Webinar Trim Optimisation Specialized Vessels Nov 2015

MARITIME ADVISORY
Trim optimisation and its impact on specialized

vessels (OSVs & RoRos)
Heikki Hansen Fluid Engineering Department
Webinar 17 & 18 November 2015
Trim optimisation and its impact on specialized vessels (OSVs & RoRos)
DNV GL 2015
SAFER, SMARTER, GREENER
Presenter
Trim optimisation and its impact on specialized vessels Webinar
Heikki Hansen
Team Leader Fluid Engineering
Product Manager ECO Assistant
Ph.D. (Mechanical Engineering)
B.Eng. Yacht & Powercraft Design
Joined GLs subsidiary FutureShip in
2009 after finishing his Ph.D. at The
University of Auckland and working in
the yachting and automotive industry in
the fields of fluid dynamics and
performance modelling
DNV GL 2015
Agenda
A
Why does trim optimisation lead to fuel savings?
Trim optimisation examples for specialized vessels

1. Car Carrier PCTC 5000
2. RoRo Vessel 7,500 DWT
3. Offshore Supply Vessel 5,500 DWT
4. Seismic Research Vessel 4,500 DWT
Conclusions
DNV GL 2015
Why does trim lead to fuel savings?

Background:
Many existing vessels
are hydrodynamically
optimised to produce low
resistance at their design
condition (design speed
and draft at even keel)
As soon as a vessel sails
outside of this condition
the flow field around the
vessel is less favourable
When changing trim the
interaction of vessel and
water (flow field)
changes and the
resistance may reduce
Rule of thumb: Trim potential increases the more distinct the underwater lines of a vessel
and the more it sails outside of its design conditions!
DNV GL 2015
Changing trim affects water flow and fuel consumption

Car carrier example: speed 15kn, draft 7.5m
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DNV GL 2015

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Trim optimisation by DNV GL has been proven for all segments

Case study selection
110 000 DWT Tanker
53 000 DWT Bulker
Seismic OSV
30 000 DWT MPV
8 750 TEU CV
50 000 USD annual savings per vessel

Data: 2 years voyage reports; 8 ships
Data: sea trial measurement
Data: 1 year AIS data (Transit mode)
Data: performance measurement
Data: 17 months including 53 voyages
DNV GL 2015
Source: DNV GL; client data; fuel price of 650 USD per mt
What is "Optimum trim"

always aft down
always 1ft to stern (Greek style)
always 1ft to bow (German style)
always 2ft to stern (India style)
always level trim
1ft aft trim for better manoeuvrability
level draft at discharge port for maximum cargo / least draft
by experience of better performance
drains in cargo holds
Captains shower drain
10
DNV GL 2015
Lack of knowledge on optimum trim typically leads to unnecessary

high fuel consumption
Actual trim compared to optimum trim by ECO Assistant
14 sister vessels in same service
Trim [m]
Without trim optimization:

Clear gap between sailed and
optimum trim
Consequently savings
potential
1,0
Need for advice
0,5
sailed trim
0,0
-0,5
ECO Assistant
optimum trim
-1,0
Where is the
optimum trim
-1,5
53 voyages
1 departure on optimum trim
-2,0
-2,5
1
10
20
30
40
50 53
Departure number
11
DNV GL 2015
Source: DNV GL; voyage records from client
For any given draft and speed, the optimum trim and related
savings change
Graph:
Red
Green
Blue
Light
Yellow
curve:
surface:
blue
dot:
curve:
surface:
Required
Optimum
Trim
curvepower
surface
trim
(required
(made
for
onas
for
a this
a
function
power
trim
up
different
second
ofcurve
trim
as
speed
of
drafts
speed
acurves
trim
function
is and
forof
draft from
trim)
different
drafts)
toone
optimum
draft
for
one speed
trim
for first speed
12
DNV GL 2015
Next >>
Finding the optimum trim goes beyond typical experience

The challenge with trim:
How to trim the vessel? In principal 3 trim options.

To stern?
Even keel?
To bow?
Complex factors: speed,

draft, water depth different
for each vessel
Experience limited to
familiar trim conditions, but
the optimum might be
beyond
Frequently changing and

off-design conditions like
slow steaming hardly fit
into rules of thumb
The solution:
13
DNV GL 2015
Source: DNV GL
Detailed analysis of all

relevant operation
conditions
Make results available to

crew and management easily
Can we do better?
Challenge: there is no unique optimum trim, but best trim is a function of hull
shape, propulsion system, speed, displacement and water depth
Solution: conduct CFD based trim optimisation for a range of operating conditions
and make results available to crew and ship operator through easy-to-use
software tool
Parameter
Range
Data points
Speed
12 22 kn
Mean draft
9 14.5 m
-3 4 m
Trim
392
14
DNV GL 2015
CFD based trim optimisation

Pre-computed computational fluid
dynamics (CFD) results for your specific
vessel
Simulating a large number of conditions
with different speeds, displacements,
water depths1 and trim angles
Extensive computational power needed
Results shown in a simple viewer with few
parameters only to be used onboard
before a voyage or at sea
No interfacing with ships sensors
required
Trim Optimiser
Fuel Calculator
15
DNV GL 2015
Interfacing
Reporting
1.
Optional service offering
Agenda
A

Conclusions
16
DNV GL 2015
No potentials at design condition
Power savings potential [%]

Fuel savings potential [t/day]
by stern
17
DNV GL 2015
Trim [m]
by bow
Slow steaming (16 kn) at design draft 1 t/day fuel savings
18
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Large bulbous bow, wide transom = significant savings potential
19
DNV GL 2015
Unfavorable bow wave observed in simulation and in real life

Trim = -0.0 m (level trim), slow steaming (16kn)
20
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Unfavorable bow wave

Trim = -0.0 m, slow steaming (16kn)
21
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Bow wave pattern improved 3.5% reduction in power

Trim = -0.9 m, slow steaming (16kn)
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Bow wave pattern further improved 5.5% reduction in power

Trim = -1.8 m, , slow steaming (16kn)
23
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Bow down trim improves bow wave and reduces power

Level trim
-0.9m bow down
3.5% power reduction
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-1.8m bow down

5.5% power reduction
Ultra slow steaming (12.5 kn) at low drafts 2 t/day fuel savings
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Stern down trim improves bow wave pattern and reduces power
by up to 13%
Level trim
stern down trim
Improved bow wave pattern
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Summary
Trim optimisation for Car Carrier
Car Carriers usually have a large potential for trim optimisation. This potential is
increasing with ships size, long sailing legs and operation away from design
condition (like slow steaming, part load or ballast voyages).
Large bulbous bows and wide transoms can have an unfavourable impact on
wave pattern and frictional resistance even for small changes in draft and when
slow steaming.
Moderate trim changes often result in significant fuel savings.
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DNV GL 2015
Agenda
A

Conclusions
28
DNV GL 2015
RoRo Vessel also shows little saving potential in design condition

Speed 19kn
Little savings potential
Reducing ballast water
is beneficial
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DNV GL 2015
RoRo Vessel also shows significant savings potential in off-design

conditions
Speed 15kn
Savings potential when
trimming bow down
1.0m bow down trim
saves 7%
Extra ballast water can
be taken on to achieve
forward trim With
550t extra ballast
(0.2m increase in
draft) savings are still
5%
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Agenda
A

Conclusions
31
DNV GL 2015
Trim of -0.66m by bow saves 4.5%
32
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Large savings potential at

design condition 11.6%
Savings still significant for

-0.66m trim by bow 4.5%
Reduced transom immersion drives power savings in this

operating condition
Level trim t=0m
Large transom immersion
Moderate trim
Optimum trim
by bow t=-0.66m
by bow t=-2m
power savings 4.5%
power savings 11.6%
Moderate transom
immersion
Little transom immersion
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DNV GL 2015
Level trim is most unfavorable: Bow down AND stern down trim
reduce fuel consumption
Optimum requires very large
bow down trim
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Savings also for moderate trim

of +1.3m by stern 3.9%
Bow down and stern down trim improves bow wave; bow down
trim also reduces transom immersion
Moderate trim
by stern t=+1.3m
Optimum trim
Level trim t=0m
power savings 3.9%

Improved bow wave but
increased transom
immersion
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DNV GL 2015
by bow t=-2m
power savings 11.2%
Improved bow wave and

reduced transom immersion
Summary
Trim optimisation potential of OSV
ECO Assistant is implemented on OSV to assess savings potential.

The vessel shows great relative savings potential if trim optimisation can be
accomplished.
Relative savings up to 13% or 2.4 t/d possible for extreme bow down trims.
Even if only moderate trim changes can be realized, significant fuel savings
can be achieved; for example up to 7.2% (0.7 t/d) when trimming bow down
by -1m instead of sailing at level trim.
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DNV GL 2015
Agenda
A

Conclusions
37
DNV GL 2015
Trim optimisation saves Seismic Research Vessel 140t per year

For the trim range between 0.50m fore
and aft savings between 7% and 12%
can be achieved
Analysis of AIS data shows
Vessel in transit mode 15% of sailing
time
Vessel consumes 2,000 tons per year
in transit mode (80% of total FOC)
Operational profile based on AIS data
Annual saving based on 7%

assumption is 140 tons fuel or 91,000
USD1 per ship
FOC [t]
800
Seismic
mode
600
Transit mode
400
Very short payback time
200
0
0
38
DNV GL 2015
Speed
10
16
1 Fuel price of 650 USD/mt (MDO)

Source: Polarcus, DNV GL and AIS evaluation
Conclusions
Many vessels operate away from their original
design condition
Trim optimisation has become important fuel
saving lever across the main vessel types
Many specialized vessels exhibit hull features
feature with make them trim sensitive
Even moderate trim changes can lead to
significant fuel savings
Organisational implementation and monitoring
are key factors to lift trim savings potentials
39
DNV GL 2015
Thank you for your kind attention!
For further information about trim optimisation please contact us:

eco.maritime@dnvgl.com
Heikki Hansen
heikki.hansen@dnvgl.com
www.dnvgl.com
SAFER, SMARTER, GREENER

40
DNV GL 2015

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MARITIME ADVISORY

Trim optimisation and its impact on specialized

Webinar 17 & 18 November 2015

SAFER, SMARTER, GREENER

Trim optimisation and its impact on specialized vessels Webinar

Why does trim optimisation lead to fuel savings?

Trim optimisation examples for specialized vessels

Webinar 17 & 18 November 2015

Why does trim lead to fuel savings?

Webinar 17 & 18 November 2015

Changing trim affects water flow and fuel consumption

Webinar 17 & 18 November 2015

Changing trim affects water flow and fuel consumption

Webinar 17 & 18 November 2015

Changing trim affects water flow and fuel consumption

Webinar 17 & 18 November 2015

Changing trim affects water flow and fuel consumption

Webinar 17 & 18 November 2015

Trim optimisation by DNV GL has been proven for all segments

53 000 DWT Bulker

30 000 DWT MPV

50 000 USD annual savings per vessel

Webinar 17 & 18 November 2015

What is "Optimum trim"

Webinar 17 & 18 November 2015

Lack of knowledge on optimum trim typically leads to unnecessary

Without trim optimization:

Need for advice

Webinar 17 & 18 November 2015

Source: DNV GL; voyage records from client

Webinar 17 & 18 November 2015

Finding the optimum trim goes beyond typical experience

How to trim the vessel? In principal 3 trim options.

Complex factors: speed,

Frequently changing and

Webinar 17 & 18 November 2015

Detailed analysis of all

Make results available to

Webinar 17 & 18 November 2015

CFD based trim optimisation

Webinar 17 & 18 November 2015

Optional service offering

Why does trim optimisation lead to fuel savings?

Trim optimisation examples for specialized vessels

Webinar 17 & 18 November 2015

No potentials at design condition

Power savings potential [%]

Webinar 17 & 18 November 2015

Slow steaming (16 kn) at design draft 1 t/day fuel savings

Webinar 17 & 18 November 2015

Large bulbous bow, wide transom = significant savings potential

Webinar 17 & 18 November 2015

Unfavorable bow wave observed in simulation and in real life

Webinar 17 & 18 November 2015

Unfavorable bow wave

Webinar 17 & 18 November 2015

Bow wave pattern improved 3.5% reduction in power

Webinar 17 & 18 November 2015

Bow wave pattern further improved 5.5% reduction in power

Webinar 17 & 18 November 2015

Bow down trim improves bow wave and reduces power

-0.9m bow down

Unfavorable bow wave

3.5% power reduction