Realizing Efficiency Gains for Vessels in Operation: Guide to Dynamic Trim Optimization

June 2011

Contents
Summary .................................................................................................. 3 Introduction .............................................................................................. 3 Variations in trim ....................................................................................... 4 What is the optimum dynamic trim?............................................................ 5 Hull Shape Development ............................................................................. 6 Trimming Using Ballast Tanks ...................................................................... 7 Trim Testing Methods ................................................................................. 7 Finding the Optimal Trim............................................................................. 9 Dynamic Trim Optimization ....................................................................... 10 Example of savings with Dynamic Trimming ................................................ 12 Environmental affect ................................................................................ 13 Additional Information value ...................................................................... 13 Conclusions ............................................................................................. 14

Definitions trim Noun /trim/

The difference between a vessel's forward and after drafts, esp. as it affects its navigability

static Adjective /statik

Lacking in movement, action, or change, esp. in a way viewed as undesirable or uninteresting

dynamic Adjective /dnamik

Characterized by constant change, activity, or progress

Summary Since the introduction of currently non mandatory initiatives to improve environmental performance Energy under towards such as the Energy to Efficiency their as Design carbon well Index output as (EEDI) and and have take Ship been steps Efficiency increasing more Management pressure sustainable Plan reduce seafaring (SEEMP), shipping owners remain

profitable.

Although the EEDI will focus on new vessel builds, the EEOI can be enhanced by applying best practices for fuel efficient operations as well as deploying latest technological devices for existing vessels. The introduction of initiatives such as slow steaming, weather routing, anti-fouling and trim optimization, can lead to a reduction in fuel consumption for existing vessels as well as contribute to an improvement of ship life cycle environmental performance. The purpose of this guide is to explore the area of trim optimization. It will identify current trim testing methods, the direct impact of dynamic trim on fuel savings and how onshore cost efficiencies can be made for the long term by translating real time data into continuous benchmarks for performance improvements and decreased emissions.

Dynamic Trimming Saves Fuel and the Environment

Introduction It is widely known that the optimization of trim can improve vessel performance in terms of better speed and lower fuel consumption. Experienced seafarers, through trial and error, have been able to identify a suitable trim at which their vessel is believed to perform at optimum level. The growth in vessel size over recent years has resulted in various developments in structure and hull form. The performance of the vessel as a result has increasingly become sensitive to trim. This means that the trim of the vessel has a direct relation to

the way the vessel performs. It is therefore now important to identify the trim (or optimum dynamic trim) at which the vessel performs at its best. Measuring trim (or static trim) when it is in port is easy and accurate. However to measure and monitor the exact trim (or dynamic trim) when the ship is underway is difficult due to various factors that influence the vessel such as speed, wind, sea state, swell, hull deflection, depth etc. Only when the precise dynamic trim is measured in real time taking into considerations all of these factors can the vessel be trimmed to the optimum dynamic trim and reap the benefits of enhanced performance.

Variations in trim All large commercial vessels are designed to perform optimally at a certain speed, draft and trim, known as the design parameters based on which the vessel was initially constructed. Most vessels however operate outside the original design parameters most of the time due to differing loading condition (cargo specifications, cargo requirements, cargo parcel size, draft restrictions, ballast voyages, etc.). To optimize the performance of the vessel when it is operating outside the designed parameters one needs to know the optimum dynamic trim. For any given vessel, numerous factors including displacement, water depth and speed make it challenging to find the optimum dynamic trim. In short, there are many inter-related variables effects when modeling the optimum dynamic trim.

Figure 1 Trim of a container vessel during various legs

The figure 1 above displays the trim of a 5500 TEU container vessel during various legs (times in port included). A negative value indicates that the vessel has trimmed by the bow and a positive value indicates that the vessel has trimmed by the stern. Each voyage leg (indicated by green rectangles) is plotted separately. It is apparent that the vessel was operated at different trims during the different legs.

What is the optimum dynamic trim? Optimum dynamic trim means the trim angle at any particular displacement and speed where the propulsion power used is lower than the propulsion power used for any other trim angle at the same displacement and speed. Operating the vessel at its optimum dynamic trim can result in the vessel sailing at a higher speed and/or lower propelling power. This translates to savings in fuel as well as other economical and environmental benefits.

Figure 2 Propulsion energy decomposition

Figure 2 above shows a break-down of the factors affecting propulsion power on a vessel. Whilst the majority of the power is used for propelling the vessel, non-optimum trim accounts for a significant amount of power that is wasted. This lost or wasted power could have been saved if the vessel was optimally trimmed. The other affecting factors on propulsion power are the prevailing sea conditions of the voyage. Although the optimum trim will vary in different conditions, trimming dynamically means that it should

be possible to find the most efficient trimming angle in any sea condition that the vessel finds itself in.

Hull Shape Development As the average ship size is growing and more modernized hull designs (i.e. especially bow and stern designs) come into play, vessels have become more sensitive with the optimum trim range becoming narrow band. Ensuring that trim can be measured accurately becomes even more crucial to create maximum fuel efficiency as the vessel should know the exact trim to keep it within the narrow optimum trim range. An effective bulbous bow modifies the way the water flows around the hull, reducing drag and thus increasing speed, range fuel efficiency and stability. Large ships with bulbous bows generally have a 12 to 15 percent better fuel efficiency than similar vessels without them. Bulbous bows have been found to be most effective when used in vessels that meet the following conditions: The length along the waterline is more than 15 meters (49 feet). It is assumed the vessel will operate most of its time at or near its maximum speed. The bulbous bow is at the precise depth below the water line.

Figure 3 Bulbous bow modifies the flow of water around the hull

Only large vessels that sail most of the time near their best speed will benefit from a bulbous bow. This would include cargo vessels, passenger vessels, container vessels, tankers and supertankers. These vessels tend to be large and usually operate within a small range of speeds close to their top speed. However the point to note here is that the bulbous bow is most effective at a precise bow draft and not at other drafts.

Trimming Using Ballast Tanks Significant improvements to fuel consumption can be achieved even through minor changes in the operation of the vessel like economic steaming, super slow steaming etc. Optimum trimming is one such area where savings can be made simply by adjusting the water in ballast tanks. Its crucial for the officers on watch to be aware of the bunker and/or water transfers onboard and the affects of this activity on the trim. Ballast operations can sometimes be carried out by another crew on watch and information is not passed on during the watch changeover which can add to the discontinuity causing the vessel to be operated outside the optimum trim. Quite often there is a perception in the shipping industry that the lighter the ship, the lesser power is required to propel the vessel efficiently. However this is not always true. A vessel sailing with normal ballast at optimum trim can perform better than the vessel sailing just on minimum ballast. This is because the water ballast can be used to obtain the proper immersion of the bow and stern of the vessel which allows the propeller and bulbous bow to be effective.

Trim Testing Methods Static, virtual and dynamic testing Optimal trim has been traditionally explored at the design stages with model (tank) testing, the results of which are validated during the delivery sea trials. The output of the model testing on various trims is summarized in a trim chart, or matrix, showing the optimum trim for a reasonable number of speeds and drafts. These charts provide the crew with a valuable indication of the necessary trim adjustments. There are however some limitations in the procedure, one of which is given by the fact that the actual speed and draft of the ship is not always one of those used during the tank testing, thus the

need of interpolating in the matrix; the interpolation assumes a linear variation between the values given by the charts, and this assumption is not always true, mainly for drafts and trims close to the bulbous bow submersion point. Another significant limitation is the impossibility of taking into account the vessels deflection and effects of dynamic, real time conditions like wind, as well as the effects of squatting; in other words, the crew has no precise indication on the actual drafts of the ship while at sea, but only know the exact drafts prior to departure. Moreover, determining the success of the model tests and comparing them with daily real time and full size operations can be difficult due to the lack of tools and effective feedback. As an alternative to towing tanks, hydrodynamic simulations are run at full scale which requires running through the conditions at which the vessel normally encounters (loading, weather etc.) and collecting data to form more precise trim charts than with model testing. However such tests are very expensive and time consuming, and this method still suffers to a certain extent with the limitations of model testing, given that enforcing it on daily operations may not reflect the constantly changing prevailing conditions. In addition, these methods rely on testing in specific and often optimal conditions, which do not reflect the precise varying circumstances which the vessel will face in daily operations. Virtual testing or computational fluid dynamics (CFD) is carried out by computers simulating the water flow around the 3D model of the vessel. CFD works well to evaluate changes to a design quickly without having to build a new model nor to carry out expensive runs in the model basin; it is therefore a good solution to either integrate the trim charts obtained in the model basin or to build more detailed trim charts, thus reducing the error introduced by the interpolation The accuracy of CFD testing is rapidly improving, even if some challenges remain mainly in the simulation of the turbulent flow field around the stern of the ship.

The information gained from CFD testing is therefore a more detailed trim chart when compared to the one obtained through tank testing, however the difficulties of knowing the actual draft of the ship while at sea and the impact of external conditions are the same of those given by tank tests.

Static Trim Tables

Dynamic Trim

Variables

2 Speed, draft

5+ Speed(s), draft, wind, sea

state, bending(s), list Model Basis Tank tests / CFD Real-life Full scale sea trial method Feedback by the real trim measurement Trim Accuracy Varies Minimum 5cm No, only set value Yes, set value and actual value

Figure 4 Snapshot comparing static and dynamic trim testing methods

Finding the Optimal Trim The question remains as to the best way of finding the right trim during sailing. Many vessels have draft indication systems installed at the bow, midship and stern area of the hull. These sensors are usually quite reliable while the vessel remains static, but once the vessel is moving the hydrodynamic flows affect the water pressures underneath the vessel thus affecting the measured results. The deviation in trim measurements is often overlooked using these techniques and sometimes the real trim angle is a revelation as it can be way out from the static trim. When comparing optimal trim in static conditions with dynamic trim, Eniram has observed differences of half a meter or more. Another surprising factor to some operators is the effect of dynamic hull deflection, meaning that the vessel is sagging or hogging dynamically due to sea, swell and other affecting factors. Significant squatting results in increased drag and changes the vessels dynamic trim. As a result, the calculated static trim is compromised. Hull deflection is measured to be up to 70cm. Eniram has measured up to a 90cm change in the trim of the vessel due to squatting which in turn has a significant effect on the vessels overall performance. Logging wind has also shown similar effect. From a slight tail wind to a head wind Eniram has observed a measured trim change of around 40 cm.

In some circumstances, certain vessels may also have a dual optimal trim, due to different optimals being required for bow and stern. This makes it even more complicated to find the optimal trim without a real time system.

Figure 5 Factors affecting optimal trim

Dynamic Trim Optimization Dynamic trimming is a method based on collection and multidimensional analysis of realtime data on a vessel. Dynamic trim technology takes into account all changing variables to calculate an optimal trim. These include hydrodynamic forces, such as squat, propeller thrust and maneuvering rudder angles. It is also necessary to include effects due to additional weather conditions such as wind, rolling, surging etc. After taking into account the entire range of factors affecting the vessel at sea, a value for the optimal trim is then calculated and displayed in real time. Continuous data collection, filtering and analysis is then used to constantly improve the accuracy of the optimum trim.

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Figure 6 Inclinometer sensors

This is done through the automatic retrieval of data from bridge and engine room systems, as well as using purpose-built inclinometer sensors. Since operating at the optimal trim requires less power, vessel operators could potentially expect to see substantial fuel savings as well as additional operational savings. These include less machine wear, lower maintenance, and fewer spare parts required, as well as prolonged machine life. The information the crew needs to trim the vessel accurately is given in a real-time visual display which shows the actual dynamic trim at that moment and whether the vessel is operating at optimal trim for the moment.

Figure 7 Optimal trim traffic light display on the bridge

This allows vessel trimming to be a self-guided process, removing the need for manual trim charts which have been found to be unreliable and inaccurate under dynamic

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conditions. It also allows planning and integration of trimming as part of the normal operating procedures onboard a vessel.

Example of savings with Dynamic Trimming Eniram has been measuring the deviations between static and dynamic trim on several vessels and the results are as follows; Squat: up to 200cm Speed: up to 90cm Wind: up to 40cm Passenger movements: up to 7cm

The result of these statistics showed a Panamax size cruise vessel had been sailing 3040cm off the estimated trim. On average 25 cm off trim equates to 2% in propulsion power on the vessel in question. Had the vessel been sailing at optimum dynamic trim they would have been able to save 700 tons of fuel annually*. Based on HFO at $600 per ton this equates to $420,000 savings per annum, a notable impact for just a few centimeters.

* These calculations are based on an average panamax cruise vessel that consumes 65 tons of fuel per day.

Figure 8 Optimal trim performance graph before and after DTA

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The black line in the figure above demonstrates the savings potential before and after the dynamic trimming technology was adopted. It also shows in green the amount of time the vessel spent at optimal trim. The time the vessel was sailed at optimum trim increased to 80% from an average of 40% prior to the use of the dynamic trimming technology.

Environmental affect Being able to quantify energy output is a crucial factor towards meeting environmental goals and proving commitment of environmental stewardship. The breakdown of propulsion power data can be used for developing fleet wide energy efficiencies as it can be used to analyse the energy usage of the vessel, such as the overall propulsion power per voyage, per week or per month. The information provides management with a further understanding of their fleets carbon footprint, i.e. the extent to which dynamic factors such as fouling, speed and trim affect the performance and total energy consumption of a vessel.

Given that non-optimal trim over time accounts for a significant margin of overall propulsion energy use, vessel operators could hope to lower their fuel consumption by several percent through sailing at optimal trim. As such, if burning one ton of fuel is taken as producing 3.16t of CO2, the environmental impact of saving of fuel is clear.

Additional Information value By collecting large amounts of data from various factors affecting the energy usage of the vessels, it is possible to help the personnel both onboard and onshore to pinpoint potential areas for improvement.

By those means they can, for example, monitor the power decomposition of a vessel or compare the collective performance of the whole fleet.

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Figure 9 Dynamic sea margin across a specified time period

The chart above shows a week by week breakdown of the energy usage onboard a vessel. This information could be used to monitor energy performance across one or multiple vessels across the fleet. Improving the understanding of vessels performance drives change through optimized execution. This enables ship owners and operators to take corrective actions early and find the most efficient and environmentally friendly methods for operating their fleets.

Conclusions In the current economic times, where fuel prices are constantly fluctuating although generally increasing, environmental regulations are beginning to crack down on the shipping industry, and vessel sizes are ever-growing, cost control at sea is becoming more and more important. Operating vessels at optimum performance is becoming a significant way of reducing costs, increasing efficiency and being competitive. Trimming dynamically is a considerable factor in shipping operations, due to it potentially accounting for typically 2-3% of a vessels fuel consumption depending on vessel type. As such, the ever-changing conditions both at sea, as well as globally, make trimming a viable yet simple way of reducing costs and being able to prove in tangible terms their commitment to the environment.

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