Containership Propulsion - beyond Post-Panamax

Contents Page

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Engine Programme Development . . . . . . . . . . . . . . . . . . . . . . . . . .
Propulsion Aspects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
12,000 teu container vessel . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Propeller(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Margins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Main engines for a 12,000 teu container vessel . . . . . . . . . . . . . .
Design Aspects of Large MC Engines . . . . . . . . . . . . . . . . . . . . . .
Alpha lubricators and lube oil consumption . . . . . . . . . . . . . . . . .
Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Containership Propulsion – beyond Post-Panamax

Introduction Engine Programme power. Figure 1 shows the most impor-

Development tant steps taken, and Figure 2 shows the
Containerisation continues to grow as it present MC engine programme.
has done for a long time. While the en- The MC engine programme has now
tire world merchant fleet grew by only been in the market for 18 years, thus It is a well-known fact that the MC en-
1% in 1998, the containership fleet ex- it is a fully mature range of engines gines have sold well throughout their en-
panded by more than 10%, and this covering a unit power span of 2,400 tire lifetime, actually to an extent where
continuous growth has also led to the to more than 93,000 bhp. Through- our engines have become the industry
development of very large containerships. out the years new models have been standard in a very large number of ship
added and existing models upgraded types. The most significant new addition
The term “very large containership” it- both in terms of design features and of engines has been the launch in 1996
self has been constantly redefined over
the last decade.
Mk mep Cm
Ten years ago, a 4,500 teu containership
represented the edge of the available bar m/s
technology whereas today vessels 1981 L35MC introduced
approaching twice that capacity are a 1982 Full L-MC programme 1 15.0 7.2
reality.
1984 L-MC upgraded 2 16.2
Specialists are debating where this 1985 L42MC introduced 2 16.2 7.2
continuous increase in size is going to 1986 K-MC introduced 16.2
stop, and some say that the maximum S-MC introduced 17.0
capacity is likely to be 11,000 teu because
L-MC upgraded 3 16.2 7.6
of Suez regulations on maximum beam
and draught, and the wish for a reason- 1987 S26MC introduced 16.8 8.2
able deadweight/teu ratio. 1988 K-MC-C introduced 16.2 8.0
1991 MC programme upgraded 8.0
As main engine designers, we are obvi-
K and L-MC 5 18.0
ously following the development closely
in order for us to have the optimum main S-MC 6 18.0
engines available for present and future 1992 S26MC and L35MC upgraded 18.5 8.2
container vessels. 1993 S35MC and S90MC introduced
K90MC/MC-C upgraded 6 18.0 8.0
1994 S42MC introduced 6 18.5 8.0
1994 K98MC-C introduced 6 18.2 8.3
1995 K80MC-C upgraded 6 18.0 8.0
1996 L70MC upgraded 6 18.0 8.2
1996 S70MC-C, S60MC-C, S50MC-C 19.0 8.5
and S46MC-C introduced 19.0 8.3
1996 S80MC upgraded 19.0 8.0
1997 L80MC upgraded 6 18.0 8.0
K98MC introduced 6 18.2 8.3
1998 S80MC-C, S90MC-C,
L90MC-C introduced 19.0 8.1
S35MC upgraded 7 19.1 8.2
1999 S42MC upgraded 7 19.5 8.0
mep = mean effective pressure Cm = mean piston speed

Fig. 1: The MC programme development

3
 r/min
250 S26MC
210 L35MC
173 S35MC
176 L42MC
136 S42MC
129 S46MC-C
148 L50MC
127 S50MC
127 S50MC-C
123 L60MC
105 S60MC
105 S60MC-C
108 L70MC
91 S70MC
91 S70MC-C
104 K80MC-C
93 L80MC
79 S80MC
76 S80MC-C
104 K90MC-C
94 K90MC
83 L90MC-C
76 S90MC-C
104 K98MC-C
94 K98MC
0 10,000 20,000 30,000 40,000 50,000 60,000 70,000 kW

Fig. 2: The 1999 MC engine programme

of the S46-50-60-70MC-C engines Number of engines

Number of engines
and, in 1998, of the S80 – S/L90MC-C
Type On order or delivered In service Type On order or delivered In service
engines.
S90MC-C 5 0 98 20 0
S70MC-C 15 4 Figure 3 shows references for these 90 187 135
S60MC-C 37 12 so-called compact engines and clearly 80 445 394
spells out that they are well accepted 70 724 618
S50MC-C 101 50
by the marine market. 60 1,442 1,284
S46MC-C 34 16
50 1,197 1,018
Total 192 82 In Figure 4 the total MC engine references
46 34 16
Total: 3,146,840 bhp ~ 2,314,501 kW can be seen.
42 204 182
Notable in this respect is also that 35 961 844
Fig. 3: List of reference, S-MC-C, as at 26 171 158
1999.10.01
electronically controlled versions of the
7S60MC-C, designated 7S60ME-C, Total 5,385 4,649
have been chosen as prime movers in Total: 84,198,306 bhp ~61,927,854 kW
a series of VLCCs, with two main engines
in each vessel. Fig. 4: List of reference, all MC types,
as at 1999.10.01

4
Propulsion Aspects
In 1994 and 1997 we introduced the
K98MC-C and K98MC engines to cater
for the power requirements of large
container ships. The main data of these
engines are shown in Figure 5.
As mentioned in the introduction, the
future points towards containerships
even larger than those being considered
large today.
Figure 6 is an attempt to quantify the
propulsion power required for such
vessels.
As can be seen, the power requirement
for the fastest of the 10-12,000 teu
vessels is beyond what can be covered
today even by our largest unit, the
12K98MC developing 93,360 bhp at
94 r/min, but engines with more cylinders
are feasible.
14 and 16-cylinder versions can also
be built, thereby expanding the power
range up to some 125,000 bhp. Such
engines would be available as both tradi-
tional in-line engines and V-type engines.
Although the latter form has not yet
been realised, we have investigated
this cylinder configuration in great
detail, and a large number of patents
for innovative and exciting inventions
are pending. Among the advantages
offered by the V-type concept, com-
pared to the in-line version, are a 15
per cent weight reduction and a tre-
mendous length saving.
The intriguing question in our opinion,
however, is whether single propellers
can be designed and built to absorb
such powers, or whether the tendency
would be towards twin propellers/twin
engines.
To start from the (maybe) very top of
future capacity expectations, we have
made a feasibility study of the propulsion
machinery for a 12,000 teu container
vessel.
12,000 teu container vessel
A 12,000 teu container vessel will need
other dimensions than have been used
for the Panamax and Post-Panamax
container vessels built in the last few
decades.

K98MC
Power/cylinder 5,720 kW
7,780 bhp
Speed 94 r/min
Mean effective pressure 18.2 bar
Stroke 2,660 mm
Bore 980 mm
Stroke/bore ratio 2.7
Mean piston speed 8.3 m/s
SFOC 126 g/bhph
171 g/kWh
Cylinders 6-12

K98MC-C
Power/cylinder 5,710 kW
7,760 bhp
Speed 104 r/min
Mean effective pressure 18.2 bar
Stroke 2,400 mm
Bore 980 mm
Stroke/bore ratio 2.45
Mean piston speed 8.3 m/s
SFOC 126 g/bhph
171 g/kWh
Cylinders 6-12

Fig. 5: K98MC/MC-C, cross section and main data

5
 SMCR (kW)
12,000 TEU
120,000 10,000 TEU
8,000 TEU Length on LWL 385.0 m
6,000 TEU
100,000 4,000 TEU waterline

Length between LPP 375.0 m

80,000 perpendiculars

60,000 Breadth on BWL 55.0 m

waterline
40,000 Design draught D 13.5 m
3
20,000 Displacement ∇ 175,000 m

Service speed (knots)

0 Propeller(s)
23.0 24.0 25.0 26.0 27.0
Fig. 6: Propulsion power for large container vessels
The length, breadth and draught of the It may be necessary to have up to 22
ship will have to be increased signifi- containers abreast on the deck in order
cantly in order to accommodate a load to facilitate the mentioned load capa-
capacity of 12,000 teu. An increase of city and keep the length and draught of
length, breadth and draught will not the container vessel within reason. The
only influence the hull design, but will expected dimensions of a 12,000 teu
also require that harbours and con- container vessel, based on 22 contain-
tainer cranes are prepared for the new ers abreast, are shown in the table.
era of container vessels.
Twin-skeg container vessel
55.0 m
K98MC K90MC
Waterline
As mentioned previously, the capability
of one propeller to absorb the main en-
gine power, and generate the required
propulsion thrust at a reasonable effi-
ciency, will be an important issue when
discussing the propulsion of very large
container vessels.
It may be expected that the propeller
will have to be designed to absorb
more than 100,000 bhp to make the
service speed of a 12,000 teu container
vessel exceed 24.0 knots.
Propulsion power of this magnitude
on a single shaft has not so far been
used on commercial vessels, and will
necessitate an appropriate fixed-pitch
propeller design that can deliver the
propulsion thrust.
Any reduction in propeller efficiency as
a result of a single propeller operating
at high load can open the door for
twin-screw container vessels. A vessel
equipped with two propellers should
preferably be designed as a twin-skeg
hull, since this solution will provide the
best overall propulsion efficiency ac-
cording to available theory on the sub-
ject. Outlines with K98MC and K90MC
type engines installed in a twin-skeg
hull are shown in Figure 7.

The future of container vessels with

two propellers will depend on the pos-
sibilities of an appropriate design of the
ship’s hull, and whether the ship’s
Fig. 7: Outlines of K98MC and K90MC engines installed in a twin-skeg hull resistance and the water flow for the

6
propellers can be kept at levels that
can match the state-of-the-art for
single-propeller ships.
In theory, the open-water propeller effi-
ciency for a twin-screw installation can
be improved by up to 5%-points when
using a larger total propeller disc area,
fewer blades, etc. This corresponds to
an approximately 8% saving in propul-
sion power if the resistance of the ship,
wake field and thrust deduction factor
of the twin-skeg hull can be kept at
approximately the same level as for an
ordinary hull with one propeller.
The available documentation and test
results for container vessels are still
scarce, but the information available
from the model tests on VLCC, ULCC,
Ro-Ro and ferries with twin-skeg hull
and twin propellers indicates that the
advantage in reduced propulsion power
requirement for these types of ship may
be up to 5-8%.
A 12,000 teu container vessel with two
engines and two propellers, including
the necessary auxiliary systems and
modification of the hull, will without
doubt be more expensive in first cost
than a single-propeller container vessel.
Therefore, in order for the twin-screw
container vessel to be an attractive op-
tion, the increase in first cost must be
compensated by lower operating costs
within a reasonable time frame.
Margins
The specified Maximum Continuous
Rating (MCR) of the main engines de-
pends not only on the results obtained
from the model test/power prediction or
extrapolation of actual trial results, but
also on the margins that the shipyard
chooses to include in the dimensioning of
the propulsion system. The reasons for,
and the appropriate size of, sea margin,
engine margin and light running margin
are described in the following.
Sea margin (SM)
The results from model tests are normally
based on clean hull and calm weather
conditions. Therefore, it is recommend-
able to add a sea margin to compensate
for the prevailing weather conditions
or any increased power requirement
due to deterioration of hull or propel-
ler(s).
The sea margin for Panamax and
Post-Panamax container vessels has
been in the range of 20-25% and oc-
casionally up to 30%. The sea margin
for a 12,000 teu container vessel can
be kept at this level, since its sensitiv-
ity to changes in weather conditions,
approximate service speed and hull
form will be similar to those of the
Panamax and Post-Panamax con-
tainer vessels.
Engine operation margin (EM)
The Continuous Service Rating (CSR)
is normally set at 85%-90% of the
main engine specified MCR. This
corresponds to an engine operation
margin of 10-15% of the specified
MCR power. An engine operation mar-
gin is included to provide an additional
power margin that can be utilised to
catch up with delays in departure etc.
Moreover, the Specific Fuel Oil Con-
sumption is approximately 2-3% lower
at 85-90% of specified MCR than at
100% of specified MCR.
Light running margin (LR)
The performance of the propeller, i.e.
Service speed Hull with one propeller
23.0 knots Specified MCR
86,600 bhp x 104.0 r/min
Appropriate engine:
1 x 11/12K98MC-C
24.0 knots Specified MCR
97,500 bhp x 104.0 r/min
Appropriate engine:
1 x 12/14K98MC-C
25.0 knots Specified MCR
109,300 bhp x 104.0 r/min
Appropriate engine:
1 x 14/16K98MC-C
26.0 knots Specified MCR
125,200 bhp x 104.0 r/min
Appropriate engine:
1 x 16K98MC-C
absorbed power at a given propeller
speed, is influenced by the advance
speed of the water to the propeller
and, subsequently, by the increased
resistance of the hull at heavy weather
and/or fouled hull conditions. This phe-
nomenon is also described as a “heavy
running propeller”.
It is recommendable during the design
phase to include a light running margin
(revolution margin) between the theo-
retical propeller curve through the en-
gine’s specified MCR point and the
actual layout curve for the propeller at
calm weather and clean hull conditions.
A light running margin of 5-7% is
appropriate for a single-screw con-
tainer vessel. The light running margin
for a container vessel with two fixed-pitch
propellers could be increased somewhat
to compensate for the special running
conditions when one propeller is blocked
and the other propeller is in operation.
Main engines for a 12,000 teu
container vessel
The appropriate choice of main engine
and expected specified MCR at service
speeds of 23.0, 24.0, 25.0 and 26.0
knots are shown in the table below.
Hull with two propellers
Specified MCR
2 x (39,900 bhp x 94.0 r/min)
Appropriate engines:
2 x 7K90MC
Specified MCR
2 x (45,200 bhp x 94.0 r/min)
Appropriate engines:
2 x 8K90MC
Specified MCR
2 x (50,900 bhp x 94.0 r/min)
Appropriate engines:
2 x 9K90MC / 2 x 7K98MC
Specified MCR
2 x (57,600 bhp x 94.0 r/min)
Appropriate engines:
2 x 10K90MC / 2 x 8K98MC
7
The expected specified MCR and
engine types for the twin-skeg hull
with two propellers are based on the
assumption that the expected advan-
tage in propulsion performance can be
utilised to its full extent.
The service speed and margins should,
naturally, be adapted so as to utilise
the nominal rating of the engines.
The propeller speed for hulls with two
propellers may be further optimised
through detailed investigation of the
design of the hull and propellers.
The comprehensive programme of
90 and 98 cm bore engines from MAN
B&W Diesel offers ship designers the
possibility of choosing propeller speeds
freely within the range of 76.0 r/min for
the S90MC-C engine type over 83.0
r/min for the L90MC-C engine type and
94.0 r/min for the K90/98MC engine
types to 104.0 r/min for the K90/98MC-C
engine types.
Design Aspects of Large
MC Engines
As can be seen from the above, the
main engines relevant for the very large
containerships are the 90 and 98 cm
bore engines.
The L/K90MC/MC-C were introduced
more than ten years ago, and since
then some 180 engines have been
ordered.
The K98MC-C and K98MC were intro-
duced much later, in 1994 and 1997,
and by now 20 engines have been or-
dered.
These include 10 x 7K98MC,
5 x 10K98MC-C and 5 x 12K98MC-C
engines.
Since the introduction of the MC engines
in 1982, more than 4,600 engines have
entered service. During this long period
there has been a continuous updating
of the design in order to meet new
demands for reliability and power.
One of the important steps in the
development of the K98 engines has
been to secure optimal combustion
with low emission parameters without
sacrificing fuel oil consumption and, at
the same time, protecting and con-
trolling the heat-exposed parts in the
combustion chamber.
These goals have been achieved by
virtue of a new combustion chamber,
called Oros geometry, developed on
the basis of advanced CFD calculations
of various chamber configurations.
With the Oros geometry (shown in
Figures 8 and 9), we have concentrated
the combustion air around the fuel
nozzles, and obtained a greater distance
from the nozzles to the piston top. This
has resulted in lower heat load on the
piston top and unchanged heat load
on the cylinder cover and exhaust valve.

Previous Oros geometry

Features:
! High topland
! Oros piston top geometry
! CPR top ring
! Alu-coat piston rings
! Bore cooled, forged piston
of heat resistant steel
! Piston cleaning ring
Improvements:
! Approx. 100 oC lower temperature
on top compared to former type piston
! Elimination of Inconel coating on piston top
! Increased chrome layer thickness in bottom
of ring grooves
! Anti-erosion bushing in oil outlet in piston
rod foot

Verification:
! Extensive calculations
! Comprehensive tests on K90MC and
K90MC-C
! Service test on K90MC

Fig. 8: Oros combustion chamber geometry

8
 100% Load Conventional design New Oros design
9 7 7 9
5 5 13 11 1 1 3 11 13
3
3 3 9 7 5 5 7 9
2 2
11 10 8 6 1 6 8 10 11 6
Piston 12 12
14 10 6 10 14
14 4 14 15 16 15
crown 13 4
2
13 16
temperature 17 17
15 15
19 19

Gas side Mean 499 oC , max 509 oC Mean 409 oC , max 421 oC
Cooling oil side Mean 197 oC , max 209 oC Mean 185 oC, max 216 oC

Section Section
M-E M-E

Exhaust valve
temperature K D K D
M E M E

N O H G F N O H G F

Valve seat Mean 439 oC, max 456 oC Mean 448 oC, max 457 oC
Underside Mean 563 oC, max 564 oC Mean 577 oC , max 577 oC

Fig. 9: Oros combustion chamber geometry

K90MC-C New Oros K98MC-C

Relative
heat load

Fig. 10: Heat loads on piston

9
 The mean heat input during combustion
NOx (g/kWh) is reduced by more than 20%, and the
20 local peak heat load is reduced by
25-35%.
18
Exhaust gas emissions tests have been
16 performed with conventional fuel valves,
mini-sac fuel valves and slide-type fuel
14 valves.

12 The results of the NOx measurements

are shown in Figure 11 when using the
10 slide-type fuel valve and, as can be seen,
the IMO NOx compliance is ensured
8 with a good margin for both the slide-type
and the mini-sac fuel valves, which are
6 standard for all large bore MC engines.

4 This new combustion chamber design

has already been introduced on a num-
2 ber of MC engines and is the present
IMO NOx (E3-cycle) = 14.3 g/kWh
standard on all large bore MC/MC-C
0 engines.
0 25 50 75 100
Besides this very important feature, it is
Load (%-MCR) obvious that other well-known design
features have been included, such as
high-topland pistons, which reduces
Fig. 11: NOx emission for slide type fuel valve the thermal load inflicted on the piston
rings by the combustion gases. This
has improved the performance of the
Actual temperature measurements on The reduction in heat load is illustrated piston ring pack significantly, resulting
the piston top are shown in Figure 9. in Figure 10, which compares the heat in higher TBOs (time between overhauls)
A comparison with measurements on a load on a K90MC-C piston of the tradi- for the piston. Tests with high-topland
conventional piston top shows that the tional design with a K98MC-C piston of pistons were started about five years
temperature level has been lowered the new Oros design. ago on an S80MC engine and showed
substantially, by 80-90°C. a significant improvement in the general
combustion chamber condition.

The use of the high topland piston also

means that the mating surfaces between
cylinder liner and cylinder cover has
been lowered, thus reducing the thermal
load on the cylinder liner and improving
the conditions for lubricating it.
! Top piston ring with double-lap S-seal
and 6 Controlled Pressure Relief (CPR)
The piston ring pack features a top
gaps piston ring of the so-called Controlled
!
Pressure Relief (CPR ring) design. This
Even heat distribution on 2nd piston ring
reduces the thermal load on the ring
! 2nd, 3rd and 4th piston rings with oblique pack, as the leak gas flow is divided
cut ring gaps
over the six leakage grooves, Figure
! New piston ring material: RVK-C with 12. The ring height was increased to
Alu-bronze coating ensure the strength of the “finger seal”.
The lower rings are all of the oblique
cut type.
Fig. 12: CPR piston ring

10
 an S80MC engine since 1994 have
shown positive results, verifying that
“bore polish” may be a decisive factor
in the deterioration of the cylinder
Cylinder cover condition. PC rings are therefore now
Piston - high topland standard on large bore MC engines.

In connection with the introduction of

the Piston Cleaning ring, the ring pack
was modified to include Alu-coat on all
rings.

The Alu-coat is applied as a running-in

Piston cleaning ring
coating. The advantage is reduced
Cylinder liner
requirement for running-in time, and
fewer load limitations during running-in
after a piston overhaul. This results in
safer running-in and in cylinder oil con-
sumption savings.

Service experience has shown that the

CPR top ring solves the scuffing also for
the second ring.
Fig. 13: Piston cleaning (PC) ring

Initially, the height of both the top ring

and the second ring was increased
because cases with too short time
between overhauls were found to be Cylinder oil
Cylinder
related to these two rings. The main service tank
reason was that the rings lost their
tension relatively quickly due to the Solenoid valve Solenoid valve
thermal load, which resulted in more Lubri- Lubri-
Accumulator
frequent piston overhauls. cator cator
Sensor Sensor
The use of higher 1. and 2. rings gave
a good improvement, and the tendency to
collapsed rings was greatly reduced.
Pump station
with To other
With the introduction of the Mk 5 version stand-by pumps cylinders
of the K80/90MC/MC-C engines, some
cases of scuffing occurred. These were
solved with the introduction of the CPR To other To other
top piston ring with a cermet coating cylinders cylinders
on the running surface.
Tacho Alarm
signal system
A further improvement was obtained by Control unit
Index
introducing the Piston Cleaning (PC) signal
with
Slow-down
ring. The purpose of this ring, shown in back-up system
LCD system
Figure 13, is to control ash and carbon signal
deposits on the piston topland and Indication
thus prevent contact between the operation
panel
cylinder liner and these deposits, which
would remove part of the cylinder oil
from the liner wall. Long-term tests on Fig. 14: Cylinder lubrication with Alpha lubricators

11

Pressure sensor
control of lubrication 45 bar
Outlets
for cylinder liner Injection plungers
lube oil points
Spacer
for basic setting of Adjusting
screw
pump stroke
Fig. 15: Cylinder lubricator unit
Consequently, the design has been modi-
fied to a high top ring of the CPR-type,
whereas the three lower rings are of the
usual ‘low’ type.
Alpha lubricators and lube oil
consumption
Reduction of the cylinder lube oil consump-
tion represents a significant potential saving
for engine operators. It is therefore an im-
portant development target for MAN B&W
to reduce the lube oil dosage without in-
creasing the wear rates or reducing TBOs.
Cylinder oil must be injected into the
cylinder at the exact position and time
that ensures the optimal use of the lube oil.
Having realised that this is hardly possible
with the conventional, mechanical cylinder
lubricators, we have engaged ourselves in
the development of a computer controlled
electronic cylinder lubrication system, the
Alpha lubricator, for application on current
camshaft controlled engines as well as on
computer controlled Intelligent Engines,
see Figure 14.
12
Cylinder Signal for lubrication
lube oil from control unit
inlet
for
Solenoid
valve
P
A pump. If the computer or position sen-
T A
P sors fail, a back-up computer will take
T
Actuator
piston
Cylinder lube oil
outlet
The Alpha lubrication system features
a high-pressure pump and an injector
which injects a specific volume of oil
into each cylinder for every fourth
revolution, Figure 14. The system is
controlled in such a way that the oil
can be introduced to the individual
cylinder at any piston position but,
preferably, when the piston rings are
adjacent to the lubricating quills.
The computer sending an on/off
signal to a solenoid valve controls
the injection function. After a prede-
termined time interval, the computer
transmits an ‘off’ signal to the sole-
noid valve, which shuts off the sys-
tem pressure and opens the return
oil system. The oil dosage can be
changed by adjusting the injection to
e.g. every fifth, sixth, etc. revolution
(or any figure in between, such as
“every 4.5 revolution” by alternating
between injection every fourth and
every fifth revolution).
The amount of oil injected can be
controlled according to engine load
and raised as required: for example at
load changes or start/stop.
In the event of a malfunctioning solenoid
valve or transducer, the oil dosage will
automatically be increased for the
cylinder in question to the maximum
volume on the other lubricator. If the oil
pressure fails, the computer will start a
standby pump and close down the faulty
over and ensure sufficient (untimed)
lubrication until the fault has been
corrected.
The system, fine tuned on MAN B&W’s
4T50MX research engine, has returned
good results on a 7S35MC engine and
has now been in service for more than
one year on a K90MC engine. This sys-
tem has proved high reliability and very
good cylinder condition with unchanged
wear rates with a cylinder oil feed rate
that is lower than our recommendations
with the conventional mechanically
timed lubricator.
Conclusion
With the new and by now fully tested
K98 engine, MAN B&W is well prepared
to meet the demand for increasingly
larger main engines for containerships.
This engine and other large bore MC
engines are equipped with the latest
design features known to give high
reliability and good operational econ-
omy.