energy efficiency design index (eedi) - ship operations
TRANSCRIPT
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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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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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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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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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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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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