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March 15, 2011
Technical Circular – SUPER SLOW STEAMING AGREEMENT AND PROCEDURE
1. Brief Details of Equipment: Slow steaming setting for the engine. 2. Low-load operation with MC/MC-C engines With the introduction of slide fuel valves, engine conditions for service at low loads for long term operation have significantly improved. With slide valves, satisfactory continuous running conditions can be obtained down to 50-60% of MCR rpm (10-20% engine load) without making any changes on the engine itself, but obeying certain procedures in this range below 40%. The engine load can be reduced to 40% without taking any particular precautions in the systems and procedures. At any load above 40%, the auxiliary blower has generally switched off, and the exhaust gas has a velocity which is sufficient for transporting soot away during normal operation and soot blasting. However, with a few engine lay-outs, the auxiliary blowers switch off at a load slightly above 40%. If so, the actual cut-out level determines the load level. At a permanent load below 40% for long term operation, preparations should be evaluated in accordance with the conditions described below. It is our experience that long-term low-load operation increases the risk of exhaust gas boiler fouling caused by a build-up of carbon and hydrocarbons in the exhaust gas boiler at low temperatures. Furthermore, the exhaust gas velocity is so low at low load that deposits from soot blasting cannot be removed. Increased fouling can generally be related to the more difficult operating conditions of the fuel system at low load, with relatively small injection amounts at lower injection pressure (due to the low RPM). Depending on boiler configuration, it may be recommendable to install a by pass of the exhaust gas boiler, so that the exhaust gas, at proper velocities, can be sent through this by pass connection at low loads. Uncontrolled building up of soot in the exhaust gas boiler can lead to fires and, in the worst case, melting of the boiler tubes! Even with a by pass of the exhaust gas boiler at low loads, the depositing of soot which settles in the gas ways should always be reduced to ensure a safe operation of the engine and turbocharger. a. Measures to improve the fuel valve performance at low load: a. Introduction of slide valves (i.e. fuel valve atomizers with no sac volume). Slide valves are our standard today and can be installed as retrofit on MC/MC-C engines in service. In the slide valve, the sac volume is omitted and the combustion is improved during all load steps.
to be used at rpm’s below 40% of MCR rpm. it can be relevant to introduce auxiliary blowers with increased capacity in order to reach a higher load before they switch off. To avoid continuous start/stop of the auxiliary blowers. In such case. MAN Diesel is able to assist with IMO certification when new modes on board the vessels are defined. resulting in increased load on the operating cylinders with improved operating conditions for the fuel system as a result and.Circular to Masters T-77 Applicable to Vessels on Super Slow Steaming March 15. the auxiliary blowers are running permanently at relatively high part loads in accordance with the increased setting point for “cut out”. it has been recommended to change fuel valve nozzles to new nozzles with smaller nozzle holes. which should be carried out more frequent than stated in the instruction for normal operation soot releasing chemical for soot cleaning of exhaust boiler. Turbocharger cleaning recommended at the same time. in some special cases. The speed limits for the actual plant should be evaluated by MAN Diesel on a case-to-case basis Furthermore. If the desired ship speed is at very low loads (i.e. turbocharger matching has only marginal influence on the engine performance. below 20% load). ensuring stable running conditions down to 20-25% of nominal rpm. In previous Service Letters on low-load operation. which is merely that the new configuration has to be amended to the technical file of the engine. Page 2/6 . it is recommended to increase the engine load to 70% load for approx. A change of nozzle hole size and a change to slide fuel valves have the same impact on the IMO NOBxB certification of the engine. Cylinder cut-out system. The cylinder cut-out system. MAN Diesel recommends changing to slide fuel valves. the permanent low-load operation should be set to a level outside cut in/cut out of the auxiliary blowers. and exhaust boiler special attention should be given to turbocharger cleaning. If previous standard fuel valve types are used. allows the engine to operate with only half of the cylinders. The MC/MC-C engines can be operated below 20% load without special measures for improvement of slow steaming conditions for short periods (12-24 hours). However. one hour every 12 hours in order to increase the velocity of the gas and thereby clean the gas ways. and only marginal improvements can be obtained by re-matching. this recommendation is not valid for slide fuel valves. 2011 b. In relation to the expected increased depositing of soot in the internal parts of the engine and turbocharger. thereby. Optimization of the part load service conditions by turbocharger re-matching and change of fuel nozzles will change the IMO NOBxB certification and require a new IMO certification of the engine.
accordingly. However. However. The injection pressure is independent of the engine load and creates an optimized injection on all load levels and. 2011 3. ensuring optimal SFOC in the high load area.Circular to Masters T-77 Applicable to Vessels on Super Slow Steaming March 15. Application of a special low or part load operation mode can include different options. makes cylinder cut out less relevant for securing stable running conditions at very low loads. However. where the NOBxB emission cycle value is lowered by 10% to 25% by special adjustment of engine parameters mainly in the high load area (75% and100%). ME/ME-C engines are equipped with slide fuel valves as standard. the general description of low-load operation given in the section “Low-load operation with MC/MC-C engines” of this Technical circular remains valid for ME/MEC engines. Low-load operation with ME/ME-C engines With the introduction of ME and ME-C engines as well as the slide fuel valves. Page 3/6 . Also in the emission mode. How the low-load or part-load operating mode is applied will very much depend on the specific requirements to the operation profile of the engine and vessel. the engine is fully capable of operating continuously for long periods also at part load and low load without making any special adjustments of the engine. These will be described in the following. The most common alternative operating mode installed on the ME/ME-C engines is the so-called emission mode. however. offer four different operating modes. In the economy mode. ME/ME-C engine does. ME/ME-C engines are delivered in economy mode as standard. the need for an intermittent load increase is reduced to twice a week. the engine is fully capable of operating continuously for long periods at part load and low load without making any special adjustments of the engine. the engine conditions for service on low loads for long term operation have improved considerably. Further optimization possibilities exist for the ME/ME-C engines. The economy mode is of course fulfilling the requirements with regard to the IMO NOBxB emission limits. and lately there have been increasing requirements for investigating the possibilities of applying a lowload or part-load operating mode. the ME/ME-C engine also offers opportunities for implementing other operating modes than the economy mode described briefly above.
It is however also acknowledged by caterers that low load engine operation may necessitate more frequent cleaning of turbo Page 4/6 . The SFOC gain in the low and part-load area will be 3-4 g/kWh compared to the obtainable reference economy mode SFOC. secure that full load (MCR) operation can be obtained. however. The engine settings will. It should be mentioned that the obtainable reference economy mode can only be obtained if the engine is rebuild to standard with regard to matching of turbochargers. and the SFOC increase in the high and fullload area will also be 3-4 g/kWh when compared to the obtainable reference economy mode SFOC. 4. adopted with special request from Charterer and the condition for ‘Super Slow Steaming” has to be removed once the situation is resolved. The engine will. including loading of vessels main engine according to manufactures’ recommendations for cleaning gasways.Circular to Masters T-77 Applicable to Vessels on Super Slow Steaming March 15. It is recognized that low load engine operation shall result in savings on cylinder as well as system lubrication oils. c. however. This option can be applied if the vessel has schedules planned where low and part-load operation is foreseen. 2011 The most low and part-load oriented optimization of the ME/ME-C engine can include special matching of turbochargers. This option should only be used if most of the operating time for the entire lifetime of the ship is expected to be in the low and part-load area. be able to operate in the reference economy mode by pushing a button on the ME engine control panel. resetting of compression volume and special fuel valve nozzles. permanent closing of variable by pass. The simplest possible low and part-load optimization of the ME/ME-C engine is limited to such action as special parameter settings of the exhaust valve actuation and fuel injection timing and profile in the low and part-load area. The SFOC gain in the low and part-load area will be 1-2 g/kWh compared to the obtainable reference economy mode. turbocharger cutout systems. installation of variable by pass. d. Main Point: a. and the SFOC increase in the high and full-load area will also be 1-2 g/kWh when compared to the obtainable reference economy mode. b. An example could be a container vessel requiring low load on certain “legs” of its route. Owners have confirmed that the vessel can perform engine operation within the recommendation from the engine manufacture and the operation have to be performed with due consideration to safe navigation. Super slow steaming. optimization of compression volume and special fuel valve nozzles. Owners are to exercise due diligence to maintain the performance of the vessel in relation to speed and consumption corresponding with the description of the Vessel and provide full co-operation to the chatterers till the crisis is over.
Any “additional spares / break down expenses” will be paid by the charters after submitting the “supporting documents” by the owners. Spares Requested: a. b. The Owners agree to take part in any studies that Chatterers may deem necessary with an aim of improving the economic performance of the vessel.Circular to Masters T-77 Applicable to Vessels on Super Slow Steaming March 15. and Owners also agree on an ongoing basis to share with Chatterers any findings and best practices that Owners may have identified on potential savings on economic operation of the vessel inclusive low load operation. 6. In Page 5/6 . d. Fuel Valve (Change over from conventional fuel valve to slide type of fuel valve) – The conventional valves has to be change over to slide valve for “Super Slow Steaming” operation. Procedure: a. Exhaust Valve maintenance schedule increased – Extra expense for the spares – It has been advised that charter’s have no problem with their fleet vessel. then required 2 sets” either arranged by charter directly or arranged by owners and invoiced to charters. The charters will incurred the cost of “one set of Auxiliary blower motor with impeller and if the engine has 2 different impellers (different direction of rotation). In case vessel is not equipped with Fuel Slide valves (MAN B&W) and/or an additional auxiliary blower. Owners are ready to go for 10% load operation as advised by the charters. 2011 chargers in accordance with manufactures recommendations. before starting the super slow steaming operations of the vessels. minimum allowed load on main engine is on or about 40% MCR or slightly above the auxiliary blower cut off pressure. Cylinder oil lubrication – Alfa lubricator is on vessel – no required any further installation – setting has to be as per the maker’s recommendation. The slide valve is suggested by the Makers MAN B&W for super slow steaming. The requested spares agreed as below need to be on board prior effective operation of the super slow steaming.hire to the vessel to change to the slide valves” from the conventional valves. The charters will allow “sufficient time without off . No any “off – hire” will be claimed by charters for the “repairing and maintenance” required due to “super slow steaming” operations or as per Charter party agreement. The charters have to pay the cost of the “slide valves” for the vessels to replace the existing conventional type fuel valves. Auxiliary Blower – Spare set will be required on the vessel – It is suggested owners keeping one set of auxiliary blower motor & impeller and if the engine has 2 different impellers (different direction of rotation). impeller. gasket and electronic motor is kept onboard. the vessels exhaust system as well as the economizer and will result in more wear and tear of auxiliary blowers necessitating that an extra piece of auxiliary blower incl. In case of conventional valves it is not recommend running the engine below 40 % load by makers. then required to arrange 2 sets and expenses will be paid by charters to the owners. c. The Sulzer Engine maker’s have not come up with modified valve and present fuel valves fitted on Sulzer engine can be recommended to go for super slow steaming. 5. e.
case of any claim by owners proper documentations has to be presented with evidence. Flexible Turbocharger – to increase the scavenge pressure – not required and not adopted on their fleet vessels. h. Installations of Turbocharger Cut – outs – It was suggest it is not required and charters have not adopted in their vessels. o.In case of any claim by owners proper documentations has to be presented with evidence then charters will consider the case. Gradually increase engine load to 70% once per 24 hrs. f. p. once in two day after increasing the load to 50% load slowly. Scavenge fires – soot.Circular to Masters T-77 Applicable to Vessels on Super Slow Steaming March 15. i. rings and liners has to be carried out – It was suggested that charter’s have not faced any problems. then the charters can consider the claim by owners. Installation of device for the piston cleaning rings / or intermediate cleaning of piston. Cold Corrosion and wear down of the equipments – The life of the equipment will be reduces and will required earlier replacement . By Pass arrangements recommended by makers for economizer– Charters have suggested. j. l. Exhaust gas manifold frequent inspection – Charters have suggested to be carried out as required and as per the maker’s suggestion. it is not required and they have not adopted for their fleet vessels. m. Refer maker technical information attached. 2011 e. g. k. n. unburnt carbon accumulation – Frequent inspection and cleaning of scavenge space – has to be carried out as per experience to avoid break down. Soot cleaning chemical for EGB:-> to be carried out once per day with frequent soot blow 4 times in 24 hours. Exhaust gas economizer routine to be increased and has to be carried out during passage and before maneuvering – It was discussed that the maintenance has to be carried out as required and suggested by makers and charters has to be updated and no off hire to the vessels. Page 6/6 . Sudden loss of equipment due to fires – It was discussed and charters have advised that they have no such incident till today in their fleet vessels. Charters are following up normal maintenance in their vessels. Turbocharger solid cleaning frequency to be increased – It was suggested.
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