Development of an Integrated Ship Management System

7/26/2019 Development of an Integrated Ship Management System

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Development of an Integrated Ship

Management System Ensuring Ecient

Propulsion and Minimum Emissions of

Pollutants

INTRODUCTION:

Ships provide the most efficient means for transporting goods. However,

emissions from ships represent a meaningful contribution to air and marine

pollution around the world. Emissions from ships exhaust into theatmosphere can potentially be harmful to human health and

cause acid rains and will continue to grow if left uncheckedwhich

contribute to lobal warmin! The shipping sector is responsible for

2.7 percent of global carbon dioxide emissions, roughly equal to 870

million metric tons per year. The International Maritime Organization

(IMO) estimates that shipping emissions will increase by a factor of two

to three by 2050 under business as usual conditions. Ships also emit

one to two percent of global black carbon, a component of soot

particulate matter that reduces air quality and contributes to climate

change.To ensure that shippin is cleaner and reener" I#O has

adopted reulations to address the emission of air pollutants

from ships and has adopted mandatory enery$e%ciency

measures to reduce emissions of reenhouse ases from

international shippin" under I#O&s pollution pre'ention treaty

(#)R*O+,!

MARPOL73/78is the International Convention for the Prevention of

Pollution from Ships, 173 as mo!ifie! "# the Proto$ol of 178.

("MARPOL" is short for marine pollution and 73/78 short for the years

173 and 178.!.MARPOL 73/78 is one of the most important

international marine enironmental #onentions. $t %as deeloped &y

the $nternational Maritime Or'aniationin an effort to minimie pollution

of the o#eans and seas) in#ludin' dumpin') oil and air pollution. *heo&+e#tie of this #onention is to presere the marine enironment in an
https://en.wikipedia.org/wiki/International_environmental_lawhttps://en.wikipedia.org/wiki/International_Maritime_Organizationhttps://en.wikipedia.org/wiki/Marine_debrishttps://en.wikipedia.org/wiki/International_Maritime_Organizationhttps://en.wikipedia.org/wiki/Marine_debrishttps://en.wikipedia.org/wiki/International_environmental_law


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attempt to #ompletely eliminate pollution &y oil and other harmful

su&stan#es and to minimie a##idental spilla'e of su#h su&stan#es.

#)R*O+ )NNE-E.:

)nnex I: Reulations for the *re'ention of *ollution by Oil

(October /012,!

)nnex II: Reulations for the Control of *ollution by Noxious

+i3uid .ubstances in 4ul5 ()pril /016,!

)nnex III: Reulations for the *re'ention of *ollution by 7armful

.ubstances Carried at .ea in *ac5aed 8orm

)nnex I9: Reulations for the *re'ention of *ollution by .ewae

from .hips (.eptember ;;2,!

)nnex 9: Reulations for the Control of *ollution by


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Oone4depletin'

su&stan#es

5is#har'e Prohi&ited.

itro'en O-ides Operation of diesel en'ines 6132 prohi&ited unless en'ine is

#ertified to meet pres#ri&ed emission standards.

,ulphur O-ides ,ulphur #ontent of fuel not to e-#eed .9:. (earlier 013 +an!

$n#inerators $n#inerators installed after 1 ;anuary 0 must &e #ertified to meet

pres#ri&ed emission standards.

GLOBL !"IO#S$

Being an International business, a global approach is essential to reduce

GHG emissions from the maritime transport sector. The International

Maritime Organization (IMO) is considered the appropriate forum to

regulate GHG emissions from international shipping. stepped approach!ill start !ith a data collection s"stem that !ould ser#e the basis of an"

further energ" efficienc" measure to be considered for international

shipping. $o far, a ne! %hapter in M&'O nne *I +&egulations on

nerg" fficienc" for $hips- entered into force on /anuar" 012

introduced mandator" technical and operational energ"3efficienc"

re4uirements such as the nerg" fficienc" 5esign Inde (5I) for some

ne! ship t"pes and the $hip nerg" fficienc" Management 'lan ($M')

for all ships.

Improved Efficiency:

A 2011 agreement among the 170 member nations of the IMO represents massive

implications for the entire shipping sector. The newly-established Energy Efficiency

Design Index (EEDI) will set energy efficiency standards for new large ships. The

standards were affected for ships ordered after January 1, 2013, and/or delivered

after January 1, 2015. The EEDI will initially require 10 percent efficiencyimprovements over the 1999-2009 baseline, scaling up to 20 percent in 2020 and 30


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percent in 2025. The EEDI does not require any specific technologies, allowing the

industry to determine how best to reach the efficiency standards.

The EEDI represents the first major global and legally binding effort to control

emissions from an entire sector. The EEDI should help to overcome many of theeconomic barriers to increasing marine efficiency, namely that ship owners typically

charter out their vessels to ship operators. Operators are responsible for fuel and

other operating costs, leaving owners little incentive to invest in more efficient

technologies. If implemented on schedule, the EEDI is estimated to save $52 billion

in fuel costs and prevent 263 million tons of CO2 emissions each year (over business

as usual) by 2030. However, any country can choose to delay the requirements by up

to four years. In conjunction with the EEDI, the IMO also established the Ship Energy

Efficiency Management Plan (SEEMP), which will require all ships to have an

operations plan to optimize energy efficiency, but does little to approve or enforce

such plans.

EEDI$

@hat is itA

The EEDI is used to calculate a 'essel&s enery e%ciency! Thisis based on a complex formula" ta5in the ship&s emissions"

capacity and speed into account! The lower a ship&s EEDI" the

more enery e%cient it is and the lower its neati'e impact on

the en'ironment! I#O reulations stipulate that ships must

meet a minimum enery e%ciency re3uirement" so their EEDI

must not exceed a i'en threshold!

It is a function of

Installed power

.peed of 'essel

Caro carried

EEDI B !O% Emission "ransport &or'

EEDI is applicable to new ships! It is intended to ensure that

new ships are desined to be enery e%cient! It cannot be used


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as a performance indicator of the operational enery e%ciency

of the existin eet of 'essels!

The EEDI e3uation calculates the CO produced as a

function of a ship&s transport wor5 performed! In otherwords" the e3uation pro'ides a measure of the ship&s

bene>t to society& by establishin how much CO is

produced per transport wor5 done which e3uates to CO

tonne!nm! The e3uation is hihly complex and is made

up of se'eral expressions for:

#ain enine(s,

)uxiliary enine(s,

Enery sa'in technoloies (auxiliary power,

Enery sa'in technoloies (main power, Transport wor5

The top line of the EEDI e3uation is characterised by four 5ey

terms" whereby the enery sa'in technoloies terms may

include" for example" waste heat reco'ery systems" use of wind

or solar power! The CO produced is based on the product ofthe power" speci>c fuel consumption and carbon factor for a

particular type of fuel used! The bottom line of the e3uation

relates to the total CO enerated by each of the four terms" to

ship capacity and speed! In addition" there are a series of

correction factors that moderate the e3uation! These account

for:

.hip desin factors (e!! Ice$Class and shuttle tan5ers,

@eather factor for decrease in speed in representati'e

conditions

9oluntary structural enhancement

.hips built to Common .tructural Rules (C.R,

Capacity correction for chemical tan5ers and +N< ships


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The calculation of the EEDI is detailed within the recently

adopted ;/ cation of the EEDI is comprehensi'e and will be in two

staes:

*re$'eri>cation which commences at the desin stae and

8inal 'eri>cation upon completion of the sea trials and

commissionin!

(O)M*L O( EEDI$

EEDI +

, Main Engine Emissions- ., u/iliary Engine

Emissions- . ,Shaft Generator0s 1

Motor Emissions - 2 ,Eciency "echnologies-

"ransport &or'

"argeted re3uirements

)t present" the EEDI only applies to the worst oGenders when it

comes to maritime pollution! In other words: the 'esselsresponsible for the most emissions! .hips commissioned after

Hanuary /" ;/2 and weihin ;;


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EEDI PPLI!BLE S4IP "5PES$

/, 4U+K C)RRIER., cial enery implications due to reduced

oil consumption! #ore e%cient ships will also emit lower

amounts of criteria pollutants such as oxides of nitroen (NOx,"

oxides of sulphur (.Ox," and particulate matter (*#,! Emissions

of CO " which are directly related to fuel consumption" will be

reduced by 2; percent per ship o'er the lon run compared to

typical ships operatin today! Reductions in these air emissions

will bene>t human health and the en'ironment" includinbene>ts from reduced acid deposition in our oceans!


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)e3uired EEDI

The re3uired EEDI is the maximum allowable 'alue of theattained EEDI as de>ned in Table !The re3uired EEDI is

calculated for all ship types usin /;; L of the deadweiht at

summer load draft" except for passener ships where


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EEDI BSE LI#E$

) reference line (baseline, is de>ned as a cur'e representin

an a'erae index 'alue >tted on a set of indi'idual index 'alues

for a de>ned roup of ships!

Reference line B a (Capacity, $c

@here" a and c are constants determined from the reression

cur'e >t!


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7O@ TO I#*RO9E EEDI:

7ulls with less resistance and impro'ed steerincon>urations!

#ore e%cient aft$ship" propeller and rudder arranements!

#iscellaneous technoloies to reduce minor enery

consumers (dec5 paint" pipe insulation" lihtin" air

conditionin" etc!,

+ower enery consumption in main and auxiliary enines!

.witch from oil to natural as as main fuel #arine fuel cells (loner term,P and 7ybrid ships (e!!"

wind power" solar panels" and use of liht materials" etc!,

(loner term, Qero or minimum ballast con>urations (e!!" by

alternati'e desin or ship type,


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.hip Enery E%ciency #anaement *lan(.EE#*,:

SEEMP purpose$

The .EE#* is a manaement tool to assist ship owners in

manain the enery e%ciency of their ships! It is applicable on

a 'oluntary basis at present and is desined to pro'ide theframewor5" aainst which" a ship owner can de'elop best

practice and enery e%cient operations! The I#O will introduce

the .EE#* as a mandatory tool under #)R*O+ )nnex 9I"

enterin into force on Hanuary /" ;/2!

This is achie'ed in se3uential manner as follows:

Planning$

)s part of each .EE#*" the ship owner is re3uired to re'iew

current practices and enery usae onboard each ship with a

'iew to determinin any shortfalls or areas for impro'ement of

enery e%ciency! This is a crucial >rst step to de'elopin an

eGecti'e manaement plan and should identify 'arious aspects

relatin to:

Ship2speci7c measures

8or example: speed optimisation" weather routein" hull

maintenance" machinery operation!

!ompany2speci7c measures

8or example: impro'ed communication and interaction with

other sta5eholders" such as charterers in order to assess

feasibility of Just in time& operation or tra%c manaement

ser'ices for a'ailability of berth etc!


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4uman resource development

)wareness and trainin of personnel is critical in ensurin

successful implementation of any measures!

Goal setting

This aspect is 'oluntary but ser'es as a means for a ship

owner to pro'ide incenti'e for enery reduction both at ship

le'el but also at corporate le'el! This is not subJect to external

inspection!

Implementation$

Upon completion of the plannin stae" a system of how each

enery impro'ement measure is to be implemented needs to

be de'eloped! The de'elopment of the system can be

considered under the plannin stae and should set out thetas5s re3uired to achie'e each measure alon with who is

assined to them! The implementation itself needs to be in

accordance with the implementation system and should in'ol'e

a system of record$5eepin!

Monitoring$

The only way to assess whether the enery impro'ement

measures are wor5in is to 3uantitati'ely monitor each one! )ship owner may ha'e existin systems in place to do this

althouh monitorin should be carried out usin established

methods" preferably by an international standard! The .EE#*

uidance (#E*C!/2(F2,, recommends one internationally

established tool in particular" that can be used for monitorinP

the Enery E%ciency Operational Indicator (EEOI,! This has

been de'eloped by the I#O to 3uantify the enery e%ciency of

a ship in terms of CO production per caro tonne$nautical mile


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( CO t!nm, and its use and calculation is i'en in

#E*C!/Circ!F1! In addition" it suests that" if appropriate" a

Rollin )'erae Index of the EEOI may be used to monitor

enery e%ciency of the ship o'er time!

Self2evaluation and improvement$

This is the >nal stae in the cycle and is the means by which

each measure can be assessed and the results fed into the

plannin stae of the next impro'ement cycle! .elf$e'aluation

and impro'ement not only identi>es how eGecti'e each enery

impro'ement measure is" but it also determines whether the

process by which it is implemented and monitored is suitable

and how it can be impro'ed! Each measure needs to be

e'aluated indi'idually on a periodic basis and the results should

be used to understand the le'el of impro'ements seen for each

ship!

Energy improvement scopes$

8uel E%cient Operations

Optimised .hip 7andlin

7ull #aintenance

*ropulsion .ystem

@aste 7eat Reco'ery

Impro'ed 8leet #anaement

Impro'ed Caro 7andlin

Enery #anaement


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*here is therefore) eery #onfiden#e) amon' the ast ma+ority ofthe international maritime #ommunity) that the >>5$ %ill result inmore effi#ient ships) in redu#ed emissions of ?@?s) in>nironmental effe#tieness and in a si'nifi#ant #ontri&ution &y a

'lo&al industry to the 'lo&al efforts to stem #limate #han'e

Documents

Development of an Integrated Ship Management System