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Bulkers – Propulsion Trends in Bulk Carriers
Contents
Introduction.................................................................................................. 5 Market Development..................................................................................... 5 Definition of a bulk carrier......................................................................... 5 Hull design of a bulk carrier...................................................................... 6 Bulk carrier sizes and classes.................................................................. 6 Bulk carrier market.................................................................................. 8 Average Ship Particulars as a Function of Ship Size..................................... 11 Average hull design factor, Fdes. ............................................................. 11 Average design ship speed, Vdes............................................................ 11 Ship speed V as a function of actual draught D...................................... 12 Propulsion Power Demand as a Function of Ship Size.................................. 13 Average bulk carriers............................................................................. 13 Average bulk carriers with ice class notation........................................... 15 Propulsion Power Demand of Average Bulk Carriers as a Function of Ship Speed................................................... 17 Small and Handysize bulk carriers.......................................................... 17 Handymax and Panamax bulk carriers.................................................... 18 Capesize and VLBC bulk carriers........................................................... 19 Summary.................................................................................................... 20 References................................................................................................. 20
MAN B&W Diesel Bulkers – Propulsion Trends in Bulk Carriers
3
Bulkers – Propulsion Trends in Bulk Carriers
Introduction
The purpose of this paper – dealing
Market Development
Bulk carriers, container vessels and
with bulk carrier sizes above 5,000
Definition of a bulk carrier
tankers are the three largest groups of
dwt, and based on an analysis of bulk
In dictionaries, a bulk cargo is defined
vessels within the merchant fleet and,
carriers built/ordered over the last eight
as loose cargo that is loaded directly
therefore, this market segment deserves
years – is to illustrate the latest ship
into a ship’s hold. Bulk cargo is thus a
great attention, see Refs. [1] and [2].
particulars used for modern bulk carri-
shipment such as oil, grain, ores, coal,
ers, and determine their impact on the
cement, etc., or one which is not bun-
The demand for raw materials like coal,
propulsion power demand and main
dled, bottled, or otherwise packed, and
steel, copper, etc., has increased con-
engine choice, using the latest MAN
which is loaded without counting or
siderably since the turn of the millen-
B&W twostroke engine programme as
marking.
nium, especially in consequence of
the basis.
globalisation and the great demand for
A bulk carrier is therefore a ship in which
raw materials in China, owing to the
the cargo is carried in bulk, rather than
economic growth in this large country.
in barrels, bags, containers, etc., and
This means that the Chinese indus-
is usually homogeneous and capable of
try, among others, is absorbing large
being loaded by gravity.
quantities of iron ore and other bulk cargoes.
On the basis of the above definitions, there are two types of bulk carriers, the
This consequential higher demand for
drybulk carrier and the wetbulk car-
bulk transports, compared to the bulk
rier, the latter better known as tanker.
supply, has caused a dramatic increase in freight rates.
This paper describes the drybulk carrier type, normally just known as bulk
The bulk carrier market, therefore, is
carrier or bulker.
very attractive, which has caused a boost in newbuildings.
Bulk carriers were developed in the 1950s to carry large quantities of
The optimum propeller speed is chang-
nonpacked
ing as well, steadily becoming lower,
grain, coal, etc., in order to reduce
commodities
such
as
because the larger the propeller diam-
transportation costs.
eter that can be used for a ship, the actual propeller speed and pertaining
As mentioned, bulk carriers are one
power requirement will be correspond-
of the three dominating merchant ship
ingly lower, and the lower the propul-
types together with tankers and con-
sion power demand per ton bulk trans-
tainer vessels. Today, bulk carriers
ported.
comprise about one third of the world fleet in tonnage terms.
These factors have an influence on which main engine type should be se-
The world’s, so far, largest bulk carrier
lected/installed as the prime mover,
is the M/V Berge Stahl with 365,000
and also on the size of the bulk carrier
dwt, built in 1986. This huge iron ore
to be built.
bulk carrier measures 343 m in overall length and has a breadth of 63.5
MAN B&W Diesel
m, and scantling draught of 23.0 m.
Bulkers – Propulsion Trends in Bulk Carriers
5
This ship is propelled by an 18,300 kW
requiring double side shells for bulk
However, sometimes the deadweight
MAN B&W twostroke main engine,
carrier newbuildings longer than 150 m.
tonnage used refers to the design
type 7L90MCE, and has a service ship speed of 13.5 knots.
draught, which is normally less than the Today, there may be operational or
scantling draught and equals the aver-
commercial reasons for some owners
age loaded ship in service. Therefore,
Hull design of a bulk carrier
to choose a double skin design, but
the deadweight tonnage that refers to
For several years, the double hull de-
there is no present legislation requiring
the design draught – which is used
sign has for safety and environmental
a mandatory double hull bulk carrier
for design of the propulsion system
reasons, been required for new tank-
design. At the 78th session held in May
– is normally lower than the scantling
ers of 5,000 dwt and above. However,
2004 in the “Marine Safety Committee”
draught based deadweight tonnage.
since the 1960s, the standard design
of IMO, the double hull proposal was
for bulk carriers has been a single hull
actually rejected by the majority of the
The sizes of the bulk carriers described
ship with a double bottom, i.e. a hull
members and will probably not be tak-
in this paper are based on the scant-
with single side shells. Therefore, when
en up again in the near future.
ling draught and a seawater density of
talking about single or double hull, the
1,025 t/m3 and mainly on the single hull
words ‘side’, ‘skin’ or ‘side shell’ are of-
However, a number of shipyards and
design normally used – as only 5% are
ten used instead of hull.
designers are already offering double
of the double hull design.
hull bulk carriers in order to obtain a Studies have shown that the main
more efficient cargo handling as re-
The size of the Panama Canal has for
cause of recorded bulk carrier losses is
quired by some shipowners, especially
almost a century been a decisive fac-
side shell damage, Ref. [3]. In principle,
when transporting e.g. the sticky coal
tor for the dimensions of the so-called
the application of double hull (skin) on
or coke. Furthermore, it seems that
Panamax bulk carriers, see Fig. 1a, but
bulk carriers, therefore, will increase the
the light weight of the double hull ship
might be expected to have a smaller in-
safety and reduce the number of bulk
will be only slightly increased, if at all,
fluence in the future after the intended
carrier losses. Today, about 5% (May
because of the use of thinner steel
opening of an increased third lane.
2007) of the existing bulk carriers are
plates. Of course, more welding nee-
born double-sided.
ded for the double sides will increase
Depending on the deadweight ton-
the manhours and, thereby, the price
nage and hull dimensions, bulk carri-
Besides the increased safety and the
of the ship. Only a minor increase in
ers can be and have been divided into
ability to better withstand collisions,
propulsion power may be expected.
the following main groups or classes.
the use of double skinned bulk carriers
However, there will be some overlap-
will give a more efficient cargo handling
Bulk carrier sizes and classes
caused by the absence of hull frames
The deadweight of a ship is the carry-
and brackets protruding into the cargo
ing capacity in metric tons (1,000 kg)
Small
< 10,000 dwt
holds, replaced by the smooth side of
including the weight of bunkers and
Handysize
10,000-35,000 dwt
the inner hull.
other supplies necessary for the ship’s
Handymax
35,000-55,000 dwt
propulsion.
Panamax
60,000-80,000 dwt
Capesize
80,000-200,000 dwt
VLBC
> 200,000 dwt
For safety reasons, IMO (Internation-
ping into adjacent groups, see Fig. 1b.
al Maritime Organisation) and IACS
The size of a bulk carrier will normally be
(International Association of Classifi-
stated as the maximum possible dead-
(VLBC = Very Large Bulk Carrier)
cation Societies) have brought in new
weight tonnage, which corresponds
regulations for implementation of water
to the fully loaded deadweight at full
In numbers, both the Handymax and
ingress alarms in cargo holds and for-
summer saltwater draught (normally a
Capesize bulk carriers ordered today
ward spaces. They have also discussed
density of 1,025 t/m3), also called the
are dominating and earlier also the
the necessity of introducing regulations
scantling draught of the ship.
Handysize and Panamax, see Fig. 1b.
6
Bulkers – Propulsion Trends in Bulk Carriers
The Panama Canal
Even Ultra Large Handymax bulk carri-
The Panama Canal
The lock chambers are 305 m long and 33.5 m wide, and the largest depth of the canal is 12.5-13.7 m. The canal is about 86 km long, and passage takes eight hours.
ers bigger than about 55,000 dwt and
The canal was inaugurated in 1914 and its dimensions were based on the Titanic (sunk 1912) to be the largest ship of that time.
to about 60,000 dwt, an overall length
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 deep) has been decided by the Canal Authority and is intended to open in 2014, at the 100th anniversary of the Canal.
today often called Supramax bulk carriers, with a deadweight tonnage of up of max. 190 m (two Japanese harbours) but now also 200 m and a breadth of 32.2 m (Panama Canal), are now at the project stage. Even though the maximum overall length limited by the present lock chambers is
Fig. 1a: The Panama Canal
289.6 m (950 ft), the term Panamaxsize is defined as 32.2/32.3 m (106 ft) breadth, Bulk carrier classes Bulk carrier types
225 m overall length, and no more than Dimensions
Small Overall ship length up to Handysize Scantling draught up to Handymax Overall ship length (re port facilities in Japan)
12.0 m draught (39.5 ft) for passage
Up to 10,000 dwt
through the canal. The reason for the
approx. 115 m
smaller ship size (length) used with these 10,000-35,000 dwt
approx. 10 m 35,000-55,000 dwt max. 190 m
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.: 32.2 / 32.3 m (106 ft) 225 m
Capesize Breadth
approx. 4345 m for 90,000180,000 dwt
VLBC – Very Large Bulk Carrier Overall ship length
Ship size (scantling)
ship types is that a large part of the world’s harbours and corresponding facilities are based on the length of 225 m. Panamax bulk carriers continue to grow in cargo capacity as the pressure of
60,000-80,000 dwt 289.6 m (950 ft)
worldwide competition forces shipyards to offer a little bit extra. Thus, a special socalled Kamsarmax Panamax
12.04 m (39.5 ft)
type with an increased overall length of 80,000-200,000 dwt More than 200,000 dwt
above 300 m
229 m and 82,000 dwt has been built, and is the largest size able to load at the world’s largest bauxite port, Port Kamsar in Equatorial Guinea.
Examples of special Bulk carrier subclasses
Kamsarmax:
~82,000 dwt Panamax with increased LOA = 229 m
The range of the Capesize bulk carri-
(for Port Kamsar in Equatorial Guinea)
ers, i.e. vessels with a deadweight ton-
Dunkirkmax:
~175,000 dwt large Capesize with max. LOA = 289 m and max.
nage higher than 80,000 dwt, has been
B = 45 m (for the French port’s eastern harbour lock at Dunkirk)
increased, as the largest bulk carriers
Newcastlemax: ~185,000 dwt large Capesize with max. beam B = 47 m
are becoming bigger and bigger. Often,
Setouchmax: ~205,000 dwt large Capesize (VLBC) with a low design draught
(for use of the Australian port of Newcastle)
the largest ones are called “Ultra Large Capesize” or just “Very Large Bulk Carrier”
of 16.10 m and max. LOA = 299.9 m
(VLBC). In this discussion, we have de-
(for ports in Setouch Sea in Japan)
cided, in general, to use the latter name
Fig. 1b: Bulk carrier classes
of VLBC for Capesize bulk carriers bigger than 200,000 dwt.
MAN B&W Diesel Bulkers – Propulsion Trends in Bulk Carriers
7
Number of s hips in %
Distribution of bulk carrier classes today
B ulk C arrier F leet J a nua ry 2007 - 6, 200 s hips (B ulk c a rriers la rger tha n 5, 000 dwt)
40
The bulk carrier fleet has by far taken over the market for transportation of dry
33.4
35
bulk products, and today the fleet of 28.6
30
bulk carriers larger than 5,000 dwt ac-
25
counts for more than 6,200 ships.
20.5
20 15
As can be seen from Fig. 2a, show-
11.9
ing the distribution of the bulk carrier
10
fleet (larger than 5,000 dwt) in classes,
4.3
5
1.3
0 Small
Handysize
Handymax
Panamax
Capesize
VLBC C la s s es
more than 65% of the bulk carrier fleet – in number of ships – is smaller than 55,000 dwt, with the dominating 33% being Handysize vessels. The Panamax vessels account for 21%, and the large
Fig. 2a: Distribution of bulk carrier classes (number of ships)
ships, Capesize to VLBC, account for 13% of the fleet. When comparing the Total dwt of ships in % 35
total deadweight, instead of the number
B ulk C arrier F leet J anuary 2007 - 350 million dwt (B ulk c arriers larger than 5,000 dwt)
of ships, the distribution of bulk carrier classes changes in favour of the larger
31.7
bulk carriers as Panamax and Cape-
30 25.7
25
size, see Fig. 2b.
22.8
20
A geneal trend is that the size of bulk
14.5
15
carriers ordered are growing. This means that Handymax bulk carriers are taken
10 4.8
5 0
0.5
Small
Handysize
Handymax
Panamax
Capesize
VLBC C las s es
over for Handysize and Capesize is taken over for Panamax, see the table showing the number of ships in % valid for the present fleet and for ships in order (May 2007).
Fig. 2b: Distribution of bulk carrier classes (deadweight tonnage)
Besides the described main classes
Bulk carrier market
May 2007
for bulk classes, special subclasses
Dry bulk like coal, iron and grain was
Ship class
are often used in order to describe the
initially transported in bags and barrels,
speciality of the ship in question, as for
etc., but owing to the development of
Small
example the abovementioned Kamsar-
the bulk carrier in the 1950s, it is today
max bulk carrier.
transported as nonpacked commodities.
Other examples of subclasses are Dunkirkmax, Newcastlemax and Setouchmax, as stated in Fig.1b.
8
Bulkers – Propulsion Trends in Bulk Carriers
In number of ships Fleet
In order 4%
1%
Handysize
33%
20%
Handymax
29%
37%
Panamax
21%
9%
Capesize
12%
27%
VLBC Total ships
1%
6%
100%
100%
Year of bulk carrier deliveries
(Bulk carriers larger than 5,000 dwt)
Number of ships
1400
Fig. 3 shows the number of bulk carriers
VLBC Capesize
1200 1000
delivered in different periods since the 1950s. More than 18% of the bulk car-
Panamax
rier fleet larger than 5,000 dwt has been
Handymax
delivered within the last five years.
Handysize 800
Smalll
Age of the bulk carrier fleet Fig. 4a shows the age structure of the
600
bulk carrier fleet as of January 2007. 400
Fig. 4b also shows in percent originally delivered ships per five years time pe-
200 0
riod, the number of ships still in operation. Only 25% is more than 25 years 200602 0197
9692
9187
8682
8177
7672
7167
6662
6157
1956
Year of delivery
old, and only 11% is older than 30 years.
Fig. 3: Year of bulk carrier deliveries
Number of ships
Bulk carrier fleet January 2007 (Bulk carriers larger than 5,000 dwt)
1400
VLBC
1200
Capesize Panamax
1000
Handymax
800
Handysize Smalll
600 400 200 0
15
610
1115
1620
2125
2630
3135 3640 4145 4650 51 Age of ships in years
Fig. 4a: Age of the bulk carrier fleet
MAN B&W Diesel Bulkers – Propulsion Trends in Bulk Carriers
9
When comparing the number of ships delivered with the age of the bulk carrier fleet today, see Fig. 4b, it can be seen that the lifetime of a bulk carrier is around 2530 years. Thus, above 75% of the ships built 26-
% of delivered ships still in operation
Bulk carrier fleet January 2007 (Bulk carriers larger than 5,000 dwt)
100%
80%
60%
30 years ago are still in service, whereas for ships with an age of 31-35 years,
40%
only about 25% of them are still in service. At the end of April 2007, the order book accounted 1,356 bulk carriers corresponding to 22% of the existing fleet in number and 23% in dwt.
10 Bulkers – Propulsion Trends in Bulk Carriers
20%
0% 15
610
1115
1620
2125
2630
3135
3640
4145
4650
51
Age of ships in years Fig. 4b: Percent of delivered bulk carriers still in operation for a given 5-year period
Average Ship Particulars as a Function of Ship Size On the basis of bulk carriers built or
Average hull design factor, Fdes 3 m /t 2.0 Main ship particulars
contracted in the period 19992007, as reported in the Lloyd’s Register Fair-
LPP B Dscant dwtscant Fdes
1.8
play’s “PC Register”, we have estimated the average ship particulars.
1.6
Average hull design factor, Fdes
1.4
Based on the above statistical material, the average design relationship between the ship particulars of the bulk carriers can be expressed by means of the average hull design factor, Fdes, see
: Length between perpendiculars (m) : Breadth (m) : Scantling draught (m) : Deadweight at scantling draught (t) : Average hull design factor (m3/t) Fdes = LPP x B x Dscant/dwtscant
1.2 1.0 0
200,000 300,000 400,000 dwt Deadweight of ship at scantling draught, dwtscant
100,000
below and Fig. 5. Fig. 5: Average hull design factor of bulk carriers
where
B
: ship breadth
(m)
Dscant
: scantling draught
(m)
400
300
dwtscant : deadweight tonnage at
scantling draught
(t)
For bulk carrier sizes above 55,000 dwt, the design factor Fdes shown in Fig.
200
100
Based on the above design factor Fdes, and with corresponding accuracy, any missing particular can be found as:
Setouchmax LOA = max 299.9 m Newcastlemax Dunkirkmax
LOA = max 289 m
Kamsarmax
LOA = max 229 m
Alternative Handymax (St. Lawrence Canal)
5 is reasonably exact, whereas the factor is less exact for smaller bulk carriers.
VLBC
(m)
Capesize
perpendiculars
Panamax
Length between perpendiculars, LPP m
: length between
Handymax
LPP
Small
= LPP × B × Dscant/dwtscant
Handysize
Fdes
(m3/t)
0 0
50,000 100,000 150,000 200,000 250,000 300,000 350,000 400,000 dwt Deadweight of ship at scantling draught, dwtscant
Fig. 6: Average length between perpendiculars
LPP
= Fdes × dwtscant/(B × Dscant) m
B
=Fdes × dwtcant/(LPP × Dscant) m
be some exceeding and overlapping of
23.7 m) is used in the narrow Canadian
Dscant
= Fdes × dwtscant/(LPP × B)
the groups, as shown by dotted lines.
St. Lawrence Canal to the Great Lakes.
The three figures show an alternative
Average design ship speed, Vdes
In Figs. 6, 7 and 8, the first three ship
ship design for a 35,000 dwt Handy-
In Fig. 9, the average ship speed Vdes,
particulars are shown as a function of
max bulk carrier with a relatively nar-
used for design of the propulsion sys-
the ship size (dwtscant). The main groups
row ship breadth B, but with a longer
tem and valid for the design draught
of bulk carrier classes normally used
ship length Lpp and higher draught D.
Ddes of the ship, is shown as a function
are also shown. Of course, there may
This narrower ship design (B = max.
of the ship size.
dwtscant = LPP × B × Dscant/Fdes
m t
MAN B&W Diesel Bulkers – Propulsion Trends in Bulk Carriers 11
Ship breadth, B m 80
Handysize bulk carriers – is generally
75
higher than or equal to 14.5 knots. The
70 65
only few ship types being built.
45
50
draught D
35 30 25
Depending on the actual deadweight
20
and corresponding displacement, the
15
actual draught D may be lower or higher than the design draught Ddes.
Small
40
Handymax
55
Ship speed V as a function of actual
Capesize
60
VLBC is more doubtful as it is based on
Handysize
trend shown for large Capesize and
VLBC
age ship speed – except for Small and
Panamax
Fig. 9 also shows that today the aver-
B = max 50 m
Newcastlemax
B = max 47 m
Dunkirkmax
B = max 45 m
Kamsarmax
10
Alternative Handymax B = max 23.7 m (St. Lawrence Canal)
5 0
Setouchmax
50,000
0
100,000
150,000
200,000
250,000
300,000
350,000
400,000 dwt
Deadweight of ship at scantling draught, dwt scant
This might – for the same propulsion power – influence the actual ship speed
Fig. 7: Average ship breadth (beam) of bulk carriers
V, as shown in Fig. 10. This figure explains, among other things, why ship-
one case the specified design draught
Scantling draught, Dscant m 25
15
draught.
Small
as for example equal to the scantling
Handysize
specified with a larger design draught,
Panamax
20
Handymax
is low, the design ship speed will be higher than for the same ship type
VLBC
specify different ship speeds. Thus, if in
Capesize
yards for a given ship design/size might
Setouchmax
Ddesign = max 16.1 m
Newcastlemax
10
Dunkirkmax Kamsarmax
5
0
Alternative Handymax (St. Lawrence Canal) 0
50,000
100,000
150,000
200,000
250,000
300,000
350,000
400,000 dwt
Deadweight of ship at scantling draught, dwt scant
Fig. 8: Average scantling draught of bulk carriers
12 Bulkers – Propulsion Trends in Bulk Carriers
carriers built or contracted in the period of 19992007, we have made a power
15
VLBC
16
Capesize
ship particulars and ship speeds for bulk
17
Panamax
Based on the already described average
18 Handymax
(without ice class notation)
Small
Average bulk carriers
Average design ship speed, Vdes knots 19
Handysize
Propulsion Power Demand as a Function of Ship Size
14
prediction calculation (Holtrop & Men-
13
nen’s Method) for such bulk carriers
12
in various sizes from 5,000 dwt up to
11
320,000 dwt.
10
50,000
0
100,000
150,000
200,000 250,000 300,000 350,000 400,000 dwt Deadweight of ship at scantling draught, dwt scant
For all cases, we have assumed a sea margin of 15% and an engine margin of
Fig. 9: Average design ship speed of bulk carriers
10%, i.e. a service rating of 90% SMCR, including 15% sea margin. Change of ship speed, V
Ship speed, V
The average ship particulars of these
knots
knots
+2
bulk carriers are shown in the tables in Figs. 1113. On this basis, and valid for the design draught and design ship speed,
16
we have calculated the specified en-
+1
gine MCR power needed for propulsion. The SMCR power results are also
15
shown in the tables in Figs. 1113,
Design ship speed 14.5 kn
“ship particulars and propulsion SMCR power demand” together with the selected main engine options. These are
0
14
valid, in all cases, for single-screw bulk +/0.5 knots compared to the average
1
Design draught
carriers. The similar results valid for 13
design ship speed are also shown. 60
The average ship particulars used are,
70
80
90
100
110 120 % Displacement
basically, referring to single hull bulk carriers, but the SMCR power demand
60
70
80
100
110
120
% Actual draught
found may, as a good guidance, also be used for double hull bulk carriers, by
90
Fig. 10: Ship speed at actual draught for the same propulsion power of bulk carriers
referring to a slightly higher deadweight tonnage than valid for the double hull design. For example, a 54,000 dwt double
The graph in Fig. 14 shows the above
without ice class notation. The SMCR
hull design could be corresponding to
mentioned table figures of the specified
power curves valid for +/0.5 knot
an about 55,000 dwt single hull design.
engine MCR (SMCR) power needed for
compared to the average design ship
propulsion of an average bulk carrier
speed are also shown.
MAN B&W Diesel
Bulkers – Propulsion Trends in Bulk Carriers 13
Fig. 11: Ship particulars and propulsion SMCR power demand, Small and Handysize bulk carriers
Fig. 12: Ship particulars and propulsion SMCR power demand, Handymax and Panamax bulk carriers
14 Bulkers – Propulsion Trends in Bulk Carriers
Fig. 13: Ship particulars and propulsion SMCR power demand, Capesize and VLBC bulk carriers
Average bulk carriers with ice class
“FinnishSwedish Ice Class Rules”, which
formulae is often in excess of the real
notation
have just been updated. These rules are
power needed for propulsion of the ship.
When sailing in ice with a bulk carrier,
issued by the Finnish Maritime Admin-
Furthermore, it has been concluded
the ship has to be iceclassed for the
istration and apply to all classification
that the formulae can only be used
given operating need of trading in coast-
societies via IACS.
within certain limitations of ship particu-
al states with seasonal or yearround icecovered seas.
lars and therefore Annex 1, listing the Based on the abovedescribed bulk
restrictions to the validity of the formu-
carriers, the minimum power demand
lae, has been added to the rules.
Besides the safety of the hull structure
of the ice classed ships, class 1A Super,
under operation in ice, the minimum
1A, 1B and 1C, have been estimated
Ships outside the limitations stipulated
required propulsion power for breaking
for all the bulk carrier classes up to
in Annex 1 have to be model tested
the ice has to be met.
250,000 dwt and drawnin in Fig. 15. In
individually, e.g. Capesize bulk carriers
general, the lowest ice classes, 1B and
longer than the max limitation for ship
1C can – powerwise – always be met.
length stated in Annex 1 (65.0 m < Loa
Depending on the ice class rules and specific ice classes required for a ship,
< 250.0 m).
the minimum ice class required propul-
However, the strongest classes, 1A
sion power demand may be higher or
Super and 1A, will require a higher
It is to be expected that many own-
lower than the abovementioned SMCR
propulsion power than the normally
ers may choose to use model tests in
power used for an average bulk carrier
needed average SMCR power for bulk
any case, and independent of the ship
without ice class notation.
carriers without ice class notation.
length, because the model test may
The ice class rules most often used and
Model tests have shown that the power
stalled than what can be calculated us-
referred to for navigation in ice are the
found when using the above new ice class
ing the formulae.
show that a smaller engine can be in-
MAN B&W Diesel
Bulkers – Propulsion Trends in Bulk Carriers 15
SMCR power kW
15,000
Handysize
Small
20,000
Capesize
Panamax
Handymax
25,000
14.7
kn
Setouchmax .5 kn
14
Newcastlemax Dunkirkmax
10,000
Kamsarmax
SMCR power includes: 15% sea margin 10% engine margin
5,000 0
+ 0.5 kn Average design ship speed
VLBC
30,000
0
50,000
100,000
150,000
Alternative Handymax (St. Lawrence Canal ) 200,000 250,000 300,000 350,000 400,000 dwt Deadweight of ship at scantling draught, dwt scant
Fig. 14: Propulsion SMCR power demand of an average bulk carrier
VLBC
SMCR power kW 45,000
Capesize
40,000
Panamax
35,000
Small
20,000 15,000
Handysize
25,000
Handymax
30,000
1A
14.7 1A Super
kn 1B
14.5 kn
1A
Normal SMCR power for average bulk carriers without ice class notation
1C
10,000 1B
5,000 0
1A Super
1C
0
Alternative handymax (St. Lawrence Canal)
100,000 150,000 50,000 200,000 Deadweight of ship at scantling draught, dwt scant
250,000 dwt
Fig. 15: Minimum required propulsion SMCR power demand (CPpropeller) for averagesize bulk carriers with FinnishSwedish ice class notation (for FPpropeller add +11%)
16 Bulkers – Propulsion Trends in Bulk Carriers
Propulsion Power Demand of Average Bulk Carriers as a Function of Ship Speed
If to a required ship speed, the needed
Small and Handysize bulk carriers
nominal MCR power for a given main
For Small and Handysize bulk carriers,
engine is too high, it is possible to derate
see Fig. 16, the selection of main en-
When the required ship speed is changed,
the engine, i.e. using an SMCR power
gines is not so distinct as for the large
the required SMCR power will change
lower than the nominal MCR power,
bulk carrier classes. Some owners and
too, as mentioned above, and other
which involves a lower specific fuel con-
yards might prefer fourstroke engines,
main engine options could be selected.
sumption of the engine.
while others prefer and specify twostroke
This trend – with the average ship par-
engines. One owner/yard might prefer
ticulars and average ship speed as the
Therefore, in some cases it could be of
a 6S42MC7 (6,480 kW at 136 r/min),
basis – is shown in detail in Figs. 1618.
a particular advantage, considering the
and the other, a 7S35ME-B9 (6,090 kW
See also the description below giving
high fuel price today, to select a higher
at 167 r/min).
the results of the main engine selection
mark number than needed and derate
for the different classes of bulk carriers.
the engine.
For the larger bulk carrier classes, the selection of main engine is, as mentioned, more uniform, see below.
SMCR power kW 12,000 11,000
Handysize
16.0
kn
10,000 9,000
SmalI
8,000 7,000 6,000
3,000 2,000 1,000 0
0
5,000
14.5
kn
13.5 kn 13.0 kn
7L35MC6 6S35MC7 6L35MC6 5L35MC6 7S26MC6 6S26MC6 5S26MC6
kn
n
6S35ME-B9
4,000
15.0
14.0 k
7S35ME-B9
5,000
6S50MC-C8/ME-B8 6S50MC-C7
kn 15.5
5S50MC-C8/ME-B8 5S50MC-C7 6S46MC-C7 Average ship speed 5S50MC6 6S40ME-B9 6S42MC7 5S40ME-B9 5S42MC7
12.5 kn 11.5 kn 11.0 kn
10,000
12.0 kn
15,000 20,000 25,000 30,000 35,000 dwt Deadweight of ship at scantling draught, dwt scant
Fig. 16: Propulsion SMCR power demand of Small and Handysize bulk carriers
MAN B&W Diesel Bulkers – Propulsion Trends in Bulk Carriers 17
Handymax and Panamax bulk carriers
The main engines used for Panamax
The main engines most often selected
bulk carriers, see Fig. 17, are mainly
for Handymax bulk carriers, see Fig. 17,
the 5 and 6S60MC/MCC/MEC, with
are the 5 and 6S50MC/MCC/MEB,
the 6S60MC-C8/ME-C8 type being the
with the 6S50ME-B9 type being the
optimum choice for meeting the power
optimum choice for meeting the power
demand for nearly all Panamax bulk
demand of all Handymax bulk carriers
carriers sailing up to 16 knots in service.
sailing up to 15.0 knots in service.
SMCR power kW 18,000 16,000
Panamax Handymax
14,000
6S60MC-C7/ME-C7
8,000
7S50ME-B9 6S60MC6 5S60MC-C8/ME-C8 7S50ME-C8/ME-B8
15.5 kn
12,000 10,000
6S60MC-C8/ME-C8
16.0 kn
7S50MC C7 6S50ME-B9 6S50MC-C8/ME-B8 6S50MC C7
15.0 kn
6S50MC6 5S50MC C7 6S46MC-C7 5S50MC6 6S40ME-B9
14.0 kn
6S50ME-B9 5S60MC6
e 14.5 kn Av era g ed sh ip spe
5S50ME-B9
13.5 kn 13.0 kn
6,000 Kamsarmax 4,000
Alt. Handymax, 14.5 kn (St. Lawrence Canal )
2,000 0
30,000
40,000
50,000
60,000
70,000
80,000 dwt
Deadweight of ship at scantling draught, dwt scant Fig. 17: Propulsion SMCR power demand of Handymax and Panamax bulk carriers
18 Bulkers – Propulsion Trends in Bulk Carriers
Capesize and VLBC bulk carriers
For VLBCs, the 6S70MCC/MEC and
Today, in particular the 6S60MC/MCC/
6S80MC/MCC/MEC types are almost
MEC and 6S70MC/MC-C/ME-C en-
exclusively used as the main engine
gines are used for propulsion of the
today, see Fig. 18. The recently devel-
Capesize bulk carriers, see Fig. 18.
oped S65MEC8 is of course also avail-
The recently developed S65ME-C8 is
able. For the larger VLBCs of the future,
now also available, with 6 or 7 cylinder
the 6 and 7S80MCC/MEC and the
units being most suitable.
6S90MCC/MEC will be most feasible.
SMCR power kW 40,000
35,000
VLBC 6S90MCC8/MEC8 7S80MEC9
30,000 Capesize
n 0k
.
16
25,000
20,000
15,000
10,000
5.5
1 7S70MCC8/MEC8 7S70MCC7/MEC7 7S65MEC8 6S70MCC8/MEC8 6S70MCC7/MEC7 6S65MEC8 6S70MC6 5S70MCC7/MEC7 5S65MEC8 6S60MCC8/MEC8 7S50MEB9 5S60MCC8/MEC8 6S50MEB9
.0
15
kn
kn
6S80MC6
4.5
1
.0
14
ge Avera eed sp ip h s
6S90MCC7/MEC7 7S80MCC8/MEC8 7S80MCC7/MEC7 6S80MEC9 7S80MC6 6S80MCC8/MEC8 6S80MCC7/MEC7
kn
kn n
5k
13.
n 0k 13.
Setouchmax Newcastlemax Dunkirkmax
5,000
0
50,000
100,000 150,000 200,000 250,000 300,000 350,000 400,000 dwt Deadweight of ship at scantling draught, dwt scant
Fig. 18: Propulsion SMCR power demand of Capesize and VLBC bulk carriers
MAN B&W Diesel Bulkers – Propulsion Trends in Bulk Carriers 19
Summary
References
The bulk carrier market is an increas-
[1] Propulsion Trends in Container Vessels
ingly important and attractive transport
MAN Diesel A/S, Copenhagen,
segment which, thanks to the ever in-
Denmark, December 2004
creasing global market volume, is expected to continue to be of great im-
[2] Propulsion Trends in Tankers
portance.
MAN Diesel A/S, Copenhagen, Denmark, July 2007
Since its start in about 1950, the bulk carrier fleet, in terms of deadweight
[3] Side frame failure blamed in recent
tonnage, has increased to about 33%
bulk carrier loss
of the total world fleet operating today.
Lloyd’s List, 18 June 2002, page 3
The demands on the reliability, efficiency 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 bulk carrier fleet.
20 Bulkers – Propulsion Trends in Bulk Carriers
MAN B&W Diesel Bulkers – Propulsion Trends in Bulk Carriers 21
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 · Copyright © MAN Diesel & Turbo · Subject to modification in the interest of technical progress. 5510-0007-02ppr Dec. 2010 Printed in Denmark
MAN Diesel & Turbo Teglholmsgade 41 2450 Copenhagen SV, Denmark Phone +45 33 85 11 00 Fax +44 33 85 10 30
[email protected] www.mandieselturbo.com
