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Marpol Annex VI Chapter IV- GHG Emissions and Energy Efficiency Regulations

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GHG Emissions and Energy Efficiency Regulations For Ships

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Marpol Annex VI Chapter IV- GHG Emissions and Energy Efficiency Regulations

  1. 1. MARPOL Annex VI Chapter IV-GHG Emissions & Energy Efficiency Regulations Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh.
  2. 2. IMO GHG Study (NMRI is one of the member) reported GHG emission from international shipping in 2007 is estimated about 870 Million tones About 2.7% of global emission of CO2. 450 400 350 300 250 200 150 100 50 0 How ships contribute to global warming? Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 1950 1960 1970 1980 1990 2000 2010 Fuel Consumption (Million tons) This study IMO Expert Group (Freight-Trend), 2007 Endresen et al., JGR, 2007 Endresen et al (Freight-Trend)., JGR, 2007 EIA Total marine fuel sales Point Estimates from the Studies This study (Freight trend) 9/9/2014 2
  3. 3. CO2 emissions from shipping compared with global total emissions (IMO GHG Report) 3 International Marine Bunkers, 2.7% International Aviation, 1.5% Domestic Shipping and Fishing, 0.6% Domestic Aviation, 1.1% Road, 17.0% Rail, 0.5% Other Transport, 0.7% Electricity and Heat Production, 36.4% Residential , 6.9% Other Energy Industries, 4.7% Unallocated Autoproducers , 3.8% Manufacturing Industries and Construction, 18.9% Other, 5.1% Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 3
  4. 4. Framework of CO2 emission reduction measures from ships being considered in IMO MEPC Technical measures New ships Energy Efficiency Design Index (EEDI) Existing ships Ship Energy Efficiency management Plan (SEEMP) Best practice for CO2 emission reduction Energy Efficiency Operational Indicator Market based approach CO2 emission Cap CO2 emission trade GHG emission fund (charge per fuel) No More Favorable Treatment: NMFT (IMO) Common But Differentiated Responsibility: CBDR (UNFCCC) EEDI baselines Mandatory reduction of attained EEDI Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 4
  5. 5. IMO initiatives for GHG emissions control from ships EEDI IMO Initiatives MRV MBMs EEOI SEEMP Ship owner / operator Owners or charterers? EEDI and SEEMP: Mandatory from 2013 EEOI: Voluntary MRV and MBMs: At early stages of discussion. Shipyard Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 5
  6. 6. EEDI, EEOI and SEEMP links Source: IMO presentation on Technical measures Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 6
  7. 7. EEDI, EEOI and SEEMP processes Source: IMO presentation on Technical measures Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 7
  8. 8. Relevant IMO Resolutions and Circulars • Resolution MEPC.203(62): Inclusion of regulations on energy efficiency for ships in MARPOL Annex VI, Adopted on 15 July 2011. • MEPC.1/Circ.795 Unified Interpretations to MARPOL Annex VI (2012) • Resolution MEPC.212(63): 2012 Guidelines on the Method of Calculation of the Attained EEDI for new ships, Adopted on 2 March 2012. • Resolution MEPC.213(63): 2012 Guidelines for the Development of a SEEMP, Adopted on 2 March 2012. • Resolution MEPC.231(65): 2013 Guidelines for calculation of reference lines for use with the energy efficiency design index (EEDI), adopted 2013 and revoked Resolution MEPC.215(63). 9/9/2014 8 Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh.
  9. 9. Relevant IMO Resolutions and Circulars • Resolution MEPC.232(65): 2013 Interim Guidelines for determining minimum propulsion power to maintain the manoeuvrability. • Resolution MEPC.233(65): 2013 Guidelines for calculation of reference lines for use with the Energy Efficiency Design Index (EEDI) for cruise passenger ships having non-conventional propulsion. • Resolution MEPC.234(65): amendments to the 2012 Guidelines on survey and certification of the EEDI. • MEPC.1/Circ.815: 2013 Guidance on treatment of innovative energy efficiency technologies for calculation and verification of the attained EEDI for ships in adverse conditions. • MEPC.1/Circ.816: Consolidated text of the 2012 Guidelines on survey and certification of the energy efficiency design index (EEDI) [resulting from MEPC.234(65)] Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 9
  10. 10. Amendments to MARPOL Annex VI as a result of Energy Efficiency Regulations • Existing Regulations have been amended, as needed. • New Regulations have been added. • Both of the above are covered herein. Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 10
  11. 11. MARPOL Annex VI- Chapter IV: Regulations for Energy Efficiency for Ships Chapter IV:  Reg. 19: Application  Reg. 20: Attained EEDI  Reg. 21: Required EEDI  Reg. 22: SEEMP  Reg. 23: Promotion of technical co-operation and transfer of technology relating to the improvement of energy efficiency of ships Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 11
  12. 12. Regulation 19 - Applications APPLY: -- To all ships of 400 gross tonnage and above; NOT APPLY: - To ships solely engaged in voyages within the water of the flag state; - Regulation 20 and regulation 21 shall not apply to ships which have:  diesel-electric propulsion,  turbine propulsion or  hybrid propulsion systems. Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2 014 12
  13. 13. Regulation 19 – Application (Waiver) • The Administration may waive the requirement for a ship from complying with regulation 20 and regulation 21. • this waiver shall not apply to ships:  For which the building contract is placed on or after 1 January 2017.  In the absence of a building contract, the keel of which is laid or which is at a similar stage of construction on or after 1 July 2017  The delivery of which is no or after 1 July 2019; or  Major conversion on or after 1 January 2017. - The above implies that waiver is only for 4 years. • The Administration of a Party........ which allows application of waiver to a ship entitled to fly its flag shall communicate this to the Organization for circulation to the Parties ………. Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 13
  14. 14. Regulation 20 – Attained EEDI EEDI: Energy Efficiency Design Index • The attained EEDI shall be calculated for:  each new ship;  each new ship which has undergone a major conversion; and  each new or existing ship which has undergone a major conversion, that is so extensive that the ship is regarded by the Administration as a newly constructed ship The above are applicable to ships defined in Regulations 2.25 to 2.35. • The attained EEDI shall be specific to each ship ……… and be accompanied by the EEDI Technical File …. • The attained EEDI shall be calculated taking into account guidelines developed by the Organization (Resolution MEPC.212(63)) • The attained EEDI shall be verified, …. taking into account guidelines developed by the Organization (Resolution MEPC.214(63)) Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 14
  15. 15. Principle of EEDI •EEDI: indication of energy efficiency by CO2 emission (g) per cargo carry (ton mile) •Method of calculation is well established and defined and can be used by everybody. •The technology is well established. •Process and results of the calculation is verifiable and transparent. Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 15
  16. 16. Purpose of the EEDI The Energy Efficiency Design Index for new ships creates a strong incentive for further improvements in ships’ fuel consumption. The purpose of IMO’s EEDI is: 1. to require a minimum energy efficiency level for new ships; 2. to stimulate continued technical development of all the components influencing the fuel efficiency of a ship; 3. to separate the technical and design based measures from the operational and commercial measures (they will/may be addressed in other instruments); and 4. to enable a comparison of the energy efficiency of individual ships to similar ships of the same size which could have undertaken the same transport work (move the same cargo). 9/9/2014 16 Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh.
  17. 17. Regulation 20- Attained EEDI Attained EEDI shall be calculated for new ships and ship has undergone a major conversion Which fall into one or more of the categories in regulation 2.25 to 2.35: • 2.25 Bulk carrier (exclude combination carrier) • 2.26 Gas carrier • 2.27 Tanker (both oil tanker and chemical tanker) • 2.28 Container ship • 2.29 General cargo ship (except livestock carrier, barge carrier, heavy load carrier, yacht carrier nuclear fuel carrier) • 2.30 Refrigerated cargo ship • 2.31 Combination carrier • 2.32 Passenger ship • 2.33 Ro-ro cargo ships (vehicle carrier) • 2.34 Ro-ro cargo ship • 2.35 Ro-ro passenger ship Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 17
  18. 18. Calculation of Calculation of attained EEDI Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 18
  19. 19. Calculation of attained EEDI       CFME(i)  SFCME(  i) P AE  CFAE  SFCAE       fi  Capacity Vref  fw  neff  i 1      eff (AEeff (i) CFAE  SFCAE  feff (i)  P i)  CFME  SFCME  M nPTI   j 1 i 1 neff PTI (i )  feff (i )  P i 1 fj  P M  nME  j 1  i 1 fj  PM E(i )            EEDI= CO2 from propulsion system+CO2 from auxiliary -CO2 emission reduction DWT x Speed PME: main engine power (kW) PAE: auxiliary engine power (kW) SFC: Specific fuel consumption (g/kW) C: Fuel to CO2 factor (g Co2/g Fuel) (nearly 3) Capacity: for cargo ships DWT, for passenger ships GT Vref: reference speed (nm/hour) f i: correction factor for capacity f w: correction factor for performance in real weather f j: correction factor for efficiency For detail of calculation of EEDI, see MEPC61/WP.10 Guidelines on calculation of attained EEDI should be finalized at ISWG-EE2 9(/9J/a20n14. 9 – 13 2012) and adopted at MEPC63 (Feb. 2012) 19 Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh.
  20. 20. Regulation 21.1 – Required EEDI • 1 For each: – .1 new ship; – .2 new ship which has undergone a major conversion; and – .3 new or existing ship which has undergone a major conversion that is so extensive that the ship is regarded by the Administration as a newly constructed ship • which .. defined in Regulation 2.25 to 2.31 …, the attained EEDI shall be as follows: • where X is the reduction factor specified in Table 1 for the required EEDI compared to the EEDI Reference line. Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 20
  21. 21. Table 2: Reduction factors (in percentage) for the EEDI relative to the EEDI Reference line Ship Type Size Phase 0 1 Jan 2013 – 31 Dec 2014 Phase 1 1 Jan 2015 – 31 Dec 2019 Phase 2 1 Jan 2020 – 31 Dec 2024 Phase 3 1 Jan 2025 and onwards Bulk Carrier 20,000 DWT and above 0 10 20 30 10,000 – 20,000 DWT n/a 0-10* 0-20* 0-30* Gas tanker 10,000 DWT and above 0 10 20 30 2,000 – 10,000 DWT n/a 0-10* 0-20* 0-30* Tanker 20,000 DWT and above 0 10 20 30 4,000 – 20,000 DWT n/a 0-10* 0-20* 0-30* Container ship 15,000 DWT and above 0 10 20 30 10,000 – 15,000 DWT n/a 0-10* 0-20* 0-30* General Cargo ships 15,000 DWT and above 0 10 15 30 3,000 – 15,000 DWT n/a 0-10* 0-15* 0-30* Refrigerated cargo carrier 5,000 DWT and above 0 10 15 30 3,000 – 5,000 DWT n/a 0-10* 0-15* 0-30* Combination carrier 20,000 DWT and above 0 10 20 30 4,000 – 20,000 DWT n/a 0-10* 0-20* 0-30* Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 21 * Reduction factor to be linearly interpolated between the tow values dependent upon vessel size.
  22. 22. Regulation 21.3 – Reference line Reference line value = a x b -c Ship type defined in regulation 1 a b c 2.25 Bulk carrier 961.79 DWT of the ship 0.477 2.26 Gas tanker 1120.00 DWT of the ship 0.456 2.27 Tanker 1218.80 DWT of the ship 0.488 2.28 Container ship 174.22 DWT of the ship 0.201 2.29 General cargo ship 107.48 DWT of the ship 0.216 2.30 Refrigerated cargo carrier 227.01 DWT of the ship 0.244 2.31 Combination carrier 1219.00 DWT of the ship 0.488 Required EEDI is not applied to 32. Passenger ship 33. Ro-ro cargo ships (vehicle carrier) 34. Ro-ro cargo ship 35. Ro-ro passenger ship At the beginning of Phase 1 and at the midpoint of Phase 2, IMO shall review the status of technological developments and, if proven necessary, amend the time period, the EEDI reference parameters for relevant ship types, and reduction rates. Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 22
  23. 23. Reference lines • Reference lines are ship specific. • Dependent on ship type and size. • Calculated ship data from HIS Fairplay database: For details of how reference lines are developed, see Resolution MEPC.231(65): 9/2013 9/2014 Guidelines for calculation Mohd. Hanif of reference Dewan, Chief Engineer lines and …… 23 Maritime Lecturer & Trainer, Bangladesh.
  24. 24. Required EEDI against Reference line IMO will Review Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 24
  25. 25. Reg. 21 - Implementation phases and reduction factor Implementation The following circulars were issued (17 August 2009) following MEPC 59 and may be found on the IMO website: www.imo.org : .1 the EEDI formula was circulated as MEPC.1/Circ.681, Interim Guidelines on the method of calculation of the Energy Efficiency Design Index for new ships (annex 17 to MEPC 59/24); .2 the EEDI verification procedure was circulated as MEPC.1/Circ.682, Interim guidelines for voluntary verification of the EEDI (annex 18 to MEPC 59/24); .3 the SEEMP was circulated as MEPC.1/Circ.683, Guidance for the development of a SEEMP (annex 19 to MEPC 59/24); and .4 the Energy Efficiency Operational Indicator (EEOI) was circulated as MEPC.1/Circ.684, Guidelines for voluntary use of the ship EEOI (annex 20 to MEPC 59/24). Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 25
  26. 26. Reg. 21 - Implementation phases and reduction factor • EEDI implementation phases are: • Phase 0 2013 – 2014 • Phase 1 2015 – 2019 • Phase 2 2020 – 2024 • Phase 3 2025 – …… • Reduction factor for the above phases are as in diagram. Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 26
  27. 27. Reg. 21 - Reduction factor and cut-off limits • Reduction factor is the % reduction in Required EEDI relative to Reference Line. • Cut off levels: • Bulk Carriers: 10,000 DWT • Gas carriers: 2,000 DWT • Tankers: 4,000 DWT • Container ship: 10,000 DWT • Gen./ref. Cargo: 3,000 DWT Cut Off Reference Line Linear range Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 27
  28. 28. Reg. 21.6- Review of phases and reduction factors At the beginning of Phase 1 and at the midpoint of Phase 2, the Organization shall review the status of technological developments and, if proven necessary, amend the time periods, the EEDI reference line parameters for relevant ship types and reduction rates set out in this regulation. Ship Type Size Phase 0 [1 Jan 2013 ~ 31 DEC 2014] Phase 1 [1 Jan 2015 ~ 31 DEC 2019] Phase 2 [1 Jan 2020 ~ 31 DEC 2024] Phase 3 [1 Jan 2025 onwards] Bulk Carrier 20,000 DWT and above 0 10 20 30 10,000 ~ 20,000 DWT n/a 0 ~ 10* 0 ~ 20* 0 ~ 30* Gas Tanker 10,000 DWT and above 0 10 20 30 2,000 ~ 10,000 DWT n/a 0 ~ 10* 0 ~ 20* 0 ~ 30* Tanker 20,000 DWT and above 0 10 20 30 4,000 ~ 20,000 DWT n/a 0 ~ 10* 0 ~ 20* 0 ~ 30* Container Ship 15,000 DWT and above 0 10 20 30 10,000 ~ 15,000 DWT n/a 0 ~ 10* 0 ~ 20* 0 ~ 30* General Cargo Ship 15,000 DWT and above 0 10 15 30 3,000 ~ 15,000 DWT n/a 0 ~ 10* 0 ~ 15* 0 ~ 30* Refrigerated Cargo Ship 5,000 DWT and above 0 10 15 30 3,000 ~ 5,000 DWT n/a 0 ~ 10* 0 ~ 15* 0 ~ 30* Combination Carrier 20,000 DWT and above 0 10 20 30 Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 28 4,000 ~ 20,000 DWT n/a 0 ~ 10* 0 ~ 20* 0 ~ 30*
  29. 29. EEDI REDUCTION TECHNOLOGY The CO2 emission represents total CO2 emission from combustion of fuel, including propulsion and auxiliary engines and boilers, taking into account the carbon content of the fuels in question. If shaft generators or innovative mechanical or electrical energy efficient technologies are incorporated on board a ship, these effects are deducted from the total CO2 emission. The energy saved by the use of wind or solar energy will also is deducted from the total CO2 emissions, based on actual efficiency of the systems. For technologies for EEDI reduction please refer to Table 3. Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 29
  30. 30. Table 3: Technologies for EEDI reduction No. EEDI reduction measure Remark 1 Optimised hull dimensions andform Ship design for efficiency via choice ofmain dimensions (portandcanal restrictions) andhull forms. 2 Lightweight construction New lightweight shipconstruction material. 3 Hull coating Use of advanced hull coatings/paints. 4 Hullair lubrication system Air cavity via injection of air under/around the hull to reduce wetsurface and thereby shipresistance. 5 Optimisation of propeller-hullinterface andflow devices Propeller-hull-rudder design optimisation plus relevant changesto ship’saft body. 6 Contra-rotating propeller Two propellers inseries; rotating atdifferent direction. 7 Engine efficiency improvement De-rating, long-stroke, electronic injection, variable geometryturbocharging, etc. 8 Waste heat recovery Mainand auxiliary engines’exhaust gaswaste heat recoveryand conversion to electric power. 9 Gas fuelled (LNG) Natural gas fueland dual fuel engines. 10 Hybrid electricpower andpropulsion concepts Forsomeships, theuseof electric or hybrid would bemoreefficient. 11 Reducing on-board power demand(auxiliary system andhotelloads). Maximum heat recovery and minimisingrequired electrical loadsflexible powersolutions and power management. 12 Variable speed drivefor pumps,fans,etc. Use of variable speed electric motors for control of rotating flowmachinery leadsto significant reductionintheir energy use. 13 Wind power (sail, wind engine, etc.) Sails, fletnner rotor, kites, etc. These are considered asemerging technologies. 14 Solar power Solar photovoltaic cells. 15 Designspeedreduction (newbuilds) Reducing design speed viachoice oflower power or de-ratedengines. Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 30
  31. 31. Ship types subject of current EEDI regulations Attained EEDI: Following ships over 400 GT: Bulk carrier Gas carrier Tanker Container ship General cargo ship Refrigerated cargo carrier Combination carrier Passenger ships Ro-ro cargo ship (vehicle carrier) Ro-ro cargo ship Ro-ro passenger ship Required EEDI: Following ships above cut off limits: Bulk carrier Gas carrier Tanker Container ship General cargo ship Refrigerated cargo carrier Combination carrier NOTE: Draft amendments by MEPC 65 for adoption at MEPC 66 will extend EEDI to: LNG carrier /Ro-ro cargo ship (vehicle carrier)/ Ro-ro cargo ship / Ro-ro passenger ship and cruise passenger ship having non-conventional propulsion. Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 31
  32. 32. Regulation 22 - SEEMP What is SEEMP? SEEMP has/ will become mandatory for all vessels at their first renewal or intermediary survey after 01-Jan-2013 (IMO MEPC 62 , July 2011) • Under the proposed amendments to MARPOL Annex VI, Regulation 22, all ships must have an International Energy Efficiency Certificate (IEEC). • The IEEC requires, amongst other things, the presence of a SEEMP on board. • The SEEMP may form part of the ships Safety Management System Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 32
  33. 33. Why SEEMP? • Implement a plan to improve the energy efficiency of a ships operation. (Part of a broader corporate energy management policy.) • Fuel cost is the largest cost element for shipping companies. 35-65% of operational costs depending on type of vessel. • Energy efficiency improvements can give cost savings of 5-15% and bring down GHG emissions. • Port fees based on environmental impact • Global players are demanding emission data Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 33
  34. 34. Regulation 22 - SEEMP Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 34
  35. 35. SEEMP and IEE Certificate  For existing ships, a Record of Construction needs to be filled and an IEE Certificate issued when the existence of SEEMP on-board is verified. Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 35
  36. 36. Verification that a SEEMP is on-board  The verification will be done as part of first intermediate or renewal survey, whichever is the first, after 1 January 2013. Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 36
  37. 37. Who should implement SEEMP? • SEEMP is a ship specific plan to be developed by the shipowner/operator or charterer • The plan should be adjusted for the characteristics of individual companies and ships • SEEMP is a management tool and should limit the onboard administrative burden Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 37
  38. 38. IMO Regulations on Energy Efficiency Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 38
  39. 39. IMO Guidelines for SEEMP Source: ABS Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 39
  40. 40. IMO IMPLEMENTATION GUIDELINES Ship-specific plan for SEEMP The SEEMP should be developed as a ship-specific plan by the shipowner, operator or any other party concerned, e.g., the charterer. The SEEMP seeks to improve a ship’s energy efficiency through four steps: - planning, - implementation, - monitoring, and - self-evaluation and improvement. These components play a critical role in the continuous cycle to improve ship energy management. Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 40
  41. 41. IMO IMPLEMENTATION GUIDELINES Planning • Current status of ship energy usage and the expected improvement of ship energy efficiency is determined. Establish a baseline! • Define and prioritize initiatives • Both ship internal processes and operational aspects should be covered. (Speed optimization, weather routing, hull maintenance, “just in time” etc.) Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 41
  42. 42. IMO IMPLEMENTATION GUIDELINES Identify • Define how the prioritized initiatives are to be implemented on each ship • Define the owner(s) of each measure • Define each project with a start & end date • Keep records to assist in self evaluation Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 42
  43. 43. IMO IMPLEMENTATION GUIDELINES Implementation • Ensure benefit realization! (Requires a well established baseline with repeatable measurements) • Continuous and consistent data collection is the foundation for monitoring. • Performance monitoring that is standardized for the whole fleet is recommended. (EEOI) • A good monitoring system should track the benefits of each prioritised initiative • The burden on ships staff should be minimized Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 43
  44. 44. IMO IMPLEMENTATION GUIDELINES Evaluation • Progress of different improvement initiatives should regularly be followed up • Establishing well defined self-evaluation periods will give an understanding of cause and effect that will improve the efficiency of future investments. • An understanding of the overall characteristics of the ships operation will result in a better prioritizing of future stages of the management plan. Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 44
  45. 45. IMO IMPLEMENTATION GUIDELINES Self-evaluation and improvement • Evaluate the effectiveness of the implemented improvements • Set new goals and implement the next cycle of the plan. • SEEMP is not a static tool, but a continuous “work in progress” Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 45
  46. 46. SEEMP planning • Establishing a good and repeatable baseline is the key for implementation of SEEMP • Define the requirements for data acquisition , ensuring the system is expandable to handle all future requirements • Define how data will be transferred from the vessel, data safety requirements, storage and use at HQ • Minimize crew involvement i.e. automate data acquisition and transfer • Start with “the low hanging fruit” the largest energy consumers on board 9/9/2014 46 Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh.
  47. 47. 47 Ship Energy Efficiency Management Plan - SEEMP Onboard management tool to include:  Improved voyage planning (Weather routeing/Just in time)  Speed and power optimization  Optimized ship handling (ballast/trim/use of rudder and autopilot)  Improved fleet management  Improved cargo handling  Energy management 9/9/2014 Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh.
  48. 48. Primary Target Areas for Energy-savings Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 48
  49. 49. SEEMP Related Measures: The SEEMP provides an approach for monitoring ship and fleet efficiency performance over time and forces the responsible persons and entities to consider new technologies and practices when seeking to optimize the performance of the ship (see Table 4 for SEEMP related measures). The Second IMO GHG Study 2009 indicates that a 20% reduction on a tonne-mile basis by mainly operational measures is possible and would be cost-effective even with the current fuel prices, and the SEEMP will assist the shipping industry in achieving this potential. Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 49
  50. 50. Table 4: SEEMP Related Measures No. EnergyEfficiencyMeasure Remark 1 Engine tuningand monitoring Engine operational performance andconditionoptimisation. 2 Hullcondition Hull operational foulingand damage avoidance. 3 Propeller condition Propeller operational fouling and damage avoidance. 4 Reduced auxiliary power Reducing theelectrical load via machinery operationandpower management. 5 Speed reduction (operation) Operationalslow steaming. 6 Trim/draft Trim and draft monitoring and optimisation. 7 Voyage execution Reducing port times, waiting times,etc.and increasingthe passage time, just in time arrival. 8 Weather routing Useof weather routing servicestoavoidroughseasandheadcurrents, to optimize 9 Advanced hull coating vRoey-apgaein et fufisciinegn cayd.v anced paints. 10 Propeller upgrade and aftbodyflow devices Propeller andafter-body retrofit for optimisation. Also,addition of flowimprovingdevices(e.g.duct and fins). Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 50
  51. 51. Energy Efficiency Operational Indicator - EEOI  An efficiency indicator for all ships (new and existing) obtained from fuel consumption, voyage (miles) and cargo data (tonnes) Fuel Consumption in Operation Cargo Onboard x (Distance traveled) = Actual Fuel Consumption Index Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 51
  52. 52. THE ENERGY EFFICIENCY OPERATIONAL INDICATOR (EEOI) - Improvements in energy efficiency are possible by operational measures, such as fleet management, voyage optimization and energy management, with 10 to 50% reductions of CO2 emissions (on a capacity mile basis) estimated through the combined use of these measures. - Saving energy at the operational stage is presently addressed by the SEEMP and the EEOI can be used as a monitoring tool and to establish benchmarks for different ship segments of the world fleet categorized by ship type and size. - As the amount of CO2 emitted from ships is directly related to the consumption of bunker fuel oil, the EEOI can also provide useful information on a ship’s performance with regard to fuel efficiency. - The EEOI enables continued monitoring of individual ships in operation and thereby the results of any changes made to the ship or its operation. 9/9/2014 52 Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh.
  53. 53. EEDI and SEEMP Effects 0 4000 3500 3000 2500 2000 1500 1000 500 2010 2015 2020 2025 2030 2035 2040 2045 2050 Mt CO2 Technical measures Operational measures Alternative fuels EEDI 10% SEEMP 11% Scenario: A1B Low uptake Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 53
  54. 54. EEDI and SEEMP Effects Scenario: A1B Optimistic 0 4000 3500 3000 2500 2000 1500 1000 500 2010 2015 2020 2025 203 0 2035 2040 2045 2050 Technical measures Operational measures Alternative fuels EEDI 39% SEEMP 28% MBM Mt CO2 Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 54
  55. 55. Regulation 23 - Promotion of technical co-operation and transfer of technology • Administrations shall, in co-operation with the Organization and other international bodies, promote and provide, as appropriate, support directly or through the Organization to States, especially developing States, that request technical assistance. • The Administration of a Party shall co-operate actively with other Parties, …, to promote the development and transfer of technology and exchange of information to States which request technical assistance, particularly developing States, for implementation of … the requirements of chapter 4 of this annex, in particular regulations 19.4 to 19.6.“ Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 55
  56. 56. Appendix VIII – Form of IEEC Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 56
  57. 57. Supplement to IEEC – Record of construction • The records of construction contains the following information: – Particular of ship – Propulsion system – Attained EEDI – Required EEDI – SEEMP – EEDI Technical File – Endorsement that provided 9/9/2014 data are correct. 57 Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh.
  58. 58. For more information please see: www.imo.org Reference: 1. www.imo.org 2. SBSTA 35 3. IMO MEPC Air pollution prevention and energy efficiency working group 4. Marine Environment Division, IMO. Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 9/9/2014 58
  59. 59. ANY QUESTION? THANK YOU! 9/9/2014 Mohd. Hanif Dewan, Chief Engineer and Maritime Lecturer & Trainer, Bangladesh. 59

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