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TRIM GUIDE
REALIZING EFFICIENCY GAINS FOR VESSELS IN OPERATION
MAY 2012
TABLE OF CONTENTS
1. DYNAMIC TRIMMING������������������������������������������������������������������������������ 4
2. ENVIRONMENTAL EFFECT�������������������������������������������������������������������� 11
4. CONCLUSION���������������������������������������������������������������������������������������� 12
5. ABOUT ENIRAM������������������������������������������������������������������������������������ 12
+2.0 +2.0
+1.5 +1.5
+1.0 +1.0
TRIM
A0.24
+0.5 +0.5
OPTIMUM
F0.32
0 OFFSET
0
-0.56
-0.5 -0.5
-1.0 -1.0
-2,0 High and unstable fuel prices coupled with increasing environmental -2,0
DEFINITIONS
The growth in vessel size over recent years has resulted in various devel-
opments in structure and hull form. The performance of the vessel as a re-
sult 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 there-
fore now important to identify the Realizing Efficiency Gains for Vessels in
Operation: Guide to trim (or optimum dynamic trim) at which the vessel per-
forms 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 dynam-
ic trim) when the ship is underway is difficult due to various factors that
influence the vessel such as speed, wind, sea state, hull deflection, water
depth etc. Only when the precise dynamic trim is measured in real time tak-
ing into considerations all of these factors can the vessel be trimmed to the
optimum dynamic trim and reap the benefits of enhanced performance.
Trim
5,90%
Waves
1,90%
Weather
Propelling 3,30%
82,90%
Fouling
0,10%
Stabilizers
0,20%
Squat
4,20%
Other
1,50%
An effective bulbous bow modifies the way the water flows around
the hull, reducing drag and thus increasing speed, range, fuel effi-
ciency and stability (figure 3). Large ships with bulbous bows gener-
ally have better fuel efficiency than similar vessels without them.
• It is assumed the vessel will operate most of its time at or near its de-
signed cruising 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
Large vessels that sail most of the time near their design speed
will benefit from a bulbous bow. This would include cargo ves-
sels, passenger vessels, container vessels, tankers and bulkers.
Quite often there is a perception in the shipping industry that the light-
er the ship, the lesser the power required to propel the vessel effi-
ciently. However this is not always true. A vessel sailing with nor-
mal ballast at optimum trim can perform better than the vessel sailing
Sometimes the challenge of scaling the data from a model test up to real
life can already introduce inaccuracies that prevent the vessel from op-
erating at optimum trim while at sea. In addition, the effect of propul-
sion is rarely taken into account in model tests. This not only modifies
the water flow around the hull but also often changes the floating at-
titude of the vessel. Moreover, determining the success of the mod-
el tests and comparing them with daily real time and full size opera-
tions can be difficult due to the lack of tools and effective feedback.
The information gained from CFD testing can give a more de-
tailed trim chart compared to the one obtained through tank test-
ing, however neither of these techniques provide actual measure-
ment of trim while at sea, nor do they factor in real time external
environmental conditions experienced by vessels at sea.
Recently methods combining CFD and model test results with dynamic mea-
surements have been tested out onboard different vessel types. This kind
of approach gives the possibility to take into account both the performance
attributes as well as the actual measurement. The challenge, however, is
that as the CFD and model tests don’t take into account the dynamic factors,
Variables 2 5+
Speed, draft Speed(s), draft,
wind, sea state,
bending(s), list
Another surprising factor to some operators is the effect of dynamic hull de-
flection, meaning that the vessel is sagging or hogging dynamically due to
speed, sea, swell and other factors. Significant squatting results in increased
drag and changes the vessels dynamic trim. As a result, the calculated stat-
ic trim is compromised. Hull deflection is measured to be up to 70cm. Eniram
has measured up to a 90cm change in the trim of a vessel due to squatting
which in turn has a significant effect on the vessel’s 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 on some
vessel types. In some circumstances, certain vessels may also have a dual
optimal trim, due to different optimals being required for bow and stern. This
• Squat: up to 200cm
• Speed: up to 90cm
• Wind: up to 40cm
• Passenger movements: up to 7cm
After taking into account the entire range of factors affecting the ves-
sel at sea, a value for the optimal trim is then calculated and dis-
played in real time. Continuous data collection, filtering and analy-
sis are used to constantly improve the accuracy of the optimum trim.
Since operating at optimal trim requires less power, vessel operators can ex-
pect to see substantial fuel savings as well as additional operational sav-
ings. These include better performance, less machine wear, lower mainte-
nance, 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 re-
al-time visual display which shows the actual dynamic trim at that moment
and whether the vessel is currently operating at optimal trim (figure 7).
2. ENVIRONMENTAL EFFECT
Being able to quantify energy output is a crucial factor towards meeting en-
vironmental 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 separately used to analyze the ener-
gy usage of the vessel, such as the overall propulsion power per voyage,
per week or per month. The information provides management with a fur-
ther understanding of their fleet’s 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 can expect 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 fuel is clear.
14,0 %
Other
12,0 %
Fouling (approx.)
10,0 %
Squat
8,0 % Stabilizers
6,0 % Sea state
Wind
4,0 %
List
2,0 %
Trim
0,0 %
1 2 3 4 5 6 7 8
-2,0 %
4. CONCLUSION
With the shipping industry under increasing pressure from high and vol-
atile fuel prices, increasing regulatory compliance costs and weak de-
mand, cost control at sea is more important than ever before. Operating
vessels at optimum efficiency is a significant way of reducing costs, im-
proving environmental performance, and increasing competitiveness. Dy-
namic trimming is a significant factor in reducing operating costs, due to
it potentially accounting for between 1 and 5 % of a vessel’s fuel con-
sumption depending on vessel type. In spite of the ever ever-changing
conditions both at sea, and in the international shipping market, dynam-
ic trimming remains a viable yet simple way of reducing costs, and al-
lows ship owners and operators to prove in tangible terms their commit-
ment to the protecting the environment, and improving profitability.
Visit our website www.eniram.fi or contact us to find out more about our
products and services.
Melvin Mathews
Director - Regulatory and Environmental Solutions, Eniram Ltd.
melvin.mathews@eniram.fi
info@eniram.fi