container propulsion
TRANSCRIPT
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Propulsion of 8,000-10,000teu Container Vessel
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Content
Introduction.5
EEDI.and.Major.Ship.and.Main.Engine.Parameters6
Major.propeller.and.engine..
parameters.7
8,000-10,000.teu.container.vessel.8
Main.Engine.Operating.Costs.. 10
.250.knots. 10
Fuel.consumption.and.EEDI. 11
Operating.costs. 13
Main.Engine.Operating.Costs. 15
.240.knots. 15
Fuel.consumption.and.EEDI. 16
Operating.costs. 17
Summary.
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Propulsion of 8,000-10,000 teu Container Vessel
Introduction
The. maximum. size. of. recent. 8,000-
10,000. teu. container. vessels,. Fig. 1,.
is. normally. at. the. scantling. draught.
within.the.deadweight.range.of.95,000-
120,000. dwt. and. the. ships. overall.
length.is.about.320-350.m.and.with.a.
breadth.of.about.43-46.m
Recent.development.steps.have.made.
it.possible.to.offer.solutions.which.will.
enable. significantly. lower. transporta-
tion. costs.for. container. ships.as. out-
lined.in.the.following
One.of.the.goals.in.the.marine.industry.
today.is. to.reduce.the.impact. of.CO2.
emissions. from. ships. and,. therefore,.
to.reduce.the.fuel.consumption.for.the.
propulsion.of.ships.to.the.widest.pos-
sible.extent.at.any.load
This. also. means. that. the. inherent. de-
sign.CO2.index.of.a.new.ship,.the.so-
called. Energy. Efficiency. Design. Index.
(EEDI),. will. be. reduced. Based. on. an.
average. reference. CO2. emission. from.
existing. container. vessels,. the. CO2.
emission. from. new. container. vessels.
in.gram.per.dwt.per.nautical.mile.must.
be.equal.to.or.lower.than.the.reference.
emission. figures. valid. for. the. specific.
container.vessel
This. drive. may. often. result. in. opera-
tion.at.lower.than.normal.service.ship.
speeds. compared. to. earlier,. resulting.
in.reduced.propulsion.power.utilisation.
The.design.ship.speed.at.Normal.Con-
tinuous. Rating. (NCR),. including. 15%.
sea.margin,.used.to.be.as.high.as.250-
260.knots.Today,.the.ship.speed.may.
be.expected. to.be. lower,. possibly.24.
knots,.or.even.lower
A. more. technically. advanced. develop-
ment. drive. is. to. optimise. the. aftbody.
and.hull.lines.of.the.ship..including.bul-
bous. bow,. also. considering. operation.
in.ballast.condition..making.it.possible.
to. install. propellers. with. a. larger. pro-
peller.diameter.and,.thereby,.obtaining.
higher.propeller.efficiency,.but.at. a.re-
duced.optimum.propeller.speed
Fig. 1: An 8,000 teu container vessel
5Propulsion.of.8,000-10,000.teu.Container.Vessel
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In. the. past,. normally.K98MC/ME. with.
nominal.97.r/min.and.K98MC-C/ME-C.
with.nominal.104.r/min.were.used.This.
speed.range.can.now.be.reduced
As. the. two-stroke. main. engine. is. di-
rectly. coupled. with. the. propeller,. the.
introduction. of. the. super. long. stroke.
S90ME-C92.engine.specially.designed.
for.container.ships.with.even.lower.than.
the.above-mentioned.usual.shaft.speed.
will.meet.this.The.main.dimensions.for.
this.engine.type,.and.for.other.existing.
container.vessel.engines,.are.shown.in.
Fig.2
Based.on.a.case.study.of.an.8,000.teu.
container.vessel,.this.paper.shows.the.
influence. on. fuel. consumption. when.
choosing. the. new. S90ME-C92. en-
gine. compared.with.existing.container.vessel.engines.The.layout.ranges.of.9.
and.10S90ME-C92.engines.compared.
K98ME-C7.1S90ME-C9.2
12,
986
13,
353
14,
642
1,
700
2,
950
2,
950
4,3704,6205,420
1,
700
1,
9003
,150
K98ME7.1
Fig. 2: Main dimensions for an S90ME-C9.2 engine and for other existing container ship engines
with.existing.9.and.10.K98.engines.are.
shown.in.Fig.3
EEDI and Major Ship and Main Engine
Parameters
Energy.Efficiency.Design.Index.(EEDI)
The. Energy. Efficiency. Design. Index.
(EEDI).is.conceived.as.a.future.manda-
tory. instrument. to. be. calculated. and.
made.as.available.information.for.new.
ships. EEDI.represents. the. amount. of.
CO2.in.gram.emitted.when.transporting.
one.deadweight.tonnage.of.cargo.one.
nautical.mile
For. container. vessels,. the. EEDI. value.
is.essentially.calculated.on.the.basis.of.
70%. of. the. maximum. cargo. capacity.
in. dwt,.propulsion. power,. ship.speed,.
SFOC.and. fuel.type.However,. certain.
correction. factors. are. applicable,. eg.
for.installed.Waste.Heat.Recovery.sys-
tems. To. evaluate. the. achieved. EEDI,.
a. reference. value. for.the. specific.ship.
type. and. the. specified. maximum. dwt.
cargo.capacity.is.used.for.comparison
The. main. engines.75%. SMCR. (Speci-
fied.Maximum. Continuous. Rating). fig-
ure.is.as.standard.applied.in.the.calcu-
lation.of.the.EEDI.figure,.in.which.also.
the.CO2.emission.from.the.auxiliary.en-
gines.of.the.ship.is.included
According. to. the. rules. finally. decided.
on.15.July.2011,.the.EEDI.of.a.new.ship.
is.reduced.to.a.certain.factor.compared.
to.a.reference.value.Thus,.a.ship.built.
after.2025. is.required.to. have. a. 30%.
lower.EEDI.than.the.reference.figure
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Major propeller and engine
parameters
In.general,.the.larger.the.propeller.diame-
ter,.the.higher.the.propeller.efficiency.and.
the.lower. the.optimum. propeller. speed.
referring.to.an.optimum.ratio.of.the.pro-
peller.pitch.and.propeller.diameter
A.lower. number.of.propel ler.blades,.for.
example.when.going.from.6.to.5.blades.
if.possible,.means.approximately. 10%.
higher. optimum. propeller. speed,. and.
the. propeller. efficiency. will. be. slightly.increased
When.increasing.the.propeller.pitch.for.
a.given.propeller.diameter.with.optimum.
pitch/diameter. ratio,. the. correspond-
ing. propeller. speed. may. be. reduced.
and. the. efficiency. will. also. be. slightly.
reduced,. of. course. depending. on. the.
degree.of.the.changed.pitch.The.same.
is.valid.for.a.reduced.pitch,.but.here.the.
propeller.speed.may.increase
The.efficiency.of.a.two-stroke .main.en-
gine.particularly.depends.on.the.ratio.of.
the.maximum. (firing).pressure. and.the.mean.effective.pressure.The.higher.the.
ratio,. the. higher. the. engine. efficiency,.
ie.the.lower.the.Specific.Fuel.Oil.Con-
sumption.(SFOC)
Furthermore,.it.is.a.verified.fact.that.the.
higher. the. stroke/bore. ratio.of. a. two-
stroke.engine,.the.higher.the.engine.ef-
ficiency.This.means,.for.example,.that.
the. long. stroke. engine. type,. S90ME-
C92,. may. have. a. higher. eff iciency.
compared.with.the.short.stroke.engine.
type.K98
97 r/min84 r/min 104 r/min
M3
12K98ME
C7.1
30,000 65 70 75 80 85 90 95 100 105 r/min
Engine/Propeller speed at SMCR
40,000
50,000
60,000
70,000
80,000
PropulsionSMCR powerkW
SMCR power and speed are inclusive of:
15% Sea margin
10% Engine margin
5% Propeller light running margin
5 and 6-bladed FP-propellers
Constant ship speed coefficient = 0.21
for 6-bladed propellers
Tdes
=13.0 m
Increased propeller diameterS90ME-C9.2
M2
M3
M3 M2
M1
M1
M = SMCR (24.0 kn)
M1 = 52,150 kW at 104.0 r/min 9K98ME-C7.1
M2 = 52,150 kW at 97.0 r/min 9K98ME7.1
M3 = 50,600 kW at 84.0 r/min 9S90ME-C9.2
M = SMCR (25.0 kn)
M1 = 59,880 kW at 104.0 r/min 10K98ME-C7.1
M2 = 59,880 kW at 97.0 r/min 10K98ME7.1
M3 = 58,100 kW at 84.0 r/min 10S90ME-C9.2
S90ME-C9.2
Bore = 900 mm
Stroke = 3,260 mm
Vpist
= 9.13 m/s
S/B = 3.622
MEP = 20 bar
L1
= 5,810 kW/cyl. at 84.0 r/min
Propulsion of 8,000 teu Container Vessel
26.0 kn
25.0 kn
24.0 kn
23.0 kn
Dprop=8.8 m 6
(67.7% Tdes
)
Dprop=8.8 m 5
Dprop=9.2 m 6
(70.8% Tdes
)
Dprop=9.5 m 6
(73.1% Tdes
)
10K98ME
7.1
9K98ME7
.1
11K98MEC7.1
10K98ME
C7.1
9K98MEC
7.1
9S90ME
C9.2
10S90ME
C9.2
8S90ME
C9.2
Fig. 3: Different main engine and propeller layouts and SMCR possibilities (M1, M2, M3 for 25.0 knots and M1, M2, M3, for 24.0 knots) for an 8,000 teu con-
tainer vessel operating at 25.0 knots and 24.0 knots, respectively.
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Furthermore,. the. application. of. new.
propeller. design. technologies. moti-
vates.use. of. main. engines. with. lower.
rpm. Thus,. for. the. same. propeller. di-
ameter,. these. propeller. types. are. cal-
culated.to.have.an.about.6%.improved.
overall. efficiency. gain. at. about. 10%.
lower.propeller.speed
8,000-10,000 teu container vessel
For. an.8,000. teu. container. ship. used.
as. an. example ,. the . fol lowing. c ase.
study.illustrates.the.potential.for.reduc-
ing.fuel.consumption.by.increasing.the.
propeller.diameter.and.introducing.the.
S90ME-C92.as.main.engine.The.ship.
particulars.assumed.are.as.follows:
8,000 teu Container Vessel
Deadweight,.max. dwt. 97,000
Scantling.draught. m. 145
Design.draught. m. 130
Length.overall. m. 3230
Length.between.pp. m. 3080
Breadth. m. 428
Sea.margin. %. 15
Engine.margin. %. 10
De si gn.s hi p.s pe ed. k n. 250.an d.240
Type.of.pr opel ler. . FPP
No.of.propeller.blades....6.(or.5.if.possible)
Propeller.diameter. m. target
Based. on. the. above-stated. average.
ship. particulars. assumed,. we. have.
made. a. power. prediction. calculation.
(Holtrop. &. Mennens. Method). for. dif-
ferent.design.ship.speeds.and.propel-
ler. diameters,. and. the. corresponding.
SMCR. powe r. and. spee d,. point. M,.
for. propulsion. of. the. container.ship. is.
found,.see.Fig.3.The.propeller.diam-
eter. change.for. the.6-bladed. propeller.
corresponds.approximately.to.the.con-
stant.ship.speed.factor.=.021.[PM2.=.
PM1.x.(n2/n1).where.P.=.propulsion.pow-
er.and.n.=.speed].For.the.same.propel-
ler.diameter.and.when.going.from.6.to.
5.blades,.the.optimum.propeller.speed.
is.increased.and.the.propulsion.power.
needed. is. slightly. increased,. but. here.
assumed.more.or.less.unchanged
Referring. to. the. two. ship. speeds. of.
250. knots. and. 240. knots,. respec-
tively,.three.potential.main.engine.types.
and. pertaining. layout. diagrams. and.
SMCR. points. have. been. drawn-in. in.
Fig.3,.and.the.main.engine.operating.costs. have. been. calculated. and. de-
scribed.below.individually.for.each.ship.
speed.case
It.should.be.noted.that.the.ship.speed.
stated.refers.to.the.design.draught.and.
to. NCR. =. 90%. SMCR. including. 15%.
sea.margin.If.based.on.calm.weather,.
ie.without.sea.margin,.the.obtainable.
ship.speed.at.NCR.=.90%.SMCR.will.
be.about.09.knots.higher
If. based. on. 75%. SMCR. and. 70%. of.
maximum. dwt,.as. applied. for.calcula-
tion.of.the.EEDI,.the.ship.speed.will.be.
about.02. knots.higher,. still. based. on.
calm. weather. conditions,. ie. without.
any.sea.margin
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0
20,000
30,000
10,000
40,000
50,000
60,000
Relative powerreduction
%
Propulsion powerdemand at N = NCR
kW
0
1
2
3
4
5
6
7
8
9
10
11
12
10K98ME-C7.1N18.8 m 5
10K98ME7.1N28.8 m 6
10S90ME-C9.2N39.5 m 6Dprop:
53,890 kW
Inclusive of sea margin = 15%
53,890 kW52,290 kW
0% 0%
3.0%
Propulsion of 8,000 teu Container Vessel 25.0 knotsExpected propulsion power demand at N = NCR = 90% SMCR
Fig. 4: Expected propulsion power demand at NCR for 25.0 knots
Main Engine Operating Costs
25.0 knots
The. calculated. main. engine. examples.
are.as.follows:
250.knots
1. 10K98ME-C71.
. M1.=.59,880.kW.x.1040.r/min
2. 10K98ME71.
. M2.=.59,880.kW.x.970.r/min
3. 10S90ME-C92.
. M3.=.58,100.kW.x.840.r/min
The. K98. engine. types. have. been. cho-
sen. as. cases. 1. and. 2. as. these.have.
been.often.used.in.the.past
The. main. engine. fuel. consumption.
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.250.knots,.as.often.used.
earlier.Furthermore,.the.corresponding.
EEDI.has.been.calculated.on.the.basis.
of.the.75%.SMCR-related.figures.(with-
out.sea.margin)
Fuel consumption and EEDI
Fig.4.shows.the.influence.of.the.pro-
peller. diameter. when. going. from.
about.88. to.95. m.Thus,. N3.for. the.
10S90ME-C92. with. a. 95. m. x. 6.
(number. of. blades). propeller. diameter.
has. a. propulsion. power. demand. that.
is.about.30%.lower.compared.with.N1.
and. N2. valid. for. the. 10K98ME-C71.
and.10K98ME71,. with.a. propeller. di-
ameter.of.about.88.m.x.5.and.88.m.x.
6,.respectively
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Fig.5.shows.the.influence.on.the.main.
engine.efficiency,.indicated.by.the.Spe-
cific. Fuel. Oil.Consumption,. SFOC,.for.
the.three.cases.N3.=.90%.M3.for.the.
10S90ME-C92.has.an.SFOC.of.1648.
g/kWh.The.1648.g/kWh.SFOC.of.the.
N3.for.the.10S90ME-C92.is.40%.low-
er.compared. with. N1. for. the. derated.
10K98ME-C71.with.an.SFOC.of.1717.
g/kWh. This. is. because. of. the. higher.
stroke/bore.ratio.of.this.S-engine.type
Engine shaft power
162
25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 % SMCR
163
164
165
166
167
168
169
170
171
172
173
174
175
176
177
SFOCg/kWh
178
179
180
181
182
N3
N1
N2
M3 10S90ME-C9.2
M2 10K98ME7.1
M1 10K98ME-C7.1
9.5 m 6
8.8 m 6
8.8 m 5
Dprop
Savingsin SFOC
0%
0.6%
4.0%
IMO Tier llISO ambient conditionsLCV = 42,700 kJ/kg
Standard high-loadoptimised engines
M = SMCRN = NCR
Propulsion of 8,000 teu Container Vessel 25.0 knotsExpected SFOC
8,000 teu
Fig. 5: Expected SFOC for 25.0 knots
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When.multiplying.the.propulsion.power.
demand. at. N. (Fig. 4). with. the. SFOC.
(Fig. 5),. the. daily. fuel. consumption. is.
found. and. is. shown. in. Fig. 6. Com-
pared.with.N1.for.the.10K98ME-C71,.
the.total.reduction.of.fuel.consumption.
of.the. 10S90ME-C92. at.N3. is.about.
68%
The. reference. and. the. actual. EEDI. fig-
ures.have.been.calculated.and.are.
shown. in. Fig. 7. (E EDIref. =17422. x.
dwt.-0201,.15.July.2011).As.can.be.seen.
for.all.three.cases,.the.actual.EEDI.figures.
are.lower.than.the.reference.figure.Par-
ticularly,. case. 3. with. 10S90ME-C92.
has.a.low.EEDI..about.79%.of.the.ref-
erence.figure
0
5
10
15
20
25
0
10
20
30
40
50
60
70
80
90
100
110
120
120
Reference and actual EEDICO
2emissions
gram per dwt/n mile Actual/Reference EEDI %
EEDI reference EEDI actual
Dprop:
10K98ME-C7.1N1
8.8 m 5
10K98ME7.1N2
8.8 m 6
10S90ME-C9.2N3
9.5 m 6
18.62
15.67
84%
18.62
15.59
84%
18.62
14.62
79%
Propulsion of 8,000 teu Container Vessel 25.0 knotsEnergy Efficiency Design Index (EEDI), Re 70% of maximum dwt75% SMCR: 25.2 kn without sea margin
8,000 teu
Fig. 7: Reference and actual Energy Efficiency Design Index (EEDI) for 25.0 knots
t/24h
0
20
40
60
80
100
120
140
160
180
200
220
240
0
1
2
3
4
5
6
7
8
9
10
11
12
Relative saving offuel consumption
Fuel consumptionof main engine
%
IMO Tier llISO ambient conditionsLCV = 42,700 kJ/kg
222.0t/24h
10K98ME-C7.1N1
8.8 m 5
220.7t/24h
10K98ME7.1N2
8.8 m 6
206.8t/24h
10S90ME-C9.2N3
9.5 m 6
0% 0.6%
6.8%
Dprop:
Propulsion of 8,000 teu Container Vessel 25.0 knotsExpected fuel consumption at N = NCR = 90% SMCR
8,000 teu
Fig. 6: Expected fuel consumption at NCR for 25.0 knots
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Fig. 8: Total annual main engine operating costs for 25.0 knots
0
10
20
30
35
5
15
25
10K98ME-C7.1N1
8.8 m5
MaintenanceLub. oil
Fuel oil
10K98ME7.1N2
8.8 m6
10S90ME-C9.2N3
9.5 m6
0
4
8
12
14
2
6
10
1
5
9
13
3
7
11
IMO Tier llISO ambient conditions280 days/yearNCR = 90% SMCRFuel price: 500 USD/t
Annual operating costsMillion USD/Year
Relative savingin operating costs
%
Dprop:
0%0.6%
6.8%
Propulsion of 8,000 teu Container Vessel 25.0 knotsTotal annual main engine operating costs
8,000 teu
Operating costs
The. total. main. engine. operating. costs.
per.year,.operating.at.N.=.90%.SMCR.
in.280.days/year,.and.fuel.price.of.500.
USD/t,.are.shown.in.Fig.8.The.lube.oil.
and.maintenance.costs.are.shown.too.
As. can. be. seen,. the. major. operating.
costs.originate.from.the.fuel.costs.and.
are.about.97%
The. relative. savings. in. operating. costs.
in.Net.Present.Value.(NPV),.see.Fig.9,.
with.the.10K98ME-C71.used.as.basis.
with. the. propeller. diameter. of. about.
88.m.x.5,.indicates.an.NPV.saving.for.
the.10S90ME-C92.engine.after.some.
years. in. service. After. 25. year. in. op-
eration,.the.saving.is.about.380.million.
USD. for. N3.with.10S90ME-C92. with.
the.SMCR.speed.of.840.r/min.and.pro-
peller.diameter.of.about.95.m.x.6
Million USD
LifetimeYears
0
20
40
10
30
50
0 510
10 15 20 25 30
Saving in operating costs(Net Present Value)
IMO Tier ll
ISO ambient conditions
N = NCR = 90% SMCR
280 days/year
Fuel price: 500 USD/t
Rate of interest and discount: 6% p.a.
Rate of inflation: 3% p.a.
N2 8.8 m610K98ME7.1N1 8.8 m510K98ME-C7.1
N3 9.5 m610S90ME-C9.2
Propulsion of 8,000 teu Container Vessel 25.0 knotsRelative saving in main engine operating costs (NPV)
8,000 teu
Fig. 9: Relative saving in main engine operating costs (NPV) for 25.0 knots
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0
20,000
30,000
10,000
40,000
50,000
60,000
Relative powerreduction
%
Propulsion powerdemand at N = NCR
kW
0
1
2
3
4
5
6
7
8
9
10
11
12
9K98ME-C7.1N18.6 m 5
9K98ME7.1N28.6 m 6
9S90ME-C9.2N39.2 m 6Dprop:
Inclusive of sea margin = 15%
46,935 kW 46,935 kW45,540 kW
0% 0%
3.0%
Propulsion of 8,000 teu Container Vessel 24.0 knotsExpected propulsion power demand at N = NCR = 90% SMCR
8,000 teu
Fig. 10: Expected propulsion power demand at NCR for 24.0 knots
Main Engine Operating Costs
24.0 knots
The. calculated. main. engine. examples.
are.as.follows:
1. 9K98ME-C71.
. M1.=.52,150.kW.x.1040.r/min
2. 9K98ME71.
. M2.=.52,150.kW.x.970.r/min
3. 9S90ME-C92.
. M3.=.50,600.kW.x.840.r/min
The. K98. engine. types. have. been. cho-
sen.as.cases.1.and.2.as.these.have.
been.most.often.used.in.the.past
The.main.engine.fuel.consumption.and.
operating. costs. at. N. =. NCR. =. 90%.
SMCR. have. been. calculated. for. the.
above.three.main.engine/propeller.cas-
es.operating.on.the.relatively.lower.ship.
speed.of.240.knots,.which.is.probably.going.to.be.a.more.normal.choice.in.the.
future,.maybe.even.lower.Furthermore,.
the. EEDI. has. been. calculated. on. the.
basis.of.the.75%.SMCR-related.figures.
(without.sea.margin)
Fuel consumption and EEDI
Fig. 10. shows. the . inf lue nc e. of. the.
propeller. diameter. when. going. from.
about.86.to.92.m.Thus,.N3.for.the.
9S90ME-C92.with.a.92.m.x.6.(number.
of.blades).propeller.diameter.has.a.pro-
pulsion. power. demand. that. is. about.
30%.lower.compared.with.the.N1.for.
the.9K98ME-C71.with.an.about.88.m.
x.5.propeller.diameter
13Propulsion.of.8,000-10,000.teu.Container.Vessel
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Fig.11.shows.the.influence.on.the.main.
engine.efficiency,.indicated.by.the.Spe-
cific. Fuel. Oil. Consumption,. SFOC,. for.
the. three.cases.N3. =.90%. M3. with.
the.9S90ME-C92. has.a. relatively. low.
SFOC.of.1638.g/kWh.compared.with.
the. 1707. g/kWh. for. N1. =. 90%. M1.
for.the.9K98ME-C71,.ie.an.SFOC.re-
duction.of.about.40%,.mainly.caused.
by. the. higher. stroke/bore. ratio. of. the.
S90ME-C92.engine.type
Engine shaft power25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 1 00 % SMCR
161
162
163
164
165
166
167
168
169
170
171
172
173
174
SFOCg/kWh
175
176
177
178
179
180
181
8.6 m5
Dprop
IMO Tier llISO ambient conditionsLCV = 42,700 kJ/kg
Standard high-loadoptimised engines
N2
N3
N1
M1 = SMCRN1 = NCR
M3
8.6 m6M2 9K98ME7.1
M1 9K98ME-C7.1
9S90ME-C9.2 9.2 m6
Savingsin SFOC
0%
0.6%
4.0%
Propulsion of 8,000 teu container vessel 24.0 knotsExpected SFOC
8,000 teu
Fig. 11: Expected SFOC for 24.0 knots
14 Propulsion.of.8,000-10,000.teu.Container.Vessel
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The.daily. fuel. consumpt ion. is.found. by.
multiplying. the. propulsion. power. de-
mand.at.N.(Fig.10).with.the.SFOC.(Fig.
11),. see. Fig. 12. The. total. reduction.
of. fuel. consumption. of. the. 9S90ME-
C92.is.about.69%.compared.with.the.
9K98ME-C71
The. reference. and. the. actual. EEDI.
figures. have. been. calculated. and. are.
shown.in. Fig. 13.(EEDIref. =. 17422. x.
dwt.-0201,.15.July.2011).As.can.be.
seen. for. all . three. cases,. the. actual.
EEDI.figures.are.all.lower.than.the.ref-
erence.figure.Particularly,.case.3.with.
9S90ME-C92.has.a.low.EEDI..about.
71%. of. the. reference. figure,. ie. will.
almost. meet. the. EEDI. demand. from.
2025
t/24h
0
20
40
60
80
100
120
140
160
180
200
220
0
1
2
3
4
5
6
7
8
9
10
11
Relative saving offuel consumption
Fuel consumptionof main engine
%
IMO Tier llISO ambient conditionsLCV = 42,700 kJ/kg
192.3t/24h
9K98ME-C7.1N1
8.6 m 5
191.2t/24h
9K98ME7.1N2
8.6 m 6
179.1t/24h
9S90ME-C9.2N3
9.2 m 6
0% 0.6%
6.9%
Dprop:
Propulsion of 8,000 teu Container Vessel 24.0 knotsExpected fuel consumption at N = NCR = 90% SMCR
8,000 teu
Reference and actual EEDICO
2emissions
gram per dwt/n mile Actual/Reference EEDI %
Dprop:
9K98ME-C7.1N18.6 m 5
9K98ME7.1N28.6 m 6
9S90ME-C9.2N39.2 m 6
Propulsion of 8,000 teu Container Vessel 24.0 knotsEnergy Efficiency Design Index (EEDI), Re 70% of maximum dwt75% SMCR: 24.2 kn without sea margin
8,000 teu
0
5
10
15
20
25
0
10
20
30
40
50
60
70
80
90
100
110
120
130
EEDI reference EEDI actual
18.62
14.15
76%
18.62
14.07
76%
18.62
13.20
71%
Fig. 13: Reference and actual Energy Efficiency Design Index (EEDI) for 24.0 knots
Fig. 12: Expected fuel consumption at NCR for 24.0 knots
15Propulsion.of.8,000-10,000.teu.Container.Vessel
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Operating costs
The. total. main. engine. operating. costs.
per.year,.280.days/year,.and.fuel.price.
of. 500. USD/t,. are. shown. in. Fig. 14.
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.and.
are.about.97%
The. relative. savings. in. operating. costs.
in.Net.Present.Value,.NPV,.see.Fig.15,.
with.the.9K98ME-C71.with.the.propel-
ler.diameter.of.about.86.m.x.5.used.
as.basis,.indicates.an.NPV.saving.after.
some.years.in.service.for.the.9S90ME-
C92.engine.After. 25. years. in. opera-
tion,.the.saving.is.about.33.million.USD.
for. the. 9S90ME-C92.with. the. SMCR.
speed.of. 840. r/min.and. propeller. di-
ameter.of.about.92.m.x.6
Summary
Annual operating costsMillion USD/Year
0
10
20
30
5
15
25
9K98ME-C7.1N1
8.6 m 5
9K98ME7.1N2
8.6 m 6
9S90ME-C9.2N3
9.2 m 6
IMO Tier llISO ambient conditionsN = NCR = 90% SMCR280 days/yearFuel price: 500 USD/t
0
4
8
12
2
6
10
1
5
9
3
7
11
Relative savingin operating costs
%
Maintenance
Lub. oil
Fuel oil
Dprop:
6.8%
0%0.5%
Propulsion of 8,000 teu Container Vessel 24.0 knotsTotal annual main engine operating costs
Fig. 14: Total annual main engine operating costs for 24.0 knots
16 Propulsion.of.8,000-10,000.teu.Container.Vessel
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Traditionally,. K-type.engines,. with. rela-
tively. high.engine.and. thereby.propel-
ler.speeds,.have.been.applied.as.prime.
movers. in. the. container. vessels. size.
bracket.of.8,000-10,000.teu.capacity
Following. the. efficiency. optimisation.
trends. in. the. market,. also. with. lower.
ship. speeds. for. container. ships,. the.
possibility.of.using.even.larger.propel-
lers.has.been.thoroughly.evaluated.with.
a.view.to.using.engines.with.even.lower.
speeds.for.propulsion
Container. ships. are. indeed. compat-
ible.with. propellers. with.larger.propel-
ler.diameters.than.the.current.designs,.
and.thus.high.efficiencies.following.an.
adaptation.of.the.aft.hull.design.to.ac-
commodate. the. larger. propeller. Even.
in.cases.where.an.increased.size.of.the.propeller.is.limited,.the.use.of.propellers.
based. on. the. New. Propeller. Technol-
ogy.will.be.an.advantage
The. new. higher. powered. long. stroke.
S90ME-C92. engine. type. meets. this.
trend. in. the. market. This. paper. indi-
cates,.depending.on.the.propeller.diam-
eter.used,.an.overall.efficiency.increase.
of.about.7%.when.using.S90ME-C92,.
compared. with. existing. main. engines.
applied.so.far
The. Energy. Efficiency. Design. Index.
(EEDI). will. also. be. reduced. when. us-
ing.S90ME-C92.In.order.to.meet.the.
stricter.given.reference.figure.in.the.fu-
ture,.the. design. of. the. ship. itself. and.
the.design.ship.speed.applied.(reduced.
speed).has.to.be.further.evaluated.by.
the. shipyards. to. further. reduce. the.EEDI.Among.others,.the.installation.of.
WHR.may.reduce.the.EEDI.value
Million USD
Lifetime
Years
0
5
10
15
20
25
30
35
40
45
0 5 305
10 15 20 25
Saving in operating costs(Net Present Value)
IMO Tier ll
ISO ambient conditions
N = NCR = 90% SMCR
280 days/year
Fuel price: 500 USD/t
Rate of interest and discount: 6% p.a.Rate of inflation: 3% p.a.
N3 9.2 m 69S90ME-C9.2
N2 8.6 m 69K98ME7.1
N1 8.6 m 59K98ME-C7.1
Propulsion of 8,000 teu Container Vessel 24.0 knotsRelative saving in main engine operating costs (NPV)
Fig. 15: Relative saving in main engine operating costs (NPV) for 24.0 knots
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18 Propulsion.of.8,000-10,000.teu.Container.Vessel
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MAN Diesel & Turbo
Teglholmsgade.41
2450.Copenhagen.SV,.Denmark
Phone. +45.33.85.11.00
Fax. . +45.33.85.10.30
info-cph@mandieselturbocom
wwwmandieselturbocom
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.Copyright..MAN.Diesel.&.Turbo.
5510-0109-01ppr.Aug.2012.Printed.in.Denmark