MARPOL Annex VI: Air Pollution, GHG Emissions and Energy Efficiency Regulations for International Shipping

1. 12/22/2015 1
Mohd Hanif Dewan, IEng IMarEng MIMarEST MRINA,
Maritime Lecturer & Consultant
MARPOL Annex VI:
Prevention of Air Pollution from Ships
Image Credit & Source: www.imo.org

2. MARPOL Annex VI – Regulations for the
Prevention of Air Pollution from Ships
 MARPOL Annex VI:
 1997 Protocol adopted 26 Sept. 1997
 Entered into force 19 May 2005
 Revisions to Annex VI
 Adopted October 2008 and
 Entered into force 1 July 2010
 Chapter 4 on Energy Efficiency
 Adopted in 11 July 2011
 Entered into force 1 January 2013
Some changes to text or guidelines took place in
almost all MEPC meetings.12/22/2015 2

3.  Carbon Monoxide (CO)
 Carbon Dioxide (CO2)
 Sulphur Oxides (SOx)
 Nitrogen Oxides (NOx)
 Unburned Hydrocarbons
(HxCx).
 Particulate Matters (PM)
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Source: MAN B&W
Emission Gases from Engine Exhaust

4. • Sulphur Oxides or SOx: come from
burning the sulphur present in fuel
oils. Corrosive and harmful to life.
• Particulate matter (PM) or soot:
consists of unburned fuel or
incombustible elements in the fuel.
Highly carcinogenic. The very small
or ultrafine particles are the most
harmful ones.
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Nitrogen Oxides (NOx): are produced when engines heat up the
Nitrogen and Oxygen in air. Highly toxic and dangerous form of
pollution.
Carbon Dioxide (CO2 ): is an inevitable product when we get energy
from burning the carbon in fuel. Responsible for global warming and
climate change. Directly proportional to the amount of energy released.
Marine Exhaust Gas Pollution

5. 4
Reg.12
Regs 16
Reg. 15
Reg. 17
Reception
Facilities
Reg. 18
Fuel Oil
Quality and
Availability
Regs. 19-23
Energy
Efficiency
MARPOL Annex VI on Air Emissions
Reg. 14Reg.12
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6. 12/22/2015 6
Chapter 1 – General
 Reg. 1: Applications
 Reg. 2: Definitions
 Reg. 3: Exceptions and exemptions
 Reg. 4: Equivalents
MARPOL Annex VI – Regulations

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Chapter 2-Survey, Certification and Means of Control
 Reg. 5: Survey and inspectionsReg.5
 Reg. 6: Issue of endorsement of certificate
 Reg. 7: Issue of a certificate by another party
 Reg. 8: Form of certificate
 Reg. 9: Duration and validity of certificate
 Reg. 10: Port state control and operational
requirements
 Reg. 11: Detection of violation and enforcement
MARPOL Annex VI – Regulations

8. • Chapter 3 - Requirements for Control of Emissions
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Reg. 12: Ozone displacing substances (ODS)
Reg. 13: Nitrogen oxides (NOx)
Reg. 14: Sulphur oxides (SOx)and Particulate Matter (PM)
Reg. 15: Volatile organic compounds (VOC)
Reg. 16: Shipboard incineration
Reg. 17: Reception Facilities
Reg. 18: Fuel oil quality and availability
MARPOL Annex VI – Regulations

9. MARPOL Annex VI – Regulation 12
Ozone Depleting Substances (ODS)
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Emissions from ODS from refrigerating plants and fire
fighting equipment.

10. R11
ODP = 1.0
GWP = 4000
R12
ODP = 0.9
GWP = 8500
R115
(R502)
ODP = 0.283
GWP = 5591
CFC
Chlorofluorocarbon
Production Ban 1996
Article 5 countries 2010
R22
ODP = 0.055
GWP = 1700
R141b
(Foam blow)
ODP = 0.11
GWP = 630
HCFC
Hydrochlorofluorocarbon
Transitional Substance
Banned in new plant
R410A
ODP = 0
GWP = 1890
(High Pressure)
R404A
ODP = 0
GWP = 3748
(High GWP)
R507
ODP = 0
GWP = 3800
(High GWP)
R407C
ODP = 0
GWP = 1610
(Flammability?)
HFC
Hydrofluorocarbon
Ozone Friendly
Under question
Ammonia
ODP = 0
GWP = <1
Carbon
Dioxide
ODP = 0
GWP = 1.0
Propane/
Isobutane
ODP = 0
GWP = 3.0
Environmentally
Inert
Natural Substances
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ODP – Ozone Depleting Potential
GWP – Global Warming Potential
19 May 2005
01 Jan 2020
Refrigerants - Family Tree, ODP, GWP

11. 12/22/2015 11
 Does not apply to permanently sealed units (Reg.12.1) with no
charging connection …
 Deliberate emissions prohibited (Reg.12.2)
 Other than Hydrochloroflurocarbon (HCFC) & Hydroflurocarbon
(HFC), all other ODS (Like CFC) banned in new ships from 19
May 2005 (Reg.12.3.1)
 HCFC banned in new ships from 1 Jan 2020 (Reg.12.3.2)
 Delivery to reception facilities following removal (Reg.12.4)
 Supplement to IAPP - Maintain a list of equipment containing ODS
(Reg.12.5)
 Required to complete an ODS Record Book approved by
Administration (Reg. 12.6) for ships with re-chargeable systems.
Regulation 12 - ODS

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 Regulation 12.7: Entries in the ODS Record Book shall be
recorded in terms of mass (kg) of substance and shall be
completed without delay on each occasion:
 .1 recharge, full or partial, of equipment containing ODS;
 .2 repair or maintenance of equipment containing ODS;
 .3 discharge of ODS to the atmosphere including deliberate;
and non-deliberate;
 .4 discharge of ODS to land-based reception facilities; and
 .5 supply of ODS to the ship.
Regulation 12 – Entries in ODS Record Book

13. MARPOL Annex VI – Regulation 13
Prevention of Nitrogen Oxides (Nox) emissions
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14. Regulation 13 NOx - Application
Applies to
installed on a ship
constructed on or after
1st January 2000
Marine
diesel
engines
with a power
output more
than 130 kW
Applies to
which undergo a major
conversion on or after
1st January 2000
Marine
diesel
engines
with a power
output more
than 130 kW
Not applicable to
• Emergency marine diesel engines
• Marine diesel engines installed on lifeboats
• Any device or equipment intended to be used
solely in case of emergency
• Engines on ships only engaged in domestic
voyages can be made subject to alternative NOx
control measure or exempted if pre-19 May 2005
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15. • NOx emission limits
Tier I * - Ships constructed 1 Jan 2000 to 31 Dec 2010
Tier II - Ships constructed 1 Jan 2011 to 31 Dec 2015
Tier III ** - Ships constructed 1 Jan 2016 onwards
*NOx limit in original Annex VI ** Within ECA
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Tier n < 130 rpm 130 ≤ n < 2000 rpm n ≥ 2000 rpm
I 17.0 g/kWh 45.0*n(-0.2) g/kWh 9.8 g/kWh
II 14.4 g/kWh 44.0*n(-0.2) g/kWh 7.7 g/kWh
III 3.4. g/kWh 9.0*n(-0.2) g/kWh 2.0 g/kWh
n = rated engine speed – crankshaft rpm
Regulation 13 -NOx emission limits

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Regulation 13 -NOx emission limits
 Tier III – For ships built after January 1, 2016 when operating in
North America ECA.

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 There are a number of NOx reduction methods for engines.
LNG
NOx
Reduction
Options
Others
EGR
SCR
 Water in fuel
emulsions.
 Humid Air Manifold or
water injection.
 Miller cycle: Valve
timing.
 Low NOx
combustion.
 Lean burn, low
temperature
combustion.
 Low combustion
temperature due to
gas recirculation
(mainly CO2)
 Use of a
reduction agents
 Uses a catalyst
Converts NOx back
to N2
Methods of engine's NOx reduction

18. Regulation 13 (NOX) – Engine certification
 Test bed exhaust emission measurement by Engine Maker.
 NOx Technical File
• Information on components, settings, operating values & adjustments
to maintain NOx emissions within allowable limits.
 Issue of Engine International Air Pollution Prevention (EIAPP)
certificate or statement of compliance
• Issued for applicable engines
• Valid for the engines life time (unless major conversion)
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19. MARPOL Annex VI – Regulation 14
Sulphur Oxides (SOx) & Particulate Matter (PM)
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 SOx causes: Acid rain, Sea and soil acidification and Human health issue
 PM (Particulate Mater) is produced due to non- complete combustion of fuel.
Regulation 14 Fuel sulphur limits
23/12/2015

21. ECA – Emissions Control Area
Source: Lloyd’s Register12/22/2015 21

22. Emission Control Areas (ECA):
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Adoption, entry into force & date of taking effect of Special Areas
Special Areas Adopted # Date of Entry into Force In Effect From
Annex VI: Prevention of air pollution by ships (Emission Control Areas)
Baltic Sea (SOx) 26 Sept 1997 19 May 2005 19 May 2006
North Sea (SOx) 22 Jul 2005 22 Nov 2006 22 Nov 2007
North American ECA
(SOx and PM)
26 Mar 2010 1 Aug 2011 1 Aug 2012
(NOx) 26 Mar 2010 1 Aug 2011 ***
United States
Caribbean Sea
ECA (SOx and PM)
26 Jul 2011 1 Jan 2013 1 Jan 2014
(NOx) 26 Jul 2011 1 Jan 2013 *** (01 Jan 2016)
(01 Jan 2016)

23. ECA Operation: Compliance and fuel change
over procedures
 Dominant option: Use of 2 separate fuels on-board, i.e. LS and HS
fuel oils.
 For this compliance option (Reg. 14.6):
 Ships entering or leaving an ECA shall carry a written procedure
(e.g. fuel change-over plan).
 The plan should show how the fuel oil change-over is to be done
ensuring not any HS fuel is left in the system upon entry into
ECA.
 The volume of LS fuel oils in each tank as well as the date, time,
and position of the ship when entering or leaving shall be
recorded in such log-book as prescribed by the Administration.
 Other options:
LNG as fuel, Sox scrubbers, other alternative fuels
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24. 12/22/2015 24
HSFO to LSFO Fuel Change-over Arrangement

25. 12/22/2015 25
HSFO to LSFO Fuel Change-over Calculator

26. 12/22/2015 26
 SOx is removed via
using wash water.
 System includes:
 Water supply
 Water treatment
 Exhaust gas and
water monitoring
 Supply to ship of
treatment agent.
 Types
 Fresh water
 Sea water
 Hybrid Source: Force Technology, 2012
See: http://www.youtube.com/watch?v=J8_D7ASh0_g
Scrubber technology: How does it work?

27. MARPOL Annex VI – Regulation 15
Volatile Organic Compounds
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28. Regulation 15 - VOC
 Regulation enables oil tanker, ports and terminals to implement VOC controls
during loading/ unloading of oil cargoes
 Tankers need to install a VECS approved by Administration (Reg.15.5) which
to be compliant with MSC/Circ. 585 guidelines
 Ports/terminals with approved VECS can accept tankers without VECS for up
to 3 years after effective date (Reg.15.5)
 Tankers need to develop and implement a VOC Management Plan approved
by the Administration (Reg.15.6) :
• Procedures for minimizing VOC emissions during loading, sea passage &
discharge, responsible person identified, language, additional VOC during
washing
Volatile Organic Compounds (VOCs) are the lighter parts of crude oil or their
products that vapourise during the ship loading process which is dangerous for
human health and environment.
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29. MARPOL Annex VI – Regulation 16
Shipboard Incineration
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30. Requirements:
- For Annex-VI compliance, the combustion
chamber temperature should reach 600ºC within
5 minutes of start-up
- All Incinerators should have a combustion
flue gas outlet temperature monitoring system
Regulation 16 - ship incinerators
 All Incinerators installed after 01 Jan 2000 shall be Type Approved,
as per IMO Specification for shipboard incinerators.
 Incinerators installed before 24 May 2005 on domestic shipping can
be excluded by the Administration (Reg. 16.6.2)
 Operating manual, training, and temperature control (Reg. 16.7 –
16.9)
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31. Shipboard incineration - Regulation 16
 Prohibits incineration of
(Reg.16.2):
 MARPOL Annex I, II &
III cargoes,
 Polychlorinated
biphenyls (PCB),
 garbage containing
heavy metals,
 refined petroleum
products containing
halogens,
 exhaust gas cleaning
system residues
 Permits incineration of:
 PVC –(where type approved
to do so) (Reg.16.3)
 Sewage sludge and sludge
oil permitted in boilers but not
when in ports, harbours and
estuaries (Reg.16.)
 Incineration outside (in
drums, etc) prohibited
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32. MARPOL Annex VI – Regulation 16
Reception Facilities
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33. 12/22/2015 33
 Parties obliged to provide facilities without causing delay for:
 Reception of ODS in ship repair yards or ports
(Reg.17.1.1)
 Reception of Exhaust Gas Cleaning System residues in
ports (Reg.17.1.2)
 Reception of ODS in ship breaking facilities
(Reg.17.1.3)
 If unable to provide reception facilities then Party shall
inform IMO (Reg.17.2 & 17.3)
Regulation 17 – Reception Facilities

34. MARPOL Annex VI – Regulation 16
Fuel oil availability
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35. 12/22/2015 35
 Ship required to notify Administration and port of destination when unable to
purchase compliant fuel (Reg.18.2.4) and ship should not deviate or delay
unduly the voyage in order to achieve compliance (Reg.18.2.2)
 When bunkering fuel oil …. It is required to receive a Bunker Delivery Note
(BDN) containing information in Appendix V (Reg. 18.5):
 Name and IMO number of receiving ship
 Port and Date of commencement of delivery
 Name, address and telephone number of fuel supplier
 Product name and Quantity
 Density
 Sulphur content (actual)
 Declaration signed by supplier that the fuel oil conforms with Annex VI
Regulations
 Require local suppliers of fuel oil to provide a certified BDN and sample
(Reg.18.9.2), and retain a copy of the BDN for 3 years (Reg.18.9.3) and
bunker sample for 12 months(Reg.18.8.1).
 Inspection and verification by PSC (Reg.18.7.1 & Reg.18.7.2).
Bunker Delivery Note - Regulation 18

36. “Ship Energy Efficiency
Regulations & Measures”
(MARPOL Annex VI – Chapter 4)
12/22/2015 36

37. 350
300
250
200
150
Years Before Present
Source: IPCC FAR 2007
0100,000200,000300,000400,000
The world’s challenge:
Increasing CO2concentrations
in the atmosphere
400
450
500
550
600
650
700
400 ppm exceeded for the
first time in April 2015
12/22/2015 37

38. Global Warming
Average surface
temperatures could rise
between 2°C and 6°C by the
end of the 21st century.
12/22/2015 38

39. Millions are suffering from ever more intensive
weather events in Asia and the Americas………
Source: IMO presentation on Technical measures12/22/2015 39

40. 7
Source: IMO presentation on Technical measures
12/22/2015 40
Because of so much CO2 Emissions everyday………..

41. 12/22/2015
41
Third IMO GHG Study 2014
Future CO2 emissions:
- Significant increase predicted: 50-250% by
2050 in the absence of regulations
- Technical and operational efficiency
measures can provide significant
improvements but will not be able to
provide total net reductions if demand
continues…………………

42. Background of Energy Efficiency Regulations
 United Nations Framework Convention on Climate change (UNFCCC)
entered into force in 1994.
 Kyoto Protocol (1997), sets binding targets for countries: “to reducing their
overall GHG emissions by at least 5% below existing 1990 levels, in the
commitment period 2008 to 2012."
 IMO Policies and Practices for Reduction of GHG Emissions from Ships,
adopted by Assembly 23 December 2003
12/22/2015 42

43. IMO energy efficiency regulatory activities
MEPC66 MEPC67 MEPC68
IMO Energy EfficiencyRegulatory Developments
Resolution MEPC.212(63)EEDI Calculation
Resolution MEPC.214(63)EEDI Verification
Resolution MEPC.213(63)SEEMP
Resolution A.963 (23)
“IMO policies and practices
related to reduction of GHG
emissions from ships”
Dec
2003
June
2005
Mar
2008
June
2008
GHG Working
Group 2
Feb
2009
MEPC Circ. 681 EEDI Calculation
MEPC Circ. 682 EEDI Verification
MEPC Circ. 683 SEEMP
MEPC Circ. 684 EEOI
Jul
2009
Energy
Efficiency
WG
Jun
2010
Sep
1997
Feb
2012
July
2011
EEDI &
SEEMP
Regs.Adopted
GHG Working
Group 1
MEPC40 MEPC53 MEPC57 MEPC58 MEPC59 MEPC60 MEPC61 MEPC62 MECP63 MEPC64 MEPC65
Resolution 8
“CO2 emissions
From ships”
MARPOL VI
Amendments
Resolution
MEPC 203(62)
May
2013
MarchOct May
2014 2014
Oct
2012
MEPCCirc.471, EEOI
2015
3rd
GHG
Study 2014
MARPOL VI
Amendments
Resolution
MEPC.251(66)
Resolution MEPC.245(66):
EEDI CalculationGuidelines
Resolution MEPC.231(65) Reference Lines
ResolutionMEPC.232(65) Minimum power
ResolutionMEPC.233(65),Reference lines for cruiseships
MEPC.1/Circ.815Innovative EE Technologies
MEPC.1/Circ.816 Consolidatedon EEDI verification
MRV debate
Source: IMO presentation on Technical measures12/22/2015 43

44. EEDI, EEOI and SEEMP links
Source: IMO presentation on Technical measures
12/22/2015 44

45. MARPOL Annex VI – Regulations
 Reg. 19: Application
 Reg. 20: Attained EEDI
 Reg. 21: Required EEDI
 Reg. 22: SEEMP
 Reg. 23: Technical cooperation and technology transfer
12/22/2015 45
MARPOL Annex VI Chapter 4
- Energy Efficiency Regulations

46. Regulation 19 - Applications
12/22/2015 46
 Apply to
 all new ships ≥ 400 GT
 Building contract placed on/after January 2013;
 In the absence of contract, keel laid after 1 July 2013; or
 The delivery of which is on / after 1 July 2015; or
 In cases of a major conversion of a new or existing ship, on / after 1
January 2013
 Not apply to
 ships sailing entirely within flag state waters
 ships which have:
- diesel-electric propulsion,
- turbine propulsion or
- hybrid propulsion systems.
Except cruise passenger ships and LNG carriers having conventional or non-
conventional propulsion, delivered on or after 1 September 2019.

47. Regulation 20 – Attained EEDI
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 The attained EEDI shall be:
 Calculated for each new ship or each new ship which has
undergone a major conversion; and
 The above are applicable to ships defined in Regulations 2.25
to 2.35, 2.38 and 2.39 (for Ships types).
 specific to each ship ……… and be accompanied by the EEDI
Technical File…….
 calculated taking into account guidelines developed by the
Organization (Resolution MEPC.245(66)- EEDI Formula)

48. EEDI Technical File
Part A
 General information of a ship
 Principal particulars
 Main engine(s) particulars
 Auxiliary engine(s) particulars
 Particulars of shaft generator
 Particulars of shaft motors (PTI)
 Particulars innovative electrical auxiliary
systems
 Particulars of innovative technologies
reducing main engine power for propulsion
 Model test information
 Reference speed12/22/2015 48
The EEDI Technical File is the basic document for the EEDI
certification and includes all EEDI relevant data and information and
EEDI calculation.
Part B
 EEDI Calculation &
 Correction factors
details

49. Main Engine(s) Aux
Engine(s)
Innovative Energy Eff.
Power Gen.
Technologies
Innovative
Energy Eff.
Propulsion
Technologies
Boilers are excluded from EEDI
EEDI =
[gCO2/(tonne.nm)]
fc.
Attained EEDI: Calculation formula
12/22/2015 49

50. Scope of Attained EEDI (dashed red line)
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51. 12/22/2015 51
Technologies for EEDI reduction
No. EEDI reduction measure Remark
1 Optimised hull dimensions and form
Ship design for efficiency via choice of main dimensions (port
and canal restrictions) and hull forms.
2 Light weight construction New lightweight ship construction material.
3 Hull coating Use of advanced hull coatings/paints.
4 Hull air lubrication system
Air cavity via injection of air under/around the hull to reduce wet
surface and thereby ship resistance.
5
Optimisation of propeller-hull
interface and flow devices
Propeller-hull-rudder design optimisation plus relevant changes to
ship’s aft body.
6 Contra-rotating propeller Two propellers in series; rotating at different direction.
7 Engine efficiency improvement
De-rating, long-stroke, electronic injection, variable geometry
turbo charging, etc.
8 Waste heat recovery
Main and auxiliary engines’ exhaust gas waste heat recovery
and conversion to electric power.
9 Gas fuelled (LNG) Natural gas fuel and dual fuel engines.
10
Hybrid electric power and
propulsion concepts
For some ships, the use of electric or hybrid would be more
efficient.
11
Reducing on-board power
demand(auxiliary system
andhotelloads).
Maximum heat recovery and minimizing required electrical loads
flexible power solutions and power management.
12
Variable speed drive for pumps,
fans etc.
Use of variable speed electric motors for control of rotating flow
machinery leads to significant reduction in their energy use.
13 Wind power (sail, wind engine, etc.)
Sails, fletnner rotor, kites, etc. These are considered as
emerging technologies.
14 Solar power Solar photovoltaic cells.
15
Design speed reduction
(newbuilds)
Reducing design speed via choice of lower power or de-rated
engines.

52. Large Ship Design <30%
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Source: Mearsk Line
Source: Wartsila
Examples of EEDI Reduction Innovation Technologies…………

53. Lightweight Structures
Optimum Block Coefficient
12/22/2015 53
Source: Wartsila
Source: Wartsila

54. Hull Air Lubrication: <20%
12/22/2015 54
Hull Coating: 5%
Source: Mitsubishi

55. • Counter Rotating Propellers (CRP): 10%
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Source: Wartsila

56. 12/22/2015 56
Wind Power: Sails or Kites <20%
Beluga SkySail will use wind to sail
Source: www.theage.com.au ,
Source: Wartsila

57. 12/22/2015 57
Source: Wartsila

58. Regulation 21 –Required EEDI
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59. Regulation 21.1 – Required EEDI
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 Some specific ship types will be required to meet the attained EEDI which
is equal to or less than the required EEDI values. These have been
determined using reference lines. The method of calculation of the required
EEDI is as follow:
Attained EEDI ≤ Required EEDI = (1-X/100) * Reference line value
Where, X is the reduction factor
 Reference line value is estimated from EEDI Reference line.
 The reference lines have been developed for different ship types as
shown on table below. These are calculated based on the below formula:
Reference line = a*b-c

60. Reg. 21 - Implementation phases and reduction factor
• EEDI implementation
phases are:
• Phase 0 2013 – 2014
• Phase 1 2015 – 2019
• Phase 2 2020 – 2024
• Phase 3 2025 – ……
• Reduction factor for the
above phases are as in
diagram.
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61. Review of phases and reduction factors, Reg. 21.6
12/22/2015 61

62. Regulation 22- SEEMP
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63. Regulation 22 - SEEMP
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 A SEEMP provides:
- A possible approach for improving ship and fleet
energy efficiency over time; and
- Some options to be considered for optimizing the
performance of the ship.

64. SEEMP Applicability:
(according to Resolution MEPC.203(62))
• All vessels of ≥ 400 GT
• Each vessel to be provided with a ship-specific SEEMP not
later than the first intermediate or renewal survey (whichever is
first) on or after 1 January 2013.
• The administration or RO will check that the SEEMP is onboard
and subsequently issue the International Energy Efficiency
Certificate (IEEC).
• PSC inspection is limited to verifying if there is a valid
IEEC on board.
Ship Energy Efficiency Management Plan
12/22/2015 64

65. Ship Energy Management (operation)
ISO 50001
IMO SEEMP
Best Practice
Continuous improvement is key for
energy efficient shipping
12/22/2015 65

66.  For existing ships, a Record of Construction needs to be filled and
an IEE Certificate issued when the existence of SEEMP on-board
is verified.
SEEMP and IEE Certificate
12/22/2015 66

67. SEEMP Related Measures
No. Energy Efficiency Measure Remark
1 Engine tuning and monitoring
Engine operational performance and
condition optimisation.
2 Hull condition Hull operational fouling and damage avoidance.
3 Propeller condition Propeller operational fouling and damage avoidance.
4 Reduced auxiliary power
Reducing the electrical load via machinery operation
and power management.
5 Speed reduction (operation) Operational slow steaming.
6 Trim/draft Trim and draft monitoring and optimisation.
7 Voyage execution
Reducing port times, waiting times, etc. and
increasing the passage time, just in time arrival.
8 Weather routing Use of weather routing services to avoid rough seas
and head currents, to optimize voyage efficiency.
9 Advanced hull coating Re-paint using advanced paints.
10 Propeller upgrade and aft
body flow devices
Propeller and after-body retrofit for optimisation.
Also, addition of flow improving devices (e.g.duct
and fins).
12/22/2015 67
Measures for Improving Energy Efficiency – Examples

68. Guidelines for Ship’s Energy Efficiency Management
 Fuel efficient Ships’ operations
Improved voyage planning
Weather routing
Just in time Planning and Virtual Arrival
Speed optimization
Optimized shaft power
12/22/2015 68

69. 12/22/2015 69
Masters should optimize route
planning to avoid high storm or wave
frequency and maximize calm sea
state taking into consideration:
- The effects of ocean current and
tides
- The effects of weather systems
- The crew safety and comfort, based
on trade and route,
Voyage routes can be charted with
the use of Rhumb Lines and / or the
Great Circle methodology
Optimized Voyage Planning and Weather Routing

70. Just in Time/ Virtual Arrival (JIT)
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– A known delay at the discharge
port;
– Whenever an opportunity exists, the
operator requests permission from
Charterers to reduce speed;
– A mutual agreement between the
stakeholders. Other parties may be
involved in the decision making
process, such as terminals, cargo
receivers and commercial interests.
As a whole, JIT can save upto 40% in
fuel use as well as CO2 emission on a
simple voyage……..

71. Slow Steaming
 Reducing the ship speed an effective
way to cut energy consumption.
 Propulsion power vs. ship speed is a
third power curve (according to the
theory) so significant reductions can be
achieved.
 For lower speeds the amount of
transported cargo / time period is also
lower.
 The energy saving calculated here is
for an equal distance travelled.
Reduction in ship speed vs. saving in
total energy consumption:
 0.5 kn –> – 7% energy
 1.0 kn –> – 11% energy
 2.0 kn –> – 17% energy
 3.0 kn –> – 23% energy
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 If the ship speed reduce from 20 to
19knots, fuel consumption will be
reduced by 10% per ton-knot.

72. Guidelines for Ship’s Energy Efficiency
Management
 Hull and propulsion system
– Hull maintenance
– Propeller surface finish/ polishing
– Main Propulsion system performance monitoring
– Propulsion system maintenance
– Condition based maintenance
– Waste heat recovery system
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73. 12/22/2015 73
Hull & Propeller Maintenance

74. Main Engine Performance Monitoring
Installation of De-rated Main
Engines
Fuel Injection Slide Valves
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75. Guidelines for Ship’s Energy Efficiency Management
 Optimized ship handling
– Optimum trim
– Optimum ballast
– Optimum propeller and propeller inflow
considerations
– Optimum use of rudder and heading control
system (autopilots)
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76. Source: Lloyd’s Register
Trim and Ballast optimisation
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77. 12/22/2015 77
Source: Wärtsilä
 Finding the correct
parameters or
preventing unnecessary use
of the rudder gives an
anticipated benefit of 1-5%.
Mewis Duct propeller <5%
 Improved propulsion
 Proven fuel savings up to 8%
and Reduced greenhouse
gases (GHG)

78. Guidelines for Ship’s Energy Efficiency Management
 Improved Management
– Improved fleet management
– Improved cargo handling
– Improved Fuel Management
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79. Guidelines for Ship’s Energy Efficiency
Management
 Energy Saving Operation Awareness
– Power use optimization (Just in time practice)
– Steam use optimization
– Service air use optimization
– Water use optimization
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80. Source: Wartsila
Source: Wartsila
 Onboard management of the power load can result in significant fuel oil savings.
Following are few best practices that should be complied with to improve energy
efficiency:
 Maximize D/G load and run minimum number of D/G with safe load.
 All non-essential machineries and equipment must be stopped in port & at sea to
reduce the load on generators.
 Rectify air leakage and minimize compressed air uses.
 Rectify steam leakage and minimize steam uses and avoid running the boiler
continuously.
 Try to start & use the machineries JUST IN TIME.12/22/2015 80
Load Optimization on Generators

81. Energy Saving Operation Awareness
 Crew Awareness may be increased through the use of appropriate
Energy Savings Checklists, developed based on Best Practices
identified after numerous Energy Audits
 A shipping company, with its human resources department, could create
a culture of fuel saving, with an incentive or bonus scheme based on
fuel savings. One simple means would be competition between the
company’s vessels.
 Training and a measuring system
are required so that the crew can
see the results and make an impact.
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82. Guidelines for Ship’s Energy Efficiency
Management
 Accommodation Energy Optimization
– Air Condition and Refrigeration
– Lighting in Accommodation, Deck and Engine
Room
– Working in Galley
– Ships Laundry Equipment
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83. Energy Saving Lighting
• Using lighting that is more electricity and heat efficient
where possible and optimizing the use of lighting reduces
the demand for electricity and air conditioning. This results
in a lower hotel load and hence reduced auxiliary power
demand.
• Results: Fuel consumption saving: Ferry and
Passenger vessel 1~2%
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84. Cost-effectiveness of energy-efficiency measures
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85. Summary on SEEMP Guidelines
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 SEEMP framework is based on Plan-Do-Check-Act continuous improvement
cycle.
 When developing SEEMP, all the above elements needs to be
defined at the planning phase.
 At its core, SEEMP has a number of EEMs together
with their:
 Implementation methods
 Monitoring and checking
 Self assessment
 Roles and responsibility
 Processes and procedures.

86. Energy Efficiency Operational Indicator - EEOI
 An efficiency indicator for all ships (new and existing) obtained from fuel
consumption, voyage (miles) and cargo data (tonnes)
 EEOI is an approach to assess the efficiency of a ship with
respect to CO2 emissions.
 EEOI = Environmental Cost / Benefit to Society
(measured as grams CO2 / tonnes x nautical mile)
 In order to establish the EEOI, the following main steps will
generally be needed:
 define the period for which the EEOI is calculated
 define data sources for data collection;
 collection of data;
 convert data to appropriate format; and
 calculate EEOI.12/22/2015 86

87.  Basic expression of the EEOI
 Average EEOI (rolling average)
 j = Fuel type
 i = Voyage number;
 FCij = Mass of consumed fuel j at voyage i
 CFj = Fuel mass to CO2 mass conversion factor for fuel j
 mcargo = Cargo carried (tonnes) or work done (number of TEU or
passengers) or gross tonnes for passenger ships
 D = Distance in nautical miles corresponding to the cargo
carried or work done.
Calculation of the EEOI - Formula
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 EEOI = (Emitted CO2)/(Transport Work),
i.e. the ratio of mass of CO2 (M) emitted per unit of transport work.

88.  Example (includes a single ballast voyage)
 Unit of EEOI: tonnes CO2/(tons x nautical miles)
Calculation of the EEOI (example)
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89. For EEOI Calculation
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Always remember…………
 For calculation of EEOI, you need to have some cargo transport
(cargo X distance travelled).
So, if no cargo transport, EEOI will become infinity (very large).
Therefore, for anchorage or for ballast voyage, EEOI cannot be
calculated.
 The FPSO and offshore vessels are not moving. If the ship does
not move or the ship has no cargo, then EEOI cannot be
calculated.

90.  Significant variations (voyage to
voyage)
 Reasons for changes include:
 Ship size/type
 Cargo level (load)
 Ship speed
 Length of ballast voyages
 Idle and waiting times
 Weather and current
 Measurement errors
 In short, every operation aspect of
ship has its own impact on EEOI
and causes its variability.
EEOI TrendforJClass(TEU-based)
0
100
200
300
400
500
600
700
800
900
1000
Nov-07 Feb-08 Jun-08 Sep-08 Dec-08 Mar-09 Jul-09 Oct-09 Jan-10 May-10 Aug-10
Date
E
E
OI
[g
/[
T
E
U.
n
m
]
EEOI(voyage) EEOI(rollingaverage)
EEOI Variability
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91. IEE (International Energy Efficiency) Certificate (Reg. 6)
IEEC will be issued when………..
1. For New ship with a Calculated & Varified Attained EEDI, EEDI
Technical File and a verified SEEMP onboard
2. For Existing Ship, with a verified SEEMP and “Record of
Construction related to Energy Efficiency” file
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 An IEE Certificate … issued to any
ship ≥ 400 GT before that ship may
engage in voyages to ports or offshore
terminals under the jurisdiction of other
Parties.
 IEE Certificate shall be valid
throughout the life of the ship if no
major conversion, no transfer of flag or
not withdrawn from service.

92. Energy Management System and Plan
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93. Ship Energy Management: 3-Step Approach
 From low-hanging fruits to major capital investments
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94.  Need to set clear policies and goals for the fuel saving projects.
 Need to set a roadmap for 3-5 years.
 Need to approach it in a step-by-step way with proper monitoring.
Ship Energy Management: A systematic approach
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95. Simple Energy Saving Concept….
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100W Traditional
Incandescent bulb
23W Energy
Saving LED Bulb

96. Energy Efficiency, Just a step!
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Same Work Done!……..
Less Energy Use!!…………..
saving more fuels!!!…………
Saving more money!!!!…..
Saving GREEN Planet!……
Just in your next steps………. So, are you ready to do it?

97. Thank you for your
attention!
For more information please see:
www.imo.org
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