Energy Efficiency Design Index (EEDI)

SOCP – Energy Sustainability Meeting

Thomas Kirk Director, Environmental Programs STAR Center, Dania Beach, FL 11 April 2012

Environmental Landscape for Shipping

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Energy efficiency regulations adopted. In force – 1 Jan. 2013 Commercial incentives for compliance Incomplete guidelines make implementation

challenging

Energy efficient designs will have commercial advantage in the future Fuel costs are likely to go up Charterers and cargo owners will favor efficient

vessels

MEPC 62 (11-15 July 2011)

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Adopted Regulations on Energy Efficiency for Ships – as Chapter 4 of MARPOL Annex VI Enter into force 1 January 2013

Mandatory measures Applicable to ships ≥ 400GT Issuance of International Energy Efficiency

Certificate (IEEC) Energy Efficiency Design Index (EEDI) for NEW ships

– Contracted ≥ 1 January 2013, or – Keel-laid ≥ 1 July 2013, or – Delivered ≥ 1 July 2015

Ship Energy Efficiency Management Plan (SEEMP) for ALL ships

– For existing ship: by first intermediate or renewal survey after 1 January 2013

More on EEDI

EEDI to be verified for the 10 ship types

EEDI of the first 7 ship types: “Attained EEDI” ≤ “Required EEDI”

At Phase 0, “Required EEDI” = “Reference EEDI” “Reference EEDI” – Regression line

(EEDI vs. DWT) defined by IMO for the 7 ships types

EEDI not applicable to ships fitted with steam, diesel-electric, hybrid propulsion systems

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The 10 Ship Types 1) Bulk carrier 2) Tanker 3) Gas tanker 4) Containership 5) General cargo ship 6) Refrigerated cargo ship 7) Combination carrier 8) Passenger ship 9) Ro-Ro passenger ship 10) Ro-Ro cargo ship

Other Issues

Minimum installed propulsion power Apply to new ships of the 7 ship types IACS tasked to develop guidelines

– MEPC 62/5/19 interim guidelines – EE-WG 2/2/8 alternative approach

Waiver of EEDI requirement (Reg. 19.4)

Administrations may waive EEDI requirement for new ships for up to 4 years (contract date) from enter-into-force date

Technical cooperation; technology transfer (Reg. 23)

Administrations should promote development and transfer of technology to developing states that request assistance

Regulation 21.5

“The installed propulsion power shall not be less than the propulsion power needed to maintain maneuverability of the ship under adverse conditions defined in the guidelines to be developed by the organization.”

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IMO Guidelines

EEDI guidelines Method of calculation

– Interim guidelines: MEPC.1/Circ.681 (17 August 2009)

– Draft guidelines: MEPC 62/5/4 Annex 1 (8 April 2011)

Survey and certification of EEDI – Interim guidelines: MEPC.1/Circ.682

(17 August 2009) – Draft guidelines: ME PC 61/WP.10 Annex 3

(30 September 2010) EEDI reference line

– MEPC 61/WP.10 Annex 2; MEPC 62/6/4 (“FINAL”)

SEEMP guidelines – Guidance: MEPC.1/Circ.683 (17 August 2009) – Draft guidelines: MEPC 62/5/4 Annex 2 (8 April 2011)

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EEDI and SEEMP guidelines finalized in IMO Second Energy Efficiency Working Group (EE-WG 2) in 9-13 January 2012

Final drafts presented to MEPC 63 on 27 February 2012 for adoption

Other Guidelines

EEOI Guidelines Guidelines for voluntary use of EEOI: MEPC.1/Circ. 684

(17 August 2009) EE-WG 2 decided no revision needed

Minimum required installed power for maneuverability in severe conditions (MEPC 62/5/19) IACS submitted revised approach

Voluntary structural enhancement (MEPC 62/5/22) IACS proposal (EE-WG 2/2/10) accepted and incorporated in EEDI

calculation guidelines

Calculations of innovative technologies (MEPC 62/5/17) To be further developed by Japan

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Update from IMO Intersessional EE-WG 2

9-13 January 2012

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Clarify for containerships: Capacity = 70% dwt Reference line

recalculated with 0.7dwt and x-axis plotted with actual dwt

EE-WG 2: Revisions to EEDI Calculation Guidelines

fc

Introduced new capacity correction factor fc for chemical tankers and LNG tankers Chemical: fc = R-0.7-0.014 for

R ≤ 0.98; fc = 1 for R >0.98 LNG : fc = R-0.56

R = dwt / cargo tank m3

Retained weather coefficient fw and EEDIweather as optional reporting in EEDI Technical File

Adopted changes to capacity factor fi for: Voluntary structural

enhancement – based on IACS proposal

Ships complying with CSR – based on China proposal

Recalculated fi for ice-class ships – based on Norway proposal (large size ice-class ships not included)

Revised text to clarify calculations for shaft generator PPTO and shaft motor PPTI

Japan to further develop methodology to account for innovative technologies

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Progressing on EEDI Calculation

Deadweight Boosters Correction factor, fc, for chemical and gas carriers Guidelines for voluntary structural enhancement (owner’s extra) Correction for CSR vessels

Speed Determination fw weather factor EEDI survey and certification Minimum propulsion power or minimum speed

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Chemical Tankers

Chemical tankers carry many different products at any given time where the cubic capacity is the prime design constraint and not the deadweight

They are also designed to carry heavy liquid cargoes. Necessary reinforcements increase lightship and reduce deadweight, i.e. EEDI is increased.

They have no power reserve to affect a speed reduction

They are typically shallow draft/wide beam ships with increased powering requirements due to berth restrictions (depth, length, etc.)

They apply triangulation of voyages reducing idle time, leading to maximum fleet utilization with limited ballast legs (short-sea services)

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R = Capacity Ratio= (Deadweight)/(Cargo tank capacity)

Chemical Tanker Correction fc

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Liquefied Gas Carriers: The Revenge of LPGs

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All >200kcbm LNGC above ref line

354 ships; 27 LNGC (20 in 110kDWT range)

Gas Carriers: Cubic Correction for Diesel Propulsion

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Lower densities than chemical tankers fc= R -0.56

Consider two reference lines or a consolidated one

Correction Factor fiVSE for Voluntary Structural Enhancement Instigated by Greece – proposed by IACS

Concept of “reference” design

Enhanced design without change of material and grade

Two sets of plans to be submitted for approval

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Correction Factor fiCSR for CSR Vessels

For vessels built in accordance with Common Structural Rules

LWT = Lightweight of CSR ship

DWT = Deadweight of CSR ship

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EEDI for Large Ships sent to MEPC 64

China (MEPC 62/6/16) – larger bulk carriers and tankers tend to be above the reference line

Proposed X be raised 4% above ref line for

ships>180kWDT

Proposed X by raised 2% above ref line for

ships >270kDWT

China’s Proposal Insert separate line in reduction factor table for “large” bulk carriers and tankers

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Energy Efficiency Regulations

Verification of SEEMP is for IEEC not for IAPP

Reference lines for EEDI for ro-ro passenger ships and cruise passenger ships with non-conventional propulsion will be considered at MEPC 64

Improvements to the ice class correction factors

Capacity for containerships to be set at 70% of deadweight. The required EEDI will be obtained from the reference line plotted against 100% deadweight.

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EEDI Verification: IMO Guidelines

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Speed Verification

A single method of corrections should be applied

Transparency in model tests

ITTC reviews ISO 15016 on speed verification and corrections

ISO 15016:2002 should be revised based on the standard to be developed by ITTC

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Importance of Model Tests & Sea Trials

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Accounting for Innovative Technologies in EEDI

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Japan will develop guidelines

fw – Weather Correction Factor

Japan (MEPC 62/5/3) fw < 1.0 resulting in attained EEDI higher than when using fw = 1.0 Reference line computed with fw = 1.0; inconsistency if attained EEDI

calculated with fw < 1.0 Application of fw < 1.0 for EEDIweather (optional)

– Actual operating conditions

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fw – Weather Correction Factor

fw = 1.0 for EEDI

But do not neglect heavy weather in the design

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Minimum Installed Propulsion Power

Regulation 21.5 of Annex VI “The installed propulsion power shall not be

less than the propulsion power needed to maintain maneuverability of the ship under adverse conditions defined in the guidelines to be developed by the organization”

IACS and Industry Associations co-sponsored MEPC 62/5/19 proposing interim guidelines

Post-MEPC 62, IACS conducted further work with view to firm-up interim guidelines using the “simplified approach”

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IACS Draft Guideline on Minimum Power

Compute thrust in adverse weather

Compute advance ratio J

Compute RPM

Compute power

Check torque-speed

limit

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The “Simplified Approach” in Proposed Interim Guidelines

Define “adverse condition” as a one-month or one-week return period weather in North Atlantic

Ship is said to have sufficient installed power to maintain maneuverability in adverse condition if it could In full-load condition perform an advance speed of “x” knots in

co-aligned head wind and wave with defined wave characteristics

Generally holds true for ships with Froude number of less than “y” and above waterline lateral area to

below waterline lateral area ratio of less than “z” Sufficient rudder area

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IACS Work Plan

Focus on three ship types – tankers, bulkers and containerships

Operational feedback Identify “lower-power” ships and collect actual operational experience of

these ships in maneuvering in adverse conditions

Analyses Calculate advance speed of chosen ships in the two defined adverse

conditions – Purpose – to select the more “reasonable condition” and to set a value for “x”

Assess course-keeping ability of chosen ships – Purpose – to set values for “y” and “z”

Formulate criteria by means of which ships may be exempted from assessment

Revise interim guidelines; industry consultation; make submission to IMO

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Sent to MEPC 64: October 2012

Minimum power and speed

Reduction factors for large ships

Sea trial standards

Tank test standards

Hull and propeller performance standard

EEDI for ro-ro and cruise passenger ships

LPG and LNG EEDI reference lines

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