Propulsion Trends in Tankers - Marine Engines & Systems

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


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 monohull

as loose cargo that is loaded directly

construction, in comparison to the

into a ship’s hold. Bulk cargo is thus a

The ship particulars of the gas tankers

safer and more advanced doublehull

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

drybulk carrier and the wetbulk 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 wetbulk car

sizes below 55,000 dwt, while in the

rier type, normally known as tanker.

60,00075,000 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 ship’s

lected/installed as the prime mover, and

for transportation of oil products.

propulsion.

also on the size of the tanker to be built.


5

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) Overall ship length up to (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

6

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 Overall ship length 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 IMO’s “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 phasedout

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

m

m

ax

ax ym

Ha

Ha

nd

Tanker classes

nd

ys

Sm

ize

all

0

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

e

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 (Tankers larger than 5,000 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 twostroke diesel engine

ers, are comprehensive in number. Both

Twostroke engines now dominate as

installed for main propulsion.

fourstroke and twostroke 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.


7

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 Panamaxsize 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 world’s 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

8


Number of ships

Tanker market

Tanker fleet January 2007 (Tankers larger than 5,000 dwt)

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

0

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 (Tankers larger than 5,000 dwt)

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 quartercentury 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


9

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 IMO’s “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 2530 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 twothirds 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 19992007, as report

of tanker classes normally used are

ed in the Lloyd’s Register – Fairplay’s

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

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

m

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

0

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 iceclassed 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 yearround

cluded that the formulae can only be

for tankers built or contracted in the

icecovered seas.

used within certain limitations of ship

period of 19992007, 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

& Mennen’s 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 abovementioned 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

1114. 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 “FinnishSwedish 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. 1114 “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 abovedescribed tank

all cases, for singlescrew 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 drawnin 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

5S40MEB9

5S50MC6

6L35MC6

6L35MC6

7S35MEB9

5S50MCC7/MEB8

5S35MEB9

5S35MEB9

4.

Average ship speed − 0.5 kn SMCR power Main engine options:

knots 13. 0 kW 2,000 1.

5S26MC6

13.5 2,830 5L35MC6

14.0 3,530

6S42MC7

6S46MCC7

6S46MCC7

8S35MC7

7S40MEB9

7S40MEB9

14.5 4,900

15.0 6,200

15.0 6,800

6S35MEB9

5S50MC6

5S50MCC7/MEB8

5L35MC6

5S40MEB9

5S46MCC7

5S50MC6

3.

5S35MEB9

knots 14.0 kW 2,760

5S42MC7

6S40MEB9

5S46MCC8

7S35MC7

6S42MC7

6S40MEB9

14.5 3,840

15.0 4,750

15.5 6,600

16.0 8,200

16.0 8,800

1.

5S35MC7

6S35MC7

7S35MC7

6S40MEB9

6S50MCC7/MEB8

2.

7S26MC6

6L35MC6

8L35MC6

8S35MEB9

6S50MC6

7S50MC6

5S35MEB9

6S35MEB9

7S42MC7

7S46MCC7

7S46MCC7

9S35MC7

8S40MEB9

8S40MEB9

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 Propulsion Trends in Tankers

5S50MCC7/MEB8 6S50MC6

5S35MC7

3.

14

25,000

2. 4.

Average ship speed + 0.5 kn SMCR power Main engine options:

15,000

Handysize 20,000

Ship size (scantling)

6S50MCC7/MEB8


dwt

Aframax 85,000 105,000

115,000


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


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.


6S60MCC7/MEC7 6S60MCC7/MEC7 6S60MCC8/MEC8 6S60MC6

165,000

7S60MCC7/MEC7

5S70MCC8/MEC8

6S70MCC7/MEC7

7S60MC6

7S60MC6

5S70MCC7/MEC7

6S70MC6

6S70MC6

3.

5S70MC6

5S70MC6

5S70MCC7/MEC7

6S70MC6

8S60MC6

8S60MCC7/MEC7

4.

5S65MEC8

5S65MEC8

5S65MEC8

6S65MEC8

6S65MEC8

6S65MEC8

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 7S60MCC7/MEC7

1.

5S60MCC7/MEC7 6S60MCC7/MEC7


7S60MCC7/MEC7

2.

6S60MC6

6S60MC6

7S60MC6

7S60MC6

5S70MCC7/MEC7

5S70MCC7/MEC7

5S70MC6

5S70MC6

5S70MC6

6S70MC6

6S70MC6

5S65MEC8

5S65MEC8

5S65MEC8

6S65MEC8

15.5 15,000

15.5 16,000

15.5 16,900

15.5 17,900

3. 4.


Suezmax 125,000 150,000

knots 15.5 kW 13,800

5S70MCC7/MEC7

6S65MEC8

15.5 18,700

1.

5S70MCC7

6S70MC6

6S70MC6

6S70MCC7/MEC7

6S70MCC8/MEC8

2.

6S60MCC8/MEC8 6S70MC6

5S70MCC8/MEC8

6S70MCC7/MEC7

7S70MC6

7S70MC6

3.

7S60MC6

7S60MCC8/MEC8

8S60MCC7/MEC7

8S60MCC7/MEC7

7S65MEC8

4.

5S65MEC8

6S65MEC8

6S65MEC8

7S65MEC8

7S60MCC7/MEC7 6S65MEC8

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


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


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.

7S80MCC7/MEC7

7S80MCC7/MEC7


8S80MCC7/MEC7


7S80MC6

7S80MC6


6S90MCC8/MEC8

10S80MC6

9S80MC6

8S80MEC9


3.

6S80MCC8/MEC8

6S80MCC8/MEC8 6S80MEC9

4.

6S80MEC9

6S80MEC9

knots 15.0 kW 21,800

15.0 22,600

15.0 23,500

1.

6S80MC6

6S80MCC7/MEC7

2.

6S80MCC7/MEC7

7S80MCC7/MEC7

3.

7S80MC6

7S80MC6

6S80MEC9

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

7S80MEC9

15.0 24,600

15.5 27,800

15.5 31,100


6S90MCC7/MEC7


7S80MC6

7S80MC6

7S80MCC8/MEC8

6S90MCC8/MEC8 11S80MC6

6S80MEC9

6S80MEC9

8S80MC6

9S80MC6

7S80MEC9

7S80MEC9

4.


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

8S80MCC8/MEC8

9S80MEC9

4.

6S80MEC9

7S80MEC9

7S80MEC9

7S80MEC9

8S80MEC9

15.5 36,700 9S80MEC9

16.5 44,000 9S90MCC7/MEC7

Fig.14: Ship particulars and propulsion SMCR power demand, VLCCs and ULCCs Propulsion Trends in Tankers

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 (CPpropeller) for averagesize tankers with FinnishSwedish ice class notation (for FPpropeller 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 6S50MCC/MEB, with the

5 and 6S60MCC/MEC, with the

will change too, as mentioned above,

6S50MEB9 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. 1720. 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

n

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

0

the high fuel price today, to select a

0

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 Deadweight of ship at scantling draught

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 fourstroke engines, and anoth er, twostroke 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

n

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

Deadweight of ship at scantling draught

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 7S60MCC/ MEC and 5S65MEC8 engines are to day used for propulsion of the Aframax tankers, see Fig. 19. Suezmax tanker For Suezmax tankers, the 6S70MCC/ MEC and 6S65MEC8 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

Deadweight of ship at scantling draught

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 6S90MCC/MEC is used, for example, when a ship speed higher than about 15.4 knots is required for a 300,000 dwt VLCC. The 7S80MCC/MEC 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 7S90MCC/ MEC and 8S90MCC/MEC, and even the 9S90MCC/MEC 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 Deadweight of ship at scantling draught

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 twostroke 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. Copyright © MAN 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 [email protected] www.mandieselturbo.com

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