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Slow Steaming A Viable Long Term Option
Slow Steaming A Viable Long Term Option
2010
Slow steaming
– a viable long-term option?
A U T H O R : A n d r e a s W i e s m a n n , G e n e r a l M a n a g e r I n n o v a t i o n & B u s i n e s s D e v e l o p m e n t , Tw o - s t r o k e , W ä r t s i l ä S e r v i c e s
The slow steaming of merchant years, resulting in record-high up and idling of vessels, and all kinds of
ships, particularly container ships, deliveries of new ships cost reduction measures.
has become a much discussed topic. Z The global financing crisis
It is a topic that affects the entire Z The sudden fall in ship values ■ Fuel consumption
industry, from cargo owners, carriers, Z High fuel costs The biggest single cost factor in merchant
ship owners and operators, to Z Increasing operating costs (manning, shipping, particularly for container and
equipment manufacturers. lube oil, maintenance) other large vessels, is the fuel oil. And the
Z Falling freight rates, which in turn also easiest way to reduce this cost is to reduce
Background for slow steaming impacts charter rates. the ship’s speed. The typical propulsion
A combination of factors have led to the All of these things have put the entire system for larger merchant ships is a low-
past two years becoming hugely challenging value chain – starting from cargo owners speed two-stroke main engine, directly
for certain sectors of the global merchant to the carriers, ship managers, ship owners, driving the fixed-pitch propeller via the
shipping industry. These factors include: financing institutes and equipment suppliers propeller shaft. The ship’s speed is, therefore,
Z The downturn in the global economy, – under big pressure. The industry has had reduced by lowering the speed of the
resulting in reduced transportation to quickly adjust, which has resulted in engine and propeller. The power required
capacity demand a sharp slow-down in new ship orders, from the main engine, however, correlates
Z The substantial global order book for cancellations of already confirmed orders, disproportionately with the ship’s speed
new tonnage, a legacy from the boom the delaying of new ship deliveries, laying- (Figure1).
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WÄRTSILÄ TECHNICAL JOURNAL 02.2010
Ships
providers will be done on a business to 250 25
business basis. These negotiations will in
Mio USD
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The optimal load range of the two-stroke and recommendations were summarized in Poor combustion
engine lies between 70-85%. The fuel the beginning of 2009 in a Wärtsilä Service Z Poor atomisation
efficiency of the engine, its operational Bulletin about low-load operation. Z Higher sac volume: injected volume
parameters, the specification of the In general, it was concluded that the ratio, increased likelihood of dripping
turbochargers, coolers, auxiliary systems, modern Wärtsilä two-stroke engines are Z Increased fouling and carbon
exhaust gas boilers, and so on, are chosen able to reliably operate in all load ranges deposits likely.
and optimised for that normal load range. between 10% CMCR and 100% CMCR Cold corrosion
It is natural, therefore, that when the without major modifications, if the Z Caused by condensation of corrosive
engine is operated continuously in a load operational parameters and precautions, as vapours
range below or even far below 60%, the documented in the Operating Instructions Z Possible when observing very low
overall system is no longer fully optimised. and in the mentioned Service Bulletin, are engine temperatures during very low
As the industry didn’t use slow steaming properly followed. By adhering to these load operation.
during the previous 20 years, nobody had recommendations, the potential risks Fouling
really good long-term experience with inherent to such operation will be mitigated. Z Of the exhaust system, turbochargers,
continuous low-load operation of today’s exhaust boilers
generation of new engines. Therefore, ■ Expressed technical concerns Z Of the scavenging air space due to
marine engineers who daily operate the To varying degrees across the low load excess cylinder oil.
engines, technical managers, as well as range, different engine conditions can be Apart from these engine related concerns,
engine builders, were initially reluctant to observed. The possible consequences of concerns have also been voiced about
fully embrace the concept. continuously operating at reduced load efficiency losses (e.g. propeller, turbo-
Based on requests from carriers and without taking the recommended chargers, shaft generators, heat recovery
operators, Wärtsilä has investigated the precautions are: systems) and the accelerated deterioration
various concerns that have been raised, Lower air flows of condition and performance (e.g. fouling
including concerns on component Z A problematic area after the auxiliary of the hull and propeller due to reduced
temperatures, fouling of exhaust systems, blowers cut out / before they cut in ship speed, stern tube seals, shaft bearings).
turbochargers, etc., and has addressed Z The possibility of very high exhaust,
them in field investigations and through and thus component temperatures. ■ Summary of recommendations
discussions with operators. The conclusions Wärtsilä RT-flex engines are better suited
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24 184
22 182
Reduction of fuel and CO2 (tons/24hrs)
20 180
Fuel savings with Upgrade Kit CO2 reduction with Upgrade Kit
normal BSFC BSFC with Upgrade Kit
Fig. 4 – Additional fuel savings at different speeds using the Slow Steaming Upgrade Kit.
than the Wärtsilä RTA engines for at the upper limit (85–95°C). A high 450ºC, after the cylinders should be
continuous loads down to 10% due to their cooling water temperature will reduce avoided during the period following the
unique electronically controlled common condensation and thermal stresses. By- auxiliary blower cut out or before cut
rail injection system and flexible exhaust passing of the fresh water generator will in. This may cause hot corrosion and
valve control. The selective fuel injector most likely be necessary to maintain burning of the exhaust valve seats.
cut-off at low load enables improved the cooling water temperatures. As a countermeasure, the auxiliary
injection characteristics, resulting in Z Normally the cylinder oil feed rate is blower may be switched to “continuous
reduced carbon deposits and, therefore, load dependant, and no adjustment is operation”.
less fouling of both the exhaust gas boiler needed. However, frequent piston Z Another concern during continuous
and turbocharger. underside inspections are recommended low load operation is the accumulation
However, for both engine designs the to monitor piston running conditions of unburned fuel and lubricating oil in
recommended measures in the Operating and signs of over- or under-lubrication. the exhaust manifold, as such deposits
Instructions and Service Bulletin have to In a recently released Wärtsilä Service can ignite after the engine load is
be implemented and followed to ensure Bulletin, we have described this increased again. This may result in
reliable continuous low or ultra low load characteristic and shown certain severe damage to the turbocharger
operation. In short, the recommended observed symptoms on the piston rings due to sudden over-speeding. Wärtsilä
precautions are as follows: during low load operation. When these therefore recommends that the engine
Z Ensure the injector nozzle condition symptoms occur, a temporary increase load be periodically (twice a week)
is correct. This is standard engineering in the cylinder lubricating feed rate will increased to as high as possible (at least
practice but should be given more help stabilise the situation and recover to 70%) for a minimum of one hour in
attention than in normal operation the reliable piston-running performance. order to blow through any accumulated
Z Maintain higher fuel temperatures and Z It is important that the temperature carbon deposits. Whilst operating at
aim to achieve lower viscosities, of the exhaust gas after the cylinders is these increased loads, turbocharger
12 / 13 cSt kept above 250ºC in order to reduce washing and soot blowing of the
Z Keep the LT cooling water temperature cold corrosion. If the exhaust gas economiser should be undertaken
at 36°C in order to maintain the temperature drops below this value, in order to reduce fouling
optimum scavenge air temperature, and the engine load should be increased Wärtsilä continues to observe several
the jacket cooling water temperature Z High exhaust gas temperatures, above parameters, by collecting customer feedback,
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service attendance feedback, and through in the low-load range, this solution
structured field testing. In this way new provides full flexibility (the engine can be
trends can be detected early, and in depth operated from 10 to 100%) and decreases
experience on the long-term behaviour of the risk of engine fouling and excessive
the engine and components at low and component temperatures. This solution is,
ultra low load operation can be gained. therefore, best in a long-term scenario,
If required, we will publish additional whereby both slow steaming and nominal
recommendations and solutions via speeds are, or might be, required as the
Service Bulletins. engine can operate at any time up to its
maximum installed power for full sea speed.
Optimisation solutions This retrofit is available for ships fitted
As mentioned above, the Wärtsilä RT-flex with Wärtsilä RTA and RT-flex low-speed
engines are better suited for continuous engines having more than one turbocharger.
low-load operation, due to their high One such installation of the Slow Steaming
flexibility in engine control, which allows Upgrade Kit took place in October 2009
optimisation of the parameters in the onboard a vessel with a 12-cylinder
lower load ranges as well. Such features Wärtsilä RT-flex96C main engine with
include the selective fuel injector cut-out at three turbochargers. The measured fuel
very low loads, as well as the Delta-Tuning, savings were 8–12 g/kWh in the optimal
which optimises the specific fuel oil load range.
consumption below 75% load. For new The benefits and operational flexibility
engines, Low-Load Tuning provides of this solution have been recognised by
additional flexibility and a further reduction several major operators and carriers, and
in specific fuel consumption at lower loads Wärtsilä has received a number of orders
by optimising turbocharger efficiency for for the Upgrade Kit.
the lower load range, and through by- If the operational profile of a vessel is
passing a part of the exhaust gas flow at changed for a longer period to slow
high loads. steaming, and engine loads above 60–70%
In addition to these inherent or optional are not required at all, the blinding of one
features in new engines, Wärtsilä is also of the turbochargers can be more cost
continuously seeking upgrade- and retrofit effective, achieving the same BSFC
solutions that fit specific operational reductions as the flexible Slow Steaming
requirements, and which provide optimal Upgrade Kit solution. However, this clearly
engine performance and efficiency. limits the engine’s load range (10–60%,
The owners and operators of Wärtsilä upper limit depending on the amount of
two-stroke engines have the following turbochargers), and the vessel has no
solutions available: possibility to achieve full sea speed if
required. Also, the recommended periodical
■ Wärtsilä Slow Steaming Upgrade Kit operation at higher loads to blow out any
This automated flexible turbocharger accumulated carbon deposits in the system,
cut-out solution extends the optimised and cannot be carried out with full effectiveness
reliable load range of the engine for due to the upper load limits with a blinded
continuous low load operation, and off turbocharger.
significantly reduces the specific fuel
consumption in the low load range. These ■ Permanent de-rating of the engine
fuel savings are achieved by cutting-off one If the operational profile of a vessel is
of the turbochargers, which in turn leads changed for long-term operation at reduced
to increased scavenge air, and thus better speeds and lower engine loads (e.g. 5–15%
firing pressures. The turbocharger cut-off is reduction), a de-rating of the engine might
done in a controlled and fully automated be the best solution considering fuel
way. The fuel savings, as well as the load at consumption, reliability and operational
which the turbocharger can be cut-off, flexibility. The scope of the solution
depends on the number of turbochargers. depends upon the required de-rating. This
For example, for a Wärtsilä RT-flex96 solution is applicable for all engine types.
engine with three turbochargers, the load
range with a cut-off turbocharger is ■ Combination with a propeller
about 10–60%. modification
In addition to a major reduction in When the engine is de-rated or
BSFC (Brake Specific Fuel Consumption) continuously running at low-load, an
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optimised propeller to better match the ■ Monitoring and control options elements from the monitoring system and
new operation conditions might achieve For the continuous monitoring of cylinder combines the measured data with an
additional fuel efficiencies. The optimal liner wall temperatures, Wärtsilä has for intelligent logic in the Wärtsilä Engine
specification can be offered by Wärtsilä many years already offered the so called Control System (WECS). This enables
Services, combining the support from its MAPEX-PR system, which allows optimal cylinder pressures to be controlled
two-stroke engine and propulsion experts. the temperature trends of the liners and adjusted automatically. Using this
(corrected by actual engine loads) to be automatic control, further fuel efficiency
■ Pulse Lubricating System monitored. The system also gives early optimisation in the range of 1–2% is
Wärtsilä introduced the Pulse Lubricating warnings should they exceed the upper or possible.
System (PLS) a few years ago as its standard lower limits.
cylinder lubricating system for all new Recently introduced by Wärtsilä, the CONCLUSION
engines. The system was also introduced Intelligent Combustion Monitoring system Looking at slow steaming from a wider
as a retrofitting solution – known as the continuously monitors cylinder pressures perspective, this article describes several
Retrofit Pulse Lubricating System (RPLS) and several parameters during the full important considerations covering the
– and was installed widely on large bore combustion cycle. It enables the trending global shipping industry’s view, the drivers
engines. and analysis of the monitored data in order for slow steaming, the commercial aspects,
Earlier lubricating systems might have a to understand the engine’s performance, and the technical concerns for achieving
problem in achieving optimal timing and as well as that of the condition of further efficiency solutions whilst slow
distribution of the cylinder oil, especially components in the combustion chamber. steaming. We can conclude that slow
in the lower load ranges when combined This system gives additional information steaming has a number of very obvious
with a cut-out turbocharger. The RPLS about combustion performance, advantages, and will, therefore, probably
system ensures precisely timed injection of particularly during low load operation. continue to be used by the industry for
the lube oil into the piston ring package, Wärtsilä offers also an integrated a long time. Conversely, slow steaming
which optimises the lubrication, while the monitoring system, which transmits throws up several challenges, which need
piston ring pressure is increased and the specified data from ships to Wärtsilä’s to be properly addressed, and the
speed decreased during low load operation. operation data server; the data is regularly operational recommendations need also
In addition, the PLS and RPLS analysed and evaluated by engine experts to be followed. Wärtsilä is supporting its
will reduce the specific lubricating oil and reports, together with expert customers with all required advice and
consumption by 20–40% and in so doing, recommendations, are provided to instructions. Furthermore, Wärtsilä’s
further increase lube oil savings (low-load the technical managers of the ships. upgrade and retrofit solutions offer
operation in itself already saves a substantial For RT-flex engines, Wärtsilä will also customers the opportunity to further
amount of cylinder lube oil). introduce the Intelligent Combustion optimise the overall efficiency of the ship’s
Control system in early 2011, which takes engine and propulsion.
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