Adverse Weather

Condition functionality
and minimum
propulsion power
2 MAN Energy Solutions
Adverse Weather Condition functionality and minimum propulsion power

Future
in the
making
 3

Contents
Introduction 05
Background for AWC 06
AWC and engine load diagrams 07
Case study on Handymax bulk carrier 10
Conclusion 14
References 15

Abbreviations 16
4 MAN Energy Solutions
Adverse Weather Condition functionality and minimum propulsion power
 5

The tightening requirements of the Energy Efficiency Design Index (EEDI)

means that the demand for energy efficiency of merchant vessels is
continuously increasing. With the EEDI leading to reductions of the power on
board, concerns about a possible lack of propulsion power during encounters
of adverse weather have been expressed.

This paper gives a detailed description of the challenge of propulsion in harsh

weather, and introduces the Adverse Weather Conditions (AWC) functionality.
The AWC functionality extends the load diagram of the engine as long as
required in an emergency. This increases the heavy running capability of the
engine significantly and increases the minimum forward speed of the vessel in
harsh weather, without requiring an increase of the engine power installed.

Introduction

In the merchant fleet, a two-stroke longer periods than previously the slope inclines, the cyclist has two
engine directly coupled to a fixed-pitch possible. Hereby the percentage of options, either to provide a greater
propeller is one of the most applied accessible MCR power is increased as torque input to the pedals and hereby
propulsion solutions due to the long as an emergency in harsh weather maintain the rpm of the wheels, or
superior efficiency. requires it. accept that an unchanged torque will
result in lower rpm.
When a vessel with this propulsion This increases the attainable vessel
system experiences added resistance speed, which helps to ensure the A similar experience of heavy running
in adverse weather, the torque required manoeuvring capacity of the vessel. occurs, when the same cyclist bikes on
by the fixed-pitch propeller to maintain In this paper, the background and the a flat road at a uniform speed and
the rpm increases. In harsh cases, the advantages of the AWC functionality suddenly encounters headwind.
torque required can increase beyond will be elaborated. Because of the wind resistance, the
the torque limits of the main engine, cyclist has the same two options: Either
whereby the power output from the Additionally, a case study of the to increase the torque input to the
engine is limited to a power that is less expected performance of a 50,000 dwt pedals and hereby maintain rpm or
than the maximum continuous rating Handymax bulk carrier sailing in accept that a unchanged torque input
(MCR). adverse weather with and without AWC reduces rpm.
function will be presented.
With ever-tightening Energy Efficiency The two-stroke engine has the same
Design Index (EEDI) phases, aiming at options, either to increase the engine
reducing the emission of greenhouse Heavy running propeller torque and maintain the rate of
gasses, the installed propulsion power revolution or to maintain the torque and
for new vessels is decreasing. This When sailing in adverse weather, the accept a reduction in rate of revolution.
means that less power is available for resistance that the vessel experiences Increasing the torque of an engine is,
maintaining a safe course in adverse increases, which means the propeller however, only possibly to a certain
weather. becomes “heavy running”, i.e. it extent, within the limits of the engine
requires more torque to maintain the load diagram – the AWC functionality
The Adverse Weather Condition (AWC) same rate of revolution. extends these limits for the MAN B&W
functionality introduced and described two-stroke engine.
in this paper makes it possible to A heavy running propeller is equivalent
increase the engine load limits in such to the experience a cyclist has, when
conditions significantly more and for going uphill without changing gear. As
Background for AWC

The EEDI reduces the allowable engine

power installed on-board new vessels
of otherwise traditional design, if the
fuel, by which the vessel is propelled, is
not changed from the traditional bunker
oil to a less carbon-intensive fuel. The
EEDI is presented in Equation 1 in a
simplified form:

P is the main engine power and CF is a

carbon factor accounting for the
amount of CO2 emitted per mass of fuel
utilised. SFC is the specific fuel
consumption at 75% engine load,
capacity is the vessel deadweight
tonnage and Vref is the vessel speed at
75% engine load in calm water with the
hull as in sea trial conditions.

For a specific fuel type and vessel

capacity, Equation 1 reduces to
Equation 2:

From Equation 2 it is clear that one way

to reduce the attained EEDI is by
reducing the main engine power or the
specific fuel oil consumption, while
maintaining the highest possible
service speed. For more information on
the EEDI, see Chapter 4 of the paper
“Basic principles of ship propulsion”.

For vessels with a low EEDI compared

to their vessel sizes, such as bulk
carriers and tankers, the AWC function
helps to ensure that a safe
course-keeping speed can be
maintained during adverse weather
conditions.

For general information on the

propulsion of bulk carriers and tankers
in particular, see the papers
“Propulsion trends in bulk carriers” and
“Propulsion trends in tankers”,
respectively.

 
 7

AWC and engine load diagrams

A load diagram of an engine defines the the layout diagram merely shows which the left by the propeller light running
power and speed limits relative to the combinations of power and rpm for margin. The light running margin is
SMCR point specified within the engine which it is possible to select the SMCR. included to account for added
layout diagram, see Figs. 1 & 2. See Chapter 3 of “Basic principles of resistance from wind, waves and hull
ship propulsion” for further notes. fouling.
The load diagram is an important tool
for describing an engine. Fig. 1 shows Line 1: The engine layout curve, which Line 3: Maximum continuous rpm.
an engine load diagram where different passes through the 100% SMCR-rpm
numbered lines mark the limits for the and 100% SMCR-power point. The Line 4: This line represents the torque/
engine. The position of the SMCR point curve coincides with curve 2. speed limit for continuous operation of
in the layout diagram of the engine the engine, which is mainly defined by
design does not influence the Line 2: The heavy propeller curve is the the thermal load of the engine
appearance of the engine load diagram, light propeller curve (line 6) shifted to components. This limit can be
extended temporarily by the AWC
Power [%SMCR] functionality described in this paper.
120
Recommended operation Line 5: Represents the maximum mean
100 Available at Sea Trial 7 effective pressure (mep) acceptable for
5
8
continuous operation.
Heavy operation
80 Short-term operation Line 6: The light propeller curve for a
6
4
1
clean hull and calm weather. This curve
60 is often used for propeller layout.
2
10
40
3
Line 7: Maximum power for continuous
operation. When increasing the rpm
9
20 towards lines 3 and 9, the maximum
power for continuous operation cannot
exceed 100%.
0
50 60 70 80 90 100 110
Speed [%SMCR] Line 8: Normal overload operating limit
of an engine without the AWC
Fig. 1: Standard load diagram of MAN B&W engines with line definitions 1 to 10. functionality.

Line 9: This is the maximum

Power [%SMCR]
160
acceptable engine rpm at sea trial
Recommended operation condition.
140 Heavy operation
Short-term operation Line 10: PTO layout limit.
120

100
e

1
Recommended operation
urv
ll c
pu

ve

80
ur
rd

rc

rv
The green area between lines 1, 3 and
ll a

cu e
lle

DLF
Bo

ut op
yo 7 is for continuous operation with
105% SMCR
r

60
tp

la h
e Lig
More power
propeller load only.
in
ng

with DLF E
40 BSRPM

The yellow area between lines 1, 4 and

20
5 is for operating in shallow water,
BSR
0 heavy weather and during acceleration,
0 20 40 60 80 100 120 140 i.e. for non-steady operations without
Speed [%SMCR]
any strict time limitation.

Fig. 2: Illustration of an engine load diagram with addition of the DLF and the bollard pull curve. The load The red area between lines 4, 5, 7 and
diagram is independent of the SMCR position within the engine layout diagram, shown in blue. 8 is for overload operation.
8 MAN Energy Solutions
Adverse Weather Condition functionality and minimum propulsion power

Increased limiter function and

Power [%SMCR]
dynamic limiter function
160
Recommended operation
As the vessel encounters heavier 140 Heavy operation
resistance e.g. in a developing storm, Short-term operation
the propeller torque, and hereby the 120
engine torque, increases, shifting the

rv e
cu
100
light propeller curve, line 6, upwards, 1

ull
dp
placing it left of the original curve. The

ll ar
Temporary extension of load limits by AWC

ve
80

Bo

ur
operating point hereby approaches the

rve

rc
cu

lle
torque limiter, line 4, in the load

pe
t
60

ou
y

105% SMCR
ro
tp
gh

la
diagram. In an emergency, the torque Li

e
in
ng
E
limiter can be exceeded by activating 40
the Increased Limiter Function (ILF) on
20
the bridge. This increases the fuel
index by 10% as standard on any MAN BSR
0
B&W engine. In its traditional form, the 0 20 40 60 80 100 120 140
ILF can only be used in 1 hour out of Speed [%SMCR]
12 hours.
Fig. 3: Illustration of an engine load diagram with the AWC limiter applied. From the right, the light
If the engine is equipped with the propeller curve, engine layout curve and the bollard pull curve.
Dynamic Limiter Function (DLF), this
function is also activated when
activating the ILF, and the operating access an even higher percentage of functionality as described in the
area is extended into the DLF area in the MCR at lower rpm, as illustrated in following.
the engine load diagram, see Fig. 2. Fig. 3.

The DLF itself works by calculating the Fig. 3 shows an illustration of an engine Working principles of AWC
available air in the engine cylinders load diagram with the AWC functionality
before each combustion takes place. inserted. As seen in the load diagram, In principle, the AWC functionality
When the mass of air is known, the the AWC function extends the operating increases the amount of fuel injected
Engine Control System (ECS) area in the range from 60% to 97% into the combustion chamber, which
calculates the maximum allowable engine speed. The bollard pull curve in increases the torque output of the
amount of fuel that can be injected into Fig. 3 represents the maximum engine. The AWC function delays the
the combustion chamber before propeller load when running ahead at fuel injection, which limits the peak
reaching the minimum acceptable air zero advance speed, which based on pressure and temperature in the
excess ratio. After approximately 30 experience typically lies 15% to 20% combustion chamber. Thermal loads of
minutes of DLF operation, the engine heavier than the light propeller curve, piston crown, exhaust valve, cylinder
components need to cool down and and set to 17.5% on the figure. liner and cylinder cover are hereby
the engine gradually reduces the limits reduced and kept below the
back to the normal fuel index limiter. The AWC functionality enables the temperatures attained at the SMCR.
Because the DLF is time-limited, it is engine to follow the bollard pull curve
not suitable for long time heavy up to 80% power and 80% rpm, Over the years, possible pressure ratios
operation, which is required when working at 100% mean effective of turbochargers have increased
encountering adverse weather pressure in this point. This ensures that significantly. This enables a greater
conditions. See the paper “The 80% of the SMCR power is available scavenge air pressure and increases
Dynamic Limiter Function” for further during encounters of adverse weather the excess air ratio which reduces the
information. conditions, depending on the nature of thermal load of the engine components.
the bollard pull curve and the propeller
light running margin of the design. The delayed fuel injection improves
AWC functionality conditions in the combustion chamber
Moreover, the operation of the AWC but increases the SFOC by 3% to 4%,
The AWC functionality, is placed in functionality is not under any strict time compared to when the engine operates
continuation of the DLF and works limits, which means it can be used as on the traditional torque limit curve.
according to the same principles by long as required in an emergency.
increasing the accessible torque, when Initiatives have been taken to reduce The AWC functionality must be
the ILF is activated. By installing the the thermal load on engine components considered available for emergencies
AWC functionality, it is possible to during utilisation of the AWC only. Frequent exposure to adverse
 9

weather conditions with utilisation of AWC and influence on evaluation of guidelines are still under discussion at
the AWC will reduce guiding overhaul minimum propulsion power the time of writing, however, the
intervals like other special engine present paper assumes that the interim
configurations. The avoidance of Lowering a vessel’s installed power has guidelines apply to EEDI phase 2 as
adverse weather encounters is still to been acknowledged as a method to well. The reader is advised to stay
be sought by good seamanship, obtain a lower EEDI value, but at the updated and observe the latest
weather routing, etc. same time, it has also raised the guidelines from the IMO.
concern that it could result in
The AWC functionality is available for underpowered vessels with reduced Assessment level 2 takes actual capa-
all ME-C10.5 and ME-C9.7 engines or manoeuvrability in heavy weather. As a bilities of the propulsion plant into
newer. The function is integrated in the result of this, IMO has published an consideration, i.e. level 2 accounts for
ECS and activated by the “Increased interim assessment method for the load diagram of the engine along
limiter function” button on the bridge. determining the minimum propulsion with the light running margin of the
Consequently, it is neither necessary power required to maintain a safe propeller, etc. As the AWC functionality
to change any hardware on the engine manoeuvrability of vessels in adverse extends the engine load limits as long
nor to implement additional buttons in conditions, Ref. [1]. as required in an emergency, the appli-
the bridge control system. cation of AWC has a significant positive
The evaluation of minimum propulsion effect on the minimum speed a vessel
The AWC functionality is not replacing power can be performed by can maintain in this evaluation. This is
the requirements for designing a assessment level 1 or assessment level illustrated in the subsequent case study
propulsion system with sufficient 2. Assessment level 1 allows of the Handymax bulk carrier.
propeller light running margin. MAN calculation of the minimum power line
Energy Solutions recommends a light value based on the vessel type and the If the vessel − despite the application of
running margin of 4% to 7%, and up to deadweight, with coefficients a and b the AWC functionality − cannot fulfil the
10% in special cases. Vessels with according to Ref. [1], see illustration in criteria to any of the assessment levels,
larger-than-usual PTOs, vessels Fig. 4. various options can be considered:
operating in areas with very heavy The light running margin of the
weather and vessels operating in ice However, if the propulsion power propeller, i.e. margin between the
are examples of special cases. installed is below the given minimum engine load limits and the calm water
Similarly, vessels with two fixed pitch power line value of assessment level 1, propeller curve, can be increased.
propellers/main engines, where one then an evaluation on the vessel’s
propeller/one main engine for some design must be performed according to Alternative fuels, that lower the EEDI,
reason is blocked/declutched from assessment level 2. will allow for a more powerful engine.
time to time are considered special Hull lines, and especially the bow, can
cases, which will benefit from an It should be noted that this guideline be refined to minimise resistance in
increased light running margin. originally was valid for phase 0 and general, and from interaction with
phase 1 of EEDI only. The final waves specifically, etc.
The AWC functionality should not be
applied to increase the power taken
out through a shaft generator/power Power [kW]
take out (PTO), as such operation is 32,500
not considered an emergency. 30,000 Minimum Power Line Value = a × dwt + b
Installation of the AWC functionality 27,500 a = 0.0652 and b = 5,960.2 for tanker
does not alter the PTO layout limit as it 25,000 a = 0.0763 and b = 3,374.3 for dwt < 145,000 dwt
is described in Chapter 3 of “Basic 22,500 a = 0.0490 and b = 7,329.0 for dwt ≥ 145,000 dwt
principles of ship propulsion”. 20,000
17,500
The AWC functionality should only be 15,000
considered a retrofit solution for 12,500
vessels with an acceptable light 10,000
Tanker
running margin at the time of vessel 7,500
delivery, which also experience a need Bulker
5,000
for extra torque when operating in 2,500
adverse weather. The functionality 0
should not be used as a measure to 0 50,000 100,000 150,000 200,000 250,000 300,000 350,000 400,000
Size [dwtscant]
remedy the challenges of a poorly
designed propulsion system with Fig. 4: Assessment level 1 of [1] for fulfilling minimum propulsion power requirements for tankers and
inadequate light running margin. bulk carriers as function of the scantling deadweight.
10 MAN Energy Solutions
Adverse Weather Condition functionality and minimum propulsion power

Case study on Handymax bulk carrier

The application and benefits of AWC, Examples of minimum propulsion –– LPP is the length between
both with respect to rule compliance power evaluation with and without perpendiculars in m.
and actual performance, are AWC –– Vvessel is the speed in m/s.
exemplified through a case study on a –– B is the breadth of the vessel in m.
50,000 dwt Handymax bulk carrier. The Following the simple equation 3, –– d is the draught in m.
case study includes a theoretical minimum propulsion power level 1, –– HS the significant wave height in m.
evaluation of the propulsion plant’s 7,189 kW is required for a bulk carrier of
capabilities with respect to minimum 50,000 dwt capacity, as it may be Propeller characteristics, which relates
propulsion power. Furthermore, a identified on Fig. 4 as well. As the resistance to engine power, are
practical evaluation of the Handymax SMCR is lower than this, a requirement obtained via the Wageningen B-series,
bulk carrier operating fully laden with for an evaluation according to while propulsion coefficients such as
and without the AWC functionality in a assessment level 2 is set. the wake fraction and thrust deduction
developing seaway has been performed fraction are estimated by internal tools.
to illustrate the effects of applying AWC. An assessment according to level 2 at
the time of writing requires model tank As the length between perpendiculars
Main particulars of the bulk carrier tests to determine the transfer function of the vessel is below 200 meters, LPP <
considered are given in Table 1. With for added wave resistance in head 200 m, the minimum propulsion power
the very low SMCR applied, the vessel seas. Such tests are not available for guideline requires the performance of
is according to calculations capable of the generic hull considered here and the vessel to be evaluated in a
fulfilling EEDI phase 3 by using tradi- instead the added wave resistance in significant wave height of HS = 4 m and
tional bunker. Considering this SMCR, head seas is calculated by a method a wind speed of Vwind = 15.7 m/s
specific attention must be given to the developed in the SHOPERA project and corresponding approximately to
vessel with respect to minimum propul- JASNAOE, see Ref. [2] and Ref. [3]. Beaufort 7.
sion power.
0.75
× 2
Table 1: Vessel particulars for a = 1336 (5.3 + )� � ×
typical 50,000 dwt Handymax bulk
carrier, EEDI phase 3 compliant

Scantling draught m 13.1

Design draught m 12.0 Power [%SMCR]
110
Length overall m 183.0
Speeds, HS = 0 m SMCR 15
Length between perpen. m 174.0
100 its
Block coefficient, LPP m 0.82 lim its
se
c rea e lim 5870 kW
n as
Breadth m 32.2 Ci re its 85 rpm
AW inc lim
90 d
al
e

Engine oa
rv

6S50ME-C9 r m e l
cu

No gin ve 14
ur
ut

En
SMCR kW 5870
yo

rc
la

le
el
ne

SMCR rpm 85 80 op
gi

r
En

tp
gh
Sea margin % 15 Li

Engine margin % 10 70 13
105% SMCR

Light running margin % 5

Type of propeller FPP 60
Propeller diameter m 6.8 12
50

11
40
Fig. 5 shows an illustration of main
engine loading while propelling the fully 10
laden vessel in calm waters. The EEDI 30
65 70 75 80 85 90 95 100 105 110
reference speed at 75% engine load Speed [%SMCR]
with the hull as in sea trial condition, as
considered here, is calculated to 13.3 Fig. 5: Performance of the Handymax bulk carrier in calm water. Numbers along the black curve
knots. represent attainable vessel speeds in knots.
 11

In this sea state, the propeller curve is Power [%SMCR]

heavy running and moves to the left 110
compared to the calm water propeller Speeds, HS = 4 m SMCR
its
curve illustrated in Fig 6. Here, it is 100
as
e lim its 8
re lim 5870 kW
seen that the vessel as such is Ci
nc
ea
se 85 rpm
AW in cr
compliant with minimum propulsion 90 al

e
rv
rm

cu
No ve
power guidelines without the AWC ur

ut
7

yo
ts rc

la
i le
el
functionality, as the vessel can maintain 80 lim

ne
d p
ro

gi
oa
el

En
tp
the minimum navigational speed1 of E ng
in
L ig
h

four knots within the normal load 70 6

105% SMCR
diagram. In fact, the vessel is capable
of maintaining almost 7 knots before 60
5
crossing the torque limiter of the
two-stroke main engine. This is well 50
4
above the required minimum
navigational speed. 40 3

However, MAN Energy Solutions is 30

obliged to keep vessels as safe as 65 70 75 80 85 90 95 100 105 110
Speed [%SMCR]
possible, and for this purpose the AWC
functionality has been developed. The
functionality can be activated if the ves- Fig. 6: Expected performance of the Handymax bulk carrier in Beaufort 7. Numbers along the black
sel finds itself in an emergency in a speed curve represent the attainable vessel speeds in knots.
more severe sea state than that
specified by assessment level 2 of the
IMO guidelines [1] as the example in
Fig. 7 illustrates. Power [%SMCR]
110
Here, HS = 5.5 m and Vwind = 19 m/s is Speeds, HS = 5.5 m 4 SMCR
considered, corresponding 100
5870 kW
approximately to Beaufort 8. In this 85 rpm

case the performance is very different 90 its

e

3
rv

lim
cu

se ve
as the vessel will not be able to rea ur
ut

nc
Ci
yo

ts rc
la

AW mi le
maintain 2 knots of forward speed li el
ne

80 2 d op
gi

oa pr
el
En

within the traditional load diagram of i mi

ts ng
in
Li
g ht
el E
the main engine. However, it has been 70 in cre
as
al
105% SMCR

calculated that the vessel can maintain No

rm

a forward speed of 3 knots by 60

activation of the AWC functionality.
50

40

30
65 70 75 80 85 90 95 100 105 110
Speed [%SMCR]

Fig. 7: Expected performance of the Handymax bulk carrier in Beaufort 8. Numbers along the black
speed curve represent the attainable vessel speeds in knots.

1. D
 epending on the area of the rudder, the requirement for minimum course keeping speed also set by the guideline in [1] may be stricter than the
requirements for the minimum navigational speed.
12 MAN Energy Solutions
Adverse Weather Condition functionality and minimum propulsion power

Influence of the propeller light

running margin
Power [%SMCR]
Fig. 8 illustrates the importance of a
110
sufficient light running margin. In this
Speeds, HS = 4 m 8 SMCR
calculation, all parameters are as listed
100
in Table 1, except the light running its
5870 kW
85 rpm
margin which is reduced to a value of ts oa
d
lim
ur
ve
90 el

e
mi rc

rv
2%. A small light running margin of this el
i
7 in

cu
g le
rea
s
En el

ut
nc op

yo
order is not recommended for a new Ci pr

la
AW ht

ne
80 Li
g
design, but a reduction of light running

gi
En
its
margin can occur over time as the hull as
el
im
70 re 6
and propeller foul. inc
al

105% SMCR
rm
No

60
The reduced light running margin 5
means that only 5 knots can be
50
maintained within the normal load 4
diagram of the engine in Beaufort 7.
40
Compared to the performance of a 3
propulsion plant with 5% light running
margin, as illustrated in Fig. 6, this is a 30
65 70 75 80 85 90 95 100 105 110
reduction of 2 knots.
Speed [%SMCR]

In the situation, where a vessel is

delivered with 2% light running margin, Fig. 8: Expected performance of the Handymax bulk carrier in Beaufort 7 with reduced light running
a negative light running margin can be margin. Numbers along the black speed curve represent the attainable vessel speeds in knots.
experienced as fouling grows on the
hull. The negative light running margin
will reduce the vessel’s speed
capabilities in adverse weather figures. In both situations the telegraph point of the telegraph is reached and
conditions even further - even if AWC is is set at 82% of maximum engine rpm, the torque, and hereby power, reduces
activated. when the vessel sets to sea. as the sea state eases, while the rpm is
kept constant at the setting.
In both cases, it is clearly identified that
Performance in a developing sea of the propeller becomes increasingly In the case with AWC, the propeller is
Beaufort 7-8 with and without AWC heavy as the sea state develops, just as heavy running as without AWC
increasing the power required to during the third day of sailing. The
An evaluation of the bulk carrier maintain the same rpm. After three days difference occurs as the significant
described in Table 1 operating fully of sailing, the significant wave height wave height peaks (light blue). As the
laden with and without the AWC develops from approx. 3 m to 5 m. AWC is activated, the normal
functionality in a developing sea has torque-limiter does not limit the torque
been performed. In the case without AWC, it is no longer delivered. Therefore, the engine is
possible for this low-EEDI vessel to capable of delivering the increased
Fig. 9 illustrates the engine maintain the rpm of the engine as the torque required by the increasingly
performance without AWC, whereas torque-limiter is activated. At this point, heavy running propeller as the sea
Fig. 10 illustrates the performance with the vessel maintains a speed through state develops. Thereby the rpm can be
AWC, when sailing in head seas. The the water of 3.7 knots. As the engine maintained at the set point. In this case,
development of the sea state, operates at the maximum torque the extended limits of AWC is not met.
represented by the development of permitted, the rpm will drop (light blue)
significant wave height, Hs, is included until an equilibrium is established Not hitting the limits makes a significant
in the bottom part of both figures along between the delivered thrust and the difference, and up to 80% of the SMCR
with the rpm of the engine. resistance, or the wave height reduces. power is delivered with AWC, whereas
In the case without AWC, the speed without only 58% of the SMCR power is
The colour bar relates the sea state and through the water drops to 2 knots as available during the peak of wave
engine rpm to the location of the the wave height peaks. After the peak height. This is also reflected in a
operating point of the propeller/main in wave height (dark blue), the engine significant difference in the speed
engine in the engine load diagram accelerates the vessel along the torque through the water of the vessel – with
illustrated in the upper part of the limiter curve. At a certain point, the set AWC 4.2 knots can be maintained.
 13

Power [%SMCR]

100 Operational points 100

i mits
ad l urv
e
in e lo tc
80
80 Eng ou
lay

% of time logged
gine
En 60
3.7 knots
60
40
2.0 knots
11.3 knots

20
40

65 70 75 80 85 90 95 100
Speed [%SMCR]

Power [%SMCR] Hs [m]

100
rpm 5
50

0
Hs
0
1 2 3 4 5
Day

Fig. 9: Expected performance of 50,000 dwt bulk carrier in heads seas without AWC.

Power [%SMCR]

mits
100 Operational points se li 100
i n crea
AWC limi
ts
n e load rve
i u 80
Eng o u tc
80 4.2 knots ay
% of time logged

el
gin
En 60

60
40
2.0 knots
11.3 knots

20
40

65 70 75 80 85 90 95 100
Speed [%SMCR]

Power [%SMCR] Hs [m]

100
rpm 5
50

0
Hs
0
1 2 3 4 5
Day

Fig. 10: Expected performance of 50,000 dwt bulk carrier in heads seas with AWC.
14 MAN Energy Solutions
Adverse Weather Condition functionality and minimum propulsion power

Conclusion

When encountering adverse weather AWC can be considered for retrofit

the propeller becomes increasingly onboard vessels equipped with a
heavy running and requires an modern ME-C engine of mark 10.5 or
increased torque in order for the vessel 9.7 with an acceptable light running
to maintain a safe manoeuvring speed. margin at the time of delivery, which
experiences a need for extra torque
The increased torque required can when operating in adverse weather.
prevent an engine directly coupled to a
fixed pitch propeller from delivering its For questions to and application of the
full power, as the propeller is so heavy AWC functionality, including feasibility
that full rpm cannot be reached. of a retrofit, please contact
MarineProjectEngineering2S@man-es.
The AWC functionality extends the load com.
limits of the engine in the range from
60% to 100% engine speed. Hereby, it
is possible to access a higher
percentage of the MCR at lower rpm
and maintain a higher speed as long as
required in an emergency. The AWC
functionality is available for all
ME-C10.5 and ME-C9.7 engines or
newer.

Reducing the power installed onboard

is one of the ways to meet the
increasingly stricter EEDI-requirements.
The AWC functionality enables
shipyards to install engines with less
maximum power, while still fulfilling
assessment level 2 of the minimum
propulsion power guidelines set by
IMO.

In a theoretical case study of a 50,000

dwt Handymax bulk carrier situated in
a developing sea with and without the
AWC functionality, it is shown that the
attainable speed in heavy weather of
Beaufort 8 is approximately doubled by
AWC. Tests show a similar performance
depending on vessel type, size, light
running margin, etc.

The AWC functionality should not be

seen as a remedy for a too small light
running margin. The recommendation
of 4-7% light running margin, up to
10% in special cases, is unchanged.

Frequent exposure to adverse weather

conditions will reduce guiding overhaul
intervals like other special engine
configurations, why it is not
recommended to utilise the AWC
functionality for other purposes.
 15

References

[1] “2013 Interim guidelines for

determining minimum propulsion
power to maintain the
manoeuvrability of ships in adverse
conditions, as amended
(Resolution MEPC.232(65), as
amended by resolutions
MEPC.255(67) and
MEPC.262(68)).”, IMO, 2015

[2] “Draft revised guidelines for

determining minimum propulsion
power to maintain the
manoeuvrability of ships in adverse
conditions.” IMO, MEPC 71-INF.28,
2017.

[3] “Supplementary information on the

draft revised guidelines for
determining minimum propulsion
power to maintain the
manoeuvrability of ships in adverse
conditions.” IMO, MEPC 71-INF.29,
2017
16 MAN Energy Solutions
Adverse Weather Condition functionality and minimum propulsion power

Abbreviations

DLF Dynamic limiter function

EEDI Energy efficiency design index
ECS Engine control system
ILF Increased limiter function
IMO International Maritime Organiza-
tion
MCR Maximum continuous rating
MPP Minimum propulsion power
17
MAN Energy Solutions
2450 Copenhagen SV, Denmark
P +45 33 85 11 00
F +45 33 85 10 30
[email protected]
www.man-es.com

All data provided in this document is non-binding.

This data serves informational purposes only and
is not guaranteed in any way. Depending on the
subsequent specific individual projects, the
relevant data may be subject to changes and will
be assessed and determined individually for each
project. This will depend on the particular
characteristics of each individual project,
especially specific site and operational conditions.

Copyright © MAN Energy Solutions. 5510-0248-00

June 2020 Printed in Denmark