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Procedia Engineering 194 (2017) 362 – 369

10th International Conference on Marine Technology, MARTEC 2016

Energy Efficiency Design Index (EEDI) for Inland Vessels in

Bangladesh
N.M. Golam Zakariaa , Sohanur Rahmanb,∗
a Professor, Department of Naval Architecture and Marine Engineering, BUET, Dhaka-1000, Bangladesh
b M.Sc Student, Department of Naval Architecture and Marine Engineering,BUET, Dhaka-1000, Bangladesh

Abstract
This paper attempts to evaluate EEDI for inland vessels in Bangladesh.To assess the present situation of inland class vessels in
terms of CO2 emission, 526 cargo ships, 247 passenger ships, 70 oil tankers and 36 ferries have been taken in this study. The
formulated baseline equations based on the study of different types of Inland vessels have been compared with the IMO evaluated
baseline equations for International Shipping. The effect of EEDI with respect to vessels draft, type of fuel, block coefficient,
specific fuel consumption (SFC) and power has also been investigated. Finally, some viable recommendations have been proposed
to reduce the detrimental effects of C02 emission by optimizing hull shape of some existing vessels.

©c 2017
2017TheTheAuthors.
Authors. Published
Published by Elsevier
by Elsevier Ltd.is an open access article under the CC BY-NC-ND license
Ltd. This
(http://creativecommons.org/licenses/by-nc-nd/4.0/).
Peer-review under responsibility of the organizing committee of the 10th International Conference on Marine Technology.
Peer-review under responsibility of the organizing committee of the 10th International Conference on Marine Technology.
Keywords: Inland Waterways Vessel; C02 emission; IMO; Energy Efficiency Design Index (EEDI)

1. Introduction
International shipping plays a vital role in the facilitation of world trade as the most cost effective and energy effi-
cient mode of mass transport, making a significant contribution to global prosperity in both developing and developed
countries. According to IMO, ships engaged in international trade in 1996 contributed about 1.8% of the total world’s
C02 emissions which is approximated as 2.7% in 2007 and this percentage could go two or three times higher by 2050
if Present trend continues[3]. In order to control this C02 emission from shipping, the ship Energy Efficiency Design
Index (EEDI) has been formulated by the IMO Marine Environment Protection Committee (MEPC) as a measure of
the C02 emission performance. The regulations for energy efficiency of ships apply to internationally trading ships of
400 gross tonnages and above and for those ships whose building contract has been placed on or after Jan 01, 2013.
Although Energy Efficiency Design Index (EEDI) is primarily developed as one of the greenhouse emissions
reduction measures, it can also be regarded as an indicator of energy efficiency of a ship and ship propulsion. The
EEDI is a non-prescriptive, performance-based mechanism that leaves the choice of technologies to use in a specific
ship design to the industry. As long as the required energy-efficiency level is attained, ship designers and builders
would be free to use the most cost-efficient solutions for the ship to comply with the regulations. Engine emissions
are more or less directly related to engine power engaged for achieving desired ship speed. In spite of the fact that
ships are generally very efficient transport vehicles, there is still significant potential for further improvements of

∗ Corresponding author. Tel.:+880-1921091952

E-mail address: sohanbuet08@gmail.com

1877-7058 © 2017 The Authors. Published by Elsevier Ltd. This is an open access article under the CC BY-NC-ND license
(http://creativecommons.org/licenses/by-nc-nd/4.0/).
Peer-review under responsibility of the organizing committee of the 10th International Conference on Marine Technology.
doi:10.1016/j.proeng.2017.08.158
 N.M. Golam Zakaria and Sohanur Rahman / Procedia Engineering 194 (2017) 362 – 369 363

their efficiency even by applying existing technologies, as for instance more efficient engines and propulsion systems,
improved hull designs, increasing their size etc.
Due to geographical advantages, waterways are the cheapest mode of transport for transporting passengers and
cargoes in Bangladesh. Although, there are more than 10, 000 different types of ship plying all the year round in
Bangladesh, but performance of these ships in terms C02 emission is not known and any regulations related to the
energy efficiency for inland waterway ships still does not exist.
Inland waterway ships often navigate through populated areas (as opposed to the ocean-going ships), their footprint,
energy efficiency and similar environmental attributes will soon become very important. Several attempts have made
to establish a reliable tool for seagoing vessels with respect to energy efficiency that can be found in various papers
& reports but there are no suggested benchmarks that could be used for assessment of the energy efficiency of inland
waterway vessels. Having in mind the significance of energy efficiency benchmarking, which already has a huge
influence on the global marine shipbuilding industry, this study has been performed based on available data of existing
inland waterway vessels in Bangladesh. This paper particularly investigates the baseline equations for Passenger
Vessel, Cargo Vessel, Oil Tanker & Passenger Ferry in Bangladesh. Moreover, some recommendations have been
given for improving Energy Efficiency Design Index (EEDI) by optimizing the vessel particulars.
Nomenclature

CF Carbon emissions factor (tCO2 /tFuel)

DWT Deadweight (t)
PME Main engine power (KW)
PAE Auxiliary engine power (KW)
PPTO Shaft Generator power (KW)
PPTI Shaft Motor power (KW)
R2 Coefficient of determination
SFC Specific fuel consumption (g/kWh)
RFR Required Fright Rate
Vref Reference speed (knot)
GT Gross tonnage
Fi Capacity factor
Fw Weather factor
Fc Cubic capacity correction factor

2. Formulation of the Guidelines of EEDI for Inland Waterway Vessels in Bangladesh

The analyzed database consists of inland waterway General cargo ships, Oil tankers, Passenger Vessels & Passenger
Ferries in Bangladesh. 100% of deadweight has used as a capacity for calculations of EEDI for General cargo vessels&
Oil tankers, on the other hand for Passenger vessels & Passenger ferries GT has considered for capacity as suggested
by IMO.It is important to underline that calculation of EEDI within this analysis, were performed with 75% of MCR
which has recommended by IMO and with corresponding evaluated maximal ship speed. Furthermore, although
the recommended value of SFC for main engines of inland waterway vessels is 190 g/kWh, it has decided to use
SFC=210 g/kWh because most of the inland waterway vessels are using used Chinese engines. Adopted value of
carbon emissions factor (CF) for diesel fuel was 3.2 t CO2 /t fuel, as recommended in [4].Based on all collected data,
values of EEDI of analyzed inland waterway vessels have obtained according to the equation introduced by
CO2 Emission
I MO : EEDIattained =
T ransportwork
Power ∗ S peci f icFuelConsumption ∗ CO2ConversionFactor
=
Capacity ∗ S peed
364 N.M. Golam Zakaria and Sohanur Rahman / Procedia Engineering 194 (2017) 362 – 369

  nME
   nPT I ne f f
= (Π( j = 1n f j )∗( P ME(i) ∗C F ME(i) ∗S FC ME(i) )+(PAE ∗C FAE ∗S FC AE )+ (Πnj=1 f j ∗ PPT I(i) − ∗PAEe f f (i) )
i=1 i=1 i=1

 
ne ff
 1  gCO2 
∗C FAE ∗S FC AE −( fe f f (i) ∗Pe f f (i) ∗C F ME ∗S FC ME ) ∗
i=1
fi ∗ fc ∗ Capacity ∗ Vre f ∗ fw T onne ∗ knoticalmile
(1)
he calculated EEDI for a ship is called the attained EEDI. This attained EEDI must be less than the reference EEDI
or reference line.The Reference line values have calculated as follows:
Reference line value = a × b−c (2)
Where a, b and c are the parameters given in Table 1. The reference line is based on the vessel database of Department
of Shipping (DOS) in Bangladesh. 526 inland general cargo vessels, 247 Passenger Vessels, 70 oil tankers & 36
Table 1: Reference line parameter value of different types of vessel

Ship Type a b c
General Cargo Ship 1512.3 DWT 0.448
Oil Tanker 508.64 DWT 0.297
Passenger Vessel 5780 GT 0.713
Passenger Ferry 9×107 GT 2.204

Fig. 1: EEDI Reference line for General Cargo Vessel Fig. 2: EEDI Reference line for Oil Tanker

Fig. 3: EEDI Reference line for Passenger Vessel Fig. 4: EEDI Reference line for Passenger ferry

Passenger Ferries have been taken into consideration and their existing EEDI is calculated as per IMO guideline.
Figure 1, 2, 3 & 4 shows the scattered result of EEDI at different capacity. A regression line (Power curve) has drawn
among the data points. According to equation 2 the values of a & c for different types of inland vessels have listed in
table 1. For example, a passenger vessel having GRT = 500 will not be allowed to emit 5780X500-0.713 = 68.795
gmCO2 /tonne.mile. So the vessel must be designed in such way that this would not emit 68.795 gmCO2 /tonne.mile.
It is possible to have more refine reference line when the number of ships under scrutiny is increased.

3. Comparison between IMO evaluated and formulated baseline equations

In this study, a comparison has been done between IMO evaluated and formulated baseline equations for general
cargo vessel and oil tanker. From figure 5 & 6 it has been observed that IMO evaluated baseline equation lies much
below than that of formulated one. One of the reason behind this is engine selection is inappropriate of most of the
inland waterway vessels in Bangladesh. Another reason behind this is inland vessels needs to overcome geographical
barriers like river depth, width, shallow water effects etc.
 N.M. Golam Zakaria and Sohanur Rahman / Procedia Engineering 194 (2017) 362 – 369 365

Fig. 5: IMO evaluated Vs formulated EEDI, oil tanker Fig. 6: IMO evaluated Vs formulated EEDI, cargo vessel

4. Influence of Design Parameters on the Energy Efficiency Design Index (EEDI)

The price of fuel has been the primary driver for improved efficiency and reduced fuel consumption on commercial
ships. The highly competitive nature of the maritime industries meant that efforts to bring down fuel consumption
were cost effective solutions, leading to overall optimization of the transport system. The IMO has developed the
Energy Efficiency Design Index (EEDI) for new ships, which is a gauge of a ship’s CO2 efficiency. The paper has
conducted a study which investigates the robustness of the EEDI by evaluating a parametric series of designs for four
different inland ship types: general cargo ships, oil tanker, passenger vessels and passenger ferries in Bangladesh.
Based on the present situation of inland vessels the relative impact of ship’s draft, type of fuel, block coefficient,
specific fuel consumption and main power on EEDI have also been analyzed.
4.1. Influence of Ship’s Draft on the Energy Efficiency Design Index (EEDI)
When increasing displacement, the relative increase in power will generally be smaller than the relative increase in
displacement, other factors being equal. This suggests that increasing the ship’s Draftwill tend to improve the EEDI.

Fig. 7: EEDI Vs ship’s draft, general cargo vessel Fig. 8: EEDI Vs ship’s draft, oil tanker

Fig. 9: EEDI Vs ship’s draft, passenger vessel Fig. 10: EEDI Vs ship’s draft, passenger ferry

From figure 7, 8, 9 & 10 it has been observed that attained EEDI are decreasing with increases of ship’s Draft.
Thus, increasing ship’s draft can significantly reduce the EEDI. But while doing this kind of optimization it should be
kept in mind that change in draft may have huge impact on inland ships.
4.2. Influence of Various Type of Fuel on the Energy Efficiency Design Index (EEDI)
The CO2 emission is computed from the fuel consumption taking into account the carbon content of the fuel.The
conversion factor CF and the specific fuel consumption, SFC, are determined from the results recorded in the parent
366 N.M. Golam Zakaria and Sohanur Rahman / Procedia Engineering 194 (2017) 362 – 369

engine NOx Technical File.The fuel grade used during the test of the engine in the test bed measurement of SFC
determines the value of the CF conversion factor.The use of LNG as an alternative fuel in order to comply with
the CO2 emissions restrictions is an option that is in use on existing vessels and planned for new vessels. Natural
gas stored as LNG is the alternative fuel that is considered the most likely option in the short to medium future
because of the available engine and system technology, class/statutory regulations, operational experience, fuel cost
and availability of natural gas worldwide.The environmental benefits of using LNG as fuel are significant. Compared
to the use of diesel fuel, use of LNG will reduce the NO x emission by approximately 90% on a lean burn gas fueled
engine, and the SOx and particle matters emissions are negligible without the need on any abatement technologies.
The CO2 emissions are about 20% lower compared to diesel fuel because of the lower carbon content. From figure

Fig. 11: EEDI Vs various type of fuel, general cargo vessel E Fig. 12: EEDI Vs various type of fuel, oil tanker

Fig. 13: EEDI Vs various type of fuel, passenger vessel Fig. 14: EEDI Vs various type of fuel, passenger ferry

11, 12, 13 & 14 it has been observed that attained EEDI are decreasing with fuel type which has low carbon content.
For example, a 1000DWT cargo vessel when uses diesel oil as a main fuel then EEDI will be 68.49gmCO2 /tonne.mile
but when uses LNG the EEDI value will be 58.75 gmCO2 /tonne.mile. Thus, using ofLiquefied Natural Gas(LNG) as
main fuel can significantly reduce the EEDI.
4.3. Influence of Ship’s Main engine power on the Energy Efficiency Design Index (EEDI)
The EEDI is particularly sensitive to the service speed, as the required power increases by roughly the cube of
the variation in service speed. When assessing the powering requirements, Nimbo CSI engine (mostly used in inland

Fig. 15: EEDI Vs ship’s PME , general cargo vessel Fig. 16: EEDI Vs ship’s PME , passenger ferry

ships) has selected for each scenario. The engine is assumed to be de-rated to the power required to attain the design
speed with the main engine operating at 75% MCR. The smaller engines associated with the slower service speeds
may have higher rpms. The propulsive coefficient is reduced at the higher rpm which somewhat mitigates the benefits
of the lower service speed.The installed power is a dominant factor in the EEDI formulation. This parameter is mainly
determined by the design speed and the efficiency of hull and propulsion.
 N.M. Golam Zakaria and Sohanur Rahman / Procedia Engineering 194 (2017) 362 – 369 367

In fig 15 & 16 the relation between installed engine power and EEDI has shown. In Bangladesh, most of the inland
general cargo vessels engine power is around 500 to 700 KW, the engine power of most of passenger ferry is about
1000 KW and majority of oil tanker’s engine power is around 600 KW whereas most of the passenger vessels engine
power is around 600 to 1200 KW. It has been also observed from above figures that EEDI increases with the increases
of PME .

4.4. Influence of block coefficient on the Energy Efficiency Design Index (EEDI)
In this paper four different types of vessels design has evaluated over a range of block coefficients, from Cb = 0.70
to Cb = 0.85. For this analysis, input parameters including design speed and the summer load line draft have been held
constant. As Cb is reduced, the capacity is reduced as well as the required power.At the lower block coefficients, the

Fig. 17: Effect of Cb on EEDI, general cargo vessel Fig. 18: Effect of Cb on EEDI, oil tanker

Fig. 19: Effect of Cb on EEDI, passenger vessel Fig. 20: Effect of Cb on EEDI, passenger ferry

construction cost is reduced, primarily due to reduced powering requirements. The reduced powering requirements
also result in a significant reduction in fuel consumption for the voyage. However, the benefits of the lower Cb are not
sufficient to offset the loss in cargo throughput due to the reduced capacity and therefore the RFR increases as the Cb
is reduced. From figure 17, 18, 19 & 20 it has been observed that EEDI decreases with decreases of block coefficient.
So that means lower the block coefficient lower the EEDI. As is observed from figure 17, 18, 19 & 20 that the EEDI
trend with respect to Capacity follows the same for General Cargo Vessel, oil tanker, passenger vessel & passenger
ferry. For example, a 800 DWT oil tanker when it’s block coefficient will be 0.85 then EEDI value will be 108.12
gmCO2 /tonne.mile but when it’s block coefficient will be 0.7 then EEDI value will be 90.85 gmCO2 /tonne.mile.

4.5. Influence of Specific fuel consumption (SFC) on the Energy Efficiency Design Index (EEDI)

The efficiency of ship’s main engine particularly depends on the ratio of the maximum (firing) pressure and the
mean effective pressure. The higher the ratio, the higher the engine efficiency, i.e. the lower the Specific Fuel Oil
Consumption (SFC).In this study four different types of Marine diesel engines (Nimbo CSI, Weichai, Yanmar &
Cummins) are used.
From the above figures it has been observed that Nimbo CSI engine has higher EEDI value because of high SFC
and Cummins engine has lower EEDI value because of low SFC. So it means that engine with low SFC has low EEDI
value. As is observed from figure 21, 22, 23 & 24 that the EEDI trend with respect to Capacity follows the same for
General Cargo Vessel, oil tanker, passenger vessel & passenger ferry.For example, a 1000 DWT cargo vessel when
uses Nimbo CSI engine then it’s EEDI will be 68.49 gmCO2 /tonne.mile but when uses Cummins engine the EEDI
value will be 53.90 gmCO2 /tonne.mile.
368 N.M. Golam Zakaria and Sohanur Rahman / Procedia Engineering 194 (2017) 362 – 369

Table 2: Specific Fuel Consumption of different marine diesel engines

Marine Diesel Engine SFC (Main Engine)(g/KWh) SFC (Auxiliary Engine)(g/KWh)

Cummins 165 185
Yanmar 190 210
Weichai 200 220
Nimbo CSI 210 230

Fig. 21: Effect of SFC on EEDI, general cargo vessel Fig. 22: Effect of SFC on EEDI, oil tanker

Fig. 23: Effect of SFC on EEDI, passenger vessel Fig. 24: Effect of SFC on EEDI, passenger ferry

4.6. Optimization of existing inland vessel with respect to EEDI

The price of fuel has been the primary driver for improved efficiency and reduced fuel consumption on commercial
ships. The highly competitive nature of the maritime industries meant that efforts to bring down fuel consumption
were cost effective solutions, leading to overall optimization of the transport system. The IMO is developing the
Energy Efficiency Design Index (EEDI) for new ships, which is a gauge of a ship’s CO2 efficiency.During the design
stage of the vessel, for known demands, hull form should be determined at the beginning. Based on principal ship
parameters, it is possible to estimate the attained EEDI and to compare it with the required value.

Fig. 25: Procedure for evaluation of energy efficiencyof a new ship during design stage

If a criterion described in Figure 25 is fulfilled,something should be changed (improved) within the project, other-
wise it is allowed to proceed to the next design stage.Naturally, results should be confirmed during the speed trials as
is recommended to be done for the seagoing ships. Sensitivity of EEDI has been exemplified through set of calcula-
tions for a case Oil tanker. For demonstration purposes, an existing 2774 dwt Oil tanker design has been used as an
example. Principal particulars of the Sample CaseShip: For calculation of EEDI for the Case Ship, exact and ship
 N.M. Golam Zakaria and Sohanur Rahman / Procedia Engineering 194 (2017) 362 – 369 369

Table 3: Ship Specifications

Length (O.A) 78.85m DWT 2774

Length (B.P) 76.30m Main Engine (Cummins-QSK60M) 2X1492 KW@100% MCR
Breadth (mld) 12.50m SFC (ME) 289Ltr/hr
Depth (mld) 6.50m Main Generator 2X443KW
Draft 5.00m SFC (AE) 185 g/Kwh

specific model test data has been used and the calculation has been made according to the latest calculation guidelines
as described in IMO MEPC.1/Circ.68.Calculated EEDI for the Case ship is 50.84 gCO2 /tnm. According to the for-
mulated oil tanker baseline, the requirement for 2774 dwt oil tanker is 48.28 gCO2 /tnm, thus the Case Ship is about
5% above the baseline. Visually it seems that EEDI of the ship is quite close to the baseline. However actual EEDI of
the case ship would need to be improved by 5% to match with the requirement. When the speed of the vessel reduces
to 12 knot from parent 12.5 knot then attained EEDI of the vessel is to be 47.58 gCO2 /tnm which reduces the EEDI
value of the vessel about 6.4% from the parent ship. The relative high power of the installed shaft generator (PPTO ) has
a huge impact on the EEDI value. If the ship is equipped with a large shaft generator that has to supply power to other
systems on top of the power for the basic auxiliary systems, will decrease the EEDI value to great extent.It should be
considered that, by installing a higher powered shaft generator, we are actually reducing PME and thus EEDI is getting
decreased, as PME is the numerator in the EEDI equation. If we decrease PME by increasing installed shaft generator
would mean that, VREF is also decreased. VREF being a denominator in the EEDI equation will try to increase EEDI.
Thus, it can be said that, installing higher power shaft generator is not favorable; rather, optimum effect of PPTO , PME
and VREF on EEDI should be analyzed for the best design. When shaft generator is used which uses 15% of main
engine power the attained EEDI of that vessel is 47.5gCO2/tnm which reduces the EEDI value of the vessel about 7%
from the parent ship.
5. Conclusion
From the study, the following conclusions can be made:
• IMO evaluated baseline equations for EEDI lies much below than the formulated one and one of the reason for
that is inappropriate engine selection of most of the inland waterway vessels in Bangladesh.
• Comparatively longer vessel is favorable from the EEDI point of view. A slender hull form, which will create a
smaller pressure difference between bow and stern, is favorable.
• The value of EEDI decreases with the increase of ship’s draft.But while doing this kind of optimization it should
be kept in mind that change in draft may have huge impact on inland ships.
• The EEDI is particularly sensitive to the service speed as the required power increases by roughly the cube of
the variation in service speed. So, reducing service speed will improve EEDI.
• Attained EEDI is decreasing with fuel type which has low carbon content. Thus, using of Liquefied Natural
Gas (LNG) as main fuel can significantly reduce the EEDI.
• When the block coefficient of the vessel is reduced then the capacity as well as required power is also reduced
and that leads to a significant reduction in fuel consumption and so thus improves EEDI.
• Vessels that have engine with low specific fuel consumption have low EEDI value.
• Combined effect of PME , PPTO , VREF should be made to search the combination of lowest EEDI. Installing high
power PPTO will not ensure lower EEDI.
References
[1] A Simic, Energy Efficiency of Inland Waterway Self-Propelled Cargo Ships, Conference on Influence of EEDI on Ship Design, London, UK,
24-25 September, 2014.
[2] Deltamarin, Report on EEDI Tests and Trials for EMSA, Deltamarin Ltd, December, 2009.
[3] R. Hasan, Impact of EEDI on Ship Design and Hydrodynamics, M.Sc Thesis, Chalmers University of Technology, Sweden, 2011.
[4] IMO, 2014 Guidelines of the Method of Calculation of the Attained energy Efficiency Design Index (EEDI) for New Ships, Resolution MEPC.
245(66), Adopted on 4 April, 2014.
[5] M. krikkle, D. Annik, Analysis of the Effect of the New EEDI Requirements on Dutch Build and Flagged Ships, CMTI, July, 2011.
[6] J. Larkin, Y. Ozaki, K. Tikka, K. Michel, Influence of Design Parameters on the Energy Efficiency Design Index (EEDI), SNAME, February
16-17, 2010