Strategic Assessment of Sustainable Marine Logistics in Arctic Routes Using Resilient and Agile Supply Chain Theory

Greenhouse gases and other emissions from vessels and related activities in maritime trade have caused significant environmental impacts especially global warming of the atmosphere. Consequently, the International Maritime Organization (IMO) concern significant care to the reduction of ship emissions and improvement of energy efficiency through operational and technical measures. The proposed short-term measure is ship speed reduction in which the ship speed is reduced below its designed value. Therefore, the present paper aims at evaluating the potential energy efficiency and environmental benefits from using speed reduction measure through energy efficiency design index (EEDI), energy efficiency operational indicator (EEOI) and ship emissions calculation models as recommended from IMO. As a case study, a medium sized Container Ship is investigated. The results show that, reducing ship speed by 12.6% will reduce CO2 emissions by about 36%. Moreover, the attained EEDI value will be improved by 31.7% and comply with not only the current IMO requirements but also with the future ones. Additionally, reducing ship speed by 12.6% will reduce EEOI value from its value at design speed by 26.5%. Furthermore, it is noticed that SOx emission will comply with IMO 2020 limit if ship speed is reduced by 6.8% and above.

International Maritime Organization (IMO) Marine Environment Protection Committee (MEPC) Circular 684 (Circ. 684) is a detailed explanation of the Energy Efficiency Operational Indicator (EEOI). So MEPC Circ. 684 is cited as it is in this section, including the annex, because IMO official documents must be transmitted unchanged. MEPC Circ. 684 is an invaluable reference for developing a real-time EEOI on board. The MEPC of the IMO, at its 59th session (13-17 July 2009), agreed to circulate the guidelines for voluntary use of the ship EEOI as set out in the annex. As a result member governments are invited to bring the Guidelines (MEPC.1/Circ. 684) to the attention of all parties concerned and to recommend that they use the Guidelines on a voluntary basis. IMO Assembly resolution A.963 (23) is related to the reduction of greenhouse gas (GHG) emissions from ships and it urges the MEPC to identify and develop such a mechanism or mechanisms as are needed to achieve first, the limitation or reduction of GHG emissions from international shipping, giving priority, in doing so, to the establishment of a GHG baseline; and secondly, the development of a methodology to describe the GHG efficiency of a ship in terms of a GHG emission indicator for that ship.

Global shipping accounts for nearly one million tonnes of CO2 emissions annually during 2013 – 2015 period, and could grow 50%-250% by 2050 if the condition is unchanged. The International Maritime Organization (IMO) as the specialized agency responded to this issue written in MEPC.304(72) about strategy of reducing green house gas (GHG) emissions from ships. Energy Efficiency Operational Indicator (EEOI) is a monitoring tool based on CO2 emissions proposed by IMO written in MEPC.282(70). The purpose of this research is to evaluate factors influencing the results of EEOI. Estimation of fuel oil consumption using proposed methods by Bialystocki and Konovessis and Moreno-Gutiérrez, et al. are compared with actual fuel oil consumption resulted in average error of 20.44% and 15.45%. The EEOI results is 0.000905 ton CO2/TEU-nm for MV Meratus Benoa and 0.000509 ton CO2/TEU-nm for MV Meratus Bontang. Benchmarking process using the same voyage route revealed that MV Meratus Benoa is less efficient than MV Meratus Bontang. MV Meratus Benoa carried less average cargo than MV Meratus Bontang, while having more average fuel oil consumption. Proposed improvement for better EEOI results is improving the cargo management especially for MV Meratus Benoa and evaluation in ship’s operational setting for any specific sea conditions.

Limitation of CO2 emission is one of the main goals and regulations introduced by the international institutions’ rules. In the case of ships using oil-related and gas fuels this problem is dealt with by the International Maritime Organization (IMO) introducing the methodology of Energy Efficiency Operational Indicator (EEOI) determining for ships being under exploitation. The methodology allows for determining EEOI for seven types of ships, for which the value of this index depends on the amount of transported cargo or number of passengers, type of and amount of fuel used, as well as distance travelled by the ship. Such a methodology cannot be used for the specialized ships, whose exploitation tasks are different to the ships of the trade fleet that transport the cargo or the passengers. The methodology allows for determining EEOI for seven types of ships and it does not include specialized ships. The article presents a new methodology of determining EEOI for specialized ships that takes the characteristics of their exploitation into consideration. The way of its use has been presented taking into account the results of exploitation studies carried out on the chosen research and training ship. Obtained results and their analysis allowed for energy efficiency assessment of research and training ships depending on exploitation tasks, voyage time, type of fuel used, distance travelled and ship’s speed. EEOI index value determines energy efficiency of the vessel power system that is directly connected to the amount of the liquid or gas fuel used and the amount of emitted CO2. The aim should be to minimalize the value of EEOI index through planning of the exploitation tasks realization order and adjusting the speed of the ship as well as realization time of particular exploitation tasks, in the case of specialized ships. The analysis results can also be used when managing energy efficiency of these types of ships.

International Maritime Organization (IMO) proposed the Ship Energy Efficiency Operational Indicator (EEOI) to evaluate the energy efficiency of ships in service. During the implementation of the EEOI, the effective monitoring and optimization management of ship energy efficiency is very important. In this paper, the ship energy efficiency monitoring and control system considering the environmental factors was designed. The system can calculate the EEOI of ship and have real-time displays to monitor current energy efficiency level of the ship by collecting environmental factors and engine fuel consumption data. In addition, the system can automatically output corresponding control signal to make the propulsion system run at the optimum energy efficiency status by running the energy efficiency optimization control model with the consideration of the environmental factors. The designed system can achieve the ship energy efficiency monitoring and optimum control of propulsion system under different environmental factors, thus making the ship run at the optimum energy efficiency level, thereby enhancing the ship energy efficiency and reducing emissions.

“The International Convention for the Prevention of Pollution from Ships (MARPOL 73/78), Annex VI” with Chapter IV: “Regulations on Energy Efficiency for Ships” has made effectively then enforcing all ships must follow regulations in aims with the energy efficiency in operating ships and reducing the environmental pollution. In this article, the calculation of the “Energy Efficiency Operational Indicator (EEOI)” has been conducted under the guidelines for using of the “ship energy efficiency operational indicator” (EEOI) of the “International Maritime Organization” (IMO), MEPC.1/Circ.684 adopted on 17th August 2009. The Grey Relational Analysis (GRA) method has been studied and applied in this research in order to optimize the energy efficiency for M/V NSU JUSTICE 250,000 DWT in the shipping transportation company, Vietnam. These results collected will be identified that the energy efficiency of ships achieves then the decreasing fuel consumption of engine and optimizing the routes of a certain ship. Besides that, this research is fundamental to these next studies about the energy efficiency of ships.

A research on the energy efficiency operational indicator EEOI calculation tool on M/V NSU JUSTICE of VINIC transportation company, Vietnam

“The International Convention for the Prevention of Pollution from Ships (MARPOL 73/78), Annex VI” with Chapter IV: “Regulations on Energy Efficiency for Ships” has made effectively then enforcing all ships must follow regulations in aims with the energy efficiency in operating ships and reducing the environmental pollution. In this article, the calculation of the “Energy Efficiency Operational Indicator (EEOI)” has been conducted under the guidelines for using of the “ship energy efficiency operational indicator” (EEOI) of the “International Maritime Organization” (IMO), MEPC.1/Circ.684 adopted on 17th August 2009. The Grey Relational Analysis (GRA) method has been studied and applied in this research in order to optimize the energy efficiency for M/V NSU JUSTICE 250,000 DWT in the shipping transportation company, Vietnam. These results collected will be identified that the energy efficiency of ships achieves then the decreasing fuel consumption of engine and optimizing the routes of a certain ship. Besides that, this research is fundamental to these next studies about the energy efficiency of ships.

Investigate the energy efficiency operation model for bulk carriers based on Simulink/Matlab

Green and energy-efficient maritime transport has become a strategic imperative under tightening decarbonization mandates by the International Maritime Organization (IMO). However, current ship energy efficiency optimization (EEO) frameworks often decouple fuel consumption prediction from operational decision-making, limiting real-time adaptability and integrated control. To address this gap, this study proposes a high-resolution collaborative framework that couples a Transformer-LSTM-A prediction model with a voyage-segmented NSGA-III multi-objective optimizer. An NSGA-III solves the four-objective, segment-level speed-and-trim optimization subject to practical stability and operating limits. The proposed architecture incorporates temporal attention mechanisms and VMD-enhanced multivariate inputs to accurately forecast fuel consumption rates, which then guide the segment-wise optimization of ship speed and trim. The optimization simultaneously minimizes fuel consumption, CO 2 emissions, and the Energy Efficiency Operational Indicator (EEOI), while embedding soft constraints on voyage distance to preserve navigational feasibility. A real-world case study demonstrates the effectiveness of the proposed approach, achieving reductions of 4.76% in FCR, 3.04% in CO 2 emissions, and 1.50% in EEOI. These results validate the framework’s potential for intelligent maritime energy management, offering a robust and scalable pathway toward low-carbon ship operations aligned with global regulatory targets.

The increase of ship’s energy utilization efficiency and the reduction of greenhouse gas emissions have been high lightened in recent years and have become an increasingly important subject for ship designers and owners. The International Maritime Organization (IMO) is seeking measures to reduce the CO2 emissions from ships, and their proposed energy efficiency design index (EEDI) and energy efficiency operational indicator (EEOI) aim at ensuring that future vessels will be more efficient. Waste heat recovery can be employed not only to improve energy utilization efficiency but also to reduce greenhouse gas emissions. In this paper, a typical conceptual large container ship employing a low speed marine diesel engine as the main propulsion machinery is introduced and three possible types of waste heat recovery systems are designed. To calculate the EEDI and EEOI of the given large container ship, two software packages are developed. From the viewpoint of operation and maintenance, lowering the ship speed and improving container load rate can greatly reduce EEOI and further reduce total fuel consumption. Although the large container ship itself can reach the IMO requirements of EEDI at the first stage with a reduction factor 10% under the reference line value, the proposed waste heat recovery systems can improve the ship EEDI reduction factor to 20% under the reference line value.

국제해사기구의 해양환경보호위원회에서 CO₂ 배출량 감축의 지구적 노력에 동참하기 위해 최근 선박에서 대기로 방출하는 CO₂의 양을 지수화 하고자 하는 논의가 활발히 진행중이다. 그 대표적인 지수로서 신조선 설계ㆍ건조시에 적용하는 에너지 효율지수(EEDI : Energy Efficiency Design Index for new ships)와 현재 또는 건조 후 항행시에 운항선에 적용되는 에너지 효율지표(EEOI : Energy Efficiency Operational Indicator), 그리고 운항선의 에너지 효율관리 계획(SEEMP : Ship Energy Efficiency Management Plan)등이다. 본 지수는 선박을 설계ㆍ건조시부터 각 선박당 CO₂의 배출값을 산정하고 운항시에도 CO₂배출을 개량하고 이를 감축하는 방안을 모색하도록 유도하는 조치가 될 것이다. 향후 3년내에 발효될 수 있는 임박한 CO₂선박 배출 규제를 조사 분석하고 향후 발전방향을 모색해 보고자 한다.

While extensive research is being conducted to reduce greenhouse gases in industrial fields, the International Maritime Organization (IMO) has implemented regulations to actively reduce CO2 emissions from ships, such as energy efficiency design index (EEDI), energy efficiency existing ship index (EEXI), energy efficiency operational indicator (EEOI), and carbon intensity indicator (CII). These regulations play an important role for the design and operation of ships. However, the calculation of the index and indicator might be complex depending on the types and size of the ship. Here, to calculate the EEDI of two target vessels, first, the ships were set as Deadweight (DWT) 50K container and 300K very large crude-oil carrier (VLCC) considering the type and size of those ships along with the engine types and power. Equations and parameters from the marine pollution treaty (MARPOL) Annex VI, IMO marine environment protection committee (MEPC) resolution were used to estimate the EEDI and their changes. Technical measures were subsequently applied to satisfy the IMO regulations, such as reducing speed, energy saving devices (ESD), and onboard CO2 capture system. Process simulation model using Aspen Plus v10 was developed for the onboard CO2 capture system. The obtained results suggested that the fuel change from Marine diesel oil (MDO) to liquefied natural gas (LNG) was the most effective way to reduce EEDI, considering the limited supply of the alternative clean fuels. Decreasing ship speed was the next effective option to meet the regulation until Phase 4. In case of container, the attained EEDI while converting fuel from Diesel oil (DO) to LNG was reduced by 27.35%. With speed reduction, the EEDI was improved by 21.76% of the EEDI based on DO. Pertaining to VLCC, 27.31% and 22.10% improvements were observed, which were comparable to those for the container. However, for both vessels, additional measure is required to meet Phase 5, demanding the reduction of 70%. Therefore, onboard CO2 capture system was designed for both KCS (Korea Research Institute of Ships & Ocean Engineering (KRISO) container ship) and KVLCC2 (KRISO VLCC) to meet the Phase 5 standard in the process simulation. The absorber column was designed with a diameter of 1.2–3.5 m and height of 11.3 m. The stripper column was 0.6–1.5 m in diameter and 8.8–9.6 m in height. The obtained results suggested that a combination of ESD, speed reduction, and fuel change was effective for reducing the EEDI; and onboard CO2 capture system may be required for Phase 5.

The environment issue is one of the significant challenges that the liner shipping industry has to face. The International Maritime Organization (IMO) has set a goal to reduce greenhouse gas (GHG) emissions from existing vessels by 20–50% by 2050 and develop the Energy Efficiency Operational Indicator (EEOI) as a measure for energy efficiency. To achieve this goal, IMO has suggested three basic approaches: the enlargement of vessel size, the reduction of voyage speed, and the application of new technologies. In recent times, liners have adopted slow steaming and decelerated the voyage speed to 15–18 knots on major routes. This is because slow steaming is helpful in reducing operating costs and GHG emissions. However, it also creates negative effects that influence the operating costs and the amount of GHG emissions at the same time.This study started with the basic question: Is it true that as voyage speed reduces, the operating costs and CO2 emissions can be reduced at the same time? If this is true, liners will definitely decelerate their voyage speed themselves as much as possible so that they can increase their profits and improve the level of environmental performance. However, if this is not true, then liners will concentrate just on increasing their profits by not considering environmental factors. This led the authors to set out three objectives: (1) to analyze the relationship between voyage speed and the amount of CO2 emissions and to estimate the changes by slow steaming in liner shipping; (2) to analyze the relationship between voyage speed and the operating costs on a loop; and (3) to find the optimal voyage speed as a solution to maximize the reduction of CO2 emissions at the lowest operating cost, thus satisfying the reduction target of IMO.

Based on current growth patterns in the global economy, there are projections that there will be an overall increase in the emissions of harmful gases from ships. The International Maritime Organization (IMO) requires the preparation of management plans to improve the efficiency of ship navigation. Moreover, shipping companies should pay careful attention to fuel consumption and environmental conservation. In this paper, we propose a newly developed weather-routing optimization technology that focuses on fuel-consumption minimization and energy-efficiency operational indicator (EEOI) minimization while on voyages. We consider the constant variations in the sea and weather conditions, including wind, wave, and current conditions. This is achieved by performing a cost-function minimization. The cost function is calculated by performing an entire maneuvering simulation from a transoceanic voyage's starting point to its end point by solving horizontal differential equations of motion such as those related to the yaw, sway, and surge. The simulations consider the ship's hull force, propeller thrust, rudder force, wave force, and wind force. Both sets of results obtained in this study for the optimal routes are reasonable because the values of EEOI and FOC are reduced compared with the values for the great circle route, which is the shortest path between the two points. On the other hand, the optimized route in the EEOI minimization calculation does not provide the FOC minimum value.