Effective ways to reach EEXI limit for existing vessels and implications

Psillas, Angelos; Ψύλλας, Άγγελος

dc.contributor.author	Psillas, Angelos	en
dc.contributor.author	Ψύλλας, Άγγελος	el
dc.date.accessioned	2022-11-04T08:23:52Z
dc.date.available	2022-11-04T08:23:52Z
dc.identifier.uri	https://dspace.lib.ntua.gr/xmlui/handle/123456789/56083
dc.identifier.uri	http://dx.doi.org/10.26240/heal.ntua.23781
dc.rights	Αναφορά Δημιουργού 3.0 Ελλάδα	*
dc.rights.uri	http://creativecommons.org/licenses/by/3.0/gr/	*
dc.subject	Eexi	en
dc.subject	Marine	el
dc.subject	Pollution	el
dc.subject	Emission	el
dc.subject	Cost analysis	el
dc.subject	ΕΕΧΙ	el
dc.subject	Ρύπανση	el
dc.subject	Πλοίο	el
dc.subject	Δεξαμενόπλοιο	el
dc.subject	Αεράδικο	el
dc.title	Effective ways to reach EEXI limit for existing vessels and implications	en
dc.contributor.department	Area of Maritime Transport	el
heal.type	masterThesis
heal.classification	MARINE ENGINEERING	en
heal.language	en
heal.access	free
heal.recordProvider	ntua	el
heal.publicationDate	2022-06-01
heal.abstract	After introducing Energy Efficiency Design Index (EEDI) and Ship Energy Efficiency Management Plan (SEEMP) in 2011, by 62nd session of the Marine Environment Protection Committee (MEPC 62), International Maritime Organization (IMO) pursued its short- and long-term goals to reduce greenhouse gas (GHG) emissions from ships by presenting an Energy Efficiency Existing Ship Index (EEXI). Ships engaged in international voyage will be obliged to comply with the EEXI (MARPOL Annex VI, reg. 23 and 25). In addition, they must satisfy Regulation 28 of the same MARPOL Annex. Regulation 28 prescribes for the reduction of Operational Carbon Intensity through the Carbon Intensity Indicator (CII). The effective date for these changes to become operational is 1 January 2023. Contrary to EEDI which is used for new ships solely, EEXI and CII is addressing the energy efficiency of already built ships and is set to become formally applicable starting from 2023. Given this, the new regulatory movement of 2021 forces shipowners to demonstrate, by the initial or the next periodic survey, that their ships meet the requirements of EEXI and CII in order for them to receive the International Energy Efficiency Certificate (IEEC) and/or the International Air Pollution Prevention Certificate (IAPPC). According to DNV, about 80% of the current fleet falling within the EEXI regulations are not compliant and need to take measures by 2023.According to ABS, about 20% of the tanker, 46% of the bulker and 25% of the container fleet are having difficulty to even reach the required EEXI reduction factors, basis their attained values, which will be 15-30% lower than the latest updated EEDI baselines. This diploma thesis deals with various ways for ships to be EEXI compliant. After IMO strategy and goals regarding energy efficiency, it presented a variety of innovative means through which EEXI requirements could be satisfied. Energy Saving Devices (ESDs) are analyzed and divided into different categories according to their contribution to the EEXI formula. However, at this moment the easiest and most cost-effective measure for the reduction of EEXI is the Engine Power Limitation or EPL. One of the most serious disadvantages derived from the implementation of EPL is the vessel’s speed reduction. In case of large EPL, the vessel’s speed will drop dramatically as the main engine power drops and simultaneously changes the operational point of the propeller. With a significant reduction of the engine power in order to comply with EEXI regulation, the efficiency factor of the propeller will drop dramatically. Thus, a lot of shipowners will be led to the retrofit or redesign of the propeller. In this paper is presented case studies with two vessels that will be evaluated on their required and the currently attained EEXI before and after the implementation of ways to reduce it. Morespecifically, a product/ chemical tanker and a containership will be assessed for EEXI index and an EPL application will be carried out in order to be compliant with the EEXI. An economical feasibility study will then be carried out on the containership by retrofitting its propeller. This retrofit will be evaluated both technically and economically, in order to be shown whether such projects are not only environmentally but also economically feasible and sustainable. Being compliant with EEXI is a mandatory requirement according to the IMO from 1 January 2023. The implementation of overridable EPL or ShaPoLi is not an investment option. When the ship has to drop its EEXI and engine operating power to a great extent, ESDs cannot achieve this rate without the help of EPL/ShaPoLi. However, with the implementation of ESDs the ship can reach pre-EEXI speeds so that no major changes in the operational profiles of most ships will be observed from 2023. Thus, economic and technical feasibility studies on these issues have been carried out for a long time in shipping companies, in order to achieve fuel savings in addition to the mandatory reduction of emissions, and therefore this new ΕΕΧΙ project to make the companies economically and energetically viable and efficient.	en
heal.advisorName	Lyridis, Dimitrios
heal.advisorName	Λυριδης, Δημητριος
heal.committeeMemberName	Themelis, Nikolaos
heal.committeeMemberName	Ventikos, Nikolaos
heal.committeeMemberName	Θεμελης, Νικολαος
heal.committeeMemberName	Βεντικος, Νικολαος
heal.academicPublisher	Σχολή Ναυπηγών Μηχανολόγων Μηχανικών	el
heal.academicPublisherID	ntua
heal.numberOfPages	109
heal.fullTextAvailability	false