Shuttle Tanker Propulsion

Introduction
Shuttle tankers, which load their cargo from storage facilities at the field or directly from the production platform, are widely used to serve offshore oil fields from which pipeline connections are not feasible. In 1994, for example, just over 50 per cent of the oil brought ashore from Norwegian offshore oil fields was transported by shuttle tankers. MAN B&W Diesel has gained valuable experience in the laying out of propulsion machinery for shuttle tankers by supplying the main engines for all dieselmechanically driven shuttle tankers built with two-stroke main engines during the last decade.

ters to match the above requirements are in operation. The large side thruster power installed on the vessels calls for equipment that can provide sufficient electricity production, i.e. large diesel generators or large shaft generators need to be installed on all shuttle tankers intended for dynamic positioning operation. Consequently, it is often decided to install cargo pumps driven by electric motors. The cargo pumps are primarily used for unloading the cargo in port but may also be used in the field to distribute oil among the segregated cargo tanks. The maximum power consumption of the cargo pumps is typically around 4-5,000 kW. The MCR of the main engine or propulsion motor of a typical 125,000 dwt shuttle tanker is normally between 15,000 and 20,000 kW. The electrical load during steaming is typically around 700-1000 kW and is mainly used to cover the power consumption of the auxiliary equipment related to the ships machinery. Estimated average values of the power requirements of a 125,000 dwt shuttle tanker are illustrated in Fig. 1.
Load condition Propeller load (kW) Electricity production (kW) Time in service (days/year) Sea 15,000 900 140 Port 0 5,500 55 Dynamic positioning 2-4,000 3-6,000 170

Propulsion Machinery
Several different propulsion systems meet the above-mentioned requirements.
diesel-mechanical system with

low speed main engine without shaft generator

diesel-mechanical system with

low speed main engine and shaft generator

diesel-mechanical system with

medium speed main engine without shaft generator

diesel-mechanical system with

medium speed main engine and shaft generator

diesel-electric system.

Operating Power Requirements

The operation of a shuttle tanker requires that the ship has a quite unique manoeuvrability. High performance manoeuvring equipment is made necessary by the operating profile which, during loading of the ship, includes long periods of accurate dynamic positioning at the field, by using bow and stern thrusters as well as the main propeller. The time used for loading the oil depends on the loading facilities and may vary from one to ten days in each round trip. A state-of-the-art shuttle tanker can be specified to keep the loads on the anchoring system below the maximum permitted values, even during the 100year storm conditions, when the ship is moored at the field. These are defined as significant wave heights of 15.5 metres, a mean wind speed of 37 m/sec (72 knots) and a wind-generated current of 0.7 m/sec (1.4 knots). When connecting to the loading and anchoring system, the ships propeller and thrusters alone may be required to keep the exact ship position in wave heights of up to 6.0 metres. Obviously, such extreme conditions place the highest demands on both the main propulsion system and the thruster equipment. Shuttle tankers with 3 x 1750 kW bow thrusters and 2 x 1750 kW stern thrus-

The ship may be equipped with one or two propellers. The number of engines depends on the propulsion system selected and the number of propellers. The number and the capacity of the auxiliary engines depend on whether shaft generators are applied or not. The most typical configurations are diesel-mechanical systems with low speed main engines, with or without a shaft generator, driving one or two propellers, or single-propeller shuttle tankers with a diesel-electric propulsion system, see the overview in Appendix 1. In this paper we will discuss some important parameters of the diesel-mechanical layout with low speed main engines. The power requirement for the main engine - around 15-20,000 kW for a 125,000 dwt shuttle tanker - can be met by several engines in our recent MC programme, as also reflected in the overview in Appendix 1. For reference, the entire MC programme is shown in Fig. 2. A twin-screw shuttle tanker typically requires 2 x 7S50MC, 2 x 6L60MC, or other engines in the popular medi-

Fig. 1: Load profile for 125,000 dwt shuttle tanker

It should be noted that the values mentioned are only indicative and that the relative time spent at sea, in port, and on dynamic positioning is strongly influenced by the loading facilities and the location of the oilfield. Furthermore, the load in the dynamic positioning mode is strongly influenced by the weather conditions.

bhp 100 80 60 40 30 20 15 10 8

kW x 1000 70 60 50 40 30 20 15 10 8 6

um-size range which are able to match the power and the optimum propeller speed. In the case of a single-screw shuttle tanker of the same size, a 6 or 7-cylinder L70MC or S70MC engine will normally be the best main engine choice, depending on the optimum speed of the propeller. If two main engines are to be installed, two options for the general main engine design are available: Two traditional starboard design engines, or one starboard design engine and one port design engine of a mirror-inverted design. Traditionally, one starboard design engine and one port design engine have been installed in ships with two main engines, as it has then been possible for the manoeuvring sides of both engines to point towards a common deck in the centreline of the ship, and thus to optimise the operation as well as the maintenance of the engines. However, for reasons of safety, a centre bulkhead is now often built through the aft end of the ship so that each engine is built into its own segregated engine room. If space allows, there is then no special need for a port design engine, so two standard starboard design engines can be used. The advantage of the standard starboard design engine over a port design engine is a lower engine price and a shorter delivery time. Recently, the MC programme has been further expanded with the introduction of the S46MC-C, the S50MC-C, the S60MC-C and the S70MC-C engines. These types have been introduced as compact (C for compact) versions of the current MC types with the same cylinder bores, but with increased outputs corresponding to an increase in the mean effective pressure from 18 bar to 19 bar, and an increase in stroke of 4-5%, see Fig. 3. The new MC-C engines have around 10% higher output at 10% reduced length and 10% reduced mass compared with the corresponding MC engines, while the speed at nominal MCR is unchanged.

5 4 3 2 1 50 60 70 80 100 120 140 160 Speed r/min 200 250 2

Fig. 2: The MC engine programme 1997

Type designation Power/ cylinder Speed Mean effective pressure Stroke Bore Stroke/bore ratio Mean piston speed SFOC Cylinders m/s g/bhph g/kWh BHP kW r/min bar mm mm

S46MC-C 1,785 1,310 129 19 1,932 460 4.2 8.3 128 174 4-8

S50MC-C 2,145 1,580 127 19 2,000 500 4.0 8.5 126 171 4-8

S60MC-C 3,070 2,255 105 19 2,400 600 4.0 8.4 125 170 4-8

S70MC-C 4,220 3,105 91 19 2,800 700 4.0 8.5 124 169 4-8

Fig. 3: S46MC-C, S50MC-C, S60MC-C and S70MC-C data

These engine ratings are made possible by the modification of the turbocharging and scavenge air systems, as well as certain modifications of the combustion chamber configuration and bearings. A cross-section of the S50MC-C engine is shown in Fig. 4.

We expect that, thanks to their compact physical dimensions, especially the S50MC-C engine for twin-screw shuttle tankers, and the S60MC-C and S70MC-C engines for single-screw shuttle tankers, will gradually become the preferred choice of main engine.

Electricity Production
The high power consumption of the side thrusters during dynamic positioning is covered either by large auxiliary engines or by shaft generators. Figs. 5 and 6 show examples of both types of arrangements. In order to keep first costs low, the power consumption of the side thrusters and the cargo pumps has to be covered by the same power source, so normally the cargo pumps are driven by electric motors. This means that if large shaft generators are installed, it has to be possible to disconnect the propeller from the main engine while in port, so that the main engine can be used for electric power production without turning the propeller. In harbour, the speed, and thus the efficiency, of the cargo pumps can be controlled by varying the speed of the engine driving the shaft generator and thus varying the electrical frequency (in a propulsion plant with two main engines the other engine is at standstill and accessible for overhaul). If shaft generators are installed, one might want to use these to supply the general electrical consumption of the ship in all load conditions (harbour, steaming and dynamic positioning). Due to the CP-propeller, the engine speed and thus the electrical frequency can be kept constant during steaming and dynamic positioning, but in order to obtain a constant frequency with the varying engine speed in harbour, a frequency converter laid out for the ships power consumption will be required. Alternatively, one diesel generator can supply electrical power for the general electrical consumption when the ship is in harbour. Whether power is supplied by auxiliary engines or shaft generators, transformers are needed to provide voltage regulation between the generators, the switchboard, the thrusters and the cargo pumps.

Fig. 4: S50MC-C, cross-section

Basically, the choice between the concept with large auxiliary engines and the concept with large shaft generators is a choice between two completely different machinery arrangements (Figs. 5 and 6):
Auxiliary power produced by auxiliary

Pump room

engines means that a simple arrangement with the main engines directly coupled to the propellers can be used
Auxiliary power produced by shaft

OD-ring for CPP

Intermediate bearing

Pump room

Fig. 5: Engine room arrangement with auxiliary engines

generators means that a more complex arrangement with disengageable couplings in the shaftlines is needed. When a disengageable coupling is positioned in the shaftline, an external thrust bearing is required so that both forward and aftward thrust is transmitted to the tanktop, aft of the tooth coupling. The tooth coupling and the thrust bearing can be made as a unit or, alternatively, a separate thrust bearing can be installed aft of a traditional tooth coupling. With such an arrangement, where the thrust bearing inside the engine is not used to absorb the propeller thrust, the engines thrust bearing can be replaced by a lighter guide bearing which only controls the axial movements of the crankshaft. The shaft generators can be installed either in the shaftline or in front of the main engine. In connection with the installation of a tooth coupling in the shaftline and a shaft generator, a study of the engine acceleration behaviour in the event of malfunctioning of the system (e.g. an immediate loss of electrical load on the shaft generator) must be performed. Such a study normally results in the setting of minimum requirements for the inertia of the generator as well as requirements for the control of the main engine, such as an advanced electrical governor and an overspeed shut-down system with a fuel cut-off device. The advantages of the layout with shaft generators are reduced fuel oil costs for electrical power production

Pump room

Disconnectable thrust bearing OD-ring for CPP

Generator

Generator step-up gear Fig. 6: Engine room arrangement with shaft generators

Main flexible coupling

Pump room

and reduced maintenance costs. The arrangement with shaft generators requires less total engine power installed in the ship as the high power of the shaft generators is only used when the power to the propeller is low or nil. Furthermore, the load on the low speed engines in part-load condition (dynamic positioning) is improved by the loading of the shaft generators. Compared with diesel-electric propulsion systems, an engine room arrangement with two low speed engines with shaft generators, frequency converter and disengageable propellers is just as flexible, but obviously features an 8% higher efficiency in the power transmission to the propeller, because of the elimination of the inevitable power loss in the electrical power conversion for the diesel-electric plant. Furthermore, the thermal efficiency of the low speed engines is higher than that of the medium-speed engines employed in the diesel-electric plant, and the maintenance load is lowest for the low speed engine. The alternative arrangement with low speed engines and large diesel generators also attracts many operators of shuttle tankers because it still features the advantage of excellent fuel economy, compared with diesel-electric systems, but with a simpler layout. Finally, it should be noted that an arrangement with a large shaft generator or hydraulic pump drive and a disengageable propeller together with a twostroke main engine can also be used for vessels like chemical tankers with electrically or hydraulically driven cargo pumps.

Vibration
Vibration control is important, and the vibration aspects of each engine application should be carefully considered, so that vibration aspects do not turn into vibration problems. Thanks to the large number of MC engines in service worldwide, we have accumulated comprehensive theoretical and practical experience of vibration control for all relevant cylinder numbers. For shuttle tankers, the low speed engines, for reasons of optimum power and speed, are normally 4 to 8 cylinder versions. The main types of vibration can be summarised as follows:
Cyl. No. 4 5 6 7 8 Vibration type of Feature concern 1st order moment 2nd order moment 2nd order moment None Torsional vibrations Compensator Compensator Compensator None Damper

Engine Development
The MC engines are undergoing continuous development on the basis of comprehensive service experience gained from the more than 3,400 MC engines in service all over the world. Thus reliability and time between overhauls are further improved and, at the same time, a basis is formed for engine updatings, as have regularly been seen as a result of market requirements. The above-mentioned transition from MC to MC-C versions has been part of this process. An example of such a design improvement is the introduction of pistons with higher topland and higher top rings, the uppermost featuring a controlled pressure relief design. Fig. 7 compares the improved design with the former design. Other features, such as the uncooled cylinder frame, serve to slightly increase the wall temperature on the lower part of the cylinder liner while, at the same time, lowering production costs. The increase in the wall temperature counteracts the tendency towards cold corrosion in the lower part of the cylinder liner, a phenomenon that has been seen on a few engines. Fig. 8 shows a comparison of the new and the previous designs of the cylinder frame. Shuttle tankers often operate in cold ambient conditions. For this kind of service, MAN B&W Diesel offers several ways of controlling the scavenge air pressure, i.e. a scavenge air bypass/ blow-off system or, alternatively, an exhaust gas bypass system. The most advanced exhaust gas bypass system, which controls the exhaust gas bypass on the basis of both the scavenge air pressure and the engine load, is illustrated in Fig. 9 (C1+2) together with the simpler exhaust gas bypass system, which is only controlled by the scavenge air pressure (C1). The advantage of the advanced system (C1+2) is that a better steam production from the exhaust gas boiler can be obtained than with the simpler exhaust gas bypass system

Moment compensators have been used for years, and our proven design is robust and reliable. Besides the above, torsional vibration aspects call for correct design of the shafting, but today this is a well-known exercise. However, where there is an arrangement with a large shaft generator and a disengageable propeller, a comprehensive torsional vibration study, including all possible operational modes, has to be performed. Furthermore, top bracing of the engine is recommended in order to avoid transverse engine vibrations. Top bracings can be of different types, either mechanical or hydraulic.

S-MC Mk 5

which is controlled by the scavenge air pressure alone (C1).

S-MC-C

Topland

To cope with the very wide load profile in the dynamic positioning mode, the auxiliary blowers for the main engines on shuttle tankers are generally equipped with larger electric motors than normal. In the dynamic positioning mode, the auxiliary blowers are forced to run continuously under manual control as the fast load changes would otherwise start and stop the auxiliary blowers all the time. This also slightly improves the low load performance of the engines. The MC engines can be optimised with regard to NOx and other emissions, for example by the installation of slide-type fuel valves which are designed to cutoff the fuel oil spray abruptly and thus reduce the amount of fuel oil dripping into the cylinders after the regular injection has stopped. Tests conducted on the slide-type fuel valves have proved that they can reduce NOx emissions by up to 20%. However, a penalty in terms of fuel oil consumption related to the use of slide-type fuel valves has also been experienced. Other methods, such as water emulsification with the fuel oil, are also available and have been tested with special lowNOx fuel nozzles, and the results have shown reductions of up to 70% in NOx emission, at a fuel oil penalty of up to 10 g/kWh for 50% water added to the fuel oil. Water emulsification with the fuel oil requires the installation of larger fuel pumps and modifications of the fuel cams and the engine control system in addition to the installation of a homogeniser and a special control system in the fuel oil supply system. It should be mentioned that all our MC engines can comply with the present IMO NOx limit without any need for fuel/water emulsification, Selective Catalytic Reduction reactors, or the like. In this context, an innovative concept for main propulsion of crude oil carriers and, in particular, shuttle tankers, which

Fig. 7: Piston/ring pack assembly MC vs MC-C

Previous design

Cooling water inlet

New design

A A

B B

Cooling water inlet

A-A

B-B

Fig. 8: Simplified cylinder frame shown together with the design used so far

Air intake casing Exhaust gas bypass Scavenge air receiver B Exhaust gas system

Exhaust gas bypass valve Controlled by the scavenge air pressure

Exhaust gas receiver

C Gas turbine

Control device Standard control Ensures that the scavenge air pressure does not exceed the corresponding pressure at MCR/ISO Advanced control Ensures that the load dependent scavenge air pressure does not exceed the corresponding ISO based pressure Required electric measuring devices Scavenge air pressure (for C1 and C1+2) Engine torque (for C1+2) Engine rpm (for C1+2)

C1

Turbocharger 1 C C1+2

D1 2 Scavenge air cooler Air compressor D D1 D2 D2 Diesel engine

Fig. 9: Exhaust gas bypass

will permit significant savings in fuel oil consumption, should be mentioned. The concept has been developed jointly between the Norwegian State oil company, Statoil, the leading operator of shuttle tankers in the North Sea, and MAN B&W Diesel. The concept comprises systems for capturing and storing the oil vapour released from the crude oil cargo, and subsequently utilising it as the main fuel in the ships engines. This will substantially reduce the amount of oil vapours emitted to the atmosphere, provide a significant saving in fuel oil costs, and considerably reduce the exhaust gas emissions from the ships engines. The key technologies used to achieve this are a VOC (Volatile Organic Compounds) collection and storage system developed by Statoil, and the highpressure gas-injection MC-GI engine, adapted by MAN B&W Diesel A/S to burn the VOC as the main fuel in the engine. Patents are pending for the

proprietary technology developed by the two companies. As a first step, shown schematically in Fig. 10, the VOC handling system developed by Statoil will collect and store the non-methane part of the VOC, i.e. mainly propane, butanes and higher hydrocarbons, which are condensed and separated from the gaseous VOCs (inert gas, methane and ethane) which, at this stage, will be emitted to the atmosphere. In a later development phase, this VOC gas will also be captured and used as fuel in the engine. The liquefied VOC is stored in an insulated tank at low temperature and atmospheric pressure. It is supplied to the engine at high pressure and is primarily injected directly into the combustion chamber immediately after the injection of a small amount of fuel oil, acting as pilot oil and securing stable, safe combustion. The special VOC injection valves are operated by a mechatronic system, featuring computer control

which allows for the greatly varying properties of the VOC fuel. Depending on the composition and amount of the VOC, as well as the ships sailing schedule, up to 90% (or even more) of the vessels HFO consumption may be replaced by the VOC, leading to substantial fuel cost reductions as well as cleaner exhaust gas:
50-90% reduction of SOx emissions

(directly proportional to the HFO substitution percentage)

50-90% reduction in particulate

emissions, due to the lighter and more volatile fuel, which causes less smoke formation
20-30% reduction in NOx emissions

due to more uniform mixing

some reduction in CO2 emissions

due to the higher hydrogen/carbon ratio in VOC fuel compared with HFO.

Vent to atmosphere (Mostly nitrogen)

Exhaust gas low on SOx, smoke-particles, NOx

VOC-treatment on deck Crude oil from loading buoy

Engine room Intake air Fuel oil Condensed VOC-gas stored at atmospheric pressure

VOC-gas Crude oil

Engine(s)

Ship cross section

Fig. 10: Principle for the VOC-fuel concept

A propulsion system that includes large shaft generators driven by the main engine will, with respect to the utilisation of the VOC, be preferable to a propulsion system without shaft generators, as the utilisation will then cover both the power consumption of the ships propellers, the side thrusters as well as the general electricity consumption of the ship, because also all the electrical power is produced by the main engines. A full-scale demonstration of the concept will be carried out on one of Statoils shuttle tankers. A full-scale VOC collection system, designed to supply VOC fuel to one of the two main engines on the vessel, will be installed and the engine will be equipped with a mechatronic VOC fuel injection system. A long-term test will be carried out in 1999 to confirm the efficient and reliable operation of the collection system and the engine. On the basis of the results, Statoil will decide on the full implementation of the VOC fuel technology in its tanker fleet. 8

Conclusion
Offering the largest two-stroke engine programme in the world, MAN B&W Diesel is able to supply the optimum main engines for shuttle tanker operation meeting the great demands of the state-of-the-art technology used on shuttle tankers built today. Whether a highly flexible engine room layout comprising large shaft generators and disengageable propellers, or a direct coupled main engine arrangement supported by large auxiliary engines is needed, MAN B&W Diesel has experience in the design and supply of the optimum main engines. The operating economy in shuttle tankers powered by low speed engines is superior to that of diesel-electric propulsion systems, which exhibit a loss of 8% of the total power driving the propeller because of the electrical conversion. The thermal efficiency and maintenance load of the low speed engines are also better than those of the

medium-speed engines used in dieselelectric plant. References show that, during the last decade, MAN B&W Diesel has been the sole supplier of two-stroke main engines to the growing shuttle tanker market.

Appendix 1 Shuttle Tankers in Service or under Construction

Building year (C for under construction)

1977 1978 1978 1980 1981 1982 1982 1982 1983 1983 1986 1987 1987 1988 1989 1989 1990 1992 1992 1992 1993 1993 1993 1993 1995 1995 1995 1996 1996 C C C C C C C C

Tonnage (dwt) 125,457 125,690 125,690 109,999 68,139 39,750 81,944 128,000 19,999 130,700 124,472 118,215 129,154 126,491 126,352 113,131 113,131 123,665 108,153 95,200 91,263 123,848 78,228 123,423 130,865 130,559 122,535 145,242 87,500 125,000 126,650 125,000 125,000

Shipowner

Ships name

Propulsionsystem (DM=dieselmechanical DM DM DM DM DM DM DM DM DM DM DM DM DM DM DM DM DM DM DM DM DM DM DM DM DE DE DE DM DM DM DM DE DM DM DM DM DM

Number of propellers 1 1 1 1 1 1 1 2 1 2 2 2 2 2 2 2 1 1 1 1 1 1 1 1 1 1 1 1 1 2 2 1 2 2 2 2 2

Main engine make B&W B&W B&W B&W B&W B&W Sulzer B&W Sulzer B&W

Main engine number and type 1 x 8K90GF 1 x 7K90GF 1 x 7K90GF 1 x 7K90GF 1 x 6L80GF 1 x 4L80GFCA 1 x 5RLA90 1 x 8L55GFCA 1 x 5RLA66 2 x 6L55GFCA

Esso K/S Rasmussen K/S Rasmussen Shell Nordic Challenger Petrosk. Shipping Matco Tankers Bergshav Shuttle Shell K/S Rasmussen Nordshuttle Knutsen Knutsen Nordshuttle Nordshuttle Knutsen Knutsen Borga KS Savonita Shipping Neste OY Neste OY Knutsen K/S Rasmussen Knutsen Statoil Statoil Conoco Red Band Texaco Knutsen Statoil Statoil Ugland Ugland A.P. Mller Statoil Statoil

Petro Matco Polytrader Polytraveller Norrisia Nordic Challenger Petroskal Matco Clyde Bergina Cardissa Polyviking Sarita Ragnhild Knutsen Anna Knutsen Juanita Evita Tove Knutsen Dicto Knutsen Borga Stena Savonita Futura Natura Tordis Knutsen Polyclipper Vigdis Knutsen Hanne Knutsen Jorunn Knutsen Heidrun Grietje Aberdeen Sestao 1+1 option Sestao 1+2 option Samsung 2 ships Samsung 2 ships Tsuneis 1+1 option Daewoo 1 ship Sestao 2 ships Puerto Real 1 ship

MAN B&W 2 x 6L60MCE MAN B&W 2 x 4L70MCE MAN B&W 2 x 4L70MCE MAN B&W 2 x 5S60MCE MAN B&W 2 x 5S60MCE MAN B&W 1 x 5S70MC MAN B&W 1 x 5S70MC MAN B&W 1 x 6S70MC MAN B&W 1 x 7S60MC Wrtsil Wrtsil 2 x 6R46 2 x 6R46

MAN B&W 1 x 6S70MC MAN B&W 1 x 6S60MC MAN B&W 1 x 6S70MC Sulzer Sulzer Wrtsil 4 x 9 ZAL40S 4 x 9ZAL40S 4 x 8R46

MAN B&W 1 x 6S70MC MAN B&W 2 x 7S60MC MAN B&W 2 x 7S50MC MAN B&W 2 x 6L60MC Wrtsil -

MAN B&W 2 x 7S50MC MAN B&W 2 x 7S50MC MAN B&W 2 x 7S50MC MAN B&W 2 x 7S50MC MAN B&W 2 x 7S50MC

Source: Lloyds Shipping Information System Crude tankers for offshore installations, 1976-1996