Contents

Propulsion of VLCCs
Page
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Engine Programme Development . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Power Requirement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
Design Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6
Exhaust Gas Emission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Introduction
Freight rates for crude oil carriers have
not recently left any scope for an attrac-
tive payback time for newbuildings. Nev-
ertheless, there is an increasing demand
for environmentally safer vessels.
M any of the vessels from the 1970s will
have to be scrapped within a short pe-
riod of time. Usually, it is not profitable to
take a vessel past the 25-year classifica-
tion test, and to maintain the current vol-
ume of sea transportation capacity,
some 30-40 VLCCs will have to be deliv-
ered per year, over a period of as much
as 7-8 years.
In view of the above factors and pros-
pects, M AN B&W in 1998 added new
VLCC-dedicated propulsion engines to
the M C programme.
Engine Programme
Development
Over the years, the market leading MC
engines, which date back to 1982, have
been developed continuouslyto cater for
such changing market requirements.
M ajor milestones in this development
can be seen in Fig. 1.
The present M C programme now in-
cludes unit powers of 93, 120 bhp for
the largest model, the 12K98M C-C. The
entire M C programme is shown in Fig.
2, and a reference list can be seen in
Fig. 3.
Pecent models, which have been
added to the M C programme when
3
Propulsion of VLCCs
M k mep
bar m/s
1981 L35M C introduced
1982 Full L-M C programme 1 15.0 7.2
1984 L-M C upgraded 2 16.2
1985 L42M C introduced 2 16.2 7.2
1986 K -M C introduced
S-M C introduced 17.0
L-M C upgraded 3 16.2
1987 S26M C introduced 16.8 8.2
1988 K -M C-C introduced 16.2 8.0
1991 M C programme upgraded
K and L-M C
S-M C 6 17.0
1992 S26M C and L35M C upgraded 18.5 8.2
1993 S35M C and S90M C introduced
K 90M C/M C-C upgraded 6 18.0 8.0
1994 S42M C introduced 6 18.5 8.0
1994 K 98M C-C introduced 6 18.2 8.3
1995 K 80M C-C 6 18.0 8.0
1996 L70M C upgraded 6 18.0 8.2
1996 S70M C-C, S60M C-C, S50M C-C
and S46M C-C introduced
1996 S80M C upgraded 19.0 8.0
1997 L80M C upgraded
K 98M C introduced 6 18.2 8.3
1998 S80M C-C introduced
S90M C-C introduced
L90M C-C introduced
S35M C upgraded
Cm
16.2
7.6
5 18.0
19.0 8.5
19.0 8.3
6 18.0 8.0
19.0 8.1
19.0 8.1
19.0 8.1
7 19.1 8.2
mep = mean effective pressure Cm = mean piston speed P
Fig.1: The MC programme development
called for by the market, are the
S-M C-C compact engines, which re-
spond to requirements for high power
and high propeller efficiency together
with low fuel consumption.
The K 98M C and the K 98M C-C offer
the highest unit powers available on the
market today at the right engine speed
required by the very large and fast
post-panamax container vessels.
4
250
210
173
S26M C
L35M C
S35M C
L42M C 176
136
129
S42M C
S46M C-C
L50M C 148
S50M C 127
S50M C-C 127
L60M C 123
S60M C 105
S60M C-C 105
108
91 S70M C
91 S70M C-C
93 L80M C
104 K 80M C-C
79
76
S80M C
S80M C-C
104 K 90M C-C
K 90M C
S90M C-C
L90M C-C
94
76
83
104
94
0 10, 000 20, 000 30, 000 40, 000 50, 000 60, 000 70, 000
r/min
kW
L70M C
K 98M C-C
K 98M C
Fig. 2: The 1999 MC engine programme
O n order Type or delivered In service
98 15 0
90 162 129
80 436 378
70 686 560
60 1, 415 1, 213
50 1, 120 919
46 28 10
42 196 172
35 937 800
26 167 155
Total 5, 162 4, 336
Total: 79, 157, 300 BHP ~ 58, 220, 194 kW
As at 1999.01.26
Number of engines
Fig. 3: Reference list, MC engine
The main data for the three new engines:
Engine
type
Stroke
mm
Speed
r/min
bhp/
cyl
mep
bar
p
max
bar
SFO C
g/bhph
Cm
m/s
No. of
cyls
Cyl.
spacing
mm
L90M C-C 2, 916 83 6, 650 19 150 123 8.07 6-12 1, 602
S90M C-C 3, 188 76 6, 650 19 150 123 8.08 6-7 1, 602
S80M C-C 3, 200 76 5, 280 19 150 123 8.11 6-8 1, 424
The S80M C has been widely used in
VLCCs, originally in the six-cylinder ver-
sion and, as the ship speed require-
ment has grown, the seven-cylinder
has become the dominant version.
7L90M C engines have also been used
in a number of VLCCs.
As an increasing demand for higher
power has been seen, an uprated ver-
sion of the 7S80M C, referred to as the
M k 7, was made available. The mean
effective pressure of this engine is 19
bar, and the maximum firing pressure
is 150 bar, thus securing an SFO C of
123 g/bhph.
Now, with the successful introduction
of the compact S-M C-C engines with
46, 50, 60 and 70 cm bores, of which
more than 40 are in service and more
than 150 have been ordered, the natu-
ral approach has been to expand the
S-M C-C range and introduce an
S80M C-C of similar design to the
smaller S-M C-C engines.
Today, most VLCC projects are of
more than 300, 000 dwt, and have
speeds in excess of 16 kts.
To cater for the increased power requi-
rement of such vessels, we have also
updated the S and L90M C as
S90M C-C and L90M C-C versions, with
different engine speeds to cater for dif-
ferent propeller characteristics. Thus, if
a large propeller diameter is used, the
low engine speed of the S90M C-C is
an advantage whereas, if the propeller
diameter dictates a slightly higher en-
gine speed, the L90M C-C is the right
choice.
Altogether, the L/S90M C-C engines
supplement the S80M C-C for power
requirements in excess of what can be
delivered by a 7S80M C-C.
The competitive SFO C is achieved by
applying state-of-the-art technology in
the fuel injection system together with
the use of mini-sac fuel valves in con-
junction with an improved combustion
chamber configuration.
Power Requirement
As mentioned above, current VLCC
projects involve larger and, in particu-
lar, faster vessels than earlier specified.
With the latest additions to the M C
programme, virtually all power require-
ments for foreseeable ship speeds can
be met.
The situation is illustrated in Fig. 4
where the power requirement is shown
as a function of ship speed and dead-
weight.
The ship speeds obtainable from the
various engines are, of course, subject
to differences in hull design and to a
tolerance. Nevertheless, the figure
gives a good indication of what is
needed for different ship sizes to reach
various speeds, inclusive of the nor-
mally applied margins.
It will be noted from the above that we
have introduced both an S90M C-C
and an L90M C-C engine, both offering
the same power, but at different speeds,
76 and 83 rpm respectively. The rea-
son for this decision is that we want to
cater for different wishes regarding pro-
peller layout. The issue is illustrated in
Fig. 5, which shows that if the propeller
diameter normally used on a 15.5 kts
VLCC is maintained, and the speed re-
quirement is raised to, say 16.5 kts, the
propeller speed will have to increase
from some 75-76 rpm to 83 rpm.
Hence the need for the 7L90M C-C.
If, on the other hand, the propeller di-
ameter is increased, the optimum pro-
peller speed remains at about 75 rpm,
thus making the 7S90M C-C the opti-
mum choice.
It is worth noting that the L90M C-C
can also be used on containerships
that can accommodate fairly large pro-
pellers.
Fig. 4 shows that the diversity of the
M C programme is substantial, also
when it comes to VLCC propulsion,
thanks to the many different models to
choose from. For a number of years,
7-cylinder engines have been the pre-
ferred choice in VLCCs, but due to the
need for increased power, they might
be replaced by the 6S90M C-C or, if
even more power is needed, the
5
BHP
Shaft power
50, 000
40, 000
35, 000
30, 000
25, 000
20, 000
14.0 14.5 15.0 15.5 16.0 16.5 17.0 knots
Ship speed
16.9 15.8 16.1 15.4 16.4
7S90M C-C 46, 550 BHP
7L90M C-C 46, 550 BHP
8S80M C-C 42, 240 BHP
6S90M C-C 39, 900 BHP
7S80M C-C 36, 960 BHP
7S80M C M k 6
34, 650 BHP
dwt
300, 000
280, 000
Incl.: 10% engine margin
15% sea margin
45, 000
320, 000
Fig. 4: Estimated SMCR power requirement
7S90M C-C. Some owners may prefer
7-cylinder engines owing to the ex-
pected vibration behaviour. However,
the 6S90M C-C, like all other M C en-
gines, can be fully balanced for the ex-
ternal second-order moment, and
torsionals can in virtually all cases be
controlled without using a torsional vi-
bration damper, which means that vi-
brations are easy to handle.
The technology of vibration abatement
on a 6-cylinder engine is fully develop-
ed, a fact underlined by statistics re-
vealing that approx. 55% of all of the
some 5, 200 M C engines in service are
6-cylinder engines.
Yet another possibility for modern
VLCCs is a twin-skeg hull design with
twin engines and twin propellers. Such
vessels have just recently been con-
tracted in K orea.
The vessels are specified with very
shallow draught which will make it
possible to transport large cargoes
into ports where draught is restricted.
The vessels differ from the large tank-
ers so far built in the world in that they
have in addition to double hulls
double, completely separated engine
rooms, double rudders and steering
gears and double propellers. All these
double functions represent an extra
safety factor and provide the vessel
with a manoeuvrability superior to that
of other large tankers.
The vessels will be equipped with 2 x
7S60M C-C engines with a combined
power of 42, 980 bhp, giving them a
maximum speed of about 15% above
that of most other large tankers.
A similar concept is used for vessels
which are presently being built in US at
Avondale Shipyard for the US oil major
Arco. This is the socalled 125, 000
dwt millennium tanker featuring 2 x
7S50M C-C, also in completely sepa-
rate engine rooms.
Design Features
In recent years, a number of features
have been successfully introduced,
primarily with the aim of further im-
proving the cylinder condition and in-
creasing the time between overhauls.
In this context, we are in particular ad-
dressing features such as the high-
topland piston which protects the pis-
ton rings against the thermal load from
the combustion gases. This improves
the performance of the piston ring
pack significantly, and the gradual loss
of tension in the piston rings is reduced,
resulting in higher TBO s for the piston.
A further benefit isthat the high topland
has made it possible to lower the mat-
ing surfaces between cylinder liner and
cylinder cover, thus reducing the ther-
mal load on the cylinder liner and thus
improving the conditions for the lube
oil film. The high heat input is absorb-
ed by the steel cylinder cover, which
has a higher thermal stability than the
grey cast iron used for cylinder liners.
As a consequence, the reliability of the
cylinder liner is further enhanced bythe
introduction of the high-topland piston.
Tests with high-topland pistons were
started about four years ago on an
S80M C engine and showed a signifi-
cant improvement in the general com-
bustion chamber condition and an
increase in the time between overhauls
by a factor of 3, making biannual over-
hauls sufficient.
O f other important features, the piston
ring pack should be mentioned. The
reliability of the combustion chamber
components and the cylinder condi-
tion depends very much on the perfor-
mance of the piston ring pack which,
accordingly, is continuously being opti-
mised.
The two uppermost piston rings are
higher, giving these rings greater
strength and thermal stability. The pis-
ton ring material has been optimised
to cope with the increased thermal
load that results from the higher rating
of the engines.
6
When going from 15.5
to 16.7 knots and with
and as two
different basic points:
The increased SM CR
power is based on
either
1. M odified propeller
with bigger diameter
or
2. Unchanged propeller
(bigger diameter is
not possible)
Shaft power BHP
45, 000
40, 000
35, 000
30, 000
25, 000
20, 000
60 65 70 75 80 85 90
r/min
79
S80M C M k 6
86.4
76
S80M C-C
S90M C-C
M odified
propeller
(curve)
Unchanged
propeller
(curve)
Propeller/
engine
speed
2
2'
2 1
1'
1'
1
2'
-curve
M
1
M '
0
M '
1
M
0
M
2
M '
2
16.7
knots
15.5
knots
83
L90M C-C
-curve
M '
0
M
0
Fig. 5: Propeller performance at increased SMCR power output M for 300,000 dwt VLCC
Some years ago, we tested and subse-
quently introduced a special patented
CPR (Controlled Pressure Relief) piston
ring as the top piston ring, see Fig. 6.
This ring has a double lap joint, and an
optimal pressure drop across the top
piston ring is ensured by relief grooves.
For ease of running-in, an Al-bronze
coating is applied on the lower rings.
A third feature introduced is the Piston
Cleaning (PC) ring. The purpose of this
ring, shown in Fig. 7, is to control ash
and carbon deposits on the piston
topland and thus prevent contact be-
tween the cylinder liner and these de-
posits, which would remove part of the
cylinder oil from the liner wall. Long-term
tests on an S80M C engine since 1994
have shown positive results, verifying
the hypothesis that bore polish may
be a decisive factor in the deterioration
of the cylinder condition, especially in
high-rated large engines. PC rings are
therefore now standard on the most
recent large bore M C engines.
M ore than 80 cylinder units with PC
rings are currently in service.
Protecting and controlling the heatex-
posed parts in the combustion chamber
have always been design priorities.
By virtue of a modified combustion
chamber geometry, this has been fur-
ther enhanced. This development was
prompted in particular by the K -M C(-C)
engines with the narrow combustion
space.
O ver the years, the pistons in these
engines have been provided with a
welded-on layer of inconel to increase
the heat resistance. Even so, heat ex-
posure effects have been experienced
on the K -M C(-C) engines in certain
cases, indicating that the margins
should preferably be higher.
With the new geometryshown in Fig. 8,
we have obtained more space around
the fuel nozzles, and thus a greater
distance from the nozzles to the piston
top. This means that the fuel injection
and combustion give rise to smaller
heat input to the piston top and un-
changed heat input to cylinder cover
and exhaust valve. M easurements have
confirmed a temperature reduction of
the piston top of some 100 C as well
as unchanged temperatures on other
combustion chamber components.
The heat load on the piston in the new
combustion chamber is shown in Fig. 9.
The simple shaker cooling principle
traditionally applied for the piston can
thereby be maintained.
This new combustion chamber design
has already been introduced on a num-
ber of M C engines being produced for
container vessels and is the present
standard on large-bore M C engines, in-
cluding M C/M C-C engines applicable
7
Top piston ring with double-lap
S-seal and 6 Controlled Pressure
Relief (CPR) gaps
Even heat distribution on
2nd piston ring
2nd, 3rd and 4th piston rings
with oblique cut ring gaps
New piston ring material:
RVK -C with Alu-bronze coating
Fig. 6: Piston rings for S-MC-C
Piston high topland
Piston
Piston cleaning ring
Cylinder liner
Cylinder cover
Fig. 7: Cylinder liner, piston cleaning ring
8
for VLCCs, i.e. S80M C, S80M C-C,
S90M C-C and L90M C-C. Even though
the heat exposure of the piston is less
pronounced in these engines, the addi-
tional margin has been introduced also
on these engines.
Exhaust Gas Emission
It goes without saying that, as stan-
dard, the new VLCC engines will, like
all other M C/M C-C engines, comply
with the IM O speed-dependent NO
x
emission cap of 17 g/kWh.
Conclusion
To meet the increasingly more diversi-
fied propulsion requirements, M AN
B&W Diesel has continuously intro-
duced up-to-date engines to supple-
ment the well-known M C engine series.
Hence our company offers the most
comprehensive and versatile engine
programme in the market for virtually all
commercial vessels, over the full range
of sizes and types.
Previous MC design New design
Fig. 8: Combustion chamber, previous MC design vs. new design
New piston design Previous piston design
x
z
Y
Fig. 9: Heat load on piston crown