Proposed Inland Oil Tanker Design in Bangladesh Focusing CO2 Emission Reduction Based on Revised EEDI Parameters
Abstract
:1. Introduction
- -
- Shallow water effect drops the speed;
- -
- Ship design is mostly governed by the river width and depth;
- -
- Choice of length, breadth, draft, and propeller diameter of the ship is not free as in open sea ship design.
- -
- Less dense river water lowers the capacity at the same draft in comparison to a sea-going ship, which has huge impact on EEDI calculation.
2. Brief Description of EEDI by IMO
3. EEDIINLAND Parameters for Inland Ships in Bangladesh
4. Methodology for Reducing CO2 Emissions from Inland Oil Tankers Based on EEDIINLAND
- The EEDIINLAND parameters as explained in Section 3 are implemented on 102 inland oil tankers in Bangladesh.
- All results are further divided into three groups. Each group is again subdivided into the ship design principal particulars, such as length/Beam, Beam/Draft, Dead Weight (DWT)/Displacement, ship speed, Froude number, block coefficient and finally the calculated value of EEDIINLAND.
- This subdivision allows us to identify the ranges of ship parameters for efficiently and poor-performing ships in each group.
- A sensitivity analysis is carried out that provides a clear picture of the ship design particulars that a have higher influence on EEDIINLAND. This analysis leads us to a set of suggestions aimed at achieving efficient ship design parameters.
- To verify these suggestions, an existing ship design from each group is selected for CFD analysis.
- The same vessel is remodeled based on the provided suggestions. The parent and remodeled design are analyzed by the commercial CFD software ‘Shipflow’ (Manufacturer: ‘Flowtech International AB’, Gothengurg, Sweden) [19]. The CFD results are presented for comparison to validate the suggestions provided by the sensitivity analysis.
- Since the reduction of the EEDIINLAND value implies the reduction of CO2 emissions per tonne-nautical mile, environmental benefit will be achieved.
5. Implementing Revised EEDI Parameters on Inland Oil Tankers in Bangladesh
- -
- ‘Group-1’ consists of ships having a length below 51.00 m.
- -
- ‘Group-2’ consists of ships having a length ranging between 51.00 and 61.00 m.
- -
- ‘Group-3’ consists of ships having a length above 61.00 m.
6. Sensitivity Analysis
Reason for Altering the Decision Rather Than the Table
7. CFD Analysis of Improved Vessel Based on Suggestion from Sensitivity Analysis
7.1. CFD Analysis of Improved Vessel of Group-1 Based on Suggestion from Sensitivity Analysis
7.2. CFD Analysis of Improved Vessel of Group-2 Based on Suggestion from Sensitivity Analysis
7.3. CFD Analysis of Improved Vessel of Group-3 Based on Suggestion from Sensitivity Analysis
8. Conclusions and Recommendation
Author Contributions
Funding
Conflicts of Interest
Appendix A
LWL (m) | B (m) | T (m) | Capacity (Tonne) | Speed (knot) | CB | EEDIINLAND | EEDI By IMO |
---|---|---|---|---|---|---|---|
40.82 | 9.13 | 2.39 | 529 | 0.78 | 8.50 | 27.86 | 25.56 |
45.00 | 10.00 | 1.90 | 473 | 0.75 | 7.50 | 29.78 | 28.10 |
45.00 | 10.00 | 2.30 | 583 | 0.75 | 8.00 | 27.40 | 25.13 |
45.00 | 10.00 | 2.80 | 602 | 0.73 | 9.00 | 28.55 | 26.19 |
47.00 | 10.00 | 2.80 | 685 | 0.78 | 9.00 | 29.43 | 27.00 |
47.20 | 8.00 | 3.28 | 616 | 0.75 | 8.50 | 29.92 | 26.67 |
47.37 | 10.00 | 2.00 | 446 | 0.75 | 8.00 | 30.07 | 27.59 |
48.11 | 9.95 | 2.92 | 787 | 0.78 | 9.00 | 26.80 | 24.59 |
48.79 | 10.03 | 2.97 | 814 | 0.79 | 9.00 | 25.70 | 23.58 |
49.73 | 10.13 | 2.82 | 734 | 0.78 | 9.00 | 26.03 | 23.88 |
49.95 | 10.00 | 2.65 | 726 | 0.75 | 9.00 | 28.39 | 26.05 |
50.90 | 10.25 | 3.13 | 902 | 0.75 | 9.00 | 25.89 | 23.08 |
45.00 | 10.00 | 1.80 | 372 | 0.78 | 8.00 | 29.32 | 27.65 |
LWL (m) | B (m) | T (m) | Capacity (Tonne) | Speed (knot) | CB | EEDIINLAND | EEDI By IMO |
---|---|---|---|---|---|---|---|
17.30 | 4.32 | 1.20 | 43 | 0.75 | 6.50 | 49.46 | 46.66 |
32.00 | 6.86 | 2.60 | 254 | 0.68 | 8.50 | 36.41 | 33.40 |
37.65 | 6.70 | 2.64 | 281 | 0.75 | 8.00 | 33.70 | 30.92 |
37.76 | 7.62 | 2.72 | 340 | 0.75 | 8.00 | 34.73 | 31.86 |
38.40 | 7.62 | 3.20 | 477 | 0.75 | 9.00 | 34.13 | 30.42 |
40.10 | 7.94 | 2.36 | 353 | 0.75 | 8.50 | 34.45 | 31.61 |
41.84 | 9.46 | 2.04 | 382 | 0.78 | 8.00 | 32.65 | 29.95 |
49.50 | 10.00 | 2.00 | 510 | 0.77 | 8.50 | 33.21 | 30.47 |
50.67 | 10.68 | 1.80 | 463 | 0.75 | 8.00 | 31.89 | 30.08 |
50.67 | 10.68 | 1.80 | 507 | 0.75 | 8.50 | 33.74 | 31.82 |
LWL (m) | B (m) | T (m) | Capacity (Tonne) | Speed (knot) | CB | EEDIINLAND | EEDI By IMO |
---|---|---|---|---|---|---|---|
51.67 | 10.33 | 3.19 | 935 | 9.00 | 0.78 | 25.65 | 22.87 |
52.92 | 10.46 | 3.29 | 990 | 9.00 | 0.79 | 23.59 | 21.03 |
53.00 | 11.00 | 1.80 | 604 | 8.00 | 0.75 | 25.46 | 24.01 |
54.50 | 10.62 | 3.41 | 1063 | 9.00 | 0.79 | 23.97 | 21.37 |
55.45 | 10.72 | 3.48 | 1108 | 9.00 | 0.79 | 24.56 | 21.90 |
55.68 | 10.74 | 3.50 | 1120 | 9.00 | 0.79 | 25.37 | 22.62 |
55.80 | 10.76 | 3.51 | 1125 | 9.00 | 0.79 | 22.81 | 20.33 |
56.03 | 10.78 | 3.53 | 1137 | 9.00 | 0.78 | 24.40 | 21.76 |
56.03 | 10.78 | 3.53 | 1137 | 9.00 | 0.78 | 25.28 | 22.54 |
56.72 | 10.85 | 3.58 | 1171 | 9.00 | 0.79 | 22.57 | 20.12 |
57.06 | 10.88 | 3.61 | 1188 | 9.00 | 0.79 | 22.48 | 20.04 |
57.29 | 10.91 | 3.63 | 1200 | 9.00 | 0.79 | 22.42 | 19.99 |
57.40 | 10.92 | 3.64 | 1205 | 9.00 | 0.79 | 23.20 | 20.69 |
57.97 | 10.97 | 3.68 | 1234 | 8.00 | 0.79 | 24.76 | 22.08 |
58.52 | 11.03 | 3.72 | 1263 | 9.00 | 0.75 | 24.62 | 21.95 |
58.30 | 11.01 | 3.71 | 1251 | 8.00 | 0.79 | 24.68 | 22.00 |
58.41 | 11.02 | 3.72 | 1257 | 8.50 | 0.75 | 24.65 | 21.98 |
59.30 | 11.11 | 3.79 | 1303 | 9.00 | 0.79 | 21.94 | 19.56 |
60.25 | 10.00 | 4.00 | 895 | 8.00 | 0.65 | 24.02 | 21.41 |
60.51 | 11.22 | 3.88 | 1369 | 8.50 | 0.79 | 24.13 | 21.51 |
60.80 | 11.25 | 3.91 | 1385 | 8.00 | 0.75 | 22.38 | 19.95 |
LWL (m) | B (m) | T (m) | Capacity (Tonne) | Speed (knot) | CB | EEDIINLAND | EEDI By IMO |
---|---|---|---|---|---|---|---|
53.00 | 11.00 | 2.80 | 766 | 9.00 | 0.76 | 29.06 | 26.66 |
53.75 | 11.00 | 1.80 | 566 | 8.00 | 0.75 | 28.09 | 26.50 |
53.75 | 11.00 | 2.00 | 633 | 8.50 | 0.75 | 31.98 | 29.34 |
53.00 | 11.00 | 2.00 | 624 | 8.00 | 0.75 | 26.18 | 24.02 |
53.00 | 11.00 | 2.50 | 766 | 9.00 | 0.78 | 29.66 | 27.21 |
53.75 | 11.00 | 2.00 | 640 | 8.50 | 0.75 | 32.04 | 29.39 |
53.00 | 11.00 | 2.40 | 721 | 8.50 | 0.75 | 27.77 | 25.48 |
53.00 | 11.00 | 1.80 | 531 | 8.00 | 0.77 | 32.79 | 30.93 |
55.00 | 9.80 | 4.00 | 1039 | 8.00 | 0.77 | 27.75 | 24.74 |
56.00 | 10.00 | 4.00 | 994 | 9.50 | 0.73 | 27.34 | 24.37 |
56.00 | 10.01 | 3.94 | 895 | 9.50 | 0.71 | 28.85 | 25.72 |
56.15 | 10.79 | 3.54 | 1142 | 9.00 | 0.75 | 27.09 | 24.15 |
57.18 | 10.90 | 3.62 | 1194 | 9.00 | 0.79 | 26.80 | 23.90 |
57.24 | 10.00 | 2.20 | 593 | 8.50 | 0.76 | 30.30 | 27.80 |
57.24 | 10.00 | 1.80 | 549 | 8.00 | 0.77 | 31.36 | 29.58 |
60.86 | 9.56 | 3.15 | 763 | 10.00 | 0.64 | 29.99 | 26.74 |
60.16 | 10.00 | 4.00 | 1061 | 10.00 | 0.74 | 27.35 | 24.38 |
58.19 | 11.00 | 3.40 | 1059 | 8.50 | 0.76 | 28.81 | 25.68 |
LWL (m) | B (m) | T (m) | Capacity (Tonne) | Speed (knot) | CB | EEDIINLAND | EEDI By IMO |
---|---|---|---|---|---|---|---|
61.75 | 11.34 | 3.98 | 1438 | 9.00 | 0.75 | 22.16 | 19.76 |
58.10 | 10.99 | 3.69 | 1241 | 9.50 | 0.75 | 23.86 | 21.28 |
70.80 | 12.50 | 4.00 | 1706 | 9.50 | 0.78 | 23.96 | 21.36 |
70.80 | 12.50 | 4.00 | 1706 | 9.50 | 0.78 | 23.96 | 21.36 |
70.80 | 12.50 | 4.00 | 1706 | 9.50 | 0.78 | 23.96 | 21.36 |
70.80 | 12.50 | 4.00 | 1706 | 9.50 | 0.78 | 23.96 | 21.36 |
63.00 | 11.50 | 4.00 | 1360 | 9.50 | 0.74 | 22.49 | 20.05 |
68.00 | 11.80 | 4.00 | 1513 | 9.50 | 0.76 | 21.87 | 19.50 |
68.50 | 11.85 | 4.00 | 1594 | 9.50 | 0.79 | 22.39 | 19.96 |
70.80 | 12.50 | 4.00 | 1706 | 9.50 | 0.78 | 23.96 | 21.36 |
68.78 | 12.40 | 4.00 | 1615 | 9.50 | 0.75 | 21.51 | 19.17 |
73.10 | 11.90 | 4.25 | 1785 | 9.00 | 0.76 | 23.02 | 20.52 |
73.80 | 12.20 | 3.70 | 1445 | 9.50 | 0.69 | 20.91 | 18.64 |
73.77 | 12.45 | 4.00 | 1934 | 10.00 | 0.75 | 21.77 | 19.41 |
71.13 | 12.50 | 4.26 | 1666 | 10.00 | 0.69 | 23.89 | 21.29 |
67.68 | 11.90 | 4.30 | 1568 | 9.00 | 0.76 | 22.16 | 19.76 |
70.06 | 10.20 | 4.15 | 1314 | 9.50 | 0.68 | 23.86 | 21.27 |
67.68 | 11.90 | 4.10 | 1488 | 9.00 | 0.76 | 23.32 | 20.79 |
69.48 | 11.40 | 4.40 | 1548 | 9.00 | 0.76 | 22.44 | 20.00 |
73.17 | 11.90 | 4.30 | 1712 | 9.50 | 0.76 | 23.67 | 21.10 |
66.20 | 11.00 | 4.00 | 1447 | 9.00 | 0.77 | 20.94 | 18.67 |
LWL (m) | B (m) | T (m) | Capacity (Tonne) | Speed (knot) | CB | EEDIINLAND | EEDI By IMO |
---|---|---|---|---|---|---|---|
62.00 | 10.10 | 4.00 | 1149 | 10.00 | 0.72 | 25.75 | 22.95 |
63.10 | 11.47 | 4.00 | 1515 | 9.50 | 0.77 | 25.32 | 22.57 |
63.80 | 10.10 | 4.00 | 1115 | 9.50 | 0.71 | 25.21 | 22.48 |
63.80 | 10.10 | 4.00 | 1115 | 9.50 | 0.71 | 25.21 | 22.48 |
63.80 | 10.10 | 4.00 | 1155 | 10.00 | 0.71 | 26.66 | 23.77 |
63.80 | 10.10 | 3.50 | 877 | 9.50 | 0.67 | 27.11 | 24.17 |
64.55 | 11.00 | 4.00 | 1277 | 10.00 | 0.71 | 26.13 | 23.29 |
64.80 | 10.40 | 4.00 | 1107 | 10.00 | 0.65 | 24.41 | 21.76 |
65.32 | 10.00 | 4.00 | 1086 | 10.00 | 0.66 | 24.65 | 21.97 |
67.08 | 11.90 | 4.30 | 1588 | 10.00 | 0.76 | 24.52 | 21.86 |
58.00 | 9.61 | 4.50 | 1207 | 12.00 | 0.78 | 26.73 | 23.83 |
65.00 | 11.48 | 4.00 | 1517 | 9.50 | 0.77 | 25.31 | 22.56 |
70.06 | 11.40 | 4.68 | 1572 | 10.00 | 0.68 | 24.48 | 21.83 |
73.00 | 11.20 | 4.00 | 1591 | 10.00 | 0.75 | 24.05 | 21.44 |
74.00 | 11.00 | 4.00 | 1540 | 10.00 | 0.74 | 24.98 | 22.27 |
74.00 | 11.00 | 4.00 | 1540 | 10.00 | 0.74 | 24.98 | 22.27 |
74.00 | 11.00 | 4.00 | 1540 | 10.00 | 0.74 | 24.98 | 22.27 |
62.90 | 10.00 | 4.00 | 1176 | 9.00 | 0.70 | 25.80 | 23.01 |
67.50 | 11.21 | 3.87 | 1360 | 10.00 | 0.75 | 24.17 | 21.55 |
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Parameter | Description |
---|---|
fj | Correction factor to account for ship specific design elements (e.g., ice classed ships, shuttle tankers) |
PME | 75% of the main engine MCR (Maximum Continuous Rating) in kW |
CFME and CFAE | Non-dimensional conversion factor for main engine between fuel consumption measured in gram and CO2 emissions also measured in gram on carbon content. ME and AE stands for main and auxiliary engine, accordingly. |
SFCME | Certified Specific Fuel Consumption of main engine in g/kWh |
PAE | Auxiliary Engine Power |
SFCAE | Certified Specific Fuel Consumption of main engine in g/kWh |
PPT(i) | 75% of rated power consumption of shaft motor |
feff(i) | Availability factor of innovative energy efficiency technology |
PAEeff(i) | Auxiliary power reduction due to innovative electrical energy efficient technology |
Peff(i) | Output of innovative mechanical energy efficient technology for propulsion at 75% main engine power |
fi | Correction factor to account for ship specific design elements. (For e.g., ice classed ships, shuttle tankers) |
fc | Cubic capacity correction factor (for chemical tankers and gas carriers) |
fl | Factor for oil tanker ships equipped with cranes and other cargo related gear to compensate in a loss of deadweight of the ship |
Capacity | Oil Tanker: Computed as a function of dead weight (DWT), as indicated in 2.3 and 2.4 of MEPC 245(66) “2014 Guidelines on the calculation of the Attained EEDI for new ships” |
fw | Non-dimensional coefficient indicating the decrease of speed in representative sea condition of wave height, wave frequency and wind speed |
Vref | Ship speed in nautical miles per hour at PME |
Serial. | EEDI Parameter | Defined by IMO [20] | Reason for the Revision [12] | EEDIINLAND Parameters |
---|---|---|---|---|
1 | PME | 75% of the main engine MCR in kW | Investigation showed that the average MCR for the inland oil tankers in Bangladesh is 60%, considering shallow water and other economic effects | 60% of the main engine MCR in kW |
2 | VREF | Ship speed in nautical miles per hour at PME (at 75% MCR) | As per the definition of the IMO, speed at PME is the VREF. Moreover, speed drop due to the shallow water effect must be incorporated. | Ship speed in knot at PME (60% MCR) |
3 | Capacity | Computed as a function of dead weight | Because of the availability of cargo and poor ship design, 85% of the total dead weight is considered to be ‘capacity’ for inland oil tankers in Bangladesh. | 85% of the total design dead weight. |
4 | Diesel oil Carbon Content | Grade: ISO 8217 Carbon Content: 0.87441 | Bangladesh government-owned fuel oil distribution company supplies the same quality fuel. However, mixing impurities at the user end change the actual carbon content. Fuel testing by Hasan and Karim [12] showed that the average carbon content of fuel used for inland ships in Bangladesh was 0.76. | 0.76 as per the test result. |
5 | CF (non-dimensional CO2 conversion factor) | CF(IMO): Carbon Content in the fuel × (Molecular weight of CO2/Molecular weight of Carbon) = 0.8744 × (44/12) = 3.206 gm CO2/gm fuel | As per the new carbon content value. | CF (Inland ships in Bangladesh): Carbon Content in the fuel × (Molecular weight of CO2/Molecular weight of Carbon) = 0.76 × (44/12) = 2.787 gm CO2/gm fuel |
Vessel’s Basic Parameters: Length: 64 m, Breadth: 11 m, Draft: 3.5 m, Block Coefficient: 0.70 | |||
---|---|---|---|
EEDI Components | Unit | EEDI by IMO | EEDIINLAND |
Installed Engine Power | Kilowatt (kW) | 448 | 448 |
PME | Kilowatt (kW) | 336 | 270 |
MCR | % of installed power | 75% | 60% |
Main Engine RPM | % of maximum engine RPM | 91.30% | 80% |
Increase in required power due to Shallow water effect | % of required open water power | 0% | 20% |
CFME | gm CO2/gm fuel | 3.206 | 2.787 |
SFCME | gm CO2/gm fuel | 196 | 190 |
PAE | Kilowatt (kW) | 22 | 22 |
CFAE | gm CO2/gm fuel | 3.206 | 2.787 |
SFCAE | gm CO2/gm fuel | 210 | 205 |
PPT(i), PAEeff(i), Peff(i) | Kilowatt (kW) | 0 | 0 |
feff(i), fj, fi, fc, fl, fW | Non dimensional | 1 | 1 |
Capacity | Tonne | 1206 (100% DWT) | 1025 (85% of DWT) |
VREF | Knot | 9.5 | 8.5 |
EEDI | gm CO2/tonne-nautical mile | 19.71 | 17.87 |
Ship Design Particulars | Vessel Length Up to 51.00 m | Vessel Length Up to 51.00 m | ||||
---|---|---|---|---|---|---|
Well Performing Vessel’s Ranges (EEDIINLAND < 31.00) | Poor Performing Vessel’s Ranges (EEDIINLAND > 31.00) | |||||
Min | Max | Average | Min | Max | Average | |
Length/Beam | 4.47 | 5.90 | 4.80 | 4.00 | 5.62 | 4.82 |
Beam/Draft | 2.44 | 5.56 | 3.92 | 2.38 | 5.93 | 3.88 |
DWT/Displacement | 0.59 | 0.76 | 0.67 | 0.53 | 0.69 | 0.63 |
Ship Speed (Knot) | 7.50 | 9.00 | 8.58 | 6.50 | 9.00 | 8.15 |
Froude Number (FN) | 0.18 | 0.22 | 0.206 | 0.18 | 0.26 | 0.2173 |
Block Coefficient (CB) | 0.73 | 0.79 | 0.76 | 0.68 | 0.78 | 0.75 |
EEDIINLAND | 25.70 | 30.07 | 28.09 | 31.89 | 49.46 | 35.44 |
EEDIIMO | 23.08 | 28.10 | 25.77 | 29.95 | 46.66 | 32.72 |
Ship Design Particulars | Vessel Length 51.00–61.00 m | Vessel Length 51.00–61.00 m | ||||
---|---|---|---|---|---|---|
Well Performing Vessel’s Ranges (EEDIINLAND < 26.00) | Poor Performing Vessel’s Ranges (EEDIINLAND > 26.00) | |||||
Min | Max | Average | Min | Max | Average | |
Length/Beam | 4.82 | 6.03 | 5.25 | 4.82 | 6.37 | 5.28 |
Beam/Draft | 1.80 | 6.11 | 3.15 | 2.45 | 6.11 | 4.11 |
DWT/Displacement | 0.57 | 0.77 | 0.67 | 0.57 | 0.68 | 0.64 |
Ship Speed (Knot) | 8.00 | 9.00 | 8.71 | 8.00 | 10.00 | 8.75 |
Froude Number (FN) | 0.17 | 0.21 | 0.190 | 0.17 | 0.21 | 0.193 |
Block Coefficient (CB) | 0.65 | 0.79 | 0.77 | 0.64 | 0.79 | 0.75 |
EEDIINLAND | 21.94 | 25.65 | 23.95 | 26.18 | 32.79 | 29.07 |
EEDIIMO | 19.56 | 24.01 | 21.42 | 23.90 | 30.93 | 26.48 |
Ship Design Particulars | Vessel Length above 61 m | Vessel Length above 61 m | ||||
---|---|---|---|---|---|---|
Well Performing Vessel’s Ranges (EEDIINLAND < 24.00) | Poor Performing Vessel’s Ranges (EEDIINLAND > 24.00) | |||||
Min | Max | Average | Min | Max | Average | |
Length/Beam | 5.29 | 6.87 | 5.81 | 5.50 | 6.73 | 6.21 |
Beam/Draft | 2.46 | 3.30 | 2.94 | 2.14 | 2.90 | 2.65 |
DWT/Displacement | 0.58 | 0.70 | 0.628 | 0.58 | 0.67 | 0.6313 |
Ship Speed (Knot) | 9.00 | 10.00 | 9.40 | 9.00 | 12.00 | 9.92 |
Froude Number (FN) | 0.17 | 0.20 | 0.19 | 0.19 | 0.26 | 0.20 |
Block Coefficient (CB) | 0.68 | 0.79 | 0.75 | 0.65 | 0.78 | 0.72 |
EEDIINLAND | 20.91 | 23.96 | 22.86 | 24.05 | 27.11 | 25.29 |
EEDIIMO | 18.64 | 21.36 | 20.38 | 21.44 | 24.17 | 22.54 |
LWL (m) | B (m) | T (m) | Surface Area (m2) | Frictional Resistance, RF (kN) | Wave Resistance, RW (kN) | Total Resistance, RT (kN) | EEDIINLAND | |
---|---|---|---|---|---|---|---|---|
Parent | 50.00 | 9.00 | 3.00 | 581.01 | 14.71 | 6.43 | 32.56 | 30.28 |
Length (LWL) | 52.50 | 8.78 | 2.93 | 594.93 (+2.40%) | 14.96 (+1.70%) | 5.56 (−13.53%) | 31.77 (−2.43%) | 29.57 (−2.33%) |
Breadth (B) | 48.80 | 9.45 | 2.93 | 577.71 (−0.57%) | 14.67 (−0.27%) | 6.96 (+8.24%) | 33.32 (+2.33%) | 31.02 (+2.46%) |
Draft (T) | 48.80 | 8.78 | 3.15 | 571.42 (−1.65%) | 14.51 (−1.36%) | 6.83 (+6.22%) | 32.70 (+0.43%) | 30.35 (+0.22%) |
LWL (m) | B (m) | T (m) | CB | Surface Area (m2) | Frictional Resistance, RF (kN) | Wave Resistance, RW (kN) | Total Resistance, RT (kN) | EEDIINLAND | |
---|---|---|---|---|---|---|---|---|---|
Parent | 50.00 | 9.00 | 3.00 | 0.70 | 581.01 | 14.71 | 6.43 | 32.56 | 30.28 |
Length (LWL) | 52.50 | 9.00 | 3.00 | 0.67 | 592.01 (+1.89%) | 14.89 (+1.22%) | 4.55 (−29.24%) | 30.45 (−6.48%) | 28.74 (−5.07%) |
Breadth (B) | 50.00 | 9.45 | 3.00 | 0.67 | 580.45 (−0.10%) | 14.69 (−0.14%) | 5.25 (−18.35%) | 31.23 (−4.08%) | 29.49 (−2.62%) |
Draft (T) | 50.00 | 9.00 | 3.15 | 0.67 | 576.30 (−0.81%) | 14.59 (−0.82%) | 5.20 (−19.13%) | 30.86 (−5.22%) | 29.07 (−3.98%) |
Ship Design Particulars | Ship Design Improvement Suggestion |
---|---|
Water Line Length (LWL) | Length of the vessel should be the minimum possible that meets the required displacement and surface area. The prime reason behind this decision is that an increase of ship length will increase the surface area of the ship, which will eventually increase the frictional resistance. |
Length/Breadth (LWL/B) | Increasing L/B ratio is recommended. This will make the ship slender, which will decrease wave resistance. However, it should be done by decreasing the breadth and fulfilling all types of stability criteria. |
B/T | Decreasing B/T ratio is recommended. This should be done by lowering breadth and/or increasing draft. This will also increase LWL/B, helping in the reduction of wave resistance. For inland ships, because of the draft restriction, the maximum achievable draft should be used to achieve the required displacement. |
DWT/Displacement | High DWT/Displacement is desirable. Higher dead weight capacity for a fixed displacement will increase the value of the denominator, which will decrease EEDI. On the other hand, a decrease in displacement for a fixed dead weight capacity will result in a lower surface area. As a result, frictional resistance will be decreased and the main engine power required will be less. This will decrease the numerator of the EEDI equation, which will decrease EEDIINLAND |
Block Coefficient (CB) | A lower CB will ensure a sharp ship hull, which is preferable for a ship to have low resistance. However, this coefficient is connected with displacement of the hull and the carrying capacity. Therefore, minimum CB to achieve the desired displacement is recommended. |
Ship Speed (V) and Froude number (FN) | Having a low Froude number is recommended. As minimum length is recommended in order to have lower surface area, lowering the speed would be the best solution to reduce Froude Number and EEDI. It should be noted that, in the EEDI equation, speed is in the denominator. Lowering the speed should increase EEDI. However, since the required power increases by roughly the cube of the variation in speed [24], reduction in speed reduces the power requirement (the numerator of the EEDI equation) and EEDI to a great extent. |
Parent Design | Improved Design | Change (%) | |
---|---|---|---|
Water line length, LWL (meter) | 49.73 | 55 | 10.60% |
Moulded Breadth, B (meter) | 10.13 | 10 | −1.28% |
LWL/B | 4.91 | 5.5 | 12.03% |
Loaded Draft, T(meter) | 3.04 | 3.34 | 9.87% |
B/T | 3.33 | 2.99 | −10.15% |
Block Coefficient, CB | 0.72 | 0.6 | −16.63% |
Displacement (Tonne) | 1102 | 1102 | 0.0% |
Dead Weight (Tonne) | 733 | 733 | 0.0% |
Speed (Knot) | 09 | 09 | 0.0% |
Froude Number, FN | 0.21 | 0.2 | −4.91% |
EEDIINLAND (gram/tonne.mile) | 23.04 | 19.89 | −13.65% |
Surface Area, S (m2) | 625.69 | 646.44 | 3.32% |
Frictional Resistance Coefficient, CF | 0.00168 | 0.00181 | 8.05% |
Wave Resistance Coefficient, CW | 0.00147 | 0.00115 | −21.88% |
Total Resistance Coefficient, CT | 0.00406 | 0.00374 | −7.95% |
Group of Vessel | Viscous Pressure Resistance Coefficient, Parent Hull | Viscous Pressure Resistance Coefficient, Improved Hull | Improvement |
---|---|---|---|
Group-1 | 0.0009157 | 0.000779 | 15% |
Parent Design | Improved Design | Change (%) | |
---|---|---|---|
Water line length, LWL (meter) | 53 | 56.2 | 6.04% |
Moulded Breadth, B (meter) | 11 | 10.2 | −7.27% |
LWL/B | 4.82 | 5.51 | 14.35% |
Loaded Draft, T(meter) | 1.8 | 2 | 11.11% |
B/T | 6.11 | 5.1 | −16.55% |
Block Coefficient, CB | 0.765 | 0.7 | −8.50% |
Displacement (Tonne) | 1102 | 802 | 0.00% |
Dead Weight (Tonne) | 530 | 530 | 0.00% |
Speed (Knot) | 08 | 08 | 0.00% |
Froude Number, FN | 0.18 | 0.175 | −2.89% |
EEDIINLAND (gram/tonne.mile) | 32.79 | 28.81 | −12.12% |
Surface Area, S (m2) | 618.54 | 626.63 | 1.31% |
Frictional Resistance Coefficient, CF | 0.00184 | 0.00193 | 4.78% |
Wave Resistance Coefficient, CW | 0.00164 | 0.00114 | −30.68% |
Total Resistance Coefficient, CT | 4.04 × 10−3 | 0.00357 | −11.67% |
Group of Vessel | Viscous Pressure Resistance Coefficient, Parent Hull | Viscous Pressure Resistance Coefficient, Improved Hull | Improvement |
---|---|---|---|
Group-2 | 0.0005507 | 0.0004962 | 10% |
Parent Design | Improved Design | Change (%) | |
---|---|---|---|
Water line length, LWL (meter) | 73.77 | 78 | 5.73% |
Moulded Breadth, B (meter) | 12.45 | 12 | −3.61% |
LWL/B | 5.93 | 6.5 | 9.70% |
Loaded Draft, T (meter) | 4 | 4 | 0.00% |
B/T | 3.11 | 3 | −3.61% |
Block Coefficient, CB | 0.75 | 0.736 | −1.87% |
Displacement (Tonne) | 2762 | 2762 | 0.00% |
Dead Weight (Tonne) | 1934 | 1934 | 0.00% |
Speed (Knot) | 09 | 09 | 0.00% |
Froude Number, FN | 0.172 | 0.167 | −2.75% |
EEDIINLAND (gram/tonne.mile) | 16.19 | 14.97 | −7.54% |
Surface Area, S (m2) | 1183.09 | 1205.24 | 1.87% |
Frictional Resistance Coefficient, CF | 0.00161 | 0.00164 | 1.83% |
Wave Resistance Coefficient, CW | 0.00085 | 0.00081 | −5.60% |
Total Resistance Coefficient, CT | 0.00293 | 0.00277 | −5.56% |
Group of Vessel | Viscous Pressure Resistance Coefficient, Parent Hull | Viscous Pressure Resistance Coefficient, Improved Hull | Improvement |
---|---|---|---|
Group-3 | 0.0004399 | 0.0003559 | 19% |
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Hasan, S.M.R.; Karim, M.M. Proposed Inland Oil Tanker Design in Bangladesh Focusing CO2 Emission Reduction Based on Revised EEDI Parameters. J. Mar. Sci. Eng. 2020, 8, 658. https://doi.org/10.3390/jmse8090658
Hasan SMR, Karim MM. Proposed Inland Oil Tanker Design in Bangladesh Focusing CO2 Emission Reduction Based on Revised EEDI Parameters. Journal of Marine Science and Engineering. 2020; 8(9):658. https://doi.org/10.3390/jmse8090658
Chicago/Turabian StyleHasan, S. M. Rashidul, and Md. Mashud Karim. 2020. "Proposed Inland Oil Tanker Design in Bangladesh Focusing CO2 Emission Reduction Based on Revised EEDI Parameters" Journal of Marine Science and Engineering 8, no. 9: 658. https://doi.org/10.3390/jmse8090658
APA StyleHasan, S. M. R., & Karim, M. M. (2020). Proposed Inland Oil Tanker Design in Bangladesh Focusing CO2 Emission Reduction Based on Revised EEDI Parameters. Journal of Marine Science and Engineering, 8(9), 658. https://doi.org/10.3390/jmse8090658