Energy Efficiency Design Index Research Articles

Regulations on Energy Efficiency Design Index (EEDI) and Technological Trends for EEDI Compliance

Regulations on Energy Efficiency Design Index (EEDI) and Technological Trends for EEDI Compliance

Energy Efficiency Design Index (EEDI) for Inland Vessels in Bangladesh

This paper attempts to evaluate EEDI for inland vessels in Bangladesh. To assess the present situation of inland class vessels in terms of CO2 emission, 526 cargo ships, 247 passenger ships, 70 oil tankers and 36 ferries have been taken in this study. The formulated baseline equations based on the study of different types of Inland vessels have been compared with the IMO evaluated baseline equations for International Shipping. The effect of EEDI with respect to vessels draft, type of fuel, block coefficient, specific fuel consumption (SFC) and power has also been investigated. Finally, some viable recommendations have been proposed to reduce the detrimental effects of C02 emission by optimizing hull shape of some existing vessels.

Maritime environmental performance indicators for urban waterways in Amsterdam

Owing to new regulations starting from 2025, all commercial canal boats have to comply to zero local emission standards in Amsterdam. It is therefore vital that a clear emission indicator is made available for vessels with a varying operational profile, such as canal boats. In this paper, it is argued that current indicators, such as the Energy Efficiency Design Index, are not suitable for these (passenger) vessels. This paper proposes environmental performance indicators that can quantify emissions, (non-dimensional) energy and fuel usage based on an operational profile set in the design phase. This profile includes part load operation and auxiliary consumers and it can compare new designed concepts with current baseline vessels based on the ‘benefit for society’ of different vessel types. In the proposed environmental performance indicators, several operational modes can be defined, in contrast with the currently proposed Energy Efficiency Design Index, which is a point index at 75% of installed power. To gauge not only local emissions but also global emissions, the environmental performance indicator methodology is used to determine a minimum efficiency from any power generation method. This minimum efficiency follows from a comparison between baseline vessels and concepts that are more energy efficient and emission friendly. The proposed environmental performance indicators were validated using measurements on typical propulsion configurations of canal boats in Amsterdam. Three full electric concepts were designed and compared with the measured baseline vessels. As full electric concepts do not have local emissions, the method of power generation must satisfy the requirement to have less global emissions than the mechanical baseline. Furthermore, an energy efficiency of at least 33% is calculated from a fossil-fuelled land-based power plant (including transport) to the boundary from quay to boat to be required for newly designed electric concepts to be more energy efficient than the mechanical baseline.

Prioritizing mechanism of low carbon shipping measures using a combination of FQFD and FTOPSIS

ABSTRACTAs technical incentives, Ship Energy Efficiency Management Plan and Energy Efficiency Design Index, became the guidance for shipping companies in low-carbon shipping (LCS) integration. Despite the diversity of LCS measures, a mechanism to prioritize them is still urgently required from the view of shipping stakeholders. This paper developed a LCS measures prioritization mechanism for vessels relied on the combination of Fuzzy-based Technique for Order Preference by Similarity to Ideal Solution (FTOPSIS) and Fuzzy Quality Function Deployment (FQFD) so as to facilitate the treatment of uncertainties, thus realizing effective quantitative analysis of the LCS measures. Four performance aspects of LCS measures including ecological, reputation and competitive advantage, economic, and certainty level were analyzed and used for suitableness assessment, whereas weights of prioritizing criteria were determined by FQFD, alternatives were prioritized by FTOPSIS to build up a list of ranked LCS measures. The illustration example based on collected data of six alternatives was carried out to validate the feasibility of the methodology in prioritizing LCS measures. The outcomes can be used either as a stand-alone technique for prioritizing or as part of an integrated decision-making method for evaluating the effectiveness of chosen LCS measures.

Parametric, multi-objective optimisation of ship's bow for the added resistance in waves

For large ships, the likely sea states the ships that may encounter in their lifecycle are in the region of short length waves, compared to ships' length, where the diffraction component of the added resistance (AR) is predominant. In this paper, a multi-objective optimisation of the bow form of the standard ITTC KVLCC2 tanker was performed in terms of the AR, calm water resistance, total resistance and energy efficiency design index. The AR was estimated using semi-empirical formulas developed by the Ship Design Laboratory of NTUA. A parametric geometry model of ship's bow region and optimisation process were developed by use of the CAESES/Friendship-Framework. The conducted multi-objective optimisation procedure showed that the AR is strongly correlated to ship's waterplane area coefficient, moderately to ship's stem profile and weakly to the bow's flare angle. The optimised bow design resembles closely the LEADGE-bow hull concept, which is becoming very popular in recent full type ship new-buildings.

On the Energy Efficiency Design Index of Ro-Ro passenger and Ro-Ro cargo ships

This study proposes alternative formulations of the ship-specific correction factor ( fjRoRo) pertaining to Ro-Ro cargo and Ro-Ro passenger ships, as defined in the Energy Efficiency Design Index equation according to the International Maritime Organization Resolution MEPC 245(66). The alternative formulations were derived by studying a large sample of Ro-Ro cargo ships and Ro-Ro passenger ships, built between the years 1990 and 2012. The estimation of ships’ resistance and powering was conducted by application of Holtrop’s method. The obtained formulae’s exponent values were compared with the corresponding ones from latest International Maritime Organization studies on Energy Efficiency Design Index and they appear to better represent the energy efficiency and environmental impact of the operating fleet of Ro-Ro cargo and Ro-Ro passenger ships. Derived formulae may also be used in the frame of parametric design optimization of Ro-Ro ships.

Selection of a Waste Heat Recovery System for a Marine Diesel Engine Based on Exergy Analysis

Highly increased fuel prices and the need for greenhouse emissions reduction from diesel engines used in marine engines in compliance with International Maritime Organization (IMO) on the strict regulations and guidelines for the Energy Efficiency Design Index (EEDI) make diesel engine exhaust gas heat recovery technologies attractive. The recovery and utilization of waste heat not only conserves fuel, but also reduces the amount of waste heat and greenhouse gases dumped to the environment .The present paper deals with the use of exergy as an efficient tool to measure the quantity and quality of energy extracted from waste heat exhaust gases in a marine diesel engine. This analysis is utilized to identify the sources of losses in useful energy within the components of the system for three different configurations of waste heat recovery system considered. The second law efficiency and the exergy destroyed of the components are investigated to show the performance of the system in order to select the most efficient waste heat recovery system. The effects of ambient temperature are also investigated in order to see how the system performance changes with the change of ambient temperature. The results of the analysis show that in all of the three different cases the boiler is the main source of exergy destruction and the site of dominant irreversibility in the whole system it accounts alone for (31-52%) of losses in the system followed by steam turbine and gas turbine each accounting for 13.5-27.5% and 5.5-15% respectively. Case 1 waste heat recovery system has the highest exergetic efficiency and case 3 has the least exergetic efficiency.

A new approach on the upgrade of energetic system based on green energy. A complex comparative analysis of the EEDI and EEOI

In recent years, many environmental organizations was interested to optimize the energy consumption which has become, today, one of the main concerns to the whole world. From this point of view, the maritime industry, has strove to optimize the fuel consumption of ship through the development of engines and propulsion system, improve the hull design, or using alternative energies, this way making a reduction in the amount of CO2 released to the atmosphere. The main idea of this paper is to realize a complex comparative analysis of Energy Efficiency Design Index and Energy Efficiency Operational Indicator which are calculated in two cases: first, in a classical approach for a crude oil super tanker ship and second, after the energy performance of this ship has been improved by introducing alternative energy sources on board.

Calculation of EEDIweather for a general cargo vessel

The Energy Efficiency Design Index (EEDI) of a 120m long general cargo vessel is calculated. Ship specific correction factors in the EEDI calculation guidelines from the International Maritime Organization (IMO) result in the attained EEDI of the ship studied being 22% lower than the ship's actual CO2 emissions per transport work. Even with these correction factors, we find that the EEDI of the vessel studied would have exceeded the reference EEDI value if it had been equipped with a heavy fuel oil or marine gas/diesel oil engine instead of a natural gas engine. The EEDI in Beaufort 6 wind and waves, EEDIweather, is also calculated, using three different calculation methods for the added resistance due to waves. Issues with the methods suggested by IMO and the International Organization for Standardization (ISO) for calculating the added resistance due to waves are pointed out.

공기윤활평판실험에서 디지털 영상분석을 통한 윤활공기막 검출기법

The reduction of emissions has been a key target in the Marine Industry since the IMO`s Marine Environment Protection Committee published its findings in 2009. The representative emission index is termed as the EEDI (Energy Efficiency Design Index) for the new ships. Among various flow control techniques ever proposed, the air lubrication method is the one of most promising one in terms of practical applicability. The present study examines the basic characteristics of the flat plate test with intention of applying the air lubrication technology to the reduction of the resistance of a ship. Image analysis technique is proposed as a tool to quantify the effectiveness of the air lubrication method.

Energy Efficient Safe SHip Operation (SHOPERA)

The 2012 guidelines on the method of calculation of the attained Energy Efficiency Design Index (EEDI) for new ships, MEPC.212(63), as updated by MEPC 245(66) in April 2014, represent a major step forward in implementing energy efficiency regulations for ships through the introduction of the EEDI limits for various types of ships. There are, however, serious concerns regarding the sufficiency of propulsion power and steering devices to maintain manoeuvrability of ships in adverse conditions, hence regarding the safety of ships, if the EEDI requirements are achieved by simply reducing the installed engine power. This was the rationale for a new EU funded research project with the acronym SHOPERA (2013-2016), aiming at developing suitable methods, tools and guidelines to effectively address these concerns. The paper discusses the background of project SHOPERA and outlines the formulation of suitable criteria and methods for the assessment of ship's manoeuvrability and safety under adverse weather conditions.

Parametric Design and Multiobjective Optimization of Containerships

The introduction of the energy efficiency design index (EEDI) and ballast water treatment regulations by the International Maritime Organization, the fluctuation of fuel price levels, along with the continuous endeavor of the shipping industry for economic growth and profits has led the shipbuilding industry to explore new and cost-efficient designs for various types of merchant ships. In this respect, proper use of modern computer-aided design/computer-aided engineering systems (CAD/CAE) extends the design space, while generating competitive designs with innovative features in short lead time. The present article deals with the parametric design and optimization of containerships. The developed methodology, which is based on the CAESES/Friendship-Framework software system, is demonstrated by the conceptual design and multiobjective optimization of a midsized, 6500-TEU containership. The methodology includes a complete parametric model of the ship’s external and internal geometry and the development and coding of all models necessary for the determination of the design constraints and the design efficiency indicators, which are used for the evaluation of parametrically generated designs. Such indicators defining the objective functions of a multiobjective optimization problem are herein the EEDI, the required freight rate, the ship’s zero ballast container box capacity, and the ratio of the above to below deck number of containers.The set-up multiobjective optimization problem is solved by use of the genetic algorithms, and clear Pareto fronts are generated. Identified optimal design proves very competitive compared with the standard containership designs in the market.

Calculation and Assessing the EEDI Index in the Field of Ship Energy Efficiency for M/V Jules Garnier

The “International Convention for the Prevention of Pollution from Ships (MARPOL 73/78)” keeps the important role in controlling the harmful gasses emissions to the environment from navigation activities. It was adopted in July 2011 and added a new Chapter 4 with Regulations on Energy Efficiency for ships to MARPOL Annex VI through the “Energy Efficiency Design Index (EEDI) for new ships”, and “the Ship EnergyEfficiency Management Plan (SEEMP) for all ships”. On the other hand, Annex VI (MARPOL 73/78) also added the new definitions and the requirements for survey and validated of the formats for “the International Energy Efficiency (IEE) Certificate”. Furthermore, the role of new ships energy efficiency managements is very significant so contributing to the later ships operation through EEDI index. In this aim, the articles has presented the definitions, regulations following MARPOL Convention as well as calculate the EEDI index and assess this working of energy efficiency managements for new ship M/V Jules garnier.

A study on the developments of STCW training of seafarers on ships applying in the IGF Code

The International Maritime Organization (IMO) has been regulating emissions by making mandatory the compliance with institutions aimed at protecting air quality such as the Energy Efficiency Design Index (EEDI), Ship Energy Efficiency Management Plan (SEEMP) and Tier III. Under the circumstances, one of the response measures considered to be the most feasible is the replacement of existing marine fuel with Liquefied Natural Gas (LNG). The industry has been preemptively building infrastructure and developing and spreading engine technology to enable the use of LNG-fueled ships. The IMO, in turn, recently adopted the International Code of Safety for Ships Using Gases or Other Low-Flash-Point Fuels (IGF Code) as an institutional measure. Thus, it is required to comply with regulations on safety-related design and systems focused on response against potential risk for LNG-fueled ships, in which low-flash-point fuel is handled in the engine room. Especially, the Standards of Training, Certification and Watchkeeping (STCW) Convention was amended accordingly. It has adopted the qualification and training requirements for seafarers who are to provide service aboard ships subject to the IGF Code exemplified by LNG-fueled ships. The expansion in the use of LNG-fueled ships and relevant facilities in fact is expected to increase demand for talents. Thus, the time is ripe to develop methods to set up appropriate STCW training courses for seafarers who board ships subject to the IGF Code. In this study, the STCW Convention and existing STCW training courses applied to seafarers offering service aboard ships subject to the IGF Code are reviewed. The results were reflected to propose ways to design new STCW training courses needed for ships subject to the IGF Code and to identify and improve insufficiencies of the STCW Convention in relation to the IGF Code.

대한해협에서의 수온 및 염도변화를 고려한 선박의 저항성능 예측을 위한 기초 연구

Recently, shipping operators have been making efforts to reduce the fuel cost in various ways, such as trim optimization and bulb re-design. Furthermore, IMO restricts the hydro-dioxide emissions to the environment based on the EEDI (Energy Efficiency Design Index), EEOI (Energy Efficiency Operational Indicator), and SEEMP (Ship Energy Efficiency Management Plan). In particular, ship speed is one of the most important factors for calculating the EEDI, which is based on methods suggested by ITTC (International Towing Tank Conference) or ISO (International Standardization Organization). Many shipbuilding companies in Korea have carried out speed trials around the Korea Straits. However, the conditions for these speed trials have not been exactly the same as those for model tests. Therefore, a ship’s speed is corrected by measured environmental data such as the seawater temperature, density, wind, waves, swell, drift, and rudder angle to match the conditions of the model tests. In this study, fundamental research was performed to evaluate the ship resistance performance due to changes in the water temperature and salinity, comparing the ISO method and numerical simulation. A numerical simulation of a KCS (KRISO Container ship) with a free-surface was performed using the commercial software Star-CCM+ under three conditions that were assumed based on the water temperature and salinity data in the Korea Straits. In the simulation results, the resistance increased under low water temperature & high salinity conditions, and it decreased under high water temperature & low salinity conditions. In addition, the ISO method showed the same result as the simulation.

선수파 중 AFRAMAX급 유조선의 부가저항에 대한 실험과 수치계산

When a ship sails in a seaway, the resistance on a ship increases due to incident waves and winds. The magnitude of added resistance amounts to about 15-30% of a calm-water resistance. An accurate prediction of added resistance in waves, therefore, is essential to evaluate the performance of a ship in a real sea state and to design an optimum hull form from the viewpoint of the International Maritime Organization (IMO) regulations such as Energy Efficiency Design Index (EEDI) and Energy Efficiency Operational Indicator (EEOI). The present study considers added resistance problem of AFRAMAX-class tankers with the conventional bow and Ax-bow shapes. Added resistance due to waves is successfully calculated using 1) a three-dimensional time-domain seakeeping computations based on a Rankine panel method (three-dimensional panel) and 2) a commercial CFD program (STAR-CCM+). In the hydrodynamic computations of a three-dimensional panel method, geometric nonlinearity is accounted for in Froude-Krylov and restoring forces using simple wave corrections over exact wet hull surface of the tankers. Furthermore, a CFD program is applied by performing fully nonlinear computation without using an analytical formula for added resistance or empirical values for the viscous effect. Numerical computations are validated through four degree-of-freedom model-scale seakeeping experiments in regular head waves at the deep towing tank of Hyundai Heavy Industries.

An analysis of the energy efficiency of LNG ships powering options using the EEDI

This paper presents analyses future powering options for LNG carriers when considering the Energy Efficiency Design Index (EEDI). The IMO has recently approved amendments to MARPOL Annex 6 to extend the application of the EEDI to include LNG Carriers (LNGCs). This paper investigates the impacts of this upcoming EEDI regulation, due to be enforced from September 2015, will have on the design of future LNGCs. The study found that the current EEDI reference baseline is insufficient to stimulate improvements in the design of future LNGCs because the current Dual Fuel Diesel Electric (DFDE) propulsion proposed to be installed on majority of future LNGCs orders already achieves EEDI values that are compliant with the EEDI baseline. Analysis of EEDI values for LNGCs employing the new two-stroke gas injection diesel propulsion system also displayed similar results. However when considering unburnt methane emissions of the DFDE it was seen that the GHG emission index value could potentially rise by up to 115% meaning the EEDI is limited in its value to reduce global warming. This paper also proposes and analyses amendments to the EEDI baseline values for LNGCs as well as suggesting methods to include methane slip emissions into the current EEDI calculations.

Appraisal and regulation of the ship energy performance

The ship may be viewed as a living environment associated with two industrial environments, one corresponding to the transport industry and other one to the processing, services, or other specific type of industry developed aboard. Each environment has its own energy system and changes energy with the other two. Nowadays, the appraisal and regulation of the ship energy performance is based on the Energy Efficiency Design Index (EEDI). Its definition covers the three mentioned systems, without distinction between them. This paper addresses the assessment and regulation of the ship energy performance, bearing in mind that, by far, the main purpose is to increase the level of performance by selecting, from the available measures of performance improvement, those that are the most effective. The paper highlights the EEDI shortcomings, explaining that they appear mainly due the fact that this index covers a couple of energy systems that are far too different (though these energy systems are intimately interpenetrated).

Criteria for minimum powering and maneuverability in adverse weather conditions

The 2012 guidelines on the method of calculation of the attained Energy Efficiency Design Index (EEDI) for new ships, MEPC.212(63), represent a major step forward in implementing energy efficiency regulations for ships, MEPC.203(62), through the introduction of specifications for calculating the Energy Efficiency Design Index for various types of ships. There are, however, concerns regarding the sufficiency of propulsion power and steering devices to maintain manoeuvrability of ships in adverse conditions, hence safety of ships, if the Energy Efficiency Design Index requirements are achieved by simply reducing the installed engine power. In the frame of a review of current Energy Efficiency Design Index provisions, the paper discusses possible criteria required to ensure ship's manoeuvrability and safety under adverse conditions and proposes a way ahead regarding the implementation of these criteria by numerical methods and model tests.

Evaluation of ship performance in international maritime transportation using an onboard measurement system - in case of a bulk carrier in international voyages

The present global society has made the development of a safe and efficient maritime transportation system more imperative than ever before. Of particular impetus is the steep rise in the price of crude oil, which has required shipping companies to minimize the fuel consumption of their ships. Moreover, the emission of carbon dioxide has been restricted by the EEDI (Energy Efficiency Design Index) issued by the IMO (International Maritime Organization). Weather routing services have become more important to shipping companies. However, there are accuracy deficiencies in the numerical models employed by such services for purposes such as weather forecast and the ship speed loss phenomenon. Moreover, the development of weather routing models has been hampered by insufficient accumulation of continuous data on ship motions, and the navigation, engine, and weather parameters. The data used for this study was collected over one year from a 20,000 DWT class bulk carrier on worldwide voyages. Some new relationships regarding ship motions, speed loss, and wave conditions were developed, which were verified by experimental data and numerical simulations of the frequency response of the ship motion and of the weather and ocean.