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Propulsion Propulsion gains


AN Diesel & Turbo is designing main engines to turn larger propellers more slowly, with efficiency gains of up to 7% compared with existing units. Canada’s Seaspan Corp is to install Chinese-built engines of MAN design on board its 25 new 10,000teu vessels under construction at Jiangsu YangZiJiang Shipbuilding, The super long-stroke engines – model 10S90ME-C9 – will be built at Chinese engine builder CMD. Installing these engines has involved a redesign of the vessels’ hull aft, to accommodate the larger propellers. Commenting on the deal, MAN’s svp of promotion and sales Ole Grøne said: ‘We have watched with interest the increasing demand for lower engine speeds and larger propeller diameters within the container segment. While our portfolio of engines already matches a broad range of requirements, we have specifically introduced the super long-stroke S90ME-C9 to


M Pricing the options


ross Channel ferries running on LNG could cut fuel bills by several million dollars a year. This is one of the conclusions of recent analysis carried out by Wärtsilä and focused on comparing both the cost and efficiency of different fuels.


C


This is a complex process because measuring the energy content of different fuels is vital if a fair comparison is to be made. And such a comparison does not take into account any market distortions that could inflate prices artificially. LNG at bunker facilities in the Baltic Sea, for example, is costing significantly more today than it should, if the fuel were based on world prices. The analysis carried out by


Wärtsilä demonstrates that LNG is not only more attractive from an emissions perspective, but concludes that it also significantly cheaper when other technical variables are taken into account. These include the energy


16


tonnes/dayCost ($) HFO


45


MDO LNG


42.7 37


$/day % +/- 655 29,475


1023 43,682 560 20,720


content of the fuel itself – measured in kilojoules per kilogram – and the specific ‘lower heating value’ (LHV) of the fuel – the heat given off during combustion provided the components of the fuel remain in a gaseous state. Gas has a higher LHV than liquid bunker fuel, making its combustion process more efficient. Wärtsilä’s analysis shows that a cross-Channel ferry running on LNG could save up to $3m a year, even allowing for a 10-20% premium above current prices, charged by suppliers. In fact, the chosen vessel would burn 45 tonnes of heavy fuel a day, currently priced at around $650 a tonne, and resulting in a daily fuel bill of $29,250. In contrast, only 37 tonnes of LNG would be needed, available today at $560 a tonne,


100


+48.2 -29.7


giving a daily bunker bill of $20,720. The daily price differential is therefore about $8,750 a day – around $3.2m a year. Furthermore, these figures do not take into account the cost of installing and operating scrubbers to clean exhaust gas to meet Emissions Control Area (ECA) SOx limits, or catalytic converters to cut NOx emissions as required in IMO Tier 3 regulations.


Running the same ship on marine diesel oil (MDO) shows an even wider price margin. Almost 43 tonnes of MDO would be required, costing almost $44,000 a day at current prices, well over double the cost of LNG operation. This gives a fuel cost differential of more than $8m a year and still does not take into account the cost of measures to cut NOx emissions. 


satisfy current trends.’ Ole Grøne


Meanwhile, MAN Diesel & Turbo has been working with DNV, FKAB and TGE Marine to develop a very large ore carrier design with improved fuel consumption and loading efficiency. The ‘Ecore’ vessel, powered by two-stroke dual-fuel ME-GI engines, continues the Norwegian class


society’s strategy of introducing more efficient conceptual designs


based partly on gas propulsion. Both the conceptual container ship, Quantum, and the VLCC design Triality, have already provoked significant interest.


The Ecore’s cargo centre-hold layout and midship form has been developed to minimise the need for ballast, enable more efficient cargo handling and allow spaced for LNG tanks below the main deck. A self- loading system allows shore-based loaders to operate at a single point along the vessel, thereby improving safety and saving time.


MAN’s ME-GI dual-fuel engines give added fuel flexibility in an era of uncertain fuel prices. DNV


concedes that LNG creates challenges on bunkering and re-training of


The ‘Ecore’ design concept would raise efficiency


seafarers but notes that engine builders such as MAN Diesel & Turbo are already developing training modules to build competence.


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