Propulsion Trends in Tankers

Propulsion Trends in
Tankers
Contents
Introduction...................................................................................................... 5
Market Development......................................................................................... 5
Definition of a tanker.................................................................................... 5
Tanker types................................................................................................ 5
Tanker sizes................................................................................................. 5
Hull design.................................................................................................. 6
Tanker classes............................................................................................. 7
Tanker market.............................................................................................. 9
Average Ship Particulars as a Function of Ship Size......................................... 11
Average hull design factor Fdes .................................................................. 11
Average design ship speed Vdes ................................................................ 12
Ship speed V as a function of actual draught D.......................................... 12
Propulsion Power Demand as a Function of Ship Size...................................... 13
Average tankers (without ice class notation)............................................... 13
Average tankers with ice class notation...................................................... 13
Propulsion Power Demand of Average Tankers as a Function of Ship Speed.... 17
Small and Handysize tankers..................................................................... 17
Handymax tanker...................................................................................... 17
Panamax tanker......................................................................................... 17
Aframax tanker.......................................................................................... 18
Suezmax tanker......................................................................................... 18
Very Large Crude Carrier VLCC............................................................... 18
Ultra Large Crude Carrier ULCC.............................................................. 18
Summary........................................................................................................ 19
References..................................................................................................... 19
Propulsion Trends in Tankers
Introduction
The purpose of this paper dealing
The largest tanker ever built is the
Tankers, bulk carriers and container
with tanker sizes above 5,000 dwt, and
565,000 dwt Seawise Giant from 1976,
vessels are the three largest groups of
based on an analysis of tankers built/
measuring LOA = 458.5 m and B = 68.9
vessels within the merchant fleet and,
ordered over the last eight years is to
m, with a scantling draught of 24.6 m.
therefore, this market segment de
illustrate the latest ship particulars used
serves great attention, Ref. [1] and Ref.
for modern tankers, and to determine
Tanker types
[2].
their impact on the propulsion power
Depending on the products carried by
demand and main engine choice, using
the tankers, these may be divided into
The economic and technical conditions
the latest MAN B&W two-stroke engine
the following main types:
for the tanker market are continuously
programme as the basis.
Chemical tanker
the size of a crude oil tanker was to
Market Development
Product tanker
be as large as possible, and the lim
Definition of a tanker
Crude oil tanker
ited safety and environmental demands
In dictionaries, a bulk cargo is defined
Gas tanker.
gave room for the simple monohull
as loose cargo that is loaded directly
construction, in comparison to the
into a ships hold. Bulk cargo is thus a
The ship particulars of the gas tankers
safer and more advanced doublehull
shipment such as oil, grain, ores, coal,
(LNG and LPG) are quite different from
construction of today.
cement, etc., or one which is not bun
those of other types of tankers, such
changing. For example, 30 years ago
dled, bottled, or otherwise packed, and
as for oil and chemical products. There
In consequence of the globalisation
which is loaded without counting or
fore, gas tankers are not dealt with in
and especially the economic growth in
marking.
the paper. Apart from this limited group

of tankers, the other tanker types follow
China since the turn of the millennium,
the same propulsion rules.
the demand for oil has increased and
A bulk carrier is therefore a ship in which
caused increased freight rates because
the cargo is carried in bulk, rather than
of an increased demand for oil tanker
in barrels, bags, containers, etc., and
As indicated by its name, the chemi
transports.
is usually homogeneous and capable of
cal tanker is used to transport vari
being loaded by gravity.
ous types of liquid chemical products,

whereas the product tanker carries
Moreover, the higher the price of oil

products, chemicals and other goods,
On the basis of the above definitions,
products refined from crude oil and
the greater is the demand for main en
there are two types of bulk carriers, the
other fluids such as wine, juice, etc.
gine propulsion system designs that of
drybulk carrier and the wetbulk car
fer higher ship speeds and, at the same
rier.
and chemical tankers dominate for ship
time, optimised fuel consumption.

The optimum propeller speed is chang
In total numbers, the product tankers
This paper describes the wetbulk car
sizes below 55,000 dwt, while in the
rier type, normally known as tanker.
60,00075,000 dwt range, product and

crude oil tankers dominate. For larger
ing as well, becoming lower and lower,

because the larger the propeller diame
Oil was initially transported in barrels
ter that can be used for a ship, the low
(0.1590 m3) by rail and by general car
er the propulsion power demand, and
go ships. As demand increased, barrels
Tanker sizes
the lower the optimum propeller speed.
were replaced by tanks. The first fully
The deadweight of a ship is the carry
tankers, crude oil tankers dominate.
welded tanker was built in the USA in
ing capacity in metric tons (1000 kg)
All of these factors might have an influ
the mid 1920s. Since then, the tanker
including the weight of bunkers and
ence on which main engine type is se
fleet has by far taken over the market
other supplies necessary for the ships
lected/installed as the prime mover, and
for transportation of oil products.
propulsion.
also on the size of the tanker to be built.
Tanker clases and canals
The size of a tanker will normally be

stated as the maximum possible dead
Tanker type
Dimensions
Small
Ship size (scantling)

up to 10,000 dwt
Handysize
Scantling draught up to
approx. 10 m
10,000 - 30,000 dwt
Handymax
Overall ship length
approx. 180 m
30,000 - 55,000 dwt
Panamax
Ship breadth equal to
Overall ship length up to
(re port facilities)
(re canal lock chamber)
Passing ship draught up to
max.:
289.6 m (950 ft)
VLCC Very Large Crude

Carrier
Overall ship length
ULCC Ultra Large Crude
Carrier
Panama Canal
age loaded ship in service. Therefore,
for design of the propulsion system

80,000 - 120,000 dwt
is normally lower than the scantling

draught based deadweight tonnage.
125,000 - 170,000 dw
The sizes of the tankers described in

this paper are based on the scantling
draught and a seawater density of
1.025 t/m3, and all tankers are of the
250,000 - 320,000 dwt

above 300 m
more than 350,000 dwt
double hull design, which is required

today for safety and environmental
reasons for all tankers delivered after 6
July 1996.
The lock chambers are 305 m long and 33.5 m wide, and the larg
est depth of the canal is 12.5 -13.7 m. The canal is about 86 km
long, and passage takes eight hours.
In the context of tankers, the word bar
The canal was inaugurated in 1914 and its dimensions were based
on Titanic (sunk 1912) to be the largest ship of that time.
is a two million barrel crude oil tanker,
The canal is about 163 km long and 80 -135 m wide, and has no
lock chambers.
Most of the canal has only a single traffic lane with several passing
bays.
A continuing dredging of the canal may in the future open for big
ger ships.
Table I
scantling draught and equals the aver
the design draught which is used
At present, the canal has two lanes, but a future third lane with an
increased lock chamber size (427 m long, 55 m wide and 18.3 m
depth) has been decided by the Canal Authority and is intended to
open in 2014, at the 100th anniversary of the Canal.
Suez Canal
scantling draught of the ship.
the deadweight tonnage that refers to
12.04 m (39.5 ft)
max.:
21.3 m (70 ft)
70 m
approx. 820 m2 (945 m2)
500 m
density of 1.025 t/m3), also called the
draught, which is normally less than the

60,000 - 75,000 dwt
Suezmax
Ship draught up to
Ship breadth up to
Draught x breadth up to
summer saltwater draught (normally a
tonnage used refers to the design
228.6 m (750 ft)
approx. 41 - 44 m
to the fully loaded deadweight at full
However, sometimes the deadweight
max.:
32.2/32.3 m (106 ft)
Aframax
AFRA American Freight Rate
Association
Ship breadth
weight tonnage, which corresponds
rel is often used to characterise the

size of a vessel; for instance, a VLCC
which stems from when crude oil was
stored and transported in barrels. In the
oil industry, a barrel (0.1590 m3) has a
standard size of 42 US gallons (which
is equivalent to 35 of the slightly larger
imperial gallons).
Hull design
All tankers built today are of the double
hull design, which is required for safety
and environmental reasons, i.e. com
plying with IMOs Marpol 73/78 An
nex I Regulation 13F. This regulation
requires all new tankers of 5,000 dwt

and above delivered after 6 July 1996
to be fitted with double hulls separated
Number of ships in %
30
Tanker fleet January 2007 - 5,300 ships

(Tankers larger than 5,000 dwt)
by a space of up to 2 m. Furthermore,
in general, all existing single hull chemi
cal and oil tankers over 5,000 dwt in in
ternational trade have to be phasedout
21.1
15
However, for single hull tankers of a
10
may be extended, but no later than to

the end of 2015.
19.8
20
by the end of 2010 at the latest.
special category, the phase-out time
24.4
25
13.4
8.7
6.7
5.8
5
0.1
CC
UL
VL
ez
CC
ax
m
ax
ra
Classes
Su
Pa
Af
na
ax
ax
ym
Ha
Ha
nd
Tanker classes
nd
ys
Sm
ize
all
Depending on the deadweight tonnage

and hull dimensions, tankers can be
Fig. 2a: Distribution of tanker classes (number of ships)
split into the following main groups or

classes; there will be, though, some
overlapping into adjacent groups, see
Total dwt of ships in %
40
35
Handysize
(10,000 30,000 dwt)
30
Handymax
(30,000 55 000 dwt)
25
Panamax
(60,000 75,000 dwt)
Aframax
(80,000 120,000 dwt)
20
Suezmax (125,000 170,000 dwt)
VLCC
(250,000 320,000 dwt)
ULCC
350,000 dwt)
Small tankers (< 10,000 dwt)
5.3
5.8
2.1
0.8
CC
VL
ez
m
ax
Classes
Su
ra
m
ax
Af
na
m
ax
0
Ha
nd
ym
ax
distribution of the tanker classes today.
10
5
15.1
14.5
15
See also Figs. 2a and 2b regarding the
19.7
dy
s iz
36.7
UL
CC
(< 10,000 dwt)
Ha
n
Small tankers
Sm
all
Tanker fleet January 2007 - 369 million dwt

Pa
Table I.
Fig. 2b: Distribution of tanker classes (deadweight tonnage)
The Small tankers, consisting in par

ticular of chemical and product tank
low 10 m and a relatively high ship speed.
(95%) have a twostroke diesel engine
ers, are comprehensive in number. Both
Twostroke engines now dominate as
installed for main propulsion.
fourstroke and twostroke diesel en
the main source of propulsion.

Panamax (60,000 75,000 dwt)
gines are competing for the main en

Handymax (30,000 55,000 dwt)
Crude oil and product tankers domi
Chemical tankers and, in particular,
nate this class of tankers, which has
Handysize (10,000 30,000 dwt)
product tankers dominate this class of
a maximum breadth (beam) of 32.3 m
Chemical and product tankers dominate
tankers with an overall length of about
(106 ft), limited by the breadth of the
this class, with a scantling draught be
180 m. Almost all ships of this type
gine installation.
present lock chambers of the Panama

Canal.
Number of ships
1800
Tankers larger than 5,000 dwt
1600
Even though the maximum overall length

limited by the lock chambers is 289.6 m
(950 ft), the term Panamaxsize is de
1400
1200
fined as 32.2/32.3 m (106 ft) breadth,
1000
228.6 m (750 ft) overall length, and no
800
more than 12.0 m draught (39.5 ft) for
600
passage through the canal. The reason
400
for the smaller length used with these

ship types is that a large part of the
worlds harbours and corresponding
200
0
2006-02 01-97 96-92 91- 87 86-82
facilities are based on this length.

Aframax (80,000 120,000 dwt)
ULCC
VLCC
Suezmax
Aframax
Panamax
Handymax
Handysize
Small
81- 77 76-72 71- 67 66-62 61- 57 1956Year of delivery
Fig. 3: Year of tanker deliveries
Product tankers and, in particular,

crude oil tankers dominate this class.
Suezmax (125,000 170,000 dwt)
of 16.4 m (18.9 m) when passing through
These have a relatively wide breadth of
Most Suezmax tankers are crude oil
the Canal.
about 41 44 m, giving a high cargo
tankers, but product tankers are also
capacity, but a relatively low draught,
represented in this group.
A continuing dredging of the canal may

in the future open for even bigger ships.
thereby increasing the number of the

port possibilities worldwide.
Due to the limited cross sectional area

of the canal, the Suez Canal Authorities
Very Large Crude Carrier VLCC (250,000
Often, tankers smaller than 80,000 dwt
may for a given ship breadth (beam)
320,000 dwt)
and with a breadth of e.g. only 36 m
demand that the draught of a loaded
As indicated by the name, only crude
or 38 m, but wider than the Panamax
ship passing the Canal does not ex
oil is transported by VLCCs. The size
breadth of 32.3 m, are also called
ceed a given maximum draught listed
of VLCCs is normally within the dead
Aframax tankers.
in a Beam and Draught Table.
weight range of 250,000 320,000 dwt,

and the overall length is above 300 m.
The term Aframax originates from the
Based on the present table, ships are,
American Freight Rate Association and
in general, authorised to transit the Suez
Compared to the Aframax and Suez
indicates the maximum tanker size for
Canal when the cross sectional area of
max tankers, the VLCC, with its con
African ports.
the ship (breadth x draught) below the
siderable size, can offer relatively lower
waterline is less than about 820
m 2.
transportation costs.
However, AFRA in the meaning of

Average Freight Rate Assessment, i.e.
However, the latest revision says about
However, as the Aframax tanker has
average costs for the freight of oil with
945 m2 after dredging of the canal, but
a more diverse trade pattern than the
tankers calculated by the Worldscale
the term Suezmax used for many years
Suezmax which, in turn, has a more
Association in London and based on an
is still referring to the ship sizes with a
diverse trade pattern than the VLCC,
ongoing registration of all freight rates
m2.
the freight rates charged for the trans
sectional area of less than about 820
port of crude oil will be highest for
at particular points in time, is often, by

mistake, referred to the term Aframax.
This means that e.g. a ship with a breadth
Aframax, lower for Suezmax, and low
of 50.0 m is allowed a maximum draught
est for VLCC. Therefore, the relation

ship between the rates obtainable and
Number of ships
Tanker market
Tanker fleet January 2007

1800
Distribution of tanker classes today
1600
1400
ULCC
Today (January 2007) the fleet of tank
VLCC
ers larger than 5,000 dwt accounts for
Suezmax
approx. 5,300 ships.
1200
Aframax
1000
Panamax
Handymax
800
As can be seen from Fig. 2a, showing
Handysize
the distribution of the tanker fleet in
Small
600
classes, more than 65% of the tanker
400
fleet in number of ships is smaller
200
than 55,000 dwt, this number being
1-5
6-10
11-15
16-20
21-25
26-30
31-35
36-40
41-45
46-50
51-
Age of ships in years
almost equally split between by the

Small, Handysize and Handymax ves
sels. The Panamax vessels account for
6%, and the large ships, Aframax to
ULCCs, account for 29% of the fleet.
Fig. 4a: Age of the tanker fleet
When comparing the total deadweight,

% of delivered ships still in operation
Tanker fleet January 2007

100
instead of the number of ships, the dis

tribution of tanker classes changes in
90
favour of the large tankers, see Fig. 2b.
80
However, the need for deadweight ton
70
nage of the ULCC seems very low.
60
Year of tanker deliveries
50
Fig. 3 shows the number of tankers de
40
livered in different periods since 1920.
30
20
As may be seen, the boom in tanker or
10
0
ders in the period of 1972-77 is today fol

1-5
6-10
11-15
16-20
21-25
26-30
31-35
36-40
41-45 46-50
51Age of ships in years
lowed by an even greater boom in orders.

Age of the tanker fleet
Fig. 4b: Percent of delivered tankers still in operation for a given 5-year period
Fig. 4a shows the age structure of the

tanker fleet as of January 2007. Fig. 4b
the number of Aframax, Suezmax and
reconstruction in 2004, the tanker is
also shows in % of originally delivered
VLCCs is very close.
still in service, however, today function
ships per five years time period, the
ing under the name Knock Nevis as an
number of ships still in operation.
Ultra Large Crude Carrier ULCC
FSO (Floating Storage and Offloading).
( > 350,000 dwt)
About 31% of the tanker fleet larger than
Tankers exceeding 350,000 dwt are
All the very large ULCCs were built in the
5,000 dwt has been delivered within
called ULCCs. As mentioned, the larg
1970s, whereas today only rather few
the last five years, and only 12% is old
est ever built is the 565,000 dwt tanker
ULCCs are ordered. Thus, the first ULCCs
er than 25 years.
Seawise Giant from 1976, measuring
built after a lapse of a quartercentury are
LOA = 458.5 m and B = 68.9 m, with
the four 442,500 dwt tankers delivered
When comparing the number of ships
a scantling draught of 24.6 m. After a
from Daewoo for Hellespont in 2002.
delivered with the age of the tanker fleet
today, it will be seen that the average
Average hull design factor, Fdes
lifetime of a tanker is around 25 years.
2.1
Main ship particulars
2.0
Lpp
B
Dscant
dwtscant
: Length between perpendiculars (m)

: Breadth (m)
: Scantling draught (m)
: Deadweight at scantling draught (t)
Fdes
: Average hull design factor
See Fig.4b.
m3/t
1.9
When talking about the need for replace

ment of the ageing single hull tanker fleet,
1.8
1.7
1.6
and the IMOs International Conven
1.5
tion for the Prevention of Pollution from
1.4
Ships, it will be noted that the tanker
1.3
fleet is normally replaced when 2530

years old, and only Handysize tankers
and downwards survive the age of 30.
Fdes = Lpp x B x Dscant/dwtscant (m3/t)
1.2
1.1
1.0
0
100,000
200,000
300,000
Only a few of the small tankers survive
400,000
Fig. 5: Average hull design factor of tankers
Demand of tankers
In the coming years, there will be a de
transportation of wet bulk commodi
Aframax
Handymax
Small
Handysize
VLCC
add some 40 to 50 tankers in the sizes
Panamax
rent tanker capacity. To this we might
Suezmax
tankers per year just to maintain the cur
ties.
At the end of April 2007 the order book
accounted for 1850 tankers corre
sponding to about 35% of the existing
fleet in number.
Fig. 6: Average length between perpendiculars of tankers
As a main share of the wet bulk trans
Qatar, Saudi Arabia, the United Arab
portation segment is the transport of
Emirates and Venezuela.
crude oil and oil products, the tanker

market will continue to be very sensitive
to the level of oil production within the
Arab OPEC*) countries.
*) OPEC The Organisation of the Petroleum Exporting Countries is a cartel that controls twothirds of the world
oil exports and consists of 12 member
countries, i.e. Algeria, Angola, Indonesia, Iran, Iraq, Kuwait, Libya, Nigeria,
10
ULCC
mand for replacement of around 200
vessels to meet the increasing need for
dwt
600,000
Deadweight of ship at scantling draught, dwtscant
to the age of 35.
ranging from Handymax to the VLCC
500,000
Average Ship Particulars as a

Function of Ship Size
In Figs. 6, 7 and 8, the first three ship

particulars are shown as a function of
On the basis of tankers built or contrac
the ship size (dwtscant). The main groups
ted in the period 19992007, as report
of tanker classes normally used are
ed in the Lloyds Register Fairplays
also shown. Of course, there might be
PC Register, we have estimated the
some exceeding and overlapping of the
average ship particulars. However, as
groups, as shown in dotted lines.
only one size of ULCCs has been built

in this period, it has for these tanker
ULCC
types also been necessary to look back
rial, the average design relationship

between the ship particulars of the
tankers can be expressed by means of
Small
Handysize
VLCC
Suezmax
Aframax
Based on the above statistical mate
Handymax
Average hull design factor Fdes
Panamax
to the 1970s.
the average hull design factor, Fdes, see

below and Fig. 5:
Fdes = LPP x B x Dscant/dwtscant (m3/t)
where
LPP: length between perpendicuars (m)
B: ship breadth
(m)
Dscant: scantling draught
(m)
Fig. 7: Average ship breadth (beam) of tankers
dwtscant: deadweight tonnage at
25
is less exact for smaller tankers. Based
20
15
on the above design factor Fdes, and with

corresponding accuracy, any missing
particular can be found as:
10
Small
Handysize
is reasonably exact, whereas the factor
Handymax
the design factor Fdes shown in Fig. 5
LPP = Fdes x dwtscant /(B x Dscant) m
0
0
100,000
200,000
B = Fdes x dwtscant /(LPP x Dscant) m

Dscant = Fdes x dwtscant /(LPP x B)
ULCC
VLCC
m
30
Suezmax
For tanker sizes above 55,000 dwt,
Scantling draught, Dscant
Aframax
(t)
Panamax
scantling draught
300,000
400,000
500,000
600,000 dwt
Deadweight of ship at scantling draught, dwtscant
Fig. 8: Average scantling draught of tankers
dwtscant = LPP x B x Dscant/Fdes t
11
Average design ship speed Vdes
ULCC
VLCC
Suezmax
Aframax
Ddes of the ship, is shown as a function
Handymax
tem and valid for the design draught
Panamax
used for design of the propulsion sys
Small
Handysize
In Fig. 9, the average ship speed Vdes,
of the ship size.

Handysize tankers, having a relatively
low scantling draught, below 10 m, nor
mally sail with chemicals and oil prod
ucts of relatively high value. Therefore,
these ships are designed for a relatively
high ship speed, as shown in Fig. 9.
Fig. 9 also shows that today the aver
age ship speed except for small tank
Fig. 9: Average design ship speed of tankers
ers is generally higher than or equal to

15 knots. The trend shown for ULCCs
is more doubtful as it is based on only
one ship type being built today.
Ship speed V as a function of actual
Change of ship speed, V
Ship speed, V
knots
knots
17
+2
16
+1
draught D
Depending on the actual deadweight
Design ship speed 15 kn
15
and corresponding displacement, the

actual draught D may be lower or high
14
-1
Design
draught
er than the design draught Ddes.

13
This might for the same propulsion

power influence the actual ship speed
60
60
70
70
80
80
90
90
100
100
110
110
yards for a given ship design/size might

specify different ship speeds. Thus, if in
one case the specified design draught
is low, the design ship speed will be
higher than for the same ship type
specified with a larger design draught,
as for example equal to the scantling
draught.
12
120
% Actual draught
V, as shown in Fig. 10. This figure ex

plains, among other things, why ship
120
% Displacement
Fig.10: Ship speed at actual draught for the same propulsion power of tankers
Propulsion Power Demand as a

Function of Ship Size
Average tankers with ice class nota-
Model tests have shown that the power
tion
found when using the above new ice
Average tankers (without ice class
When sailing in ice with a tanker, the
class formulae is often in excess of the
notation)
ship has to be iceclassed for the given
real power needed for propulsion of
Based on the already described aver
operating need of trading in coastal
the ship. Furthermore, it has been con
age ship particulars and ship speeds
states with seasonal or yearround
cluded that the formulae can only be
for tankers built or contracted in the
icecovered seas.
used within certain limitations of ship
period of 19992007, we have made
particulars and therefore Annex 1, list
a power prediction calculation (Holtrop
Besides the safety of the hull structure
ing the restrictions to the validity of the
& Mennens Method) for such tankers
under operation in ice, the minimum
formulae, has been added to the rules.
in various sizes from 5,000 dwt up to
required propulsion power for breaking
560,000 dwt.
the ice has to be met.
For all cases, we have assumed a sea
Depending on the ice class rules and
dividually, e.g. Suezmax tankers longer
margin of 15% and an engine margin
specific ice classes required for a ship,
than the max. limitation for ship length
of 10%, i.e. a service rating of 90%
the minimum ice class required propul
stated in Annex 1 (65.0 m < Loa < 250.0
SMCR, including 15% sea margin.
sion power demand may be higher or
m).
Ships outside the limitations stipulated

in Annex 1 have to be model tested in
lower than the abovementioned SMCR

The average ship particulars of these
power used for an average tanker with
It is to be expected that many own
tankers are shown in the tables in Figs.
out ice class notation.
ers may choose to use model tests in

any case, and independent of the ship
1114. On this basis, and valid for the

design draught and design ship speed,
The ice class rules most often used
length, because the model test may
we have calculated the specified engine
and referred to for navigation in ice are
show that a smaller engine can be in
MCR power needed for propulsion.
the FinnishSwedish Ice Class Rules,
stalled than what can be calculated us
which have just been updated. These
ing the formulae.
rules are issued by the Finnish Maritime

The SMCR power results are also shown
Administration and apply to all classifi
in the tables in Figs. 1114 Ship Par
cation societies via IACS (International
ticulars and Propulsion SMCR Power
Association of Classification Societies).
Demand together with the selected

main engine options. These are valid, in
Based on the abovedescribed tank
all cases, for singlescrew double hull
ers, the minimum power demand of the
tankers. The similar results valid for +/
ice classed ships, class 1A Super, 1A,
0.5 knots compared to the average de
1B and 1C, have been estimated for all
sign ship speed are also shown.
the tanker classes up to 170,000 dwt

and drawnin in Fig. 16. In general, the
The graph in Fig. 15 shows the above
lowest ice classes, 1B and 1C can
mentioned table figures of the specified
power wise almost always be met.
engine MCR (SMCR) power needed for

propulsion of an average tanker without
However, the strongest classes, 1A Su
ice class notation. The SMCR power
per and 1A, will require a higher propul
curves valid for +/ 0.5 knots compared
sion power than the normally needed
to the average design ship speed are
average SMCR power for tankers with
also shown.
out ice class notation.
13
Small
dwt
5,000
8,000
10,000
Scantling draught
Length overall
Length between pp
Breadth
Design draught
Sea margin
Engine margin
m
m
m
m
m
%
%
6.4
100
94.5
16.0
6.0
15
10
7.5
116
110
18.0
7.1
15
10
8.0
124
117
19.0
7.5
15
10
9.0
141
133
21.9
8.4
15
10
9.3
155
147
24.0
8.6
15
10
9.6
170
161
25.5
8.9
15
10
Average design ship speed

SMCR power
Main engine options:
knots 13.5
kW
2,340
14.0
3,300
14.5
4,100
15.0
5,700
15.5
7,100
15.5
7,700
1.
2.
6S26MC6
3.
5S35MC7
6S35MC7
5S40MEB9
5S50MC6
6L35MC6
6L35MC6
7S35MEB9
5S50MCC7/MEB8
5S35MEB9
5S35MEB9
4.
Average ship speed 0.5 kn

SMCR power
knots 13. 0
kW
2,000
1.
5S26MC6
13.5
2,830
5L35MC6
14.0
3,530
6S42MC7
6S46MCC7
6S46MCC7
8S35MC7
7S40MEB9
7S40MEB9
14.5
4,900
15.0
6,200
15.0
6,800
6S35MEB9
5S50MC6
5S50MCC7/MEB8
5L35MC6
5S40MEB9
5S46MCC7
5S50MC6
3.
5S35MEB9
knots 14.0
kW
2,760
5S42MC7
6S40MEB9
5S46MCC8
7S35MC7
6S42MC7
6S40MEB9
14.5
3,840
15.0
4,750
15.5
6,600
16.0
8,200
16.0
8,800
1.
5S35MC7
6S35MC7
7S35MC7
6S40MEB9
6S50MCC7/MEB8
2.
7S26MC6
6L35MC6
8L35MC6
8S35MEB9
6S50MC6
7S50MC6
5S35MEB9
6S35MEB9
7S42MC7
7S46MCC7
7S46MCC7
9S35MC7
8S40MEB9
8S40MEB9
4.
Fig.11: Ship particulars and propulsion SMCR power demand, Small and Handysize tankers
Fig.12: Ship particulars and propulsion SMCR power demand, Handymax and Panamax tankers
5S50MCC7/MEB8
6S50MC6
5S35MC7
3.
14
25,000
2.
4.
Average ship speed + 0.5 kn

SMCR power
15,000
Handysize
20,000
6S50MCC7/MEB8
dwt
Aframax
85,000
105,000
115,000
Scantling draught
Length overall
Length between pp
Breadth
Design draught
Sea margin
Engine margin
m
m
m
m
m
%
%
12.1
244
233
42.0
11.0
15
10
14.7
244
233
42.0
13.4
15
10
15.0
250
239
44.0
13.5
15
10
14.6
270
256
46.0
13.5
15
10
16.1
274
264
48.0
14.8
15
10
17.0
274
264
50.0
15.6
15
10

SMCR power
knots 15.0
kW
12,300
15.0
13,400
15.0
14,300
15.0
15,200
15.0
16,000
15.0
16,800
1.
2.

SMCR power
6S60MCC7/MEC7 6S60MCC7/MEC7 6S60MCC8/MEC8

6S60MC6
165,000
7S60MCC7/MEC7
5S70MCC8/MEC8
6S70MCC7/MEC7
7S60MC6
7S60MC6
5S70MCC7/MEC7
6S70MC6
6S70MC6
3.
5S70MC6
5S70MC6
5S70MCC7/MEC7
6S70MC6
8S60MC6
8S60MCC7/MEC7
4.
5S65MEC8
5S65MEC8
5S65MEC8
6S65MEC8
6S65MEC8
6S65MEC8
knots 14.5
kW
11,000
14.5
12,000
14.5
12,800
14.5
13,600
14.5
14,400
14.5
15,100
7S60MCC7/MEC7
1.
5S60MCC7/MEC7 6S60MCC7/MEC7
7S60MCC7/MEC7
2.
6S60MC6
6S60MC6
7S60MC6
7S60MC6
5S70MCC7/MEC7
5S70MCC7/MEC7
5S70MC6
5S70MC6
5S70MC6
6S70MC6
6S70MC6
5S65MEC8
5S65MEC8
5S65MEC8
6S65MEC8
15.5
15,000
15.5
16,000
15.5
16,900
15.5
17,900
3.
4.

SMCR power
Suezmax
125,000
150,000
knots 15.5
kW
13,800
5S70MCC7/MEC7
6S65MEC8
15.5
18,700
1.
5S70MCC7
6S70MC6
6S70MC6
6S70MCC7/MEC7
6S70MCC8/MEC8
2.
6S60MCC8/MEC8 6S70MC6
5S70MCC8/MEC8
6S70MCC7/MEC7
7S70MC6
7S70MC6
3.
7S60MC6
7S60MCC8/MEC8
8S60MCC7/MEC7
8S60MCC7/MEC7
7S65MEC8
4.
5S65MEC8
6S65MEC8
6S65MEC8
7S65MEC8
7S60MCC7/MEC7
6S65MEC8
Fig.13: Ship particulars and propulsion SMCR power demand, Aframax and Suezmax tankers
ULCC
440,000
dwt
260,000
VLCC
280,000
300,000
319,000
360,000
Scantling draught
Length overall
Length between pp
Breadth
Design draught
Sea margin
Engine margin
m
m
m
m
m
%
%
19.1
333
320
58.0
17.7
15
10
20.5
333
320
58.0
19.0
15
10
22.0
333
320
58.0
20.4
15
10
22.7
333
319
60.0
21.0
15
10
23.1
341
327
65.0
21.4
15
10
24.3
380
362
68.0
22.5
15
10

SMCR power
knots 15.5
kW
24,100
15.5
25,000
15.5
25,900
15.5
27,100
16.0
30,600
16.0
34,200
1.
2.
7S80MCC7/MEC7
7S80MCC7/MEC7
8S80MCC7/MEC7
7S80MC6
7S80MC6
6S90MCC8/MEC8
10S80MC6
9S80MC6
8S80MEC9

SMCR power
3.
6S80MCC8/MEC8
6S80MCC8/MEC8 6S80MEC9
4.
6S80MEC9
6S80MEC9
knots 15.0
kW
21,800
15.0
22,600
15.0
23,500
1.
6S80MC6
6S80MCC7/MEC7
2.
6S80MCC7/MEC7
7S80MCC7/MEC7
3.
7S80MC6
7S80MC6
6S80MEC9
knots 16.0
kW
26,600
16.0
27,600
24.7
460
440
70.0
22.8
15
10
16.0
42,200
12S80MC6
7S80MEC9
15.0
24,600
15.5
27,800
15.5
31,100
6S90MCC7/MEC7
7S80MC6
7S80MC6
7S80MCC8/MEC8
6S90MCC8/MEC8 11S80MC6
6S80MEC9
6S80MEC9
8S80MC6
9S80MC6
7S80MEC9
7S80MEC9
4.

SMCR power
560,000
16.0
28,700
16.0
30,000
16.5
33,500
16.5
37,600
1.
2.
10S80MC6
11S80MC6
3.
8S80MC6
8S80MC6
8S80MC6
9S80MC6
8S80MCC8/MEC8
9S80MEC9
4.
6S80MEC9
7S80MEC9
7S80MEC9
7S80MEC9
8S80MEC9
15.5
36,700
9S80MEC9
16.5
44,000
9S90MCC7/MEC7
Fig.14: Ship particulars and propulsion SMCR power demand, VLCCs and ULCCs
15
ULCC
VLCC
Suezmax
Aframax
Pana
Panamax
Small
Handysize
Handymax
Fig.15: Propulsion SMCR power demand of an average tanker
SMCR power
kW
Aframax
35,000
Suezmax
40,000
30,000
1A Super
1A
15.0 kn
Small
15,000
Panamax
20,000
Handymax
Handysize
25,000
10,000
15.0
15.0
kn
1B
Normal SMCR
power for average
tankers without ice
class notation
1C
kn
5,000
0
0
50,000
100,000
150,000
200,000 dwt
Deadweight of ship at scantling draught

Fig.16: Minimum required propulsion SMCR power demand (CPpropeller) for averagesize tankers with FinnishSwedish ice class notation (for FPpropeller
add +11%)
16
Propulsion Power Demand of Average

Tankers as a Function of Ship Speed
Handymax tanker
Panamax tanker
The main engines most often selected
The main engines used for Panamax
When the required ship speed is
for Handymax tankers, see Fig. 18, are
tankers, see Fig. 18, are mainly the
changed, the required SMCR power
the 5 and 6S50MCC/MEB, with the
5 and 6S60MCC/MEC, with the
will change too, as mentioned above,
6S50MEB9 being the optimum choice
6S60MC-C8/ME-C8, being the op
and other main engine options could be
for meeting the power demand of all
timum choice for meeting the power
selected.
Handymax tankers sailing up to 15.5
demand for nearly all Panamax tankers
knots in service.
sailing up to 16.0 knots in service.
This trend with the average ship and

average ship speed as the basis is
shown in detail in Figs. 1720. See also
the description below giving the results
of the main engine selection for the dif
ferent classes of tankers.
If to a required ship speed, the needed
nominal MCR power for a given main
engine is too high, it is possible to de
SMCR power
kW
11,000
Handysize
9,000
16.0
Small
8,000
7S40ME-B9
7,000
power, which involves a lower specific
6,000
6S40ME-B9
6S42MC7
7S35ME-B9
fuel consumption of the engine.
5,000
6S35ME-B9
rate the engine, i.e. using an SMCR

power lower than the nominal MCR
14.0
13.5 k
n
13.0 k
3,000
n
12.5 k
2,000
Therefore, in some cases it could be of
1,000
particular advantage when considering
the high fuel price today, to select a
6S50MC-C8/ME-B8
6S50MC-C7
kn
kn
15.5
ip
h
s
e
g
avera
.0 kn
d
spee 15
kn
14.5
6S35MC7
6L35MC6
4,000
6S50ME-B9
kn
16.5
10,000
5,000
10,000
15,000
6S50MC6
5S50MC-C7
6S46MC-C7
5S50MC6
kn
5L35MC6
6S26MC6
25,000 30,000
35,000 40,000 dwt
20,000
higher mark number than needed and

derate the engine.
Small and Handysize tankers
Fig. 17: Propulsion SMCR power demand of Small and Handysize tankers
SMCR power
kW
For Small and Handysize tankers, see
15,000
Fig. 17, the selection of main engines
14,000
is not so distinct as for the larger tanker
13,000
classes. One owner/shipyard might
12,000
prefer fourstroke engines, and anoth

er, twostroke engines. One owner/yard
might prefer a 6S42MC7 (6,480 kW at
11,000
10,000
9,000
8,000
136 r/min), and the other, a 7S35ME-B9
7,000
(6,090 kW at 167 r/min).
6,000
Panamax
6S60MC-C8/ME-C8
6S60MC-C7/ME-C7
Handymax
kn
16.0
k
15.5
7S50MC-C7
6S50ME-B9
6S50MC-C8/ME-B8
6S50MC-C7
15.0
14.5
6S50MC6
5S50MC-C7
6S46MC-C7
5S50MC6
6S40ME-B9
14.0
kn
ip
ge sh
avera
d
spee
6S60MC6
5S60MC-C8/ME-C8
5S60MC-C7/ME-C7
5S60MC6
kn
kn
5,000
For the larger tanker classes, the selec
20,000
30,000
40,000
50,000
60,000
70,000
80,000 dwt
tion of main engine is, as mentioned,

more uniform, see below
Fig. 18: Propulsion SMCR power demand of Handymax and Panamax tankers
17
Aframax tanker
In particular, the 6 and 7S60MCC/
MEC and 5S65MEC8 engines are to
day used for propulsion of the Aframax
tankers, see Fig. 19.
Suezmax tanker
For Suezmax tankers, the 6S70MCC/
MEC and 6S65MEC8 types are al
most exclusively used as the main en
gine today, see Fig. 19.
SMCR power
kW
Suezmax
22,000
Aframax
20,000
18,000
16,000
14,000
7S60MC-C8/ME-C8
7S60MC-C7/ME-C7
6S60MC-C8/ME-C8
7S60MC6
6S60MC-C7/ME-C7
6S60MC6
12,000
10,000
16.0
6S70MC-C8/ME-C8
6S70MC-C7/ME-C7
kn
6S65ME-C8
6S70MC6
e ship
averag
speed
.5 kn
15
5S70MC-C7/ME-C7
5S65ME-C8
5S70MC6
n
15.0 k
n
k
.5
4
1
n
14.0 k
8,000
6,000
60,000
80,000
100,000
120,000
140,000
180,000 dwt
160,000
Very Large Crude Carrier VLCC

For VLCCs, see Fig. 20, the 7S80MC6,
in particular, has often been used as
Fig. 19: Propulsion SMCR power demand of Aframax and Suezmax tankers
the main engine, and today also the

6S90MCC/MEC is used, for example,
when a ship speed higher than about
15.4 knots is required for a 300,000
dwt VLCC. The 7S80MCC/MEC is
now also used as a main propulsion en
gine for VLCCs, the first engine of this
design was delivered in 2001.
Ultra Large Crude Carrier ULCC
For the moment, this is a rather lim
ited market, but both the 7S90MCC/
MEC and 8S90MCC/MEC, and even
the 9S90MCC/MEC for high service
speeds, are potential main engine can
SMCR power
kW
50,000
40,000
35,000
30,000
25,000
16.5
VLCC
7S80ME-C9
7S80MC-C8/ME-C8
7S80MC-C7/ME-C7
7S80MC6
20,000
n
5k
16.
n
k
0
16.
n
5k
15.
kn
15.0 n
k
14.5
ship
rage
ave peed
s
16.0
kn
kn
15.5
15.0
kn
kn
9S90MC-C7/ME-C7
8S90MC-C8/ME-C8
9S80ME-C9
8S90MC-C7/ME-C7
7S90MC-C8/ME-C8
8S80ME-C9
7S90MC-C7/ME-C7
6S90MC-C8/ME-C8
6S90MC-C7/ME-C7
6S80ME-C9
15,000
200,000
300,000
400,000
500,000
600,000 dwt
Fig. 20: Propulsion SMCR power demand of VLCCs and ULCCs
17 .
45,000
didates for this segment, see Fig. 20.
18
n
0k
ULCC
Summary
References
The tanker market is an increasingly
[1] Propulsion Trends in Container
important and attractive transport seg
Vessels, MAN Diesel A/S,
ment, which, due to the ever increas
Copenhagen, Denmark,
ing global market economy, could be
December 2004.
expected to become of even greater

importance in the future.
Fluctuations in oil production within the
[2] Propulsion Trends in Bulk Carriers,

MAN Diesel A/S, Copenhagen,
Denmark, August 2007.
OPEC countries and in the world mar

ket economy might, of course, in the
short term, influence the demand for
tanker deadweight tonnage and also
the type of tankers being ordered. Low
OPEC oil production, for example, will
result in low freight rates for VLCCs/
ULCCs, with a correspondingly low in
citement to order these types of tanker.
However, as in the long run, there will always
be a demand for tankers, the profitability of
tankers ordered is often based on an expect
edly long lifetime of more than 25 years.
The demands on the reliability, effi
ciency, and low maintenance costs of
the main engines are growing, and only
the best twostroke diesel engines can
meet these demands.
As described, MAN Diesel is able to
meet the engine power needs of any
size or type of vessel in the modern
tanker fleet.
19
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. CopyrightMAN Diesel & Turbo.
5510-0031-01ppr Sep 2013 Printed in Denmark
MAN Diesel & Turbo

Teglholmsgade 41
2450 Copenhagen SV, Denmark
Phone +45 33 85 11 00
Fax +45 33 85 10 30
info-cph@mandieselturbo.com
www.mandieselturbo.com
MAN Diesel & Turbo a member of the MAN Group

Propulsion Trends in Tankers

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Propulsion Trends in Tankers

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Propulsion Trends in

Propulsion Trends in Tankers

The purpose of this paper dealing

The largest tanker ever built is the

Tankers, bulk carriers and container

with tanker sizes above 5,000 dwt, and

565,000 dwt Seawise Giant from 1976,

vessels are the three largest groups of

based on an analysis of tankers built/

measuring LOA = 458.5 m and B = 68.9

vessels within the merchant fleet and,

ordered over the last eight years is to

m, with a scantling draught of 24.6 m.

therefore, this market segment de

illustrate the latest ship particulars used

serves great attention, Ref. [1] and Ref.

for modern tankers, and to determine

their impact on the propulsion power

Depending on the products carried by

demand and main engine choice, using

the tankers, these may be divided into

The economic and technical conditions

the latest MAN B&W two-stroke engine

the following main types:

for the tanker market are continuously

programme as the basis.

the size of a crude oil tanker was to

be as large as possible, and the lim

Crude oil tanker

ited safety and environmental demands

In dictionaries, a bulk cargo is defined

gave room for the simple monohull

as loose cargo that is loaded directly

construction, in comparison to the

into a ships hold. Bulk cargo is thus a

The ship particulars of the gas tankers

safer and more advanced doublehull

shipment such as oil, grain, ores, coal,

(LNG and LPG) are quite different from

cement, etc., or one which is not bun

those of other types of tankers, such

changing. For example, 30 years ago

dled, bottled, or otherwise packed, and

as for oil and chemical products. There

In consequence of the globalisation

which is loaded without counting or

fore, gas tankers are not dealt with in

and especially the economic growth in

the paper. Apart from this limited group

China since the turn of the millennium,

the same propulsion rules.

the demand for oil has increased and

A bulk carrier is therefore a ship in which

caused increased freight rates because

the cargo is carried in bulk, rather than

of an increased demand for oil tanker

in barrels, bags, containers, etc., and

As indicated by its name, the chemi

is usually homogeneous and capable of

cal tanker is used to transport vari

being loaded by gravity.

ous types of liquid chemical products,

Moreover, the higher the price of oil

On the basis of the above definitions,