20
Propulsion of 8,000-10,000 teu Container Vessel
Propulsion of 8,000-10,000 teu Container Vessel
Content
Introduction .................................................................................................5
EEDI and Major Ship and Main Engine Parameters........................................6
Major propeller and engine
parameters .............................................................................................7
8,000-10,000 teu container vessel ..........................................................8
Main Engine Operating Costs .................................................................... 10
– 25.0 knots ............................................................................................... 10
Fuel consumption and EEDI .................................................................. 11
Operating costs .................................................................................... 13
Main Engine Operating Costs ..................................................................... 15
– 24.0 knots ............................................................................................... 15
Fuel consumption and EEDI .................................................................. 16
Operating costs .................................................................................... 17
Summary .......................................................................................................
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 ship’s 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 25.0-
26.0 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
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-C9.2 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-C9.2 en-
gine compared with existing container
vessel engines. The layout ranges of 9
and 10S90ME-C9.2 engines compared
K98ME-C7.1S90ME-C9.2
12,9
86
13,3
5314,6
42
1,70
0
2,95
0
2,95
0
4,3704,6205,420
1,70
0
1,90
03,15
0
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, e.g.
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 engine’s 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.
.
6 Propulsion of 8,000-10,000 teu Container Vessel
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 propeller 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,
i.e. 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-
C9.2, may have a higher efficiency
compared with the short stroke engine
type K98.
97 r/min84 r/min 104 r/min
M3
12K98ME�C7.1
30,00065 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-propellersConstant ship speed coefficient ∝= 0.21for 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-C7.1M2’ = 52,150 kW at 97.0 r/min 9K98ME7.1M3’ = 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-C7.1M2 = 59,880 kW at 97.0 r/min 10K98ME7.1M3 = 58,100 kW at 84.0 r/min 10S90ME-C9.2
S90ME-C9.2Bore = 900 mmStroke = 3,260 mmVpist = 9.13 m/sS/B = 3.622MEP = 20 barL1 = 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)
10K98ME7.1
9K98ME7.1
11K98ME�C7.1
10K98ME�C7.1
9K98ME�C7.1
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.
7Propulsion of 8,000-10,000 teu Container Vessel
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 following case
study illustrates the potential for reduc-
ing fuel consumption by increasing the
propeller diameter and introducing the
S90ME-C9.2 as main engine. The ship
particulars assumed are as follows:
8,000 teu Container Vessel
Deadweight, max dwt 97,000
Scantling draught m 14.5
Design draught m 13.0
Length overall m 323.0
Length between pp m 308.0
Breadth m 42.8
Sea margin % 15
Engine margin % 10
Design ship speed kn 25.0 and 24.0
Type of propeller 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 & Mennen’s Method) for dif-
ferent design ship speeds and propel-
ler diameters, and the corresponding
SMCR power and speed, 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 α= 0.21 [PM2 =
PM1 x (n2/n1)α 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
25.0 knots and 24.0 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,
i.e. without sea margin, the obtainable
ship speed at NCR = 90% SMCR will
be about 0.9 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 0.2 knots higher, still based on
calm weather conditions, i.e. without
any sea margin.
8 Propulsion of 8,000-10,000 teu Container Vessel
0
20,000
30,000
10,000
40,000
50,000
60,000
Relative powerreduction
%
Propulsion power demand at N = NCR
kW
0
1
2
3
4
5
6
7
8
9
10
11
12
10K98ME-C7.1N1
8.8 m ×5
10K98ME7.1N2
8.8 m ×6
10S90ME-C9.2N3
9.5 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:
25.0 knots
1. 10K98ME-C7.1 M1 = 59,880 kW x 104.0 r/min2. 10K98ME7.1 M2 = 59,880 kW x 97.0 r/min.3. 10S90ME-C9.2 M3 = 58,100 kW x 84.0 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 25.0 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 8.8 to 9.5 m. Thus, N3 for the
10S90ME-C9.2 with a 9.5 m x 6
(number of blades) propeller diameter
has a propulsion power demand that
is about 3.0% lower compared with N1
and N2 valid for the 10K98ME-C7.1
and 10K98ME7.1, with a propeller di-
ameter of about 8.8 m x 5 and 8.8 m x
6, respectively.
9Propulsion of 8,000-10,000 teu Container Vessel
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-C9.2 has an SFOC of 164.8
g/kWh. The 164.8 g/kWh SFOC of the
N3 for the 10S90ME-C9.2 is 4.0% low-
er compared with N1 for the derated
10K98ME-C7.1 with an SFOC of 171.7
g/kWh. This is because of the higher
stroke/bore ratio of this S-engine type.
Engine shaft power
16225 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 SFOC0%
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
10 Propulsion of 8,000-10,000 teu Container Vessel
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-C7.1,
the total reduction of fuel consumption
of the 10S90ME-C9.2 at N3 is about
6.8%.
The reference and the actual EEDI fig-
ures have been calculated and are
shown in Fig. 7 (EEDIref =174.22 x
dwt -0.201, 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-C9.2
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 EEDICO2 emissionsgram 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 of fuel 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
11Propulsion of 8,000-10,000 teu Container Vessel
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 m×5
MaintenanceLub. oil
Fuel oil
10K98ME7.1N2
8.8 m×6
10S90ME-C9.2N3
9.5 m×6
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/tAnnual operating costs
Million USD/Year
Relative saving in 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-C7.1 used as basis
with the propeller diameter of about
8.8 m x 5, indicates an NPV saving for
the 10S90ME-C9.2 engine after some
years in service. After 25 year in op-
eration, the saving is about 38.0 million
USD for N3 with 10S90ME-C9.2 with
the SMCR speed of 84.0 r/min and pro-
peller diameter of about 9.5 m x 6.
Million USD
LifetimeYears
0
20
40
10
30
50
0 5–10
10 15 20 25 30
Saving in operating costs(Net Present Value)
IMO Tier llISO ambient conditionsN = NCR = 90% SMCR280 days/yearFuel price: 500 USD/tRate of interest and discount: 6% p.a.Rate of inflation: 3% p.a.
N2 8.8 m×610K98ME7.1N1 8.8 m×510K98ME-C7.1
N3 9.5 m×6 10S90ME-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
12 Propulsion of 8,000-10,000 teu Container Vessel
0
20,000
30,000
10,000
40,000
50,000
60,000
Relative powerreduction
%
Propulsion power demand at N’ = NCR
kW
0
1
2
3
4
5
6
7
8
9
10
11
12
9K98ME-C7.1N1’
8.6 m ×5
9K98ME7.1N2’
8.6 m ×6
9S90ME-C9.2N3’
9.2 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-C7.1 M1’ = 52,150 kW x 104.0 r/min2’. 9K98ME7.1 M2’ = 52,150 kW x 97.0 r/min.3’. 9S90ME-C9.2 M3’ = 50,600 kW x 84.0 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 24.0 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 influence of the
propeller diameter when going from
about 8.6 to 9.2 m. Thus, N3’ for the
9S90ME-C9.2 with a 9.2 m x 6 (number
of blades) propeller diameter has a pro-
pulsion power demand that is about
3.0% lower compared with the N1’ for
the 9K98ME-C7.1 with an about 8.8 m
x 5 propeller diameter.
13Propulsion of 8,000-10,000 teu Container Vessel
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-C9.2 has a relatively low
SFOC of 163.8 g/kWh compared with
the 170.7 g/kWh for N1’ = 90% M1’
for the 9K98ME-C7.1, i.e. an SFOC re-
duction of about 4.0%, mainly caused
by the higher stroke/bore ratio of the
S90ME-C9.2 engine type.
Engine shaft power25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 % 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 m×5
Dprop
IMO Tier llISO ambient conditionsLCV = 42,700 kJ/kg
Standard high-loadoptimised engines
N2’
N3’
N1’
M1’ = SMCRN1’ = NCR
M3’
8.6 m×6M2’ 9K98ME7.1
M1’ 9K98ME-C7.1
9S90ME-C9.2 9.2 m×6
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
The daily fuel consumption 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-
C9.2 is about 6.9% compared with the
9K98ME-C7.1.
The reference and the actual EEDI
figures have been calculated and are
shown in Fig. 13 (EEDIref = 174.22 x
dwt -0.201, 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-C9.2 has a low EEDI – about
71% of the reference figure, i.e. 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 of fuel 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 EEDICO2 emissionsgram per dwt/n mile Actual/Reference EEDI %
Dprop:
9K98ME-C7.1N1’
8.6 m ×5
9K98ME7.1N2’
8.6 m ×6
9S90ME-C9.2N3’
9.2 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
14.1576%
18.62
14.0776%
18.62
13.2071%
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
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-C7.1 with the propel-
ler diameter of about 8.6 m x 5 used
as basis, indicates an NPV saving after
some years in service for the 9S90ME-
C9.2 engine. After 25 years in opera-
tion, the saving is about 33 million USD
for the 9S90ME-C9.2 with the SMCR
speed of 84.0 r/min and propeller di-
ameter of about 9.2 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 saving in operating costs
%
MaintenanceLub. 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
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-C9.2 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-C9.2,
compared with existing main engines
applied so far.
The Energy Efficiency Design Index
(EEDI) will also be reduced when us-
ing S90ME-C9.2. 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
LifetimeYears
0
5
10
15
20
25
30
35
40
45
0 5 30–5
10 15 20 25
Saving in operating costs(Net Present Value)
IMO Tier llISO ambient conditionsN’ = NCR = 90% SMCR280 days/yearFuel price: 500 USD/tRate of interest and discount: 6% p.a.Rate of inflation: 3% p.a.
N3’ 9.2 m ×69S90ME-C9.2
N2’ 8.6 m ×69K98ME7.1N1’ 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
17Propulsion of 8,000-10,000 teu Container Vessel
18 Propulsion of 8,000-10,000 teu Container Vessel
MAN Diesel & TurboTeglholmsgade 412450 Copenhagen SV, DenmarkPhone +45 33 85 11 00Fax +45 33 85 10 [email protected]
MAN Diesel & Turbo – a member of the MAN Group
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
