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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

Introduction

Fig. 1.

higher propeller efficiency, but at a re-

Parameters

fied

figure (2012).

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

3,350

S50ME-B9

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

3,150

S50ME-C8

131 r/min.

The black curve shows that if a bigger

Propulsion

SMCR power

kW

10,000

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

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

are inclusive of:

15% sea margin

10% engine margin

5% propeller light running

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

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

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

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

=

=

=

=

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

S50ME-C8.2.

sumption (SFOC).

are as follows:

in some ships. Therefore, a comparison

12.2

11.0

183.0

174.0

6S50MC-C8.2,

Scantling draught

Design draught

Length overall

6S50ME-B9.3

and

Length between pp

Breadth

m 32.2

Sea margin

15

Engine margin

10

Type of propeller

No. of propeller blades

Propeller diameter

FPP

4

target

15.1 knots

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

Propulsion power

demand at N = NCR

kW

are as follows:

10,000

8,964 kW

15.1 knots

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

8,757 kW

8,000

6.5%

6,000

4,000

4

3

2.3%

2,000

ship speed of 15.1 knots, as often used

earlier. Furthermore, the corresponding

EEDI has been calculated on the basis

10

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

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.

Expected SFOC

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

175

174

173

system.

172

171

170

169

168

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.

Expected fuel consumption at N = NCR = 90% SMCR

Fuel consumption

of main engine

t/24h

and is shown in Fig. 7. Compared with

40

total reduction of fuel consumption of

35

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

25

8.6%

20

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

15

10

dwt

-0.488

4.3%

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

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

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

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

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

13

Maintenance

Lub. oil

Fuel oil

5

8.3%

9

8

4.2%

4

3

1

0

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

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

14.5 knots

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

Propulsion power

demand at N = NCR

kW

are as follows:

10,000

8,000

7,650 kW

7,479 kW

8

7,155 kW

6.5%

6,000

4,000

2.2%

2,000

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

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

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.

Expected SFOC

the three cases. N3 = 90% M3 with

SFOC

g/kWh

179

178

177

176

175

174

173

ME-B9.2

(without VET)

IMO Tier ll

ISO ambient conditions

LCV = 42,700 kJ/kg

Standard high-load

optimised engines

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.

Expected fuel consumption at N = NCR = 90% SMCR

Fuel consumption

of main engine

t/24h

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

11

25

10

8.5%

2.1%).

20

15

-0.488

6

5

4.2%

x dwt

10

4

3

the reference figure because of the

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

erence figure.

Fig. 13: Expected fuel consumption at NCR = 90 SMCR for 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

Operating costs

Total annual main engine operating costs

IMO Tier ll

ISO ambient conditions

250 days/year

NCR = 90% SMCR

Fuel price: 700 USD/t

Million USD/Year

Relative saving

in operating costs

%

12

11

Maintenance

Lub. oil

10

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

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%.

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

about 6.7 m.

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

Summary

B9.3.

movers in tankers.

(EEDI) will also be reduced when us-

with existing main engine type S50ME-

larger propeller diameters than the cur-

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

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

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