MAN B&W Diesel

Computerised Engine Application System (CEAS)

Contents Page

Synopsis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Program Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
Description of Computer Programs . . . . . . . . . . . . . . . . . . . . . . . . 5
A. Estimation of ship particulars . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
B. Propeller layout and power prediction . . . . . . . . . . . . . . . . . . . . 5
C1. Selection of main engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
C2. Comparison of main engines. . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
D1. Combined layout and load diagram of engine . . . . . . . . . . . . . . 5
D2. Load diagram of engine. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
E. Overhauling and spare parts costs of engine . . . . . . . . . . . . . . . 5
F. Total economy – comparisons of engine room alternatives ... 5
G. Electrical power and steam consumption of ship . . . . . . . . . . . . 6
H. Auxiliary machinery capacities . . . . . . . . . . . . . . . . . . . . . . . . . . 6
I. Fuel and lube oil consumption and exhaust gas data of engine . 6
J. Heat dissipation of engine – performance data . . . . . . . . . . . . . . 6
K. Utilisation of exhaust gas heat – steam and electricity production . 6
L. Water condensation in air coolers . . . . . . . . . . . . . . . . . . . . . . . . 6
M. Engine noise sources. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
N. Preheating of diesel engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
O. Utilisation of jacket cooling water heat – freshwater production 6
P. Starting air system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Q. Exhaust gas back pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Economy Model Used . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
Definition of Net Present Value (NPV). . . . . . . . . . . . . . . . . . . . . . . 7
Example Based on a 2,300-3,300 TEU Containership. . . . . . . . . . . 8
Estimated ship particulars . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Power prediction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Main engine selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
Programs for more detailed information . . . . . . . . . . . . . . . . . . . . . 11
Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
MAN B&W Diesel
Computerised Engine Application System (CEAS)

Synopsis The computer system comprises a If, on the other hand, the project work
number of integrated sub-programs has just commenced, and the final ship
A marine power engineering project in- which are hierarchically arranged, mak- dimensions are unknown, calculation
volves a lot of parameters that have to ing them easy to extend and update. should start at level A, which will provide
be evaluated in order to find the opti- All present MC type engines are covered a set of assumed ship dimensions
mum solution. Such a procedure may by the system. The type and calculation based on average ship dimensions for
be both complex and time-consuming. levels of the main programs incorpora- the specific ship type in question.
ted in this system are shown in Table 1.
Therefore, MAN B&W Diesel has, over A brief description, together with ex-
the past couple of decades, developed The normal procedure for calculation is amples of the computer programs, will
a comprehensive Computerised Engine to start at a calculation level determined be given in the following, based on cal-
Application System, including an inte- by the available project data. culations of a containership project
gral speed and power prediction pro- with limited ship data available.
gram for ships, and the corresponding If, for instance, the type of main engine
main engine selection program. The has already been selected, the calcula- Today also the most important of the
system enables specifications of main tions may start at level D for final deter- computer programs like selection of
engine solutions for specific ship pro- mination of engine layout and load main engine, list of auxiliary machinery
jects to be processed on the basis of diagrams. Hereafter, for instance, the capacities and SFOC/exhaust gas data,
both technical and economical input. exhaust gas and specific fuel consump- are available in a PC-version using Win-
tion data may be calculated, if required. dows NT/98.
The system facilitates calculations of
such parameters as fuel consumption,
utilisation of exhaust gas heat, main- Calculation level Name of program
tenance costs, etc., involved in project A Estimation of ship particulars
engineering, and allows an economic (Based on shiptype, design ship speed, deadweight, etc.)
comparison to be made of the various
B Propeller layout and power prediction
alternatives.
C1 Selection of main engine
The computer system comprises a num- C2 Comparison of main engines
ber of integrated sub-programs which
are hierarchically arranged, thus mak- D1 Combined layout and load diagram of engine
ing them easy to extend and update. D2 Load diagram of engine
The system will be illustrated by means E Overhauling and spare parts costs of engine
of computerised examples. F Total economy – comparisons of engine room alternatives

Introduction G Electrical power and steam consumption of ship

H Auxiliary machinery capacities
MAN B&W Diesel has developed a
Computerised Engine Application I Fuel and lube oil consumption and exhaust gas data of engine
System, which facilitates the calcula- J Heat dissipation of engine – performance data
tions involved in project engineering
and allows an economic comparison K Utilisation of exhaust gas heat – steam and electricity production
to be made of various alternatives. L Water condensation in air coolers

This computer system has been devel- M Engine noise sources

oped on our Company’s main frame N Preheating of diesel engine
computer, using the MVS/XA operating
system. The program language used is O Utilisation of jacket cooling water heat – freshwater production
Fortran 77. Two graphical output sys- P Starting air system
tems are used. The one is our own
company-made system similar to Q Exhaust gas back pressure
PLOT 10, and the other is based on
graphical output formatted directly in
compatible PRESCRIBE instructions. Table 1: Type and calculation levels of programs

3
Program Structure modules for general use, whereas the The program is a dynamic system
programs in the vertical columns incor- which will never stop growing and
The software for the technical part of porate program modules used only by which is continuously being updated
the computer system consists of about the program in question, designated with new and/or improved information.
400 program modules, which are by the letter at the top of the vertical
widely integrated and interconnected. column. Data for new engines will be entered,
but it will still be possible to find and
The two programs, A and B, are inde- The larger the number of horizontal calculate data for old engine types.
pendent programs, more or less sepa- bars below the program, the more com-
rate from the rest of the system, prehensive is the program. Thus, the The engine power units used may be
whereas the remaining programs are ‘total economy program’ (F) placed either BHP or kW.
fully integrated and interconnected. at the very top of the system involves the
use of almost all sub-programs, where-
Fig. 1 shows the hierarchically arranged as the ‘noise program’ (M) at the bottom
program structure of the system. The of the system uses only a few sub-
horizontal bars incorporate program programs.

C F

K O

Selection/comparison of main engines

I L J H Q Utilisation of jacket cooling water heat
Electrical power and steam consumption

D E M N P
Utilisation of exhaust gas heat
Heat dissipation – performance data

A B
Water condensation in air coolers
SFOC/exhaust gas/lub. oil/TCS

Total economy
Auxiliary machinery capacities
Overhauling and spare parts costs

Exhaust gas back pressure

Propeller layout and power prediction

Preheating of diesel engine

Layout and load diagram

Starting air system

Estimation of ship particulars

VII Economy
Noise sources

Vl El/heat production data

V El/ heat consumption data

lV Main engine performance data

III Main engine basic data

II Shaft generator data

I General

Fig.1: Programs and program structure

4
Description of point and a permissible propeller sider possible shaft generator power
Computer Programs speed range and constant ship are also drawn.
speed factor ‘α’. If a shaft generator
is installed, the corresponding extra
A. Estimation of ship particulars power needed from the main engine D2. Load diagram of engine
has to be considered, too.
The minimum input data required is the This program draws up a separate load
type of ship (for instance tanker, bulk For the engines selected, the program diagram in terms of BHP or kW as func-
carrier, container vessel, etc.), the design calculates the relative difference in tion of r/min showing the limitation lines
ship speed (knots) and deadweight (dwt) estimated worldwide engine price, for operation of the specified engine.
referred to the corresponding propeller fuel and lubricating oil, and mainte- Propeller and engine operation lines,
design draught. nance costs, together with the diffe- including possible shaft generator
rence in electrical power costs of the power, are also drawn.
With this information, the program esti- main-engine-dependent pumps. By
mates the relevant ship particulars, both means of the ‘Net Present Value’
empirically and by theoretical formulas. method, including investment and E. Overhauling and spare parts
The more input data, the more accurate operating costs, the engines selected costs of engine
the ship’s particulars can be estimated. are evaluated in terms of economy
and given priority, with the most at- The average maintenance costs for
tractive engine being the one with overhauls are calculated based on the
B. Propeller layout and power prediction the lowest total costs for a given cost overhauling times and intervals used.
calculation period. Also the average spare parts expenses
When the ship’s main particulars have are estimated and included in the total
been estimated (or are known), the Regarding definition of the Net Pres- maintenance expenses.
power prediction program can be used ent Value (NPV) method, please refer
to estimate the required propulsion to the section below ‘Economy Model Two different types of maintenance
power at the design ship speed. This Used’ . calculations and corresponding reports
program also indicates the optimum can be generated:
pitch/diameter ratio and propeller speed As stated above, the calculation may
for a given propeller diameter. be made with or without a shaft gen- • Average annual maintenance costs
erator being incorporated. for a long time in operation
The power prediction calculations are
carried out using either the ‘Harvald’ or the • Maintenance costs for a given time in
‘Holtrop & Mennen’ power prediction C2. Comparison of main engines operation.
method. The estimation of the propeller
data is performed using Wageningen Based on a given service rating need-
B-Series propellers. ed for a required ship speed, this pro- F. Total economy – comparisons of
gram calculates and compares the engine room alternatives
The polynomials used are described in operating costs of the main engines
‘International Shipbuilding Progress’, in question. The Net Present Value This program calculates the overall fuel
Vol. 22, July 1975. method is also used in this program. and lubricating oil expenses for various
For unregistered engines (competing alternatives of engine room installations.
The ship’s propeller speed and propul- two-stroke or four-stroke types) the
sion power prediction in the design point stroke/bore, SFOC, lube oil consump- Many engine room configurations, con-
after incorporating sea and engine mar- tion data, etc., are needed. sisting of different combinations of main
gins and a light propeller running factor engine and electrical power producers,
can be used to find the required refer- such as diesel generators, turbo gener-
ence MCR propulsion power and propel- D1. Combined layout and load ators and main engine driven genera-
ler speed which, in turn, may be used as diagram of engine tors, simultaneously in operation at
input for our engine selection program. sea, may be considered and used as
This program calculates and draws engine room alternatives. The calcu-
up a combined layout/load diagram lated alternatives will be compared with
C1. Selection of main engine in % of the nominal MCR power as a each other by means of the Net Present
function of speed (%), showing the Value method, see the section regard-
The applicable engine types are selected layout and operation limitation lines ing ‘Economy Model Used’, below.
from the MC engine programme based of the specified engine. Propeller lines
on a required reference MCR propulsion and engine operation lines that con-

5
A calculation of several alternatives of the make and/or type and numbers are L. Water condensation in air coolers
each engine room configuration can be also included.
worked out with different main engines, This program calculates the theoretical
different optimising points, different amount of condensed water in the
electrical power producers, exhaust I. Fuel and lube oil consumption scavenge air coolers, based on the rel-
gas boilers, etc. and exhaust gas data of engine ative humidity of the intake air. The cor-
responding amount of water expected
Furthermore, but only for a few engine Information regarding the use of conven- to be separated by the water mist
types, it is possible to choose a Turbo tional or high efficiency turbochargers, catcher is also stated.
Compound System (TCS) either con- the Turbo Compound System (TCS), if
nected to the crankshaft for Power installed, the specified MCR and opti-
Take-In (TCS/PTI), or for the produc- mised points, the requested running M. Engine noise sources
tion of extra power for Power points, and the ambient conditions, will
Take-Off (TCS/PTO). In the latter case, be sufficient to calculate the relevant On the basis of theoretical values and
it is also possible to connect the TCS specific fuel and lubricating oil consump- actual measurements, this program
either to a separate electrical generator tions, the exhaust gas amount and tem- calculates the sound levels in octave
or to an electrical generator driven, for perature after the turbochargers, as well bands of the following engine-related
example, by an auxiliary diesel engine as the TCS power. noise sources, which are typical for our
or a turbo generator, and make calcu- two-stroke engines:
lations accordingly.
J. Heat dissipation of • Exhaust gas noise (gas pulsations)
engine – performance data
G. Electrical power and steam • Air-borne noise (engine room noise)
consumption of ship This program calculates the actual
heat dissipation and other general • Structure-borne noise excitation
A detailed calculation of all the ex- performance data of the main engine in (vibration in engine feet).
pected typical electrical power and question. A special calculation option
steam consumers valid for a bulk car- may also, in percentage figures, relate
rier or a tanker can be carried out for engine shaft power and heat dissipation N. Preheating of diesel engine
the ambient temperature condition in losses to 100% fuel energy consump-
question. The main-engine-related tion (Sankey diagram). The jacket water preheater size to be
electrical power and steam consump- recommended is calculated on the basis
tion figures are specially calculated on of the requested temperature increase
the basis of the relevant engine data K. Utilisation of exhaust gas heat – and preheating time, or vice versa.
and auxiliary machinery capacities, steam and electricity production
whereas the remaining ship-dependent
consumption figures are empirical. The steam production from an exhaust O. Utilisation of jacket cooling
gas boiler can be calculated on the ba- water heat – freshwater production
sis of the previously calculated exhaust
H. Auxiliary machinery capacities gas amounts and temperatures, or on The jacket cooling water heat that can
the basis of special exhaust gas data be recovered is calculated, and the cor-
If a diesel engine has been rated in provided. responding freshwater amount that can
such a way that the actual available be produced by means of a freshwater
rating has been changed, compared to The size of the exhaust gas boiler is de- generator of the low pressure vacuum
a nominal-rated engine, the necessary termined by the pinch point temperature. evaporation type is found. Several effect
capacities of pumps and coolers may A low pinch point temperature corre- stages may be used, and calculations
be calculated on the basis of the given sponds to a large boiler. The boiler may may also be carried out for special
engine layout. This calculation refers to be of either the single or dual pressure heating media available.
tropical ambient conditions and may be type, with/without preheater and super-
based on either seawater cooling or a heater sections.
central cooling water system. If the en- P. Starting air system
gine is equipped with a separate cam- It is also possible to calculate the elec-
shaft lubricating oil system or is trical power production obtainable by On the basis of theoretical values and
low-NOx optimised, this will be included utilising the available steam from the actual measurements, this program
in the calculations. The use of conven- exhaust gas boiler to operate a steam calculates the starting air consumption
tional or high efficiency turbocharger, driven turbo generator. and the pressure after a number of
successive engine starts.

6
The program may be used for three Economy Model Used To determine the annual savings ob-
different purposes: tainable during the subsequent years
For the purpose of making economical ‘n’, So must be corrected for inflation,
1. Dimensioning of starting air evaluations of alternative projects, the i.e. Sn = So x (1+i)n, in which ‘i’ is infla-
receiver and compressor Net Present Value method is used. This tion and ‘n’ is number of years after
method is preferred because, indepen- investment.
2. Calculating the number of possible dent of the payback time, it compares
starts for a given receiver size and the total gain after a certain number of To put these savings in relation to Co,
the initial pressure years in operation, and thus – besides Sn must be calculated back into to-
the annual operating costs – also incor- day’s prices at the discount rate ‘d’,
3. Evaluating starting air consumption porates the influence of the size of the assuming that the discount rate is
based on pressure measurements. investment costs. equal to the interest rate for financing
‘r’, as normally done in the shipping
trade, i.e. Sn/(1+d)n = Sn/(1+r)n .
Q. Exhaust gas back pressure Definition of Net Present Value (NPV)
As d = r, the investment cost after n
Based upon detailed information of the The Net Present Value method is used years Cn = Co x (1+r)n calculated back
pipings and components (exhaust gas in order to get an evaluation of the pro- to today’s price level is still equal to Co.
boiler, silencer, spark arrester, etc.) in fitability of investing an extra amount of
the exhaust gas system, the program initial capital in an alternative project The Net Present Value is then defined
calculates the exhaust gas back pres- compared to the basic project. as shown in Equation 1.
sure in the piping and just after the
turbocharger(s). The back pressure It is assumed that the alternative pro- For the alternative project, the NPVn
after the turbocharger(s) may be com- ject necessitates an extra investment of shows, compared to the basic project,
pared to the recommended design Co at the project start, and that this in- how much extra money you will have
back pressure (300 mm WC) and po- vestment gives an annual saving on the in your pocket, i.e. the accumulated
tential modifications of the pipe system fuel, lubricating oil and maintenance savings obtained by making the extra
will be recommended. cost bills equal to So, based on today’s investment in today’s prices after ‘n’ years.
prices, see Fig. 2.
In our computer programs, the curves
for the alternative projects show NPV
as a function of years after investment.
 n Sn  (1 + r) n 
n
 1 + i  
n

∑ ∑
The intersection point with the abscissa
Equation 1: NPV n =  n  − CO × n = SO   − CO
 n =1 (1 + d)  (1 + d)  n =1 1 + r   (basic project) is the alternative pro-
ject’s real payback time compared to
the basic project.

n
Sn = So x (1+i)

S4
S3
S2 So Savings at project start
S1
Sn Savings the n’th year after
investment
Co Extra investment at project
start
n Number of years after
investment
n
Sn /(1+d) i Rate of inflation

Co Rate of interest for

r
financing

n
d=r Discount rate
Cn = Co x (1+r)
n
Cn /(1+d)

Fig. 2: Definition of Net Present Value (NPV)

7
Example Based on a 2,300 - • Deadweight at design draught: The power/speed requirement for the
3,300 TEU Containership 39,000 tons single screw containership with an
(at scantling draught 43,000 tons) assumed 5-bladed propeller with the
For the purpose of giving an impres- maximum possible diameter of 7.6
sion of the large number of calculation • Speed at design draught: metres, is calculated to be 17,488 kW at
possibilities of the ‘Computerised 22.0 knots. 98.0 r/min, see Fig. 4, and corre-
Engine Application System’, a container- sponds to the propeller design point
ship project in the initial design phase PD shown in Fig. 5 and placed on the
will be used as an example. The above-mentioned figures and esti- light running propeller curve 6.
mated ship particulars, see Fig. 3, are
By means of our ship particulars and used as input data for the power pre- When in this case incorporating a 15%
power prediction programmes, the diction. sea margin, a 15% engine margin, and
required propulsion power has been 5% light running of the propeller, the
calculated and, on this basis, a main corresponding reference service and
engine selection has been performed. Power prediction MCR propulsion points, SP and MP for
heavy running are found, see Fig. 5:
The power prediction calculations are
Estimated ship particulars valid for loaded ship on trial trip condi-
tions, i.e. for calm weather and clean • SP (85% MCR):
The input values used in order to esti- hull and 22.0 knots, without any sea or 20,111 kW and 97.8 r/min
mate the ship particulars are: engine margin and light running factor
incorporated. Data have been calcu- • MP (100% MCR):
• Type of ship: Containership lated by means of the Harvald method. 23,660 kW and 103.2 r/min.

Input data Power prediction

Shaft power
22,000 kW
Type of ship Container Trial condition, loaded ship
Design ship speed 22.00 knots
Deadweight at design draughtdraught 39,000 tons 20,000
Length between perpendiculars 230.00 m
Breadth on waterline 32.20 m 18,000

Estimated ship particulars

16,000
Length on waterline 237.00 m
Design draught 11.10 m 14,000
Displacement (volume) 52,600 m3
12,000
Block coefficient (based on Lpp) 0.640
Midship section coefficient 0.979
Longitudinal prismatic coefficient 0.638 10,000
19 20 21 22 23
Fineness (length displacement) ratio 6.278
Breadth-draught ratio 2.901 Propeller speed
Trial condition, loaded ship
Breadth-length ratio 0.137 r/min
100
Transverse bulb area 30.0 m2
LCB, longitudinal centre of buoyancy -1.70 % 90
(+forward Lpp/2) Ship speed
Immersed midship section area 350.0 m2 80
19 20 21 22 23 knots

Fig.3: Estimated ship particulars of a 2,300 TEU (15t) - 3,300 TEU Fig. 4: Prediction of the power and speed requirement for the
(empty) container vessel propeller design point of a single screw containership, having a
7.6 metre propeller diameter with 5 blades and sailing 22 knots

8
 Power
Ship propulsion running points and engine layout 103.2 r/min
97.8 r/min
98.0 r/min
2 Heavy propeller curve – fouled hull
and heavy weather, for engine layout

6 Light propeller curve – clean hull and MP

23,660 kW
calm weather, for propeller layout Engine margin
(15%of MP)
20,111 kW
MP: Specified propulsion MCR point SP
Sea margin
SP: Service propulsion point (15% of PD)
PD
PD: Propeller design point 17,488 kW
LR: Light running factor

NB: Logarithmic speed and power scales 2 6 Engine speed

LR = 5%

Fig. 5: Sea and engine margins together with light running factor used for layout of main engine

Main engine selection

Power
As a basis for our main engine selec- BHP kW Specified engine MCR (M)
tion program, we have used the x 1000 8 C Ref. MCR power : 23,660 kW (Pref.)
100 70 K9 8-
reference propulsion MCR point (MP) K9 Ref. MCR speed : 103.2 r/min (nref.)
60 C
stated above, i.e. 23,660 kW at 103.2 80 0- Minimum speed: 91.0 r/min
50 K9 Maximum speed: 120.0 r/min
r/min, assuming that the propeller dia- C
60 0-C 0-
meter layout permits an MCR propeller 40 L9 0 K8 Constant ship (lower/upper)
K9 80 speed factor : - 0.17/+0.17
speed in the 91.0-120.0 r/min range. L
30
40 0-C = 0.17
S9 = -0.17 M
Constant ship speed lines
In the upper speed range of 103.2-120.0 30 8 0 - C
7 0
20 S L
r/min, we use the constant ship speed 0-C
factor α = + 0.17 (reduced propeller S7 L6
0
20 15
diameter), and in the lower range of 0-C L4
2
S6
91.0-103.2 r/min, we use α = – 0.17 15 L5
0
(increased propeller pitch). 10
0-C C
S5 - L3
5
8 S46
10
α expresses the change in power ‘P’ S80
8 6
with changes in propeller speed ‘n’ as
follows: P = Pref. x (n/nref. ) α.
0
S7
4 0
5 S6
As the engine is not equipped with a 2
S4
shaft generator, the engine’s specified 0
MCR (M) is equal to the propulsion S5
3
MCR (MP). 2 S3
5

2
Fig. 6 shows the speed and power
ranges of the required specified MCR 6
point, together with the superimposed 1 S2
Speed
diagrams for all engine types, i.e. the
50 60 70 80 100 120 140 160 200 250 r/min
entire layout area for the MC program-
me in a power/speed diagram.

Fig.6: Selection of main engine from the MC engine programme 1998-1999

9
 Economy of selected main engines Layout/load diagram
Total costs Running point in service: 7K80MC-C High efficiency turbocharger
(NPV) 85.0% Ref. MCR propeller power (Nominal engine MCR (L1): 25,270 kW and 104.0 r/min)
1000 USD 20,111 kW at 97.8 r/min Specified engine MCR (M): 23,660 kW and 103.2 r/min
Optimising point (O): 22,122 kW and 100.9 r/min
1,400 Option 1: 7K80MC-C Engine service point (S): 20,111 kW and 97.8 r/min
Opt. 5
Option 2: 8S70MC-C Engine shaft power, % of nominal MCR power
Option 3: 8K80MC-C 110
1,200 Option 4: 6K90MC-C
Option 5: 7L80MC 100
1,000 5M
90
Opt. 2 0
800 S
80

600 70

Opt. 3
400 60
Opt. 4 55
200 3
8
50
Opt. 1 4 1
0
45
2 4 6 8 10 12 14 16 18 20 22 2
-200 Years after investment 40 6
63 70 75 80 85 90 95 100 105 110
-400 Engine speed, % of nominal MCR speed

Fig. 7: Total operating and investment costs of the selected main FIg. 8: Combined layout and load diagram for the selected
engines ordered in NPV priority after 12 years in operation 7K80MC-C engine

The basic economical data used to- • Normal sea service per year: • Rate of inflation: 3% p.a.
gether with the required engine data is 300 days/year (7,200 hours/year)
as follows: • Rate of exchange: 6.5 DKK/USD
• Lower calorific value of fuel:
• Limitation of engine/propeller speed: 40,200 kJ/kg • Required cost calculation period:
91-120 r/min 12 years
• Price of fuel oil: 100 USD/t
• Limitation of cylinder numbers: 6-8 • Selected engines:
• Price of cylinder oil: 1,300 USD/t 7K80MC-C and 8S70MC-C.
• Reference specified engine MCR
power (M) 23,660 kW at 103.2 r/min • Price of lube oil: 1,000 USD/t The main engine types – with option 1
as the best one, i.e. having the lowest
• Optimising point (O) (engine match- • Hourly wages for overhaul: total (investment and operating) costs
ing point): 93.5% of specified MCR 45 USD/hour in terms of net present value after 12
years – are found and evaluated with
• Engine power in service: • Rate of interest: 6% p.a. regard to economy by using 85% MCR
85% of specified engine MCR as the service power, and the above
stated economy figures.

10
Maintenance costs Fuel consumption
7K80MC-C SMCR: 23,660 kW x 103.2 r/min 7K80MC-C high efficiency turbocharger
Specific cumulative average maintenance costs (Nominal engine MCR: 25,270 kW and 104.0 r/min)
USD/kW/year Time span Specified engine MCR: 23,660 kW and 103.2 r/min
Running with fixed pitch propeller.
9.0 (Propeller curve through specified
MCR point) Optimising points
8.0 Alt. 1) 100.0% SMCR
SFOC Alt. 2) 93.5% SMCR
g/kWh Alt. 3) 90.0% SMCR
7.0
177
6.0 176
175
5.0
174
Alt. 3
4.0 173 Alt. 2
Alt. 1
3.0 172
171
2.0
170
1.0 169

0.0 168
0 5 10 15 20 years 167
0 36,000 72,000 108,000 144,000 hours 30 40 50 60 70 80 90 100 110
Time in service Engine shaft power % SMCR

Fig. 9: Expected maintenance costs per year the 7K80MC-C en- Fig. 10: Expected SFOC at part load running at ISO ambient condi-
gine has been in service tion ( LCV= 42,700 kJ/kg) valid for three different optimising points

The result of the total costs (NPV) Programs for more regarding selection of electrical power
calculations, shown in graphical form detailed information producers (Total Economy) may also
in Fig. 7, gives preference to the often be useful, program F.
7K80MC-C and 8S70MC-C engines. By means of the remaining programs
D–Q, more detailed investigations can Maintenance costs. The maintenance
The layout/load diagram for the be made, such as calculations of the costs calculated, including manhours
7K80MC-C engine is shown in Fig. 8. maintenance costs, program E, and for overhaul and spare part costs, are
the SFOC as a function of the engine based on data given individually for each
In Fig. 7 the option 2 curve for 8S70MC-C shaft power, program I. Also the ex- component (spare part), i.e.
indicates that – compared to option 1 haust gas heat utilisation possibilities
for 7K80MC-C – the investment needed will normally be investigated, and the • overhauls:
is about 400,000 USD lower, and that obtainable steam production from the time between overhauls and
after about 5 years in service this lower exhaust gas boiler will be compared manhours per overhaul
investment has been ‘eaten up’ by the with the steam consumption of the
higher operating costs. ship, program K. Investigations • spare parts:
lifetime and repair kit price.

11
 Exhaust gas boiler layout Steam production Total steam
kg/h production
7K80MC-C high efficiency turbocharger
(Nominal engine MCR: 25,270 kW and 104.0 r/min) 4,000 ISO ambient conditions (25 C)
o

Specified engine MCR: 23,660 kW and 103.2 r/min

Optimising point : 22,122 kW and 100.9 r/min
Tempe- Service point : 20,111 kW and 97.8 r/min 3,000 Steam/water
rature
O
C Pinch point temperature: 25 oC
250 Exhaust gas 2,000 Surplus steam
boiler sections:
Exhaus B. Evaporator
t gas
200 C. Preheater 1,000
Steam consumption
Steam/water 7 bar abs
0
150 40 50 60 70 80 90 100 110

Total steam
o
Winter ambient conditions (10 C) production
100 B kg/h
Extra steam
2,000 needed Surplus steam
C
50
1,000
Steam consumption
Ambient air
% spec. MCR
0 0
0 400 800 1,200 1,600 2,000 2,400 kW 40 50 60 70 80 90 100 110
Heat transfer Engine shaft power

Fig. 11a: Temperature/heat transfer diagram of an exhaust gas Fig. 11b: Steam production at ISO and winter ambient conditions
boiler at ISO ambient conditions and 85% specified engine MCR

Fig. 9 shows the maintenance costs in service in the high power range, the curve in Fig. 11b shows the corre-
USD/kW/year as a function of the time ‘service’ optimising will have a negative sponding steam production and ship’s
the engine has been in service. In the effect. requirements valid at ISO ambient tem-
first years in service, the maintenance perature conditions (25 °C). In winter
costs are relatively low, but will increase Exhaust gas boiler. Furthermore, the time (10 °C), the exhaust gas tempera-
gradually until they become ‘constant’ af- annual running costs for the ship may ture will be lower, and the corresponding
ter some 10-12 years, at which time they be reduced by utilising the waste heat steam production will be reduced,
are influenced by the renewal of heavy of the main engine. The necessary sat- whereas the steam consumption will
and costly components such as pistons urated steam for heating services may increase, meaning that the oil fired
and cylinder liners. thus be produced by means of an ex- boiler may occasionally have to start up
haust gas boiler that recovers the heat to supplement the steam production,
Fuel consumption. If the diesel engine is content of the main engine’s exhaust see the lower curve of Fig. 11b.
normally running in service at part load, gas.
the fuel consumption may be some- Electrical power producers. The total
what lower if the engine is ‘service’ Fig. 11a shows a calculated tempera- economy program may be demon-
optimised (matched) for a lower power ture/heat transfer diagram indicating strated by means of a simple example
than the specified MCR. Fig. 10 shows the equivalent dimensions of an ex- regarding the choice of electrical power
the effect of this. On the other hand, haust gas boiler with evaporator and producers. For this purpose we have
if the engine is normally running in preheater sections, and the upper chosen three different engine room

12
 Maintenance costs Fuel oil El. producers all with the main engine operating on
Main El. Producer heavy fuel oil (HFO), see Table 2.
Alternative of DG and SG price not in opera-
engine in operation
USD/kW/year USD/t tion
The assumed electrical power con-
1 7K80MC-C 1 x DG(MDO) 10 170 2 x DG (MDO) sumption in service is 1,100 kW.
2 7K80MC-C 1 x DG (HFO) 15 100 2 x DG (HFO)
The assumed economical data used is
3 7K80MC-C 1 x SG (HFO) 1 100 2 x DG (HFO) the same as stated for main engine
selection, whereas the assumed trade
pattern of the ship, a total of 300 days/
Table 2: Electrical power production alternatives
year in normal sea service, has been
stated in more detail, see Table 3.

alternatives – each having the selected 2. a 1,400 kW diesel generator (DG)

7K80MC-C installed as the main engine. operating on heavy fuel oil (HFO) % Propulsion
100 93.5 85 70
MCR
The three electrical power producer
(in operation) alternatives are: 3. a 1,400 kW main engine driven fre- Days/year 10 30 140 120
quency controlled shaft generator
1. a 1,400 kW diesel generator (DG) (SG)
operating on marine diesel oil (MDO) Table 3: Trade pattern of the ship

Load diagram Economy of electrical power producers

7K80MC-C High efficiency turbocharger Total savings (NPV)
1,200 1,000 USD Alt. 2
Specified engine MCR (M): 25,270 kW and 104.0 r/min
Optimising point (O): 23,627 kW and 101.7 r/min
Propulsion MCR (MP): 23,691 kW and 104.0 r/min
kW Engine shaft power 104.0 r/min 1,000 Alt. 1: 7K80MC-C + DG(MDO)
Alt. 2: 7K80MC-C + DG(HFO)
30,000 Alt. 3: 7K80MC-C + SG(HFO)
800 Alt. 3
M
25,270 kW 5
25,000
600
0 MP

400
20,000

18,000 200

Alt. 1
16,000 0
2 4 6 8 10 12 14 16 18 20 22
14,000 Years after investment
-200
8
3
1
12,000 -400
4 2A 2 Rate of interest/discount %/year: 6.0
Rate of inflation %/year: 3.0
Fuel oil price (MDO) USD/t: 170
6 -600
10,000 Fuel oil price (HFO) USD/t: 100
64 70 75 80 85 90 95 100 105 r/min In normal sea service days/year: 300
Engine speed Based on a given trade pattern
-800

Fig. 12: Load diagram for 7K80MC-C main engine equipped with a Fig. 13: Total savings in terms of Net Present Value relative to
1,400 kW shaft generator alternative 1

13
For alternatives 1 and 2, the main Summary
engine’s specified MCR power is as
shown in Fig. 8, whereas, for alterna- As illustrated in this paper, we have a
tive 3, the extra shaft generator power comprehensive tool at hand to assist
also has to be incorporated. The MCR our customers, not only in selecting the
may be found by means of program optimum main engine and calculating
D2, and the corresponding load diagram the corresponding performance data,
is shown in Fig. 12. but also in selecting the optimum en-
gine room configuration. Furthermore,
The nominal engine speed found for it is possible, and our aim, already at
alternative 3 is 104.0 r/min instead of the initial stage of a project, to assist
103.2 r/min, enabling the engine to with a preliminary determination of ship
produce the maximum shaft power particulars and propeller power prediction.
output.
As demonstrated, it is also possible to
Compared to alternative 1, Fig. 13 obtain more detailed main-engine-related
shows the total savings in terms of net information regarding, for example, the
present value for alternatives 2 and 3, dimensioning of the exhaust gas boiler,
including the difference in investment silencer and pipe system.
costs, and the relative savings in total
fuel, lube oil and maintenance costs. Only with the optimum total engine
room configuration and optimum over-
The total savings (NPV) relative to alter- all operation can the owner expect to
native 1, and shown as a function of get the best return on his investment.
years in service after investment, indicate,
based on the assumptions given, that The development of this computer
the diesel generator and shaft genera- system is one of our contributions to
tor alternatives operating on heavy fuel helping the project engineer, and thus
oil are the best ones, economy-wise, the owner, in meeting these demands.
after about 2.6 - 7.5 years in service.
On the other hand, unquantifiable
parameters like noise, reliability, etc.,
may also have an influence.

14