Influence of EEDI (Energy Efficiency Design Index) on Ship–Engine–Propeller Matching

Ren, Huilin; Ding, Yu; Sui, Congbiao

doi:10.3390/jmse7120425

Cited by 43 publications

(20 citation statements)

References 17 publications

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“…The EEDI was made mandatory for new ships by IMO in 2011 [60]. The EEDI provides a specific figure for an individual ship design, expressed in grams of CO2 per ship's capacity-mile (the smaller the EEDI, the more energy efficient ship design) and is calculated by a formula based on the technical design parameters for a given ship [61]. The conceptual expression of EEDI can be expressed by Equation ( 9); however, the detailed expression can be found in reference [54].…”

Section: Discussionmentioning

confidence: 99%

Comparison of the Economic Performances of Three Sulphur Oxides Emissions Abatement Solutions for a Very Large Crude Carrier (VLCC)

Fan

Huan

Enshaei

et al. 2021

JMSE

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Ship-source air pollutants, especially sulphur oxides (SOx), have a major impact on human health, the marine environment and the natural resources. Therefore, control of SOx emissions has become a main concern in the maritime industry. The International Maritime Organization (IMO) has set a global limit on sulphur content of 0.50% m/m (mass by mass) in marine fuels which has entered into effect on 1 January 2020.To comply with the sulphur limits, ship owners are facing the need to select suitable abatement solutions. The choice of a suitable solution is a compromise among many issues, but the economic performance offers the basis for which ones are attractive to ship owners. Currently, there are three technologically feasible SOx abatement solutions that could be used by ships, namely, liquified natural gas (LNG) as a fuel (Solution A), scrubbers (Solution B) and low-sulphur fuel oil (LSFO) (Solution C). To compare the economic performances of the mentioned three solutions for a newbuilding very large crude carrier (VLCC), this paper proposes a voyage expenses-based method (VEM). It was found that, within the initial target payback period of 6 years, Solution A and C are more expensive than Solution B, while Solution C is more competitive than Solution A. Five scenarios of target payback years were assumed to compare the trends of the three proposed solutions. The results show that Solution B maintains its comparative advantage. As the assumed target payback years becomes longer, the economy of Solution A gradually improves and the economics of Solution B and C gradually decline. A comparison between Solution A and C shows 6.5 years is a turning point. The advantage of Solution A is prominent after this payback period. In addition, the performance of a certain solution in terms of adaptability to the IMO greenhouse gas (GHG) emissions regulations is also a factor that ship owner need to consider when making decisions. In conclusion, when the IMO air pollutant regulations and GHG regulations are considered simultaneously, the advantages of using LNG are obvious.

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Section: Discussionmentioning

confidence: 99%

Comparison of the Economic Performances of Three Sulphur Oxides Emissions Abatement Solutions for a Very Large Crude Carrier (VLCC)

Fan

Huan

Enshaei

et al. 2021

JMSE

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“…The focus of this research was centered on the financial aspects of WHRS installation, however, the interest of WHRS centers on CO 2 emissions reduction and how it affects the Energy Efficiency Design Index (EEDI) of ships as enforced by the IMO. The IMO regulation demands at least a 10% efficiency from new ships starting from 2015, with 20% of them becoming more efficient by 2020 and 30% more efficient from [9,37]. They estimated that the compliant implementation of the EEDI regulations would probably fast-tracked the CO 2 reduction up to 263 million tons by 2030.…”

Section: Discussionmentioning

confidence: 99%

Investment Analysis of Waste Heat Recovery System Installations on Ships’ Engines

Olaniyi

Prause

2020

JMSE

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This study considers incentive provisions for investment decisions related to waste heat recovery system (WHRS) installations on ships to reduce CO2 emissions and improve ships’ engine efficiency. The economic assessment of WHRS installations in the shipping sector is not widely covered in the literature. A reason for this might be that the conventional financial evaluation of sensitive choices is commonly done through capital budgeting methods, which are not flexible enough to integrate future changes in fuel prices and long-term aspects of other costs. Thus, this work evaluates the WHRS investment using the classical budgeting instruments as well as the real-options approach (a more sophisticated approach) to accommodate the presumed expected future changes in the volatile maritime markets. Following the methodology of triangulation, three case studies of ships with varying operational conditions empirically validate the result to depict the practical use of the real-options evaluation method in investment assessment. The capital budgeting analysis reveals that the investment in maritime WHRS technology is only economically favorable under certain frame conditions projected in the work that shows a more realistic assessment of the project.

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“…To decrease carbon dioxide emissions and improve energy effi ciency in shipping activities, utilization of renewable energy solutions and technologies is considered a necessary direction. According to [6] EEDI is calculated: (1) where:…”

Section: Introduction / Uvodmentioning

confidence: 99%

Wind Assisted Ship PropulsionTechnologies – Can they Help in Emissions Reduction?

et al. 2021

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According to International Maritime Organization, emissions coming from global shipping are expected to increase 50% to 250% by the year 2050. This concern led to the introduction of various regulations that aims to encourage ship owners and builders to explore innovative renewable technologies. The main focus of this article is on wind-assisted ship propulsion technologies, as a complement to ship propulsion, such as rigid sail, soft sail, wing sail, kite, and Flettner rotor. These technologies are not widely accepted because ship owners have doubts due to the lack of real-life results and their implementation and efficiency greatly depends on ship design and purpose. This article shows the progress in the field of wind-assisted ship propulsion in the last 15 years which proved the concept as they have the potential to reduce fuel consumption, thus emissions, by double digits. The conclusion is drawn, from fuel savings percentages, that rotor and soft sails technologies have great potential in the future of the shipping industry.

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Influence of EEDI (Energy Efficiency Design Index) on Ship–Engine–Propeller Matching

Cited by 43 publications

References 17 publications

Comparison of the Economic Performances of Three Sulphur Oxides Emissions Abatement Solutions for a Very Large Crude Carrier (VLCC)

Comparison of the Economic Performances of Three Sulphur Oxides Emissions Abatement Solutions for a Very Large Crude Carrier (VLCC)

Investment Analysis of Waste Heat Recovery System Installations on Ships’ Engines

Wind Assisted Ship PropulsionTechnologies – Can they Help in Emissions Reduction?

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