Professional Documents
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Container Vessel
Content
Introduction.................................................................................................. 5
EEDI and Major Ship and Main Engine Parameters........................................ 6
Energy Efficiency Design Index (EEDI)....................................................... 6
Major propeller and engine parameters..................................................... 7
2,500 teu container vessel....................................................................... 8
Main Engine Operating Costs 20.0 knots.................................................... 9
Fuel consumption and EEDI................................................................... 10
Operating costs..................................................................................... 12
Main Engine Operating Costs 19.0 knots.................................................. 13
Fuel consumption and EEDI................................................................... 13
Operating costs..................................................................................... 15
Retrofit of Existing 7L70ME-C8.2 with EGB-LL for Reduced Ship Speeds.... 16
Exhaust gas bypass Low Load (EGB-LL)............................................. 17
Saving in operating costs and payback time........................................... 17
Summary.................................................................................................... 18
Introduction
see Fig. 1.
(EEDI)
later in Fig. 4.
11,588
10,738
1,500
1,262
2,067
1,300
1,990
S60ME-C8.2
4,220
3,980
3,770
2,330
10,418
L70ME-C8.2
Fig. 2: Main dimensions for the new G60ME-C9.2 and existing S60ME-C8.2 engines and the L70ME-C8 applied earlier
G60ME-C9.2
about 97 r/min.
recovery systems.
sumption (SFOC).
lower EEDI than the 2013 reference figure, see later in Figs. 8 and 14.
Major propeller and engine parameters
In general, the highest possible propulsive efficiency required to provide a
given ship speed is obtained with the
Propulsion
SMCR power
kW
5-bladed FP-propellers
13,500
d = Propeller diameter
p/d = Pitch/diameter ratio
Design Ship Speed = 19.0 kn
Design Draught
= 10.0 m
13,000
SMCR power and speed are inclusive of:
15% sea margin
10% engine margin
5% propeller light running
12,500
1.20
12,000
S60ME-C8.2
d
6.8 m
0.95
7.2 m
1.10
7.6 m
p/d
p/d
0.80
0.90
0.98
1.01
G60ME-C9.2
11,500
11,000
60
70
80
90
100
110 r/min
Engine/propeller speed at SMCR
Fig. 3: Influence of propeller diameter and pitch/diameter ratio on SMCR for a 2,500 teu feeder container
speed.
as main engine.
Existing
7.0 m 6
Propulsion
SMCR power
kW
30,000
Dprop = Nblade:
Future
7.6 m 5
25,000
20,000
8 L7
Tdes = 10.0 m
0ME
-C8
10,000
9.2
M E- C
7G 6 0 M6
9.2
ME- C M4
6G6 0
M5
22.0 kn
6 L7 0
M5
7S6 0
M3 M2
M4
M3
M2
M E- C
6 S 6 0M
M1
M E- C
21.0 kn
8.2
20.0 kn
8.2
M1
E-C 8.2
19.0 kn
18.0 kn
7.6 m 4 7.2 m 4
6.8 m 4
5,000
23.0 kn
.2
E- C 8
60
70
80
Existing
6.8 m 5
.2
7 L7 0
15,000
Existing
7.2 m 5
MM
105 r/min
97 r/min
90
100
108 r/min
110
22.0 kn
22.0 kn, 7.1 m 5
M = 21,780 kW 108 r/min (7L70ME-C8.2)
20.0 kn
20.0 kn, 6.7 m 5
M1 = 15,200 kW 105 r/min (7S60ME-C8.2)
20.0 kn, 7.0 m 5
M2 = 14,970 kW 97 r/min (7S60ME-C8.2)
20.0 kn, 7.0 m 5
M3 = 14,970 kW 97 r/min (6G60ME-C9.2)
20.0 kn, 7.4 m 5
M4 = 14,730 kW 89 r/min (6G60ME-C9.2)
20.0 kn, 7.4 m 5
M5 = 14,730 kW 89 r/min (7G60ME-C9.2)
20.0 kn, 7.6 m 5
M6 = 14,570 kW 84 r/min (7G60ME-C9.2)
19.0 kn
19.0 kn, 6.7 m 5
M1 = 12,570 kW 98 r/min (6S60ME-C8.2)
19.0 kn, 7.0 m 5
M2 = 12,420 kW 92 r/min (6S60ME-C8.2)
19.0 kn, 7.0 m 5
M3 = 12,420 kW 92 r/min (6G60ME-C9.2)
19.0 kn, 7.4 m 5
M4 = 12,180 kW 83 r/min (6G60ME-C9.2)
19.0 kn, 7.6 m 5
M5 = 12,070 kW 79 r/min (6G60ME-C9.2)
120
130
140 r/min
Engine and propeller speed at SMCR
Fig. 4: Different main engine and propeller layouts and SMCR possibilities (M1, M2, M3, etc. for 20.0 knots and M1, M2, M3, etc. for 19.0 knots) for a 2,500
teu container ship operating at 20.0 knots and 19.0 knots, respectively
follows:
Main Engine
20.0 knots
are as follows:
34,800
11.4
dwt
27,700
Design draught
10.0
Length overall
203.0
197.0
Deadweight, design
comparison
between
the
new
Length between pp
Breadth
m 30.0
Sea margin
15
Engine margin
10
Type of propeller
FPP
target
Operating
Costs
20.0 kn
1 Dprop = 6.7 m 5
M1 = 15,200 kW 105 r/min
7S60ME-C8.2
2 Dprop = 7.0 m 5
M2 = 14,970 kW 97 r/min
7S60ME-C8.2
3 Dprop = 7.0 m 5
M3 = 14,970 kW 97 r/min
6G60ME-C9.2
4 Dprop = 7.4 m 5
M4 = 14,730 kW 89 r/min
6G60ME-C9.2
5 Dprop = 7.4 m 5
M5 = 14,730 kW 89 r/min
7G60ME-C9.2
6 Dprop = 7.6 m 5
22.0 kn
7L70ME-C8.2
7G60ME-C9.2
1 Dprop = 7.1 m 5
M = 21,780 kW 108 r/min
Propulsion power
demand at N = NCR
kW
16,000
14,000
Relative power
reduction
%
8
13,680 kW
13,473 kW
13,473 kW
13,257 kW
13,257 kW
13,113 kW
13,428 kW
12,000
10,000
4.1%
8,000
4,000
3.1%
3.1%
6,000
1.8%
1.5%
1.5%
2,000
0
0%
7S60ME-C8.2
N1
Dprop:
6.7 m 5
7L70ME-C8.2
N
7.1 m 5
Fig. 5: Expected propulsion power demand at N=NCR = 90% SMCR for 20.0 knots (N = 61.7% SMCR for 7L70ME-C8.2)
sea margin).
SFOC
g/kWh
176
175
173
172
170
169
167
N2
165
N
N4
164
N1
M3 6G60ME-C9.2 7.0 m x 5
(M) 7L70ME-C8.2 7.1 m x 5
M6 7G60ME-C9.2 7.6 m x 5
163
N3
M5 7G60ME-C9.2 7.4 m x 5
162
N6
161
159
N5
Basis
0.9%
157
1.5%
156
25
30
35
40
45
50
55
60
65
70
75
80
For 7L70ME-C8.2
-1.1%
-0.7%
-0.4%
0.0%
158
M4 6G60ME-C9.2 7.4 m x 5
M1 7S60ME-C8.2 6.7 m x 5 Basis
166
160
D prop
M2 7S60ME-C8.2 7.0 m x 5
168
Standard high-load
optimised engines
171
IMO Tier ll
ISO ambient conditions
LCV = 42,700 kJ/kg
174
85
90 95 100% SMCR
Engine shaft power
N = NCR M = SMCR
61.7%
68.6%
2.3%
Savings in SFOC
2025.
Fuel consumption
of main engine
t/24h
70
60
53.91
t/24h
53.68
t/24h
52.63
t/24h
52.42
t/24h
Relative saving of
fuel consumption
%
14
51.06
t/24h
50
53.30
t/24h
50.90
t/24h
10
40
30
5.3%
20
0%
7S60ME-C8.2
N1
Dprop: 6.7 m 5
5.6%
6
4
2.8%
2.4%
10
0
12
1.1%
0.4%
7S60ME-C8.2
N2
7.0 m 5
6G60ME-C9.2
N3
7.0 m 5
6G60ME-C9.2
N4
7.4 m 5
7G60ME-C9.2
N5
7.4 m 5
7G60ME-C9.2
N6
7.6 m 5
7L70ME-C8.2
N
7.1 m 5
2
0
Fig. 7: Expected fuel consumption at N = NCR = 90% SMCR for 20.0 knots (N = 61.7% SMCR for 7L70ME-C8.2)
Actual/Reference EEDI %
110
EEDI actual
20.44
20
17.69
83%
15
13.49
13.43
13.19
63%
13.13
63%
62%
62%
12.81
60%
96%
12.76
60%
Year
100 2013
90
80
70
2025
60
50
10
40
30
5
20
10
Fig. 8: Reference and actual Energy Efficiency Design Index (EEDI) for 20.0 knots
IMO Tier ll
ISO ambient conditions
250 days/year
NCR = 90% SMCR (61.7% for 7L70ME-C8.2)
Fuel price: 700 USD/t
Relative saving
in operating costs
%
10.0
10 Maintenance
9.0
8.0
7.0
6.0
5.1%
5.0
Lubricating oil
Fuel oil
5.4%
5
4
4.0
3.0
2.5%
2.9%
2.0
1.0
0.4%
0%
0.0
2
0.8%
Operating costs
IMO Tier ll
ISO ambient conditions
N = NCR = 90% SMCR (61.7% for 7L70ME-C8.2)
250 days/year
Fuel price: 700 USD/t
Rate of interest and discount: 6% p.a.
Rate of ination: 3% p.a.
10
9
8
7
N5: 7.4 m 5
7G60ME-C9.2
N4: 7.4 m 5
6G60ME-C9.2
N3: 7.0 m 5
6G60ME-C9.2
5
4
After some years in service, the relative savings in operating costs in Net
Present Value (NPV), see Fig. 10, with
the existing 7S60ME-C8.2 used as
2
1
0
0
10
15
20
25
Fig. 10: Relative saving in main engine operating costs (NPV) for 20.0 knots
N:7.1 m 5
7L70ME-C8.2
N2: 7.0 m 5
7S60ME-C8.2
N1: 6.7 m 5
7S60ME-C8.2
30 Years
Lifetime
of about 6.7 m, indicates an NPV saving for the new 7G60ME-C9.2 engine.
After 25 years in operation, the saving
is about 8.7 million USD for N5 with
7G60ME-C9.2 with the SMCR speed
of 89.0 r/min and propeller diameter of
about 7.4 m.
Propulsion power
demand at N = NCR
kW
14,000
12,000
are as follows:
11,313 kW
11,178 kW
10,962 kW
10,863 kW
11,117 kW
10,000
19.0 kn
3 Dprop = 7.0 m 5
M3 = 12,420 kW 92 r/min
6G60ME-C9.2
4 Dprop = 7.4 m 5
M4 = 12,180 kW 83 r/min
6G60ME-C9.2
5 Dprop = 7.6 m 5
M5 = 12,070 kW 79 r/min
6G60ME-C9.2
1.2%
2,000
0%
for 7L70ME-C8.2)
SFOC
g/kWh
176
175
174
173
IMO Tier ll
ISO ambient conditions
LCV = 42,700 kJ/kg
172
171
170
Standard high-load
optimised engines
169
N
N2
166
7L70ME-C8.2
165
D prop
7.0 m x 5
M1 6S60ME-C8.2
(M) 7L70ME-C8.2
6.7 m x 5 Basis
7.1 m x 5
M5 6G60ME-C9.2 7.6 m x 5
M4 6G60ME-C9.2 7.4 m x 5
164
163
N4
161
160
M3 6G60ME-C9.2 7.0 m x 5
Basis
0.0%
N3
1.6%
158
157
156
-1.3%
-0.9%
N5
162
Savings
in SFOC
2.2%
25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100% SMCR
Engine shaft power
SMCR, but N = 51% SMCR for the existing 7L70ME-C8.2, have been calcu-
M2 6S60ME-C8.2
N1
159
Fig. 11: Expected propulsion power demand at N = NCR = 90% SMCR for 19.0 knots (N = 51% SMCR
167
1 Dprop = 7.1 m 5
1.2%
168
22.0 kn
1.7%
4,000
3.1%
6,000
2 Dprop = 7.0 m 5
M2 = 12,420 kW 92 r/min
6S60ME-C8.2
6
5
4.0%
8,000
1 Dprop = 6.7 m 5
M1 = 12,570 kW 98 r/min
6S60ME-C8.2
Relative power
reduction
%
7
For 7L70ME-C8.2
3.6%
N = NCR M = SMCR
51.0%
56.7%
1.3%.
-0.201
IMO Tier ll
ISO ambient conditions
LCV = 42,700 kJ/kg
Fuel consumption
of main engine
t/24h
Relative saving of
fuel consumption
%
70
14
60
12
be seen for all five cases with 6S60MEC8.2 and 6G60ME-C9.2 and layouted
for 19.0 knots, the actual EEDI figures
are much lower than the reference figure because of the relatively low ship
speed of 19.0 knots.
50
44.83
t/24h
44.69
t/24h
42.72
t/24h
42.36
t/24h
44.64
t/24h
40
10
8
30
42.46
t/24h
4.7%
5.3%
5.5%
20
10
0%
As for the earlier stated cases based
on 20 knots, the EEDI for the old cases
0.4%
0.3%
2
0
7L70ME-C8.2 (22 kn.) and 8L70MEC8.2 (23 kn.) is also shown in Fig. 14
Fig. 13: Expected fuel consumption at N = NCR = 90% SMCR for 19.0 knots (N = 51% SMCR for
for information.
7L70ME-C8.2)
Actual/Reference
EEDI %
110
EEDI actual
20.44
20
17.69
83%
96%
15
10
Year
100 2013
90 2015 Contract date
80 2020
70 2025
11.86
11.82
56%
56%
11.33
11.26
53%
53%
11.23
53%
60
50
40
30
20
10
Fig. 14: Reference and actual Energy Efficiency Design Index (EEDI) for 19.0 knots
before 1 January
IMO Tier ll
ISO ambient conditions
250 days/year
NCR = 90% SMCR (51.0% for 7L70ME-C8.2)
Fuel price: 700 USD/t
9.0
Relative saving
in operating costs
%
8.0
7.0
6.0
5.1%
5.0
4.0
3.0
2.0
1.0
1
0%
0.3%
-1.0
Dprop:
6S60ME-C8.2
N1
6.7 m 5
Fuel oil
5.4%
4.5%
0.0
Maintenance
Lubricating oil
-0.3%
6S60ME-C8.2
N2
7.0 m 5
6G60ME-C9.2
N3
7.0 m 5
6G60ME-C9.2
N4
7.4 m 5
6G60ME-C9.2
N5
7.6 m 5
7L70ME-C8.2
N
7.1 m 5
-1
Fig. 15: Total annual main engine operating costs for 19.0 knots
8
7
6
Operating costs
The total main engine operating costs
N5: 7.6 m 5
6G60ME-C9.2
N4: 7.4 m 5
6G60ME-C9.2
N3: 7.0 m 5
6G60ME-C9.2
about 96%.
N2: 7.0 m 5
6S60ME-C8.2
N1: 6.7 m 5 Basis
6S60ME-C8.2
N:7.1 m 5
7L70ME-C8.2
0
1
0
10
15
20
25
Fig. 16: Relative saving in main engine operating costs (NPV) for 19.0 knots
30 Years
Lifetime
ler diameter of about 6.7 m used as basis, indicates an NPV saving after some
years in service for the new 6G60MEC9.2 engine. After 25 years in operation, the saving is about 7.3 million USD
for N4 with the 6G60ME-C9.2 with the
SMCR speed of 83.0 r/min and propeller diameter of about 7.4 m.
Expansion Joint
(Compensator)
Pipe Support
(Slide Point)
Pipe Support
(Fix Point)
Expansion Joint
(Compensator)
EGB-Valve
r
ve
ei
ec ine
t R ng
us E
ha ain
Ex M
Yard
Supply
Orice
MAN B&W
Supply
Exhaust Gas Bypass, EGB open and closed EGB (for guidance only) ME/ME-C
Closed
Partly open
60
70
Low-Load (LL)
Open
80
Engine load
90
100% SMCR
Fig. 17: Exhaust gas bypass for Low Load tuning (LL-EGB)
Retrot
7L70ME-C8.2 with LL-EGB
SMCR = 21,780 kW 108 r/min
SFOC
g/kWh
176
175
IMO Tier ll
ISO ambient conditions
LCV = 42,700 kJ/kg
174
173
New average
service
172
171
170
LL-EGB
168.7
169
HL-Standard
168
167
166
165
163.7
164
163
162
161
160
159
158
157
156
25
30
35
40
45
50
55
60
65
70
75
80
85
90
95 100% SMCR
Fig. 18: SFOC reduction for 7L70ME-C8.2 with LL-EGB operating at 45% SMCR at reduced ship speed
Fuel consumption
of main engine
t/24h
70
IMO Tier ll
ISO ambient conditions
LCV = 42,700 kJ/kg
Retrot
7L70ME-C8.2 with LL-EGB
SMCR = 21,780 kW 108 r/min
60
50
39.67
t/24h
40
Relative saving of
fuel consumption
%
7
6
5
38.50
t/24h
3.0%
30
20
10
0%
7L70ME-C8.2
HL-Standard
A
7L70ME-C8.2
LL-EGB
B
10.0
9.0
8.0
Retrot
7L70ME-C8.2 with LL-EGB
SMCR = 21,780 kW 108 r/min
250 days/year
Fuel price: 700 USD/t
Maintenance
Lubricating oil
2.9%
6.0
4.0
3.0
been calculated valid for the new average engine service load of 45% SMCR
which more or less corresponds to
2.0
0.0
5.0
1.0
back time
7.0
0%
7L70ME-C8.2
HL-Standard
A
7L70ME-C8.2
LL-EGB
B
Fig. 20: Total annual main engine operating costs in average service on 45% SMCR
lower fuel consumption than for the HLstandard tuned engine, case A.
The annual operating costs are shown
in Fig. 20, and the saving in operating
Summary
even larger propellers has been thoroughly evaluated with a view to using
propulsion.
7L70ME-C8.2
LL-EGB
IMO Tier ll
ISO ambient conditions
250 days/year
Fuel price: 700 USD/t
Rate of interest and discount: 6% p.a.
Rate of ination: 3% p.a.
3.5
3.0
The new and ultra long stroke G60MEC9.2 engine type meets this trend in
the large feeder container market. This
paper indicates, depending on the propeller diameter used, an overall efficiency increase of up to 5-6% when using
G60ME-C9.2, compared with the existing main engine type S60ME-C8.2.
2.5
2.0
1.5
(EEDI) will also be reduced when usof lower design ship speed may by it-
1.0
0.5
always be met.
7L70ME-C8.2
HL-Standard
0
0.5
1.0
0
10
15
20
25
30 Years
Lifetime
Fig. 21: Relative saving in Net Pressent Value costs in average service on 45% SMCR
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.
5510-0145-00ppr Oct 2013 Printed in Denmark