Propulsion Trends in Tankers

Propulsion Trends in Tankers
MAN Diesel
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
Tankers, bulk carriers and container vessels are the three largest groups of vessels within the merchant fleet and, therefore, this market segment de serves great attention, Ref. [1] and Ref. [2]. The economic and technical conditions for the tanker market are continuously changing. For example, 30 years ago the size of a crude oil tanker was to be as large as possible, and the lim ited safety and environmental demands gave room for the simple monohull construction, in comparison to the safer and more advanced doublehull construction of today. In consequence of the globalisation and especially the economic growth in China since the turn of the millennium, the demand for oil has increased and caused increased freight rates because of an increased demand for oil tanker transports. Moreover, the higher the price of oil products, chemicals and other goods, the greater is the demand for main en gine propulsion system designs that of fer higher ship speeds and, at the same time, optimised fuel consumption.
The purpose of this paper dealing with tanker sizes above 5,000 dwt, and based on an analysis of tankers built/ ordered over the last eight years is to illustrate the latest ship particulars used for modern tankers, and to determine their impact on the propulsion power demand and main engine choice, using the latest MAN B&W two-stroke engine programme as the basis.
The largest tanker ever built is the 565,000 dwt Seawise Giant from 1976, measuring LOA = 458.5 m and B = 68.9 m, with a scantling draught of 24.6 m. Tanker types Depending on the products carried by the tankers, these may be divided into the following main types:

Chemical tanker Product tanker Crude oil tanker Gas tanker.
Market Development
Definition of a tanker In dictionaries, a bulk cargo is defined as loose cargo that is loaded directly into a ships hold. Bulk cargo is thus a shipment such as oil, grain, ores, coal, cement, etc., or one which is not bun dled, bottled, or otherwise packed, and which is loaded without counting or marking. A bulk carrier is therefore a ship in which the cargo is carried in bulk, rather than in barrels, bags, containers, etc., and is usually homogeneous and capable of being loaded by gravity. On the basis of the above definitions, there are two types of bulk carriers, the drybulk carrier and the wetbulk car rier. This paper describes the wetbulk car
The ship particulars of the gas tankers (LNG and LPG) are quite different from those of other types of tankers, such as for oil and chemical products. There fore, gas tankers are not dealt with in the paper. Apart from this limited group of tankers, the other tanker types follow the same propulsion rules. As indicated by its name, the chemi cal tanker is used to transport vari ous types of liquid chemical products, whereas the product tanker carries products refined from crude oil and other fluids such as wine, juice, etc. In total numbers, the product tankers and chemical tankers dominate for ship sizes below 55,000 dwt, while in the 60,00075,000 dwt range, product and crude oil tankers dominate. For larger tankers, crude oil tankers dominate.
The optimum propeller speed is chang ing as well, becoming lower and lower, because the larger the propeller diame ter that can be used for a ship, the low er the propulsion power demand, and the lower the optimum propeller speed. All of these factors might have an influ ence on which main engine type is se lected/installed as the prime mover, and also on the size of the tanker to be built.
rier type, normally known as tanker. Oil was initially transported in barrels (0.1590 m3) by rail and by general car go ships. As demand increased, barrels were replaced by tanks. The first fully welded tanker was built in the USA in the mid 1920s. Since then, the tanker fleet has by far taken over the market for transportation of oil products.
Tanker sizes The deadweight of a ship is the carry ing capacity in metric tons (1000 kg) including the weight of bunkers and other supplies necessary for the ships propulsion.
Tanker clases and canals

Tanker type Small Handysize Scantling draught up to Handymax Overall ship length 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.: Aframax AFRA American Freight Rate Association Ship breadth Suezmax Ship draught up to Ship breadth up to Draught x breadth up to Overall ship length up to VLCC Very Large Crude Carrie r Overall ship length ULCC Ultra Large Crude Carrier Panama Canal approx. 10 m approx. 180 m max.: 32.2/32.3 m (106 ft) 228.6 m (750 ft) 60,000 - 75,000 dwt 289.6 m (950 ft) 12.04 m (39.5 ft) Dimensions Ship size (scantling) up to 10,000 dwt 10,000 - 30,000 dwt 30,000 - 55,000 dwt
The size of a tanker will normally be stated as the maximum possible dead weight tonnage, which corresponds to the fully loaded deadweight at full summer saltwater draught (normally a density of 1.025 t/m3), also called the scantling draught of the ship. However, sometimes the deadweight tonnage used refers to the design draught, which is normally less than the scantling draught and equals the aver age loaded ship in service. Therefore, the deadweight tonnage that refers to the design draught which is used for design of the propulsion system
80,000 - 120,000 dwt approx. 41 - 44 m max.: 21.3 m (70 ft) 70 m approx. 820 m2 (945 m2) 500 m
is normally lower than the scantling draught based deadweight tonnage. The sizes of the tankers described in
125,000 - 170,000 dw
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. In the context of tankers, the word bar rel is often used to characterise the size of a vessel; for instance, a VLCC is a two million barrel crude oil tanker, 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 IMOs Marpol 73/78 An nex I Regulation 13F. This regulation
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. The canal was inaugurated in 1914 and its dimensions were based on Titanic (sunk 1912) to be the largest ship of that time. 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
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
requires all new tankers of 5,000 dwt and above delivered after 6 July 1996 to be fitted with double hulls separated 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 phasedout by the end of 2010 at the latest. However, for single hull tankers of a special category, the phase-out time may be extended, but no later than to the end of 2015. Tanker classes Depending on the deadweight tonnage and hull dimensions, tankers can be split into the following main groups or classes; there will be, though, some overlapping into adjacent groups, see Table I.

Number of ships in % 30 25 21.1 20 15 10 19.8 24.4
Tanker fleet January 2007 - 5,300 ships (Tankers larger than 5,000 dwt)
13.4 8.7 5.8 6.7
5 0
ax ax ax Sm ize ym m m m CC nd nd na Af Su ez ra VL UL ys CC all ax
0.1 Classes
Fig. 2a: Distribution of tanker classes (number of ships)
Total dwt of ships in % 40
Ha
Ha
Tanker fleet January 2007 - 369 million dwt (Tankers larger than 5,000 dwt)
Pa
36.7
Small tankers Handysize Handymax Panamax Aframax VLCC ULCC
(< 10,000 dwt)
35 30 25 20 15 10 5 0
Ha nd ym ax ez m ax ra m ax Sm all m ax dy s iz na VL CC e
(10,000 30,000 dwt) (30,000 55 000 dwt) (60,000 75,000 dwt) (80,000 120,000 dwt) (250,000 320,000 dwt) 350,000 dwt)
19.7 14.5 5.3 2.1 5.8 0.8

UL CC
15.1
Suezmax (125,000 170,000 dwt)
Af
distribution of the tanker classes today. Small tankers (< 10,000 dwt) The Small tankers, consisting in par ticular of chemical and product tank ers, are comprehensive in number. Both fourstroke and twostroke diesel en gines are competing for the main en gine installation.
Fig. 2b: Distribution of tanker classes (deadweight tonnage)
below 10 m and a relatively high ship speed. Twostroke engines now domi nate as the main source of propulsion. Handymax (30,000 55,000 dwt)
Ha n
Pa
180 m. Almost all ships of this type (95%) have a twostroke diesel engine installed for main propulsion. Panamax (60,000 75,000 dwt) Crude oil and product tankers domi nate this class of tankers, which has a maximum breadth (beam) of 32.3 m
Handysize (10,000 30,000 dwt) Chemical and product tankers domi nate this class, with a scantling draught
Chemical tankers and, in particular, product tankers dominate this class of tankers with an overall length of about
Su
See also Figs. 2a and 2b regarding the
Classes
(106 ft), limited by the breadth of the present lock chambers of the Panama Canal. Even though the maximum overall length limited by the lock chambers is 289.6 m (950 ft), the term Panamaxsize is de fined as 32.2/32.3 m (106 ft) breadth, 228.6 m (750 ft) overall length, and no more than 12.0 m draught (39.5 ft) for passage through the canal. The reason for the smaller length used with these ship types is that a large part of the worlds harbours and corresponding facilities are based on this length.
Number of ships 1800 1600 1400 1200 1000 800 600 400 200 0
Tankers larger than 5,000 dwt
ULCC VLCC Suezmax Aframax Panamax Handymax Handysize Small
2006-02 01-97 96-92 91- 87 86-82
81- 77 76-72 71- 67 66-62 61- 57 1956Year of delivery
Fig. 3: Year of tanker deliveries
Aframax (80,000 120,000 dwt) Product tankers and, in particular, crude oil tankers dominate this class. These have a relatively wide breadth of about 41 44 m, giving a high cargo capacity, but a relatively low draught, thereby increasing the number of the port possibilities worldwide. Often, tankers smaller than 80,000 dwt and with a breadth of e.g. only 36 m or 38 m, but wider than the Panamax breadth of 32.3 m, are also called Aframax tankers. Based on the present table, ships are, The term Aframax originates from the American Freight Rate Association and indicates the maximum tanker size for African ports. However, AFRA in the meaning of Average Freight Rate Assessment, i.e. average costs for the freight of oil with tankers calculated by the Worldscale Association in London and based on an ongoing registration of all freight rates at particular points in time, is often, by mistake, referred to the term Aframax. This means that e.g. a ship with a breadth of 50.0 m is allowed a maximum draught in general, authorised to transit the Suez Canal when the cross sectional area of the ship (breadth x draught) below the waterline is less than about 820 m 2. Compared to the Aframax and Suez max tankers, the VLCC, with its con siderable size, can offer relatively lower transportation costs. However, as the Aframax tanker has a more diverse trade pattern than the Suezmax which, in turn, has a more diverse trade pattern than the VLCC, the freight rates charged for the trans port of crude oil will be highest for Aframax, lower for Suezmax, and low est for VLCC. Therefore, the relation ship between the rates obtainable and Due to the limited cross sectional area of the canal, the Suez Canal Authorities may for a given ship breadth (beam) demand that the draught of a loaded ship passing the Canal does not ex ceed a given maximum draught listed in a Beam and Draught Table. Very Large Crude Carrier VLCC (250,000 320,000 dwt) As indicated by the name, only crude oil is transported by VLCCs. The size of VLCCs is normally within the dead weight range of 250,000 320,000 dwt, and the overall length is above 300 m. Suezmax (125,000 170,000 dwt) Most Suezmax tankers are crude oil tankers, but product tankers are also represented in this group. A continuing dredging of the canal may in the future open for even bigger ships. of 16.4 m (18.9 m) when passing through the Canal.
However, the latest revision says about 945 m2 after dredging of the canal, but the term Suezmax used for many years is still referring to the ship sizes with a sectional area of less than about 820 m2.
Number of ships
1800 1600 1400 1200 1000 800 600 400 200 0
Tanker fleet January 2007 (Tankers larger than 5,000 dwt)

ULCC VLCC Suezmax Aframax Panamax Handymax Handysize Small
the four 442,500 dwt tankers delivered from Daewoo for Hellespont in 2002. Tanker market Distribution of tanker classes today Today (January 2007) the fleet of tank ers larger than 5,000 dwt accounts for approx. 5,300 ships. As can be seen from Fig. 2a, showing the distribution of the tanker fleet in classes, more than 65% of the tanker fleet in number of ships is smaller than 55,000 dwt, this number being 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. When comparing the total deadweight, instead of the number of ships, the dis tribution of tanker classes changes in favour of the large tankers, see Fig. 2b. However, the need for deadweight ton nage of the ULCC seems very low. Year of tanker deliveries Fig. 3 shows the number of tankers de livered in different periods since 1920.
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
Fig. 4a: Age of the tanker fleet
% of delivered ships still in operation 100 90 80 70 60 50 40 30 20 10 0 1-5 6-10 11-15 16-20 21-25 26-30
Tanker fleet January 2007 (Tankers larger than 5,000 dwt)
31-35
36-40
41-45 46-50 51Age of ships in years
As may be seen, the boom in tanker or ders in the period of 1972-77 is today fol 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
the number of Aframax, Suezmax and VLCCs is very close. Ultra Large Crude Carrier ULCC ( > 350,000 dwt) Tankers exceeding 350,000 dwt are called ULCCs. As mentioned, the larg est ever built is the 565,000 dwt tanker Seawise Giant from 1976, measuring LOA = 458.5 m and B = 68.9 m, with
a scantling draught of 24.6 m. After a reconstruction in 2004, the tanker is still in service, however, today function ing under the name Knock Nevis as an FSO (Floating Storage and Offloading). All the very large ULCCs were built in the 1970s, whereas today only rather few ULCCs are ordered. Thus, the first ULCCs built after a lapse of a quartercentury are
Fig. 4a shows the age structure of the tanker fleet as of January 2007. Fig. 4b also shows in % of originally delivered ships per five years time period, the number of ships still in operation. About 31% of the tanker fleet larger than 5,000 dwt has been delivered within the last five years, and only 12% is old er than 25 years.
When comparing the number of ships delivered with the age of the tanker fleet today, it will be seen that the average lifetime of a tanker is around 25 years. See Fig.4b. When talking about the need for replace ment of the ageing single hull tanker fleet, and the IMOs International Conven tion for the Prevention of Pollution from Ships, it will be noted that the tanker fleet is normally replaced when 2530 years old, and only Handysize tankers and downwards survive the age of 30. Only a few of the small tankers survive to the age of 35. Demand of tankers
Average hull design factor, Fdes

m3/t
2.1 2.0 1.9 1.8 1.7 1.6 1.5 1.4 1.3 1.2 1.1 1.0 0 100,000
Main ship particulars Lpp B Dscant dwtscant Fdes : Length between perpendiculars (m) : Breadth (m) : Scantling draught (m) : Deadweight at scantling draught (t) : Average hull design factor Fdes = Lpp x B x Dscant/dwtscant (m3/t)
200,000
300,000
400,000
500,000
dwt 600,000
Deadweight of ship at scantling draught, dwtscant
Fig. 5: Average hull design factor of tankers
rent tanker capacity. To this we might add some 40 to 50 tankers in the sizes ranging from Handymax to the VLCC vessels to meet the increasing need for transportation of wet bulk commodi 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. As a main share of the wet bulk trans portation segment is the transport of 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 twothirds of the world
Fig. 6: Average length between perpendiculars of tankers
oil exports and consists of 12 member countries, i.e. Algeria, Angola, Indonesia, Iran, Iraq, Kuwait, Libya, Nigeria, Qatar, Saudi Arabia, the United Arab Emirates and Venezuela.
10 Propulsion Trends in Tankers
Small Handysize
Handymax
tankers per year just to maintain the cur
Panamax
Aframax
Suezmax
mand for replacement of around 200
VLCC
ULCC
In the coming years, there will be a de
Average Ship Particulars as a Function of Ship Size

On the basis of tankers built or contrac ted in the period 19992007, as report ed in the Lloyds Register Fairplays PC Register, we have estimated the average ship particulars. However, as only one size of ULCCs has been built in this period, it has for these tanker types also been necessary to look back to the 1970s.
In Figs. 6, 7 and 8, the first three ship particulars are shown as a function of the ship size (dwtscant). The main groups of tanker classes normally used are also shown. Of course, there might be some exceeding and overlapping of the groups, as shown in dotted lines.
the average hull design factor, Fdes, see below and Fig. 5: Fdes = LPP x B x Dscant/dwtscant where LPP: length between perpendicuars (m) B: ship breadth Dscant: scantling draught dwtscant: deadweight tonnage at scantling draught (t) (m) (m) (m3/t)
Fig. 7: Average ship breadth (beam) of tankers
For tanker sizes above 55,000 dwt, the design factor Fdes shown in Fig. 5 is reasonably exact, whereas the factor is less exact for smaller tankers. Based corresponding accuracy, any missing particular can be found as: on the above design factor Fdes, and with
Small Handysize
tankers can be expressed by means of
Scantling draught, Dscant

ULCC 400,000 500,000 600,000 dwt Deadweight of ship at scantling draught, dwtscant m 30 VLCC
Handymax
between the ship particulars of the
Panamax
Aframax
rial, the average design relationship
Suezmax
15
10
LPP = Fdes x dwtscant /(B x Dscant) B = Fdes x dwtscant /(LPP x Dscant) Dscant = Fdes x dwtscant /(LPP x B) dwtscant = LPP x B x Dscant/Fdes
m m m t
0 0 100,000 200,000 300,000
Fig. 8: Average scantling draught of tankers
Small Handysize
Handymax
20
Panamax
Aframax
25
Suezmax
VLCC
Based on the above statistical mate
ULCC
Average hull design factor Fdes
Propulsion Trends in Tankers 11
Average design ship speed Vdes In Fig. 9, the average ship speed Vdes,
Small Handysize Handymax Panamax Suezmax Aframax VLCC
tem and valid for the design draught Ddes of the ship, is shown as a function 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 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 draught D Depending on the actual deadweight and corresponding displacement, the actual draught D may be lower or high er than the design draught Ddes.
Fig. 9: Average design ship speed of tankers
Ship speed, V knots
Change of ship speed, V

knots
ULCC
used for design of the propulsion sys
17
+2
16
+1
15
Design ship speed 15 kn
14
Design draught
-1
13
60 60
70 70
80 80
90 90
100 100
This might for the same propulsion power influence the actual ship speed V, as shown in Fig. 10. This figure ex plains, among other things, why ship 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.
% Displacement % Actual draught
110
120
110
120
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 (without ice class notation) Based on the already described aver age ship particulars and ship speeds for tankers built or contracted in the period of 19992007, we have made a power prediction calculation (Holtrop & Mennens Method) for such tankers in various sizes from 5,000 dwt up to 560,000 dwt.
Average tankers with ice class notation When sailing in ice with a tanker, the ship has to be iceclassed for the given operating need of trading in coastal states with seasonal or yearround icecovered seas. Besides the safety of the hull structure under operation in ice, the minimum required propulsion power for breaking the ice has to be met.
Model tests have shown that the power found when using the above new ice class formulae is often in excess of the real power needed for propulsion of the ship. Furthermore, it has been con cluded that the formulae can only be used within certain limitations of ship particulars and therefore Annex 1, list ing the restrictions to the validity of the formulae, has been added to the rules. Ships outside the limitations stipulated
Depending on the ice class rules and For all cases, we have assumed a sea margin of 15% and an engine margin of 10%, i.e. a service rating of 90% SMCR, including 15% sea margin. The average ship particulars of these tankers are shown in the tables in Figs. 1114. On this basis, and valid for the design draught and design ship speed, we have calculated the specified engine MCR power needed for propulsion. The SMCR power results are also shown in the tables in Figs. 1114 Ship Par ticulars and Propulsion SMCR Power Demand together with the selected main engine options. These are valid, in all cases, for singlescrew double hull tankers. The similar results valid for +/ 0.5 knots compared to the average de sign ship speed are also shown. The graph in Fig. 15 shows the above mentioned table figures of the specified engine MCR (SMCR) power needed for propulsion of an average tanker without ice class notation. The SMCR power curves valid for +/ 0.5 knots compared to the average design ship speed are also shown. However, the strongest classes, 1A Su per and 1A, will require a higher propul sion power than the normally needed average SMCR power for tankers with out ice class notation. Based on the abovedescribed tank ers, the minimum power demand of the ice classed ships, class 1A Super, 1A, 1B and 1C, have been estimated for all the tanker classes up to 170,000 dwt and drawnin in Fig. 16. In general, the lowest ice classes, 1B and 1C can power wise almost always be met. The ice class rules most often used and referred to for navigation in ice are the FinnishSwedish Ice Class Rules, which have just been updated. These rules are issued by the Finnish Maritime Administration and apply to all classifi cation societies via IACS (International Association of Classification Societies). specific ice classes required for a ship, the minimum ice class required propul sion power demand may be higher or lower than the abovementioned SMCR power used for an average tanker with out ice class notation.
in Annex 1 have to be model tested in dividually, e.g. Suezmax tankers longer than the max. limitation for ship length stated in Annex 1 (65.0 m < Loa < 250.0 m). It is to be expected that many own ers may choose to use model tests in any case, and independent of the ship length, because the model test may show that a smaller engine can be in stalled than what can be calculated us ing the formulae.
Small Ship size (scantling) Scantling draught Length overall Length between pp Breadth Design draught Sea margin Engine margin Average design ship speed SMCR power Main engine options: dwt m m m m m % % 5,000 6.4 100 94.5 16.0 6.0 15 10 8,000 7.5 116 110 18.0 7.1 15 10 14.0 3,300
5S35MC7 6L35MC6 5S35MEB9
10,000 8.0 124 117 19.0 7.5 15 10 14.5 4,100

15,000 9.0 141 133 21.9 8.4 15 10
Handysize 20,000 9.3 155 147 24.0 8.6 15 10 15.5 7,100

5S50MC6 5S50MCC7/MEB8 6S46MCC7 7S40MEB9
25,000 9.6 170 161 25.5 8.9 15 10 15.5 7,700

5S50MCC7/MEB8 6S50MC6 6S46MCC7 7S40MEB9
knots 13.5 kW 2,340

1. 2. 3. 4. 6S26MC6
15.0 5,700
5S40MEB9 7S35MEB9 6S42MC7 8S35MC7
Average ship speed 0.5 kn SMCR power Main engine options:
knots 13. 0 kW 2,000

1. 2. 3. 4. 5S26MC6
13.5 2,830
5L35MC6
14.0 3,530
14.5 4,900
15.0 6,200
5S50MC6 5S46MCC7 6S40MEB9 6S42MC7
15.0 6,800
Average ship speed + 0.5 kn SMCR power Main engine options:
knots 14.0 kW 2,760

1. 2. 3. 4. 5S35MC7 7S26MC6
14.5 3,840
15.0 4,750
15.5 6,600
16.0 8,200
16.0 8,800
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 14 Propulsion Trends in Tankers
Ship size (scantling) Scantling draught Length overall Length between pp Breadth Design draught Sea margin Engine margin Average design ship speed SMCR power Main engine options:
dwt m m m m m % %
Aframax 85,000 105,000 12.1 244 233 42.0 11.0 15 10 14.7 244 233 42.0 13.4 15 10 15.0 13,400
7S60MC6 5S70MC6 5S65MEC8
115,000 15.0 250 239 44.0 13.5 15 10 15.0 14,300

7S60MC6 5S70MCC7/MEC7 5S65MEC8
Suezmax 125,000 150,000 14.6 270 256 46.0 13.5 15 10 15.0 15,200
7S60MCC7/MEC7 5S70MCC7/MEC7 6S70MC6 6S65MEC8
165,000 17.0 274 264 50.0 15.6 15 10 15.0 16,800

6S70MCC7/MEC7 6S70MC6 8S60MCC7/MEC7 6S65MEC8
16.1 274 264 48.0 14.8 15 10 15.0 16,000

5S70MCC8/MEC8 6S70MC6 8S60MC6 6S65MEC8
knots 15.0 kW 12,300

1. 2. 3. 4. 6S60MC6 5S70MC6 5S65MEC8
6S60MCC7/MEC7 6S60MCC7/MEC7 6S60MCC8/MEC8
knots 14.5 kW 11,000

1. 2. 3. 4. 6S60MC6
14.5 12,000
14.5 12,800
14.5 13,600
14.5 14,400
14.5 15,100
5S60MCC7/MEC7 6S60MCC7/MEC7
knots 15.5 kW 13,800

1. 2. 3. 4. 5S70MCC7 7S60MC6 5S65MEC8
15.5 15,000
5S70MCC7/MEC7 7S60MCC7/MEC7 6S65MEC8
15.5 16,000
6S70MC6 5S70MCC8/MEC8 7S60MCC8/MEC8 6S65MEC8
15.5 16,900
6S70MC6 6S70MCC7/MEC7 8S60MCC7/MEC7 6S65MEC8
15.5 17,900
6S70MCC7/MEC7 7S70MC6 8S60MCC7/MEC7 7S65MEC8
15.5 18,700
6S70MCC8/MEC8 7S70MC6 7S65MEC8
6S60MCC8/MEC8 6S70MC6
Fig.13: Ship particulars and propulsion SMCR power demand, Aframax and Suezmax tankers
Ship size (scantling) Scantling draught Length overall Length between pp Breadth Design draught Sea margin Engine margin Average design ship speed SMCR power Main engine options:
dwt m m m m m % %
260,000 19.1 333 320 58.0 17.7 15 10
VLCC 280,000 300,000 20.5 333 320 58.0 19.0 15 10 15.5 25,000
7S80MCC7/MEC7 7S80MC6 6S80MEC9
319,000 22.7 333 319 60.0 21.0 15 10 15.5 27,100

6S80MEC9
360,000 23.1 341 327 65.0 21.4 15 10 16.0 30,600

ULCC 440,000 24.3 380 362 68.0 22.5 15 10 16.0 34,200

10S80MC6 8S80MEC9
560,000 24.7 460 440 70.0 22.8 15 10 16.0 42,200

12S80MC6
22.0 333 320 58.0 20.4 15 10 15.5 25,900
knots 15.5 kW 24,100

1. 2. 3. 4. 7S80MCC7/MEC7 7S80MC6 6S80MCC8/MEC8 6S80MEC9
7S80MCC7/MEC7 7S80MCC7/MEC7 6S90MCC7/MEC7 6S90MCC7/MEC7
6S80MCC8/MEC8 6S80MEC9
knots 15.0 kW 21,800

1. 2. 3. 4. 6S80MC6 6S80MCC7/MEC7 7S80MC6
15.0 22,600
6S80MCC7/MEC7 7S80MCC7/MEC7 7S80MC6
15.0 23,500
7S80MC6 6S80MEC9
15.0 24,600
7S80MC6 6S80MEC9
15.5 27,800
15.5 31,100
9S80MC6 7S80MEC9
15.5 36,700
9S80MEC9
8S80MCC7/MEC7 7S90MCC8/MEC8 6S90MCC8/MEC8 11S80MC6
knots 16.0 kW 26,600

1. 2. 3. 4. 8S80MC6 6S80MEC9
16.0 27,600
8S80MC6 7S80MEC9
16.0 28,700
8S80MC6 7S80MEC9
16.0 30,000
9S80MC6 7S80MEC9
16.5 33,500
10S80MC6 8S80MCC8/MEC8 8S80MEC9
16.5 37,600
11S80MC6 9S80MEC9
16.5 44,000
9S90MCC7/MEC7
Fig.14: Ship particulars and propulsion SMCR power demand, VLCCs and ULCCs Propulsion Trends in Tankers 15
Fig.15: Propulsion SMCR power demand of an average tanker
Small Handysize Handymax
SMCR power kW
Suezmax
40,000
Pana Panamax
Aframax
Suezmax
VLCC
ULCC
1A Super
30,000
Aframax
35,000
1A
25,000
Handymax Handysize Panamax
20,000
Small
15,000
15.0 kn
1B Normal SMCR power for average tankers without ice class notation 1C
15.0
15.0 kn
kn
10,000
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 (CPpropeller) for averagesize tankers with FinnishSwedish ice class notation (for FPpropeller add +11%)
Propulsion Power Demand of Average Tankers as a Function of Ship Speed

When the required ship speed is changed, the required SMCR power will change too, as mentioned above, and other main engine options could be selected. This trend with the average ship and average ship speed as the basis is shown in detail in Figs. 1720. 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 rate the engine, i.e. using an SMCR power lower than the nominal MCR power, which involves a lower specific fuel consumption of the engine. Therefore, in some cases it could be of particular advantage when considering the high fuel price today, to select a higher mark number than needed and derate the engine. Small and Handysize tankers For Small and Handysize tankers, see Fig. 17, the selection of main engines is not so distinct as for the larger tanker classes. One owner/shipyard might prefer fourstroke engines, and another, twostroke engines. One owner/yard might prefer a 6S42MC7 (6,480 kW at 136 r/min), and the other, a 7S35ME-B9 (6,090 kW at 167 r/min). For the larger tanker classes, the selec tion of main engine is, as mentioned, more uniform, see below
Handymax tanker The main engines most often selected for Handymax tankers, see Fig. 18, are the 5 and 6S50MCC/MEB, with the 6S50MEB9 being the optimum choice for meeting the power demand of all Handymax tankers sailing up to 15.5 knots in service.
Panamax tanker The main engines used for Panamax tankers, see Fig. 18, are mainly the 5 and 6S60MCC/MEC, with the 6S60MC-C8/ME-C8, being the op timum choice for meeting the power demand for nearly all Panamax tankers sailing up to 16.0 knots in service.
SMCR power kW 11,000 10,000 9,000 8,000 7,000 6,000 5,000 4,000 3,000 2,000 1,000 0 0 5,000 10,000 15,000
12.5 k n
Handysize
kn 16.5
16.0 kn
6S50ME-B9 6S50MC-C8/ME-B8 6S50MC-C7 6S50MC6 5S50MC-C7 6S46MC-C7 5S50MC6
Small 7S40ME-B9 6S40ME-B9 6S42MC7 7S35ME-B9 6S35ME-B9 6S35MC7 6L35MC6

13.5 k n 13.0 k n
kn 15.5 ip h s e g avera .0 kn d spee 15 kn 14.5

14.0 kn
5L35MC6 6S26MC6
20,000
25,000 30,000 35,000 40,000 dwt Deadweight of ship at scantling draught
Fig. 17: Propulsion SMCR power demand of Small and Handysize tankers
SMCR power kW 15,000 14,000 13,000 12,000 11,000 10,000 9,000 8,000 7,000 6,000 5,000 20,000 30,000 40,000 50,000 60,000 7S50MC-C7 6S50ME-B9 6S50MC-C8/ME-B8 6S50MC-C7 6S50MC6 5S50MC-C7 6S46MC-C7 5S50MC6 6S40ME-B9 Handymax
Panamax 6S60MC-C8/ME-C8 6S60MC-C7/ME-C7
kn 16.0
k 15.5
15.0
n
ip ge sh avera d spee
6S60MC6 5S60MC-C8/ME-C8 5S60MC-C7/ME-C7 5S60MC6
kn
14.5 14.0
kn kn
70,000
80,000 dwt
Fig. 18: Propulsion SMCR power demand of Handymax and Panamax tankers
Aframax tanker In particular, the 6 and 7S60MCC/ MEC and 5S65MEC8 engines are to day used for propulsion of the Aframax tankers, see Fig. 19. Suezmax tanker For Suezmax tankers, the 6S70MCC/ MEC and 6S65MEC8 types are al most exclusively used as the main en gine today, see Fig. 19. Very Large Crude Carrier VLCC For VLCCs, see Fig. 20, the 7S80MC6, in particular, has often been used as the main engine, and today also the 6S90MCC/MEC is used, for example, when a ship speed higher than about 15.4 knots is required for a 300,000 dwt VLCC. The 7S80MCC/MEC 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 7S90MCC/ MEC and 8S90MCC/MEC, and even the 9S90MCC/MEC for high service speeds, are potential main engine can didates for this segment, see Fig. 20.
Fig. 20: Propulsion SMCR power demand of VLCCs and ULCCs
SMCR power kW 50,000 45,000 40,000 35,000 30,000 25,000 20,000 15,000 200,000 300,000 400,000 500,000 600,000 dwt Deadweight of ship at scantling draught
7S80ME-C9 7S80MC-C8/ME-C8 7S80MC-C7/ME-C7 7S80MC6
SMCR power kW 22,000 20,000 18,000 16,000 14,000 12,000 10,000 8,000 6,000 60,000 80,000 100,000 120,000 140,000 160,000 180,000 dwt
7S60MC-C8/ME-C8 7S60MC-C7/ME-C7 6S60MC-C8/ME-C8 7S60MC6 6S60MC-C7/ME-C7 6S60MC6
Suezmax Aframax
6S70MC-C8/ME-C8 6S70MC-C7/ME-C7
16.0
15
kn
.5 kn
e ship averag speed
6S65ME-C8 6S70MC6 5S70MC-C7/ME-C7 5S65ME-C8 5S70MC6
n 15.0 k n k .5 4 1 n 14.0 k
Fig. 19: Propulsion SMCR power demand of Aframax and Suezmax tankers
ULCC
17 .
n 0k
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
VLCC
16.5
kn
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
15.5
kn
15.0
6S80ME-C9
kn
Summary
The tanker market is an increasingly important and attractive transport seg ment, which, due to the ever increas ing global market economy, could be expected to become of even greater importance in the future. Fluctuations in oil production within the 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 expectedly 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 twostroke 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.
References
[1] Propulsion Trends in Container Vessels, MAN Diesel A/S, Copenhagen, Denmark, December 2004.
[2] Propulsion Trends in Bulk Carriers, MAN Diesel A/S, Copenhagen, Denmark, August 2007.
Copyright MAN Diesel Subject to modification in the interest of technical progress. 5510-0031-01ppr Oct 2009 Printed in Denmark
MAN Diesel Teglholmsgade 41 2450 Copenhagen, Denmark Phone +45 33 85 11 00 Fax +45 33 85 10 30 [email protected] www.mandiesel.com

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