SFOC optimisation for IMO Tier II engines

31 Jan 2011

SFOC reductions with VT for (left) ME/ME-C and (right) MC/MC-C and ME-B engines

One of the goals in the marine industry today is to reduce the impact of carbon dioxide emissions
and thereby to reduce fuel consumption across the load range.

The need to cut fuel cost may often result in operation of the ship at reduced ship speed and,
consequently, at reduced engine load. According to MAN Diesel & Turbo, this has placed more emphasis
on operational flexibility in terms of SFOC (specific fuel oil consumption) at part/low-load operation of the
main engine.
However, MAN points out that on two-stroke engines, reduction of the SFOC can adversely affect NOx
emissions, taking the engine out of compliance with IMO Tier II demands.
Depending on the intended operation range of the main engine, the engine may be SFOC-optimised in
one of several percentage SMCR (specified maximum continuous rating) ranges.
The high-load range corresponds to a modern, normal, standard-tuned engine. For part-load and low-load
optimisation of engines with high-efficiency turbochargers designed to IMO Tier II requirements, various
engine tuning methods are available.
An SFOC reduction of 5 g/kWh makes it possible to reduce fuel cost by a maximum of about 3% of the
specific consumption. The daily consumption will be reduced further due to the low load.
In general, NOx emissions will increase if SFOC is reduced and vice versa. MAN says that in the
standard configuration, its engines are optimised close to the IMO NOx limit, so a significant fuel saving
will take the engine outside Tier II NOx limits.
The IMO NOx limit is given as a weighted average of the NOx emission cycle values at 25, 50, 75 and
100% load:
5% x NOx (25) + 11% x NOx (50) + 55% x NOx (75) + 29% x NOx (100).
This relationship can be used to shape or tailor the SFOC profile over the load range, i.e. the SFOC can
be reduced at low load at the expense of higher SFOC in the high-load range without exceeding the IMO
NOx limit.
The variable exhaust valve timing arrangement on the ME/ME-C electronic engines allows greater
potential for reducing SFOC compared with the mechanically-actuated valves on the MC/MC-C/ME-B
engine types.

The engine tuning methods available are as follows:

Exhaust gas bypass
Exhaust gas bypass (EGB) technology, individually tailored at around 6% EGB, is available for both the
ME/ME-C and MC/MC-C/ME-B engine families. SFOC potential is better on the ME type engine, where
EGB can be combined with variable exhaust valve timing.
The turbochargers on the ME/ME-C engines for part load and low load are matched at 100% load with
fully open EGB. These percentages vary slightly for other engine types. EGB allows SFOC to be
decreased at low load at the expense of higher SFOC at high load.

Variable Turbine
The variable turbine area or turbine geometry (VT) method requires special parts allowing the
turbocharger(s) on the engine to vary the area of the nozzle ring. It is available for both the ME/ME-C and
MC/MC-C/ ME-B type engines, and as with EGB, VT offers greater SFOC potential on the ME/ME-C type
engines, where it can be combined with variable exhaust valve timing.
The nozzle ring area has a maximum at the higher engine load range. When the engine load for is
reduced, the area gradually starts to decrease.
Again, SFOC is reduced at low load at the expense of higher SFOC at full load.

Engine control tuning

Engine control tuning (ECT) can be implemented without change of engine components, and can be
implemented as an engine running mode. Only pmax and engine control parameters are changed. Because
it used variable valve timing and injection profiling, ECT is only available for ME/ME-C engine types. Two
different service optimisation possibilities are available: part-load optimisation reduces SFOC at all loads
below about 85% compared with a standard-tuned engine; and low-load optimisation reduces SFOC at all
loads below about 70%, at the expense of higher SFOC at higher load.
Random shifting between the part-load and low-load modes is not allowed by the authorities. A mode shift
in case of a change in trade pattern is permitted if reported and approved by the flag state representative,
usually a classification society. Hence, on a longer term basis, the owner can select one or the other
modes for the engine, provided the authorities are informed.

Fuel saving potential

Reduced CO2 emissions, and thereby lower fuel consumption, is an increasing demand that will be even
stronger in the future. This may result in lower service ship speeds and, the lower the ship speed, the
lower the required propulsion power and, thereby, the lower the fuel consumption.
However, most shipowners still want to retain the ability to operating ships at the earlier higher ship
speed, at least occasionally. This means that the SMCR power of the main engines may still be
maintained, while the changed trading pattern of the ship may result in operation with a relatively lower
load on the main engine, with only few days of operation on high engine loads.
Under such conditions, the application of one of the previously described engine tuning methods, such as
Variable Turbine area, optimised for low-load operation, will help reduce fuel consumption.
For a typical trading pattern, the potential specific fuel saving calculated for a 6S80ME-C8.2 engine is
about 2.6%, or for a 6S80MC-C8.2 engine the corresponding calculation shows a 1.5% saving. In all
cases, the daily fuel consumption will be lowered mostly because of the lower power requirement due to
the lower ship speed.
It should be noted that use of these engine tuning methods will result in a lower exhaust gas temperature
at low-load operation, which has to be considered when exhaust boilers are employed.