Several ships today are equipped with modern electronically controlled marine

engines, which are customised to operate at both normal and slow speeds to reduce
fuel consumption. This is because the cost of bunker oil accounts for more than 60%
of the freight cost, which means that operating vessels as energy-efficiently as
possible is an obvious solution.

In spite of the rapid advancement of technology in the maritime industry, there

are still ships sailing in international waters, having conventional old marine
engines with minimal automation. Shipowners are under great pressure to
operate their ships at slow steaming to keep themselves above the profit
margin and also to comply with stringent environmental regulations.
It is observed that slow steaming of old marine engines deteriorates the
engine parts and its efficiency, as low speed marine engines are not
traditionally suited for prolonged slow steaming. A number of precautions
need to be considered in case slow steaming operations are to be adopted
without modification of the engine. (However, those alone wouldnt solve the
problem as there are several other technical issues related to slow steaming
of ships.)

When operating an old marine propulsion engine for slow steaming, following
precautions and measures must be taken for safe operation:
1. The main components, which are involved in slow steaming operations, are
engine fuel and fuel system equipment (Pumps, injectors etc.). It is necessary
to ensure that the fuel is properly treated and heated to achieve required
viscosity for the engine.
Read : How to Test Main Engine For Slow Steaming?
2. The fuel injectors must be in proper condition for good atomisation. If the
engine needs to be in prolong slow steaming operation, the injector needle
can be modified after consulting with the engine makers.
3. The fuel booster pressure must be regulated through pressure regulating
valve and not by adjusting the by-pass safety valve for maintaining fuel
pressure and recirculation of fuel in the system at all times.

4. The jacket and piston cooling water (most of the old engines have water
cooled piston) temperatures must be maintained high to ensure that the
combustion of air in the cylinder does not cool down.
5. In main engines with central cooling system, the air coolers fresh watercooling inlet must be throttled so that a higher air temperature is maintained.
6. For system with sea water cooler, the sea water (S.W) inlet temperature
must be kept at higher side to keep the combustion air and in-turn the exhaust
temperatures higher.
7. Old Marine engines are provided with mechanical drive cylinder oil pump
block. These block pumps are driven by a driving arm connected to the cam
shaft. The fulcrum of the driving needs to be adjusted (reduced) which will inturn adjust the amount of cylinder oil delivery in the engine cylinder.
8. With engines fitted with load dependent cylinder oil feed system, it is
important to adjust the feed rate manually in addition to the automatic
adjustment, especially on variable pitch propeller installation as the engine will
operate at the same RPM even when the pitch has been reduced.
9. During slow steaming, the engineers must ensure that the exhaust gas
temperatures after each cylinder should not go below 200 Deg C. If the
exhaust gas temperature is falling below this limit, the engine power must be
increased till the temperature reaches 275 deg C. The engine should be
continued with this power for at least twice in a period of 24 hours before
reducing again to slow steaming to ensure the exhaust receiver trunk is dried
out.
Read: Checks and Precautions For Slow Steaming of Ships
10. An additional retro-fit steam heater in the scavange air system is
of additional advantage for slow steaming operation as it will increase the
exhaust gas temperature and reduce the risk of turbocharger problems.
Enabling old marine engines for slow steaming is not an easy task as several
factors need to be taken into consideration, taking into account various longterm effects on the ships machinery systems and other feasibility factors.

Higher efficiency is achieved mainly due to the vessels spending more of their
time sailing at optimum speed, which is defined as being the most efficient
speed for each individual vessel and voyage during the current fuel and freight
market conditions.
As a result of combining traditional energy efficiency methods and reduced
bunker fuel consumption with increased efficiency, the relationship between
freight and bunker fuel can be maximised from a more commercial and
operational perspective.