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Propulsion of 46000 50000 DWT Handymax Tanker
Propulsion of 46000 50000 DWT Handymax Tanker
Handymax Tanker
Content
Introduction.................................................................................................. 5
EEDI and Major Ship and Main Engine Parameters........................................ 6
Energy Efficiency Design Index (EEDI)....................................................... 6
Major propeller and engine parameters..................................................... 7
46,000-50,000 dwt Handymax tanker...................................................... 9
Main Engine Operating Costs 15.1 knots.................................................. 10
Fuel consumption and EEDI................................................................... 10
Operating costs..................................................................................... 13
Main Engine Operating Costs 14.5 knots.................................................. 14
Fuel consumption and EEDI................................................................... 14
Operating costs..................................................................................... 17
Summary.................................................................................................... 18
Introduction
Fig. 1.
fied
figure (2012).
Maximum
Continuous
Rating)
3,896
G50ME-B9
8,586
1,673
1,098
1,190
1,765
1,860
1,205
9,320
9,915
3,350
S50ME-B9
Fig. 2: Main dimensions for a G50ME-B9 engine and for other existing Handymax tanker engines
3,150
S50ME-C8
131 r/min.
Propulsion
SMCR power
kW
10,000
d
4-bladed FP-propellers
d = Propeller diameter
p/d = Pitch/diameter ratio
Design Ship Speed = 15.0 kn
Design Draught
= 11.0 m
S50ME-C8.2
d
p/
5.8 m
0.72
S50ME-C8.2
S50ME-B9.3
9,500
6.3 m
1.05
0.55
G50ME-B9.3
G50ME-B9.3
7.3 m
0.60
0.95
9,000
0.74
p/d
S50ME-B9.3
0.85
0.65
6.8 m
0.76
0.78
8,500
60
70
80
90
100
110
120
130
140
150
160 r/min
Engine/propeller speed at SMCR
Fig. 3: Influence of propeller diameter and pitch on SMCR for a 46,000-50,000 dwt Handymax tanker operating at 15.0 knots
Propulsion
SMCR power
kW
Possible
Dprop=6.8 m
(= 61.8% of Tdes )
4-bladed FP-propellers
constant ship speed coefcient = 0.28
14,000
12,000
Tdes = 11.0 m
10,000
0
7G5
6G5
Existing
Dprop=5.8 m
(= 52.7% of Tdes )
Possible
Dprop=6.3 m
(= 57.3% of Tdes )
16.0 kn
7S 5
.3
- B9
ME
3
-B9.
0ME M2
6S5
M3
.3
- B9
0 ME
M2
M3
8,000
.3
-B9
0ME
7S 5
- C 8.
0ME
15.5 kn
15.1 kn
15.0 kn
-C8.2M1
0ME
6S5M1
14.5 kn
14.0 kn
13.5 kn
6,000
G50ME-B9.3
Bore = 500 mm
Stroke = 2,500 mm
Vpist
= 8.33 m/s (9.00 m/s)
S/B
= 5.00
MEP = 21 bar
= 1,720 kW/cyl. at 100 r/min
L1
(L1
= 1,860 kW/cyl. at 108 r/min)
4,000
2,000
60
70
80
100 r/min
M
M1
M2
M3
90
=
=
=
=
108 r/min
117 r/min
M
M1
M2
M3
110
127 r/min
120
=
=
=
=
Fig. 4: Different main engine and propeller layouts and SMCR possibilities (M1, M2, M3 for 15.1 knots and M1, M2, M3 for 14.5 knots) for a 46,000-50,000
dwt Handymax tanker operating at 15.1 knots and 14.5 knots, respectively
S50ME-C8.2.
sumption (SFOC).
are as follows:
12.2
11.0
183.0
174.0
6S50MC-C8.2,
Scantling draught
Design draught
Length overall
6S50ME-B9.3
and
Length between pp
Breadth
m 32.2
Sea margin
15
Engine margin
10
Type of propeller
No. of propeller blades
Propeller diameter
FPP
4
target
Propulsion power
demand at N = NCR
kW
are as follows:
10,000
8,964 kW
15.1 knots
1. 6S50ME-C8.2 (D prop = 5.9 m)
8,757 kW
8,000
6.5%
6,000
4,000
4
3
2.3%
10
8,379 kW
Relative power
reduction
%
0%
6S50ME-C8.2
N1
Dprop:
5.9 m4
6S50ME-B9.3
N2
6.2 m4
6G50ME-B9.3
N3
6.7 m4
Fig. 5: Expected propulsion power demand at NCR = 90% SMCR for 15.1 knots
Expected SFOC
SFOC
g/kWh
180
179
IMO Tier ll
ISO ambient conditions
LCV = 42,700 kJ/kg
ME-B9.2
(without VET)
178
177
Standard high-load
optimised engines
176
175
174
173
system.
172
171
170
169
168
167
g/kWh. This is because of the greater derating potential and the higher
stroke/bore ratio of this G-engine type.
166
Dprop
M1 6S50ME-C8.2 5.9 m 4
N1
Standard
ME-B9.3
(with VET)
M2 6S50ME-B9.3 6.2 m 4
M3 6G50ME-B9.3 6.7 m 4
165
N2
164
N3
163
162
25
Savings
in SFOC
0%
30
35
40
45
50
55
60
65
70
75
80
85
90
2.1%
2.2%
95 100 % SMCR
Engine shaft power
N = NCR M = SMCR
For ME-B9.3 engines the fuel consumption (+1g/kWh) for HPS is included.
Fuel consumption
of main engine
t/24h
40
35
30
Relative saving of
fuel consumption
%
IMO Tier ll
ISO ambient conditions
LCV = 42,700 kJ/kg
36.10
t/24h
34.54
t/24h
33.00
t/24h
8.6%
20
The reference and the actual EEDI figures have been calculated and are
15
10
dwt
-0.488
4.3%
0%
6S50ME-C8.2
N1
5.9 m 4
Dprop:
6S50ME-B9.3
N2
6.2 m 4
6G50ME-B9.3
N3
6.7 m 4
16
15
14
13
12
11
10
9
8
7
6
5
4
3
2
1
0
Actual/Reference EEDI %
7
6.40
6.42
100%
6.40
EEDI actual
6.18
97%
6.40
5.91
92%
120
110
100
90
80
70
4
60
50
40
2
30
20
10
0
Dprop:
6S50ME-C8.2
N1
5.9 m 4
6S50ME-B9.3
N2
6.2 m 4
6G50ME-B9.3
N3
6.7 m 4
Fig. 8: Reference and actual Energy Efficiency Design Index (EEDI) for 15.1 knots
Operating costs
The total main engine operating costs
per year, 250 days/year, and fuel price
of 700 USD/t, are shown in Fig. 9. The
lube oil and maintenance costs are
Relative saving
in operating costs
%
14
13
Maintenance
Lub. oil
Fuel oil
5
8.3%
9
8
4.2%
4
3
11
10
After some years in service, the relative savings in operating costs in Net
12
0%
6S50ME-C8.2
N1
Dprop:
5.9 m4
6S50ME-B9.3
N2
6.2 m4
6G50ME-B9.3
N3
6.7 m4
Fig. 9: Total annual main engine operating costs for 15.1 knots
12
IMO Tier ll
ISO ambient conditions
N = NCR = 90% SMCR
250 days/year
Fuel price: 700 USD/t
Rate of interest and discount: 6% p.a.
Rate of ination: 3% p.a.
10
N3 6.7 m 4
6G50ME-B9.3
N2 6.2 m 4
6S50ME-B9.3
2
N1 5.9 m 4
6S50ME-C8.2
0
2
10
15
20
25
Lifetime
30 Years
Fig. 10: Relative saving in main engine operating costs (NPV) for 15.1 knots
10,000
8,000
7,650 kW
7,479 kW
8
7,155 kW
6.5%
6,000
4,000
2.2%
2,000
7
6
10
9
14.5 knots
Relative power
reduction
%
0%
6S50ME-C8.2
N1
Dprop: 5.9 m4
6S50ME-B9.3
N2
6.2 m4
6G50ME-B9.3
N3
6.7 m4
Fig. 11: Expected propulsion power demand at NCR = 90% SMCR for 14.5 knots
Expected SFOC
SFOC
g/kWh
179
178
177
176
175
174
173
ME-B9.2
(without VET)
IMO Tier ll
ISO ambient conditions
LCV = 42,700 kJ/kg
Standard high-load
optimised engines
172
171
170
169
Dprop
168
M1 6S50ME-C8.2 5.9 m 4
167
Savings
in SFOC
166
165
164
Standard
ME-B9.3
(with VET)
N1
163
162
161
N2
0%
M2 6S50ME-B9.3 6.2 m 4
M3 6G50ME-B9.3 6.7 m 4
N3
2.0%
2.1%
160
25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100 % SMCR
Engine shaft power
N = NCR M = SMCR
For ME-B9.3 engines the fuel consumption (+1g/kWh) for HPS is included.
Fuel consumption
of main engine
t/24h
35
fuel consumption of the new 6G50MEB9.3 is about 8.5% compared with the
30.32
t/24h
30
Relative saving of
fuel consumption
%
IMO Tier ll
ISO ambient conditions
LCV = 42,700 kJ/kg
14
29.05
t/24h
13
12
27.75
t/24h
11
25
10
8.5%
2.1%).
20
15
6
5
4.2%
10
4
3
2
1
0%
6S50ME-C8.2
N1
Dprop: 5.9 m 4
6S50ME-B9.3
N2
6.2 m 4
6G50ME-B9.3
N3
6.7 m 4
erence figure.
Fig. 13: Expected fuel consumption at NCR = 90 SMCR for 14.5 knots
Actual/Reference EEDI %
8
EEDI reference 2012
6.40
6.40
6.40
EEDI actual
5.71
89%
5.50
86%
120
110
100
90
5.26
82%
80
70
60
50
40
2
30
20
10
0
Dprop:
6S50ME-C8.2
N1
5.9 m 4
6S50ME-B9.3
N2
6.2 m 4
6G50ME-B9.3
N3
6.7 m 4
Fig. 14: Reference and actual Energy Efficiency Design Index (EEDI) for 14.5 knots
Operating costs
IMO Tier ll
ISO ambient conditions
250 days/year
NCR = 90% SMCR
Fuel price: 700 USD/t
Relative saving
in operating costs
%
12
11
Maintenance
Lub. oil
10
3
4.0%
1
0%
6S50ME-C8.2
N1
5.9 m4
Dprop:
6S50ME-B9.3
N2
6.2 m4
6G50ME-B9.3
N3
6.7 m4
Fig. 15: Total annual main engine operating costs for 14.5 knots
10
N3 6.7 m 4
6G50ME-B9.3
IMO Tier ll
ISO ambient conditions
N = NCR = 90% SMCR
250 days/year
Fuel price: 700 USD/t
Rate of interest and discount: 6% p.a.
Rate of ination: 3% p.a.
N2 6.2 m 4
6S50ME-B9.3
2
N1 5.9 m 4
6S50ME-C8.2
10
15
20
25
Lifetime
30 Years
Fig. 16: Relative saving in main engine operating costs (NPV) for 14.5 knots
Summary
B9.3.
movers in tankers.
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.
5510-0110-02ppr Dec 2012 Printed in Denmark