5/13/2016

Slow steaming

Source MAN

Slow steaming
Since beginning of the worldwide shipping crisis most
shipowners tried to keep ships in operation because this has
been proven better than lay off. To achieve this many of them
especially for container ships has decreased the ship speed and
derated the engine power. To reduce the speed of a
containership from f.e. 25 kn down to 18 kn the power demand
of a fixed propeller decreases down to about 30% of nominal
power, a power range which will be very sensitive for slow speed
2-stroke engines and can be only managed by special additional
measures also for ship new buildings.
A common problem occur because of the over proportional
decreasing of the charge air pressure, which leads to a lack of
air and especially for slow speed 2 stroke engines in the range
of 60% to 40% engine power to increasing temperatures of
exhaust gas and on combustion chamber components and
below 40% engine power to a continuous need of running the
auxiliary blowers. Both results are not wanted.

5/13/2016

Slow steaming
Some researches for fast container ships 5 years ago found out
that the most economical ship speed seems to be 50% of the
nominal ship speed, i.e. for about 10% of MCR. But also it has
been stated that as lower the fuel prize as higher the most
economocal ship speed. That means that for the current fuel
prizes the optimal speed will be higher than 50%. But generally
the engine maker have given the permission for new modern 2
stroke engines for continuous operation down to 10% of nominal
engine power but for the operation range below 60% they require
special measures. Until now there is no strict definition of slow
steaming and so called Super slow steaming. But it seems to
be common sense that propulsion power below 60% of MCR
means low load or slow steaming and power below 30% MCR
superslow steaming

Slow steaming
Generally following problems can occur for low load operation:
Main engine
Decreasing of turbocharger efficiency and significant drop of charge air
pressure
Increased E-consumption because of increased or continuous operation of
auxiliary blowers (2 stroke)
Malfunction of auxiliary blowers respective e-motors, broken ventilator fans
Sticking of piston rings, fouling, coking of piston top land
Fouling of air receivers (back flow)
Malfunction of no-return valves or flaps in air receiver (2 stroke engines)
Soot fire in exhaust receivers
Hot corrosion in the range of 40 to 60% engine power on exhaust valves,
piston etc. (2 stroke)
Low temperature corrosion on combustion chamber components like valves,
piston rings, cylinder liner below 20 to 40% load
Increased cylinder oil consumption and overlubricating (2 stroke)
Limitation by barred range because of torsional or axial vibrations (2 stroke)

5/13/2016

Slow steaming
Auxiliaries
Increased load of auxiliary engines (2 stroke)
Decreased fresh water generation by engine cooling water (partly)
Low temperature corrosion in exhaust gas boilers (partly)
Soot formation and fire in exhaust gas boilers
Decreased and too low steam production in exhaust gas boilers (partly)
Ship
Decreased propeller efficiency
Fouling of propeller and ship hull
Lubrication losses in aft end propeller shaft bearings

Many of these deficiencies can be compensated by operational

measures. But effects caused by propulsion engines charge air
pressure can only be deleted or reduced by measures and changes on
the turbocharger systems. Here has to be divided between long time or
time limited measures.

Long time measures are the selection of smaler engines

because of less investment expenses or derating of engines for
significant reduction of fuel consumption. Less fuel consumption
can also be achieved by installing smaler or less numbers of
turbochargers and if possible by the adaption of charge air
cooler, compression ratio, injection and valve timing and exhaust
gas boilers.
Reduction of fuel oil consumption can also be achieved by time
limited measures but this can be not done on all engines and
causes normally higher specific fuel consumption at higher ship
speed. These measures can be easier carried out at electronical
controlled engines by optimizing valve and injection timing.

5/13/2016

Further on the use of turbocharger turbines with variable

geometry (i.e. variable nozzle ring blades) will be possible or
cut off of one or two turbochargers if more are installed. This
can also be achieved by a sequential (register) turbocharging
with two different sizes of turbochargers, if one turbocharger
can be switched off. Important in this case will be that the cut
off turbochargers will be turned and lubricated. Possible is also
an installation of an exhaust bypass or alternatively an
installation of a power turbine which can be operated at higher
than 85% load.
All mentioned measures have impact on the IMO NOx
certificate and must be certified separately.

Slow
steaming

Source Wrtsil

5/13/2016

Slow
steaming
Engine Designers revised Low Load Bulletins

Source Wrtsil

Slow Steaming

5/13/2016

Slow Steaming

Slow Steaming

5/13/2016

Slow Steaming

Slow Steaming

5/13/2016

Slow
steaming
Expenses
US$/nm = f ( v; SFOC)

Expenses
(US$/nm)

140
120
100
80

fuel cos t
charter cos t

60

total expens es

40
20
Source MAN

0
6

10

12

14

16

18

20

22

24
speed v (kn)

Slow
steaming
Speed and Fuel Consumption / nm as a Function of Engine Load and SFOC
speed
fuel/nm
fuel/h

and fuel Consumption / h as a Function of Load and Load & SFOC

100%
90%
80%
speed

70%

fuel/nm
Fuel = f ( Load)

60%

Fuel = f (Load ; SFOC)

50%
40%
30%
20%
10%
Source MAN

0%
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%

Load

5/13/2016

Slow
steaming

Costs per Nautical mile as function of vessel speed

140,0

120,0

ME FO C ost
C yl LO cost

100,0

USD

Fixed cost per nm

80,0
DG FO C ost
FO cost per nm for
TC cleaning
Additional DG FO
C ost low load
OFB FO C ost low
load
Total C ost

60,0

40,0

20,0

0,0
0,0

5,0

10,0

15,0

20,0

25,0

Vessel speed

Costs per Nautical mile as function of ME load

140,0
ME FO C ost
120,0
C yl LO cost
100,0

USD

The graph shows the operational

variable costs given a surplus
capacity exist in the actual fleet.
I.e. reduction of schedule speed
result in no additional capital cost
or additional charter party cost.
Container vessels have the most
economical speed at ~50%
speed which equivalents ~10%
engine load.
To obtain full flexibility under
these conditions, the vessels
must be able to operate from
10% engine load to full load
without any restrictions.

Fixed cost per nm

80,0

DG FO C ost

60,0

FO cost per nm for

TC cleaning
Additional DG FO
C ost low load
OFB FO C ost low
load
Total C ost

40,0
20,0
0,0

Source Maersk

20

40

60

80

ME Load Percent at constant load

OFB Oil Fired Boiler

Slow steaming
Main Engine
4-stroke
?
(means 2-stroke)

YES

NO

(means load < 40 %)

Long term load

>= 40 %
?
NO
Long term load
< 10 %
?

(means load between 10 and 40%)

< 25 %: Switch to MDO

Temporary Load-ups
Retrofit recomm.:
2-st charge air cooler
TC-Modification

YES
Do nothing, recommended:
Slide Fuel Valves
Monitor gas ways
YES

Not recommended

NO

Temporary load ups

for cleaning gas ways
Frequent TC-Cleaning

Slide Valves
(100 T for 8S70MCC)
?

Radical De-rating
by cylinder cut out

NO

contamination of
exhaust gas system

YES
Load dependant
Lubrication (200 T)

NO

Over-lubrication
Bore polishing
Piston ring blow by
Scavenge fires

YES

5/13/2016

Slow steaming

A
One
Turbocharger
?

YES

Risky attitude

YES

NO

Doing nothing on TC
Increase inspections
Spare Aux. Blower
No savings in SFOC

(means 2 -4 Turbochargers)

YES

Risky attitude
Cut out of 1 TC

NO
Flexible Load
Demand
?

NO
NO

Optimize TC for Part Load

<<<<<<<<<

YES 2

Max Load limited 50 %

250 T / ship NA 57
1-2 days modification time

Flexible Load
Demand
?

NO

YES 1

YES
Cut out of 1 TC

Retrofit VTA
YES
TCA ?

110 T for 1 Mod. TCA 66

Load option 100 %

Retrofit EGB
110 T for Mod. 1 TCA 66
Load option 100 %

NO (NA)

Retrofit TCA
250 T 1 TCA 66

Sequential TC

500 T
Load option 100 %

Installing Swing Gate

TC-Rotor in situ
External seal air NA
NOx Measurement
Crankcase Bearing calc

Load option 100 %

250 T / ship
Risk of TC Bearings fail.
Risk 1 of 2 cut out:
High thermal load

Installing fixed gate

Stocking of TC-Rotor
NOx Measurement
Crankcase Bearing calc.

Max Load 40,60,70%

(2,3,4,TCs)

125 T / ship
1-2 d modific. Time
Risk 1 of 2 cut out:
High thermal load

External Options

PTO generator 800

Propeller refit 400

Slow steaming
Example:

After 10 % engine load for 19 h on HFO

engine to be operated on MDO or for 1.2 h at 70%

Power

10

5/13/2016

Slow
steaming

Source MAN

Slow steaming
Load up cycle:
Load up, 10 40% engine load

30 minutes

Load up, 40 75% engine load

60 minutes

Load down

30 minutes

MC/MC-C engines require 2hrs per day at least 75% load

ME/ME-C engines require 2hrs per week at least 75% load
From a cylinder performance point of view load up is NOT necessary.
High load limit to be evaluated for for turbine and boiler cleaning purposes
Source MAN

11

5/13/2016

Slow steaming

Fouling of exhaust gas passages

conventional fuel valves
Gas channel in the exhaust valve seat

Blades of turbocharger nozzle ring

Gas channel in the exhaust valve seat

Slow
steaming

12

5/13/2016

Slow steaming

Between 30 and 40% load the auxiliary blower may switch

on
and off quite often, which may damage the blower.
Select a different speed range.
Below 30% load the Auxiliary Blower will operate continously.
For continous load the Auxiliary blower is not designed.
It could be worn out very quickly.
Have a spare blower on board.

Slow steaming

Auxiliary blowers failure

Concern:

Auxiliary blowers not designed for continuous operation and

prone to failure

Experience:

The number of failures experienced in the APMM fleet have

been limited to app 20 cases for 250 vessels/year.
The failures are mostly limited to one supplier (HHMCO) and
have generally 2 sources:
1. Sealing failure leading to bearing failure and impeller
damage
2. Motor damage due to overheating

Counteractions:

Keep a set of auxiliary blower motor and impeller on board

Do not run the auxiliary blowers continuously if no spares are
on board

Source Maersk

13

5/13/2016

Slow steaming

Cold and hot corrosion

Concern:

Cold or hot corrosion of combustion parts due to high and

low exhaust temperatures at lower loads

Experience:

Cold corrosion has been seen in a few cases at loads below

20%, when the cooling water temperature has been too
low and the fuel sulphur level high (4%).
Hot corrosion has only been seen on RTA exhaust valves
when operated at 40% load.

Counteractions

1) Keep cooling water temperatures above 90 deg C

(Wrtsil) and 85 deg C (MAN)
2) Adapt the cylinder lube dosage/TBN to the fuel i.e.
follow MAN Diesels guidelines for ACC also on Wrtsil
engines and older MAN engines with HJ lubricators.
3) Use TBN 70 cylinder oils above 1.5% sulphur fuels
4) Keep exhaust temperatures below 480 deg C (RTA)

Source Maersk

Slow steaming

Measures of improvement

Concept:

Seq. TC

EGB

EGB installed
Opened at 70-

Engine
[%] load

100%
SFOC
[g/kWh]

pscav
[bar]

SFOC
[g/kWh]

pscav
[bar]

25

-4.2

0.2

-1.8

0.1

50

-4.2

0.5

-4.3

0.2

Closed at < 70%

The Turbocharger is matched with maximum

Scavenge Air Pressure in Part Load.
If the engine is operated at above the
optimized Part Load, the valve opens and
By-Passes the surplus volume of Exhaust
Gas in order to protect the engine against
too high Scavenge Air Pressure

Source MAN

14

5/13/2016

Slow steaming
Measures of improvement
Valve operation procedure:
Main engine start-up
1. Main engine start (only large
T/C running). V1, V2, V3: closed
2. Increased engine load (above
75%)
3. Open valve V1V2 V3
4. Gradually close V3
5. Both T/C running parallel
6. Increase to 100% load

Exhaust gas receiver

V1

Com
Com
p
p

V2

Turb

V3

Cooler
Scavenging air receiver
ME Turbo: DuET concept

Source MAN

Slow
steaming

Measures of improvement

During slow steaming at about 50% ship speed

Temperature downstream exhaust gas boiler may drop below acid dew
point
2- and 4-stroke main engines offer power reserves up to 90% at this speed

Improvement: Utilize main engine power reserves to increase temperatures by

installation of a PTO generator and stop aux. generators at sea

15

5/13/2016

Slow steaming
Kappel Tip Fin Propeller 3-5 % efficiency gain
Up to 14% fuel savings

Non planer blade shape

Source Kappel

Slow steaming
Turbocharger cut off Bearing load increase at slow steaming

Source MAN

16

5/13/2016

Slow steaming
Operation with increased scavenging air
pressure at low load and lower engine RPM with 1 turbocharger cut-out has
lately resulted in reports of damaged crosshead bearing shells

Source MAN

Slow steaming
Counter measures by MAN Diesel &Turbo:
Investigate and design upgraded bearings
Make instruction for inspection and assessment of crosshead bearing condition
(Circular letter to owners has been issued)

Recommended immediate actions to ship owners by MAN Diesel &Turbo:

Continue low load operation with Turbocharger Cut-Out
Maintain normal inspection of crankcase for white metal findings
Use of endoscope for additional inspection of bearing condition
(as example during dry docking to determine which bearing to open up)
It is NOT necessary to open up bearings unless findings of white metal fall-out
Source MAN

17

5/13/2016

Slow steaming

S60MC-C8
Running hrs 26.000
Burn away: > 11 mm
(max. 9 mm)

Higher average exhaust valve temperature may result in hot-corrosion

TBO (Time Between Overhaul) getting reduced
This calls for more frequent inspections when operating at low load continuously

Source MAN

Slow
steaming
8K98ME
TC cut-out (one out of two)
Liner Cold Corrosion observed

One counter measure:

Jacket cooling water by pass

Source MAN

18

5/13/2016

The Radical Slow Steaming Option

12K98ME/ME-C as 6-cylinder by extreme de-rating

Propeller exchanged. SFOC: Potential 6-8% down
Half of the cylinders dismantled.
(2 out of 4 T.C. are cut out)
SFOC: Potential 10-13% down
Varius levels of re-matching and EGB
(Exhaust Gas By-pass) options

2 cylinder engine

converted into

MAN Diesel & Turbo

Dr. T. Greiner

Slow steaming Part 4 Latest MAN experience and actions

6 cylinder engine

07.05.2013

<

37

>

19