To give an example of what the shipping industry demands nowadays, Maersk’s Triple-E container ships – the largest container ships in the world with a capacity of over 18,000 twenty-foot-container equivalent units (TEU) – are powered by two MAN two-stroke diesels, each driving its own propeller. Technical solutions range from the use of plates of corrosion-resistant materials such as Inconel (a family of nickel-based super-alloys originally developed for jet engines) welded to the piston crown to using crankcase oil to cool not just the pistons themselves but the rod as well to reduce the likelihood of heat-induced failures. Several shipowners (led by CMA CGM) are coming to like the single engine/single propeller configuration for its efficiency and reduced running costs – as long as it doesn’t impact cruising speed too much. The shipping industry does not merely demand cleaner and more fuel-efficient engines, but also engines that will last the design life of the ship (usually 25 years) with only scheduled maintenance and minimal repairs. Stricter environmental legislation around the world is only part of the increasingly more challenging environment these three firms – and the shipyards and contractors they work with – have to deal with. Three engine manufacturers have come to dominate the market for the giant low-speed two-stroke diesel engines used in the largest container ships, bulk carriers, and tankers: MAN SE of Germany, Mitsubishi Heavy Industries of Japan, and Wärtsilä of Finland. By MC01, a frequent commenter on WOLF STREET:

Super container world of warship