emissions from ships and, therefore,
based on an analysis of bulk carriers
vessels within the merchant fleet and,
to reduce the fuel consumption for the
built/ordered particularly over the last
therefore, this market segment de-
propulsion of ships to the widest pos-
five years is to illustrate the latest ship
serves great attention.
sible extent at any load.
particulars used for modern bulk carri-
The demand for raw materials like coal,
This also means that the inherent de-
propulsion power demand and main
steel, copper, etc., has increased con-
sign CO2 index of a new ship, the so-
engine choice, using the latest MAN
siderably since the turn of the millen-
called Energy Efficiency Design Index
B&W twostroke engine programme as
nium, especially in consequence of
(EEDI), will be reduced. Based on an
the basis.
globalisation and the great demand for
average reference CO2 emission from
raw materials in China, owing to the
existing bulk carriers, the CO2 emission
economic growth in this large country.
from new bulk carriers in gram per dwt
Market Development
This means that the Chinese industry,
per nautical mile must be equal to or
Definition of a bulk carrier
among others, is absorbing large quan-
lower than the reference emission fig-
In dictionaries, a bulk cargo is defined
tities of iron ore and other bulk cargoes.
ures valid for the specific bulk carrier.
as loose cargo that is loaded directly
ers, and determine their impact on the
into a ships hold. Bulk cargo is thus a

The bulk carrier market, therefore, is
In the future, this drive may probably
shipment such as oil, grain, ores, coal,
very attractive, which caused a boost in
result in operation at lower than nor-
cement, etc., or one which is not bun-
newbuildings until the latest economy
mal service ship speeds compared to
dled, bottled, or otherwise packed, and
crisis in 2008. Since then, bulk carrier
earlier, resulting in reduced propulsion
which is loaded without counting or
orders in a short period have been de-
power utilisation. However, it still seems
marking.
clining, but are now picking up again.
to be unchanged.
The optimum propeller speed is chang-
A more technically advanced develop-
the cargo is carried in bulk, rather than
ing as well, steadily becoming lower, be-
ment drive is to optimise the aftbody and
in barrels, bags, containers, etc., and
cause the larger the propeller diameter
hull lines of the ship including bulbous
is usually homogeneous and capable of
that can be used for a ship, the actual
bow, also considering operation in bal-
being loaded by gravity.
propeller power and pertaining speed
last condition. This makes it possible to
requirement will be correspondingly low-
install propellers with a larger propeller
On the basis of the above definitions,
er, and the lower the propulsion power
diameter and, thereby, obtaining higher
there are two types of bulk carriers, the
demand per ton bulk transported.
propeller efficiency, but at a reduced
drybulk carrier and the wetbulk car-
optimum propeller speed, i.e. using less
rier, the latter better known as tanker.
A bulk carrier is therefore a ship in which
These factors have an influence on
power for the same ship speed.

This paper describes the drybulk car-
which main engine type should be selected/installed as the prime mover,
As the two-stroke main engine is di-
rier type, normally just known as bulk
and also on the size of the bulk carrier
rectly coupled with the propeller, the
carrier or bulker.
to be built.
introduction of the latest MAN B&W ultra long stroke G engine types meets
Bulk carriers were developed in the
Recent development steps have made
this trend of installing large propellers in
1950s to carry large quantities of
it possible to offer solutions which will
the bulk carriers which may reduce the
nonpacked
enable significantly lower transportation
ship's fuel consumption. Therefore, to-
grain, coal, etc., in order to reduce
costs for bulk carriers as outlined in the
day bulk carriers are often ordered with
transportation costs.
following.
a G engine type as prime mover.
commodities
such
as
As mentioned, bulk carriers are one
Therefore, the double side bulk carri-
Bulk carrier sizes and classes
of the three dominating merchant ship
ers are now much more the favourite of
The deadweight of a ship is the carrying
types together with tankers and con-
some bulk carrier operators than ever
capacity in metric tons (1,000 kg) includ-
tainer vessels. Today, bulk carriers
before, see Ref. [2].
ing the weight of bunkers and other sup-
comprise about 43% of the world fleet

in tonnage terms.
plies necessary for the ships propulsion.

For safety reasons, IMO (International Maritime Organisation) and IACS
The size of a bulk carrier will normally be
The worlds largest bulk carrier is the
(International Association of Classifi-
stated as the maximum possible dead-
so-called Chinamax series of very large
cation Societies) have brought in new
weight tonnage, which corresponds
bulk carriers (VLBC), just delivered or to
regulations for implementation of water
to the fully loaded deadweight at full
be delivered. The overall length is about
ingress alarms in cargo holds and for-
summer saltwater draught (normally a
360-362 m, the breadth about 65 m
ward spaces. They have also discussed
density of 1,025 t/m3), also called the
and the maximum draught is 23 m.
the necessity of introducing regulations
scantling draught of the ship.
requiring double side shells for bulk carHull design of a bulk carrier
rier newbuildings longer than 150 m, but
However, sometimes the deadweight
For several years, the double hull de-
as mentioned below, this was rejected.
tonnage used refers to the design
sign has for safety and environmental
draught, which is normally less than the
reasons, been required for new tank-
Today, there may be operational or
scantling draught and equals the aver-
ers of 5,000 dwt and above. However,
commercial reasons for some owners
age loaded ship in service. Therefore,
since the 1960s, the standard design
to choose a double skin design, but
the deadweight tonnage that refers to
for bulk carriers has been a single hull
there is no present legislation requiring
the design draught which is used for
ship with a double bottom, i.e. a hull
a mandatory double hull bulk carrier
design of the propulsion system is nor-
with single side shells. Therefore, when
design. At the 78th session held in May
mally lower than the scantling draught
talking about single or double hull, the
2004 in the Marine Safety Committee
based deadweight tonnage.
words side, skin or side shell are of-
of IMO, the double hull proposal was
ten used instead of hull.
actually rejected by the majority of the
The sizes of the bulk carriers described
members and will probably not be taken
in this paper are based on the scantling
up again in the near future.
draught and a seawater density of 1,025
Studies have shown that the main
t/m3 and mainly on the single hull design
cause of recorded bulk carrier losses is

side shell damage, Ref. [1]. In principle,
However, a number of shipyards and
normally used as no present legislation
the application of double hull (double
designers are already offering double
is requiring the double hull design.
skin) on bulk carriers, therefore, will in-
hull (double skin) bulk carriers in order
crease the safety and reduce the num-
to obtain a more efficient cargo handling
The size of the Panama Canal has for
ber of bulk carrier losses.
as required by some shipowners, espe-
almost a century been a decisive fac-
cially when transporting e.g. the sticky
tor for the dimensions of the so-called
Besides the increased safety and the
coal or coke. Furthermore, it seems
Panamax bulk carriers, see Fig. 1a, but
ability to better withstand collisions,
that the light weight of the double hull
might be expected to have a smaller in-
the use of double skinned bulk carriers
ship will be only slightly increased, if at
fluence in the future after the intended
will give a more efficient cargo handling
all, because of the use of thinner steel
opening of an increased third lane in
caused by the absence of hull frames
plates. Of course, more welding needed
late 2015. However, the new Panama
and brackets protruding into the cargo
for the double sides will increase the
Canal, lane 3, has not yet had any in-
holds, replaced by the smooth side of
manhours and, thereby, the price of the
fluence on the number of ordered Pan-
the inner hull.
ship. Only a minor increase in propulsion
amax ships.
power may be expected.
Depending on the deadweight tonnage
Small
and hull dimensions, bulk carriers can
Handysize
10,000-35,000 dwt
Handymax, Panamax and Capesize
be and have been divided into the fol-
Handymax
35,000-55,000 dwt
bulk carriers in the bulk carrier fleet are
lowing main groups or classes. Howev-
Panamax
55,000-80,000 dwt
dominating.
er, there will be some overlapping into
Capesize
80,000-200,000 dwt
adjacent groups, see Fig. 1b.
Large Capesize 200,000-300,000 dwt
Even Ultra Large Handymax bulk carri-
>300,000 dwt
ers bigger than about 55,000 dwt and
VLBC
< 10,000 dwt
(VLBC = Very Large Bulk Carrier)
In
numbers,
both
the
Handysize,
today often called Supramax bulk carri-
The Panama Canal

Existing Panama Canal, Lanes 1 and 2
The lock chambers are 305 m long and 33.5 m wide, and the largest depth of the canal is
12.5-13.7 m. The canal is about 86 km long, and passage takes eight hours.
The canal was inaugurated in 1914 and its dimensions were based on the Titanic (sunk
1912) to be the largest ship of that time.
New Panama Canal, Lane 3
At present, the canal has two lanes, but a future third lane with an increased lock chamber
size (427 m long, 55 m wide and 18.3 m deep) has been decided by the Canal Authority
and was intended to open in 2014 at the anniversary of the canal, but has been delayed to
late 2015.
Max ship dimensions

Length overall
Beam
Draught (TFW)
Panamax (Lanes 1 and 2)
New Panamax (Lane 3)
294.13 m (965 ft)
366 m (1,200 ft)
32.31 m (106 ft)
49 m (160.7 ft)
12.04 m (39.5 ft)
15.2 m (49.9 ft)
Dimensions
Ship size (scantling)
Fig. 1a: The Panama Canal
Bulk carrier classes

Bulk carrier types
Small
Overall ship length up to
approx. 115 m
Handysize
Scantling draught up to
approx. 10 m
Handymax
Overall ship length (re port facilities in Japan)
Panamax (Lanes 1 and 2)
Ship breadth equal to
Overall ship length up to (re port facilities)
Overall ship length up to (re canal lock chamber)
Passing ship draught up to
Capesize
Breadth
Large Capesize
Breadth
VLBC (Very Large Bulk Carrier)
Overall ship length
Up to 10,000 dwt
10,000-35,000 dwt
35,000-55,000 dwt
max. 190 m
max.:
32.2 / 32.3 m (106 ft)
225 m
294.13 m (965 ft)
12.04 m (39.5 ft)
55,000-80,000 dwt
approx. 4345 m
for 90,000180,000 dwt
80,000-200,000 dwt
above 50 m
200,000-300,000 dwt
above 330 m
More than 300,000 dwt
Fig. 1b: Bulk carrier classes
ers, with a deadweight tonnage of up to
and corresponding facilities are based
the largest ones are called Ultra Large
about 60,000 dwt, an overall length of
on the length of 225 m.
Capesize or just Very Large Bulk Car-
max. 190 m (two Japanese harbours)
rier (VLBC). In this discussion, we have
but now also 200 m and a breadth
Panamax bulk carriers continue to
decided, in general, to use the latter
of 32.2 m (Panama Canal), have now
grow in cargo capacity as the pressure
name of VLBC for large Capesize bulk
been built.
of worldwide competition forces ship-
carriers bigger than 300,000 dwt.
yards to offer a little bit extra. Thus, a

Even though for passage through the
special socalled Kamsarmax Panamax
Besides the described main classes
canal the maximum overall length limited
type with an increased overall length of
for bulk classes, special subclasses
by the present lock chambers of lanes
229 m and 82,000 dwt has been built,
are often used in order to describe the
1 and 2 is 294.13 m (965 ft), the term
and is the largest size able to load at
speciality of the ship in question, as for
Panamaxsize is defined as 32.2/32.3
the worlds largest bauxite port, Port
example the abovementioned Kam-
m (106 ft) breadth, 225 m overall
Kamsar in Equatorial Guinea.
sarmax bulk carrier.
The range of the Capesize bulk carri-
Other examples of subclasses are
ers, i.e. vessels with a deadweight ton-
Dunkirkmax, Newcastlemax and Chi-
The reason for the smaller ship size
nage higher than 80,000 dwt, has been
namax, as stated in Fig. 1c.
(length) used with these ship types is
increased, as the largest bulk carriers
that a large part of the worlds harbours
are becoming bigger and bigger. Often,
length, and no more than 12.04 m

draught (39.5 ft).
Examples of special Bulk carrier subclasses

Kamsarmax:
~82,000 dwt Panamax with increased LOA = 229 m (for Port Kamsar in Equatorial Guinea)
Dunkirkmax:
~175,000 dwt Capesize with max. LOA = 289 m and max. B = 45 m (for the French ports eastern harbour lock at
Dunkirk)
Newcastlemax:
~205,000 dwt large Capesize with a low design draught of 16.10 m and max. LOA = 299.9 m (for use of the Australian
port Newcastle)
Chinamax:
~400,000 dwt VLBC with LOA = 360-362 m, B = 65 m and max. draught = 23 m limited mainly to Chinese ports.
Fig. 1c: Examples of special bulk carrier sub-classes
Bulk carrier market
Distribution of bulk carrier classes today
As can be seen from Fig. 2a, show-
Dry bulk like coal, iron and grain was
The bulk carrier fleet has by far taken
ing the distribution of the bulk carrier
initially transported in bags and barrels,
over the market for transportation of
fleet (larger than 5,000 dwt) in classes,
etc., but owing to the development of
dry bulk products, and today the fleet
more than 46% of the bulk carrier fleet
the bulk carrier in the 1950s, it is today
of bulk carriers larger than 5,000 dwt
in number of ships is smaller than
transported as nonpacked commodi-
accounts for more than 9,900 ships.
55,000 dwt, with the dominating 23%
ties.
being Handysize vessels. The Panamax

vessels account for 29%, and the large
Number of
ships in %
ships, Capesize to VLBC, account for
Bulk Carrier Fleet January 2014 - 9,937 ships

(Bulk carriers larger than 5,000 dwt)
25% of the fleet. When comparing the
40
total deadweight, instead of the num-
35
ber of ships, the distribution of bulk

carrier classes changes in favour of the
28.6
30
larger bulk carriers as Panamax, Cape-
23.2
25
19.5
20
size and Large Capesize, see Fig. 2b.
18.7
15
A geneal trend is that the size of bulk
10
5
0
carriers ordered are growing, see Table
6.0
3.5
0.5
Small
Handysize
Handymax
Panamax
Capesize
Large
Capesize
VLBC
Classes
1 below showing the number of ships

in % valid for the present fleet and for
ships on order (January 2014). This
means that Handymax bulk carriers are
taking over for Handysize and Large
Fig. 2a: Distribution of bulk carrier classes (number of ships)
Capesize is taking over for Capesize.

Total dwt of
ships in %
Bulk Carrier Fleet January 2014 713 million dwt

35
January 2014
Ship class
32.5
30
Small
26.2
25
20
17.5
15
12.3
8.6
10
5
0
2.6
0.3
Small
Handysize Handymax Panamax Capesize
Large
Capesize
VLBC
Classes
In number of ships
Fleet In order
All
3.5%
1%
3.1%
Handysize
23.2%
8.6%
21.1%
Handymax
19.5%
23.1%
20.0%
Panamax
28.6%
34.4%
29.4%
Capesize
18.7%
19.0%
18.8%
Large Capesize
6.0%
13.6%
7.1%
VLBC
0.5%
0.3%
0.5%
Total ships
100%
100%
100%
Table 1: Distribution of ship classes in the fleet

and on order
Fig. 2b: Distribution of bulk carrier classes (deadweight tonnage)
Number
of ships
5,000
Year of bulk carrier deliveries
4,500
4,000
Fig. 3 shows the number of bulk carriVLBC
ers delivered in different five-year peri-
Large Capesize
ods since the 1950s. More than 30%
Capesize
of all bulk carrier deliveries over time
3,500
Panamax
larger than 5,000 dwt has been deliv-
3,000
Handymax
ered in the bulk carrier boom within the
Handysize
last five years.
2,500
Small
2,000
Age of the bulk carrier fleet
1,500
Fig. 4a shows the age structure of the
1,000
bulk carrier fleet as of January 2014.

The figure shows that about 47% of all
500
bulk carriers in service today are deliv-
0
20092013
20042008
19992003
19941998
19891993
19841988
19791983
19741978
19691973
1964- -1963
1968
Year of Delivery
ered within the last five years.

Fig. 4a also shows in percent originally
delivered ships per five years time pe-
Fig. 3: Year of bulk carrier deliveries for a given 5-year period
riod, the number of ships still in operation. Only 9% is more than 25 years old,
Bulk carrier eet January 2014
(bulk carriers larger than 5,000 dwt)
Number
of ships
5,000
and only 4% is older than 30 years.

VLBC
4,500
Large Capesize
4,000
Capesize
Panamax
3,500
Handymax
3,000
Handysize
2,500
Small
2,000
1,500
1,000
500
0
0-4
5-9
10-14
15-19
20-24
25-29
Fig. 4a: Age of the bulk carrier fleet for a given 5-year period
10
30-34
35-39
5045-49
40-44
Age of ships in years
When comparing the number of ships

delivered in a given 5-year period with
% of delivered
ships still in operation
100
Bulk carrier eet January 2014

the age of the bulk carrier fleet today, see

Fig. 4b, it can be seen that the lifetime of
80
a bulk carrier is around 2530 years.

60
Thus, about 50% of the ships built 25-29

years ago are still in service, whereas for
ships with an age of 30-34 years, only
about 20% of them are still in service.
At the end of February 2014, the order
book for bulk carriers larger than 5,000
dwt accounted 1,702 bulk carriers or
40
20
2009- 2004- 1999- 1994- 1989- 1984- 1979- 1974- 1969- 1964- -1963
2013 2008 2003 1998 1993 1988 1983 1978 1973 1968 Year of delivery
0-4
136,880,800 dwt, corresponding to

17% of the existing bulk carrier fleet in
5-9
10-14 15-19 20-24 25-29 30-34 35-39 40-40
Age of ships in years
Fig. 4b: Percent of delivered bulk carriers still in operation for a given 5-year period
number and 19% in dwt.

See Table 2 for further information regarding the bulk carrier market compared with the existing world fleet
and order books for ships larger than
5,000 dwt.
Propusion Trends in Bulk Carriers
Total fleet
Existing fleet
Number
dwt
Bulk carriers
% share of fleet
Number
dwt
10,036
720,864,300
31%
43%
Tankers
7,663
522,685,500
24%
32%
Container ships
4,873
217,784,000
15%
13%
972
45,392,300
3%
3%
6,721
84,478,000
21%
5%
LNG and LPG carriers

General cargo ships
Other ship types
Total fleet
1,961
70,454,400
6%
4%
32,226
1,661,658,500
100%
100%
Total orders
% share of orders
Order books
Number
dwt
Number
dwt
Bulk carriers
1,702
136,880,800
42%
49%
831
66,152,800
21%
24%
Container ships
508
43,346,800
13%
16%
LNG and LPG carriers
264
13,680,900
6%
5%
2%
Tankers
General cargo ships
361
6,971,300
9%
Other ship types
362
10,818,700
9%
4%
4,028
277,851,300
100%
100%
Total orders
Table 2: Existing total fleet and order books for ships larger than 5,000 dwt at end February 2014
11
Average Ship Particulars as a

Function of Ship Size
The average ship particulars have been
estimated on the basis of bulk carriers
built or contracted in the period 2000
2013, as reported in the IHS (Information Handling Services) Fairplay world
register of ships.
Average hull design factor, Fdes

m3/t
2.0
Main ship particulars
: Length between perpendiculars (m)
LPP
B
: Breadth (m)
1.8
: Scantling draught (m)
DSCANT
dwtSCANT : Deadweight at scantling draught (t)
1.6
: Average hull design factor (m3/t)
FDES
1.4
Average hull design factor, Fdes

Based on the above statistical material, the average design relationship between the ship particulars of the bulk
Fdes = LPP B DSCANT / dwtSCANT
1.2
1.0
0
100,000
200,000
300,000
400,000 dwt
Deadweight of ship at scantling draught, dwtscant
carriers can be expressed by means of

the average hull design factor, Fdes, see
below and Fig. 5.
= LPP B Dscant/dwtscant (m3/t)
Chinamax
where
between
perpendiculars
(m)
(m)
300
(t)
For bulk carrier sizes above 55,000
200
100
dwt, the design factor Fdes shown in

Fig. 5 is reasonably exact, whereas the
factor is less exact for smaller bulk carriers. Based on the above design factor
Fdes, and with corresponding accuracy,
any missing particular can be found as:
LPP
= Fdes dwtscant/(B Dscant) m
= Fdes dwtcant/(LPP Dscant) m

m
dwtscant = LPP B Dscant/Fdes t
12
50,000
Large
Capesize
at scantling draught
Capesize
dwtscant : deadweight tonnage
Dscant = Fdes dwtscant/(LPP B)
LOA = max 289 m

LOA = max 229 m
(m)
Panamax
Dscant : scantling draught
Handymax
: ship breadth
Dunkirkmax
Kamsarmax
Alternative Handymax (St. Lawrence Canal)
Handysize
: length
Length between perpendiculars, LPP

m
400
Small
LPP
LOA = max 362 m
Newcastlemax LOA = max 299.9 m
VLBC
Fdes
Fig. 5: Average hull design factor of bulk carriers
dwt
100,000 150,000 200,000 250,000 300,000 350,000 400,000
Fig. 6: Average length between perpendiculars
ship design for a 35,000 dwt Handymax bulk carrier with a relatively narrow ship breadth B, but with a longer
ship length Lpp and higher draught D.
This narrower ship design (B = max.
23.7 m) is used in the narrow Canadian
VLBC
The three figures show an alternative
Large Capesize
the groups.
Capesize
be some exceeding and overlapping of
Handymax
are also shown. Of course, there may
Panamax
the ship size (dwtscant). The main groups

of bulk carrier classes normally used
Ship breadth, B
m
80
Chinamax
B = 65 m
75
Newcastlemax B = max 50 m
70
Dunkirkmax
B = max 45 m
65
Kamsarmax
60
55
50
45
40
35
30
25
20
15
10
5
0
0
50,000 100,000 150,000 200,000 250,000
Small
particulars are shown as a function of
Handysize
In Figs. 6, 7 and 8, the first three ship
300,000
350,000
dwt
400,000
St. Lawrence Canal to the Great Lakes.

Fig. 7: Average ship breadth (beam) of bulk carriers
Scantling draught, Dscant

m
25
Chinamax Dscant
= max 23.0 m
Newcastlemax Ddesign = max 16.1 m
Dunkirkmax
Kamsarmax
20
15
50,000
100,000
150,000
200,000
VLBC
Large
Capesize
Capesize
Panamax
Handymax
Small
Handysize
10
250,000
300,000
350,000
dwt
400,000

Fig. 8: Average scantling draught of bulk carriers
13
Average design ship speed, Vdes

In Fig. 9, the average ship speed Vdes,
Average design ship speed, Vdes

Knots
19
used for design of the propulsion sys-
18
tem and valid for the design draught
17
Ddes of the ship, is shown as a function
16
of the ship size.
15
knots. The trend shown for large Cape-
size and VLBC shows an even higher
50,000
100,000
150,000
200,000
VLBC
10
Large
Capesize
generally higher than or equal to 14.5
Capesize
11
Panamax
12
Small and Handysize bulk carriers is
Handysize
erage design ship speed except for
Handymax
13
Small
14
Fig. 9 also shows that today the av-
250,000
300,000
350,000
dwt
400,000
selected design ship speed.
Fig. 9: Average design ship speed of bulk carriers
In general, the selected design ship

speed today seems not to be lower
2008-2009. The reason is probably
that shipowners still wish to operate the
than before the economy crisis in
Change of ship speed, V

knots
+2
Ship speed, V
knots
ships at a high ship speed, if needed,

but in normal service on reduced ship
16
speeds. Thus, many ships are today in-
+1
stalled with main engines prepared for

efficient low load operation on reduced
ship speeds.
15
Design ship speed 14.5 kn
Ship speed V as a function of actual

draught D
14
Depending on the actual deadweight
Design
draught
and corresponding displacement, the

actual draught D may be lower or higher than the design draught Ddes.
13
60
This might for the same propulsion
70
80
90
100
110
120
% Displacement
90
100
110
120
% Actual draught
power influence the actual ship speed

V, as shown in Fig. 10. This figure explains, among other things, why ship-
60
70
80
yards for a given ship design/size might

specify different ship speeds. Thus, if in
one case the specified design draught is
low, the design ship speed will be higher
than for the same ship type specified
with a larger design draught, as for example equal to the scantling draught.
14
Fig. 10: Ship speed at actual draught for the same propulsion power of bulk carriers
Major Design Parameters and

Propulsion Power Demand of Average
Bulk Carriers
tant influence on the ship particulars al-
er and speed is shown for a given opti-
ready described, but also on the propel-
mum propeller diameter d and p/d ratio.
ler and main engine selection.
Energy efficiency design index (EEDI)
According to the black curve, the ex-
The IMO (International Maritime Organi-
As an example valid for a 205,000 dwt
isting propeller diameter of 8.3 m may
sation) based Energy Efficiency Design
Large Capesize bulk carrier, Figs. 19a
have the optimum pitch/diameter ratio
Index (EEDI) is a mandatory index re-
(14.7 knots) and 19b (14.0 knots), see
of 0.71, and the lowest possible SMCR
quired on all new ships contracted af-
later, show the influence on the EEDI
shaft power of about 17,700 kW at
ter 1 January 2013. The index is used
of the ship speed, propeller diameters
about 88 r/min.
as an instrument to fulfil international
and main engine types.
requirements regarding CO2 emissions
The black curve shows that if a bigger
on ships. EEDI represents the amount
Major propeller and engine param-
propeller diameter of for example 9.3 m
of CO2 emitted by a ship in relation to
eters
is possible, the necessary SMCR shaft
the transported cargo and is measured
In general, the highest possible pro-
power will be reduced to about 16,700
in gram CO2 per dwt per nautical mile.
pulsive efficiency required to provide a
kW at about 70 r/min, i.e. the bigger the
The EEDI value is calculated on the
given ship speed is obtained with the
propeller, the lower the optimum pro-
basis of maximum cargo capacity (yet
largest possible propeller diameter d,
peller speed.
70% for container ships), propulsion
in combination with the corresponding,
power, ship speed, SFOC (Specific Fuel
optimum pitch/diameter ratio p/d.
If the pitch for example for the diameter
Oil Consumption) and fuel type. De-
of 8.8 m is changed, the propulsive ef-
pending on the date of ship contract,
As an example, this is illustrated for a
ficiency will be reduced, i.e. the neces-
the EEDI is required to be a certain per-
205,000 dwt large capesize bulk car-
sary SMCR shaft power will increase,
centage lower than an IMO defined ref-
rier with a service ship speed of 14.7
see the red curve. The red curve also
erence value depending on the type and
knots, see the black curve in Fig. 11.
shows that propulsion-wise it will al-
capacity of the ship.
The needed propulsion SMCR (Speci-
ways be an advantage to choose the
fied Maximum Continuous Rating) pow-
largest possible propeller diameter,
The main engines 75% SMCR (Specified Maximum Continuous Rating) figure
is as standard applied in the calculation
of the EEDI figure, in which also the CO2
Propulsion
SMCR power
kW
19,000
emission from the auxiliary engines of

the ship is included. However, certain
18,000
G70ME-C9.5
correction figures are applicable, e.g. for
0.95
installed waste heat recovery systems.
17,000
According to the rules finally decided on
16,000
0.75
reduced to a certain factor compared to
have a 30% lower EEDI than the 2013

reference figure.
The mandatory EEDI index required for
14,000
0.71
0.65
p/d
0.60
Power and speed curve for

the given propeller diameter
d = 8.8 m with different p/d ratios
Power and speed curve for

various propeller diameters (d)
with optimum p/d ratio
a reference value. Thus, a ship contracted after 1 January 2025 is required to
0.73
S70ME-C8.5
G70ME-C9.5
15,000
d
p/d
S70ME-C8.5
8.3 m
8.8 m
0.85
9.3 m
15 July 2011, the EEDI of a new ship is
SMCR power and speed

are inclusive of:
15% sea margin
10% engine margin
5% propeller light running
4-bladed FP-propellers
d = Propeller diameter
p/d = Pitch/diameter ratio
Design Ship Speed = 14.7 kn
Design Draught = 16.1 m
60
65
70
75
80
85
90
95
100
105 r/min
Engine/propeller speed at SMCR
Fig. 11: Influence of propeller diameter and pitch on SMCR for a 205,000 dwt large capesize bulk carrier
operating at 14.7 knots
all new ships, therefore, has an impor-
15
Bulk carrier class
Small
Ship size (at scantling draught)
dwt
Scantling draught
Handysize
5,000
8,000
10,000
20,000
6.3
7.3
7.8
9.1
10.0
Length overall
91.0
107.0
117.0
153.0
170.0
Length between pp
85.0
102.0
110.0
143.0
163.0
Breadth
15.3
18.2
19.3
23.2
27.0
Design draught
5.9
6.8
7.3
8,6
9,4
Sea margin
15
15
15
15
15
Engine margin
10
10
10
10
10
Average design ship speed
Knots
SMCR power and indicative rpm
kW (rpm)
Main engine options
1.
30,000
12.0
13.0
13.5
14.0
14.5
1,410 (199)
2,540 (168)
2,840 (152)
4,460 (121)
6,660 (121)
5/6S30ME-B9
5/6S30ME-B9
6/7S35ME-B9
7/8G40ME-C9
2.
5/6S40ME-B9
7/8S40ME-B9
3.
5/6S46ME-B8
4.
5G45ME-C9
Average design ship speed - 1.0 kn
Knots
kW (rpm)
Main engine options
1.
11.0
12.0
12.5
13.0
13.5
1,000 (177)
1,820 (149)
2,100 (137)
3,380 (111)
5,070
5S30ME-B9
5S30ME-B9
5/6S35ME-B9
5/6G40ME-C9
2.
5/6S40ME-B9
Fig. 12: Ship particulars and propulsion SMCR power demand, Small and Handysize bulk carriers
Bulk carrier class
Handymax
35,000
Panamax
45,000
55,000
63,000
75,000
82,000
(Kamsarmax)
dwt
Scantling draught
11.0
10.5
11.6
12.7
13.3
14.0
14.6
Length overall
200.0
178.0
185.0
190.0
200.0
225.0
229.0 (max)
Length between pp
191.0
170.0
177.0
183. 0
195.0
217.0
222.0
Breadth
23. 7
28.0
30.4
32.26
32.26
32.26
32.26
Design draught
10.0
9.5
10.3
11.2
11.6
12.2
12.6
Sea margin
15
15
15
15
15
15
15
Engine margin
10
10
10
10
10
10
10
Knots
kW (rpm)
Main engine options
alt. St. Law.
14.5
14.5
14.5
14.5
14.5
14.5
14.5
6,550 (117)
7,050 (120)
8,060 (119)
8,750 (105)
8,990 (98)
9,470 (91)
9,700 (88)
1.
6/7G40ME-C9
7/8G40ME-C9
6/7G45ME-C9
6/7S50ME-B9
6/7S50ME-B9
6/7/8G50ME-C9
6/7/8G50ME-C9
2.
5/6G45ME-C9
6G45ME-C9
6/7S46ME-B8
6/7G50ME-C9
6/7G50ME-C9
5G60ME-C9
5G60ME-C9
3.
5/6S46ME-B8
6S46ME-B8
5/6S50ME-C8
6/7S50ME-C8
6/7S50ME-C8
6/7S50ME-B9
6/7S50ME-B9
4.
5S50ME-C8
5/6S50ME-C8
5/6S50ME-B9
6/7S50ME-C8
7/8S50ME-C8
5.
5S50ME-B9
5/6S50ME-B8
5/6G50ME-C9
Average design ship speed - 1.0 kn Knots
13.5
13.5
13.5
13.5
13.5
13.5
13.5
5,110 (108)
5,400 (109)
6,180 (109)
6,720 (95)
6,960 (90)
7,420 (84)
7,610 (80)
1.
5/6G40ME-C9
5/6G40ME-C9
6/7G40ME-C9
5S50ME-B9
5/6G50ME-C9
5/6G50ME-C9
5/6/7G50ME-C9
2.
5G45ME-C9
5G45ME-C9
5/6G45ME-C9
5G50ME-C9
3.
5S46ME-B8
5S46ME-B8
5/6S46ME-B8
kW (rpm)
Main engine options
4.
5S50ME-C8
Fig. 13: Ship particulars and propulsion SMCR power demand, Handymax and Panamax bulk carriers
16
Bulk carrier class

Capesize
dwt
85,000
Large Capesize
107,000

150,000
175,000
(Dunkirkmax)
205,000
(Newcastlemax)
VLBC
250,000
315,000
400,000
(Chinamax)
Scantling draught
13.8
13.6
16.3
18.3
18.3
18.3
22.1
23.0
Length overall
229.0
254.0
275
292.0 (max)
299. 9 (max)
330.0
330.0
361.0
Length between pp
223.0
249.0
266
282.0
293.0
321.0
321.0
353. 0
Breadth
37.0
43.0
45.0
45.0 (max)
50.0
57.0
57.0
65.0
Design draught
12.2
12.2
15.0
16.5
16.1 (max)
16.6
20.3
21.2
Sea margin
15
15
15
15
15
15
15
15
Engine margin
10
10
10
10
10
10
10
10

Main engine options
Knots
14.5
14.5
14.5
14.5
14.7
14.7
14.7
14.7
kW (rpm)
10,080 (94)
12,120 (100)
14,450 (76)
15,750 (79)
17,180 (76)
20,500 (73)
23,700 (76)
27,580 (76)
1.
7/8G50ME-C9
8G50ME-C9
7/8G60ME-C9
7/8G60ME-C9
5/6/7G70ME-C9
6/7/8G70ME-C9
7/8G70ME-C9
8G70ME-C9
2.
5/6S60ME-C8
6/7S60ME-C8
5/6G70ME-C9
5/6G70ME-C9
6/7S70ME-C8
6S80ME-C9
6S80ME-C9
7S80ME-C9
3.
5G60ME-C9
5/6G60ME-C9
6G80ME-C9
6G80ME-C9
4.
5/6S70ME-C8
5/6S70ME-C8
6/7S65ME-C8
6/7S65ME-C8
5.
Average design ship speed - 1.0 kn
Main engine options
6/7G80ME-C9
5/6S90ME-C9/10
5/6G95ME-C9
Knots
13.5
13.5
13.5
13.5
13.7
13.7
13.7
13.7
kW (rpm)
7,970 (87)
9,670 (92)
11,520 (71)
12,600 (73)
13,820 (71)
16,550 (68)
19,130 (71)
22,390 (71)
1.
6/7G50ME-C9
6/7/8G50ME-C9
6/7G60ME-C9
7G60ME-C9
5/6G70ME-C9
5/6/7G70ME-C9
6/7G70ME-C9
7/8G70ME-C9
2.
5G60ME-C9
5/6G60ME-C9
5G70ME-C9
5G70ME-C9
6/7S70ME-C8
7/8S70ME-C8
7/8S70ME-C8
6G80ME-C9
5/6S65ME-C8
5/6S65ME-C8
3.
6G80ME-C9
Fig. 14: Ship particulars and propulsion SMCR power demand, Capesize, Large Capesize and VLBC bulk carriers
even though the optimum pitch/diam-
a higher efficiency compared with a
gine types, can also be utilised even
eter ratio would involve a too low pro-
shorter stroke engine type, like a super
though a larger propeller cannot be ac-
peller speed (in relation to the required
long stroke S70ME-C8.
commodated.
a somewhat lower pitch/diameter ra-
The application of new propeller design
Average propulsion power demand
tio, compared with the optimum ratio,
technologies may also motivate use of
Based on the already described aver-
the propeller/engine speed may be
main engines with lower rpm. Thus, for
age ship particulars and ship speeds
increased and will only cause a minor
the same propeller diameter, these pro-
for bulk carriers built or contracted in
extra power increase.
peller types can demonstrate an up to
the period of 20002013 with due con-
main engine speed). Thus, when using
4% improved overall efficiency gain at
sideration of the latest ones contracted,
The efficiency of a two-stroke main en-
the same or a slightly lower propeller
we have made a power prediction cal-
gine particularly depends on the ratio of
speed. This is valid for propellers with
culation (Holtrop & Mennens Method)
the maximum (firing) pressure and the
Kappel technology available at MAN
for such bulk carriers in various sizes
mean effective pressure. The higher the
Diesel & Turbo, Frederikshavn, Denmark.
from 5,000 dwt up to 400,000 dwt.
i.e. the lower the Specific Fuel Oil Con-
Furthermore, due to lower emitted
For all cases, we have assumed a sea
sumption (SFOC). Therefore, today the
pressure impulses, the kappel propel-
margin of 15% and an engine margin
main engine may often be derated.
ler requires less tip clearance that can
of 10%, i.e. a service rating of 90%
be utilised for installing an even larger
SMCR, including 15% sea margin.
ratio, the higher the engine efficiency,
Furthermore, the higher the stroke/bore
propeller diameter, resulting in a further
ratio of a two-stroke engine, the higher
increase of the propeller efficiency.
the engine efficiency. This means, for
The average ship particulars of these

bulk carriers are shown in the tables
example, that an ultra long stroke en-
Hence, with such a propeller type, the
in Figs. 1214. On this basis, and valid
gine type, as the G70ME-C9, may have
advantage of the new low speed G en-
for the design draught and design ship
17
speed, we have calculated the speci-
The average ship particulars used are,
The graph in Fig. 15 shows the above
fied engine MCR power needed for pro-
basically, referring to standard sin-
mentioned table figures of the specified
pulsion. The SMCR power results are
gle side bulk carriers, but the SMCR
engine MCR (SMCR) power needed
also shown in the tables in Figs. 1214,
power demand found may, as a
for propulsion of an average bulk car-
ship particulars and propulsion SMCR
good guidance, also be used for
rier. The SMCR power curves valid for
power demand together with the se-
double side bulk carriers, by refer-
the future 1.0 knot lower compared to
lected main engine options. These are
ring to a slightly higher deadweight
the average design ship speed are also
valid, in all cases, for single-screw bulk
tonnage than valid for the single side
shown.
carriers. The similar results valid for
hull design. For example, a 54,000 dwt
1.0 knot compared to the average de-
double side hull design could be corre-
sign ship speed are also shown. This
sponding to an about 55,000 dwt sin-
lower ship speed is probably going to
gle side hull design.
be a more normal choice in the future.
SMCR
kW
30,000
Average design
ship speed
Chinamax
Newcastlemax
25,000
14.
Dunkirkmax
7 kn
Kamsarmax
1.0 kn

14
SMCR power includes:

15% sea margin
10% engine margin
13.7
15,000
5k
Handymax
Handysize
Small
13.
kn
14.5
kn
3.5
n 1
kn
Panamax
4.5
50,000
kn
Capesize
13.5
10,000
5,000
5k
100,000 150,000 200,000 250,000 300,000 350,000 400,000 dwt

Fig. 15: Propulsion SMCR power demand of an average bulk carrier
18
kn
kn
Large Capesize
14.
13.7
VLBC
20,000
n
.7 k
Propulsion Power Demand of Average

Bulk Carriers as a Function of Ship
Speed
gine selection for the different classes
tice to select a derated main engine in
of bulk carriers.
order to get an SFOC as low as pos-
When the required ship speed is
If to a required ship speed, the needed
changed, the required SMCR power
nominal MCR power for a given main
Small and Handysize bulk carriers
will change too, as mentioned above,
engine is too high, it is possible to de-
For Small and Handysize bulk carri-
and other main engine options could
rate the engine, i.e. using an SMCR
ers, see Fig. 16, the selection of main
be selected. This trend with the aver-
power lower than the nominal MCR
engines is not so distinct as for the
age ship particulars and average ship
power, which involves a lower specific
large bulk carrier classes. Some own-
speed as the basis is shown in detail
fuel consumption of the engine.
ers and yards might prefer fourstroke
sible.
in Figs. 1618. See also the description
engines, while others prefer and specify
below giving the results of the main en-
Considering the high fuel price and the
twostroke engines.
EEDI demands, it is today normal pracSMCR power

kW
12,000
11,000
SmalI
Handysize
10,000
9,000
15.0 k
8,000
er
e pow
7,000
g
Avera
14.5 k
6,000
6S35ME-B9 (L1)
14.0 kn
13.5 kn
5,000
13.0 kn
6S30ME-B9 (L1)
4,000
5S30ME-B9 (L1)
3,000
5S40ME-B9 (L1)
5S50ME-B9 (L1)
6G45ME-B9 (L1)
6S46ME-B8 (L1)
7S40ME-B9 (L1)
7G40ME-C9 (L1)
5G45ME-C9 (L1)
6G40ME-C9 (L1)
5G40ME-C9 (L1)
12.5 kn
12.0 kn
n
11.5 kkn
11.0
2,000
1,000
0
5,000
10,000
15,000
20,000
25,000
30,000
35,000 dwt
Fig. 16: Propulsion SMCR power demand of Small and Handysize bulk carriers
19
For the larger bulk carrier classes, the
are the 5 and 6S50MEC8/MEB9, with
The main engines used for Panamax
selection of main engine is, as men-
the 6/7S50ME-B9 and 6/7G50ME-C9
bulk carriers, see Fig. 17, are mainly the
tioned, more uniform, see below.
types being the optimum choice for
5/6G60ME-C9, 6/7G50ME-C9 and the
meeting the power demand of all
7S50ME-B9 and 7G50ME-C9 types
Handymax and Panamax bulk carriers
Handy
max bulk carriers sailing up to
being the optimum choice for meet-
The main engines most often selected
15.0 knots in service.
ing the power demand for nearly all
for Handymax bulk carriers, see Fig. 17,

SMCR power
kW
14,000
13,000
Handymax
5G60ME-C9 (L1)
Panamax
7S50ME-B9 (L1)
7G50ME-C9 (L1)
12,000
15.0 kn
11,000
6S50ME-C8 (L1)
10,000
9,000
Average
5G50ME-C9 (L1)
6G45ME-C9 (L1)
6S46ME-B8 (L1)
8,000
14.5 kn
14.0 kn
5G50ME-C9 (L1)
13.5 kn
7G40ME-C9 (L1)
7,000
power
6S50ME-B9 (L1)
6G50ME-C9 (L1)
6S50ME-C8 (L1)
13.0 kn
6G40ME-C9 (L1)
6,000
5,000
4,000
3,000
2,000
Kamsarmax
1,000
0
10,000
20,000
30,000
40,000
50,000
60,000
70,000
80,000 dwt
Fig. 17: Propulsion SMCR power demand of Handymax and Panamax bulk carriers
20
Panamax bulk carriers sailing up to 15
For large Capesize, it is particularly the
shown in Figs. 19a and 19b, valid for
knots in service.
6G70ME-C9 which is of interest.
205,000 dwt Large Capesize bulk carri-
Capesize, Large Capesize and VLBC
For
and
and 14.0 kn, respectively. The influence
bulk carriers and examples on EEDI
7G80ME-C9 engine types are almost
of the propeller diameter and the cor-
Today, in particular the 6S60MEC8,
exclusively used as the main engine to-
responding main engine types are also
6G60ME-C9 and 5/6S70ME-C8 and
day, see Fig. 18.
shown.
er with the design ship speed of 14.7 kn

VLBCs,
the
7S80MEC9
5/6G70ME-C9 engines are used for

propulsion of the Capesize bulk carri-
As an example, see Ref. [3], the influ-
ers, see Fig. 18.
ence of the ship speed on the EEDI is
SMCR power
kW
35,000
Capesize
Large Capesize
VLBC
7G80ME-C9 (L1)
7S80ME-C9 (L1)
30,000
k
5.0
rag
Ave
25,000
20,000
15,000
10,000
r
we
po
kn
14.7
kn
5
.
14
14.0
kn
6G70ME-C9 (L1)
13.5
kn
6S70ME-C8 (L1)
7G60ME-C9 (L1)
5G70ME-C9 (L1)
6S65ME-C8 (L1)
6G60ME-C9 (L1)
6S60ME-C8 (L1)
8G50ME-C9 (L1)
7G50ME-C9 (L1)
5S60ME-C8 (L1)
6G50ME-C9 (L1)
13.0
kn
7G70ME-C9 (L1)
6G70ME-C9 (L1)
6S70ME-C8 (L1)
er
ow
ep
ag
ver
6G80ME-C9 (L1)
6S80ME-C9 (L1)
Chinamax
Newcastlemax
5,000
Dunkirkmax
0
0
50,000
100,000
150,000
200,000
250,000
300,000
350,000 400,000 dwt
Fig. 18: Propulsion SMCR power demand of Capesize, Large Capesize and VLBC bulk carriers
21
Reference and actual EEDI

CO2 emissions
gram per dwt/n mile
75% SMCR: 14.5 kn without sea margin
3.0
EEDI reference (2.81/100%)
2.63
94%
2.5
Actual/Reference
EEDI %
Year
100 2013
EEDI actual
2.59
2.48
92%
88%
2.42
90 2015
86%
80 2020 before 1 January
2.0
Contract date
70 2025
60
1.5
50
40
1.0
30
20
0.5
10
0
Dprop:
6S70ME-C8.5
N1
8.2 m 4
6G70ME-C9.5
N4
9.3 m 4
6G70ME-C9.5
N3
8.7 m 4
6S70ME-C8.5
N2
8.7 m 4
Fig. 19a: Reference and actual Energy Efficiency Design Index (EEDI) for a 205,000 dwt Large Capesize Bulk Carrier with the design ship speed of 14.7 knots
Reference and actual EEDI

CO2 emissions
gram per dwt/n mile
75% SMCR: 13.8 kn without sea margin
3.5
EEDI reference (2.81/100%)
3.0
2.5
2.34
83%
2.0
2.26
80%
Actual/Reference
EEDI %
120
EEDI actual
110
Year
100 2013
90 2015 Contract date
2.22
79%
2.16
80 2020 before 1 January
77%
70 2025
60
1.5
50
40
1.0
30
20
0.5
10
0
Dprop:
6S70ME-C8.5
N1
8.3 m 4
5G70ME-C9.5
N2
8.8 m 4
5G70ME-C9.5
N3
9.3 m 4
6G70ME-C9.5
N4
9.3 m 4
Fig. 19b: Reference and actual Energy Efficiency Design Index (EEDI) for a 205,000 dwt Large Capesize Bulk Carrier with the design ship speed of 14.0 knots
22
Fig. 19a shows that for the design ship
Summary
References
speed of 14.7 knots, the two 6G70ME-
The bulk carrier market is an increas-
[1] Side frame failure blamed in recent
C9 cases are the only ones to meet the
ingly important and attractive transport
bulk carrier loss
2015 reference EEDI.
segment which, thanks to the ever in-
Lloyds List, 18 June 2002, page 3
creasing global market volume, is exFor the reduced design ship speed
pected to continue to be of great im-
[2] Why Double Side, Skin Bulk Carrier?
of 14.0 knots, see Fig. 19b. With the
portance.
Vincent (Shou/Hsiung) Hsu

Bureau Veritas Research Department
G70ME-C9 engines, it will now be possible to meet the 2020 reference EEDI
Since its start in about 1950, the bulk
TEAM 2009, 30 Nov.-3 Dec. 2009,
figure without further optimisation of
carrier fleet, in terms of deadweight
Kaohsiung Taiwan
hull and/or propeller.
tonnage, has increased to about 43%

of the total world fleet operating today.
[3] Propulsion of 200,000-210,000 dwt

Large Capesize Bulk Carrier
The demands on the reliability, effi-
MAN Diesel & Turbo, Copenhagen,
ciency and low maintenance costs of
Denmark, February 2014
the main engines are growing, and only

the best twostroke diesel engines can
meet these demands. This also means
that the main engines have to meet the
demands for lower rpm in order to obtain an optimum ship design with highly
efficient large propellers.
As described, MAN Diesel & Turbo is
able to meet the engine power and
propeller speed needs of any size or
type of vessel in the modern bulk carrier fleet.
23
All data provided in this document is non-binding. This data serves informational
purposes only and is especially not guaranteed in any way. Depending on the
subsequent specific individual projects, the relevant data may be subject to
changes and will be assessed and determined individually for each project. This
will depend on the particular characteristics of each individual project, especially
specific site and operational conditions. CopyrightMAN Diesel & Turbo.
5510-0007-04ppr Mar 2014 Printed in Denmark
MAN Diesel & Turbo

Teglholmsgade 41
2450 Copenhagen SV, Denmark
Phone +45 33 85 11 00
Fax
+45 33 85 10 30
info-cph@mandieselturbo.com
www.mandieselturbo.com
MAN Diesel & Turbo a member of the MAN Group

Propulsion Trends in Bulk Carriers

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Propulsion Trends in Bulk Carriers

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Propulsion

Propulsion Trends in Bulk Carriers

One of the goals in the marine industry

The purpose of this paper dealing with

Bulk carriers, container vessels and

today is to reduce the impact of CO2

bulk carrier sizes above 5,000 dwt, and

tankers are the three largest groups of

emissions from ships and, therefore,

based on an analysis of bulk carriers

vessels within the merchant fleet and,

to reduce the fuel consumption for the

built/ordered particularly over the last

therefore, this market segment de-

propulsion of ships to the widest pos-

five years is to illustrate the latest ship

serves great attention.

sible extent at any load.

particulars used for modern bulk carri-

The demand for raw materials like coal,

This also means that the inherent de-

propulsion power demand and main

steel, copper, etc., has increased con-

sign CO2 index of a new ship, the so-

engine choice, using the latest MAN

siderably since the turn of the millen-

called Energy Efficiency Design Index

B&W twostroke engine programme as

nium, especially in consequence of

(EEDI), will be reduced. Based on an

globalisation and the great demand for

average reference CO2 emission from

raw materials in China, owing to the

existing bulk carriers, the CO2 emission

economic growth in this large country.

from new bulk carriers in gram per dwt

This means that the Chinese industry,

per nautical mile must be equal to or

Definition of a bulk carrier

among others, is absorbing large quan-

lower than the reference emission fig-

In dictionaries, a bulk cargo is defined

tities of iron ore and other bulk cargoes.

ures valid for the specific bulk carrier.

as loose cargo that is loaded directly

ers, and determine their impact on the

into a ships hold. Bulk cargo is thus a

In the future, this drive may probably

shipment such as oil, grain, ores, coal,

very attractive, which caused a boost in

result in operation at lower than nor-

cement, etc., or one which is not bun-

newbuildings until the latest economy

mal service ship speeds compared to

dled, bottled, or otherwise packed, and

crisis in 2008. Since then, bulk carrier

earlier, resulting in reduced propulsion

which is loaded without counting or

orders in a short period have been de-

power utilisation. However, it still seems

clining, but are now picking up again.

The optimum propeller speed is chang-

A more technically advanced develop-

the cargo is carried in bulk, rather than