acs guidelines no.1 guidance on energy efficiency
TRANSCRIPT
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ACS Guidelines No.1
Guidance on
Energy Efficiency Operational Indicator (EEOI)
2013
Association of Asian Classification Societies
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Guidance on
Energy Efficiency Operational Indicator (EEOI)
Foreword
Association of Asian Classification Societies (ACS) is pleased to offer the Guidelines on
the requirement of Energy Efficiency Operational Indicator (EEOI) and Ship Energy
Efficiency Management Plan (SEEMP) in order to help the Asian Ship Owners achieve
operational Energy Efficiency in their vessels with regard to current MARPOL Annex VI
requirements.
This guidance provides supplemental explanations regarding EEOI and examples of EEOI
calculation based on the IMO Guidelines.
The contents of this report are offered as a helpful resource for the Asian shipowners and
companies, and are designed to help in obtaining information and guidance.
ACS hopes that these guidelines would provide effective assistance in the improvement
of energy efficiency of ships and the realization of greener sea in the future.
Disclaimer
The ACS, its member, and their respective officers, employees or agents, individually
and collectively, assume no responsibility and shall not be liable to any person for
any loss, damage or expense caused by reliance on the information, advice and
documents included in this Guidance.
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* .
ACS is an association of 6 classification societies headquartered in Asia; BKI, CCS, IRS, KR, NK
and VR.
TABLE OF CONTENTS
1 Introduction...................................................................................... p04
2 Application........................................................................................ p05
3 Definition.......................................................................................... p05
4 Establishment of an Energy Efficiency Operational Indicator (EEOI) ......... p08
4.1. Definition of the calculation period ......................................................................p08
4.2. Data sources ....................................................................................................p09
4.3. Data collection .................................................................................................p09
4.4. Format for EEOI calculation ..........................................................................p09
5 Monitoring and Verification..........................................................................................p10
6 EEOI Calculation Method ............................................................................................p11
6.1. EEOI ..................................................................................................................p11
6.2. Rolling average EEOI......................................................................................p12
7 Examples of EEOI calculation .................................................................................p13
7.1. EEOI ....................................................................................................................p13
7.2. Rolling average EEOI........................................................................................p14
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1. Introduction
For the reduction of CO2 emissions by
the international shipping industry,
improvement of the energy efficiency of
ships is advocated by the IMO. At the
MEPC 62 held in July 2011,
amendments to MARPOL Annex VI
making EEDI and SEEMP mandatory
were adopted and these amendments
will enter into force on 1 January 2013.
The requirements for SEEMP are
applied to all ships with a gross tonnage of 400 tons or above engaged in
international voyages and these ships are required to retain a Ship Energy
Efficiency Management Plan (SEEMP).
According to the regulations on the
SEEMP, the energy efficiency
improvement of the ships is required to
be achieved by a continuous cycle
which involves four steps: “planning”,
“implementation”, “monitoring” and
“self-evaluation and improvement”.
Therefore, for the implementation of
the SEEMP, energy efficiency of the ship
needs to be continuously monitored.
Energy Efficiency Operational Indicator
(EEOI) is considered as the primary
monitoring tool which is proposed by the IMO and detailed calculation method of
the EEOI is indicated in the MEPC.1/Circ.684 “Guidelines for Voluntary Use of the
Ship Energy Efficiency Operational Indicator (EEOI)”.
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2. Application
The Guidance is applicable for following ships performing transport work.
- Dry cargo carriers
- Tankers
- Gas Tankers
- Containerships
- Ro-Ro cargo ships
- General Cargo ships
- Passenger ships including Ro-Ro passenger ships
3. Definition
Indicator definition
The Energy Efficiency Operational Indicator is defined as the ratio of mass of
CO2(M) emitted per unit of transport work.
Fuel consumption
Fuel consumption, FC, is defined as all fuel consumed at sea and in port or for a
voyage or period in question (e.g., a day) by main and auxiliary engines
including boilers and incinerators.
Fuel mass to CO2 conversion factor
Fuel mass to CO2 conversion factor, CF, is a non-dimensional factor between fuel
consumptions and CO2 emissions based on carbon content. The value of CF for
each fuel type is shown in the following Table.
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Table 1. Fuel mass to CO2 conversion factor
Fuel type Reference CF (t-CO2/t-Fuel)
Diesel/Gas Oil ISO8217 DMX-DMC 3.206000
Light Fuel Oil (LFO) ISO8217 RMA-RMD 3.151040
Heavy Fuel Oil (HFO) ISO8217 RME-RMK 3.114400
Liquefied Petroleum Gas(LPG)
Propane 3.000000
Butane 3.030000
Liquefied Natural Gas (LNG) - 2.750000
Distance sailed
Distance sailed means the actual distance sailed in nautical miles (eg. obtained
from deck log-book) for the voyage or period in question.
Cargo types
Cargo includes but not limited to:
all gas, liquid and solid bulk cargo, general cargo, containerized cargo (including
the return of empty units), break bulk, heavy lifts, frozen and chilled goods,
timber and forest products, cargo carried on freight vehicles, cars and freight
vehicles on ro-ro ferries and passengers (for passenger and ro-ro passenger
ships)
Cargo Mass Carried or Work Done
Cargo mass carried or work done for each ship type is shown in Table 2.
For vessels such as, for example, certain ro-ro vessels, which carry a mixture of
passengers in cars, foot passengers and freight, operators may wish to consider
some form of weighted average based on the relative significance of these
trades for their particular service or the use of other parameters or indicators as
appropriate.
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Table 2. Cargo mass carried or work done
Ship Type Cargo mass carried or work done Unit
Dry cargo carriers Cargo mass tons
Liquid Tankers Cargo mass tons
Ro-Ro cargo ships Cargo mass tons
General cargo ships Cargo mass tons
Container ships(carrying solely
containers)
Cargo mass tons
Number of containers TEU
Container ships(carrying
containers & othercargos)
Cargo mass calculated from TEUs(Loaded container: 10t / Emptycontainer: 2t)
tons
Passenger ships,Ro-Ro passenger
ships
Number of passengers persons
Gross tonnes tonnes
Car ferries, Carcarriers
Number of cars cars
Lane meters meters
Railway and Ro-Rovessels
Number of railway cars andfreight vehicles
cars/vehicles
Lane meters meters
Voyage
Voyage generally means the period between a departure from a port and the
departure from the next port as shown below. Alternative definitions of a voyage
could also be acceptable.
Figure 1. Definition of voyage
In Port
Arrival
Voyage
Departure
Port A Port B
DepartureArrival
In Port
Voyage
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4. Establishment of an Energy Efficiency Operational Indicator (EEOI)
The EEOI should be a representative value of the energy efficiency of the ship
operation over a consistent period which represents the overall trading pattern
of the vessel. General steps to establish the EEOI are shown in Figure 2.
Figure 2. Procedures for EEOI calculation
4.1. Definition of the calculation period
Various units for the period for which the EEOI is calculated can be adopted
taking into account the operation patterns of an individual ship (ex. daily units,
weekly units, monthly units, port to port voyage units, voyage to destination
units, etc.). In the period for which the EEOI is calculated, ballast voyages as
well as voyages which are not used for transport of cargo, such as voyage for
docking service, should be included. Voyages for the purpose of securing the
safety of a ship or saving life at sea should be excluded in the period.
Define data sources for data collection
Collect data
Convert data to appropriate format using conversion factors
Calculate EEOI
Define the voyages/period of time of which EEOI is calculated
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4.2. Data sources
For EEOI calculation, data such as the fuel consumption, distance sailed and
cargo mass carried in the relevant calculation period are necessary. These data
for EEOI calculation could be selected from the ship’s log-books (i.e. Official Log-
book, engine log-book, deck log-book and other official records including AB log
or cargo documents such as cargo manifest or Bill of Lading), oil record book,
bunker delivery note, etc.
4.3. Data collection
Ideally, the data recording method used should be uniform so that information
can be easily collated and analyzed to facilitate the extraction of the required
information.
The collection of data from ships should include the following data:
- distance sailed;
- quantity and type of fuel used;
- all fuel information that may affect the amount of carbon dioxide emitted;
It is important that sufficient information is collected on the ship with regard to
above data so that a realistic assessment can be generated.
4.4. Format for EEOI calculation
For the calculation of EEOI, an appropriate report sheet should be prepared. The
data on fuel consumption and fuel type, cargo mass carried and distance sailed
in a continuous sailing pattern could be documented as examples in the Table 3
and Table 4.
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5. Monitoring and Verification
Documented procedures to monitor and measure should be developed and
maintained. Elements to be considered when establishing procedures for
monitoring could include:
- identification of operations/activities with impact on the performance;
- identification of data sources and measurements that are necessary, and
specification of the format;
- identification of frequency and personnel performing measurements; and
- maintenance of quality control procedures for verification procedures.
The results of this type of self-assessment could be reviewed and used as
indicators of the System’s success and reliability, as well as identifying those
areas in need of corrective action or improvement.
It is important that the source of figures established are properly recorded,
which includes the basis on which figures have been calculated and any
decisions on difficult or grey areas of data. This will provide assistance on areas
for improvement and be helpful for any later analysis.
In order to avoid unnecessary administrative burdens on ships’ staff, it is
recommended that monitoring of an EEOI should be carried out by shore staff,
utilizing data obtained from existing required records such as the official and
engineering log-books and oil record books, etc. The necessary data could be
transferred via the internet or obtained during internal audits under the ISM
Code, routine visits by superintendents, etc.
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6. EEOI Calculation Method
6.1. EEOI
The EEOI provides the number of tons of CO2 emissions per ton nautical mile
calculated using actual operational data (Fuel consumption, Cargo mass carried,
and Distance sailed) and it stands for the ship's energy efficiency actually
achieved during the operation. EEOI is calculated as follows.
Detailed calculations are to be performed by using following equation;
-for calculating EEOI for each voyage
QUOTE
-for calculating average EEOI within the calculation period inclusive of multiple
voyages
QUOTE
Where:
j : Fuel type
i: Voyage number
FCij: Mass of consumed fuel j at voyage i
CFj: Fuel mass to CO2 mass conversion factor (see Table 1) for fuel j
mcargo: Cargo carried (tonnes) or work done (number of TEU or
passengers) or gross tonnes for passenger ships (see Table 2)
D: Distance in nautical miles corresponding to the cargo carried or
work done
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Since mcargo varies depending upon ship type, it should be noted that the unit of
EEOI may vary according to ship type. In case where EEOI is calculated by using
only operational data in ballast condition, the EEOI reached an infinite value
because the cargo mass carried is taken as zero in the ballast condition.
Therefore, to evaluate the EEOI, it should be calculated in certain period
including loaded voyage.
6.2. Rolling average EEOI
In order to smooth out short-
term fluctuations and highlight
longer-term trends of the EEOI
calculation data, the rolling
average indicator could be used.
Rolling average value of EEOI is
calculated as the moving average
for the specified time period or
number of voyages. When rolling
average EEOI is used, it should
be calculated by using a
methodology whereby the minimum period of time or a number of voyages that
is statistically relevant is used as appropriate. “Statistically relevant” means that
the period set as standard for each individual ship should remain constant and
be wide enough so the accumulated data mass reflects a reasonable mean value
for operation of the ship in question over the selected period.
Example of calculation of EEOI for each voyage is shown in Figure 3. The figure
shows the EEOI value together with the loading capacity. It can be seen that the
EEOI per voyage varies considerably being influenced by the loading capacity
(determined by dividing the actual cargo mass carried by the maximum
capacity) at the time of voyage. In such cases, if the rolling average values of
EEOI are calculated using an appropriate period such that the operating patterns
of said ship is averaged, then the trend in the average EEOI can be easily
understood. As an example, three voyage rolling average values are indicated
in the figure. By plotting these rolling average values, the influence of change in
the load index can be averaged out, and the trend in EEOI can be grasped.
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Figure 3. EEOI and three voyage rolling average EEOI
7. Examples of EEOI calculation
The method of calculating EEOI and rolling average EEOI is presented here.
7.1. EEOI
Following example shows an average EEOI which is calculated by using equation
(4) based on the recorded data for eight days.
Table 3. Measurement examples and EEOI calculation examples
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Measured timeOperating
condition
Fuel [t]
(HFO)
Fuel [t]
(Diesel/Gas Oil)
Cargo mass
carried [t]
Distance
sailed
[NM]
Mar. 1st 12:00 Loaded 40 0 15,000 300
2nd12:00 Loaded 35 0 15,000 250
2nd18:00 Loaded 20 0 15,000 100
3rd12:00 In Port 0 5 --- 0
4th6:00 In Port 0 10 --- 0
5th 12:00 Ballast 15 0 0 70
6th 10:00 Ballast 30 0 0 200
7th 12:00 In Port 0 12 --- 0
8th 8:00 In Port 0 8 --- 0
7.2. Rolling average EEOI
For the calculation of rolling average EEOI, the calculation period is taken as 4
voyages in the below example. The first rolling average is calculated based on
the data of No.1 to No.4 voyages. And the second rolling average is calculated
based on the data of No.2 to No.5 voyages. In this way, rolling average values
are sequentially calculated.
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Table 4. Measured data and calculation examples of Rolling Average EEOI
Voyage
No.
Fuel [t]
(HFO)
Fuel [t]
(Diesel/
Gas Oil)
Cargo
weight [t]
Distance
sailed [mile]
Rolling Ave.
EEOI
[t-CO2/t-NM]
1 80 10 13,500 560 ~
2 90 8 8,000 600 ~
3 120 12 15,000 1,000 ~
4 70 8 9,500 400 (1)
5 135 15 12,000 1,200 (2)
6 100 12 6,500 950 (3)
(1) First Rolling Average EEOI (No.1, No.2, No.3 & No.4 voyages):
(2) Second Rolling Average EEOI (No.2, No.3, No.4 &No.5 voyages):
(3) Third Rolling Average EEOI (No.3, No.4, No.5& No.6 voyages):
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