MAN B&W Diesel

Computerised Engine Application System (CEAS)

Contents Page

Synopsis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Program Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Description of Computer Programs . . . . . . . . . . . . . . . . . . . . . . . . 5
A. Estimation of ship particulars . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
B. Propeller layout and power prediction . . . . . . . . . . . . . . . . . . . . 5
C1. Selection of main engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
C2. Comparison of main engines. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
D1. Combined layout and load diagram of engine . . . . . . . . . . . . . . 5
D2. Load diagram of engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
E. Overhauling and spare parts costs of engine . . . . . . . . . . . . . . . 5
F. Total economy – comparisons of engine room alternatives ... 5
G. Electrical power and steam consumption of ship . . . . . . . . . . . . 6
H. Auxiliary machinery capacities . . . . . . . . . . . . . . . . . . . . . . . . . . 6
I. Fuel and lube oil consumption and exhaust gas data of engine . 6
J. Heat dissipation of engine – performance data . . . . . . . . . . . . . . 6
K. Utilisation of exhaust gas heat – steam and electricity production . 6
L. Water condensation in air coolers . . . . . . . . . . . . . . . . . . . . . . . . 6
M. Engine noise sources. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
N. Preheating of diesel engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
O. Utilisation of jacket cooling water heat – freshwater production 6
P. Starting air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Q. Exhaust gas back pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Economy Model Used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Definition of Net Present Value (NPV). . . . . . . . . . . . . . . . . . . . . . . 7
Example Based on a 2,300-3,300 TEU Containership. . . . . . . . . . . 8
Estimated ship particulars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Power prediction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Main engine selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Programs for more detailed information . . . . . . . . . . . . . . . . . . . . . 11
Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
MAN B&W Diesel
Computerised Engine Application System (CEAS)
Synopsis
A marine power engineering project in-
volves a lot of parameters that have to
be evaluated in order to find the opti-
mum solution. Such a procedure may
be both complex and time-consuming.
Therefore, MAN B&W Diesel has, over
the past couple of decades, developed
a comprehensive Computerised Engine
Application System, including an inte-
gral speed and power prediction pro-
gram for ships, and the corresponding
main engine selection program. The
system enables specifications of main
engine solutions for specific ship pro-
jects to be processed on the basis of
both technical and economical input.
The system facilitates calculations of
such parameters as fuel consumption,
utilisation of exhaust gas heat, main-
tenance costs, etc., involved in project
engineering, and allows an economic
comparison to be made of the various
alternatives.
The computer system comprises a num-
ber of integrated sub-programs which
are hierarchically arranged, thus mak-
ing them easy to extend and update.
The system will be illustrated by means
of computerised examples.
Introduction
MAN B&W Diesel has developed a
Computerised Engine Application
System, which facilitates the calcula-
tions involved in project engineering
and allows an economic comparison
to be made of various alternatives.
This computer system has been devel-
oped on our Company’s main frame
computer, using the MVS/XA operating
system. The program language used is
Fortran 77. Two graphical output sys-
tems are used. The one is our own
company-made system similar to
PLOT 10, and the other is based on
graphical output formatted directly in
compatible PRESCRIBE instructions.
The computer system comprises a If, on the other hand, the project work
number of integrated sub-programs has just commenced, and the final ship
which are hierarchically arranged, mak- dimensions are unknown, calculation
ing them easy to extend and update. should start at level A, which will provide
All present MC type engines are covered a set of assumed ship dimensions
by the system. The type and calculation based on average ship dimensions for
levels of the main programs incorpora- the specific ship type in question.
ted in this system are shown in Table 1.
A brief description, together with ex-
The normal procedure for calculation is amples of the computer programs, will
to start at a calculation level determined be given in the following, based on cal-
by the available project data. culations of a containership project
with limited ship data available.
If, for instance, the type of main engine
has already been selected, the calcula- Today also the most important of the
tions may start at level D for final deter- computer programs like selection of
mination of engine layout and load main engine, list of auxiliary machinery
diagrams. Hereafter, for instance, the capacities and SFOC/exhaust gas data,
exhaust gas and specific fuel consump- are available in a PC-version using Win-
tion data may be calculated, if required. dows NT/98.
Calculation level Name of program
A Estimation of ship particulars
(Based on shiptype, design ship speed, deadweight, etc.)
B Propeller layout and power prediction
C1 Selection of main engine
C2 Comparison of main engines
D1 Combined layout and load diagram of engine
D2 Load diagram of engine
E Overhauling and spare parts costs of engine
F Total economy – comparisons of engine room alternatives
G Electrical power and steam consumption of ship
H Auxiliary machinery capacities
I Fuel and lube oil consumption and exhaust gas data of engine
J Heat dissipation of engine – performance data
K Utilisation of exhaust gas heat – steam and electricity production
L Water condensation in air coolers
M Engine noise sources
N Preheating of diesel engine
O Utilisation of jacket cooling water heat – freshwater production
P Starting air system
Q Exhaust gas back pressure
Table 1: Type and calculation levels of programs
3
Program Structure modules for general use, whereas the The program is a dynamic system
programs in the vertical columns incor- which will never stop growing and
The software for the technical part of porate program modules used only by which is continuously being updated
the computer system consists of about the program in question, designated with new and/or improved information.
400 program modules, which are by the letter at the top of the vertical
widely integrated and interconnected. column. Data for new engines will be entered,
but it will still be possible to find and
The two programs, A and B, are inde- The larger the number of horizontal calculate data for old engine types.
pendent programs, more or less sepa- bars below the program, the more com-
rate from the rest of the system, prehensive is the program. Thus, the The engine power units used may be
whereas the remaining programs are ‘total economy program’ (F) placed either BHP or kW.
fully integrated and interconnected. at the very top of the system involves the
use of almost all sub-programs, where-
Fig. 1 shows the hierarchically arranged as the ‘noise program’ (M) at the bottom
program structure of the system. The of the system uses only a few sub-
horizontal bars incorporate program programs.

C F

K O

Selection/comparison of main engines

I L J H Q Utilisation of jacket cooling water heat
Electrical power and steam consumption

D E M N P
Utilisation of exhaust gas heat
Heat dissipation – performance data

A B
Water condensation in air coolers
SFOC/exhaust gas/lub. oil/TCS

Total economy
Auxiliary machinery capacities
Overhauling and spare parts costs

Exhaust gas back pressure

Propeller layout and power prediction

Preheating of diesel engine

Layout and load diagram

Starting air system

Estimation of ship particulars

VII Economy
Noise sources

Vl El/heat production data

V El/ heat consumption data

lV Main engine performance data

III Main engine basic data

II Shaft generator data

I General

Fig.1: Programs and program structure

4
Description of
Computer Programs
A. Estimation of ship particulars
The minimum input data required is the
type of ship (for instance tanker, bulk
carrier, container vessel, etc.), the design
ship speed (knots) and deadweight (dwt)
referred to the corresponding propeller
design draught.
With this information, the program esti-
mates the relevant ship particulars, both
empirically and by theoretical formulas.
The more input data, the more accurate
the ship’s particulars can be estimated.
B. Propeller layout and power prediction
When the ship’s main particulars have
been estimated (or are known), the
power prediction program can be used
to estimate the required propulsion
power at the design ship speed. This
program also indicates the optimum
pitch/diameter ratio and propeller speed
for a given propeller diameter.
The power prediction calculations are
carried out using either the ‘Harvald’ or the
‘Holtrop & Mennen’ power prediction
method. The estimation of the propeller
data is performed using Wageningen
B-Series propellers.
The polynomials used are described in
‘International Shipbuilding Progress’,
Vol. 22, July 1975.
The ship’s propeller speed and propul-
sion power prediction in the design point
after incorporating sea and engine mar-
gins and a light propeller running factor
can be used to find the required refer-
ence MCR propulsion power and propel-
ler speed which, in turn, may be used as
input for our engine selection program.
C1. Selection of main engine
The applicable engine types are selected
from the MC engine programme based
on a required reference MCR propulsion
point and a permissible propeller
speed range and constant ship
speed factor ‘α’. If a shaft generator
is installed, the corresponding extra
power needed from the main engine
has to be considered, too.
For the engines selected, the program
calculates the relative difference in
estimated worldwide engine price,
fuel and lubricating oil, and mainte-
nance costs, together with the diffe-
rence in electrical power costs of the
main-engine-dependent pumps. By
means of the ‘Net Present Value’
method, including investment and
operating costs, the engines selected
are evaluated in terms of economy
and given priority, with the most at-
tractive engine being the one with
the lowest total costs for a given cost
calculation period.
Regarding definition of the Net Pres-
ent Value (NPV) method, please refer
to the section below ‘Economy Model
Used’ .
As stated above, the calculation may
be made with or without a shaft gen-
erator being incorporated.
C2. Comparison of main engines
Based on a given service rating need-
ed for a required ship speed, this pro-
gram calculates and compares the
operating costs of the main engines
in question. The Net Present Value
method is also used in this program.
For unregistered engines (competing
two-stroke or four-stroke types) the
stroke/bore, SFOC, lube oil consump-
tion data, etc., are needed.
D1. Combined layout and load
diagram of engine
This program calculates and draws
up a combined layout/load diagram
in % of the nominal MCR power as a
function of speed (%), showing the
layout and operation limitation lines
of the specified engine. Propeller lines
and engine operation lines that con-
sider possible shaft generator power
are also drawn.
D2. Load diagram of engine
This program draws up a separate load
diagram in terms of BHP or kW as func-
tion of r/min showing the limitation lines
for operation of the specified engine.
Propeller and engine operation lines,
including possible shaft generator
power, are also drawn.
E. Overhauling and spare parts
costs of engine
The average maintenance costs for
overhauls are calculated based on the
overhauling times and intervals used.
Also the average spare parts expenses
are estimated and included in the total
maintenance expenses.
Two different types of maintenance
calculations and corresponding reports
can be generated:
• Average annual maintenance costs
for a long time in operation
• Maintenance costs for a given time in
operation.
F. Total economy – comparisons of
engine room alternatives
This program calculates the overall fuel
and lubricating oil expenses for various
alternatives of engine room installations.
Many engine room configurations, con-
sisting of different combinations of main
engine and electrical power producers,
such as diesel generators, turbo gener-
ators and main engine driven genera-
tors, simultaneously in operation at
sea, may be considered and used as
engine room alternatives. The calcu-
lated alternatives will be compared with
each other by means of the Net Present
Value method, see the section regard-
ing ‘Economy Model Used’, below.
5
A calculation of several alternatives of
each engine room configuration can be
worked out with different main engines,
different optimising points, different
electrical power producers, exhaust
gas boilers, etc.
Furthermore, but only for a few engine
types, it is possible to choose a Turbo
Compound System (TCS) either con-
nected to the crankshaft for Power
Take-In (TCS/PTI), or for the produc-
tion of extra power for Power
Take-Off (TCS/PTO). In the latter case,
it is also possible to connect the TCS
either to a separate electrical generator
or to an electrical generator driven, for
example, by an auxiliary diesel engine
or a turbo generator, and make calcu-
lations accordingly.
G. Electrical power and steam
consumption of ship
A detailed calculation of all the ex-
pected typical electrical power and
steam consumers valid for a bulk car-
rier or a tanker can be carried out for
the ambient temperature condition in
question. The main-engine-related
electrical power and steam consump-
tion figures are specially calculated on
the basis of the relevant engine data
and auxiliary machinery capacities,
whereas the remaining ship-dependent
consumption figures are empirical.
H. Auxiliary machinery capacities
If a diesel engine has been rated in
such a way that the actual available
rating has been changed, compared to
a nominal-rated engine, the necessary
capacities of pumps and coolers may
be calculated on the basis of the given
engine layout. This calculation refers to
tropical ambient conditions and may be
based on either seawater cooling or a
central cooling water system. If the en-
gine is equipped with a separate cam-
shaft lubricating oil system or is
low-NOx optimised, this will be included
in the calculations. The use of conven-
tional or high efficiency turbocharger,
6
the make and/or type and numbers are
also included.
I. Fuel and lube oil consumption
and exhaust gas data of engine
Information regarding the use of conven-
tional or high efficiency turbochargers,
the Turbo Compound System (TCS), if
installed, the specified MCR and opti-
mised points, the requested running
points, and the ambient conditions, will
be sufficient to calculate the relevant
specific fuel and lubricating oil consump-
tions, the exhaust gas amount and tem-
perature after the turbochargers, as well
as the TCS power.
J. Heat dissipation of
engine – performance data
This program calculates the actual
heat dissipation and other general
performance data of the main engine in
question. A special calculation option
may also, in percentage figures, relate
engine shaft power and heat dissipation
losses to 100% fuel energy consump-
tion (Sankey diagram).
K. Utilisation of exhaust gas heat –
steam and electricity production
The steam production from an exhaust
gas boiler can be calculated on the ba-
sis of the previously calculated exhaust
gas amounts and temperatures, or on
the basis of special exhaust gas data
provided.
The size of the exhaust gas boiler is de-
termined by the pinch point temperature.
A low pinch point temperature corre-
sponds to a large boiler. The boiler may
be of either the single or dual pressure
type, with/without preheater and super-
heater sections.
It is also possible to calculate the elec-
trical power production obtainable by
utilising the available steam from the
exhaust gas boiler to operate a steam
driven turbo generator.
L. Water condensation in air coolers
This program calculates the theoretical
amount of condensed water in the
scavenge air coolers, based on the rel-
ative humidity of the intake air. The cor-
responding amount of water expected
to be separated by the water mist
catcher is also stated.
M. Engine noise sources
On the basis of theoretical values and
actual measurements, this program
calculates the sound levels in octave
bands of the following engine-related
noise sources, which are typical for our
two-stroke engines:
• Exhaust gas noise (gas pulsations)
• Air-borne noise (engine room noise)
• Structure-borne noise excitation
(vibration in engine feet).
N. Preheating of diesel engine
The jacket water preheater size to be
recommended is calculated on the basis
of the requested temperature increase
and preheating time, or vice versa.
O. Utilisation of jacket cooling
water heat – freshwater production
The jacket cooling water heat that can
be recovered is calculated, and the cor-
responding freshwater amount that can
be produced by means of a freshwater
generator of the low pressure vacuum
evaporation type is found. Several effect
stages may be used, and calculations
may also be carried out for special
heating media available.
P. Starting air system
On the basis of theoretical values and
actual measurements, this program
calculates the starting air consumption
and the pressure after a number of
successive engine starts.
The program may be used for three
different purposes:
1. Dimensioning of starting air
receiver and compressor
2. Calculating the number of possible
starts for a given receiver size and
the initial pressure
3. Evaluating starting air consumption
based on pressure measurements.
Q. Exhaust gas back pressure
Based upon detailed information of the
pipings and components (exhaust gas
boiler, silencer, spark arrester, etc.) in
the exhaust gas system, the program
calculates the exhaust gas back pres-
sure in the piping and just after the
turbocharger(s). The back pressure
after the turbocharger(s) may be com-
pared to the recommended design
back pressure (300 mm WC) and po-
tential modifications of the pipe system
will be recommended.
 n Sn 
Economy Model Used
For the purpose of making economical
evaluations of alternative projects, the
Net Present Value method is used. This
method is preferred because, indepen-
dent of the payback time, it compares
the total gain after a certain number of
years in operation, and thus – besides
the annual operating costs – also incor-
porates the influence of the size of the
investment costs.
Definition of Net Present Value (NPV)
The Net Present Value method is used
in order to get an evaluation of the pro-
fitability of investing an extra amount of
initial capital in an alternative project
compared to the basic project.
It is assumed that the alternative pro-
ject necessitates an extra investment of
Co at the project start, and that this in-
vestment gives an annual saving on the
fuel, lubricating oil and maintenance
cost bills equal to So, based on today’s
prices, see Fig. 2.
(1 + r) n 
n
 1 + i  
n
To determine the annual savings ob-
tainable during the subsequent years
‘n’, So must be corrected for inflation,
i.e. Sn = So x (1+i)n, in which ‘i’ is infla-
tion and ‘n’ is number of years after
investment.
To put these savings in relation to Co,
Sn must be calculated back into to-
day’s prices at the discount rate ‘d’,
assuming that the discount rate is
equal to the interest rate for financing
‘r’, as normally done in the shipping
trade, i.e. Sn/(1+d)n = Sn/(1+r)n .
As d = r, the investment cost after n
years Cn = Co x (1+r)n calculated back
to today’s price level is still equal to Co.
The Net Present Value is then defined
as shown in Equation 1.
For the alternative project, the NPVn
shows, compared to the basic project,
how much extra money you will have
in your pocket, i.e. the accumulated
savings obtained by making the extra
investment in today’s prices after ‘n’ years.
In our computer programs, the curves
for the alternative projects show NPV
as a function of years after investment.

∑ ∑
The intersection point with the abscissa
Equation 1: NPV n =  n  − CO × n = SO   − CO
 n =1 (1 + d)  (1 + d)  n =1 1 + r   (basic project) is the alternative pro-
ject’s real payback time compared to
the basic project.

n
Sn = So x (1+i)

S4
S3
S2 So Savings at project start
S1
Sn Savings the n’th year after
investment
Co Extra investment at project
start
n Number of years after
investment
n
Sn /(1+d) i Rate of inflation

Co Rate of interest for

r
financing

n
d=r Discount rate
Cn = Co x (1+r)
n
Cn /(1+d)

Fig. 2: Definition of Net Present Value (NPV)

7
Example Based on a 2,300 -
3,300 TEU Containership
For the purpose of giving an impres-
sion of the large number of calculation
possibilities of the ‘Computerised
Engine Application System’, a container-
ship project in the initial design phase
will be used as an example.
By means of our ship particulars and
power prediction programmes, the
required propulsion power has been
calculated and, on this basis, a main
engine selection has been performed.
Estimated ship particulars
The input values used in order to esti-
mate the ship particulars are:
• Type of ship: Containership
• Deadweight at design draught:
39,000 tons
(at scantling draught 43,000 tons)
• Speed at design draught:
22.0 knots.
The above-mentioned figures and esti-
mated ship particulars, see Fig. 3, are
used as input data for the power pre-
diction.
Power prediction
The power prediction calculations are
valid for loaded ship on trial trip condi-
tions, i.e. for calm weather and clean
hull and 22.0 knots, without any sea or
engine margin and light running factor
incorporated. Data have been calcu-
lated by means of the Harvald method.
The power/speed requirement for the
single screw containership with an
assumed 5-bladed propeller with the
maximum possible diameter of 7.6
metres, is calculated to be 17,488 kW at
98.0 r/min, see Fig. 4, and corre-
sponds to the propeller design point
PD shown in Fig. 5 and placed on the
light running propeller curve 6.
When in this case incorporating a 15%
sea margin, a 15% engine margin, and
5% light running of the propeller, the
corresponding reference service and
MCR propulsion points, SP and MP for
heavy running are found, see Fig. 5:
• SP (85% MCR):
20,111 kW and 97.8 r/min
• MP (100% MCR):
23,660 kW and 103.2 r/min.

Input data Power prediction

Shaft power
22,000 kW
Type of ship Container Trial condition, loaded ship
Design ship speed 22.00 knots
Deadweight at design draughtdraught 39,000 tons 20,000
Length between perpendiculars 230.00 m
Breadth on waterline 32.20 m 18,000

Estimated ship particulars

16,000
Length on waterline 237.00 m
Design draught 11.10 m 14,000
Displacement (volume) 52,600 m3
12,000
Block coefficient (based on Lpp) 0.640
Midship section coefficient 0.979
Longitudinal prismatic coefficient 0.638 10,000
19 20 21 22 23
Fineness (length displacement) ratio 6.278
Breadth-draught ratio 2.901 Propeller speed
Trial condition, loaded ship
Breadth-length ratio 0.137 r/min
100
Transverse bulb area 30.0 m2
LCB, longitudinal centre of buoyancy -1.70 % 90
(+forward Lpp/2) Ship speed
Immersed midship section area 350.0 m2 80
19 20 21 22 23 knots

Fig.3: Estimated ship particulars of a 2,300 TEU (15t) - 3,300 TEU Fig. 4: Prediction of the power and speed requirement for the
(empty) container vessel propeller design point of a single screw containership, having a
7.6 metre propeller diameter with 5 blades and sailing 22 knots

8
 Power
Ship propulsion running points and engine layout 103.2 r/min
97.8 r/min
98.0 r/min
2 Heavy propeller curve – fouled hull
and heavy weather, for engine layout

6 Light propeller curve – clean hull and MP

23,660 kW
calm weather, for propeller layout Engine margin
(15%of MP)
20,111 kW
MP: Specified propulsion MCR point SP
Sea margin
SP: Service propulsion point (15% of PD)
PD
PD: Propeller design point 17,488 kW
LR: Light running factor

NB: Logarithmic speed and power scales 2 6 Engine speed

LR = 5%

Fig. 5: Sea and engine margins together with light running factor used for layout of main engine

Main engine selection

Power
As a basis for our main engine selec- BHP kW Specified engine MCR (M)
tion program, we have used the x 1000 8 C Ref. MCR power : 23,660 kW (Pref.)
100 70 K9 8-
reference propulsion MCR point (MP) K9 Ref. MCR speed : 103.2 r/min (nref.)
60 C
stated above, i.e. 23,660 kW at 103.2 80 0- Minimum speed: 91.0 r/min
50 K9 Maximum speed: 120.0 r/min
r/min, assuming that the propeller dia- C
60 0-C 0-
meter layout permits an MCR propeller 40 L9 0 K8 Constant ship (lower/upper)
K9 80 speed factor : - 0.17/+0.17
speed in the 91.0-120.0 r/min range. L
30
40 0-C = 0.17
S9 = -0.17 M
Constant ship speed lines
In the upper speed range of 103.2-120.0 30 8 0 - C
7 0
20 S L
r/min, we use the constant ship speed 0-C
factor α = + 0.17 (reduced propeller S7 L6
0
20 15
diameter), and in the lower range of 0-C L4
2
S6
91.0-103.2 r/min, we use α = – 0.17 15 L5
0
(increased propeller pitch). 10
0-C C
S5 - L3
5
8 S46
10
α expresses the change in power ‘P’ S80
8 6
with changes in propeller speed ‘n’ as
follows: P = Pref. x (n/nref. ) α.
0
S7
4 0
5 S6
As the engine is not equipped with a 2
S4
shaft generator, the engine’s specified 0
MCR (M) is equal to the propulsion S5
3
MCR (MP). 2 S3
5

2
Fig. 6 shows the speed and power
ranges of the required specified MCR 6
point, together with the superimposed 1 S2
Speed
diagrams for all engine types, i.e. the
50 60 70 80 100 120 140 160 200 250 r/min
entire layout area for the MC program-
me in a power/speed diagram.

Fig.6: Selection of main engine from the MC engine programme 1998-1999

9
 Economy of selected main engines Layout/load diagram
Total costs Running point in service: 7K80MC-C High efficiency turbocharger
(NPV) 85.0% Ref. MCR propeller power (Nominal engine MCR (L1): 25,270 kW and 104.0 r/min)
1000 USD 20,111 kW at 97.8 r/min Specified engine MCR (M): 23,660 kW and 103.2 r/min
Optimising point (O): 22,122 kW and 100.9 r/min
1,400 Option 1: 7K80MC-C Engine service point (S): 20,111 kW and 97.8 r/min
Opt. 5
Option 2: 8S70MC-C Engine shaft power, % of nominal MCR power
Option 3: 8K80MC-C 110
1,200 Option 4: 6K90MC-C
Option 5: 7L80MC 100
1,000 5M
90
Opt. 2 0
800 S
80

600 70

Opt. 3
400 60
Opt. 4 55
200 3
8
50
Opt. 1 4 1
0
45
2 4 6 8 10 12 14 16 18 20 22 2
-200 Years after investment 40 6
63 70 75 80 85 90 95 100 105 110
-400 Engine speed, % of nominal MCR speed

Fig. 7: Total operating and investment costs of the selected main FIg. 8: Combined layout and load diagram for the selected
engines ordered in NPV priority after 12 years in operation 7K80MC-C engine

The basic economical data used to-
gether with the required engine data is
as follows:
• Limitation of engine/propeller speed:
91-120 r/min
• Limitation of cylinder numbers: 6-8
• Reference specified engine MCR
power (M) 23,660 kW at 103.2 r/min
• Optimising point (O) (engine match-
ing point): 93.5% of specified MCR
• Engine power in service:
85% of specified engine MCR
• Normal sea service per year:
300 days/year (7,200 hours/year)
• Lower calorific value of fuel:
40,200 kJ/kg
• Price of fuel oil: 100 USD/t
• Price of cylinder oil: 1,300 USD/t
• Price of lube oil: 1,000 USD/t
• Hourly wages for overhaul:
45 USD/hour
• Rate of interest: 6% p.a.
• Rate of inflation: 3% p.a.
• Rate of exchange: 6.5 DKK/USD
• Required cost calculation period:
12 years
• Selected engines:
7K80MC-C and 8S70MC-C.
The main engine types – with option 1
as the best one, i.e. having the lowest
total (investment and operating) costs
in terms of net present value after 12
years – are found and evaluated with
regard to economy by using 85% MCR
as the service power, and the above
stated economy figures.

10
Maintenance costs Fuel consumption
7K80MC-C SMCR: 23,660 kW x 103.2 r/min 7K80MC-C high efficiency turbocharger
Specific cumulative average maintenance costs (Nominal engine MCR: 25,270 kW and 104.0 r/min)
USD/kW/year Time span Specified engine MCR: 23,660 kW and 103.2 r/min
Running with fixed pitch propeller.
9.0 (Propeller curve through specified
MCR point) Optimising points
8.0 Alt. 1) 100.0% SMCR
SFOC Alt. 2) 93.5% SMCR
g/kWh Alt. 3) 90.0% SMCR
7.0
177
6.0 176
175
5.0
174
Alt. 3
4.0 173 Alt. 2
Alt. 1
3.0 172
171
2.0
170
1.0 169

0.0 168
0 5 10 15 20 years 167
0 36,000 72,000 108,000 144,000 hours 30 40 50 60 70 80 90 100 110
Time in service Engine shaft power % SMCR

Fig. 9: Expected maintenance costs per year the 7K80MC-C en- Fig. 10: Expected SFOC at part load running at ISO ambient condi-
gine has been in service tion ( LCV= 42,700 kJ/kg) valid for three different optimising points

The result of the total costs (NPV)
calculations, shown in graphical form
in Fig. 7, gives preference to the
7K80MC-C and 8S70MC-C engines.
The layout/load diagram for the
7K80MC-C engine is shown in Fig. 8.
In Fig. 7 the option 2 curve for 8S70MC-C
indicates that – compared to option 1
for 7K80MC-C – the investment needed
is about 400,000 USD lower, and that
after about 5 years in service this lower
investment has been ‘eaten up’ by the
higher operating costs.
Programs for more
detailed information
By means of the remaining programs
D–Q, more detailed investigations can
be made, such as calculations of the
maintenance costs, program E, and
the SFOC as a function of the engine
shaft power, program I. Also the ex-
haust gas heat utilisation possibilities
will normally be investigated, and the
obtainable steam production from the
exhaust gas boiler will be compared
with the steam consumption of the
ship, program K. Investigations
regarding selection of electrical power
producers (Total Economy) may also
often be useful, program F.
Maintenance costs. The maintenance
costs calculated, including manhours
for overhaul and spare part costs, are
based on data given individually for each
component (spare part), i.e.
• overhauls:
time between overhauls and
manhours per overhaul
• spare parts:
lifetime and repair kit price.

11
 Exhaust gas boiler layout Steam production Total steam
kg/h production
7K80MC-C high efficiency turbocharger
(Nominal engine MCR: 25,270 kW and 104.0 r/min) 4,000 ISO ambient conditions (25 C)
o

Specified engine MCR: 23,660 kW and 103.2 r/min

Optimising point : 22,122 kW and 100.9 r/min
Tempe- Service point : 20,111 kW and 97.8 r/min 3,000 Steam/water
rature
O
C Pinch point temperature: 25 oC
250 Exhaust gas 2,000 Surplus steam
boiler sections:
Exhaus B. Evaporator
t gas
200 C. Preheater 1,000
Steam consumption
Steam/water 7 bar abs
0
150 40 50 60 70 80 90 100 110

Total steam
o
Winter ambient conditions (10 C) production
100 B kg/h
Extra steam
2,000 needed Surplus steam
C
50
1,000
Steam consumption
Ambient air
% spec. MCR
0 0
0 400 800 1,200 1,600 2,000 2,400 kW 40 50 60 70 80 90 100 110
Heat transfer Engine shaft power

Fig. 11a: Temperature/heat transfer diagram of an exhaust gas Fig. 11b: Steam production at ISO and winter ambient conditions
boiler at ISO ambient conditions and 85% specified engine MCR

Fig. 9 shows the maintenance costs in
USD/kW/year as a function of the time
the engine has been in service. In the
first years in service, the maintenance
costs are relatively low, but will increase
gradually until they become ‘constant’ af-
ter some 10-12 years, at which time they
are influenced by the renewal of heavy
and costly components such as pistons
and cylinder liners.
Fuel consumption. If the diesel engine is
normally running in service at part load,
the fuel consumption may be some-
what lower if the engine is ‘service’
optimised (matched) for a lower power
than the specified MCR. Fig. 10 shows
the effect of this. On the other hand,
if the engine is normally running in
service in the high power range, the
‘service’ optimising will have a negative
effect.
Exhaust gas boiler. Furthermore, the
annual running costs for the ship may
be reduced by utilising the waste heat
of the main engine. The necessary sat-
urated steam for heating services may
thus be produced by means of an ex-
haust gas boiler that recovers the heat
content of the main engine’s exhaust
gas.
Fig. 11a shows a calculated tempera-
ture/heat transfer diagram indicating
the equivalent dimensions of an ex-
haust gas boiler with evaporator and
preheater sections, and the upper
curve in Fig. 11b shows the corre-
sponding steam production and ship’s
requirements valid at ISO ambient tem-
perature conditions (25 °C). In winter
time (10 °C), the exhaust gas tempera-
ture will be lower, and the corresponding
steam production will be reduced,
whereas the steam consumption will
increase, meaning that the oil fired
boiler may occasionally have to start up
to supplement the steam production,
see the lower curve of Fig. 11b.
Electrical power producers. The total
economy program may be demon-
strated by means of a simple example
regarding the choice of electrical power
producers. For this purpose we have
chosen three different engine room

12
 Maintenance costs Fuel oil El. producers all with the main engine operating on
Main El. Producer heavy fuel oil (HFO), see Table 2.
Alternative of DG and SG price not in opera-
engine in operation
USD/kW/year USD/t tion
The assumed electrical power con-
1 7K80MC-C 1 x DG(MDO) 10 170 2 x DG (MDO) sumption in service is 1,100 kW.
2 7K80MC-C 1 x DG (HFO) 15 100 2 x DG (HFO)
The assumed economical data used is
3 7K80MC-C 1 x SG (HFO) 1 100 2 x DG (HFO) the same as stated for main engine
selection, whereas the assumed trade
pattern of the ship, a total of 300 days/
Table 2: Electrical power production alternatives
year in normal sea service, has been
stated in more detail, see Table 3.

alternatives – each having the selected 2. a 1,400 kW diesel generator (DG)

7K80MC-C installed as the main engine. operating on heavy fuel oil (HFO) % Propulsion
100 93.5 85 70
MCR
The three electrical power producer
(in operation) alternatives are: 3. a 1,400 kW main engine driven fre- Days/year 10 30 140 120
quency controlled shaft generator
1. a 1,400 kW diesel generator (DG) (SG)
operating on marine diesel oil (MDO) Table 3: Trade pattern of the ship

Load diagram Economy of electrical power producers

7K80MC-C High efficiency turbocharger Total savings (NPV)
1,200 1,000 USD Alt. 2
Specified engine MCR (M): 25,270 kW and 104.0 r/min
Optimising point (O): 23,627 kW and 101.7 r/min
Propulsion MCR (MP): 23,691 kW and 104.0 r/min
kW Engine shaft power 104.0 r/min 1,000 Alt. 1: 7K80MC-C + DG(MDO)
Alt. 2: 7K80MC-C + DG(HFO)
30,000 Alt. 3: 7K80MC-C + SG(HFO)
800 Alt. 3
M
25,270 kW 5
25,000
600
0 MP

400
20,000

18,000 200

Alt. 1
16,000 0
2 4 6 8 10 12 14 16 18 20 22
14,000 Years after investment
-200
8
3
1
12,000 -400
4 2A 2 Rate of interest/discount %/year: 6.0
Rate of inflation %/year: 3.0
Fuel oil price (MDO) USD/t: 170
6 -600
10,000 Fuel oil price (HFO) USD/t: 100
64 70 75 80 85 90 95 100 105 r/min In normal sea service days/year: 300
Engine speed Based on a given trade pattern
-800

Fig. 12: Load diagram for 7K80MC-C main engine equipped with a Fig. 13: Total savings in terms of Net Present Value relative to
1,400 kW shaft generator alternative 1

13
For alternatives 1 and 2, the main
engine’s specified MCR power is as
shown in Fig. 8, whereas, for alterna-
tive 3, the extra shaft generator power
also has to be incorporated. The MCR
may be found by means of program
D2, and the corresponding load diagram
is shown in Fig. 12.
The nominal engine speed found for
alternative 3 is 104.0 r/min instead of
103.2 r/min, enabling the engine to
produce the maximum shaft power
output.
Compared to alternative 1, Fig. 13
shows the total savings in terms of net
present value for alternatives 2 and 3,
including the difference in investment
costs, and the relative savings in total
fuel, lube oil and maintenance costs.
The total savings (NPV) relative to alter-
native 1, and shown as a function of
years in service after investment, indicate,
based on the assumptions given, that
the diesel generator and shaft genera-
tor alternatives operating on heavy fuel
oil are the best ones, economy-wise,
after about 2.6 - 7.5 years in service.
On the other hand, unquantifiable
parameters like noise, reliability, etc.,
may also have an influence.
14
Summary
As illustrated in this paper, we have a
comprehensive tool at hand to assist
our customers, not only in selecting the
optimum main engine and calculating
the corresponding performance data,
but also in selecting the optimum en-
gine room configuration. Furthermore,
it is possible, and our aim, already at
the initial stage of a project, to assist
with a preliminary determination of ship
particulars and propeller power prediction.
As demonstrated, it is also possible to
obtain more detailed main-engine-related
information regarding, for example, the
dimensioning of the exhaust gas boiler,
silencer and pipe system.
Only with the optimum total engine
room configuration and optimum over-
all operation can the owner expect to
get the best return on his investment.
The development of this computer
system is one of our contributions to
helping the project engineer, and thus
the owner, in meeting these demands.