Containership Propulsion - beyond Post-Panamax

Contents
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Programme Development . . . . . . . . . . . . . . . . . . . . . . . . . . Propulsion Aspects . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12,000 teu container vessel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Propeller(s) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Margins . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Main engines for a 12,000 teu container vessel . . . . . . . . . . . . . . Design Aspects of Large MC Engines . . . . . . . . . . . . . . . . . . . . . . Alpha lubricators and lube oil consumption . . . . . . . . . . . . . . . . . Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Containership Propulsion beyond Post-Panamax

Introduction
Containerisation continues to grow as it has done for a long time. While the entire world merchant fleet grew by only 1% in 1998, the containership fleet expanded by more than 10%, and this continuous growth has also led to the development of very large containerships. The term very large containership itself has been constantly redefined over the last decade. Ten years ago, a 4,500 teu containership represented the edge of the available technology whereas today vessels approaching twice that capacity are a reality. Specialists are debating where this continuous increase in size is going to stop, and some say that the maximum capacity is likely to be 11,000 teu because of Suez regulations on maximum beam and draught, and the wish for a reasonable deadweight/teu ratio. As main engine designers, we are obviously following the development closely in order for us to have the optimum main engines available for present and future container vessels.

Engine Programme Development

The MC engine programme has now been in the market for 18 years, thus it is a fully mature range of engines covering a unit power span of 2,400 to more than 93,000 bhp. Throughout the years new models have been added and existing models upgraded both in terms of design features and

power. Figure 1 shows the most important steps taken, and Figure 2 shows the present MC engine programme. It is a well-known fact that the MC engines have sold well throughout their entire lifetime, actually to an extent where our engines have become the industry standard in a very large number of ship types. The most significant new addition of engines has been the launch in 1996

Mk 1981 1982 1984 1985 1986 L35MC introduced Full L-MC programme L-MC upgraded L42MC introduced K-MC introduced S-MC introduced L-MC upgraded S26MC introduced K-MC-C introduced MC programme upgraded K and L-MC S-MC S26MC and L35MC upgraded S35MC and S90MC introduced K90MC/MC-C upgraded S42MC introduced K98MC-C introduced K80MC-C upgraded L70MC upgraded S70MC-C, S60MC-C, S50MC-C and S46MC-C introduced S80MC upgraded L80MC upgraded K98MC introduced S80MC-C, S90MC-C, L90MC-C introduced S35MC upgraded S42MC upgraded

mep bar 15.0 16.2 16.2 16.2 17.0 16.2 16.8 16.2 18.0 18.0 18.5 18.0 18.5 18.2 18.0 18.0 19.0 19.0 19.0 18.0 18.2 19.0 19.1 19.5

Cm m/s 7.2 7.2

1 2 2

1987 1988 1991

7.6 8.2 8.0 8.0

5 6

1992 1993 1994 1994 1995 1996 1996 1996 1997 1998

8.2 8.0 8.0 8.3 8.0 8.2 8.5 8.3 8.0 8.0 8.3 8.1 8.2 8.0

6 6 6 6 6

6 6

1999

7 7

mep = mean effective pressure

Cm = mean piston speed

Fig. 1: The MC programme development

r/min 250 210 173 176 136 129 148 127 127 123 105 105 108 91 91 104 93 79 76 104 94 83 76 104 94 0

S26MC L35MC S35MC L42MC S42MC S46MC-C L50MC S50MC S50MC-C L60MC S60MC S60MC-C L70MC S70MC S70MC-C K80MC-C L80MC S80MC S80MC-C K90MC-C K90MC L90MC-C S90MC-C K98MC-C K98MC 10,000 20,000 30,000 40,000 50,000 60,000 70,000 kW

Fig. 2: The 1999 MC engine programme

Number of engines Type On order or delivered In service S90MC-C 5 0 4 S70MC-C 15 S60MC-C 37 12 S50MC-C 101 50 S46MC-C 34 16 192 82 Total Total: 3,146,840 bhp ~ 2,314,501 kW
Fig. 3: List of reference, S-MC-C, as at 1999.10.01

of the S46-50-60-70MC-C engines and, in 1998, of the S80 S/L90MC-C engines. Figure 3 shows references for these so-called compact engines and clearly spells out that they are well accepted by the marine market. In Figure 4 the total MC engine references can be seen. Notable in this respect is also that electronically controlled versions of the 7S60MC-C, designated 7S60ME-C, have been chosen as prime movers in a series of VLCCs, with two main engines in each vessel.

Number of engines Type On order or delivered In service 20 0 98 187 135 90 445 394 80 724 618 70 1,442 1,284 60 1,197 1,018 50 34 16 46 204 182 42 961 844 35 171 158 26 5,385 4,649 Total Total: 84,198,306 bhp ~61,927,854 kW

Fig. 4: List of reference, all MC types, as at 1999.10.01

Propulsion Aspects
In 1994 and 1997 we introduced the K98MC-C and K98MC engines to cater for the power requirements of large container ships. The main data of these engines are shown in Figure 5. As mentioned in the introduction, the future points towards containerships even larger than those being considered large today. Figure 6 is an attempt to quantify the propulsion power required for such vessels. As can be seen, the power requirement for the fastest of the 10-12,000 teu vessels is beyond what can be covered today even by our largest unit, the

12K98MC developing 93,360 bhp at 94 r/min, but engines with more cylinders are feasible. 14 and 16-cylinder versions can also be built, thereby expanding the power range up to some 125,000 bhp. Such engines would be available as both traditional in-line engines and V-type engines. Although the latter form has not yet been realised, we have investigated this cylinder configuration in great detail, and a large number of patents for innovative and exciting inventions are pending. Among the advantages offered by the V-type concept, compared to the in-line version, are a 15 per cent weight reduction and a tremendous length saving.

The intriguing question in our opinion, however, is whether single propellers can be designed and built to absorb such powers, or whether the tendency would be towards twin propellers/twin engines. To start from the (maybe) very top of future capacity expectations, we have made a feasibility study of the propulsion machinery for a 12,000 teu container vessel. 12,000 teu container vessel A 12,000 teu container vessel will need other dimensions than have been used for the Panamax and Post-Panamax container vessels built in the last few decades.

K98MC Power/cylinder

5,720 kW 7,780 bhp Speed 94 r/min Mean effective pressure 18.2 bar Stroke 2,660 mm Bore 980 mm Stroke/bore ratio 2.7 Mean piston speed 8.3 m/s SFOC 126 g/bhph 171 g/kWh Cylinders 6-12

K98MC-C Power/cylinder

5,710 kW 7,760 bhp Speed 104 r/min Mean effective pressure 18.2 bar Stroke 2,400 mm Bore 980 mm Stroke/bore ratio 2.45 Mean piston speed 8.3 m/s SFOC 126 g/bhph 171 g/kWh Cylinders 6-12

Fig. 5: K98MC/MC-C, cross section and main data

SMCR (kW) 120,000 100,000 80,000 60,000 40,000 20,000

12,000 TEU 10,000 TEU 8,000 TEU 6,000 TEU 4,000 TEU

Length on waterline Length between perpendiculars Breadth on waterline Design draught Displacement
Service speed (knots)

LWL

385.0 m

LPP

375.0 m

BWL

55.0 m

13.5 m 175,000 m
3

0 23.0

Propeller(s)
24.0 25.0 26.0 27.0

Fig. 6: Propulsion power for large container vessels

The length, breadth and draught of the ship will have to be increased significantly in order to accommodate a load capacity of 12,000 teu. An increase of length, breadth and draught will not only influence the hull design, but will also require that harbours and container cranes are prepared for the new era of container vessels.

It may be necessary to have up to 22 containers abreast on the deck in order to facilitate the mentioned load capacity and keep the length and draught of the container vessel within reason. The expected dimensions of a 12,000 teu container vessel, based on 22 containers abreast, are shown in the table.

As mentioned previously, the capability of one propeller to absorb the main engine power, and generate the required propulsion thrust at a reasonable efficiency, will be an important issue when discussing the propulsion of very large container vessels. It may be expected that the propeller will have to be designed to absorb more than 100,000 bhp to make the service speed of a 12,000 teu container vessel exceed 24.0 knots. Propulsion power of this magnitude on a single shaft has not so far been used on commercial vessels, and will necessitate an appropriate fixed-pitch propeller design that can deliver the propulsion thrust. Any reduction in propeller efficiency as a result of a single propeller operating at high load can open the door for twin-screw container vessels. A vessel equipped with two propellers should preferably be designed as a twin-skeg hull, since this solution will provide the best overall propulsion efficiency according to available theory on the subject. Outlines with K98MC and K90MC type engines installed in a twin-skeg hull are shown in Figure 7. The future of container vessels with two propellers will depend on the possibilities of an appropriate design of the ships hull, and whether the ships resistance and the water flow for the

Twin-skeg container vessel 55.0 m

K98MC Waterline

K90MC

Fig. 7: Outlines of K98MC and K90MC engines installed in a twin-skeg hull

propellers can be kept at levels that can match the state-of-the-art for single-propeller ships. In theory, the open-water propeller efficiency for a twin-screw installation can be improved by up to 5%-points when using a larger total propeller disc area, fewer blades, etc. This corresponds to an approximately 8% saving in propulsion power if the resistance of the ship, wake field and thrust deduction factor of the twin-skeg hull can be kept at approximately the same level as for an ordinary hull with one propeller. The available documentation and test results for container vessels are still scarce, but the information available from the model tests on VLCC, ULCC, Ro-Ro and ferries with twin-skeg hull and twin propellers indicates that the advantage in reduced propulsion power requirement for these types of ship may be up to 5-8%. A 12,000 teu container vessel with two engines and two propellers, including the necessary auxiliary systems and modification of the hull, will without doubt be more expensive in first cost than a single-propeller container vessel. Therefore, in order for the twin-screw container vessel to be an attractive option, the increase in first cost must be compensated by lower operating costs within a reasonable time frame. Margins The specified Maximum Continuous Rating (MCR) of the main engines depends not only on the results obtained from the model test/power prediction or extrapolation of actual trial results, but also on the margins that the shipyard chooses to include in the dimensioning of the propulsion system. The reasons for, and the appropriate size of, sea margin, engine margin and light running margin are described in the following. Sea margin (SM) The results from model tests are normally based on clean hull and calm weather conditions. Therefore, it is recommendable to add a sea margin to compensate

for the prevailing weather conditions or any increased power requirement due to deterioration of hull or propeller(s). The sea margin for Panamax and Post-Panamax container vessels has been in the range of 20-25% and occasionally up to 30%. The sea margin for a 12,000 teu container vessel can be kept at this level, since its sensitivity to changes in weather conditions, approximate service speed and hull form will be similar to those of the Panamax and Post-Panamax container vessels. Engine operation margin (EM) The Continuous Service Rating (CSR) is normally set at 85%-90% of the main engine specified MCR. This corresponds to an engine operation margin of 10-15% of the specified MCR power. An engine operation margin is included to provide an additional power margin that can be utilised to catch up with delays in departure etc. Moreover, the Specific Fuel Oil Consumption is approximately 2-3% lower at 85-90% of specified MCR than at 100% of specified MCR. Light running margin (LR) The performance of the propeller, i.e.
Service speed 23.0 knots Hull with one propeller Specified MCR 86,600 bhp x 104.0 r/min Appropriate engine: 1 x 11/12K98MC-C Specified MCR 97,500 bhp x 104.0 r/min Appropriate engine: 1 x 12/14K98MC-C Specified MCR 109,300 bhp x 104.0 r/min Appropriate engine: 1 x 14/16K98MC-C Specified MCR 125,200 bhp x 104.0 r/min Appropriate engine: 1 x 16K98MC-C

absorbed power at a given propeller speed, is influenced by the advance speed of the water to the propeller and, subsequently, by the increased resistance of the hull at heavy weather and/or fouled hull conditions. This phenomenon is also described as a heavy running propeller. It is recommendable during the design phase to include a light running margin (revolution margin) between the theoretical propeller curve through the engines specified MCR point and the actual layout curve for the propeller at calm weather and clean hull conditions. A light running margin of 5-7% is appropriate for a single-screw container vessel. The light running margin for a container vessel with two fixed-pitch propellers could be increased somewhat to compensate for the special running conditions when one propeller is blocked and the other propeller is in operation. Main engines for a 12,000 teu container vessel The appropriate choice of main engine and expected specified MCR at service speeds of 23.0, 24.0, 25.0 and 26.0 knots are shown in the table below.

Hull with two propellers Specified MCR 2 x (39,900 bhp x 94.0 r/min) Appropriate engines: 2 x 7K90MC Specified MCR 2 x (45,200 bhp x 94.0 r/min) Appropriate engines: 2 x 8K90MC Specified MCR 2 x (50,900 bhp x 94.0 r/min) Appropriate engines: 2 x 9K90MC / 2 x 7K98MC Specified MCR 2 x (57,600 bhp x 94.0 r/min) Appropriate engines: 2 x 10K90MC / 2 x 8K98MC

24.0 knots

25.0 knots

26.0 knots

The expected specified MCR and engine types for the twin-skeg hull with two propellers are based on the assumption that the expected advantage in propulsion performance can be utilised to its full extent. The service speed and margins should, naturally, be adapted so as to utilise the nominal rating of the engines. The propeller speed for hulls with two propellers may be further optimised through detailed investigation of the design of the hull and propellers. The comprehensive programme of 90 and 98 cm bore engines from MAN B&W Diesel offers ship designers the possibility of choosing propeller speeds freely within the range of 76.0 r/min for the S90MC-C engine type over 83.0 r/min for the L90MC-C engine type and 94.0 r/min for the K90/98MC engine types to 104.0 r/min for the K90/98MC-C engine types.

Design Aspects of Large MC Engines

As can be seen from the above, the main engines relevant for the very large containerships are the 90 and 98 cm bore engines. The L/K90MC/MC-C were introduced more than ten years ago, and since then some 180 engines have been ordered. The K98MC-C and K98MC were introduced much later, in 1994 and 1997, and by now 20 engines have been ordered. These include 10 x 7K98MC, 5 x 10K98MC-C and 5 x 12K98MC-C engines. Since the introduction of the MC engines in 1982, more than 4,600 engines have entered service. During this long period there has been a continuous updating

of the design in order to meet new demands for reliability and power. One of the important steps in the development of the K98 engines has been to secure optimal combustion with low emission parameters without sacrificing fuel oil consumption and, at the same time, protecting and controlling the heat-exposed parts in the combustion chamber. These goals have been achieved by virtue of a new combustion chamber, called Oros geometry, developed on the basis of advanced CFD calculations of various chamber configurations. With the Oros geometry (shown in Figures 8 and 9), we have concentrated the combustion air around the fuel nozzles, and obtained a greater distance from the nozzles to the piston top. This has resulted in lower heat load on the piston top and unchanged heat load on the cylinder cover and exhaust valve.

Previous
Features: ! High topland ! Oros piston top geometry ! CPR top ring ! Alu-coat piston rings ! Bore cooled, forged piston of heat resistant steel ! Piston cleaning ring Improvements: ! Approx. 100 oC lower temperature on top compared to former type piston ! Elimination of Inconel coating on piston top ! Increased chrome layer thickness in bottom of ring grooves ! Anti-erosion bushing in oil outlet in piston rod foot Verification: ! Extensive calculations ! Comprehensive tests on K90MC and K90MC-C ! Service test on K90MC

Oros geometry

Fig. 8: Oros combustion chamber geometry

100% Load
9 7 10 8 6 12 14 5

Conventional design
5 3 3 1 4 2 7 6 8 10 12 14 9

New Oros design

13 11 9 7
11 13 15

5 6

3 5 7 9 6

11 13

Piston crown temperature

11 13 15

2 2

15 17 19

14 10 16

10 14 16

15 17 19

Gas side Cooling oil side

Mean 499 oC , max 509 oC Mean 197 oC , max 209 oC

Section M-E

Mean 409 oC , max 421 oC Mean 185 oC, max 216 oC

Section M-E

Exhaust valve temperature

M

D E M

D E

Valve seat Underside

Mean 439 oC, max 456 oC Mean 563 oC, max 564 oC

Mean 448 oC, max 457 oC Mean 577 oC , max 577 oC

Fig. 9: Oros combustion chamber geometry

K90MC-C
Relative heat load

New Oros K98MC-C

Fig. 10: Heat loads on piston

NOx (g/kWh)

20 18 16 14 12 10 8 6 4 2 0

The mean heat input during combustion is reduced by more than 20%, and the local peak heat load is reduced by 25-35%. Exhaust gas emissions tests have been performed with conventional fuel valves, mini-sac fuel valves and slide-type fuel valves. The results of the NOx measurements are shown in Figure 11 when using the slide-type fuel valve and, as can be seen, the IMO NOx compliance is ensured with a good margin for both the slide-type and the mini-sac fuel valves, which are standard for all large bore MC engines. This new combustion chamber design has already been introduced on a number of MC engines and is the present standard on all large bore MC/MC-C engines.
75 100
Load (%-MCR)

IMO NOx (E3-cycle) = 14.3 g/kWh

25

50

Fig. 11: NOx emission for slide type fuel valve

Actual temperature measurements on the piston top are shown in Figure 9. A comparison with measurements on a conventional piston top shows that the temperature level has been lowered substantially, by 80-90C.

The reduction in heat load is illustrated in Figure 10, which compares the heat load on a K90MC-C piston of the traditional design with a K98MC-C piston of the new Oros design.

Besides this very important feature, it is obvious that other well-known design features have been included, such as high-topland pistons, which reduces the thermal load inflicted on the piston rings by the combustion gases. This has improved the performance of the piston ring pack significantly, resulting in higher TBOs (time between overhauls) for the piston. Tests with high-topland pistons were started about five years ago on an S80MC engine and showed a significant improvement in the general combustion chamber condition. The use of the high topland piston also means that the mating surfaces between cylinder liner and cylinder cover has been lowered, thus reducing the thermal load on the cylinder liner and improving the conditions for lubricating it.

Top piston ring with double-lap S-seal and 6 Controlled Pressure Relief (CPR) gaps Even heat distribution on 2nd piston ring 2nd, 3rd and 4th piston rings with oblique cut ring gaps New piston ring material: RVK-C with Alu-bronze coating

! ! !

The piston ring pack features a top piston ring of the so-called Controlled Pressure Relief (CPR ring) design. This reduces the thermal load on the ring pack, as the leak gas flow is divided over the six leakage grooves, Figure 12. The ring height was increased to ensure the strength of the finger seal. The lower rings are all of the oblique cut type.

Fig. 12: CPR piston ring

10

Cylinder cover Piston - high topland

an S80MC engine since 1994 have shown positive results, verifying that bore polish may be a decisive factor in the deterioration of the cylinder condition. PC rings are therefore now standard on large bore MC engines. In connection with the introduction of the Piston Cleaning ring, the ring pack was modified to include Alu-coat on all rings. The Alu-coat is applied as a running-in coating. The advantage is reduced requirement for running-in time, and fewer load limitations during running-in after a piston overhaul. This results in safer running-in and in cylinder oil consumption savings. Service experience has shown that the CPR top ring solves the scuffing also for the second ring.

Piston cleaning ring

Cylinder liner

Fig. 13: Piston cleaning (PC) ring

Initially, the height of both the top ring and the second ring was increased because cases with too short time between overhauls were found to be related to these two rings. The main reason was that the rings lost their tension relatively quickly due to the thermal load, which resulted in more frequent piston overhauls. The use of higher 1. and 2. rings gave a good improvement, and the tendency to collapsed rings was greatly reduced. With the introduction of the Mk 5 version of the K80/90MC/MC-C engines, some cases of scuffing occurred. These were solved with the introduction of the CPR top piston ring with a cermet coating on the running surface. A further improvement was obtained by introducing the Piston Cleaning (PC) ring. The purpose of this ring, shown in Figure 13, is to control ash and carbon deposits on the piston topland and thus prevent contact between the cylinder liner and these deposits, which would remove part of the cylinder oil from the liner wall. Long-term tests on

Cylinder oil service tank Solenoid valve Lubricator Sensor

Cylinder

Solenoid valve Accumulator Lubricator Sensor

Pump station with stand-by pumps

To other cylinders

To other cylinders Tacho signal Index signal LCD signal Control unit with back-up system Indication operation panel

To other cylinders Alarm system Slow-down system

Fig. 14: Cylinder lubrication with Alpha lubricators

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Pressure sensor for control of lubrication 45 bar Outlets for cylinder liner lube oil points Injection plungers

Cylinder lube oil inlet

Signal for lubrication from control unit

The amount of oil injected can be controlled according to engine load and raised as required: for example at load changes or start/stop. In the event of a malfunctioning solenoid valve or transducer, the oil dosage will automatically be increased for the cylinder in question to the maximum volume on the other lubricator. If the oil pressure fails, the computer will start a standby pump and close down the faulty pump. If the computer or position sensors fail, a back-up computer will take over and ensure sufficient (untimed) lubrication until the fault has been corrected. The system, fine tuned on MAN B&Ws 4T50MX research engine, has returned good results on a 7S35MC engine and has now been in service for more than one year on a K90MC engine. This system has proved high reliability and very good cylinder condition with unchanged wear rates with a cylinder oil feed rate that is lower than our recommendations with the conventional mechanically timed lubricator.

P A T A

Solenoid valve P T

Spacer for basic setting of pump stroke

Adjusting screw

Actuator piston Cylinder lube oil outlet

Fig. 15: Cylinder lubricator unit

Consequently, the design has been modified to a high top ring of the CPR-type, whereas the three lower rings are of the usual low type. Alpha lubricators and lube oil consumption Reduction of the cylinder lube oil consumption represents a significant potential saving for engine operators. It is therefore an important development target for MAN B&W to reduce the lube oil dosage without increasing the wear rates or reducing TBOs. Cylinder oil must be injected into the cylinder at the exact position and time that ensures the optimal use of the lube oil. Having realised that this is hardly possible with the conventional, mechanical cylinder lubricators, we have engaged ourselves in the development of a computer controlled electronic cylinder lubrication system, the Alpha lubricator, for application on current camshaft controlled engines as well as on computer controlled Intelligent Engines, see Figure 14.

The Alpha lubrication system features a high-pressure pump and an injector which injects a specific volume of oil into each cylinder for every fourth revolution, Figure 14. The system is controlled in such a way that the oil can be introduced to the individual cylinder at any piston position but, preferably, when the piston rings are adjacent to the lubricating quills. The computer sending an on/off signal to a solenoid valve controls the injection function. After a predetermined time interval, the computer transmits an off signal to the solenoid valve, which shuts off the system pressure and opens the return oil system. The oil dosage can be changed by adjusting the injection to e.g. every fifth, sixth, etc. revolution (or any figure in between, such as every 4.5 revolution by alternating between injection every fourth and every fifth revolution).

Conclusion
With the new and by now fully tested K98 engine, MAN B&W is well prepared to meet the demand for increasingly larger main engines for containerships. This engine and other large bore MC engines are equipped with the latest design features known to give high reliability and good operational economy.

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