Dr Charlotte Banks - On The MoS Way

EEDI

Dr Charlotte Banks

Contents• Introduction • The Calculation

• Simplified • Terms related to the main engine (s) • Terms related to the auxiliary engines • Terms related to the main engine saving technologies • Terms related to the auxiliary engine saving technologies

• Benchmarking • Reference lines • Reduction Factors

• Assessment • Advantages • Limitations • Impacts

What is the EEDI• The EEDI is a tool that can be used to calculate and then benchmark the

carbon emission associated with a ship based on the ship design, technologies installed and designed operation.

A ratio between the amount of CO2 emission emitted over the amount of useful work done (cargo transported); taking into account the design of the ship and technologies installed. The units are in grams of CO2 per capacity-mile.

• As of the 1st January 2013 the calculation and compliance with the EEDI regulation become mandatory and is applicable to all of the following ships above 400 gross tonnage:

– New ships – New ships that have undergone a major conversion – New or existing ships that have undergone a major conversion that is so extensive that

the ship is regarded by the administration as a newly constructed ship

DocumentationRESOLUTION MEPC.203(62)

Adopted on 15 July 2011

AMENDMENTS TO THE ANNEX OF THE PROTOCOL OF 1997 TO AMEND THE INTERNATIONAL CONVENTION FOR THE PREVENTION OF POLLUTION FROM SHIPS, 1973, AS MODIFIED BY THE PROTOCOL OF 1978 RELATING THERETO (Inclusion of regulations on energy efficiency for ships in MARPOL Annex VI)

MEPC 62/24/Add.1 Annex 19, page 1

RESOLUTION MEPC.212(63)

Adopted on 2 March 2012

2012 GUIDELINES ON THE METHOD OF CALCULATION OF THE ATTAINED ENERGY EFFICIENCY DESIGN INDEX (EEDI) FOR NEW SHIPS

MEPC 63/23, Annex 8, page 1, ANNEX 8



2012 GUIDELINES ON SURVEY AND CERTIFICATION OF THE ENERGY EFFICIENCY DESIGN INDEX (EEDI)

MEPC 63/23/Add.1, Annex 10, page 1, ANNEX 10



GUIDELINES FOR CALCULATION OF REFERENCE LINES FOR USE WITH THE ENERGY EFFICIENCY DESIGN INDEX (EEDI)

MEPC 63/23/Add.1, Annex 11, page 1, ANNEX 11

Calculation - Simplified

Main Engine Terms

Main engine (s)

• De-ratted engine (s)

• Modern, optimised energy efficient engines

• Alternative low carbon fuels

i Number of main enginesP is 75% or rated installed power (MCR) for each main engine (i)

C(non- dimensional)

is the conversion factor between fuel consumption and COvalue is different for the different fuel types used by the main engine or auxiliary engine (s).

SFC (g/kWh)

is the specific fuel consumption and should be determined and corrected.

Carbon Conversion FactorC

(non- dimensional)is the conversion factor between fuel consumption and COvalue is different for the different fuel types used by the main engine or auxiliary engine (s).

Auxiliary Engine Terms

Auxiliary Engine (s)

• Modern, optimised energy efficient auxiliary engines

• Modern, optimised energy efficient auxiliary machinery

P(kW)

is the required auxiliary engine power to supply normal maximum sea load, including power for propulsion machinery/systems and C

(non- dimensional)is the conversion factor between fuel consumption and COvalue is different for the different fuel types used by the main engine or SFC

(g/kWh)is the specific fuel consumption and should be determined and corrected.

* If part of the Normal Maximum Sea Load is provided by shaft generators

Aux. Saving Technologies

fi(non-‐ dimensional)

is the Capacity Factor for any technical/regulatory limitation on capacity for the following ship types:

PPT(i) (kW)

is the power of the shaft motor. If installed Pconsumption of each shaft motor divided by the weighted average efficiency of the generator(s).

Auxiliary Energy Saving Technology(s) • Waste heat recovery • Shaft generator • Optimised and advanced energy efficient electrical technologies • Solar power !

feff(non-‐ dimensional)

is the availability factor of innovative energy efficiency technology.

PAEeff (kW)

is the auxiliary power reduction due to innovative electrical energy efficient technology measured at P

ME. Saving Technologies

Main Engine Energy Saving Technology(s)

• Wind power • Fuel cells !

feff(non-‐ dimensional)

is the availability factor of innovative energy efficiency technology.

P(kW)

is the output of installed innovative mechanical energy efficient technology at 75% of main engine power. [see further details of calculation in Resolution MEPC.212(63)]

** In case of PPT(i)>0, the average weighted value of (SFCME CFME) and (SFCAE

CFAE) to be used for calculation of Peff

Relating to Transported Work

fi(non-‐ dimensional)

is the Capacity Factor for any technical/regulatory limitation on capacity for the following ship types:

• ice-‐class ships • specific voluntary structural enhancement • bulk carriers and oil tankers under common structural rules (CSR) • Other ship types

!The Capacity factor should be taken as 1 if there is no reason to apply a capacity factor.

fc is the Cubic Capacity Correction for Chemical tankers LNG carriers

!The Cubic Capacity Correction Factor should taken as 1 if there is no reason to a apply a Cubic Capacity Correction Factor.

€

fi . fc.Capacity. fw .Vref

• Transported work

• Optimised aerodynamic and hydrodynamic ship design • Increased cargo carrying capacity (deadweight)

Capacity (changes)

is defined differently for each of the following ship types: Bulk carriers, tankers, gas carriers, Ro-‐Ro cargo ships and general cargo ships should use deadweight as the capacity !

Passenger ships and Ro-‐Ro passenger ships should use gross tonnage as the capacity in accordance with the International Convention Measurement

fw(non-‐ dimensional)

is the Weather Factor that takes into account speed losses due to sea conditions (wave height, wave frequency and wind speed).

Vref(Knots)

is the ships speed in deep water, corresponding to the shaft power of the engine(s); assuming calm weather and corresponding to the capacity used in the equation. (for passenger ships and Ro-‐Ro passenger ships summer load draught should be used)

€

fi . fc.Capacity. fw .Vref

Benchmarking• EEDI reference lines have been defined to ensure that new and modified

ships have a benchmark at the calculated EEDI can be compared to. • There are different EEDI reference lines for each ship type and each size

segment • To minimise as many of the limitations of the EEDI

• The ships with applicable reference lines include: • bulk carrier • gas carrier • Tanker • Containership • general cargo ship • refrigerated cargo carrier • combination carrier

• Reference lines for the following ships do not currently exist: • Ro-Ro-passenger ships • passenger ships. • Ships with diesel-electric propulsion, turbine propulsion and hybrid propulsion

Reference Lines• The reference line is a curve that formed by representing the average

EEDI values for the ship type and size being considered !• The reference line can be calculated as follows: !

Reference line value = a (100% deadweight)-C

a and c are parameters that are determined from a regression fit curve and summarised in Table 4 !!!!!!!! (see Regulation 21 (Required EEDI) for Table 4 and Regulation 2 of MARPOL Annex VI for

Reference LinesGo to the BIMCO website and download their EEDI

Calculator

Benchmarking• It is intended that the reduction factors shown in the Table are applied to

the reference line at the time intervals show using this equation: !!!!!!!!

Attained EEDI < Required EEDI = (1-X/100) x Reference line value

Where X is the reduction factor seen in the Table

AssessmentThe process of assessing the EEDI of a ship will be carried the verifier (an administration or organisation authorised to conduct the EEDI survey and certification in accordance with MARPOL Annex VI regulations 5, 6, 7, 8 and 9) Verification will be carried out in two stages:

Preliminary verification • This will be carried out at the design stage based on the design parameters. An EEDI

technical file will be constructed during this stage.

Final verification • The final verification will utilise data gathered during sea trials. The EEDI technical file

created during the preliminary verification should be revised and resubmitted. There is a final verification for ships that have undergone a major conversion rather than a being a

new build: Verification of the attained EEDI (in the case of a major conversion) • An additional survey should be completed after the conversion and again the EEDI Technical file

should be revised. This file should document the conversions made and changes in parameters, amongst other details.

!

Advantages!!• The EEDI provides a standardised method (tool) to quantify the designed

energy efficiency of ships. This can therefore be associated with the baseline and ships can be compared and assessed in terms of energy efficiency performance.

!• The standard definition and baselines for different ship types and size

segments allows for mandatory regulation to be attached to the EEDI; thus incentivising energy efficiency design and technology improvements.

• The EEDI is non – prescriptive and just performance based. Therefore the stakeholders (ship designer, ship owners, ship builders, etc) are able to select the best combination of design solutions to achieve energy efficiency in the most cost effective manner possible for all.

Limitations!• The EEDI requires successful communication and cooperation between all

stakeholders, particularly ship operators, ship owners, shipyards, naval architects, etc.

Each of these stakeholders have different objectives, constraints and financial considerations, and thus good cooperation is needed to determine/design the most energy efficient ship satisfying all stakeholder requirements.

• The EEDI is calculated based on the ships designed operational specification. However, realistic operating conditions vary considerably

(e.g. a ship does not often operate at its design speed (particularly with slow steaming) or draft, operational area may change, or the type of operation of the ship itself may change). The EEDI does not take these sensitivities into account and therefore a ship with a good designed EEDI may not actually

operate as efficiently in reality, and visa versa.

Limitations!• Each ship type is designed for a specific purpose (type of cargo, voyage

route): but the EEDI calculation and associated baselines may favour one design over another (the full effects of the EEDI are not yet known).

! If this is the case it may induce a shift in the market towards the EEDI favoured ship type and this could potentially have a negative effect on

emissions. !

[For example: If the supply of one type of shipping reduces, the prices will increase and the market may look else where to transport their cargo:

potentially to a less efficient (for the type of cargo) means of shipping or to different transport industries.] However baselines for each ship type and size

segment have been selected to minimise this effect.

Limitations!• Each ship type is designed for a specific purpose (type of cargo, voyage

route): but the EEDI calculation and associated baselines may favour one design over another (the full effects of the EEDI are not yet known).

! If this is the case it may induce a shift in the market towards the EEDI favoured ship type and this could potentially have a negative effect on

emissions. !

[For example: If the supply of one type of shipping reduces, the prices will increase and the market may look else where to transport their cargo:

potentially to a less efficient (for the type of cargo) means of shipping or to different transport industries.] However baselines for each ship type and size

segment have been selected to minimise this effect.

Impacts• The EEDI will ensure that the involved stakeholders (shipping company

onshore management, charters, ship yards, etc) research and consider energy efficiency potential. !

• The mandated compliance with the EEDI will ensure that the stakeholders (onshore management) invest in new technologies and designs onboard their new ships.

!• As energy efficiency becomes a more competitive attribute (likely

become increasingly more important as more energy efficient ships are available) this will encourage onshore management to make further investments in energy efficiency.

Impacts!• The EEDI will incentivise the development and decision to install new

technologies and the utilisation of new ship designs. Seafarers will therefore be expected to operate the new technologies and ship designs in the most energy efficient manor to realise the energy efficiency potential savings.

!Seafarers must have knowledge of how the new technologies are

integrated with other ship systems and thus what are the best operational practices

Advanced knowledge and skills may be needed for this: e.g. for using new electronic engines).

They must also know how the ship can be operated to maximise the efficiency gains from the new hull shapes (e.g. by minimising resistance for

various operational condition) !

MEPC 60/4/15

15 January 2010

Need to Reduce EEDI

Ok EEDI

How can EEDI Be reduced?

New Technologies for New

Builds

Retrofit Technologi

es

LNG

New Hull Designs

Waste Heat

Recovery

Propeller Boss Caps

EEDI = Power . SFOC . Carbon Conversion Capacity . Speed

EEDI = Power . SFOC . Carbon Conversion Capacity . Speed

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9 % Fuel Oil ConsumptionReduce Hydrodynamic Resistance

Changing Length, Breadth Draft !Length has the Largest Impact

Added Resistance and Wave Making Resistance

Hull Desi

gn

Optimize main Dimensions

Hull Desi

gn

Complete Concept Hull Shapes

Sustainable Shipping Initiative Project

No Ballast water needed

http://www.environmentalleader.com

http://www.maritime-‐executive.com

Hull Desi

gn

50 % CO2 Reduction

Increase Carrying Capacity

Make Larger Ship & Maximize Economies of Scale

Restricted by Port Facilities

Maersk

Hull Desi

gn

2 – 3% Fuel Oil Consumption

Reduce Aerodynamic Resistance

Air Resistance of a Bulk Carrier is approximately 5-‐8% of total resistance. !Superstructure optimization may include design changes of the: Crane Forecastle Accommodation Rounded shapes Elimination of recirculation zones

Can only be Applied to New BuildsWind Tunnel Testing, CFD

2 - 8% Fuel ConsumptionRetrofit Technologies

• Wake Equalizing Ducts !

• Twisted Rudder !

• Rudder Stator fins !

•New Profile type Propeller !

•Thruster Tunnel Closures

Mitsubishi Heavy Industries, Ltd. Technical Review Vol. 41 No. 6 (Dec. 2004)

Hull Desi

gn

• Propeller/Rudder System Design !

4% Fuel Oil Consumption

Modern Propeller + Asymmetric rudder + Costa Bulb

Costa Bulb -‐> creates a smoother slipstream from the propeller to rudder !Asymmetric rudder -‐> Rotational energy from the propeller is utilized more efficiently

Propulsio

n

• Speed Nozzle !

5 - 10% CO2 Reductions

Improves propulsion power at service speed (Particularly at higher speeds)

Traditional used to improve bollard pull on tugs and supply vessels, fishing vessels

Can be Applied to New Builds and Retrofits

Propulsio

n

• Bio Fuels !

Solar !

LNG !

Different Fuel types !

Fuel Cells

Liquefied Natural Gas, could potentially save 20% CO2

Not looking a feasible option as such a large surface area would be needed and a lot of maintenance

Electrochemical cell that converts chemical energy from a fuel into Electric Energy

2 components: Fuel Cell Stack, Fuel Cell Balance of Plant

Biodiesel: vegetable oils (palm, coconut, rapeseed, soybean and tallow), Animal fats.Bioethanol: Ethanol by fermenting renewable sources of sugar or starch crops (sugar cane, sugar beet, sorghum, corn, wheat and cassava)

Energy So

urce

• Technological – Wind !

20 % Fuel Reduction

Fletner Rotor

Vertical rotating cylinder Produces a force perpendicular to wind directions (Magus Effect)

Kites

Modelling Flettner Rotors for Ship Propulsion. Tim Craft, Hector Iacovides & Brian Launder. Turbulence

Mechanics Group. School of MACE. MaSC The Modeling

& Simulation Centre

(Dry Bulk Freight) ‘Cargill estimates fuel reduction of 10-‐20%. Based on the operating pattern of the vessel, this should delivers a saving of 500 – 1000 million tones of fuel per year, and eliminate the emission of 1600 – 32000 tones of CO2 per year.

Energy So

urce

• Air Lubrication !

5 % Fuel Reduction

An air carpet beneath the hull to reduce drag

Reduces Frictional Resistance

http://www.newslinkservices.net/Environment.aspx

How much CO2 is used to produce the air bubbles?

Energy So

urce

• Hull Paint !

The use of Silicone Paint

Can be Applied to New Builds and Retrofits

2 - 5% Fuel Oil Consumption

Operational – Hull Paint !

Dependent on Operating Profile !Knowing when to Clean?

Hull Coat

ings

Install an Optimized Main Engine & Turbo Charger

e.g. B&W 6S50ME-‐ B8 Main Engine MAN Diesel TCA66 (w/VTA) Turbocharger !

2% Fuel Consumption Can’t be Retrofitted

SOx and NOx is also reduced

Marine Eng

ineering

• Variable Nozzle Rings !

1 - 3% CO2 Reductions

Turbo charging with variable nozzle rings results in high efficiency in a wider load range, especially at low engine loads (low speeds)

Can be Applied to New Builds and Retrofits SOx and NOx is also reduced

Marine Eng

ineering

• Automated Engine Monitoring !

0 – 5%% CO2 Reductions

Optimisation of Engine Performance by Automated Tuning to Best Adjustments

Optimizes for optimum fuel consumption

Can be Applied to New Builds and Retrofits SOx and NOx is also reduced

Marine Eng

ineering

• Optimized Pump and Cooling Water System • (on a 35, 000 DWT Bulk Carrier) !

1.5% Fuel Consumption

Overall vessel CO2 Emissions reduced by 1.5% !Corresponding to 20% of the daily auxiliary generated power !Reduced wear on diesel generators/ reduced maintenance

Can be Applied to New Builds and Retrofits SOx and NOx is also Reduced

Marine Eng

ineering

• Waste Heat Recovery !!

Installation of new: Exhaust gas fired boiler Turbo generator ( steam/gas turbines and generator)

SOx and NOx is also reduced Can’t be Retrofitted

7 – 15% CO2 reduction

(dependent on ship Load)

Marine Eng

ineering

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Dr Charlotte Banks - On The MoS Way