Energy Efficiency Design Index Research Articles

「ディレーティング」・「EEDI」・「ACB」

「ディレーティング」・「EEDI」・「ACB」

誘導発電機式パワータービン発電システムの実用化

Amendments have been made to the MARPOL Annex VI Regulations for the prevention of air pollution from ships, and energy efficiency regulations for ships have made mandatory the Energy Efficiency Design Index (EEDI) for new ships, and the Ship Energy Efficiency Management Plan (SEEMP) for all ships. Further energy-saving improvements will be required for ships. An induction type power turbine generator system which focused on high energy-saving performance and easy operation has been developed and applied in a 97,000DWT bulk carrier by Japan Marine United Corporation. This report describes the system and presents the confirmation results on the system’s performance and function in sea trials and during its maiden voyage.

How would EEDI influence Chinese shipbuilding industry?

This paper is a preliminary attempt to illustrate how the shipbuilding industry in China would be influenced by the implementation of International Maritime Organization's Energy Efficiency Design Index (EEDI), a measure on the amount of CO2 emitted by a ship for one unit of cargo carried. It is supposed to promote more energy-efficient ship designs and gradually reduce the emissions from the world fleet, as CO2 emissions from shipping account for a larger proportion of all global emissions of the greenhouse gas (GHG). However, the implementation of EEDI is not easy given the number of stakeholders involved, the split incentives and the lack of technical knowhow in some of the major shipbuilding countries such as China. This paper identifies the characteristics of energy consumption in shipping and the stakeholders involved in the EEDI application process, analyses the relationships among stakeholders in the shipbuilding industry in China, and points out the drivers and barriers in the implementation. It also discusses the impacts of EEDI on Chinese shipbuilding industry, and explores future scenarios including the possible income and China's position in the global shipbuilding industry using the two cases of typical Chinese shipbuilding firms. Some policy recommendations are provided to the shipbuilders and the governments, to promote the objective of the GHG reduction as well as the development of Chinese shipbuilding industry. Finally, it concludes that EEDI has profound impacts on not only China but also all shipbuilding countries around the world, and it may even trigger another migration of shipbuilding industry in the future.

해양레저용 활주형선의 공기저항 및 온실 가스 배출에 대한 연구

As incomes increase, interest in ocean leisure picks up. As a result, a lot of research and developments on hull form design and production of planing boats, mostly used for ocean leisure, are needed. Analysis in researches on resistance of planing boats shows that resistance characteristic of planing boats is different from resistance characteristic of general boats because the former is fast, and its wetted surface is very small. Using Savitsky formula widely used in the calculation of effective horse power in shipbuildingyards, and propulsion system and engine manufacturers, this study calculated total resistance of a research planing boat. Then it analyzed the flow characteristics of the planing boat through theoretical analysis and wind tunnel experiment, and computed air resistance and lift force by changes of speed and trim angle. It also compared and analyzed result of theoretical analysis and experiment of the ratio of air resistance to total resistance under variations of velocity and trim angle. When the study is used to estimate more accurate effective horse power, it is expected to remedy abuses of unnecessarily installing high-powered engine. As nature disasters due to abnormal changes of weather increase, interest in greenhouse gas grows. International Maritime Organization (IMO) legislated Energy Efficiency Design Index (EEDI) and Energy Efficiency Operational Indicator (EEOI) to reduce ship greenhouse gas emissions. But this index will be applied to over 400 tons ships, small ships, emitting more greenhouse gases than larege ships per unit power, will dodge the regulations. Thus, this study indicated a problem by calculating greenhouse gas emissions of an ocean leisure planning boat (a small ship), and suggested the need for EEDI of small ships.

Research on the Influence of Wind Energy on New Energy Utilization Coefficient of EEDI

Currently, the emissions discharged by ships are becoming more and more serious, which brings a great harm to the atmospheric and marine environment. In order to solve the emissions, especially of CO2 emission, the new ship energy efficiency design index (EEDI) has been introduced to reduce it. According to EEDI calculation formula, the use of new energy technology can reduce marine EEDI. Nowadays, wind energy as a clean and renewable energy, is an ideal alternative energy to be applied on ships. But until now, there is still no definite calculation formula and value regulation to parameters involved in the application of new energy on ships, including new energy utilization coefficient.

A practical method for predicting the propulsive performance of energy efficient ship with wave devouring hydrofoils at actual seas

The Energy Efficiency Design Index (EEDI) is made mandatory by the International Maritime Organization to reduce emissions of greenhouse gases from international shipping. In this study, wave energy recovery using a pair of hydrofoils fixed at the ship bow to realize energy efficient propulsion is proposed. This so-called wave devouring hydrofoil (WDH) functions both as an anti-motion fin and a wave energy device, which can help reduce the ship wave added resistance, heave and pitch responses. To evaluate its performance, the coupled interaction between the hydrofoils and the ship under head sea condition is first modeled in the frequency domain together with the evaluation of wave added resistance in the presence of the WDHs. Model test is then conducted using a sample containership. Both the beneficial effect of the WDHs and the validity of the numerical model are proved. The peak response is reduced by 80%, 30% and 25% for added resistance, heave and pitch, respectively. This model is then further modified to include other wave directions. Based on frequency domain results, short-term and long term predictions of speed loss, engine power increase and propeller racing are performed for a 3100TEU containership along her transportation route. The merit of this prediction model is that the hull -propeller -engine interactions is considered from a system balance point of view. It is demonstrated that the WDHs can contribute to the energy-efficient ship propulsion at actual seas, achieving a slight reduction of EEDI and ensuring less speed loss and propeller racing.

The use of indices in the maritime transport sector

Many disparate indices are collated across the transport sector, usually for the purpose of highlighting changes in particular system characteristics. In the development of new indices, questions arise as to what are the most widely used indices by practitioners and what can be learnt from their development and compilation? This paper explores the use of such indices in the context of the maritime transport sector with the aim of identifying and understanding the industry's most popular indices. Quantitative content analysis of 10 publications concluded that four indices dominate (the Dry Baltic Index, the Energy Efficiency Design Index, the Baltic Capesize Index, and the New ConTex Index). A further 14 indices were frequently observed, while in total 109 indices were observed. The 109 indices identified were grouped according to their common characteristics into four categories: maritime indices, economic performance indices, environmental indices, and miscellaneous indices, which illustrate the diverse nature of the maritime industry. As well as exploring the extant indices relevant to the sector, the benefit of this analysis is that the findings can form a basis for the development of other, new indices.

선박용 연료절감장치 Pre-Swirl Duct의 설계 및 평가방법 연구

Recently, with oil price jumping and environmental issues, Green ship is paid deep attention to by ship owner, operator, builder, class and government. Fuel efficiency and reduction of <TEX>$CO_2$</TEX> emissions are expected to have a strong influence on the design and operation of merchant ships. Many ship owners and operators are seeking the more economic method by the best operating route and the application of reliable and effective energy saving devices. With the Energy Efficiency Design Index (EEDI) in 2013 attention will more than ever be focused at achieving maximum fuel economy in the hydrodynamic design of hull forms, their appendages and propellers. IMO requirements for <TEX>$CO_2$</TEX> emission for ships will now be implemented for vessels ordered from 1st January 2013. So far, a lot of new idea and patents have been proposed, tested, claimed and applied for various kinds of ship type. This paper shows numerical and experimental work related to a study on a energy saving devices particularly for fuller ship such as merchant vessel of Tanker and Bulker. From the bare hull wake measurements, typical upper/lower asymmetry of hull wake at the propeller disk was found. The pre-swirl duct have been designed and reviewed to recover the loss of propeller running in that condition. The general function of the pre-swirl duct was set to work against this asymmetry of wake and generate pre-swirled flow into the propeller against the propeller rotating direction.

Recent Developments and Continuing Challenges in the Regulation of Greenhouse Gas Emissions from International Shipping

This paper explains and evaluates the development of Part IV to Annex VI of the MARPOL Convention which was adopted in July 2011. The addition to Annex VI contains new rules regulating the energy efficiency of ships. In particular, Part IV introduces the so-called Energy Efficiency Design Index (EEDI) which will require all new ships to meet specific energy efficiency targets. One of the striking features of the negotiation process of the EEDI was the failure to achieve a consensus amongst IMO Member States. In particular, there was disagreement on the application of the principle of common but differentiated responsibilities to the shipping sector. In its final form, the EEDI is designed to apply to all ships, regardless of which flag they fly. However, several large developing countries voted against the new rules which raises doubts as to whether the EEDI will apply universally, particularly as these states will be able to avoid their application through the exercise of their right to object to amendments under the MARPOL Convention. In response to this problem, this paper considers the options that are available to proponents of the new scheme to promote its application to all ships, including states which are not formally bound to comply with the EEDI. The paper argues that whilst there are some strategies that can be used by those states which support the EEDI to promote their application, particularly through port state measures, these strategies only offer a sticking plaster. Universal application can only be achieved through a political solution.

B. Vessel Source Pollution

The new Chapter 4 of MARPOL Annex VI entered into force on 1 January, which includes requirements mandating the Energy Efficiency Design Index (EEDI) for new ships and the Ship Energy Efficiency Management Plan for all ships (see last year’s report). The Marine Environment Protection Committee (MEPC) held its sixty-fifth session (MEPC-65) on 13–17 May. MEPC-65 approved amendments to MARPOL Annex VI with a view to adoption next year, to extend the application of EEDI to (roll on / roll off (ro-ro)) cargo ships (vehicle carrier), liquid natural gas carriers, cruise passenger ships having non-conventional propulsion, ro-ro cargo ships and ro-ro passenger ships; and to exempt ships not propelled by mechanical means, and platforms including FPSOs and FSUs and drilling rigs, regardless of their propulsion; as well as cargo ships having ice-breaking capability.

A Study on the Propulsion Performance in the Actual Sea by means of Full-scale Experiments

The International Maritime Organization (IMO) has adopted Energy Efficiency Design Index (EEDI), Ship Energy Efficiency Management Plan (SEEMP) and Energy Efficiency Operational Indicator (EEOI) in order to reduce greenhouse gas (GHG) emissions from international shipping. And, the shipping industry is required to develop and improve the energy saving ship operation technologies to meet the above IMO guideline. The weather routing is one of the energy saving navigation technologies and widely adopted by oceangoing merchant ships. The effectiveness of the weather routing mainly depends on the accuracy of weather forecast data and the ship’s propulsion performance prediction. The propulsion performance in the actual sea is usually predicted using the Self Propulsion Factors obtained by model tests. It is necessary to understand the propulsion performance characteristics in the actual sea conditions for the improvement of propulsion performance prediction. From the above points of view, the authors performed full-scale experiments using a training ship in order to investigate the propulsion performance characteristics in the actual sea. This paper describes the analysis results on the characteristics of Power Curves and Self Propulsion Factors under various weather and sea conditions.

船底塗料の塗膜表面粗度による抵抗増加について -船底外板塗料による船体抵抗低減

IMO adopted a revision of MARPOL Annex VI to establish the Energy Efficiency Design Index (EEDI) for new build ships in July 2011. The target EEDI will be tightened incrementally until 2025. The ship hull roughness is one of the most important factors that affect ship resistance and efficiency. In this study, friction measurements of cylinders painted with antifouling paint were conducted using double rotating cylinder equipment. Some antifouling paints showed lower Rz and higher RSm values, thus resulting in lower Friction Increasing Ratios (FIR) of currently available antifouling paints. Actual ship hull surface roughness is measured using a roughness analyzer that can measure only Rz at a standard length of 50mm. However, the Rz value alone does not provide enough information to predict friction. Therefore, the replicate method was developed in order to analyze the hull roughness parameters. Roughness analysis using both roughness amplitude and wave length parameters is shown to be very useful for predicting more accurately the ships’ friction resistance.

Can rail/sail compete with air travel to Cyprus? A comparison of emissions

Rail and sea voyage journeys to Cyprus from a variety of origins are constructed to derive the travel emissions and travel time per person to compare popular aviation routes. The hypothetical ‘slow travel’ routes are approximately eight to ten times longer than flying. Emissions are lower from certain origins by about 100kg CO2 per person per round trip under reasonably high occupancy conditions when compared to current direct air services. Emissions from the sea voyages are derived from a sample of 162 marine vessels using the energy efficiency design index for European ships running at 20knots.

Techno-economical analysis of single pressure exhaust gas waste heat recovery systems in marine propulsion plants

In this article, the waste heat recovery (WHR) installations used for the production of saturated steam and electric power for the cases of a two-stroke and a four-stroke engine propulsion plant of a typical merchant ship are investigated. The examined WHR system is considered to be of the single steam pressure type with an external heat exchanger for the heating of feed water entering into the boiler drum. The option of using the engine air cooler for heating the feed water was also examined. The WHR installation was modeled under steady-state conditions, and the derived WHR installation parameters for various engine loads are presented and analyzed. Furthermore, using the simulation results, the improvement of Energy Efficiency Design Index (EEDI) of the examined ship is calculated, and the impact of the WHR on the ship EEDI is discussed. In addition, following the technical evaluation of the alternative options for the ship propulsion plant, an economic study was performed for a typical ship voyage. The derived results were presented and discussed leading to conclusions for the most techno-economical propulsion system configuration.

Recent Developments and Continuing Challenges in the Regulation of Greenhouse Gas Emissions from International Shipping

This paper explains and evaluates the development of Part IV to Annex VI of the MARPOL Convention which was adopted in July 2011. The addition to Annex VI contains new rules regulating the energy efficiency of ships. In particular, Part IV introduces the so-called Energy Efficiency Design Index (EEDI) which will require all new ships to meet specific energy efficiency targets. One of the striking features of the negotiation process of the EEDI was the failure to achieve a consensus amongst IMO Member States. In particular, there was disagreement on the application of the principle of common but differentiated responsibilities to the shipping sector. In its final form, the EEDI is designed to apply to all ships, regardless of which flag they fly. However, several large developing countries voted against the new rules which raises doubts as to whether the EEDI will apply universally, particularly as these states will be able to avoid their application through the exercise of their right to object to amendments under the MARPOL Convention. In response to this problem, this paper considers the options that are available to proponents of the new scheme to promote its application to all ships, including states which are not formally bound to comply with the EEDI. The paper argues that whilst there are some strategies that can be used by those states which support the EEDI to promote their application, particularly through port state measures, these strategies only offer a sticking plaster. Universal application can only be achieved through a political solution.

The impact of the energy efficiency design index on very large crude carrier design and CO2 emissions

This paper studies the impact of the energy efficiency design index (EEDI) on very large crude carriers’ (VLCCs) CO2 emissions. In competitive sectors such as the VLCC market, this analysis must be performed over a market cycle adjusting a ship's steaming speed to the market rate and bunker cost. Our numbers indicated that, over a market cycle, imposition of EEDI will result in a slight increase in VLCC CO2 emissions, relative to no regulation at all. The problem is two-fold: (1) For VLCCs, EEDI effectively limits installed power. But at current and expected Bunker Fuel Oil prices, a non-EEDI VLCC owner uses all his installed power only in a full boom. For the great bulk of her life, a non-EEDI VLCC uses little or no more power than an EEDI-compliant ship. (2) In limiting installed power, EEDI induces owners to use smaller bore, higher revolutions-per-minute engines. These engines have a higher specific fuel consumption and, more importantly, require a smaller and less efficient propeller. This means the EEDI-compliant VLCC consumes more fuel when the market is not in boom, which is 90% of the time. In contrast, we find that a $50 per ton CO2 bunker tax will reduce VLCC CO2 emissions by more than 6% over a market cycle. Moreover, it will do so without forcing the world to devote 30% more resources to a greatly expanded, under-powered, overdriven VLCC fleet.

Real Time Monitoring of Energy Efficiency Operation Indicator on Merchant Ships

International Maritime Organization (IMO) proposed the Energy Efficiency Operation Indicator (EEOI) in 2005 and the Energy Efficiency Design Index (EEDI) in 2008 so as to address emission concern and regulation. Likewise, Ship Energy Efficiency Management Plan (SEEMP) and Greenhouse Gas (GHG) monitoring and management are also becoming an issue lately. This paper introduces the energy efficiency design index (operation indicator) monitoring system (EDiMS) software can continuously monitor CO₂, NOx, SOx, and PM values emitted from ship. The accurate inventory of ships GHG can be obtained from base of emission result during the engine shop test trial and the actual monitoring of shaft power and ship speed. In addition, the ability to store all exhaust emission and engine operation data can be applied as the useful tool of the inventory work of air pollution and ship energy management plan for the mitigation or reduction of ship emissions.

IMO의 선박기인 CO2배출 규제 동향 및 고찰

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.

선박의 에너지효율운전지표와 에너지효율설계지수의 모니터링 시스템 개발과 그 응용

해운산업은 지구온난화와 관련하여 그린하우스가스(GHG)을 줄이기 위한 헌신적인 노력을 하여 왔다. 2009년도 국제해사기구(IMO)의 GHG 연구팀에 의하면 해운분야에서 배출되는 GHG 중 가장 영향력이 큰 이산화탄소는 전체 배출량의 3.3%이며, 연간 10억톤을 초과하고 있다. 따라서 이를 줄이기 위한 수단으로 IMO에서는 2005년 에너지효율 운전지표(EEOI)와 2008년 에너지 효율 설계 지수(EEDI)를 차례로 제안하여 현재 규정 작업 중에 있다. 최근에는 선박의 선박에너지효율관리계획(SEEMP)을 제안하고 있고, 선박에서 배출되는 GHG의 모니터링 및 관리가 핫이슈로 떠오르고 있다. 본 연구에서는 선박에서 EEDI와 EEOI를 검증하고 에너지 사용을 체계적으로 관리하기 위한 에너지 효율 설계지수 / 에너지 효율 운전지표 모니터링 시스템(EDiMS)을 개발하여 선박에 활용하고자 한다. 이 모니터링 시스템의 개발은 종전 목포해양대학교 동역학연구실에서 기 개발한 상태모니터링 시스템의 일종인 EVAMOS(Engine Vibration and Analysis MOnitoring System)을 기초로 하여 개발시간을 최대로 단축하였다. 주기관의 공장 시운전시 측정한 연료소모량, 질소산화물(NOx), 황산화물(SOx), 입자상물질(PM)의 자료를 이용하여 선박의 운항 시 동력과 선속을 동시에 모니터링하여 이들 성분의 자료를 측정저장함으로써 선박마다 GHG에 대한 정확한 인벤토리를 구할 수 있도록 하였다. 그리고 이 자료는 IMO의 가이드라인을 만족하는지 확인할 수 있을 뿐 아니라 장기적으로는 GHG를 줄이기 위한 노력의 일환으로 선박관리와 SEEMP 등에 유용한 도구로 사용할 수 있도록 하였다.

Determining a required energy efficiency design index level for new ships based on a cost-effectiveness criterion

The maritime industry is expected to contribute to Greenhouse Gas (GHG) emission reductions, and the International Maritime Organisation (IMO) is working on possible ways of regulating shipping's GHG emissions. One possible instrument is the Energy Efficiency Design Index (EEDI). However, there is no agreement on a mandatory application or how to set the required targets. This article presents an approach where a required index level (I R) can be determined through a cost-effectiveness assessment of the available reduction measures. A decision criterion of 50 USD per tonne CO2-eq. averted is used, based on a 2°C stabilisation level target. For illustration purposes, eleven emission reduction measures are analysed for implementation on a representative ship, and the I R is reached after applying the measures fulfilling the decision criterion. Using the same principles, other regulatory requirements such as a cap on emissions from shipping, e.g. for use in a shipping emissions trading scheme, can be developed. Using a cost-effectiveness approach in setting a I R or determining a cap will avoid prescriptive regulations detailing specific measures to be implemented, and the costs imposed by new requirements may be justified on the basis of the achievable emission reductions and cross-sector potential for achieving a global reduction target.