Presentation of DTU container ship model - IALA AISM Assessment of Container Ship 01/12/2010...

Model for Environmental Assessment of Container Ship Transport

By Hans Otto Holmegaard Kristensen

Senior researcherTechnical University of Denmark

01/12/2010Environmental Assessment of Container Ship Transport

2 DTU Mechanical Engineering, Technical University of Denmark

1956 – Ideal X (Malcom McLean)



2006 – EMMA MAERSK (14770 TEU)



Overview of presentation

1. Basic principles of model

2. Identification of critical parameters which influence EEDI

3. Basic principles of calculation model

4. The most important parameter: SPEED OF THE SHIP

5. Result of parameter analysis

6. Possible EEDI improvements

7. Summary/conclusion



EEDI definition

The Energy Efficiency Design Index (EEDI) is a measure of the CO2efficiency of a ship. It is calculated according to the following formula inits most simple formulation:

PME x SFCME x CFME + PAE x SFCAE x CFAE EEDI = _____________________________________________________

Deadweight x Speed

PME and PAE is main engine and auxiliary engine power The basic principle of EEDI is that it expresses the CO2 emissions per unit of the transport work of the ship. SFC is the certified specific fuel consumption [g/kW/hour] of the engines. CF is a non-dimensional conversion factor between fuel consumption and CO2 emission



Main objective: Minimise EEDI

PME x SFCME x CFME + PAE x SFCAE x CFAE

EEDI = _________________________________

Capacity x Speed

Constant x PME

EEDI = _______________

Capacity x Speed



EEDI base line (MEPC 60/4/14)



Specific oil consumption and emissions

Oil consumption Engine power x specific oil cons.____________________ = _______________________________________

Transport unit Transport capacity x speed

Calculation methods:

1. ‘Bottom up’ (pure statistical method)

2. ‘Top down method’ (model calculation – naval architechtual method)



Principles of

calculation model

First calculate ship length, L, as function of cargo capacity, C

L = f0(C)

On basis of statistical data calculate the ship's dimensions as functions of ship length, L

Beam = B = f1(L) Draft = T = f2(L)

Depth = D = f3(L) Light ship weight = M = f4(L)

Service speed = V = f5(L) Auxiliary machinery power = Pa = f6(L)

Propulsion power, Pf, is calculated on the basis of main dimensions, cargo capacity, C, and utilization fraction, U (actual cargo/maximum cargo capacity)

Pf = f7(L, B, T, D, M, V, C, U)

Energy consumption and emissions are calculated on the basis of the propulsion and auxiliary power Pf and Pa

Finally, main dimensions can be modified and their influence on propulsion power and energy consumption can be determined



Panamax ships – Lpp versus TEU capacity

100 TEU <= C < 440 TEU: Lpp [m] = 69.6 + (C - 100)0.09 440 TEU <= C < 2700 TEU: Lpp [m] = 9.508 C0.3869

2700 TEU <= C < 5000 TEU: Lpp [m] = 202.15 + (C - 2700)0.0365

0

1000

2000

3000

4000

5000

6000

60 100 140 180 220 260 300Lpp [m]

Capacity [TEU]



Maximum draught versus Lpp

Maximum draught [m] = 7 Ln(Lpp) - 25.9

2

4

6

8

10

12

14

16

60 100 140 180 220 260 300 340 380Lpp [m]

Draught [m]



Maximum DWT/TEU versus Lpp

Maximum deadweight per TEU = 13.8 - 0.000205 TEU

4

8

12

16

20

24

0 2000 4000 6000 8000 10000 12000 14000Capacity [TEU]

Dwt per TEU



Machinery weight for container ships

Machinery weight [t] = 0.08 PME - 0.00000032 PME2

0

800

1600

2400

3200

4000

4800

0 15000 30000 45000 60000 75000 90000

PME [kW]

Machinery weight [t]

Shipyard dataM = 0.08 PME - 0.00000032 PME 2̂Watson and Gilfillan



Slenderness ratio – Lpp/Displ.volumue1/3

4.5

5.0

5.5

6.0

6.5

7.0

50 100 150 200 250 300 350 400Lpp [m]

Lpp/D1/3

Panamax shipsPost Panamax shipsPanamax ships - DTU modelPost Panamax ships - DTU modelMax. Lpp for Panama Canal



EEDI model data

versus IMO baseline

0,0

8,0

16,0

24,0

32,0

0 30000 60000 90000 120000 150000 180000100 % Deadweight [t]

EEDI [g/t/nm]

IMO - MEPC 60/4/14 proposal

DTU model calculation

Potens ( DTU model calculation)



Speed

Lpp <= 95 m: V = 14 + (Lpp - 95)0.016 95 m < Lpp < 340 m: V = 4 + 0.1216 Lpp - 0.00017 Lpp2

Lpp => 340 m: V = 25.7 kn8

12

16

20

24

28

50 100 150 200 250 300 350 400

Length pp [m]

V [knots]



Speed exponent N

Power = constant x V N

3.0

3.5

4.0

4.5

5.0

20 21 22 23 24 25 26 27Speed V [knots]

Speed exponent N

10000 TEU

8000 TEU

6000 TEU

5000 TEU

Power = constant x V N

3.0

3.5

4.0

4.5

5.0

5.5

6.0

13 15 17 19 21 23 25 27Speed V [knots]

Speed exponent N

1000 TEU

1500 TEU

5000 TEU

4000 TEU

3000 TEU

2000 TEU



EEDI and speed



Influence of speed on EEDI

-50

-40

-30

-20

-10

00 2000 4000 6000 8000 10000 12000 14000

Capacity [TEU]EEDI change [%]

5 % speed reduction10 % speed reduction15 % speed reduction



EEDI reduction by increased ship length

-12

-10

-8

-6

-4

-2

00 2000 4000 6000 8000 10000 12000 14000


5 % Lpp increase - unchanged B (reduced Cb)

5 % Lpp increase - 5 % B decrease (constant Cb)



EEDI reduction by changed steel weight

-4

-3

-2

-1

0

1

2

3

4

0 2000 4000 6000 8000 10000 12000 14000


5 % decrease of steel weight

5 % increase of steel weight



Obtainable EEDI reductions

Design option for improvement of EEDI 4000 TEU 8000 TEU 12000 TEU

Ship designed for normal service speed with 10 % sea margin on resistance and ME engine running 90 % MCR in service condition 0 0 0

Ship designed for normal service speed with NO sea margin on resistance and ME engine running 90 % MCR in service condition 8 8 8

Ship designed for normal service speed with NO sea margin on resistance and derated ME engine running 100 % in service condition 17 17 16

5 % lengthened ship designed for normal service speed with NO sea margin on resistance and derated ME engine running 100 % MCR in service condition 24 22 21

5 % lengthened ship designed for 10 % speed redution with NO sea margin on resistance and derated ME engine running 100 % MCR in service condition 41 39 37

5 % lengthened ship designed for 10 % speed redution with NO sea margin on resistance and derated ME engine running 100 % MCR in service condition. 3 % steel weight reduction

41 40 38

5 % lengthened ship designed for 10 % speed redution with NO sea margin on resistance and derated ME engine running 100 % MCR in service condition. 3 % steel weight reduction and 5 % improved propeller efficiency

44 42 41



Summary of EEDI reductions(No change of sea margin)

Option 1: Use of derated engine3 % steel weight optimization5 % propulsion improvement

20 – 23 % EEDI reduction

Option 2: Use of derated engine3 % steel weight optimization5 % propulsion improvement10 % speed reduction

37 – 42 % EEDI reduction



CO2 emissions for ships versus trucks

CO2 emissions for bulk carriers versus trucks

0 5 10 15 20 25 30 35 40

10000

20000

40000

60000

100000

150000

200000

Ship

siz

e (to

n de

adw

ight

)

CO2 emissions per ton cargo per km (g/m/km)

12 m truck carrying 24 t cargoBulk carrier (fully loaded)



CO2 emissions for ships versus trucksCO2 emissions for container ships versus trucks

0 100 200 300 400 500

1000 TEU

2000 TEU

4000 TEU

6000 TEU

8000 TEU

10000 TEU

12000 TEU

14000 TEU

Ship

cap

acity

in c

onta

iner

s (T

EU)

CO2 emissions per container per km (g/TEU/km)

Container ship (fully loaded)Truck carrying 2 TEU



CO2 emissions for ships versus trucks

CO2 emissions for Ro-Ro cargo ships versus trucks

0 20 40 60 80 100 120

1000 lanemeters

2000 lanemeters

3000 lanemeters

4000 lanemeters

5000 lanemeters

Ship

siz

e (la

nem

eter

s)

CO2 emissions per lanemeter per km (g/m/km)

12 m truck carrying 24 t cargoRo-Ro cargo ships (fully loaded)



Thank you !

Presentation of DTU container ship model - IALA AISM Assessment of Container Ship 01/12/2010...

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