Lloyd’s Register: Marine Energy Efficiency Design Index – An Update RINA Lecture, 2 February 2012, London, UK. Dr Zabi Bazari Ship Energy Services Manager

Lloyd’s Register: Marine

Energy Efficiency Design Index – An Energy Efficiency Design Index – An UpdateUpdate

RINA Lecture, 2 February 2012, London, UK.RINA Lecture, 2 February 2012, London, UK.

Dr Zabi BazariShip Energy Services ManagerLloyd’s Register, London, [email protected]


ContentContent

Introduction EEDI formula and Attained EEDI Reference lines and Required EEDI EEDI verification IMO workplan and outcome of January 2012

meeting Likely impacts Conclusions


Introduction


IMO initiatives for GHG emissions controlIMO initiatives for GHG emissions control

EEDIEEDI

IMO IMO InitiativesInitiatives

MBMsMBMs

EEOIEEOI

SEEMPSEEMP

Ship owner /

operator

Owners / Charterers

Regulatory status:Regulatory status: EEDI / SEEMP: Mandatory EEDI / SEEMP: Mandatory

from 1st January 2013from 1st January 2013 EEOI: VoluntaryEEOI: Voluntary MBMs: Early discussionsMBMs: Early discussions

Shipyard


New Chapter 4 of MARPOL Annex VINew Chapter 4 of MARPOL Annex VI

IMO MEPC 62 in July 2011 agreed to a new Chapter 4 in MARPOL Annex VI entitled “Regulations on Energy Efficiency of Ships”.

This includes addition of new Regulations 19 to 23 Regulation 19 is on Application domain of Chapter 4 Regulations 20 is on “Attained EEDI” Regulations 21 is on “Required EEDI” Regulation 22 is on SEEMP Regulation 23 is on “Technical co-operation and technology

transfer”

There are quite a number of Guidelines in support of the above regulations.


Attained EEDI and Required EEDI


Attained EEDI: Calculation formula (MEPC Attained EEDI: Calculation formula (MEPC Circ.681)Circ.681)

Main Engine

Aux Engine

(s)

Innovative Energy Eff. Power Gen. Technologies

Innovative Energy Eff.

Prop. Technologie

sEEDI =

Boilers are excluded from EEDI!

fc.[gCO2/(tonne.nm)]


EEDI parameters EEDI parameters

[gCO2/(tonne.nm)]

Carbon factor

Ice class factor

Auxiliary power:PME >=10000KW：PAE ＝ 0.025Me ＋ 250PME < 10000KW：PAE ＝ 0.05Me

Capacity factor Wave factor

Capacity:DWT: Bulk carriers,Containers,Tankers,Gas carriers,cargo ships,etc.GTR: Passenger Ship

Shaft Motor Waste Heat Energy Saving

Main power:PME=0.75MCR

EEDI =

Attained Speed

fc


Reference linesReference lines Reference lines

are ship specific.

They are part of Regulation 22 (in equation form).

All new ship types, for inclusion in regulation, require a new reference line.


Required EEDI Required EEDI

Attained EEDI ≤ Required EEDI

Required EEDI: The regulatory limit for EEDI.

Required EEDI = (1 – X/100)*Reference Value

Where:

X is the Reduction Rate.

• Reference Value is calculated from Reference Line.

Cut Off

Reference Line

Linear range


Implementation stages and reduction ratesImplementation stages and reduction rates

EEDI implementation phases are:

Phase 0 2013 – 2014

Phase 1 2015 – 2019

Phase 2 2020 – 2024

Phase 3 2025 – ……

Reduction rate for the above phases are as in diagram.

EEDI Reduction Rate (Regulation 21)

0

5

10

15

20

25

30

35

Phase 0(2013-2014)

Phase 1(2015-2019)

Phase 2(2020-2024)

Phase 3(2025 - ..)

Reduction Rate [%]

Impl

emen

tatio

n Ph

ases

Bulk carriers Gas carrier Tanker/Combi.C Container Gen./Ref. cargo


Ship types subject of current EEDI Ship types subject of current EEDI regulationsregulationsAttained EEDI: Following ships over 400 GT*:

Bulk carrierGas carrierTankerContainer shipGeneral cargo shipRefrigerated cargo carrierCombination carrierPassenger shipsRo-ro cargo ship (vehicle carrier)Ro-ro cargo shipRo-ro passenger ship

Required EEDI: Following ships above cut off limits:

Bulk carrierGas carrierTankerContainer shipGeneral cargo shipRefrigerated cargo carrierCombination carrier

* excluding ships with diesel-electric, turbine or hybrid propulsion


EEDI Verification process EEDI Verification process

Basic Design , Tank Test*,

EEDI Calculation

Basic Design , Tank Test*,

EEDI Calculation

Submission of additional information

Submission of additional information

Sea TrialSea Trial

Shipowner Shipbuilder Verifier

Development of EEDI Technical FileDevelopment of EEDI Technical File

Application for EEDIpre-verification

Submission of EEDI Technical File

Application for EEDIpre-verification

Submission of EEDI Technical File

Application for EEDIverification

Application for EEDIverification

Modification and Resubmission of EEDI Technical FileModification and Resubmission of EEDI Technical File

Verification:- EEDI Technical File- additional information

Issuance of

Statement of Compliance

Verification:- EEDI Technical File- additional information

Issuance of

Statement of Compliance

Verification:- sea trial condition- ship speed- revised EEDI Technical File

Issuance of

IEEC (International Energy efficiency

Certificate)

Verification:- sea trial condition- ship speed- revised EEDI Technical File

Issuance of

IEEC (International Energy efficiency

Certificate)

Start of ship constructionStart of ship construction

Delivery of shipDelivery of ship

Pre

-Verifi

catio

nFin

al

Verifi

catio

n

* To be conducted by a test organisation or a shipbuilder itself.


Major aspects of verificationMajor aspects of verification

Verification of speed-power curve for Vref: Tank test observation Speed trial observation Scaling method from “trial conditions” to “EEDI conditions” Correction for environmental conditions.

Verification of “energy saving technologies” Availability factors (feff) Power levels

Verification of various correction factors: Ice-class (fj) Weather factor (fw) Design capacity factor (fi) Cubic capacity factor (fc)


Some other major verification Some other major verification challengeschallenges

Exact model?

Numerical tools for calculation, scaling, pre-verification, etc.?

Shipyards’ and tank test facilities’ proprietary data?

Uncertainly levels and if there is a need for formal uncertainty analysis?

How to ensure consistency amongst various organisations: ROs Shipyards Tank test organisations


List of the EEDI-related GuidelinesList of the EEDI-related Guidelines

Guideline for calculation of EEDI

Guidelines for survey and verification of EEDI

Guidelines for minimum power of ship for safe operation.

Guidelines for validation of ship electric power table (EPT).

Guidelines for verification of innovative technologies


EEDI Reduction Methods


EEDI reduction methods EEDI reduction methods

Capacity (deadweight) increase

Advanced technologies: Existing/proven

technologies Emerging technologies Renewable energy

technologies

Alternative fuels: LNG

Speed reduction

Reduction rate

DWT

EED

I

Baseline

(3) Application of new

technology

(1) DWT enlargement

Average EEDI of current ships (no effort for efficiency improvement)

(2) Speed reduction

Efficiency improvement by design change

A: efficiency improvem

ent

MEPC60/4/35 Japan, Norway, US


2010 2015 2020 2025Primary/secondary fuel HFO HFO/MGO HFO/MGO MGO/HFO

Expected EEDI reduction (%) 0 0 0 0Hull /ship dimensions/paint optimisation Conv. Conv/OPHULL OPHULL OPHULL

Expected EEDI reduction (%) 0 2 5 7Hull air lubrication NA NA NA HAL

Expected EEDI reduction (%) 0 0 0 0Propeller type / size / design FPP ( C) FPP ( C) FPP (LDSS) FPP (LDSS)

Expected EEDI reduction (%) 0 0 2 2Propeller / rudder / aft flow optimisation FPP ( C) FPP (OP) FPP (OP) FPP (OP)

Expected EEDI reduction (%) 0 2 3 4Propulsion system type Direct-drive Direct-drive Direct-drive Direct-drive

Expected EEDI reduction (%) 0 0 0 0

Main engine type/optimisation 2-stroke diesel (C)

2-stroke diesel (OP)

2-stroke diesel (OP, DR/LS)

2-stroke diesel (OP, DR/LS)

Expected EEDI reduction (%) 0 1 4 5Main engine actual SFC relative to reference value SFC (M/E) SFC (M/E) SFC (M/E) SFC (M/E)

Expected EEDI reduction (%) 0 5 5 5Auxiliary engine type/optimisation 4-stroke diesel

(C)4-stroke diesel

(C)4-stroke diesel

(OP)4-stroke diesel

(OP)Expected EEDI reduction (%) 0 0 0 0

Auxiliary engines actual SFC relative to reference value SFC (A/E) SFC (A/E) SFC (A/E) SFC (A/E)Expected EEDI reduction (%) 0 5 5 5

Auxiliary load reduction Conv. Conv. VSDRIVE VSDRIVEExpected EEDI reduction (%) 0 0 0 0

Waste heat recovery NA NA NA WHRExpected EEDI reduction (%) 0 0 0 5

Renewable energy for propulsion NA NA NA WINDPOWERExpected EEDI reduction (%) 0 0 0 0

Renewable energy for power generation NA NA NA SOLPOWERExpected EEDI reduction (%) 0 0 0 0

EEDI (Required) 2.560 2.304 2.048 1.792

IMO EEDI reduction factor (%) 0 10 20 30EEDI reduction (Technical) (%) 0 9.8 18.44 27.08

Design speed (average) 15.74 15.72 15.62 15.51Expected EEDI reduction due to speed reduction(%) 0 0.2 1.56 2.92

Speed

Propulsion system and

M/E

A/E andauxiliary

loads

EEDIaspects

Heatrecovery

Renewableenergy

Fuel

Hull

Propeller

Table 2.1 - Ship type: Tanker - Average VLCC Technology options for Required EEDI compliance

YearEEDI reduction likely options – Average VLCCEEDI reduction likely options – Average VLCC


IMO GHG Future Work Plan


Work still to be done by the IMOWork still to be done by the IMO


Progress in Inter-sessional WG meeting(9-13 January 2012)


Changes to EEDI formulaChanges to EEDI formula

Cubic Capacity Factors for Chemical Tankers (fc): Based on the ratio of summer deadweight to volumetric capacity

(R) To be calculated according to the formula fc = R^(-0.7) – 0.014,

where fc = 1 when R = 0.98

Cubic Capacity Factor for LNG (fc) To be calculated from Fc = R^(-0.56)

Design Capacity Factor for Voluntary Structural Enhancement (fiVSE).

Design Capacity Correction Factor for ships built to Common Structural Rules (fiCSR).


New guidelines, non-conventional ships, etcNew guidelines, non-conventional ships, etc

New guidelines for verification of innovative technologies:

Japan presented draft guidelines Dealing with wind, solar, heat recovery, etc. For each of the above technologies, there will be guidelines

for calculation and verification.

EEDI for Non-Conventional Ships Reference line for cruise ships Reference line for RoRo ships Reference line for RoPax ships

Shaft generator: Incorporation of a new formulation for shaft generator. Also, cases where propulsion shaft power is limited and can

be verified, there will be no need to use main engine power.


Impact of EEDI on Industry


Likely impactsLikely impacts More energy efficient ships and ship technologies Slower speed ships More use of alternative fuels More expensive ships/marine transport (excluding fuel) More optimised and complex designs with likely impacts

on: Reliability/safety Maintainability

Likely modal shift of freight transport to land and air EEDI will become commercially sensitive if used for:

Existing ships Fuel efficiency-based chartering Reward-based marine MBMs or financial incentives


Concluding RemarksConcluding Remarks

The EEDI regulations are now in place and will come into force from 1st January 2013.

A number of guidelines are under development and will be finalised in 2012 in support of the above.

Verification of EEDI pauses a number of major issues. There are a number of solutions to reduce EEDI including

alternative fuels, alternative technologies and reduced ship speed.

The EEDI impacts on shipping economics, safety and transportation competitiveness are still being investigated.

Overall, it is anticipated that the EEDI will have a big impact on future of shipping industry.


Any questions?Any questions?

Documents

Lloyd’s Register: Marine Energy Efficiency Design Index – An Update RINA Lecture, 2 February 2012, London, UK. Dr Zabi Bazari Ship Energy Services Manager