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2017 SMC Meeting Paper

IMO’s Energy Efficiency Design Index:


Role of Air Lubrication for Hull Drag Reduction
Dr. Robert Latorre1 LM,F, Aaron Miller M MSc2
1. Ship Architects, Inc., USA
2. Horizon Naval Architects

Figure 1 Air Lubrication System Schematic

The recent adoption in 2013 of the IMO Energy Efficiency Design Index (EEDI) and Ship Energy Efficiency
Management Plan (SEEMP) has resulted in a renewed interest to reduce overall ship fuel consumption and
emissions. The IMO EEDI requirements can be achieved through adoption of innovative energy efficiency
technologies. These technologies include hull coatings, surface drag reduction from air cavity and air lubrication
(Figure 1), higher efficiency propeller design and wind assist-sails and Flettner rotors. The authors have been
involved with the development and testing of air lubrication drag reduction systems. In performing the EEDI
evaluation, it is necessary to estimate the net power savings by taking in account the power savings and the
corresponding blower system power. As a contribution to this problem, the authors present the result of their study.
The authors present the result of their study. They introduce the Air Lubrication System feasibility expression as the
blower power PBlower should be less than the < PR as the drag reduction threshold power PR. (PBlower < PR ).

The results are presented in a series of tables and graphs that present the net power savings as a function of the
bottom area covered by air lubrication bubble injection. The results identify optimal design points that achieve the
larger reduction in the EEDI. This approach has been enables a preliminary design of the ship with the air
lubrication drag reduction system. Using this methodology, it is also possible to examine the cost benefits of air
lubrication drag reduction.
MARPOL International Convention for the Prevention of
KEY WORDS: Energy Efficiency Design Index (EEDI), Air lubrication Pollution from Ships, 73/78
Drag reduction. Pblower Blower power
PDR Power benefit due to drag reduction systems
NOTATION PEEDI EEDI Drag Reduction ower
Pengine Propulsion break power or rated power
A EEDI reference line coefficient PNET Net ship power reduction
B Vessel Maximum Beam PR Drag reduction power threshold to meet
c EEDI reference line coefficient design requirements
DWT Deadweight Q Volumetric Air Flow
ECA Emission Control Area QR Required volumetric air flow to meet design
EEDI Energy Efficiency Design Index thresholds
g Mass in grams RL Reynolds number based on L
GHG Green House Gas SAL Wetted surface covered by air lubrication Ship
h Static seawater pressure head SEEMP Energy Efficiency Management Plan
IMO International Maritime Organization t Thickness of air lubrication layer
kW Power in kilowatts T Vessel draft
L Vessel Length (Overall) VS Vessel Speed
ηB Blower system efficiency
Figure 2 Illustration of Required EEDI with ship DWT showing
the cut off limits and EEDI phases (IMO 2016)

INTRODUCTION Figure 3 IMO Innovative Energy Efficiency


Technology Catagories
The adoption in 2013 of the IMO Energy Efficiency Design
Index (EEDI) and Ship Energy Efficiency Management Plan 796 million tonnes of CO2 that accounts about 2.2% of the
(SEEMP) has resulted in a renewed interest to reduce overall total emission volume for that year. In contrast, before the
ship fuel consumption and emissions. To date several bulk global economic downturn, in 2007, International shipping
carriers are fitted with a air lubrication drag reduction on the
is estimated to have emitted 885 million tonnes of CO2,
ship bottom. As a contribution to utilizing ship air lubrication
to meet EEDI target level, the authors present the results of a which represented 2.8% of the global emissions of CO2 for
recently completed study that examined air lubrication drag that year.
reduction and its power consumption. We identified two 3. Mid-range forecasted scenarios presented show that, by
problems: 2050, CO2 emissions from international shipping could
grow by between 50% and 250%, depending on future
1. Lack of blower power data for the air lubrication economic growth and energy developments. This reflects
system
the modal shift to coastal shipping and the introduction of
2. At deep draft and high flow rates the blower power
is larger than the system drag reduction electric and hybrid cars and trucks.

Having identified these two problems the authors extended the


work of an earlier study to develop the Air lubrication drag It is also useful to identify the level of emissions for each type
reduction and powering calculation. It enables the designer to of ship. Data collected in 2012 show the ship types with the
make a preliminary design of the ship with bottom air largest annual fuel consumption are:
lubrication drag reduction. Using this methodology, it is also
possible to examine the benefits of adopting air lubrication drag 1. Continer ships (66,000 ktonnes)
reduction. 2. Bulk carriers (53,400 ktonnes)
3. Oil tankers (39,700 ktonnes)
1. GREEN HOUSE GAS EMISSIONS FROM SHIPS

It is useful to understand the amount and growth of greenhouse 2. IMO ENERGY EFFICIENCY DESIGN INDEX (EEDI)
gas emissions from ships. To support the development of the
EEDI and SMEEP, IMO has completed several studies of The reduction of CO2 and other greenhouse emissions is now
ship emissions. In the Third IMO GHG Study 2014 published part of the ship design. This follows the worldwide adoption in
in 2015 (IMO GHG 2014), three important points are made. 2013 of the IMO Energy Efficiency Design Index (EEDI) for all
new ships being built and the Ship Energy Efficiency
1. The estimate of ship greenhouse gas emissions has become Management (SEEMP) for all existing ships- MARPOL Annex
more precise. VI. (IMO 2011). The EEDI Reference Line is given by:
2. International shipping has realized a reduction in ship
greenhouse gasses. In 2012, International shipping emitted 𝑅𝑒𝑓𝑒𝑟𝑒𝑛𝑐𝑒 𝐸𝐸𝐷𝐼 = (𝐴)𝐷𝑊𝑇 −𝑐 gramCO2 /tonne-naut. Mi (1)

IMO Energy Efficiency Design Index: Role of Air Lubrication for Hull Drag Reduction Page Number 2
The values of a and c are summarized by ship type in Table 1. guidance was adopted by the IMO Marine Environment
Figure 2 shows the DWT limit and the three-phase reduction Protection Committee (MEPC) (MEPC 2013).
that requires a 30% reduction of the reference index by 2025. Figure 3 shows the technologies: hull coatings, surface drag
reduction from air cavity, air lubrication injection, higher
To date (2016) nearly 1,700 ships have been certified as efficiency propeller design, wind assist-sails and Flettner rotors.
complying with EEDI standards.(IMO 2016-a). The air lubrication system is shown schematically in Figure 1.

Table 1 EEDI Reference Line Parameters in Equation 1 Micro bubbles are hull air lubrication that fall into Category (B
1): Technologies that reduce the propulsion power, PP, at Vref,
Type Limit DWT A c but not generate electricity. The saved energy is counted as Peff
Bulk Carriers 10,000 961.79 0.477 The air lubrication drag reduction can be used at full output ,
so the setting of availability factor (feff) is 1.00. The air cavity
Tankers 4,000 1218.80 0.488 as its name implies requires modifying the hull bottom to form a
Gas Carriers 2,000 1120.00 0.456 chamber filled with air. The air lubrication bubbles are injected
into the bottom flow from pipes fitted to the hull bottom.
Container Ship 10,000 174.22 0.201 Table 2 Bulk Carriers fitted with bottom Air lubrication
General Cargo 3,000 107.48 0.216 Key B-Bulk, Coal, C-Car G-Grain, M- Module T-Tanker

4. INFLUENCE OF SHIP DRAFT ON AIR


Figure 2 clearly shows that current ship designs will need to
LUBRICATION SYSTEMS
evolve to meet future EEDI required levels. The ability to
retrofit air lubrication systems to existing vessels or easily The development of micro bubble air lubrication systems,
incorporate into a new design makes it an attractive option for commonly called microbubble drag reduction (MBDR),
attaining EEDI compliance. involved extensive experimental testing of flat plates and scale
models in water channels. These tests provided the for MBDR
A ship’s EEDI is quantified in terms of its carbon dioxide output systems retrofitted on river barges, fishing vessels and high-
in grams of CO2 per tonne-nautical mile. The ship design/trial speed shallow draft vessels (Re: Latorre et al 2002 ). Design
EEDI includes the fuel consumption of the main propulsion and studies also investigated fresh water MBDR on Great Lakes bulk
auxiliary machinery systems while operating at designated carriers (Ciccio, 2012). These results have shown that the
power levels. The EEDI certification requires the design airflow QR (m3/min.) for the drag reduction is a function of ship
calculations be verified by measurements made during the ship’s speed VS, length L, beam B, and Reynolds number, RL (Equation
sea trails. (IMO 2015). For this discussion, it is assumed the 2)
reader can complete the EEDI calculation at the preliminary
design stage and compare the calculated EEDI value to the 𝑄𝑅 = 𝑓(𝑉𝑠, 𝐵, 𝐿, 𝑅𝐿) m3/min. (2)
current required EEDI value-equation 1.
The corresponding reduction in power PDR (kW) is a function of
3. IMO INNOVATIVE SHIP ENERGY EFFICIENCY – micro-bubble covered wetted surface area and optimized airflow
AIR LUBRICATION rate QR.

IMO introduced a scheme to organize the emission reduction 𝑃𝐷𝑅 = 𝑓(𝑆𝐴𝐿, 𝑄𝑅, 𝑉𝑆) kW (3)
technologies for the EEDI calculation in the 2013 Guidance on
treatment of innovative energy efficiency technologies for Air lubrication and MBDR systems have been fitted on ocean
calculation and verification of the attained EEDI. This going ships. Examples are the Mitsubishi Heavy Industries

Table 2 Bulk Carriers fitted with Air Lubrication Systems

Ship Year Length (m) Beam (m) Draft (m) B/T L/T DWT
MV YAMATAI-M * 2010 152.60 38.00 6.34 5.99 24.07 19,000
MV YAMATO-M * 2010 152.60 38.00 6.34 5.99 24.07 19,000
MV SOYO-Coal 2012 235.00 43.00 13.06 3.29 18.00 91,443
MV ARIES
2014 200.00 35.00 10.10 3.47 19.80 18,808
LEADER -C
Archer Daniels
2015 237.00 40.00 12.50 3.20 18.96 95,000
Midland Three-G
MT Amalienborg-T 2016 175.90 32.00 11.09 2.89 15.87 40,000
*Fitted wit Mitsubishi Air Lubrication System (MALS)

IMO Energy Efficiency Design Index: Role of Air Lubrication for Hull Drag Reduction Page Number 3
Table 3 Ferry-Cruise Ships with bottom Air Lubrication

Length Beam Draft DWT


Ferry-Cruise Ship Year
(m) (m) (m)
MV Naminoue (Ferry) * 2012 145 24 6.2 3808
AIDAprima* 2016 299.95 37.65 8.25 9200
Quantum of the Seas 2014 347.08 49.47 8.80 12000
Anthem of the Seas 2015 348.00 49.40 8.80 12000
Norwegian Joy 2017 333.46 41.10 8.72 11700
* Fitted with Mitsubishi Air Lubrication System (MALS)

(MHI)’s Mitsubishi Air Lubrication System (MALS) initially


installed in 2010 on two 19,000 dwt bulk carriers the MV
YAMATAI and MV YAMATO (Table 2). By 2015 ten MALS Figure 4 Relation of Air Lubrication Drag reduction PR and
installations had been completed on different vessels including blower/compressor power PBlower as a function of ship draft.
bulk carriers, tank vessels (Table 2) and cruise ships (Table 3).
The other vessels in these tables were fitted with air lubrication conditions are normally adopted when calculating the ship
systems developed by Foreship naval architects and installed on EEDI. When the ship is designed with shallow draft, the air
two Royal Caribbean cruise ships and Silverstream lubrication system is feasible.
Technologies that installed its air lubrication systems on the
product tanker MT AMALIENBORG and the cruise ship However for large tankers with drafts in the order of 20 m, the
NORWEGIAN JOY. blower/compressor power becomes negative so Pnet (eq 4) is
negative – requiring more blower power than drag reduction.
In the EEDI Calculation, the reduction in power is the drag This is illustrated in the upper section of Figure 4.
reduction from the air lubrication or MBDR system (kW) minus
the blower power PMBDR (kW) as given by equation (4) The sensitivity of the Air Lubrication systems to draft can be
understood from the MT AMALIENBORG trials. An average
𝑃𝑁𝐸𝑇 = (𝑃𝐷𝑅 − 𝑃𝐵𝐿𝑂𝑊𝐸𝑅) kW (4) reduction in fuel consumption of 4.0% was reported. This
corresponds to a maximum reduction of 4.3% in ballast loading
The Finnish naval architecture company Foreship has and 3.8% in a fully loaded condition for the 40,000 DWT tank
characterized the net power reduction, Pnet, of air lubrication vessel.
system as “roughly half of the gross benefit is consumed by the
power for the compressor”. (RINA 2016) In order for the ship to meet the EEDI threshold PBlower must
meet the following inequality based on Equation 1.
The installed air lubrication systems are designed to achieve net
reduction. This is expressed in terms of percent reduction in net
fuel consumption: 4% - MT AMALIENBORG, 5% - ferry (𝑃𝐷𝑅 − 𝑃𝐸𝐸𝐷𝐼) > 𝑃𝐵lower kW (6)
vessel Naminoue, and 7% for the cruise ship AIDA prima.
Careful attention has to be paid to equation (4) when deciding IDenoting the required power PR as the air lubrication PDR
the feasibility of using an air lubrication system. Several studies minus PEEDI, then PBlower < PR represents an acceptable design.
were done to understand the implications of equation (4) in
preliminary ship design.
The air delivery system can be a simple blower or a more
The air blower/compressor operates at a flow corresponding to complicated air compressor with a air cooler. Depending on the
QR and a head corresponding to the flow losses h and the airflow volume, two blower/compressors may be used. To
hydrostatic pressure at the hull bottom air ejectors (characterized reduce the higher air temperatures, the air can also be cooled in
by the draft T). (Equation 5) a heat exchanger. A simple system is schematically shown in
Figure 1.

𝑃𝐵𝐿𝑂𝑊𝐸𝑅 = 𝑓(𝑇, 𝑄𝑅, ℎ, η𝐵) kW (5) Table 4 summaries the reported airflow for several air
lubrication systems.
For cargo ships like tankers and bulk carriers, the draft depends
on the operating condition full load or ballast. The full load

IMO Energy Efficiency Design Index: Role of Air Lubrication for Hull Drag Reduction Page Number 4
Table 4 Ship bottom air flow and blower power estimates for air lubrication

Ship Type Shallow draft Bulk Carrier Passenger Container Container


Bulk Carrier Ship MALS Air Cavity
Length L m 153 230 240 350 338
Speed V kts 13.0 14.0 17.0 24 19
Air flow Q m3/min 80-120 150-250 100-200 200-550 133.33
8000/60
Air Pressure kPa 65 155 100 170 250
0.25Mpa
Blower Power kW 130-200 500-840 230-460 680-1900 600
Reference Mizokami Mizokami Mizokami (2013) Mizokami (2013) Borusevich
(2013) (2013) (2017)

Table 5 Ship Power Reduction- Results of MALS Trials and Air Cavity Model Tests

Test I-MALS II-MALS III-MALS IV-Air Cavity


Type Bulk Carrier Bulk Carrier Bulk Carrier Container
Particulars LxBxT 162x38x6.37 m 162x38x6.37 m 162x38x6.37 m 338x45.6x14.75
Deadweight 19,818 ton 19,818 ton 19,818 ton 104,000 ton
Speed V Kts 13.25 13.25 13.25 19.0
Pengine MCR 3218 kW 3218 kW 3218kW 22130 kW
Air flow m3/min 40.5 67.5 94.5 133.3
Air Thickness, t (eq 7) 3 mm 5 mm 7 mm 5.68 mm
Air Lubrication Power 380 kW 530 kW 680 kW 3070 (22130-19060
Reduction kW)
Blower Power 72 kW 143 kW 211 kW 600 kW
PNET Energy Saving 308 kW 387 kW 469 kW 2470 kW(11%)
(%Engine) (8%)* (10%)* (12%)* 2470/22130
Ref Mizokami (2010) Mizokami (2010) Mizokami (2010) Borusevich
(2017)

t = Q/BV (7)

5. BOTTOM AIR SYSTEM AIRFLOW, PRESSURE,


AND BLOWER/COMPRESSOR POWER. Table 5 summarizes the net ship power reduction, Pnet, realized
from air lubrication based on sea trials. Similar trials for air
The bottom air lubrication system using air lubrication or air cavity model tests are summarized Table 3. In each test the
cavity can be characterized by the air flow Q m3/min, pressure measured results show there is a net power reduction in the
kPa, and the corresponding blower/compressor power P kW. range of 8-12%. This net reduction from air lubrication is
The details are summarized in Table 4 for bottom air delivery attractive for reducing CO2 emissions and meeting the current
systems on different ship types. To avoid seawater entering the EEDI target.
air piping, the hull bottom air ejectors are arranged in a chamber
in the hull bottom (sea chest) with an air shut-off valve 6. DISCUSSION AND CONCLUSIONS
(Mizokami 2013). When the blower system reaches the design
pressure kPa, the air values open and fill the chests with air and This paper has reviewed the feasibility of bottom airflow or air
the bottom air ejection commences. lubrication with air lubrication and air cavity. It is intended to
assist naval architects and marine engineers interested in
The variation of air blower power with ship draft T is illustrated adopting bottom air lubrication to meet current and future ship
in Table 4. The shallow draft bulk carrier has a lower blower EEDI. An Air Lubrication System feasibility expression is
power, 130-200kW compared to 150-250 kW for the introduced to check if the blower power PBlower is less than
conventional bulk carrier. The influence of draft is clear when the <PR as the drag reduction threshold power PR. (PBlower
comparing the air pressures- 65 kPa for the shallow draft bulk <PR ). This is intended to assist naval architects at the
carrier and 155 kPa for the conventional bulk carrier. preliminary ship design stage. It becomes clear that realizing a

IMO Energy Efficiency Design Index: Role of Air Lubrication for Hull Drag Reduction Page Number 5
working air lubrication system requires designing an air delivery
system with a low power blower(s). This means that ships with
deep draft T will require a larger blower and greater power.
One interesting point is that the air lubrication system fits well
with shallow draft in river-coastal trade routes.

The main conclusions are:

1. The bottom air lubrication system is feasible for


meeting the required EEDI value by reducing the engine
power and vessel CO2.
2. An Air Lubrication System feasibility expression is
introduced to check if the blower power PBlower is less
than the <PR as the drag reduction threshold power PR.
(PBlower <PR ).
3. Our present study has identified that the ship draft T is
a critical design parameter when sizing the blow power
and estimating the net power reduction.

7. REFERENCES

Borusevich, V., Poustoshny, A., Sverchkov, A., Trincas, G.


(2017). “Future Outlook of Artificial Cavity Application for
Reducing Hydrodynamic Resistance of Containerships”. Journal
of Energy and Power Engineering, No. 11, 150-159.

Ciccio, S., Makiharju, S. (2012) “Air Lubrication Drag


Reduction on Great Lakes Ships”, Final Report, Great Lakes
Maritime Research Institute, Grant # DTMAI-G-10001.

IMO (2014) Third IMO GHG Study 2014 Executive Summary


and Final Report, IMO London, 2014.

IMO MEPC (2013) MEPC.1/Circ.815, Annex.

Latorre, R., Miller, A., Philips, R. (2002). “Micro-Bubble


Resistance Reduction for High Speed Craft”. SNAME
Transactions, Vol. 110, 259-277.

Mizokami, S., Kawakita, C., Kodan, Y., Takano, S., Higasa, S.,
Ryosuke, S., (2010). “Experimental Study of Air Lubrication
Method and Verification of Effects on Actual Hull by Means of
Sea Trial”, Mitshubishi Heavy Industries Technical Review,
Vol. 47, No. 3.

Royal Institute of Naval Architects, RINA (2016). “A Smoother


Path to Air Lubrication”. The Naval Architect, February, 2016.

IMO Energy Efficiency Design Index: Role of Air Lubrication for Hull Drag Reduction Page Number 6

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