ENGINE DE-RATING

The main engines of almost all existing vessels are both designed
and optimized for one specific vessel speed and engine load. The
introduction of slow steaming in many ship segments has
drastically lowered the actual transit speed from design levels,
thus leaving the vessel and its engines operating at none-
optimized load levels. De-rating the engine offers the possibility to
lower the vessel’s maximum speed, specified maximum
continuous rating (MCR), and thereby optimize actual load point
with design load point. This results in higher efficiency with
reduced specific fuel oil consumption (SFOC) at the new optimum
design point.
Applicability and assumptions
This measure is suitable for all ship types and ages where a top
speed reduction of 10% to 15% can be expected, and the
principle of de-rating an engine for vessels is equally important for
when in operation as for choosing the engine type and propeller
design for new ships.
De-rating of the main engine, be it permanent or temporary, can
be done by different methods varying in cost, flexibility and effort
needed. The measure is especially relevant in today’s slow-
steaming markets. However, many ship owners are hesitant to
reduce the vessels’ top speed. Flexible and reversible de-ratings
already exist and can be very attractive, keeping the option easy,
and with low cost, speed up again if the market changes.
Measures to achieve this include, but are not limited to:

 installing shims between the crosshead and piston rod to reduce

stroke length
 cutting out one or several turbochargers, either with permanent or
flexible flanges
 cutting out/deactivating cylinders
 various tuning methods/settings of the engine, incl. slow steaming
kits (also for retrofit)
The main principle behind the fuel saving benefits from de-rating
an engine is derived from maximizing the engine’s maximum
cylinder pressure (Pmax) ratio to their cylinders’ mean effective
pressure (MEP). A de-rated engine can also be further tuned to
optimize the efficiency at the lower operating points. This may be
complemented by reduction in cooling capacity of auxiliary
systems, or by installing variable frequency drives on pumps, etc.
De-rating an engine will have an impact on the turbochargers and
the engine’s NOx-emissions, and requires an evaluation by
engine makers and regulatory bodies. New torsional vibration
assessments are also typically needed for engine de-rating
studies. Some de-rating measures, especially for mechanically
controlled engines, may require additional NOx reduction
measures that increase the SFOC.
De-rating the engine also opens up for a beneficial propeller
exchange, as optimizing the propeller characteristics for better
performance at lower engine speeds can shorten the payback
time of the de-rating. This however typically also increases the
project’s capital investment substantially.
It is possible to achieve a reduced RPM with the same power
output for certain load ranges when de-rating, enabling a larger
and slower propeller, which typically increases the propulsion
efficiency.
De-rating is usually performed during docking and is expected to
take approx. 7 to 10 days in dock, dependent on de-rating option.
Main challenges are machining of liner and delivery of necessary
equipment in time for docking.
Before de-rating it is normal that either makers or other
consultancy firms perform engine specific studies to evaluate the
potential for de-rating, and the most optimal point, including new
turbocharger matching, torsional vibration calculation, and a new
propeller design performance evaluation.
Cost of implementation
The cost of implementation is $60,000 to $3,000,000 (USD),
dependent on starting point and method and extent of de-rating.
For reference, turbocharger cut out with permanent blinds
represents the lower end of the cost implementation scale, while
de-rating via more complex and universal measures is estimated
at around $1,000,000 (USD) for 5 to 7 cylinder engines. For the
largest engines around $2,000,000 (USD) is estimated, and
taking into account fitting of a new propeller the high end of the
cost scale is reached, i.e. $3,000,000 (USD).
Reduction potential
The reduction potential is estimated at 2% to 10% of main engine
total fuel consumption.
Whichever de-rating method is most cost-beneficial typically
depends on the vessel’s current operational speed compared to
optimum design speed and the engine type/size.

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