Revised energy efficiency design index parameters for inland cargo ships of Bangladesh

Abstract

A generalized CO2 emission benchmark (energy efficiency design index) cannot be established for inland ships in a similar fashion like the one established by International Maritime Organization for seagoing vessels. Difference in environmental, geographical and economic conditions, for example, shallow and restricted water effects, different fuel quality (to reduce operational cost), reduction in speed, increase in engine power, reduction in carrying capacity and cargo availability, forbids the direct use of energy efficiency design index as formulated by International Maritime Organization. These conditions have been addressed at first in this research, and revision of some parameters is presented for calculating energy efficiency design index for inland cargo ships of Bangladesh. Moreover, the ship data stored at different organizations of Bangladesh deviate from the existing ship data. As a result, the collected data have undergone through several verification processes. Based on the verified real data, CO2 emission benchmark for inland cargo ships of Bangladesh was established. This benchmark is one of the world’s first CO2 emission benchmark for inland cargo shipping. This benchmark will force ship designers of Bangladesh to design more energy efficient ships that will consume less energy per ton-mile. It is interesting to note that the energy efficiency design index curve for inland cargo ships using revised energy efficiency design index parameters is below the energy efficiency design index curve using International Maritime Organization formulation. The prime reasons behind this fact have also been explained in this research.

An assessment on the efficient use of hybrid propulsion system in marine vessels

“…The International Maritime Organization (IMO) establishes an energy efficiency design index (EEDI) to control carbon dioxide emissions. A study conducted by [21] stated that the EEDI formula will differ for ships operated in inland water and open seas thus new parameters should be used in calculating the EEDI for these ships. In the container ship with a carrying capacity of 10000 TEU, [22] show that the gains in terms of EEDI using the waste heat recovery (WHR) method in the low-speed ship diesel engine.…”

Reanalysis of the Revised EEDI Parameters for Inland Ships of Bangladesh

“…Section 3 has explained the required changes of EEDI BD parameters established previously by Hasan and Karim (2019). Based on the new physical investigations, the changed values of those parameters have also been proposed.…”

“…forbid the use of existing EEDI formulation for inland waterways of Bangladesh. Hasan and Karim (Hasan and Karim, 2019) considered these. However, the procedure followed for shallow water effect calculation by Hasan and Karim was the famous Schlicting method (Schlichting, 1934).…”

“…Hasan and Karim(Hasan and Karim, 2019) and MEPC Resolution (MEPC 308(73), 2018) by IMO. The major changes of the methodology followed by Hasan and Karim(Hasan and Karim, 2019) are presented in Table2.…”

“…Hasan and Karim(Hasan and Karim, 2019) and MEPC Resolution (MEPC 308(73), 2018) by IMO. The major changes of the methodology followed by Hasan and Karim(Hasan and Karim, 2019) are presented in Table2. The methodology for xing capacity based on cargo availability and carbon content of fuel remained the same as proposed by Hasan and Karim(Hasan and Karim, 2019).…”