Container Propulsion

7/31/2019 Container Propulsion

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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


6/20

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

6 Propulsion.of.8,000-10,000.teu.Container.Vessel


7/20

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.



8/20

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



9/20

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



10/20

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



11/20

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

%


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



12/20

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



13/20

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



14/20

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


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



15/20

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

%


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



16/20

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



17/20

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



18/20



19/20


20/20

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

Container Propulsion

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