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Contents:
Marine Propulsion in General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . The Low Speed Engine Market . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Ship Size . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Bulk carriers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Tankers. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . General cargo . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Container vessels . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Developments in Low Speed Engine Design and Manufacturing . . . . Low Speed Engine Development . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Engine Design Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Fuel valve development . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Computer controlled cylinder lubricator . . . . . . . . . . . . . . . . . . . . . . . Exhaust Gas Emission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Off Spec Fuel / Future Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Electronics on Bord Ships . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . References . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3 5 7 7 7 7 7 8 10 11 12 12 13 13 13 14 15
Trends in the Volume and Nature of Propulsion Machinery Demand the Low Speed Sector
This paper opens with a purely nontechnical summary of statistical data and trends compiled by the market survey department of MAN B&W Diesel in Copenhagen in order to illustrate the past and present standing of the twostroke engine in the market, with a view to predicting the potential for this type of prime mover in the future. In spite of sporadic indicators of the opposite, there are no signs of any change in the market regarding the distribution of prime movers in the marine industry. As illustrated in the technical part of this paper, there are no identified challenges, technical, commercial and legislative, to which solutions are not available. The low speed engines are dominant and will remain to be so in the foreseeable future.
Presenting an outline of the distribution, the relationship and the differences between the various types of engines and vessels would be beyond the scope of this paper. Only vessels for which low speed engines are relevant will be dealt with, which means that passenger vessels, fishing vessels, tug boats and most special-purpose vessels are not discussed. During the period of 1974-1998, the number of engines delivered for cargo ships dropped from some 2000 to approx. 1400 engines per year (see Table 1). However, in terms of engine output the drop was not as large as the drop in the number of engines, which means that the average engine output has increased over that period. The greatest fall in the number of engines was in the medium speed sector, which saw a fall of 56%, whereas the number of high speed engines fell by 27%. Low speed engine deliveries fell by just under 5% during the same period. Overall, the market share of low speed engines increased from 41% in 1974 to 57% in 1998.
Number of engines Year Two-stroke No. 1974 1979 1984 1989 1994 1998 806 648 819 425 510 768 Pct. 41 30 44 31 37 57 Four-stroke No. 984 1315 894 741 601 431 Pct. 50 61 48 54 43 32 Unknown No. 191 189 136 213 280 139 Pct. 10 9 7 15 20 10 No. 1981 2152 1849 1379 1391 1338 All Pct. 100 100 100 100 100 100
Million bhp Year Low speed bhp 1974 1979 1984 1989 1994 1998 9.4 6.6 7.6 4.6 7.1 11.6 Pct. 60 59 77 73 78 80 Medium speed bhp 2.9 3.6 2.0 1.5 1.7 2.2 Pct. 18 32 20 24 18 15 High speed bhp 3.5 1.1 0.3 0.2 0.3 0.6 Pct. 22 9 3 3 4 4 bhp 15.8 11.2 9.8 6.3 9.1 14.4 All Pct. 100 100 100 100 100 100
In terms of engine output, the low speed market share increased from 60% in 1974 to 80% of the market today (see Table 2). The low speed engine sector has mainly gained market shares from the high speed sector, which amounted to 22% of the market in 1974, compared with 4% today measured in engine output. Following a period in the 80s where medium speed engines accounted for 20-30%, the market share of these has dropped to the 1974-level of 15-18%. It can thus be ascertained that low speed engines account for a stable, even increasing, share of the propulsion market for merchant vessels. At the beginning of the 70s, the market for the propulsion of power-demanding vessels (VLCCs) was dominated by turbines. However, this market faded out with the oil crisis and, from then on, the demand developed towards more fuelefficient engines. Since the mid-70s, low speed engines have dominated the market for large propulsion engines for the merchant fleet (Table 3). In the following, only low speed engines will be dealt with.
bhp per engine Year Low speed bhp 1974 1979 1984 1989 1994 1998 11,648 10,168 9,274 10,754 14,013 15,136 Medium speed bhp 2,961 2,719 2,206 2,029 2,772 5,122 High speed bhp 18,223 5,580 1,881 841 1,198 4,409 All bhp 7,965 5,214 5,314 4,537 6,577 10,797
Number of engines Four-stroke No. 62 59 46 48 44 22 Pct. 8 9 6 11 9 3 Unknown No. 13 2 0 0 0 1 Pct. 2 0 0 0 0 0 No. 806 648 819 425 510 768 All Pct. 100 100 100 100 100 100
Million bhp Year Two-stroke bhp 1974 1979 1984 1989 1994 1998 9.2 6.4 7.5 4.4 7.0 11.6 Pct. 98 98 98 97 98 99 Four-stroke bhp 0.2 0.1 0.1 0.1 0.1 0.1 Pct. 2 2 2 3 2 1 Unknown bhp 0.1 0.0 0.0 0.0 0.0 0.0 Pct. 1 0 0 0 0 0 bhp 9.4 6.6 7.6 4.6 7.1 11.6 All Pct. 100 100 100 100 100 100
The power requirement at selected dwt intervals for the primary types of vessel has been analysed. The analysis shows that over time no significant change can be demonstrated in the power requirement for most types of vessel except VLCCs. Within several
groups, on the other hand, there is even a slight tendency towards a drop in the average installed propulsion power. Increase in propulsion speed can therefore have been obtained through improved hull and propeller plant designs (see Fig. 1 showing the
distribution of engine sizes on vessel types/sizes 1974-1998). The increase in average engine size is an expression of a changed demand pattern from one vessel type to another and/or a development towards larger vessels.
1974 1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998
100% 90 80 70 60 50 40 30 20 10 0
1974 1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998
6,501 - 15,000 bhp 15,001 - 25,001 bhp 25,001 - 40,000 bhp 40,001 - 75,000 bhp
1974 1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998
1974 1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998
1974 1975 1976 1977 1978 1979 1980 1981 1982 1983 1984 1985 1986 1987 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998
Ship Size
Bulk carriers There is a trend towards an increasing number of bulk carriers in the 40-80,000 dwt range. In 1989, this size range accounted for 54% of the bulk carriers ordered, whereas in 1998, it accounted for 62%. In particular bulk carriers larger than 80,000 dwt have lost market shares (15% in 1974 and 6% in 1998). Thus, the development has been in favour of medium sized vessels. Tankers There is a trend towards an increase in the demand for ships in the 2,000-20,000 dwt range (31% in 1989 and 34% in 1998), whereas ships of more than 200,000 dwt had a lower share of the market in 1998 than in 1989 (although large fluctuations can be seen from year to year). The so-called VLCC boom is still around the corner. General cargo The trend is clearly moving in the direction of larger ships, as the share of ships smaller than 20,000 dwt accounted for 88% of the ships delivered in 1989, against 61% in 1998. In 1989, general cargo ships larger than 40,000 dwt accounted for a mere 1% whereas, in 1998, this market share had risen to 11%. Container vessels For container vessels, ultra-large ships (larger than 80,000 dwt ~ >5000 teu) accounted for 6% of deliveries in 1998. Compared with 1994, this share has been at the expense of ships sized 40-80,000 dwt alone (3-5,000 teu), which is a ship size that is apparently becoming of less significance for the container fleet. Still it seems that each mega-carrier order brings with it up to five feeders of 1,000-3,000 teu each.
Ships 1,800 1,600 1,400 1,200 1,000 800 600 400 200 0
1976
1979
1982
1985
1988
1991
1994
1997
2000
2003
2006
2009
2012
2012 2012
Million dwt 70 60 50 40 30 20 10 0
1976
1979
1982
1985
1988
1991
1994
1997
2000
2003
2006
2009
Million gt 40 35 30 25 20 15 10 5 0
1976
1979
1982
1985
1988
1991
1994
1997
2000
2003
2006
2009
Scrapping
Predictions
Deliveries
Contracting
2015
2015
2015
The change in ship size does not in itself explain the substantial increase in the average engine power seen in recent years, hence it can be assumed that the design speed has increased. Increase in the average engine size is an indication of a changed demand pattern towards higher powered ship types. A distinct increase in ship size is only seen in the general cargo sector, whereas in the container ship sector two oppositely directed trends away from ship sizes in the 40-80,000 dwt range are seen. The propulsion power requirement is considerably higher for a container ship sailing with high-value commodities than for bulk carriers and large tankers transporting raw materials, for which the sailing time is of less economical consequence. Hence, the propulsion power requirement for a Post-Panamax container ship is 2-3 times the power requirement for a VLCC. The increasing containerisation and competition in this market, together with demands for the lowest possible freight cost per teu, will imply a continued race for transporting as many teus as possible on the long-haul routes. This means that an increase in the average power requirement for container ships is to be expected. Lifetime analyses of different ship types/sizes show that the need for replacements over the next ten years alone will provide a stable demand for low speed propulsion (Fig. 2). The underlying demand for new ships over the next couple of years will be below the level seen in the past 4-5 years. Having made this statement, it can be ascertained that there is little risk of seeing a shipbuilding activity level as low as experienced in the 1980s.
China CSTC 1980 ! Hudong ! Dalian ! Yichang ! Shanghai Shangchuan Croatia Uljanik Split
Rumania UCMR
1991
1954 1984
Russia Bryansk
1959
Spain Manises
1941
The ships which are being ordered and built in a foreseeable future will presumably not change very much and, consequently, the development of engines will also be smooth, without too dramatic changes. The low speed engines on order (about 1.5 times the annual production) is shown on a yearly basis (Fig. 4). The figure also shows the development in geographical distribution as well as MAN B&Ws market share which so far has been and still is comfortable. The engine programme of MAN B&W is being constantly developed to cater for the requirements for power and speed of the ships being built. An ongoing dialogue with shipowners, yards and engine builders sets the scene for new engine types.
Million bhp 20 18 16 14 12 10 8 6 4 2 0 Jun-92 Dec-92 Jun-93 Dec-93 Jun-94 Dec-94 Jun-95 Dec-95 Jun-96 Dec-96 Jun-97 Dec-97 Jun-98 Dec-98 Jun-99 South Korea Japan Other East Asia Eastern Europe Western Europe South America Other designs
requirement
Simplicity for easy manufacturing Un-complicated installation proce-
Hence, in spite of technical and commercial challenges, the two-stroke low speed marine diesel engine will remain the dominant prime mover for marine propulsion for many years. The technical challenges and possibilities are discussed in great detail in a paper with that very title The future of the low speed two-stroke engine presented and debated at the Institute of Marine Engineers in London 25/26 Nov. 1999, Ref. [1]. The paper discussing both containership and VLCC propulsion as well as the development and implementation of the first commercially ordered electronically controlled marine diesel engines is summarised in the following.
dures
Reliability in service Low fuel and lube oil consumption Emission compliance, beyond IMO.
Electronics will play an increasing role in the technology used for low speed engines in the years to come. The high pressure gas injection version of the low speed engines is now on the market, taking advantage of the latest state-of-the-art electronic controls. Engines with electronic/hydraulic control of exhaust and fuel valve timing are already commercially available, allowing more flexibility under changing operating conditions. Fig. 5 shows the development of engine performance parameters over the last 30 years. Notably specific output has increased while weight has been reduced. Efficiency and reliability have correspondingly increased despite the increased power and load concentration. The speed/power combination
has been refined to suit specific ships needs by applying different and larger stroke-to-bore ratios. Such adaptation will continue, but with more emphasis, being concentrated on complying with general and local emission rules. Containerisation has kept increasing over the years, and 1998 was the year in which the first vessels with a capacity of more than 6000 TEU entered service and even larger vessels are likely to come. In this context, increasing powers are called for, in excess of 90,000 bhp, and the K98MC engine type was developed to provide this. So far, 20 such engines have been ordered, including five 12-cylinder units.
Pmax
Pscav
12.5 10.0
hTC he
70 h 60 50 40 40 kW/t 35
kW/t
30 25
kW/cyl kW/m
20
6L/S60MC
6L60MC
6S60MC-C
1995 2000
1970
1975
1980
1985
1990
10
6S60MC
6K62EF
6L55GF
6K62EF
Conventional MC design
New design
Fig. 6: New large bore engine combustion chamber geometry with PC and CPR rings
For the even larger and/or faster container ships, engine power in excess of 100,000 bhp will be needed some 125,000 bhp is often mentioned these days as a likely power demand for 8,000 10,000 TEU vessels. Two engines and propellers may be preferred for wide-body vessels, but it is possible to increase the unit output to, say, 110,000 bhp with a 14K98MC or to even higher outputs using a narrow-V configuration up to 16 or 18 cylinders. A 12KV90MC-C will be nearly seven metres shorter than an in-line 12K90MC-C. Possibly, we will see such engines in the future. For VLCCs, our 7S80MC has been and still is widely used. However, increased speeds have already resulted in several orders for our S90MC-C, and if even larger ships are required, ULCCs may return. Eight or nine-cylinder S90MC-Cs are readily available to propel them. The S80MC-C and S90MC-C reflect a design evolution already successfully implemented on our S46, S50, S60 and S70MC-C, i.e. a higher power concentration in a compact engine designed for low production cost.
creasing the heat load on the cylinder liner, cylinder cover and exhaust valve. A piston with a high topland is used. A temperature reduction in the piston top of some 100 C as well as unchanged temperatures on other combustion chamber components has been confirmed. The new combustion chamber design was used from the outset on the K98MC engine and is standard on new large-bore MC/MC-C engines. The reliability of the combustion chamber components and the cylinder condition depend very much on the performance of the piston ring pack, which, accordingly, is continuously being optimised, now with a special patented CPR (Controlled Pressure Relief) ring as the top piston ring. This ring has a double lap joint, and an optimal pressure drop across the top piston ring is ensured by relief grooves. For ease of running-in, an Al-bronze coating is applied on the rings.
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Computer controlled cylinder lubricator The cylinder lube oil consumption represents a large expenditure for an engine operating with the nominal guiding feed rate and, especially for the large bore engines, even a 0.1 g/bhph reduction in the cylinder oil dosage represents a significant yearly saving for the owner. The cylinder oil must be injected into the cylinder at the exact position and time where the effect is optimal, for which enhanced precision is essential. In our new electronic cylinder lubrication system shown in Fig. 8, the oil fed to the injectors is pressurised by a small multi-piston pump, a hydraulic amplifier, for each cylinder. The system is controlled in such a way that the oil can be introduced to the individual cylinder at any pre-set piston position. advantages are reduced emission of NOx, CO, smoke and unburned hydrocarbons as well as significantly less deposit inside the engine, with a positive effect on cylinder condition in general. By virtue of the very precise injection at a much higher pressure, cylinder oil waste can be avoided.
A third feature introduced is the Piston Cleaning (PC) ring, fitted in the top of the cylinder liner. The purpose of this ring 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 some of the cylinder oil from the liner wall. Fuel valve development
Control box
The increased mean effective pressure of modern engines requires increased flow areas throughout the fuel valve which, in turn, leads to increased sac volumes in the fuel nozzle itself. Consequently, more fuel from the sac volume may enter the combustion chamber and contribute to the emission of smoke and unburned hydrocarbons as well as to increased deposits in the combustion chamber itself. To counteract this, a new type of fuel valve essentially without the sac volume problem, the so-called slide type fuel valve (Fig. 7), has been under development for quite some time. This slide valve is now being introduced as standard. Its main
Tank Cylinder
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Control valve
Pressure switch
be achieved as has been proved by a number of stationary power plant engines, utilising 30 50% water addition to HFO, with the first plant entering commercial service in 1984. Obviously, the fuel injection system was tailor made for the purpose and has performed impeccably, and the same can be stated for the general engine behaviour. For extremely tight NOx limits, exhaust gas after-treatment by means of Selective Catalytic Reduction (SCR) provides an effective solution. A reduction of 93% has been confirmed on four vessels in marine service (since 1989), and more than 99% (due to strict local demands) on a stationary high-pressure dual-fuel gas engine (since 1994). Thus, solutions are at hand, if needed!
gines rebuilt for VOC operation. The same principle will accept LPG.
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Conclusion
MAN B&W Diesel is convinced that the two-stroke marine diesel engine will remain the predominant prime mover for merchant vessels for many years to come. Reliability and environmental friendliness will be the most important research and development goals, and it is the engine suppliers challenge to satisfy these demands at minimum production cost for the engine.
HFO will, most likely, remain the dominant primary energy source for marine engines, though of changing composition due to environmental demands. In certain sectors, other fuels may become of interest for environmental or cost reasons. The introduction of electronics is one way of ensuring increased functionality while reducing mechanical complexity. An increasing need for electronic soft-
ware and hardware to sustain the reliability and environmental friendliness of conventional engine designs is foreseen, leading forward to the commercial introduction of the Intelligent Engine on a larger scale, following the first deliveries of such engines in early 2001.
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References
[1] Peter Sunn Pedersen: The future of the low-speed two-stroke engine, Institute of Marine Engineers, London, 25-26 Nov., 1999 [2] The Intelligent Engine: Development Status and Prospects, MAN B&W Diesel A/S, Copenhagen, Denmark, Publ. No. P.360-99.09 [3] The Stena V-max. - restricted draft VLCC design, 21st Marine Propulsion Conference, Athens, 23-24 March 1999
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