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Main Engines
Contents
Introduction....................................................................................................... 5
Ice Classes and Requirements............................................................................ 6
Temperature Restrictions and Load-up Procedures at Start of
MAN B&W Two-stroke Main Engine.................................................................... 8
Engine Room Ventilation................................................................................... 10
Design Recommendations of MAN B&W Two-stroke Main Engine
for Operation at Extremely Low Air Temperature................................................ 11
Extended Main Engine Load Diagram............................................................... 14
Ice Class Demands for Propeller Type and Main Engine Power Output.............. 15
Low Load Operation and Service Optimisation of
MAN B&W Two-stroke Main Engines................................................................ 18
Propulsion Systems Applied and Example........................................................ 20
Closing Remarks.............................................................................................. 22
Introduction
wintertime.
winter operation.
going
PACIFIC
engine needed to
obtain the required
OCEAN
like
icebreakers,
but
In general, for a normal ship, the installed propulsion power of the main
ships
of the ice classed ships, the FinnishThe application of ice classed ships
BERING SEA
Russia
LAPTEV
SEA
BERING
STRAIT
Alaska
(United States)
KARA
SEA
ARCTIC
OCEAN
BEAUFORT
SEA
NORTH
POLE
BARENTS
SEA
Canada
Finland
GREENLAND
SEA
BAFFIN
BAY
Greenland
(Denmark)
NORWEGIAN
SEA
Sweden
Norway
Denmark
Iceland
DAVIS
STRAIT
Northwest
United
KingdomPassage
ATLANTIC
OCEAN
Northeast Passage
Median 1979 2000
Fig. 1: Possible sailing routes of the northwest and northeast passages (28 August 2012)
Lloyds
DNV
Russian 1999-
Finnish-Swedish
Ice 1A*
JIY6
1A Super
Ice Class 1A
Ice 1A
JIY4
1A
Ice Class 1B
Ice 1B
JIY3
1B
Ice Class 1C
Ice 1C
JIY2
1C
Ice Class 1D
JIY1
ll
100 A1
JIY1
ll
require several forms of rudder and propeller protection, and strengthened propeller tips are often required.
class.
designation
class 1A.
strengthening hull structural design required of ships for navigating in ice, see
Ref. [2].
1A
1.0 m
1B
0.8 m
1C
0.6 m
Finnish-Swedish rules
Lloyds Register
on top
through PC-7.
Ship specific.
DNV Class
Notations
Equivalent Baltic
(Finnish-Swedish) Ice class
Vessel Type
Ice Conditon
ICE-C
Impact Limits
ICE-1C
1C
ICE-1B
1B
ICE-1A (PC-7) 1A
ICE-1A* F
No ramming
ICE-05
ICE-10
ICE-15
POLAR-10
POLAR-20
Occasional ramming
POLAR-30
ICEBREAKER
Repeated ramming
Operating conditions
Winterised
PC-1
ARCTIC
PC-2
PC-3
PC-4
PC-5
ICE-1A*
PC-6
ICE-1A
PC-7
COLD
BA S I C
ICE-1B
ICE-1C
load-up procedures
minutes.
FPP:
CPP:
A. Run up slowly
If normally 10% to 40% engine low load operation (slide fuel valves needed) extra slowly
load-up procedure is recommended: minimum
30 min. from 10% to 40% load and minimum
60 min. from 40% to 75% load
Table 4a: Temperature restrictions and load-up procedures at normal start of engine
heater water flows in the opposite diA standard preheater system with a
in this way.
A. Run up slowly
Table 4b: Temperature restrictions and load-up procedures at start of cold engine in exceptional
cases
to 50C depends on the amount of water in the jacket cooling water system,
and on the engine load.
Preheating during standstill periods
During short stays in ports (i.e. less than
Preheater
Preheater
pump
Preheater
bypass
Diesel engine
Direction of main water ow
Preheater capacity
hours.
servative.
lines in Fig. 3.
Temperature increase
of jacket water
C
1.50% 1.25% 1.00%
60
0.75%
50
0.50%
ings can be used in all weather conditions. Care should be taken to ensure
that no seawater can be drawn into the
40
Preheater capacity in %
of nominal MCR power
20
tance from the exhaust gas funnel in order to avoid the suction of exhaust gas
into the engine room.
10
hours
10
20
30
40
50
60
70
Preheating time
The temperature increase and corresponding preheating time curves are shown for the different
ture conditions, the turbocharger air inlet temperature should be kept as high
duced.
Air outlet
Engine room
ventilation fans
Air inlet
Air inlet
ME
AE
ME
Main Engine
AE
Auxiliary Engine
Main ducts for supply of combustion air
AE
AE
11
(ECS).
Exhaust gas
receiver
B
Turbine
be too high, and the heat transfer inadequate. This means that some of the
cooling water should be recirculated to
C1+2
Turbocharger
D1
Scavenge
air receiver
Scavenge
air cooler
D2
Diesel engine
D
D1
D2
Fig. 5: Standard load dependent low ambient air temperature arctic exhaust gas bypass system
turbochargers
per 1.0C drop in the intake air temShips with ice class notation
ditions.
bypass valve.
Steam production
kg/h
2,500
6S60MC-C7/ME-C7
2,000
Surplus steam
1,500
Steam consumption
500
40
50
60
70
80
90
100 % SMCR
Engine shaft power
tertime
During normal operation at low ambi-
Fig. 6: Expected steam production by exhaust gas boiler at winter ambient conditions (0C) for main
engine with and without a load-dependent low air temperature arctic exhaust gas bypass system
13
ships.
to the left.
on the propeller.
Line 1:
110
100
M
5
Line
90
Line
Line
Line
Line
80
10
mep
110%
70
100%
60
4
2
90%
80%
50
70%
9
60%
40
60
65
70
75
80
85
90
Line
Line
Line
Line
speed limit.
peller
speed used.
L1
L3
100
5%L1
7
L2
90
80
L4
Heavy running operation
70
60
Normal
operation
4
6
50
40
55
60
65
70
75
80
85
Fig. 8: Extended load diagram for MAN B&W two-stroke speed derated engine with increased light running
15
main engines
power output
tion Societies).
VLBC
SMCR power
kW
45,000
1A Super
Capesize
40,000
20,000
Small
15,000
10,000
Handysize
25,000
Handymax
30,000
Panamax
35,000
1A Super
14.7 k
1A
Super
1A
1B
5,000
1A
1C
Normal SMCR
power for average
bulk carriers without
ice class notation
1B
1A
14.5 kn
1C
1B
1C
Alternative handymax
(St. Lawrence Canal)
0
0
50,000
100,000
150,000
Deadweight of ship at scantling draught, dwtscant
200,000
250,000 dwt
Fig. 9: Minimum required propulsion SMCR power demand (CP propeller) for existing average-size bulk carriers with Finnish-Swedish ice class notation (for FP propeller add +11%)
engines
ships
Suezmax
SMCR power
kW
40,000
Aframax
35,000
30,000
Small
15,000
10,000
1A
Panamax
Handysize
20,000
Handymax
25,000
1B
1A Super
1A
n
5.0 k
1A Super
15.0 kn
15.0 k
1C
1B
1C
5,000
50,000
100,000
150,000
Deadweight of ship at scantling draught, dwtscant
200,000 dwt
Fig. 10: Minimum required propulsion SMCR power demand (CP propeller) for existing average-size tanker with Finnish-Swedish ice class notation
(for FP propeller add + 11%)
17
without VIT).
ing in ice.
a good idea.
Furthermore, a turbocharger cut-out
possibilities
be further increased.
ity (dwt).
SFOC
High-load optimised
Part-load optimised (EGB tuning)
Low-load optimised (EGB tuning)
1 g/kWh
3 g/kWh
5 g/kWh
35
65 70
80
100% SMCR
Engine load
Fig. 11a: Example of SFOC reductions for ME/ME-C/ME-B (dot 3) engines with EGB
SFOC g/kWh
10
9
8
7
4
3
4 g/kWh
0 of 4 TC cut-out
0 of 3 TC cut-out
2
1
-1
-2
5 g/kWh
-3
-4
-5
-7
Standard engine
-6
1 of 3 TC cut-out
Max. 65% SMCR
1 of 4 TC cut-out
Max. 75% SMCR
20 25 30 35 40 45 50 55 60 65 70 75 80 85 90 95 100% SMCR
Engine shaft power
Fig. 11b: Example of SFOC reductions for ME/ME-C/ME-B engines with turbocharger cut-out
19
Fig. 12a: Example of diesel-mechanic propulsion system with CP (or FP) propeller
Diesel engine
Generator
Electric converter
Electric propulsion motor
Thrust bearing/reduction gear
CP propeller
rador, Canada.
propeller diameter.
of the ice.
This is one of the main reasons for using the electronically controlled ME-C
low load.
thrust.
ambient conditions.
load diagram.
21
Closing Remarks
= Standard is ok
= Recommended
= Not recommended
= Check
Propeller types:
FP = Fixed pitch
CP = Controllable pitch
Equivalent
Finnish-Swedish ice
classes 1C, 1B, 1A
Equivalent
Finnish-Swedish ice
class 1A Super
FP
FP
FP/CP
(FP)/CP
CP
Engine torque
Ok
Ok
Crankshaft
Ok/C
Ok/C
Thrust bearing
Ok/C
Ok/C
N/C
N/C
Ok
Ok
Ok
Ok/C
(R/R)
(R)/R
(R)/R
N/R
N/R
CP
CP
Thrust bering
Ok
Ok
Ok
Ok
CP
CP
Propeller nozzles
Seawater chests
Aux. engine
Engine torque
Crankshaft
Ship
23
References
Ref. [1]: National Snow and Ice Data Center, 28 August 2012
Ref. [2]: Finnish-Swedish Ice Class Rules
Finnish Maritime Administration, Bulletin 10/10.12.2008
Ref. [3]: MARAD Arctic Transportation Conference in Washington,
Niels Bjrn Mortensen, BIMCO, 5 June 2008
Ref. [4]: Winterisation of LNG Carriers, Tanker Operator Conference, Oslo,
14 June 2008, Jan V. Koren, DNV
Ref. [5]: Influence of Ambient Temperature Conditions,
MAN Diesel & Turbo, Denmark, August 2010
Ref. [6]: Basic Principles of Ship Propulsion,
MAN Diesel & Turbo, Denmark, December 2011
Ref. [7]: Bulkers Propulsion Trends in Bulk Carriers,
MAN Diesel & Turbo, Denmark, December 2010
Ref. [8]: Propulsion Trends in Tankers
MAN Diesel, Denmark, October 2009
Ref. [9]: SFOC Optimisation Methods
MAN Diesel & Turbo, Denmark, September 2010
All data provided in this document is non-binding. This data serves informational
purposes only and is especially not guaranteed in any way. Depending on the
subsequent specific individual projects, the relevant data may be subject to
changes and will be assessed and determined individually for each project. This
will depend on the particular characteristics of each individual project, especially
specific site and operational conditions. CopyrightMAN Diesel & Turbo.
5510-0140-00web Aug 2013 Printed in Denmark