MARPOL Annex-VI Ship emissions NOx treatment Sulphur Cap ODS VOCs Fuel quality measures Energy Efficiency requirements

1. Air Pollution

2. Input = ṁ x CV
B.P 49.3%
Jacket water cooling
5.2 %
Exhaust losses
22.3%
Mechanical Energy
Waste Heat
Waste Heat
Thrust
28%
Radiation 0.6%
Waste Heat
Lubrication 2.9%
Chemical
Energy
100% Fuel
171 g/kw.hr
Thrust
T/C
Air Cooler 14.2%
Propeller Losses
10%
Hull
Friction
10%
29%
** All numbers are general and differs according to the ship type, design and technology updates. @ Yasser B. A. Farag 2020
To other waste heat recovery techniques, such as Economizer, Exhaust Gas Boiler, Turbo Generators…
Part of heat can be recovered in the fresh water generator
Waste Heat
626

3. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021 627
Engine Emissions
8.5 kg/kWh
168 g/kWh
1 g/kWh
14%
Air
cooler
49%
22.3
%
HEAT
BP
EXHAUST
GAS
AIR
FUEL
L.O
21% 𝑶𝑶𝟐𝟐
79% 𝑵𝑵
97% 𝑯𝑯𝑯𝑯
0.5% 𝑺𝑺
97% 𝑯𝑯𝑯𝑯
2.5% 𝑪𝑪𝑪𝑪
0.5% 𝑺𝑺
13% 𝑶𝑶𝟐𝟐
75.8% 𝑵𝑵
5.6% 𝑪𝑪𝑶𝑶𝟐𝟐
5.35% 𝑯𝑯𝟐𝟐 𝑶𝑶
1500 ppm 𝑵𝑵𝑶𝑶𝑥𝑥
600 ppm 𝑺𝑺𝑶𝑶𝑥𝑥
60 ppm 𝑪𝑪𝑪𝑪
180 ppm 𝑯𝑯𝑯𝑯
120 mg/N𝒎𝒎𝟑𝟑
𝑷𝑷𝑷𝑷
??
ENGINE
PROCESS
6%
JW
3%
Lub

4. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021 628
Annex I Annex IVAnnex VAnnex IVAnnex IIIAnnex II
Oil
Oct 2, 1983
155 Countries
99.14% world
tonnage
Noxious
Liquid
Substances
carried in
Bulk
April 6, 1987
155 Countries
99.14% world
tonnage
Harmful
Substances
carried in
Packaged
Form
July 1, 1992
147 Countries
98.54% world
tonnage
Garbage
Dec 31, 1988
New rules from
Jan 01, 2013
152 Countries
98.72% world
tonnage
Sewage
Sep 27, 2003
141 Countries
96.28% world
tonnage
Air
Pollution
May 19, 2005
89 Countries
96.18% world
tonnage
MARPOL 73/78

5. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021 629
MARPOL 73/78 Annex VI
• Entered into force on 19 May 2005.
• The adoption of MARPOL Annex VI has followed some years of debate within organizations.
• At the same time the Technical code on the Control of Emissions of Nitrogen Oxides from Marine Diesel
Engines was adopted.
Regulation 12 - Emissions from Ozone depleting substances from refrigerating plants and
fire fighting equipment
Regulation 13 - Nitrogen Oxide (NOx) emissions from diesel engines
Regulation 14 - Sulphur Oxide (SOx) emissions from ships
Regulation 15 - Volatile Organic compounds
Regulation 16 - Emissions from shipboard incinerators
Regulation 18 - Fuel Oil quality.
Regulations 19 – Energy Efficiency on ships

6. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021 630
Ozon Depleting Substances ODSs
Annex VI prohibits any deliberate emissions of ODS
• Equipment containing such substances, shall be
delivered to appropriate reception facilities
when removed from a ship.
• Installations which contain ozone-depleting
substances, other than
hydrochlorofluorocarbons, are prohibited
• Installations containing hydrochlorflourocarbons
(HCFCs) are prohibited on ships constructed on
or after 1/ 1/2020.

7. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021 631
• Annex VI prohibits any deliberate emissions of ozone-depleting
• Equipment containing such substances, shall be delivered to appropriate reception facilities
when removed from a ship.
• Installations which contain ozone-depleting substances, other than hydrochlorofluorocarbons,
are prohibited
• Installations containing hydrochlorflourocarbons (HCFCs) are prohibited on ships constructed on
or after 1/ 1/2020.
• All the ships subject to the requirements of Annex VI, shall maintain a list of equipment
containing ozone depleting substances and in case a ship will have rechargeable systems
containing ozone depleting substances, an Ozone depleting Substances Record Book shall be
maintained on board.
• The use of Halon in fire extinguishing systems and equipment is already prohibited for new
buildings.
• More restrictive requirements for ozone depleting substances are in place regionally, e.g. in
the European Union (EU). (E.g. EC 2037/2000)
ODS-Regulations

8. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021 632
Refrigerant properties
Refrigerant Type Mass * Formula
Boiling
point
C at Atmos
Freezing
point
C at Atmos
Critical
temp (C)
Critical
pressure
(kpa)
Liquide
density
(kg/m3)
ODP ** GWP ***
R-11
CFC
137.37 CCl3F 23.7 -111.1 198 4408 1447 1 3800
R-12 120.91 CCl2F2 -29.75 -160 112 4136 1486 1 8100
R-22 HCFC 86.46 CHClF2 -40.81 -160 96.1 4990 1413 0.05 1500
R134a HFC 102.03 C2H2F4 -26.06 96.67 101.08 4060 1206 0 3260
* The unified atomic mass unit or dalton (symbol: u, or Da) is a standard unit of mass that quantifies mass on an atomic or molecular scale
(atomic mass). One unified atomic mass unit is approximately the mass of one nucleon (either a single proton or neutron) and is numerically
equivalent to 1 g/mol
** The ozone depletion potential (ODP) of a chemical compound is the relative amount of degradation to the ozone layer it can cause, with
trichlorofluoromethane (R-11 or CFC-11) being fixed at an ODP of 1.0. Chlorodifluoromethane (R-22), for example, has an ODP of 0.05. CFC
11, or R-11 has the maximum potential amongst chlorocarbons because of the presence of three chlorine atoms in the molecule.
*** Global warming potential (GWP) is a relative measure of how much heat a greenhouse gas traps in the atmosphere. It compares the
amount of heat trapped by a certain mass of the gas in question to the amount of heat trapped by a similar mass of carbon dioxide. A GWP is
calculated over a specific time interval, commonly 20, 100, or 500 years. GWP is expressed as a factor of carbon dioxide (whose GWP is
standardized to 1)

9. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021 633
ODS-Regulations
NASA reports of average minimum ozone over
Antartica, and projections for the future
The ozone layer has recovered
by 1 to 3 percent per decade
since 2000 and is forecasted to
recover completely in the
Northern Hemisphere and mid-
latitude areas in the 2030s,
followed by the Southern
Hemisphere around mid-
century, and Antarctica in the
2060s.

10. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
Nitrogen Oxides (NOx)
Oxygen and nitrogen do not react at ambient
temperatures. But at high temperatures, they
undergo an endothermic reaction producing
various oxides of nitrogen. Such temperatures
arise inside an internal combustion engine or a
power station boiler, during the combustion of
a mixture of air and fuel, and naturally in a
lightning flash.
When NOx and volatile organic compounds
(VOCs) react in the presence of sunlight, they
form photochemical smog, a significant form of
air pollution, especially in the summer.
Children, people with lung diseases such as
asthma, and people who work or exercise
outside are particularly susceptible to adverse
effects of smog such as damage to lung tissue
and reduction in lung function
634
Formation of nitric acid and acid rain

11. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
MARPOL Annex-VI NOx Limits
635
0
2
4
6
8
10
12
14
16
18
0 130 200 300 400 500 600 700 800 900 1000 1100 1200 1300 1400 1500 1600 1700 1800 1900 2000 2200 2400 2600
TotalweightedNOxemissions[gNOx/kw.hr]
Engine RPM (n)
Tier-1 (Ship/Engine built from JAN 2000) Tier-2 (Ship/Engine built from JAN 2011) Tier-3 (Ship/Engine built from JAN 2016)
17.0
14.4
3.4
9.8
7.7
2.0
ONLY in ECA

12. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
NOx-Regulations
636
In accordance with regulation 13.5.2, certain small
ships would not be required to install Tier III engines.
A marine diesel engine that is installed on a ship
constructed on or after the following dates and
operating in the following ECAs shall comply with the
Tier III NOx standard:
1. 1 January 2016 and operating in the North
American ECA and the United States Caribbean
Sea ECA; or
2. 1 January 2021 and operating in the Baltic Sea
ECA or the North Sea ECA.
The emission value for a diesel engine is to be
determined in accordance with the NOx Technical
Code 2008 in the case of Tier II and Tier III limits.

13. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
NOx-Treatment
637
Selective Catalytic Reduction (SCR)

14. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
NOx-Treatment
638

15. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
NOx-Treatment
639
Exhaust Gas Recirculation (EGR) :
In this technology, part of the exhaust gas
after turbocharger is recirculated to scavenge
receiver after passing it through the scrubber
( exhaust gas washing ) unit. Around 50-60%
NOx reduction from tier I is claimed by
making use of EGR. However discharge of
cleaning water requires treatment like
purification and separating exhaust gas
cleaning sludge. As some countries are against
discharge of this water, re-using this water
poses corrosion problem.
NOx reduction takes place due to reduction in
excess air (oxygen content) used for
combustion, addition of CO2 and water vapour
reduces peak temperatures as both have
higher specific heat than air.

16. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021 640
Sulphur Oxides (SOx) and Particulate Matter (PM)
Sulfur oxide refers to many types of sulfur and oxygen containing compounds such as SO, SO2, SO3, S7O2, S6O2, S2O2, etc
The Sulphur oxide (SOx) and Particulate Matter emissions from ships will in general be controlled by setting a limit on the
Sulphur content of marine fuel oils as follows:
• 4.50% m/m prior to 1 January 2012
• 3.50% m/m on and after 1 January 2012
• 0.50% m/m on and after 1 January 2020

17. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021 641
ECAs

18. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021 642
Sulphur Oxides (SOx) and Particulate Matter (PM)

19. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021 643
Handling of different fuels
Change-over procedures
Change-over between heavy fuel oil grades is standard practice and so is change-over from heavy fuel oil
to marine diesel oil in connection with e.g. dry-dockings. Change-over from heavy fuel oil to marine gas
oil is however completely different and clearly not common standard. If gas oil is mixed in while the fuel
temperature is still very high, there is a high probability of gassing in the fuel oil service system with
subsequent loss of power. It should be acknowledged that the frequency and timing of such change-over
may increase and become far more essential upon entry into force of ECA’s and the EU proposed
amendments.
Additionally, the time, ship’s positions at the start and completion of change-over to and from compliant
Low Sulphur fuel oil must be recorded in a logbook (e.g. ER log. book), together with details of the tanks
involved and fuel used. It can be anticipated that the same will be applicable with respect to the EU
proposal upon entry into force.

20. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021 644
Handling of different fuels

21. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
Volatile Organic Compounds (VOCs)
645
• During offshore and onshore loading, storage and transportation of crude oil onboard vessels or in oil terminals,
crude oil vapours, also known as volatile organic compounds (VOC), are emitted to the atmosphere. The
emissions vary between 0.1 kg VOC per ton of cargo to 2.8 kg VOC per ton (offshore loading in bad weather).
When liquified, this will be equal to hundreds of barrels of oil. The emissions are a substantial source of lost
financial value and destructive environmental impact.
• Volatile organic compounds (VOC) Emissions from tankers can be regulated by each party to Annex VI in specific
ports and terminals. IMO shall be notified of such requirements min. 6 months before they enter into force and
IMO is to circulate a list of such ports and terminals. The list shall include the notification date on which the
requirements become effective, as well as specification of size of tankers and which cargoes that requires vapour
emission control systems.
• All tankers which are subject to vapour emission control in accordance with above requirements shall be provided
with an approved vapour collection system, and shall use such system during the loading of such cargoes. The
vapour collecting system shall comply with IMO Guideline MSC/Circ.585.
• The revision of Annex VI to MARPOL requires crude oil tankers above 400 grt to implement and keep onboard a
VOC management plan
• The plan is to be ship specific, is to take into account Guidelines developed by IMO

22. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
Volatile Organic Compounds (VOCs)
646

23. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
Incinerator
647
Incineration of Annex I, II and III cargo residues, of PCB’s
(Polychlorinated biphenyls), of garbage containing more
than traces of heavy metals and of refined petroleum
products containing halogen compounds is always
prohibited.
For all the ships to which Regulation 16 will be
applicable, also incineration of exhaust gas cleaning
systems residues will be always prohibited
Monitoring of combustion flue gas outlet temperature
shall be required at all times and waste shall not be fed
into a continuous- feed shipboard incinerator when the
temperature is below the minimum allowed temperature
of 850°C. For batch-loaded shipboard incinerators, the
unit shall be designed so that the temperature in the
combustion chamber shall reach 600°C within 5 minutes
after start-up and will thereafter stabilize at a
temperature not less than 850 °C.

24. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
Fuel oil availability and quality
648
• In general this regulation is not directed to ships, rather to fuel oil suppliers and their control by the
appropriate authorities together with other regulatory aspects. In particular the requirements of
regulations 18.1, 18.2, 18.4, 18.5, 18.8.2, 18.9 and 18.10, together with aspects of regulations 18.8.1,
should be seen as supportive of regulation 14 in respect of those aspects which are outside the control
of the ship owner.
• Regulations 18.6 and 18.8.1 have specific ship (for those that are required to have IAPP Certificates)
related actions concerning the retention onboard of the bunker delivery notes (BDN) for a period of not
less than 3 years following delivery, subject to any relaxation afforded by application of regulation
18.11, and the retention, under the ship’s control (therefore not necessarily onboard although they
should be readily accessible if so required by the relevant authorities), of the representative fuel oil
samples until the subject fuel oil is substantially consumed but for not less than 12 months from the
date of delivery. These requirements apply irrespective of whether or not compliance with regulation
14 - SOx and particulate matter emission control - is complied with by means of bunkering fuel oils
which do not exceed the stated limits.

25. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
Energy Efficiency
649

26. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
Global warming & GHG
650
• GHG is a gas in an atmosphere that
absorbs and emits radiation within the
thermal infrared range. This process is
the fundamental cause of the
greenhouse effect. The primary
greenhouse gases in Earth's atmosphere
are water vapor, carbon dioxide,
methane, nitrous oxide, and ozone.
• Without greenhouse gases, the average
temperature of Earth's surface would
be about −18 °C rather than present
average of 15 °C.
https://nems.nih.gov

27. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
Preface
• ODS
• Sox
• NOx
• CO2
• PM
• Incinerator
• + VOCs from tankers
651

28. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021 652
Maritime Transport
• In 2018 ships carried more than 11 billion
tons of cargo by volume and more than 2.5
billion passengers.
• Based on the data collected between 1980 to
2014, a growth of international seaborne
trade by 265% had been observed during that
period (UNCTAD-2019)
• Shipping’s share of global GHG emissions
represents 2.5% of global GHG emissions with
around 1000 million tonnes annually according
to the (Third IMO GHG study 2014).

29. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
Comparison of CO2 emissions for different transportation means
Source: IMO GHG Study, 2009
653

30. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
Preface
World merchant fleet composition. UNCTAD,
2013
Estimated world seaborne trade by 2050 in ton-miles.
Ančić, A. Šestan / Energy Policy 84
Meeting global GHG reduction target
Source: (MEPC 60/4/9) (IMO Website)
654

31. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
Energy Efficiency regulations
655
• EEDI Energy Efficiency Design Index
• EEOI Energy Efficiency Operational Indicator
• SEEMP Ship Energy Efficiency Management Plan
• DCS Data Collection System
EEDI
IMO Energy
Efficiency
Regulatory
Framework
DCS
EEOI
SEEMP
Ship owner
/ operator
Owners /
charterers
Marine Environment Protection Committee of (IMO)
has adopted two major initiatives in July 2011 -
Energy Efficiency Design Index (EEDI) for new ships
and Ship Energy Efficiency Management Plan
(SEEMP) for all ships - which have entered into
force from January 2013.
While the EEDI is in the hands of the shipbuilder,
or the designer, the Ship Energy Efficiency
Management is in the hands of the ship operator
and the Charterer.

32. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
EEDI
656
• IMO has established a series of baselines
for the amount of fuel each type of ship
burns for a certain cargo capacity.
• Ships built in the future will have to beat
that baseline by a set amount, which will
get progressively tougher over time.
• By 2025, all new ships will be a massive
30% more energy efficient than those
built in 2014.

33. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
EEDI
657

34. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
EEDI
658
1. DWT Enlargement
2. Speed reduction
3. Application of new technology

35. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
EEDI
659

36. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
New Technologies
660
Propeller in Duct

37. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
New Technologies
661
Podded Propellers

38. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
New Technologies
662

39. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
New Technologies
663

40. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
New Technologies
664
The air is blown at a constant rate
to form a layer of bubbles, which
reduces the drag and resistance
between the ship and the seawater.
The Air Lubrication System to
continuously replenish the lost air
bubbles ensures that a uniform
layer of air bubbles is maintained
beneath the ship and the desired
effect is produced.

41. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
New Technologies
665

42. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
New Technologies
666
• Installation: August 2018, Norsepower Two Rotor Sails 30x5
• Two Rotor Sails were installed in August 2018 and underwent testing and data analysis at sea until the end of 2019.
• Independent measurements conducted by Lloyd's Register confirmed savings of 8.2% during the first year of
operation.

43. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
SEEMP
667

44. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
SEEMP
668

45. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
SEEMP
669

46. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
07
Training of crew
and staff
Measures for Energy Efficient Ship Operation
670

47. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
EEOI
671
• unit: tonnes CO2/(tons x nautical miles)

48. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
EEOI
672
EEOI Calculator
Voyage
Fuel
Cf (HFO) Cf (LFO) Cargo Distance Work EEOI (CO2/te.nm)
HFO LFO
1 67 12 3.1144 3.15 23500 770 18095000 1.36206E-05
2 26 6 3.1144 3.15 25000 300 7500000 1.33166E-05
3 52 9 3.1144 3.15 25000 600 15000000 1.26866E-05
4 16 4 3.1144 3.15 24000 200 4800000 1.30063E-05
5 30 7 3.1144 3.15 25000 350 8750000 1.31979E-05
6 17 5 3.1144 3.15 25000 230 5750000 1.19469E-05
7 23 6 3.1144 3.15 22000 340 7480000 1.21031E-05
8 21 6 3.1144 3.15 22000 320 7040000 1.19748E-05
Total 252 55 3.1144 3.15 191500 3110 59895000
Average EEOI 1.5996E-05

49. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
EEOI
673
0.00E+00
5.00E-06
1.00E-05
1.50E-05
2.00E-05
2.50E-05
0 1 2 3 4 5 6 7 8 9
EEOI(CO2/TE.NM)
VOYAGE
EEOI by voyage

50. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
EEOI
674
0.00E+00
5.00E-06
1.00E-05
1.50E-05
2.00E-05
2.50E-05
0 1 2 3 4 5 6 7 8 9
EEOI(CO2/TE.NM)
VOYAGE
EEOI by voyage

51. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
EEOI - FLeet
675

52. M a r i n e E n g i n e e r i n g K n o w l e d g e U E 2 3 1 | Y A S S E R B . A . F A R A G5 January 2021
Conclusion
676
All shipsNew ships
Design Construction Sea Trail Operation
Calculate
EEDI
Verified
EEDI Verified
EEDI
Planning Implementation
MonitoringEvaluation
• Speed optimization
• New Technologies
• Engine enhancement
• Design improvement
• Renewable energy
• Slow steaming
• Weather routing
• Maintenance
• Crew awareness
• Trim optimization
• Just in Time
• Retrofits
• Paints
𝑬𝑬𝑬𝑬𝑬𝑬𝑬𝑬 =
𝑭𝑭𝑭𝑭𝑭𝑭 × 𝑪𝑪
𝑪𝑪𝑪𝑪𝑪𝑪𝑪𝑪𝑪𝑪𝑪𝑪𝑪𝑪 𝑪𝑪 × 𝑽𝑽𝑽𝑽
EEDI