Challenges & Solutions - Global Maritime Hub · 2018-03-21 · • Increased cylinder lube oil...

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Ship Efficiency – Slow Steaming

Challenges & Solutions

Jürgen GerdesMarine Business Development Manager, CEALR EMEAOctober2014

Maritimes Cluster: Ship Efficiency – Slow Steaming – Challenges & Solutions

Jürgen Gerdes

• Marine Business Manager CEA

• Academic: Chief EngineerDipl-Ing Ship Operation Technology

• Since May 2014: LR

• Experience• 4 yrs sailing

• 20 yrs engine maker (application engineering, technical branch office, licensing, service, customer support, service sales, strategic account management)

• 3 yrs equipment manufacturing

• 1 yr performance efficiency


Market Factors striving for Slow Steaming

10.4

-0.5

9

3.2

3.0 3

.4 4.0

4.0

3.9

3.9

3.9

-10

-5

0

5

10

15

an

nu

al c

han

ge

in G

DP

(%)

Data Source: International Monetary Fund; Global Economic Growth - IMF July 2014

Global Economic Growth - IMF July 2014World Advanced Economies Emerging Economies Euro Area Japan USA China India South Korea UK



0

5

10

15

20

25

30

35

40

45

5020

01

2002

2003

2004

2005

2006

2007

2008

2009

2010

2011

2012

2013

2014

2015

2016

2017

2018

2019

2020

2021

2022

2023

2024

2025

TC

Ra

tes -

US$

000

/ D

ay

Data source: MSI Ltd; 2014 Q2

Container ships - 1 Yr Daily TC Rates Outlook (2001-2025)

500 TEU (Geared) 1,000 TEU (Geared) 1,500 TEU (Geared)

2,000 TEU (Gearless) 3,000 TEU (Gearless) 4,400 TEU (gearless)



Data Source: Clarkson

IFO 380 3-month average Singapore

0

100

200

300

400

500

600

700

800

Jun

14-A

ug 1

4M

ar 1

4-M

ay 1

4D

ec 1

3-Fe

b 14

Nov

12-

Jan

14A

ug 1

3-O

ct 1

3M

ay 1

3-Ju

l 13

Feb

13-A

pr 1

3N

ov 1

2-Ja

n 13

Aug

12-

Oct

12

May

12-

Jul 1

2Fe

b 12

-Apr

12

Nov

11-

Jan

12A

ug 1

1-O

ct 1

1M

ay 1

1-Ju

l 11

Feb

11-A

pr 1

1N

ov-J

an 1

1A

ug-O

ct 1

0M

ay-J

ul 1

0Fe

b-A

pr 1

0O

ct-D

ec 0

9Ju

l-Sep

09

Apr

-Jun

09

Jan-

Mar

09

Oct

-Dec

08

Jul-S

ep 0

8A

pr-J

un 0

8

average US$ / mt

Data Source: bunkerindex.com


Shipowners considerations

Source: APM

DRC: Direct Running CostsMaintenance & Repair plus lubrication oil


Shipowners considerations

Source: APM


Slow Steaming Challenges

0

20

40

60

80

100

120

140

15 16 17 18 19 20 21 22 23 24 25 26

Rel

ativ

e pr

opul

sion

pow

er (%

)

Ship speed (kn) -10%

-20%

-33%

-56%

90%

en

gin

e lo

ad

~ 6

0%en

gin

e lo

ad

~ 4

0%en

gin

e lo

ad

Power – Speed relation of Post Panamax Container Vessel



0

20

40

60

80

100

120

140

15 16 17 18 19 20 21 22 23 24 25 26

Rel

ativ

e pr

opul

sion

pow

er (%

)

Ship speed (kn)

“Normal”“Slow”

-33%

-56%

“Super Slow”

90%

en

gin

e lo

ad

~ 6

0%en

gin

e lo

ad

~ 4

0%en

gin

e lo

ad

“Steaming” Definition Container Vessel



Source: APM

APMM unified low load policy

Based on the operational experience a unified low load policy has been defined for all vessels owned and operated by APMM having 2-stroke engine propulsion.

This policy enables continuous operation down to 10% engine load given the engine operational conditions are kept within well defined limits.The engine designers issued letters of no objection based on this low load policy,

The policy has been rolled out to all APMM owned vessels effective from January 2009


Slow Steaming Concerns

• Loss of Economiser steam output• Loss of Turbocharger Efficiency• Loss of propeller efficiency• Fouling of hull and propellers• Loss of lubrication in stern tube bearings• Economiser fires due to soot build-up• Exhaust receiver soot fire• Piston rings sticking• Cleaning of scavenging air space• Cold or warm corrosion of combustion parts• Cold corrosion of economisers• Failure of exhaust valves• Auxiliary blowers failure• Scavenging air NR flaps damage• Increased vibration levels• Loss of fresh water production• Increased cylinder lube oil consumption• Surge in engine blackouts feared at ECA borders in 2015• Conservative estimate based on California numbers suggest

over 100 incidents relating to fuel switching in the English Channel.


Slow Steaming Concerns & Solutions

• Loss of Economiser steam output• Running of oil-fired boiler at loads below 20 per cent

• Loss of Turbocharger Efficiency• Especially at loads 35~50, combustion temperatures increase due to efficiency losses• Barred load range• Turbocharger cut-out

• Loss of propeller efficiency• General saving achieved by lowering vessel speed is much higher than efficiency losses of

main engine and propeller• Propeller tip cutting / blade profile modification

• Fouling of hull and propellers• No evidence of increased fouling• In-water hull / propeller cleaning if needed

• Loss of lubrication in stern tube bearings• Due to low rpm for self-lubricating stern tube bearings, the oil film thickness is slightly

reduced but dynamic loads as well – no issue• Economiser fires due to soot build-up

• Especially an issue with fuel valves having a large sac volume. Countermeasure introduced with slide-fuel valves. Fin-tube boilers (e.g., waste heat recovery) are by-passed below 30 per cent load.



• Exhaust receiver soot fire• No issue for Sulzer low speed engines; slide fuel valve for B&W engines

• Piston rings sticking• Basically due to excess cylinder oil in combination with unburned fuel deposits, Liner

polishing and scuffing if no countermeasure such as anti-polishing ring, slide fuel valve, electronically-controlled cylinder lubrication

• Cleaning of scavenging air space• Increased cleaning requirement due to excess cylinder / fuel oil and risk of blow by.

Consequently, risk of receiver or piston underside fire.• Regular and more frequent scavenge air inspections and manual cleaning

• Cold or warm corrosion of combustion parts• Cold corrosion at loads below 20 per cent, hot corrosion on some older engines at 40 per cent

and at engines with TC cut-out• Cooling water temperature as high as possible (85°~90°)• Cylinder oil TBN adaptation to the sulphur content of the fuel• Exhaust temperatures below 480° and above 250°

• Cold corrosion of economisers• Only an issue at engines with waste heat recovery and high efficiency economizers.• Keep exhaust gas temperature at economizer outlet above 180° or by-pass the economizer



• Failure of exhaust valves• No failures known with modern, Ninomic 80A exhaust valves

• Auxiliary blowers failure• Many electric motors of auxiliary blowers are not designed for continuous operation and

prone to failure• Some blowers face sealing failures leading to bearing failure and impeller damage

• Spare blower to be recommended on board• Damaged blower to be replaced by continuous operation type

• Scavenging air NR flaps damage• Hammering damages due to air fluctuations at low load• Damage can be heard from outside but is limited to a few valve plates only• Engine reliability not affected and no solution than replacing of damaged valves available

• Increased vibration levels• Generally lower vibration levels• Barred-speed range might be recommended by engine makers due to resonance frequencies

• Loss of fresh water production• HT cooling water waste heat is less available for fresh water generation• Purchase fresh water but keep it separately stored from own produced water• In case of quality issues with purchased water, use OFB for fresh water production



• Increased cylinder lube oil consumption• At low engine loads, the specific lub oil consumption setting is higher leading to fouling of

scavenge space, sticking piston rings, bore polishing, scuffing, etc.• Most important issue at slow steaming at all; most engines are not prepared for this.• Evaluate upgrading possibilities of the engine such as electronically cylinder lubrication or

setting adjustment of the specific cylinder lubrication curves.• On old engines with rpm-controlled lubrication, manual reduction at low loads needed.

• Surge in engine blackouts feared at ECA borders in 2015• Conservative estimate based on California numbers suggest over 100 incidents relating to fuel

switching in the English Channel. • Controlled HFO-MDO fuel switch with sufficient mixing tank / pipe• MDO cooler if needed to lower fuel viscosity


Super Slow Steaming Implementation

• Positive impact on the environment – reduction in CO2 emissions• Container vessels have the most economical speed at 50% speed, which is equivalent to 10%

engine load only• Cost Savings on lube oil and fuel oil• It is possible – but demands highly-qualified operation staff on board and experienced onshore

crew guiding the engineers in case of trouble• Wartsila and MAN B&W officially support unrestricted continuous engine operation down to 10 per

cent engine load.


Super Slow Steaming Failures

Cylinder liner scuffing due to under lubrication in combination with high-sulfur fuel and wrongly selected cylinder lubrication oil TBN



Piston ring damagesdue combination of very low load and high-sulphur fuelDue to adhesive wear caused by cat-fines



Black corrosion marksdue to Calcium Sulphate and soot adhering to surface,exhaust gas temperatures / load / lubrication setting to be adjusted / risk for scuffing



Improper MaintenanceRegular and pro-active maintenance is required for failure-free slow steaming operation

Lloyd’s Register and variants of it are trading names of Lloyd’s Register Group Limited, its subsidiaries and affiliates.Copyright © Lloyd’s Register Marine 2014. A member of the Lloyd’s Register group.

Jürgen Gerdes, MSc (SOT)Marine Business Development Manager, CEALR EMEAT +44 (0)40 328107 310 E [email protected]

Lloyd’s Register EMEAAm Sandtorkai 38–41, 20457 Hamburg, Germany

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Challenges & Solutions - Global Maritime Hub · 2018-03-21 · • Increased cylinder lube oil...

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