You are on page 1of 20

Propulsion of 46,000-50,000 dwt

Handymax Tanker

Content

Introduction.................................................................................................. 5
EEDI and Major Ship and Main Engine Parameters........................................ 6
Energy Efficiency Design Index (EEDI)....................................................... 6
Major propeller and engine parameters..................................................... 7
46,000-50,000 dwt Handymax tanker...................................................... 9
Main Engine Operating Costs 15.1 knots.................................................. 10
Fuel consumption and EEDI................................................................... 10
Operating costs..................................................................................... 13
Main Engine Operating Costs 14.5 knots.................................................. 14
Fuel consumption and EEDI................................................................... 14
Operating costs..................................................................................... 17
Summary.................................................................................................... 18

Propulsion of 46,000-50,000 dwt Handymax Tanker

Introduction

propulsion of ships to the widest pos-

ship speed at Normal Continuous Rating

The main ship particulars of 46,000-

sible extent at any load.

(NCR), including 15% sea margin, used

50,000 dwt Handymax tankers are nor-

to be as high as 15.0-15.5 knots. Today,

mally as follows: the overall ship length

This also means that the inherent de-

the ship speed may be expected to be

is 183 m, breadth 32.2 m and design/

sign CO2 index of a new ship, the so-

lower, possibly 14.5 knots, or even lower.

scantling draught 11.0 m/12.2 m, see

called Energy Efficiency Design Index

Fig. 1.

(EEDI), will be reduced. Based on an

A more technically advanced develop-

average reference CO2 emission from

ment drive is to optimise the aftbody

Recent development steps have made

existing tankers, the CO2 emission from

and hull lines of the ship including bul-

it possible to offer solutions which will

new tankers in gram per dwt per nauti-

bous bow, also considering operation

enable significantly lower transportation

cal mile must be equal to or lower than

in ballast condition making it possible

costs for Handymax tankers (and bulk

the reference emission figures valid for

to install propellers with a larger pro-

carriers) as outlined in the following.

the specific tanker.

peller diameter and, thereby, obtaining


higher propeller efficiency, but at a re-

One of the goals in the marine industry

This drive may often result in operation

today is to reduce the impact of CO2

at lower than normal service ship speeds

emissions from ships and, therefore,

compared to earlier, resulting in reduced

As the two-stroke main engine is direct-

to reduce the fuel consumption for the

propulsion power utilisation. The design

ly coupled with the propeller, the intro-

duced optimum propeller speed.

Fig. 1: Handymax tanker

Propulsion of 46,000-50,000 dwt Handymax Tanker

ery systems. To evaluate the achieved

G50ME-B9.3 engine with even lower

EEDI and Major Ship and Main Engine


Parameters

than usual shaft speed will meet this

Energy Efficiency Design Index (EEDI)

ship type and the specified cargo ca-

drive and target goal. The main dimen-

The Energy Efficiency Design Index

pacity is used for comparison.

sions for this engine type, and for other

(EEDI) is a mandatory instrument to be

existing Handymax tanker (and bulk

calculated and made as available infor-

The main engines 75% SMCR (Speci-

carrier) engines, are shown in Fig. 2.

mation for new ships contracted after

fied

1 January 2012. EEDI represents the

figure is as standard applied in the cal-

On the basis of a case study of a

amount of CO2 in gram emitted when

culation of the EEDI figure, in which

47,000 dwt Handymax tanker in com-

transporting one deadweight tonnage

also the CO2 emission from the auxil-

pliance with IMO Tier II emission rules,

of cargo one nautical mile.

iary engines of the ship is included.

consumption when choosing the new

For tankers, the EEDI value is essential-

According to the rules finally decided

G50ME-B engine compared with ex-

ly calculated on the basis of maximum

on 15 July 2011, the EEDI of a new ship

isting Handymax tanker engines. The

cargo capacity, propulsion power, ship

is reduced to a certain factor compared

layout ranges of 6 and 7G50ME-B9.3

speed, SFOC (Specific Fuel Oil Con-

to a reference value. Thus, a ship built

engines compared with 6 and 7S50ME-

sumption) and fuel type. However, cer-

after 2025 is required to have a 30%

B9.3 and existing 6 and 7S50ME-C8.2

tain correction factors are applicable,

lower EEDI than the present reference

engines are shown in Fig. 4.

e.g. for installed Waste Heat Recov-

figure (2012).

duction of the Green ultra long stroke

EEDI, a reference value for the specific

Maximum

Continuous

Rating)

3,896

G50ME-B9

8,586
1,673
1,098

1,190

1,765

1,860
1,205

9,320

9,915

this paper shows the influence on fuel

3,350

S50ME-B9

Fig. 2: Main dimensions for a G50ME-B9 engine and for other existing Handymax tanker engines

Propulsion of 46,000-50,000 dwt Handymax Tanker

3,150

S50ME-C8

Major propeller and engine parameters

According to the black curve, the ex-

duced, i.e. the necessary SMCR shaft

In general, the highest possible pro-

isting propeller diameter of 5.8 m may

power will increase, see the red curve.

pulsive efficiency required to provide a

have the optimum pitch/diameter ratio

given ship speed is obtained with the

of 0.72, and the lowest possible SMCR

The red curve also shows that propul-

largest possible propeller diameter d,

shaft power of about 9,900 kW at about

sion-wise it will always be an advantage

in combination with the corresponding,

131 r/min.

to choose the largest possible propel-

optimum pitch/diameter ratio p/d.

ler diameter, even though the optimum


The black curve shows that if a bigger

pitch/diameter ratio would involve a

As an example, this is illustrated for a

propeller diameter of 6.8 m is possible,

too low propeller speed (in relation to

46,000-50,000 dwt Handymax tanker

the necessary SMCR shaft power will

the required main engine speed). Thus,

with a service ship speed of 15 knots,

be reduced to about 9,050 kW at about

when using a somewhat lower pitch/

see the black curve on Fig. 3. The need-

95 r/min, i.e. the bigger the propeller,

diameter ratio, compared with the op-

ed propulsion SMCR (Specified Maxi-

the lower the optimum propeller speed.

timum ratio, the propeller/engine speed

mum Continuous Rating) power and

may be increased and will only cause a

speed is shown for a given optimum

If the pitch for this diameter is changed,

propeller diameter d and p/d ratio.

the propulsive efficiency will be re-

Propulsion
SMCR power
kW
10,000

minor extra power increase.

d
4-bladed FP-propellers
d = Propeller diameter
p/d = Pitch/diameter ratio
Design Ship Speed = 15.0 kn
Design Draught
= 11.0 m

S50ME-C8.2

d
p/

5.8 m
0.72

S50ME-C8.2

S50ME-B9.3

9,500

6.3 m
1.05

0.55

G50ME-B9.3

G50ME-B9.3

7.3 m

Power and speed curve for


the given propeller diameter
d = 6.8 m with different p/d ratios

0.60

0.95
9,000

0.74

p/d

S50ME-B9.3

0.85

0.65

6.8 m
0.76

SMCR power and speed


are inclusive of:
15% sea margin
10% engine margin
5% propeller light running

Power and speed curve for


various propeller diameters (d)
with optimum p/d ratio

0.78

8,500
60

70

80

90

100

110

120

130

140
150
160 r/min
Engine/propeller speed at SMCR

Fig. 3: Influence of propeller diameter and pitch on SMCR for a 46,000-50,000 dwt Handymax tanker operating at 15.0 knots

Propulsion of 46,000-50,000 dwt Handymax Tanker

Increased propeller diameter


G50ME-B9.3

Propulsion
SMCR power
kW

Possible
Dprop=6.8 m
(= 61.8% of Tdes )

4-bladed FP-propellers
constant ship speed coefcient = 0.28

14,000

SMCR power and speed are inclusive of:


15% sea margin
10% engine margin
5% light running

12,000

Tdes = 11.0 m

10,000

0
7G5

6G5

Existing
Dprop=5.8 m
(= 52.7% of Tdes )

Possible
Dprop=6.3 m
(= 57.3% of Tdes )

16.0 kn

7S 5

.3
- B9
ME

3
-B9.
0ME M2
6S5

M3

.3
- B9
0 ME

M2

M3

8,000

.3
-B9
0ME

7S 5

- C 8.
0ME

15.5 kn

15.1 kn
15.0 kn

-C8.2M1
0ME
6S5M1

14.5 kn
14.0 kn

13.5 kn

6,000
G50ME-B9.3
Bore = 500 mm
Stroke = 2,500 mm
Vpist
= 8.33 m/s (9.00 m/s)
S/B
= 5.00
MEP = 21 bar
= 1,720 kW/cyl. at 100 r/min
L1
(L1
= 1,860 kW/cyl. at 108 r/min)

4,000

2,000

60

70

80

100 r/min

M
M1
M2
M3
90

=
=
=
=

108 r/min

117 r/min

M
M1
M2
M3

SMCR (14.5 kn)


8,500 kW x 119 r/min, 6S50ME-C8.2
8,310 kW x 110 r/min, 6S50ME-B9.3
7,950 kW x 94 r/min, 6G50ME-B9.3
100

110

127 r/min

120

=
=
=
=

SMCR (15.1 kn)


9,960 kW x 127 r/min, 6S50ME-C8.2 (L1)
9,730 kW x 117 r/min, 6S50ME-B9.3
9,310 kW x 100 r/min, 6G50ME-B9.3
130
140
150 r/min
Engine/propeller speed at SMCR

Fig. 4: Different main engine and propeller layouts and SMCR possibilities (M1, M2, M3 for 15.1 knots and M1, M2, M3 for 14.5 knots) for a 46,000-50,000
dwt Handymax tanker operating at 15.1 knots and 14.5 knots, respectively

The efficiency of a two-stroke main en-

gine type, as the G50ME-B9.3, may

This is valid for propellers with Kappel

gine particularly depends on the ratio of

have a higher efficiency compared with

technology available at MAN Diesel &

the maximum (firing) pressure and the

a shorter stroke engine type, like an

Turbo, Frederikshavn, Denmark.

mean effective pressure. The higher the

S50ME-C8.2.

ratio, the higher the engine efficiency,

Hence, with such a propeller type,

i.e. the lower the Specific Fuel Oil Con-

The application of new propeller design

the advantage of the new low speed

sumption (SFOC).

technologies may also motivate use of

G50ME-B9.3 engine can be utilised

main engines with lower rpm. Thus, for

also in case a correspondingly larger

Furthermore, the higher the stroke/bore

the same propeller diameter, these pro-

propeller cannot be accommodated.

ratio of a two-stroke engine, the higher

peller types can demonstrate an up to

the engine efficiency. This means, for

6% improved overall efficiency gain at

example, that an ultra long stroke en-

about 10% lower propeller speed.

Propulsion of 46,000-50,000 dwt Handymax Tanker

46,000-50,000 dwt Handymax tanker

ferent design ship speeds and propel-

for tankers with limited room for installa-

For a 47,000 dwt Handymax tanker, the

ler diameters, and the corresponding

tion of a large propeller.

following case study illustrates the po-

SMCR power and speed, point M, for

tential for reducing fuel consumption by

propulsion of the Handymax tanker is

The S50MC-C and S50ME-C engines

increasing the propeller diameter and

found, see Fig. 4. The propeller diame-

(127 r/min) have often been used in the

introducing the G50ME-B9.3 as main

ter change corresponds approximately

past as prime movers for Handymax

engine. The ship particulars assumed

to the constant ship speed factor =

tankers, and the relatively new S50ME-

are as follows:

0.28 [ref. PM2 = PM1 x (n2/n1).

B9 (117 r/min) has already been installed


in some ships. Therefore, a comparison

12.2

Referring to the two ship speeds of

between the new 6G50ME-B9.3 and

11.0

15.1 knots and 14.5 knots, respective-

the existing 6S50ME-C8.2 is of major

183.0

ly, three potential main engine types,

interest in this paper.

174.0

6S50MC-C8.2,

Scantling draught

Design draught
Length overall

6S50ME-B9.3

and

Length between pp

Breadth

m 32.2

6G50ME-B9.3 and pertaining layout

It should be noted that the ship speed

Sea margin

15

diagrams and SMCR points have been

stated refers to NCR = 90% SMCR in-

Engine margin

10

drawn-in in Fig. 4, and the main engine

cluding 15% sea margin. If based on

Design ship speed

kn 15.1 and 14.5

operating costs have been calculated

calm weather, i.e. without sea margin,

and described below individually for

the obtainable ship speed at NCR = 90%

each ship speed case.

SMCR will be about 0.5 knots higher.

Type of propeller
No. of propeller blades
Propeller diameter

FPP
4
target

The layout diagram of the G50ME-B9.3

If based on 75% SMCR, as applied for

Based on the above-stated average

below or equal to 100 r/min is especially

calculation of the EEDI, the ship speed

ship particulars assumed, we have

suitable for Handymax tankers (and bulk

will be about 0.2 knot lower, still based

made a power prediction calculation

carriers) whereas the speed range from

on calm weather conditions, i.e. with-

(Holtrop & Mennens Method) for dif-

100 to 108 r/min is particularly suitable

out any sea margin.

Propulsion of 46,000-50,000 dwt Handymax Tanker

Main Engine Operating Costs


15.1 knots

Propulsion of 47,000 dwt Handymax Tanker 15.1 knots


Expected propulsion power demand at N = NCR = 90% SMCR

The calculated main engine examples

Propulsion power
demand at N = NCR
kW

are as follows:

Inclusive of sea margin = 15%

10,000

8,964 kW

15.1 knots
1. 6S50ME-C8.2 (D prop = 5.9 m)

8,757 kW

8,000

M1 = 9,960 kW x 127.0 r/min

6.5%

6,000

M2 = 9,730 kW x 117.0 r/min.

M3 = 9,310 kW x 100.0 r/min.

4,000

4
3

2.3%

The main engine fuel consumption


2,000

and operating costs at N = NCR =

90% SMCR have been calculated for

the above three main engine/propeller

cases operating on the relatively high


ship speed of 15.1 knots, as often used
earlier. Furthermore, the corresponding
EEDI has been calculated on the basis

3. 6G50ME-B9.3 (D prop = 6.7 m)


10

2. 6S50ME-B9.3 (D prop = 6.2 m)


8,379 kW

Relative power
reduction
%

0%

6S50ME-C8.2
N1
Dprop:
5.9 m4

6S50ME-B9.3
N2
6.2 m4

6G50ME-B9.3
N3
6.7 m4

Fig. 5: Expected propulsion power demand at NCR = 90% SMCR for 15.1 knots

of the 75% SMCR-related figures (without sea margin).


Fuel consumption and EEDI
Fig. 5 shows the influence of the propeller diameter with four propeller
blades when going from about 5.9 m to
6.7 m. Thus, N3 for the 6G50ME-B9.3
with a 6.7 m propeller diameter has a
propulsion power demand that is about
6.5% lower compared with N1 valid for
the 6S50ME-C8.2 with a propeller diameter of about 5.9 m.

10 Propulsion of 46,000-50,000 dwt Handymax Tanker

Fig. 6 shows the influence on the main

Propulsion of 47,000 dwt Handymax Tanker 15.1 knots

engine efficiency, indicated by the Spe-

Expected SFOC

cific Fuel Oil Consumption, SFOC, for


the three cases. N3 = 90% M3 for the
6G50ME-B9.3 has an SFOC of 164.1
g/kWh and almost the same 164.3 g/
kWh for N2 = 90% M2 with 6S50ME-

SFOC
g/kWh
180
179

IMO Tier ll
ISO ambient conditions
LCV = 42,700 kJ/kg

ME-B9.2
(without VET)

178
177

Standard high-load
optimised engines

176

B9.3 where in both cases for the ME-B

175

engine is included +1 g/kWh needed

174

for the Hydraulic Power Supply (HPS)

173

system.

172

(VET = Variable Exhaust valve Timing)

171

The 164.1 g/kWh SFOC of the N3 for

170

the 6G50ME-B9.3 is 2.2% lower com-

169

pared with N1 for the nominally rated

168

6S50ME-C8.2 with an SFOC of 167.8

167

g/kWh. This is because of the greater derating potential and the higher
stroke/bore ratio of this G-engine type.

166

Dprop
M1 6S50ME-C8.2 5.9 m 4

N1

Standard
ME-B9.3
(with VET)

M2 6S50ME-B9.3 6.2 m 4
M3 6G50ME-B9.3 6.7 m 4

165

N2

164

N3

163
162
25

Savings
in SFOC
0%

30

35

40

45

50

55

60

65

70

75

80

85

90

2.1%
2.2%

95 100 % SMCR
Engine shaft power

N = NCR M = SMCR

For ME-B9.3 engines the fuel consumption (+1g/kWh) for HPS is included.

Fig. 6: Expected SFOC for 15.1 knots

Propulsion of 46,000-50,000 dwt Handymax Tanker 11

When multiplying the propulsion power

Propulsion of 47,000 dwt Handymax Tanker 15.1 knots


Expected fuel consumption at N = NCR = 90% SMCR

demand at N (Fig. 5) with the SFOC (Fig.

Fuel consumption
of main engine
t/24h

6), the daily fuel consumption is found


and is shown in Fig. 7. Compared with

40

N1 for the existing 6S50ME-C8.2, the


total reduction of fuel consumption of

35

the new 6G50ME-B9.3 at N3 is about

30

Relative saving of
fuel consumption
%

IMO Tier ll
ISO ambient conditions
LCV = 42,700 kJ/kg
36.10
t/24h

34.54
t/24h

33.00
t/24h

8.6% (see also the above-mentioned


25

savings of 6.5% and 2.2%).

8.6%

20

The reference and the actual EEDI figures have been calculated and are

15

shown in Fig. 8 (EEDI ref =1,218.8 x

10

dwt

-0.488

4.3%

, 15 July 2011). As can be

seen for all three cases, the actual EEDI

figures are equal to or lower than the

reference figure. Particularly, case 3


with 6G50ME-B9.3 has a low EEDI
about 92% of the reference figure.

0%

6S50ME-C8.2
N1
5.9 m 4
Dprop:

6S50ME-B9.3
N2
6.2 m 4

6G50ME-B9.3
N3
6.7 m 4

16
15
14
13
12
11
10
9
8
7
6
5
4
3
2
1
0

For ME-B9.3 engines the fuel consumption for HPS is included.


Fig. 7: Expected fuel consumption at NCR = 90% SMCR for 15.1 knots

Propulsion of 47,000 dwt Handymax Tanker 15.1 knots


Energy Efciency Design Index (EEDI)
75% SMCR: 14.9 kn without sea margin
Reference and actual EEDI
CO2 emissions
gram per dwt/n mile

Actual/Reference EEDI %

EEDI reference 2012

7
6.40

6.42
100%

6.40

EEDI actual
6.18
97%

6.40
5.91
92%

120
110
100
90
80

70
4

60
50

40
2

30
20

10

0
Dprop:

6S50ME-C8.2
N1
5.9 m 4

6S50ME-B9.3
N2
6.2 m 4

6G50ME-B9.3
N3
6.7 m 4

Fig. 8: Reference and actual Energy Efficiency Design Index (EEDI) for 15.1 knots

12 Propulsion of 46,000-50,000 dwt Handymax Tanker

Operating costs
The total main engine operating costs
per year, 250 days/year, and fuel price
of 700 USD/t, are shown in Fig. 9. The
lube oil and maintenance costs are

Propulsion of 47,000 DWT Tanker 15.1 knots


Total annual main engine operating costs
IMO Tier ll
ISO ambient conditions
250 days/year
Annual operating costs
NCR = 90% SMCR
Million USD/Year
Fuel price: 700 USD/t

Relative saving
in operating costs
%

14

shown too. As can be seen, the major

13

operating costs originate from the fuel

Maintenance
Lub. oil

costs about 96%.

Fuel oil

5
8.3%

9
8

Present Value (NPV), see Fig. 10, with

the existing 6S50ME-C8.2 used as

basis with the propeller diameter of

4.2%

about 5.9 m, indicates an NPV saving

4
3

for the new 6G50ME-B9.3 engine with


1

the propeller diameter of about 6.7 m.

After 25 years in operation, the saving


0

is about 9.6 million USD for N3 with


6G50ME-B9.3 with the SMCR speed
of 100.0 r/min and propeller diameter
of about 6.7 m.

11
10

After some years in service, the relative savings in operating costs in Net

12

0%

6S50ME-C8.2
N1
Dprop:
5.9 m4

6S50ME-B9.3
N2
6.2 m4

6G50ME-B9.3
N3
6.7 m4

Fig. 9: Total annual main engine operating costs for 15.1 knots

Propulsion of 47,000 dwt Handymax Tanker 15.1 knots


Relative saving in main engine operating costs (NPV)
Saving in operating costs
(Net Present Value)
Million USD

12
IMO Tier ll
ISO ambient conditions
N = NCR = 90% SMCR
250 days/year
Fuel price: 700 USD/t
Rate of interest and discount: 6% p.a.
Rate of ination: 3% p.a.

10

N3 6.7 m 4
6G50ME-B9.3

N2 6.2 m 4
6S50ME-B9.3

2
N1 5.9 m 4
6S50ME-C8.2

0
2

10

15

20

25

Lifetime

30 Years

Fig. 10: Relative saving in main engine operating costs (NPV) for 15.1 knots

Propulsion of 46,000-50,000 dwt Handymax Tanker 13

Main Engine Operating Costs


14.5 knots

Propulsion of 47,000 dwt Handymax Tanker 14.5 knots


Expected propulsion power demand at N = NCR = 90% SMCR
Propulsion power
demand at N = NCR
kW

The calculated main engine examples


are as follows:

Inclusive of sea margin = 15%

10,000

1. 6S50ME-C8.2 (D prop = 5.9 m)

8,000

7,650 kW

M1 = 8,500 kW x 119.0 r/min

7,479 kW

8
7,155 kW
6.5%

2. 6S50ME-B9.3 (D prop = 6.2 m)


6,000

M2 = 8,310 kW x 110.0 r/min.

M3 = 7,950 kW x 94.0 r/min.

4,000

The main engine fuel consumption and

2.2%

operating costs at N = NCR = 90%

2,000

SMCR have been calculated for the

above three main engine/propeller cas-

es operating on the relatively lower ship


speed of 14.5 knots, which is probably
going to be a more normal choice in the
future. Furthermore, the EEDI has been

7
6

3. 6G50ME-B9.3 (D prop = 6.7 m)


10
9

14.5 knots

Relative power
reduction
%

0%

6S50ME-C8.2
N1
Dprop: 5.9 m4

6S50ME-B9.3
N2
6.2 m4

6G50ME-B9.3
N3
6.7 m4

Fig. 11: Expected propulsion power demand at NCR = 90% SMCR for 14.5 knots

calculated on the basis of the 75%


SMCR-related figures (without sea margin).
Fuel consumption and EEDI
Fig. 11 shows the influence of the
propeller diameter with four propeller
blades when going from about 5.9 m to
6.7 m. Thus, N3 for the 6G50ME-B9.3
with an about 6.7 m propeller diameter
has a propulsion power demand that
is about 6.5% lower compared with
the N1 for the 6S50ME-C8.2 with an
about 5.9 m propeller diameter. For
the two ME-B engine cases, an extra
SFOC of +1 g/kWh has been added
corresponding to the power demand
needed for the Hydraulic Power Supply
(HPS) system.

14 Propulsion of 46,000-50,000 dwt Handymax Tanker

Fig. 12 shows the influence on the main

Propulsion of 47,000 dwt Handymax Tanker 14.5 knots

engine efficiency, indicated by the Spe-

Expected SFOC

cific Fuel Oil Consumption, SFOC, for


the three cases. N3 = 90% M3 with

SFOC
g/kWh
179

the 6G50ME-B9.3 has a relatively low

178

SFOC of 161.6 g/kWh compared with

177

the 165.1 g/kWh for N1 = 90% M1 for

176

the 6S50ME-C8.2, i.e. an SFOC reduc-

175

tion of about 2.1%, mainly caused by

174

the greater derating potential and higher

173

stroke/bore ratio of the G-engine type.

ME-B9.2
(without VET)

IMO Tier ll
ISO ambient conditions
LCV = 42,700 kJ/kg
Standard high-load
optimised engines

(VET = Variable Exhaust valve Timing)

172
171
170
169
Dprop

168

M1 6S50ME-C8.2 5.9 m 4

167

Savings
in SFOC

166
165
164

Standard
ME-B9.3
(with VET)

N1

163
162
161

N2

0%

M2 6S50ME-B9.3 6.2 m 4
M3 6G50ME-B9.3 6.7 m 4

N3

2.0%
2.1%

160
25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 % SMCR
Engine shaft power
N = NCR M = SMCR

For ME-B9.3 engines the fuel consumption (+1g/kWh) for HPS is included.

Fig. 12: Expected SFOC for 14.5 knots

Propulsion of 46,000-50,000 dwt Handymax Tanker 15

The daily fuel consumption is found by

Propulsion of 47,000 dwt Handymax Tanker 14.5 knots


Expected fuel consumption at N = NCR = 90% SMCR

multiplying the propulsion power de-

Fuel consumption
of main engine
t/24h

mand at N (Fig. 11) with the SFOC (Fig.


12), see Fig. 13. The total reduction of

35

fuel consumption of the new 6G50MEB9.3 is about 8.5% compared with the

30.32
t/24h

30

Relative saving of
fuel consumption
%

IMO Tier ll
ISO ambient conditions
LCV = 42,700 kJ/kg

14

29.05
t/24h

13
12

27.75
t/24h

existing 6S50ME-C8.2 (see also the

11

25

above-mentioned savings of 6.5% and

10
8.5%

2.1%).

20

The reference and the actual EEDI

15

figures have been calculated and are


-0.488

6
5

4.2%

shown in Fig. 14 (EEDIref = 1,218.8


x dwt

10

, 15 July 2011). As can be

4
3

seen for all three cases, the actual EEDI

figures are now somewhat lower than


the reference figure because of the

relatively low ship speed of 14.5 knots.


Particularly, case 3 with 6G50ME-B9.3
has a low EEDI about 82% of the ref-

2
1

0%

6S50ME-C8.2
N1
Dprop: 5.9 m 4

6S50ME-B9.3
N2
6.2 m 4

6G50ME-B9.3
N3
6.7 m 4

For ME-B9.3 engines the fuel consumption for HPS is included.

erence figure.
Fig. 13: Expected fuel consumption at NCR = 90 SMCR for 14.5 knots

Propulsion of 47,000 dwt Handymax Tanker 14.5 knots


Energy Efciency Design Index (EEDI)
75% SMCR: 14.9 kn without sea margin
Reference and actual EEDI
CO2 emissions
gram per dwt/n mile

Actual/Reference EEDI %

8
EEDI reference 2012

6.40

6.40

6.40

EEDI actual

5.71
89%

5.50
86%

120
110
100
90

5.26
82%

80
70

60
50

40
2

30
20

10

0
Dprop:

6S50ME-C8.2
N1
5.9 m 4

6S50ME-B9.3
N2
6.2 m 4

6G50ME-B9.3
N3
6.7 m 4

Fig. 14: Reference and actual Energy Efficiency Design Index (EEDI) for 14.5 knots

16 Propulsion of 46,000-50,000 dwt Handymax Tanker

Operating costs

Propulsion of 47,000 DWT Tanker 14.5 knots


Total annual main engine operating costs

The total main engine operating costs

IMO Tier ll
ISO ambient conditions
250 days/year
NCR = 90% SMCR
Fuel price: 700 USD/t

Annual operating costs


Million USD/Year

Relative saving
in operating costs
%

12
11

Maintenance
Lub. oil

10

8.2% Fuel oil

3
4.0%

1
0%

6S50ME-C8.2
N1
5.9 m4

Dprop:

6S50ME-B9.3
N2
6.2 m4

6G50ME-B9.3
N3
6.7 m4

per year, 250 days/year, and fuel price


of 700 USD/t, are shown in Fig. 15.
Lube oil and maintenance costs are
also shown at the top of each column.
As can be seen, the major operating
costs originate from the fuel costs
about 96%.

After some years in service, the rela-

tive savings in operating costs in Net

Present Value, NPV, see Fig. 16, with

the existing 6S50ME-C8.2 with the

propeller diameter of about 5.9 m

used as basis, indicates an NPV sav-

ing after some years in service for the

new 6G50ME-B9.3 engine with the


propeller diameter of about 6.7 m. After 25 years in operation, the saving is
about 7.9 million USD for N3 with the
6G50ME-B9.3 with the SMCR speed

Fig. 15: Total annual main engine operating costs for 14.5 knots

of 94.0 r/min and propeller diameter of


about 6.7 m.

Propulsion of 47,000 dwt Handymax Tanker 14.5 knots


Relative saving in main engine operating costs (NPV)
Saving in operating costs
(Net Present Value)
Million USD

10

N3 6.7 m 4
6G50ME-B9.3

IMO Tier ll
ISO ambient conditions
N = NCR = 90% SMCR
250 days/year
Fuel price: 700 USD/t
Rate of interest and discount: 6% p.a.
Rate of ination: 3% p.a.

N2 6.2 m 4
6S50ME-B9.3

2
N1 5.9 m 4
6S50ME-C8.2

10

15

20

25

Lifetime

30 Years

Fig. 16: Relative saving in main engine operating costs (NPV) for 14.5 knots

Propulsion of 46,000-50,000 dwt Handymax Tanker 17

Summary

following an adaptation of the aft hull

the past, the overall efficiency increase

Traditionally, super long stroke S-type

design to accommodate the larger pro-

will be even higher when using G50ME-

engines, with relatively low engine

peller, together with optimised hull lines

B9.3.

speeds, have been applied as prime

and bulbous bow, considering opera-

movers in tankers.

tion in ballast conditions.

The Energy Efficiency Design Index


(EEDI) will also be reduced when us-

Following the efficiency optimisation

The new ultra long stroke G50ME-

ing G50ME-B9.3. In order to meet the

trends in the market, the possibility of

B9.3 engine type meets this trend in

stricter given reference figure in the fu-

using even larger propellers has been

the Handymax tanker (and bulk carrier)

ture, the design of the ship itself and

thoroughly evaluated with a view to us-

market. This paper indicates, depend-

the design ship speed applied (reduced

ing engines with even lower speeds for

ing on the propeller diameter used,

speed) has to be further evaluated by

propulsion of particularly tankers (but

an overall efficiency increase of 8-9%

the shipyards to further reduce the EEDI.

also bulk carriers).

when using G50ME-B9.3, compared


with existing main engine type S50ME-

Handymax tankers (and bulk carriers)

C8.2 applied so far.

may be compatible with propellers with


larger propeller diameters than the cur-

Compared with existing S50MC-C8 or

rent designs, and thus high efficiencies

even S50ME-C7/MC-C7 often used in

18 Propulsion of 46,000-50,000 dwt Handymax Tanker

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.
5510-0110-02ppr Dec 2012 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