Service Letter SL2021-714/PXN

Action code: WHEN CONVENIENT

Low-load operation
5% to 40% engine load

SL2021-714/PXN
June 2021

Dear Sir or Madam Concerns

Owners and operators of MAN B&W
This service letter outlines our recommendations for operating ME/ two-stroke marine combustion engines.
ME-C and dual-fuel engines on low-sulphur fuel oil (LSFO) in the Type: ME/ME-C and dual-fuel engines.
load area from 5% to 40% engine load.
Summary
In this load area, ME/ME-C and dual fuel engine performance Long-term low-load operation down to
parameters will be superior to those of the MC/MC-C engines 5% engine load is generally possible
thanks to the hydraulically actuated fuel injection and variable with appropriate precautions and
exhaust valve timing. Additionally, our ME concept features a without major modifications. For
low-load optimising function that allows balancing of the mean application with 2-3-4 turbochargers,
indicated pressure (MIP) for each cylinder at low load. we recommend installation of a
turbocharger cut-out system.
MAN B&W two-stroke engines are designed for continuous
operation at 100% engine load, but with the appropriate
precautions, safe and reliable continuous engine operation down to
5% engine load is possible. However, operators must accept more
frequent inspections, and appropriate reaction to these, as not one
recommendation or solution is applicable to all two-stroke
propulsion plants.

The most important factor during low-load operation is that the

operators pay sufficient attention to the condition of the engine, the
turbocharger(-s) and the exhaust gas boiler.

For further advice and information, operators are welcome to

contact MAN Energy Solutions in Copenhagen by email at
[email protected].

Yours faithfully

Mikael C Jensen Stig B Jakobsen

Vice President, Engineering Senior Manager, Operation

Head office (& po. address) PrimeServ Production Forwarding & Receiving MAN Energy Solutions
MAN Energy Solutions Teglholmsgade 41 Teglholmsgade 35 Teglholmsgade 35 Branch of MAN Energy Solutions
Teglholmsgade 41 2450 Copenhagen SV 2450 Copenhagen SV 2450 Copenhagen SV SE, Germany
2450 Copenhagen SV Denmark Denmark Denmark CVR No.: 31611792
Denmark Phone: +45 33 85 11 00 Phone: +45 33 85 11 00 Phone: +45 33 85 11 00 Head office: Teglholmsgade 41
Phone: +45 33 85 11 00 Fax: +45 33 85 10 49 Fax: +45 33 85 10 17 Fax: +45 33 85 10 16 2450 Copenhagen SV, Denmark
Fax: +45 33 85 10 30 [email protected] [email protected] [email protected] German Reg.No.: HRB 22056
[email protected] Amtsgericht Augsburg
www.man-es.com
Service Letter SL2021-714/PXN

Contents: Generally, exhaust gas emissions (i.e. NOX and SOX) will
decrease proportionally with the fuel consumption and
Introduction page 2 CO2 emitted per nautical mile covered.
Operation recommendation page 2
%
Performance optimisation Page 4 100
90
80
70
60
50
40
Introduction 30 % Vessel speed [knots]
This service letter replaces SL09-511-MTS. 20
% Fuel / CO 2 [mass / nautical mile]
10
0
We have gained positive experience with extremely low
0 10 20 30 40 50 60 70 80 90 100
low-load operation from ships during lightering Engine Load [%]
procedures, during dynamic positioning at offshore
loading facilities, and during low speed passage awaiting A load reduction will also decrease the cylinder lubricating
final cargo destination. Ships powered by one of our ME/ oil consumption per nautical mile.
ME-C or dual fuel engine types have operated smoothly at
down to 2-3% load for up to four days and between 5-40% The graphs will differ depending on vessel type and layout
load for extended periods. of vessel, but the tendency will be the same.

Our long-term experience with low-load operation down to The possibility to reduce engine load down to 5% will
5% load for longer periods has shown that the following further increase the operator’s possibility to optimise fuel
parameters are important: consumption and fleet capacity, in order to adapt to
market conditions.
1. The ME fuel injection system operates excellently at low
loads, and the ME engine offers a feature called When long-term operation at between 20-40% engine load
low-load adjustment of the mean indicated pressure is expected, it is recommended, and beneficial, to install a
(MIP) for improved low-load operation. ‘Low-load offset’ flexible turbocharger cut-out system to improve engine
can be used to adjust the MIP dedicated at low loads. performance in this load area. This will also be beneficial
MIP is measured by the PMI-system. in the 40-60% engine load range. Applications with 3 or 4
turbochargers, in particular, would benefit from a
2. Exhaust valves are exposed to a slightly higher heat turbocharger cut-out system, while other solutions should
load during operation at 20-40% load. be evaluated for applications with 1 or 2 turbochargers.

3. During low-load operation, the engine does not require For planned operation, we recommend the following
a minimum exhaust gas temperature. turbocharger cut-out values:

4. Downstream the engine, it is necessary to keep the Turbocharger cut-out Maximum load
temperature above the sulphur condensation level to 1 of 2 turbochargers 35%
1 of 3 turbochargers 65%
avoid corrosion in the exhaust gas boiler. Keep the mini-
1 of 4 turbochargers 70%
mum temperature specified by the boiler maker.
The values do not apply in the event of emergency operation
5. Follow the pressure drop across the exhaust gas boiler
and adjust the cleaning interval accordingly as the gas Part-load optimisation and engine de-rating will not have
flow through the exhaust gas boiler is reduced. significant relevance in these load areas.

6. Short load-ups at regular intervals may be necessary to Operation recommendation

follow the turbocharger cleaning intervals. Continuous operation at low engine load will require more
attention from the operator. Frequent inspections are
paramount to be able to follow the fouling condition of
the engine.

Low-load operation. Page 2 of 4

Service Letter SL2021-714/PXN

If turbocharger efficiency drops significantly in the load – T

 he exhaust gas temperature must be kept below the
area above auxiliary blower cut-in, continuous operation in alarm limits. It might be necessary to avoid engine load
this area should be avoided, or the auxiliary blower should areas just above auxiliary blower cut-in/out. If the
be forced in ‘Manual On’. Indication for this wil be desired engine load is in this area, it is recommended to
increased exhaust gas temperatures. switch the blowers into ‘Manual on’, so as to reduce the
exhaust gas temperatures and avoid frequent start-stop
Below approx. 30% engine load, excessive cylinder of the auxiliary blowers.
lubrication can occur and may require adjustment of the
cylinder lubrication. Inspections
The operator must monitor the engine condition closely
When operating engines in the range between 5% power and take the necessary precautions if excessive fouling is
and 40% power, the following recommendations and observed.
prerequisites apply:
Enclosed is a proposal for a ‘Two-stroke Low-load
– More
 frequent inspection from the scavenge air space Operation – Inspection report template‘. The intention of
must be performed. Early detection and removal of soot this template is to make a standard reporting tool to be
buildup, coke and unburned fuel and lubricating oil is used in the communication between the vessel and the
important to avoid scavenge air fires and jeopardising operator’s office, thereby gathering information and
of the cylinder running condition. experience from the specific vessel during its low-load
operation. Additionally, we recommed to inspect the
– R
 esidues inside the scavenge air receiver should be exhaust valve gas channel for possible cold corrosion.
removed frequently.
Engine load-up/down
– T
 he exhaust gas receiver, exhaust valves and Engine load-up must be minimised when running on
turbocharger inlet grids must be inspected frequently. low-load. Based on experience from the specific vessel,
engine load-up frequency to clean the exhaust gas ways
– A
 uxiliary blowers running continuously during operation should be minimised as much as possible. Frequent
are subject to more wear than anticipated by designers. load-up could jeopardise the cylinder condition.
Consequently, the bearings should be frequently
lubricated, if not of the closed-type, and should be When it is necessary to increase the engine load
inspected for wear (further information in section significantly, after an extended period of low-load running,
below). the following procedure should be followed:

– C
 leaning of turbochargers: Manual load-up procedure Duration

Fouling of the turbocharger gas side must be avoided Load-up, 5 → 40% load 30 minutes
Load-up, 40 → 75% load 60 minutes*
by regular loading up of the engine according to the TC
maker’s recommendations, and the turbine side must *Note that additional load restrictions may apply if one or more
turbochargers have been cut out
be cleaned with soft blast (i.e. nutshells) according to
the maker’s instructions.
In addition, the latest recommendation from MAN Energy
– C
 leaning of exhaust gas boilers: Solutions regarding the load-up program under normal
Boiler maker’s recommendations must be followed with running conditions must be followed.
regard to cleaning. Special attention should be made
with water tube boilers, as this type of boiler is more Engines equipped with HPSCR or LPSCR (high-pressure
sensitive to soot build up. An exhaust gas boiler and low-pressure selective catalytic reduction)
by-pass installation could be necessary based on the SCR is disengaged during operation at very low loads.
maker’s recommendation. During uploading of the engine, the SCR engages at 10%
load if the exhaust gas temperatures required for SCR
– T
 he cylinder lubricating oil feed rate should preferably operation have been reached. During downloading of the
be adjusted to 1.2 g/kWh in order to avoid over-lubrica- engine, the SCR disengages as default when the load
tion and fouling of the scavenge air space. Increased drops below 7%. At such very low load, it will not be
feed rate only applies during load changes and possible to achieve the temperatures necessary to operate
manoeuvring, or if the cylinder condition deteriorates. with the SCR system engaged, i.e activate dosing.

Low-load operation. Page 3 of 4

Service Letter SL2021-714/PXN

Dual fuel engines operating on second fuel For engines with 1 or 2 turbochargers, other solutions are
The engines are able to operate down to 10% load in available to increase the scavenge air pressure. Depending
second fuel mode without any modifications. Below 10% on the current turbocharger installation, a possible retrofit
load, and down to 5% load, fuel-oil-only mode is on an existing turbocharger application may be possible.
recommended. Alternatively, new turbocharger(s) must be installed.
Re-matching of existing turbochargers, in combination
Auxiliary blowers with an exhaust by-pass, could also be beneficial.
If the engine is to be operated in the start/stop area of the
blowers, avoid frequent start, stop of the auxiliary blowers, Please contact [email protected] for further
and activate the blowers in ‘Manual On’. information and a quotation for specific applications.

For continuous engine operation in the load area 35% to Below is shown a layout drawing of a turbocharger cut-out
45% it should be considered to operate the auxiliary system for a 12G95ME-C with three turbochargers.
blower in ’Manual On’ in order to decrease exhaust
temperatures. Maximum current for the auxiliary blowers
must be considered in this running condition. Exhaust gas receiver

Avoid the specific load point where the flap valves inside
the scavenge air receiver are repeatedly opening and
closing at a high speed.

Basically, the auxiliary blowers are not designed for

continuous running, but service experience obtained so Comp Turb Comp Turb Comp Turb
far shows reliable performance. Bearings with a
lubrication nipple must however be lubricated more
frequently and checked for wear.

As a safety precaution, it is recommended to have a

complete spare auxiliary blower on board. A spare electric
motor alone may be sufficient, but the disassembly of
Cooler Cooler Cooler
blower wheel and motor could be troublesome and time
consuming due to sticking parts. Scavenge air receiver

Performance optimisation Example:

The running condition in the load range between 20-60% Turbocharger cut-out will save 2-3% in specific fuel oil
engine load can be improved significantly by increasing consumption on a 12G95ME-C engine, with 3
the scavenge air pressure. turbochargers, running in the load area of 25-50% engine
load.
Turbocharger cut-out is applicable for engines with 3 or 4
turbochargers and, in special cases, for engines with 2
turbochargers.

The turbocharger cut-out will improve the specific fuel oil

consumption, and can reduce the heat load on, especially,
the exhaust valves. The installation will also move auxiliary
blower cut in/out to a lower load area and, thereby, reduce
the electrical power consumed by the blowers.

In most cases, MAN Energy Solutions can provide a

package solution for a flexible turbocharger cut-out with
necessary classification, specifications and hardware. The
flexible turbocharger cut-out makes it possible to manually
activate and deactivate the turbocharger cut-out for
optimal operation of the vessel.

Low-load operation. Page 4 of 4

 Encl. for SL2021-714

Two-stroke low-load operation – Inspection report template

The purpose of this report is to define the necessary inspection areas in order to follow and
document the service experience gained during continuous engine operation below 50%
engine load.
The report should be used to optimise low-load operation procedures with regard to engine
load-up for cleaning of boiler and turbocharger, cleaning of scavenge and exhaust space,
and cylinder lubrication optimisation.
The report should be made, preferably, before and after the low-load operation period, or 3
to 4 times a month. This may be reduced based on experience and unchanged load pattern.

As a minimum, the below items should be noted and inspected:

Date of inspection :
Vessel name :
IMO number :
Engine Builder / Number :
Engine Type: :
Main engine running hours: :
Load range [%]: :

Photos, shown as examples, should be inserted in the report, and relevant comments should
be added.

Inspection area No. 1: take photo of non- Inspection area No. 2: take photo of buffer
return valves in scavenge air receiver. space area.
Comment: Comment:

1/3
23.05.2021
 Encl. for SL2021-714

Inspection area No. 3: take photo of Inspection area No. 4: take photo of piston
drain line from the buffer spaces. ringlands and topland.
Comment: Comment:

Inspection area No. 5: take photo of Inspection area No. 6: take photo of exh.
piston crown. receiver.
Comment: Comment:

Inspection area No. 7: take photo of exh. Inspection area No. 8: take photo of top part
valves from the exh. gas receiver side. of the exhaust gas boiler.
Comment: Comment:

2/3
23.05.2021
 Encl. for SL2021-714

Photo examples from turbochargers are not available, but in some cases, it is possible to get
a view of the nozzle ring, and maybe the turbine blades from the exh. gas receiver side,
through the safety grid. Include such photos when possible.

Information regarding operation, maintenance and observations during low-load operation:

• During low-load operation for extended periods, were changes in engine load made to
‘clean’ the engine and exhaust gas ways?
Answer: aa

• Was it necessary to increase maintenance intervals during low-load operation?

(Cleaning of receivers, turbochargers, boilers, etc.)
Answer: bb

• If temperature indication is available after the boiler, this should be reported in order
to evaluate acid corrosion in the boiler and funnel.
Answer: cc

• What was the specific cylinder lube oil consumption, and was the level of cylinder
lubrication satisfactory?
Answer: dd

• Are the auxiliary blower(-s) running at the stated engine load?

Answer: ee

• Were any changes made to HFO temperature/viscosity?

Answer: ff

• Were any problems experienced during low-load operation?

Answer: gg

• Based on your experience, do you have any recommendation regarding low-load

operation?
Answer: hh

A performance observation at the stated load and a full scavenge port inspection (photo
report of all cylinders) would be expedient for further evaluation, however, this should be
based on the time available and the necessity as judged by the crew.

3/3
23.05.2021