How To Reduce Energy Efficiency On Ships

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1 Danish Society for Naval Architecture and Marine Engineering & Danish Maritime Society Energy Efficiency & SEEMP Copenhagen - October 28 th 2013 Carlos GUERRERO Business Development Manager Oil tankers & Gas Carriers

2 Governing Regulations and Guidelines - Updates

3 IMO REGULATIONS FOR ENERGY EFFICIENCY Ø Marpol includes in the annex VI rules regarding energy efficiency Energy Efficiency Design Index (EEDI) Reference MEPC.203(62) New chapter 4 to MARPOL Annex VI Reg.19,20,21 Entry into force 1 January 2013 Applicable to all new ships 400gt* The regulatory bodies intend to stimulate innovation and new technical developments from the first stage of the ships design with the main aim to reduce significantly the CO2 (GHG) emissions. (*) except vessels with diesel electric propulsion, turbine propulsion or hybrid propulsion system. 3

4 EEDI CALCULATION EEDI takes in consideration the amount of CO 2 generated per cargo unit transported and distance. Attained EEDI calculated according to the IMO guidelines: MEPC Circ.1/681 revoked by Res. MEPC.212(63) and amended by MEPC.224(64). Impact of Main Engines Impact of auxiliary power demand Impact of PTI reduced by electrical innovations Reduction of impact due to mechanical innovations M j 1 f j nme i 1 P ME ( i) CF ME( i) SFC ME( i) P AE C FAE SFC AE * f i M j PTI ( i) j 1 i 1 i 1 f c f npti P Capacity f w neff V f ref eff ( i) P AEeff ( i) C FAE SFC AE neff i 1 f eff ( i) P eff ( i) C FME SFC ME ** Ship s work in normal operating condition f CF SFC "AE" "ME" Correction factors CO 2 emission coefficient Specific fuel consumption Subscripts for auxiliary engines Subscripts for main engine(s) 4

5 REQUIRED EEDI Attained EEDI Required EEDI Required EEDI to be reduced in different steps by the formula: (1-X/100) Reference line value (*) Factor to be linearly interpolated between two values dependent upon vessel size (the lower value of reduction factor is to be applied to the smaller ship size). 5

6 REFERENCE LINES The baselines curves are available in the annex 1 of the document MEPC 62/6/4, considering: Ship tonnage 400 gt Calculation based on IHS Fairplay data base for interpolation calculations Formula for the interpolation. Baseline value = a Capacity c Guidelines for the calculation of reference lines: Resolutions MEPC.231(65) & MEPC.233(65) Different type of ships Several reference lines 6

7 RULE AMENDMENTS Several amendments have been introduced in the resolutions in the last MEPC committees 63, 64 and finally in May 2013 during the last MEPC.65 Resolution Title Status MEPC.234(65) MEPC.233(65) MEPC.231(65) MEPC.224(64) Amendments to the 2012 guidelines on survey and certification of the Energy Efficiency Design Index Amends MEPC.214(63) (EEDI) (Resolution MEPC.214(63)), as amended 2013 guidelines for calculation of reference lines for use with the Energy Efficiency Design Index (EEDI) for cruise passenger ships having non-conventional propulsion 2013 Guidelines for calculation of reference lines for use with the Energy Efficiency Design Index (EEDI) Amendments to the 2012 guidelines on the method of calculation of the attained Energy Efficiency Design Index (EEDI) for new ships Revokes MEPC.215(63) MEPC.215(63) Guidelines for calculation of reference lines for use with the energy efficiency design index (EEDI) Revoked by MEPC.231(65) MEPC.214(63) MEPC.212(63) 2012 Guidelines on survey and certification of the energy efficiency design index (EEDI) 2012 Guidelines on the method of calculation of the attained energy efficiency design index (EEDI) for new ships Revokes MEPC.1/Circ.682, Revoked by MEPC.234(65) Revokes MEPC.1/Circ.681 7

8 GLOBAL REGULATORY TRENDS MEPC.65 Annex 13 of the committee report. Draft of resolution. Amendment expected to be adopted in MEPC.66. Regulation 20. Attained EEDI. Include new ships. Regulation 21. Required EEDI. New reference lines introduced. Phase 1 directly applied to these ships when the amendment entries into force. Monitoring emissions (NO x, SO x and CO 2 ) or sulphur content in fuels. 8

9 EU REGULATORY TRENDS Monitoring, reporting and verification (MRV) of green house gases. EU communication document COM(2013) 479 final. EU commission proposal for regulation COM(2013) 480 dated 28/06/2013. Monitoring of the Energy efficiency and CO 2 in ships over GT. Entry into force Four possible methods. Bunker Fuel Delivery Note (BDN) and periodic stocktakes of fuel tanks; Bunker fuel tank monitoring on board; Flow meters for applicable combustion processes; Direct emissions measurements. 9

10 SHIP ENERGY EFFICIENCY MANAGEMENT PLAN Marpol annex VI requires a management plan for ship energy efficiency (SEEMP) which must be on board (SEEMP to be developed by the DK-1256 Copenhagen Shipowner K (in accordance with IMO Guidelines MEPC.213(63) which revokes MEPC.1/ Circ.683). Reference MEPC 203(62) New chapter 4 to MARPOL Annex VI Reg.22 Entry into force New ships: 01/01/2013 Applicable to Existing ships: by the first IAPP intermediate or renewal survey, whichever is first, on or after 01/01/2013 all new & existing ships 400gt Four steps to be considered. Planning which determines the status of ship energy usage and the expected improvements of ship energy efficiency Implementation which includes the development of the procedures for energy management and the definition of the tasks to be performed Self Evaluation & Improvement to evaluate the effectiveness of the planned measures and of their implementation and to improve the SEEMP Monitoring & Measurement which provides a quantitative indicator of the ship energy effiency 10

11 IMO GUIDELINES FOR OPERATION - EEOI The energy efficiency operational index (EEOI) hasamaliegade the33 B objective to facilitate the quantitative monitoring of energy efficiency. It may Tel.: be used for the monitoring of SEEMP. The definition is according to MEPC 59 MEPC.1/Circ.684 (guidelines for voluntary use) and the formula as follows: For 1 voyage m cargo cargo unit (deadweight, TEU, GT or passengers) D is the distance in nautical miles corresponding to the cargo C Fj is the fuel mass to CO2 mass conversion factor for fuel j FC j is the mass of consumed fuel j at voyage Transportation Work The EEOI can be calculated for one trip or for a certain period covering several trips (in ballast condition included). For 1,2, i voyages 11

12 Bureau Veritas Involvement

13 BV INVOLVEMENT IN EEDI CALCULATIONS Ø Bureau Veritas can be involved in different supporting tasks for shipyards and/or shipowners. Verification of EEDI at initial design stage. Final verification of EEDI during sea trials. Issuance of International Energy Efficiency Certificate (IEE). First EEDI attestation issued in 2012 (Bulk carrier, attained EEDI 20% lower than phase 0 requirements). 13

14 BV & SEEMP BV has developed a SEEMP reporting template available in Veristar to guide the Owner through the implementation of the SEEMP. The final SEEMP format can be designed with the Owner s Corporate identity and colours. The tool can also be used to up-date the plan and carry out a self-evaluation on completion of the implementation period. Notation SEEMP defined in the rule note NR 586. Voluntary approval of the Ship Energy Efficiency Management Plan (SEEMP) of individual ships. The Owner will provide the SEEMP to BV for initial review and approval, as well as future revisions of the plan. The Owner will also send additional documents for information. BV will evaluate the different possible measures initially suggested by the Owner and the order of magnitude of the possible gains. BV will also check that the SEEMP is effectively implemented on-board the ships. To date BV has issued more than 110 attestations for SEEMP in compliance with IMO Guidelines for tankers. 14

15 A GLOBAL APPROACH TO BE ENERGY EFFICIENT It is necessary to adopt an holistic approach when improving a ship in operation. Only a specific energy transfer equations calculation tool can provide a third party global gain prediction at ship scale. Fuel oil consumption for can be reduced by: Operational measures Improved maintenance measures Retrofitting Energy Saving Devices (ESD) on hull, propeller, machinery, etc Add all the potential gain (generally communicated by suppliers) and you end up with 50% - did you experience such improvement? Of course not!! There are so many interactions, for example reducing speed will impact on WHB efficiency, meaning oil fired boilers on We decided to adopt a fair and global approach. Fuel Oil Consumption CO 2 Emissions Energy Efficiency 15

16 SEECAT SOFTWARE Ship Energy Amaliegade Efficiency 33 B Calculation & Analysis Tool Tel.: is a software specifically developed by BV to optimize the energy efficiency of the ships and meet the emission limits regarding NOx, SOx, CO 2. By creating an energy model of the ship and using the concept of the energy flow modeling (consumers and producers) we can predict the energy efficiency, the fuel consumption and the emission levels. Choosing the appropriate propulsion system, fuel optimization methods, energy saving devices etc with the aid of the SEECAT software Bureau Veritas offers the possibility to reduce the operational expenses. 16

17 SEECAT SOFTWARE Energy models finally assembled in a complete ship model Propulsion/Engine Module RESULTS Electricity Module Operation profile FOC vs Time Steam Module Fuel module Emissions vs Time Cumulative Results 17

18 SEECAT SOFTWARE Library Ship modeling Example of Results Fuel consumption CO2 emissions Speed profile 18

19 CASE STUDY Container ship Optimization? ENERGY EFFICIENCY OPTIMISATION! 19

20 BASICS IN ENERGY EFFICIENCY OPTIMIZATION The basic approach for reducing CO2 emissions is by lowering fuel oil consumption for a given ship size, i.e. becoming more Tel.: ENERGY 88 EFFICIENT. This can be achieved mainly addressing the following issues: Hull form optimization Propeller optimization The use of energy saving devices Waste heat recovery systems More efficient engines and/or turbochargers Engine derating low/medium load optimization Environmental friendly fuel For the operational point of view besides to comply with the regulations, the issue is to be more efficient economically. Therefore, the shipowner concern is basically to optimize the design to be able to reduce the OPEX without affecting the CAPEX. For this specific subject Bureau Veritas is currently working in parnership with Hydrocean to provide solutions. 20

21 SERVICES IN ENERGY EFFICIENCY OPTIMIZATION 21

22 E2 TOOL by TECNITAS Tecnitas (member of the Bureau Veritas group of companies) has developed a tool for monitoring the fuel consumption and emissions of the ship during operation. 22

23 E2 TOOL by TECNITAS Three different modes are available, depending on requirements: MODE 1 : Onboard acquisition mode MODE 2 : Simulation mode MODE 3 : Benchmark mode These modes are complementary. Mode 1 is dedicated to onboard equipment and crew, whereas mode 2 and mode 3 are more designed for ship planner/management. 23

24 CARGO HEAT SCHEDULER by TECNITAS Full thermodynamic model of the cargo tank block Cargo tanks interact with each other and the adjacent spaces Effects of change in parameters are observed on the fly Constant calculation of the total fuel consumption on the top of the page Simulation of boiler shut off by calculation of the daily temperature drop 24

25 CARGO HEAT SCHEDULER by TECNITAS EXTRACT OF IMO/OCIMF EXAMPLE SEEMP 25

26 Move Forward with Confidence