A scenario-based assessment of the energy efficiency existing ship index (EEXI) and carbon intensity indicator (CII) regulations

Bayraktar, Murat; Yüksel, Onur

doi:10.1016/j.oceaneng.2023.114295

Cited by 41 publications

(17 citation statements)

References 11 publications

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“…The maritime transport industry should find the most effective way to decrease CO 2 emissions and eventually become carbon neutral [4]. Alternative fuels such as methanol, ammonia and methane-hydrogen blends are currently receiving the most interest as green 2 of 21 fuels enabling energy transition in the maritime sector [5,6]. Horvath et al [7] concluded that renewable-energy-based synthetic fuels can compete with conventional diesel fuel from 2040.…”

Section: Introductionmentioning

confidence: 99%

“…To meet these measures, shipowners should modernize their fleets but are facing the challenge of having ships too old to retrofit and too young to scrap [9]. Complying with the Energy Efficiency Existing Ship Index (EEXI) and Carbon Intensity Indicator (CII) regulations can be extremely challenging for ships that are powered by engines fueled with marine diesel oil and heavy fuel oil [6,[10][11][12]. The majority of the existing Post Panamax, Post Panamax Plus and Very Large Containerships built before 2016 do not meet the novel EEXI requirements [13].…”

Section: Introductionmentioning

confidence: 99%

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Environmental and Economic Aspects of a Containership Engine Performance in Off-Design Conditions

Sjerić,

Tomić,

Martić

et al. 2024

Applied Sciences

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A comprehensive thermodynamic model of the marine diesel engine in combination with the operating cost assessment is used in the decision-making process regarding the selection of the most favorable slow steaming speed. The influence of the number of cylinders and sailing speed on exhaust emissions, fuel consumption and operating costs is analyzed for the case of a containership sailing on a Trans-Pacific route. The engine simulation model was used for the calculation of engine fuel consumption, NOX and soot emissions. The operating costs and annual income were calculated through a fuel consumption correlation. The benefit of slow steaming is shown through the comparison of calculated data with the data calculated for the six-cylinder engine and the design speed of 23 knots. The highest reduction of 67.2% in CO2 and 93.3% in NOX emissions is achieved with the seven-cylinder engine at 15 knots, but the six-cylinder engine yields the highest increase in income per route of 6.2%. To comply with the proposed regulations for GHG emissions, the sailing speed should be reduced by at least 26%, which results in a decrease in the annual income by 24% compared to the design speed.

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Section: Introductionmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

Environmental and Economic Aspects of a Containership Engine Performance in Off-Design Conditions

Sjerić,

Tomić,

Martić

et al. 2024

Applied Sciences

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“…Therefore, it is natural that the stakeholders in the maritime shipping chain have turned their attention to the CII ratings of their vessels. Many researchers [5][6][7] have studied CII quantification based on ship type and voyage operation data. Giannia et al [5] and Briadotti [6] reviewed CII variation due to fuel oil changes and the corresponding revision scenarios.…”

Section: Introductionmentioning

confidence: 99%

“…EEXI is designed to measure how much CO 2 a vessel generates during a voyage, specifically considering its cargo capacity. Bayraktar [7] quantified CII and EEXI (energy efficiency existing ship index) according to different scenarios depending on the ship type, i.e., container ship, LNG, and bulk carrier.…”

Section: Introductionmentioning

confidence: 99%

Ship Carbon Intensity Indicator Assessment via Just-in-Time Arrival Algorithm Based on Real-Time Data: Case Study of Pusan New International Port

Kim,

Eom

2023

Sustainability

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Decarbonization is the most urgent task for the shipping industry. The International Maritime Organization, which makes the rules for shipping companies, has strengthened their carbon emissions regulation in order to reduce emissions to 70% of 2008’s carbon emissions by 2050. However, 75% of the existing fleet cannot satisfy this carbon emission regulation. The building of new vessels makes it possible to reduce carbon emissions and satisfy this regulation through adopting eco-friendly propulsion methods, such as LNG, ammonia, and methanol propulsion. However, the existing vessels on the sea find it difficult to dock and change their propulsion equipment. This research aims to propose a novel voyage operation method—a just-in-time arrival policy—that converts vessels’ waiting time into voyage time. The proposed method can reduce carbon emissions without propulsion system alteration and expand a vessel’s lifespan, thus satisfying carbon regulations. The carbon intensity indicator, invented by the IMO to regulate vessel carbonization, assesses the quantity of reduced carbon emissions. This research investigated the variation in the carbon intensity indicators of vessels when the just-in-time arrival policy was applied through studying an actual vessel’s arrival and departure dates at the Pusan International container terminal. According to the results of our analysis, ship carbon emissions decreased by an average of 45.8%, and by a maximum of 91%, compared to the levels before applying the proposed method. In addition, 87.0% of vessels obtained a carbon intensity indicator rank improvement and expanded the period that can satisfy the carbon intensity regulation by an average of eleven years and a maximum of twenty-seven years through applying the proposed just-in-time arrival policy. Additionally, the improvement effect of the carbon intensity rank positively correlates with ship size and waiting time at the port.

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“…EEDI has been a mandatory application since 2013. 2 Lately, following up on its plans to reduce carbon emissions from shipping by half by 2050, and to achieve full decarbonization by the end of the century, the IMO has introduced two new indices, Energy Efficiency Existing Ship Index (EEXI) and Carbon Intensity Indicator (CII) which will be used to enforce requirements on the reduction of GHG emissions from both new-built and existing ships. 3 The requirements set in MARPOL Annex VI by IMO have been entered into force on November 1, 2022.…”

Section: Introductionmentioning

confidence: 99%

A CFD-based evaluation of ship speed at EEXI draft

Shi

Fan

et al. 2023

IOP Conf. Ser.: Mater. Sci. Eng.

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This paper presents a simulation of ship speed for an existing containership at EEXI draft using Computational Fluid Dynamics (CFD). The simulation is divided into two steps namely (a) the numerical prediction of ship performance at model scale, and (b) the extrapolation of results to full scale. Model scale numerical simulations of ship resistance, open-water propeller and ship-propeller-rudder interactions at demonstrated. The method is at first validated by comparing against available experiments and at second stage full-scale ship performance is assessed by an extrapolation method. Comparison of the ship speed predicted by CFD against experiments demonstrates a difference of 0.05 knots when the same extrapolation coefficients are applied.

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A scenario-based assessment of the energy efficiency existing ship index (EEXI) and carbon intensity indicator (CII) regulations

Cited by 41 publications

References 11 publications

Environmental and Economic Aspects of a Containership Engine Performance in Off-Design Conditions

Environmental and Economic Aspects of a Containership Engine Performance in Off-Design Conditions

Ship Carbon Intensity Indicator Assessment via Just-in-Time Arrival Algorithm Based on Real-Time Data: Case Study of Pusan New International Port

A CFD-based evaluation of ship speed at EEXI draft

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