Operational efficiency optimization method for ship fleet to comply with the carbon intensity indicator (CII) regulation

Yuan, Qiumeng; Wang, Shengzheng; Peng, Jing

doi:10.1016/j.oceaneng.2023.115487

Cited by 11 publications

(4 citation statements)

References 34 publications

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“…Equation ( 5) represents the maximization of the total reduction of carbon emissions from vessels; Equation (6) represents the minimization of the total waiting time for all vessels; Equation (7) represents the reduction of carbon emissions from ships; Equation (8) represents the speed limit for virtual arrival to ensure safe navigation of ships in port; Equation (9) ensures that the vessel dispatch time is greater than the expected arrival time; Equation (10) represents the safe time interval between the two vessels entering the port; Equation (11) indicates the time when the ship enters the waterway (reporting line); Equation (12) indicates the time when the ship leaves the waterway; Equation (13) represents the actual water depth of the channel considering the T time of the tide, used to calculate whether the water depth of the channel meets the requirements for safe navigation of ships during navigation, avoiding grounding. Equation ( 14) denotes that the depth of the channel meets the requirements for vessel navigation, considering the safety margin when the vessel enters the channel; Equations ( 15) and ( 16) ensure that the depth of the channel meets the navigation requirements when the vessel leaves the channel; Equation (17) ensures that the depth of the vessel's navigation channel meets the requirements during navigation; due to the periodic changes in tides, it is not only necessary to ensure that the water depth meets the requirements when entering and leaving the channel, but also to ensure that the water depth that changes during the navigation of the ship must always meet the navigation requirements; and Equations ( 18) and ( 19) indicate the sequence in which vessels i and i′ entered the port.…”

Section: Notation Descriptionmentioning

confidence: 99%

“…To achieve the emission reduction goals set by the IMO and mitigate environmental impacts, it is imperative to reduce vessel emissions. Current research [6][7][8][9][10] suggests that significant potential exists for emission reductions by improving navigational efficiency (traveling at the minimum speed necessary). Reducing carbon emissions from vessels and minimizing the waiting time at busy ports not only contributes to environmental amelioration but also yields manifold economic benefits.…”

Section: Introductionmentioning

confidence: 99%

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A Novel Virtual Arrival Optimization Method for Traffic Organization Scenarios

Shao,

Du,

et al. 2024

Sustainability

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The International Maritime Organization (IMO) has been progressively implementing stricter regulations on ship carbon emissions, leading to many vessels adopting the virtual arrival (VA) method to reduce their carbon footprint. However, the effectiveness of the traditional VA method often varies in busy ports with complex traffic organization scenarios. To address this, our study presents a novel, comprehensive model that integrates vessel scheduling with the VA approach. This model is designed to achieve a dual objective: reducing carbon emissions through virtual arrival while simultaneously minimizing vessel waiting times. In addition to these goals, it incorporates essential aspects of safety, efficiency, and fairness in port management, utilizing the NSGA-2 algorithm to find optimal solutions. This model has been tested and validated through a case study at Ningbo-Zhoushan port, employing its dataset. The results demonstrate that our innovative model and algorithm significantly outperform traditional scheduling methods, such as First-Come-First-Serve (FCFS) and Virtual-Arrival Last-Serve (VALS), particularly in terms of operational efficiency and reduction in vessel carbon emissions.

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Section: Notation Descriptionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

A Novel Virtual Arrival Optimization Method for Traffic Organization Scenarios

Shao,

Du,

et al. 2024

Sustainability

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“…These measures seek to assess and regulate the energy efficiency of both new naval projects and existing ships, with the intention of significantly lowering CO 2 emissions from maritime vessels. The Carbon Intensity Indicator (CII) [13] is another regulation introduced by the International Maritime Organization (IMO) to monitor and decrease GHG emissions in the shipping sector. The CII provides an indication of the carbon intensity of ships, calculated as the amount of CO 2 emitted per ton of shipping and nautical miles traveled.…”

Section: Introduction 1overviewmentioning

confidence: 99%

A Review on Navigating Sustainable Naval Design: LCA and Innovations in Energy and Fuel Choices

Cucinotta,

Barberi,

Salmeri

2024

JMSE

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The naval sector holds paramount importance for the global economy, yet it entails significant environmental impacts throughout the entire life cycle of ships. This review explores the application of life-cycle assessment (LCA) in the naval sector, a methodology for evaluating the environmental impacts associated with all the life stages of a product or service. LCA analysis in the naval context is essential for identifying and mitigating environmental impacts, thus promoting more sustainable development of the sector. This work provides a comprehensive overview of current LCA applications in the naval sector, highlighting major environmental impacts, in particular focusing on greenhouse-gas emissions and climate change. Additionally, this study integrates an analysis of greenhouse-gas emissions using a normalization approach, which has enabled the comparison of various types of fuels and ships, thereby enhancing our understanding of their environmental impacts. Moreover, the limits and challenges to applying LCA in the naval sector are discussed, offering insights for future research and developments in the field. This review aims to raise awareness among policymakers, designers, and operators in the naval sector about the importance of adopting LCA for more sustainable and responsible management of naval activities, thereby contributing to the protection of the marine and global environment.

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“…Another measure introduced by the IMO is the CII, which measures emissions in grams of CO 2 emitted per cargo-carrying capacity and nautical mile. Based on the CII assessment, ships are classified as A, B, C, D or E. If a ship has a D rating for three consecutive years or an E rating for one year, it must provide a reduction strategy in the Ship Energy Efficiency Management Plan (SEEMP Part III) [8]. This plan should include steps to achieve the required C-rating or better.…”

Section: Introductionmentioning

confidence: 99%

The Application of Cryogenic Carbon Capture Technology on the Dual-Fuel Ship through the Utilisation of LNG Cold Potential

Lebedevas,

Malūkas

2024

JMSE

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The International Maritime Organization (IMO) has set targets to reduce carbon emissions from shipping by 40% by 2030 (IMO2030) and 70% by 2040 (IMO2050). Within the framework of decarbonising the shipping industry, liquefied natural gas (LNG) fuel and carbon capture technologies are envisioned as a transitional option toward a pathway for clean energy fuels. The aim of the complex experimental and computational studies performed was to evaluate the CO2 capture potential through the utilisation of LNG cold potential on the FSR-type vessel within a dual-fuel propulsion system. Based on the experimental studies focused on actual FSRU-type vessel performance, the energy efficiency indicators of the heat exchanging machinery were determined to fluctuate at a 0.78–0.99 ratio. The data obtained were used to perform an algorithm-based systematic comparison of energy balances between LNG regasification and fuel combustion cycles on an FSRU-type vessel. In the due course of research, it was determined that LNG fuel combustion requires 18,254 kJ/kg energy to separate and capture CO2 in the liquid phase to form exhaust gas; meanwhile, low sulfur marine diesel oil (LSMDO) requires 13,889 kJ/kg of energy. According to the performed calculations, the regasification of 1 kg LNG requires 1018 kJ/kg energy, achieving a cryogenic carbon capture ratio of 5–6% using LNG as a fuel and 7–8% using LSMDO as a fuel. The field of carbon capture in the maritime industry is currently in its pioneering stage, and the results achieved through research establish an informative foundation that is crucial for the constructive development and practical implementation of cryogenic carbon capture technology on dual-fuel ships.

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Operational efficiency optimization method for ship fleet to comply with the carbon intensity indicator (CII) regulation

Cited by 11 publications

References 34 publications

A Novel Virtual Arrival Optimization Method for Traffic Organization Scenarios

A Novel Virtual Arrival Optimization Method for Traffic Organization Scenarios

A Review on Navigating Sustainable Naval Design: LCA and Innovations in Energy and Fuel Choices

The Application of Cryogenic Carbon Capture Technology on the Dual-Fuel Ship through the Utilisation of LNG Cold Potential

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