Association of Asian Classification Societies

Transcription

1 ACS Guidelines No.1 Guidance on Energy Efficiency Operational Indicator (EEOI) 2013 Association of Asian Classification Societies Page 1/1

2 Guidance on Energy Efficiency Operational Indicator (EEOI) Foreword Association of Asian Classification Societies (ACS) is pleased to offer the Guidelines on the requirement of Energy Efficiency Operational Indicator (EEOI) and Ship Energy Efficiency Management Plan (SEEMP) in order to help the Asian Ship Owners achieve operational Energy Efficiency in their vessels with regard to current MARPOL Annex VI requirements. This guidance provides supplemental explanations regarding EEOI and examples of EEOI calculation based on the IMO Guidelines. The contents of this report are offered as a helpful resource for the Asian shipowners and companies, and are designed to help in obtaining information and guidance. ACS hopes that these guidelines would provide effective assistance in the improvement of energy efficiency of ships and the realization of greener sea in the future. Disclaimer The ACS, its member, and their respective officers, employees or agents, individually and collectively, assume no responsibility and shall not be liable to any person for any loss, damage or expense caused by reliance on the information, advice and documents included in this Guidance. Page 2/2

3 *. ACS is an association of 6 classification societies headquartered in Asia; BKI, CCS, IRS, KR, NK and VR. TABLE OF CONTENTS 1 Introduction... p04 2 Application... p05 3 Definition... p05 4 Establishment of an Energy Efficiency Operational Indicator (EEOI)... p Definition of the calculation period...p Data sources...p Data collection...p Format for EEOI calculation...p09 5 Monitoring and Verification...p10 6 EEOI Calculation Method...p EEOI...p Rolling average EEOI...p12 7 Examples of EEOI calculation...p EEOI...p Rolling average EEOI...p14 Page 3/3

4 1. Introduction For the reduction of CO 2 emissions by the international shipping industry, improvement of the energy efficiency of ships is advocated by the IMO. At the MEPC 62 held in July 2011, amendments to MARPOL Annex VI making EEDI and SEEMP mandatory were adopted and these amendments will enter into force on 1 January The requirements for SEEMP are applied to all ships with a gross tonnage of 400 tons or above engaged in international voyages and these ships are required to retain a Ship Energy Efficiency Management Plan (SEEMP). According to the regulations on the SEEMP, the energy efficiency improvement of the ships is required to be achieved by a continuous cycle which involves four steps: planning, implementation, monitoring and self-evaluation and improvement. Therefore, for the implementation of the SEEMP, energy efficiency of the ship needs to be continuously monitored. Energy Efficiency Operational Indicator (EEOI) is considered as the primary monitoring tool which is proposed by the IMO and detailed calculation method of the EEOI is indicated in the MEPC.1/Circ.684 Guidelines for Voluntary Use of the Ship Energy Efficiency Operational Indicator (EEOI). Page 4/4

5 2. Application The Guidance is applicable for following ships performing transport work. - Dry cargo carriers - Tankers - Gas Tankers - Containerships - Ro-Ro cargo ships - General Cargo ships - Passenger ships including Ro-Ro passenger ships 3. Definition Indicator definition The Energy Efficiency Operational Indicator is defined as the ratio of mass of CO 2 (M) emitted per unit of transport work. Fuel consumption Fuel consumption, FC, is defined as all fuel consumed at sea and in port or for a voyage or period in question (e.g., a day) by main and auxiliary engines including boilers and incinerators. Fuel mass to CO 2 conversion factor Fuel mass to CO 2 conversion factor, C F, is a non-dimensional factor between fuel consumptions and CO 2 emissions based on carbon content. The value of C F for each fuel type is shown in the following Table. Page 5/5

6 Table 1. Fuel mass to CO 2 conversion factor Fuel type Reference C F (t-co 2 /t-fuel) Diesel/Gas Oil ISO8217 DMX-DMC Light Fuel Oil (LFO) ISO8217 RMA-RMD Heavy Fuel Oil (HFO) ISO8217 RME-RMK Liquefied Petroleum Gas (LPG) Propane Butane Liquefied Natural Gas (LNG) Distance sailed Distance sailed means the actual distance sailed in nautical miles (eg. obtained from deck log-book) for the voyage or period in question. Cargo types Cargo includes but not limited to: all gas, liquid and solid bulk cargo, general cargo, containerized cargo (including the return of empty units), break bulk, heavy lifts, frozen and chilled goods, timber and forest products, cargo carried on freight vehicles, cars and freight vehicles on ro-ro ferries and passengers (for passenger and ro-ro passenger ships) Cargo Mass Carried or Work Done Cargo mass carried or work done for each ship type is shown in Table 2. For vessels such as, for example, certain ro-ro vessels, which carry a mixture of passengers in cars, foot passengers and freight, operators may wish to consider some form of weighted average based on the relative significance of these trades for their particular service or the use of other parameters or indicators as appropriate. Page 6/6

7 Table 2. Cargo mass carried or work done Ship Type Cargo mass carried or work done Unit Dry cargo carriers Cargo mass tons Liquid Tankers Cargo mass tons Ro-Ro cargo ships Cargo mass tons General cargo ships Cargo mass tons Container ships (carrying solely containers) Container ships (carrying containers & other cargos) Passenger ships, Ro-Ro passenger ships Car ferries, Car carriers Cargo mass Number of containers Cargo mass calculated from TEUs (Loaded container: 10t / Empty container: 2t) Number of passengers Gross tonnes Number of cars Lane meters tons TEU tons persons tonnes cars meters Railway and Ro-Ro vessels Number of railway cars and freight vehicles Lane meters cars/vehicles meters Voyage Voyage generally means the period between a departure from a port and the departure from the next port as shown below. Alternative definitions of a voyage could also be acceptable. Port A Port B Arrival Departure Arrival Departure In Port Voyage In Port Voyage Figure 1. Definition of voyage Page 7/7

8 4. Establishment of an Energy Efficiency Operational Indicator (EEOI) The EEOI should be a representative value of the energy efficiency of the ship operation over a consistent period which represents the overall trading pattern of the vessel. General steps to establish the EEOI are shown in Figure 2. Define the voyages/period of time of which EEOI is calculated Define data sources for data collection Collect data Convert data to appropriate format using conversion factors Calculate EEOI Figure 2. Procedures for EEOI calculation 4.1. Definition of the calculation period Various units for the period for which the EEOI is calculated can be adopted taking into account the operation patterns of an individual ship (ex. daily units, weekly units, monthly units, port to port voyage units, voyage to destination units, etc.). In the period for which the EEOI is calculated, ballast voyages as well as voyages which are not used for transport of cargo, such as voyage for docking service, should be included. Voyages for the purpose of securing the safety of a ship or saving life at sea should be excluded in the period. Page 8/8

9 4.2. Data sources For EEOI calculation, data such as the fuel consumption, distance sailed and cargo mass carried in the relevant calculation period are necessary. These data for EEOI calculation could be selected from the ship s log-books (i.e. Official Logbook, engine log-book, deck log-book and other official records including AB log or cargo documents such as cargo manifest or Bill of Lading), oil record book, bunker delivery note, etc Data collection Ideally, the data recording method used should be uniform so that information can be easily collated and analyzed to facilitate the extraction of the required information. The collection of data from ships should include the following data: - distance sailed; - quantity and type of fuel used; - all fuel information that may affect the amount of carbon dioxide emitted; It is important that sufficient information is collected on the ship with regard to above data so that a realistic assessment can be generated Format for EEOI calculation For the calculation of EEOI, an appropriate report sheet should be prepared. The data on fuel consumption and fuel type, cargo mass carried and distance sailed in a continuous sailing pattern could be documented as examples in the Table 3 and Table 4. Page 9/9

10 5. Monitoring and Verification Documented procedures to monitor and measure should be developed and maintained. Elements to be considered when establishing procedures for monitoring could include: - identification of operations/activities with impact on the performance; - identification of data sources and measurements that are necessary, and specification of the format; - identification of frequency and personnel performing measurements; and - maintenance of quality control procedures for verification procedures. The results of this type of self-assessment could be reviewed and used as indicators of the System s success and reliability, as well as identifying those areas in need of corrective action or improvement. It is important that the source of figures established are properly recorded, which includes the basis on which figures have been calculated and any decisions on difficult or grey areas of data. This will provide assistance on areas for improvement and be helpful for any later analysis. In order to avoid unnecessary administrative burdens on ships staff, it is recommended that monitoring of an EEOI should be carried out by shore staff, utilizing data obtained from existing required records such as the official and engineering log-books and oil record books, etc. The necessary data could be transferred via the internet or obtained during internal audits under the ISM Code, routine visits by superintendents, etc. Page 10/10

11 6. EEOI Calculation Method 6.1. EEOI The EEOI provides the number of tons of CO 2 emissions per ton nautical mile calculated using actual operational data (Fuel consumption, Cargo mass carried, and Distance sailed) and it stands for the ship's energy efficiency actually achieved during the operation. EEOI is calculated as follows. Detailed calculations are to be performed by using following equation; -for calculating EEOI for each voyage QUOTE -for calculating average EEOI within the calculation period inclusive of multiple voyages QUOTE Where: j : Fuel type i: Voyage number FC ij : Mass of consumed fuel j at voyage i CF j : Fuel mass to CO 2 mass conversion factor (see Table 1) for fuel j m cargo : Cargo carried (tonnes) or work done (number of TEU or passengers) or gross tonnes for passenger ships (see Table 2) D: Distance in nautical miles corresponding to the cargo carried or work done Page 11/11

12 Since m cargo varies depending upon ship type, it should be noted that the unit of EEOI may vary according to ship type. In case where EEOI is calculated by using only operational data in ballast condition, the EEOI reached an infinite value because the cargo mass carried is taken as zero in the ballast condition. Therefore, to evaluate the EEOI, it should be calculated in certain period including loaded voyage Rolling average EEOI In order to smooth out shortterm fluctuations and highlight longer-term trends of the EEOI calculation data, the rolling average indicator could be used. Rolling average value of EEOI is calculated as the moving average for the specified time period or number of voyages. When rolling average EEOI is used, it should be calculated by using a methodology whereby the minimum period of time or a number of voyages that is statistically relevant is used as appropriate. Statistically relevant means that the period set as standard for each individual ship should remain constant and be wide enough so the accumulated data mass reflects a reasonable mean value for operation of the ship in question over the selected period. Example of calculation of EEOI for each voyage is shown in Figure 3. The figure shows the EEOI value together with the loading capacity. It can be seen that the EEOI per voyage varies considerably being influenced by the loading capacity (determined by dividing the actual cargo mass carried by the maximum capacity) at the time of voyage. In such cases, if the rolling average values of EEOI are calculated using an appropriate period such that the operating patterns of said ship is averaged, then the trend in the average EEOI can be easily understood. As an example, three voyage rolling average values are indicated in the figure. By plotting these rolling average values, the influence of change in the load index can be averaged out, and the trend in EEOI can be grasped. Page 12/12

13 Figure 3. EEOI and three voyage rolling average EEOI 7. Examples of EEOI calculation The method of calculating EEOI and rolling average EEOI is presented here EEOI Following example shows an average EEOI which is calculated by using equation (4) based on the recorded data for eight days. Table 3. Measurement examples and EEOI calculation examples Page 13/13

14 Measured time Operating condition Fuel [t] (HFO) Fuel [t] (Diesel/Gas Oil) Cargo mass carried [t] Distance sailed [NM] Mar. 1st 12:00 Loaded , nd 12:00 Loaded , nd 18:00 Loaded , rd12:00 In Port th6:00 In Port th 12:00 Ballast th 10:00 Ballast th 12:00 In Port th 8:00 In Port Rolling average EEOI For the calculation of rolling average EEOI, the calculation period is taken as 4 voyages in the below example. The first rolling average is calculated based on the data of No.1 to No.4 voyages. And the second rolling average is calculated based on the data of No.2 to No.5 voyages. In this way, rolling average values are sequentially calculated. Page 14/14

15 Table 4. Measured data and calculation examples of Rolling Average EEOI Fuel [t] Rolling Ave. Voyage Fuel [t] Cargo Distance (Diesel/ EEOI No. (HFO) weight [t] sailed [mile] Gas Oil) [t-co 2 /t-nm] , ~ , ~ ,000 1,000 ~ , (1) ,000 1,200 (2) , (3) (1) First Rolling Average EEOI (No.1, No.2, No.3 & No.4 voyages): (2) Second Rolling Average EEOI (No.2, No.3, No.4 &No.5 voyages): (3) Third Rolling Average EEOI (No.3, No.4, No.5& No.6 voyages): Page 15/15

16 ***** COPYRIGHT ASSOCIATION OF ASIAN CLASSIFICATION SOCIETIES ALL RIGHTS RESERVED. *. Contact : ACS Coordinator ( coordinator@asiancs.org, pso@asiancs.org ) Page 16/16