Influence of the required EEDI reduction factor on the CO2 emission from bulk carriers
Influence of the required EEDI reduction factor on the CO2 emission from bulk carriers
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DOI：
10.1016/j.enpol.2015.04.031
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发表时间：
2015-09
期刊：
影响因子：
9
通讯作者：
I. Ančić;A. Šestan
中科院分区：
文献类型：
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作者：
I. Ančić;A. Šestan
为了提高船舶的能源效率，国际海事组织（IMO）引入了能效设计指数（EEDI）。对于每艘新船，必须计算获得的EEDI，且不得高于根据基准线值和适当折减系数计算的要求EEDI。参考线值代表世界船队平均值，取决于船舶类型和大小。减小因子表示EEDI相对于参考线值的减小，并且在一组时间间隔中增大。然而，折减系数变化方案似乎是严格设定的，可能导致设计问题和船舶动力不足。本研究基于现行的减排因子变化政策，对散货船的CO2排放量进行了估算。还讨论了其他政策和一些创新方法，并估计了每种情景下的CO2排放量。然后将结果与达到大气中550 ppm的全球平均CO2稳定水平的要求进行比较。它的结论是，政策，其中包括从造船业的反馈施加的要求，可以更容易地满足，这将导致整体较低的CO2排放。
In order to improve energy efficiency for ships International Maritime Organization (IMO) introduced Energy Efficiency Design Index (EEDI). For every new ship the attained EEDI has to be calculated and not higher than the required EEDI which is calculated from the reference line value and appropriate reduction factor. The reference line value represents the world fleet average and is dependent on the ship type and size. The reduction factor represents a reduction for the EEDI relative to the reference line value and is increased in a set of time intervals. However, the scheme of the reduction factor change seems to be rigidly set and could lead to design issues and ship under powering. This study estimates the CO2emission from bulk carriers based on the current reduction factor change policy. Other policies and some innovative approaches are also discussed and the CO2emission in every scenario is estimated. The results are then compared with the requirement of reaching mean global CO2stabilization level of 550 ppm in the atmosphere. It is concluded that policies which include feedback from the shipbuilding sector impose requirements that could be much easier to satisfy and which will lead to overall lower CO2emission.