Engine Selection and Project Manual B.

RT-flex96C

Considerations on engine selection

B3.3

Sea margin (SM)

Engine power [%Rx]

CMCR (Rx)

The increase in power to maintain a given ships speed achieved in calm weather (point A in figure B2) and under average service condition (point D), is defined as the sea margin. This margin can vary depending on owners and charterers expectations, routes, season and schedules of the ship. The location of the reference point A and the magnitude of the sea margin are determined between the shipbuilder and the owner. They form part of the newbuilding contract. With the help of effective antifouling paints, drydocking intervals have been prolonged up to 4 or 5 years. Therefore, it is still realistic to provide an average sea margin of about 15 per cent of the sea trial power, refer to figure B2, unless as mentioned above, the actual ship type and service route dictate otherwise.

100
10% EM/OM

90

D B
15% SM 5% LR

78.3 A

propeller curve without SM

Engine speed [%Rx]

100
F10.3148

EM engine margin OM operational margin

SM sea margin LR light running margin

B3.4

Light running margin (LR)

Fig. B3

Load diagram for a specific engine showing the corresponding power and speed margins

The sea trial performance (curve a) in figure B3 should allow for a 3 to 7 per cent light running of the propeller when compared to the nominal propeller characteristic (the example in figure B3 shows a light running margin of 5 per cent). This margin provides a sufficient torque reserve whenever full power must be attained under unfavourable conditions. Normally, the propeller is hydrodynamically optimized for a point B. The trial speed found for A is equal to the service speed at D stipulated in the contract at 90 per cent of CMCR. The recommended light running margin originates from past experience. It varies with specific ship designs, speeds, drydocking intervals, and trade routes. Please note: it is the shipbuilders responsibility to determine the light running margin large enough so that, at all service conditions, the load range limits on the left side of nominal propeller characteristic line are not reached (see section B3.6 and figure B4).

Assuming, for example, the following: Drydocking intervals of the ship 5 years. Time between overhauls of the engine 2 years or more. Full service speed must be attainable, without surpassing the torque limit, under less favourable conditions and without exceeding 100 per cent mep. Therefore the light running margin required will be 5 to 6 per cent. This is the sum of the following factors: 1. 1.52% influence of wind and weather with an adverse effect on the intake water flow of the propeller. Difference between Beaufort 2 sea trial condition and Beaufort 45 average service condition. For vessels with a pronounced wind sensitivity, i.e. containerships or car carriers this value will be exceeded.

25.74.07.40 Issue X.04 Rev. 0

B4

Wrtsil Switzerland Ltd