Marpol Annex VI Chapter IV- GHG Emissions and Energy Efficiency Regulations

MARPOL Annex VI Chapter IV-GHG
Emissions & Energy Efficiency
Regulations
Mohd. Hanif Dewan, Chief Engineer and
Maritime Lecturer & Trainer, Bangladesh.

IMO GHG Study (NMRI is one of the member) reported GHG
emission from international shipping in 2007 is estimated about
870 Million tones About 2.7% of global emission of CO2.
450
400
350
300
250
200
150
100
50
0
How ships contribute to global warming?
1950 1960 1970 1980 1990 2000 2010
Fuel Consumption (Million tons)
This study
IMO Expert Group (Freight-Trend), 2007
Endresen et al., JGR, 2007
Endresen et al (Freight-Trend)., JGR, 2007
EIA Total marine fuel sales
Point Estimates from the Studies
This study (Freight trend)
9/9/2014 2

CO2 emissions from shipping compared with global
total emissions (IMO GHG Report)
3
International
Marine
Bunkers, 2.7%
International
Aviation, 1.5% Domestic Shipping
and Fishing, 0.6%
Domestic Aviation,
1.1%
Road, 17.0% Rail, 0.5%
Other Transport,
0.7%
Electricity and Heat
Production, 36.4%
Residential , 6.9%
Other Energy
Industries, 4.7%
Unallocated
Autoproducers ,
3.8%
Manufacturing
Industries and
Construction,
18.9%
Other,
5.1%
9/9/2014 3

Framework of CO2 emission reduction measures from ships
being considered in IMO MEPC
Technical measures
New ships
Energy Efficiency Design Index (EEDI)
Existing
ships Ship Energy Efficiency management Plan (SEEMP)
Best practice for CO2 emission reduction
Energy Efficiency Operational Indicator
Market based
approach
CO2 emission Cap
CO2 emission trade
GHG emission fund
(charge per fuel)
No More Favorable Treatment: NMFT (IMO)
Common But Differentiated Responsibility: CBDR (UNFCCC)
EEDI baselines
Mandatory reduction of attained EEDI
9/9/2014 4

IMO initiatives for GHG emissions control from ships
EEDI
IMO Initiatives
MRV
MBMs
EEOI
SEEMP
Ship owner /
operator
Owners or
charterers?
EEDI and SEEMP: Mandatory from 2013
EEOI: Voluntary
MRV and MBMs: At early stages of discussion.
Shipyard
9/9/2014 5

EEDI, EEOI and SEEMP links
Source: IMO presentation on Technical measures
9/9/2014 6

EEDI, EEOI and SEEMP
processes
Source: IMO presentation on Technical measures
9/9/2014 7

Relevant IMO Resolutions and Circulars
• Resolution MEPC.203(62): Inclusion of regulations on energy efficiency
for ships in MARPOL Annex VI, Adopted on 15 July 2011.
• MEPC.1/Circ.795 Unified Interpretations to MARPOL Annex VI
(2012)
• Resolution MEPC.212(63): 2012 Guidelines on the Method of
Calculation of the Attained EEDI for new ships, Adopted on 2 March
2012.
• Resolution MEPC.213(63): 2012 Guidelines for the Development of a
SEEMP, Adopted on 2 March 2012.
• Resolution MEPC.231(65): 2013 Guidelines for calculation of reference
lines for use with the energy efficiency design index (EEDI), adopted
2013 and revoked Resolution MEPC.215(63).
9/9/2014 8

Relevant IMO Resolutions and Circulars
• Resolution MEPC.232(65): 2013 Interim Guidelines for determining minimum
propulsion power to maintain the manoeuvrability.
• Resolution MEPC.233(65): 2013 Guidelines for calculation of reference lines for
use with the Energy Efficiency Design Index (EEDI) for cruise passenger ships
having non-conventional propulsion.
• Resolution MEPC.234(65): amendments to the 2012 Guidelines on survey and
certification of the EEDI.
• MEPC.1/Circ.815: 2013 Guidance on treatment of innovative energy efficiency
technologies for calculation and verification of the attained EEDI for ships in
adverse conditions.
• MEPC.1/Circ.816: Consolidated text of the 2012 Guidelines on survey and
certification of the energy efficiency design index (EEDI) [resulting from
MEPC.234(65)]
9/9/2014 9

Amendments to MARPOL Annex VI as a result
of Energy Efficiency Regulations
• Existing Regulations have been amended,
as needed.
• New Regulations have been added.
• Both of the above are covered herein.
9/9/2014 10

MARPOL Annex VI- Chapter IV:
Regulations for Energy Efficiency for Ships
Chapter IV:
 Reg. 19: Application
 Reg. 20: Attained EEDI
 Reg. 21: Required EEDI
 Reg. 22: SEEMP
 Reg. 23: Promotion of technical co-operation
and transfer of technology
relating to the improvement of energy
efficiency of ships
9/9/2014 11

Regulation 19 - Applications
APPLY:
-- To all ships of 400 gross tonnage and above;
NOT APPLY:
- To ships solely engaged in voyages within the
water of the flag state;
- Regulation 20 and regulation 21 shall not apply
to ships which have:
 diesel-electric propulsion,
 turbine propulsion or
 hybrid propulsion systems.
9/9/2 014 12

Regulation 19 – Application (Waiver)
• The Administration may waive the requirement for a ship from
complying with regulation 20 and regulation 21.
• this waiver shall not apply to ships:
 For which the building contract is placed on or after 1 January 2017.
 In the absence of a building contract, the keel of which is laid or
which is at a similar stage of construction on or after 1 July 2017
 The delivery of which is no or after 1 July 2019; or
 Major conversion on or after 1 January 2017.
- The above implies that waiver is only for 4 years.
• The Administration of a Party........ which allows application of
waiver to a ship entitled to fly its flag shall communicate this to
the Organization for circulation to the Parties ……….
9/9/2014 13

Regulation 20 – Attained EEDI
EEDI: Energy Efficiency Design Index
• The attained EEDI shall be calculated for:
 each new ship;
 each new ship which has undergone a major conversion; and
 each new or existing ship which has undergone a major conversion,
that is so extensive that the ship is regarded by the Administration
as a newly constructed ship
The above are applicable to ships defined in Regulations 2.25 to 2.35.
• The attained EEDI shall be specific to each ship ……… and be
accompanied by the EEDI Technical File ….
• The attained EEDI shall be calculated taking into account guidelines
developed by the Organization (Resolution MEPC.212(63))
• The attained EEDI shall be verified, …. taking into account guidelines
developed by the Organization (Resolution MEPC.214(63))
9/9/2014 14

Principle of EEDI
•EEDI: indication of energy efficiency by CO2
emission (g) per cargo carry (ton mile)
•Method of calculation is well established and
defined and can be used by everybody.
•The technology is well established.
•Process and results of the calculation is verifiable
and transparent.
9/9/2014 15

Purpose of the EEDI
The Energy Efficiency Design Index for new ships creates a
strong incentive for further improvements in ships’ fuel
consumption. The purpose of IMO’s EEDI is:
1. to require a minimum energy efficiency level for new
ships;
2. to stimulate continued technical development of all
the components influencing the fuel efficiency of a ship;
3. to separate the technical and design based measures
from the operational and commercial measures (they
will/may be addressed in other instruments); and
4. to enable a comparison of the energy efficiency of
individual ships to similar ships of the same size which
could have undertaken the same transport work (move the
same cargo).
9/9/2014 16

Regulation 20- Attained EEDI
Attained EEDI shall be calculated for new ships and ship has
undergone a major conversion Which fall into one or more of the
categories in regulation 2.25 to 2.35:
• 2.25 Bulk carrier (exclude combination carrier)
• 2.26 Gas carrier
• 2.27 Tanker (both oil tanker and chemical tanker)
• 2.28 Container ship
• 2.29 General cargo ship (except livestock carrier, barge carrier,
heavy load carrier, yacht carrier nuclear fuel carrier)
• 2.30 Refrigerated cargo ship
• 2.31 Combination carrier
• 2.32 Passenger ship
• 2.33 Ro-ro cargo ships (vehicle carrier)
• 2.34 Ro-ro cargo ship
• 2.35 Ro-ro passenger ship
9/9/2014 17

Calculation of Calculation of attained EEDI
9/9/2014 18

Calculation of attained EEDI
  
 
 CFME(i)  SFCME(  i) P AE  CFAE  SFCAE 
   

fi  Capacity Vref  fw
 neff
 i 1





eff (AEeff (i) CFAE  SFCAE  feff (i)  P i)  CFME  SFCME 
M nPTI

 j 1 i 1
neff
PTI (i )  feff (i )  P
i 1
fj  P
M  nME
 j 1  i 1
fj  PM E(i )  

 






EEDI=
CO2 from propulsion system＋CO2 from auxiliary －CO2 emission reduction
DWT x Speed
PME: main engine power (kW)
PAE: auxiliary engine power (kW)
SFC: Specific fuel consumption (g/kW)
C: Fuel to CO2 factor (g Co2/g Fuel) (nearly 3)
Capacity: for cargo ships DWT, for passenger ships GT
Vref: reference speed (nm/hour)
f i: correction factor for capacity
f w: correction factor for performance in real weather
f j: correction factor for efficiency
For detail of calculation of EEDI, see MEPC61/WP.10
Guidelines on calculation of attained EEDI should be finalized at ISWG-EE2
9(/9J/a20n14. 9 – 13 2012) and adopted at MEPC63 (Feb. 2012) 19

Regulation 21.1 – Required EEDI
• 1 For each:
– .1 new ship;
– .2 new ship which has undergone a major conversion; and
– .3 new or existing ship which has undergone a major
conversion that is so extensive that the ship is regarded by
the Administration as a newly constructed ship
• which .. defined in Regulation 2.25 to 2.31 …, the attained
EEDI shall be as follows:
• where X is the reduction factor specified in Table 1 for the
required EEDI compared to the EEDI Reference line.
9/9/2014 20

Table 2: Reduction factors (in percentage) for the EEDI relative to the EEDI Reference line
Ship Type Size Phase 0
1 Jan 2013 –
31 Dec 2014
Phase 1
1 Jan 2015 –
31 Dec 2019
Phase 2
1 Jan 2020 –
31 Dec 2024
Phase 3
1 Jan 2025
and onwards
Bulk Carrier 20,000 DWT and above 0 10 20 30
10,000 – 20,000 DWT n/a 0-10* 0-20* 0-30*
Gas tanker 10,000 DWT and above 0 10 20 30
2,000 – 10,000 DWT n/a 0-10* 0-20* 0-30*
Tanker 20,000 DWT and above 0 10 20 30
4,000 – 20,000 DWT n/a 0-10* 0-20* 0-30*
Container ship 15,000 DWT and above 0 10 20 30
10,000 – 15,000 DWT n/a 0-10* 0-20* 0-30*
General Cargo
ships
15,000 DWT and above 0 10 15 30
3,000 – 15,000 DWT n/a 0-10* 0-15* 0-30*
Refrigerated cargo
carrier
5,000 DWT and above 0 10 15 30
3,000 – 5,000 DWT n/a 0-10* 0-15* 0-30*
Combination
carrier
20,000 DWT and above 0 10 20 30
4,000 – 20,000 DWT n/a 0-10* 0-20* 0-30*
9/9/2014 21
* Reduction factor to be linearly interpolated between the tow values dependent upon vessel size.

Regulation 21.3 – Reference line
Reference line value = a x b -c
Ship type defined in regulation 1 a b c
2.25 Bulk carrier 961.79 DWT of the ship 0.477
2.26 Gas tanker 1120.00 DWT of the ship 0.456
2.27 Tanker 1218.80 DWT of the ship 0.488
2.28 Container ship 174.22 DWT of the ship 0.201
2.29 General cargo ship 107.48 DWT of the ship 0.216
2.30 Refrigerated cargo carrier 227.01 DWT of the ship 0.244
2.31 Combination carrier 1219.00 DWT of the ship 0.488
Required EEDI is not applied to
32. Passenger ship
33. Ro-ro cargo ships (vehicle carrier)
34. Ro-ro cargo ship
35. Ro-ro passenger ship
At the beginning of Phase 1 and at the midpoint of Phase 2, IMO shall review the status of
technological developments and, if proven necessary, amend the time period, the EEDI
reference parameters for relevant ship types, and reduction rates.
9/9/2014 22

Reference lines
• Reference lines
are ship
specific.
• Dependent on
ship type and
size.
• Calculated ship
data from HIS
Fairplay
database:
For details of how reference lines are developed, see Resolution MEPC.231(65):
9/2013 9/2014 Guidelines for calculation Mohd. Hanif of reference Dewan, Chief Engineer lines and
…… 23

Required EEDI against Reference line
IMO will Review
9/9/2014 24

Reg. 21 - Implementation phases and
reduction factor
Implementation
The following circulars were issued (17 August 2009) following MEPC 59
and may be found on the IMO website: www.imo.org :
.1 the EEDI formula was circulated as MEPC.1/Circ.681, Interim
Guidelines on the method of calculation of the Energy Efficiency Design
Index for new ships (annex 17 to MEPC 59/24);
.2 the EEDI verification procedure was circulated as MEPC.1/Circ.682,
Interim guidelines for voluntary verification of the EEDI (annex 18 to
MEPC 59/24);
.3 the SEEMP was circulated as MEPC.1/Circ.683, Guidance for the
development of a SEEMP (annex 19 to MEPC 59/24); and
.4 the Energy Efficiency Operational Indicator (EEOI) was circulated as
MEPC.1/Circ.684, Guidelines for voluntary use of the ship EEOI (annex
20 to MEPC 59/24).
9/9/2014 25

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.
9/9/2014 26

Reg. 21 - Reduction factor and cut-off limits
• Reduction factor is the %
reduction in Required EEDI
relative to Reference Line.
• Cut off levels:
• Bulk Carriers: 10,000 DWT
• Gas carriers: 2,000 DWT
• Tankers: 4,000 DWT
• Container ship: 10,000 DWT
• Gen./ref. Cargo: 3,000 DWT Cut Off
Reference Line
Linear
range
9/9/2014 27

Reg. 21.6- Review of phases and reduction factors
At the beginning of Phase 1 and at the midpoint of Phase 2, the Organization
shall review the status of technological developments and, if proven necessary,
amend the time periods, the EEDI reference line parameters for relevant ship
types and reduction rates set out in this regulation.
Ship Type Size
Phase 0
[1 Jan 2013 ~
31 DEC 2014]
Phase 1
[1 Jan 2015 ~
31 DEC 2019]
Phase 2
[1 Jan 2020 ~
31 DEC 2024]
Phase 3
[1 Jan 2025
onwards]
Bulk Carrier 20,000 DWT and above 0 10 20 30
10,000 ~ 20,000 DWT n/a 0 ~ 10* 0 ~ 20* 0 ~ 30*
Gas Tanker 10,000 DWT and above 0 10 20 30
2,000 ~ 10,000 DWT n/a 0 ~ 10* 0 ~ 20* 0 ~ 30*
Tanker 20,000 DWT and above 0 10 20 30
4,000 ~ 20,000 DWT n/a 0 ~ 10* 0 ~ 20* 0 ~ 30*
Container Ship 15,000 DWT and above 0 10 20 30
10,000 ~ 15,000 DWT n/a 0 ~ 10* 0 ~ 20* 0 ~ 30*
General Cargo Ship 15,000 DWT and above 0 10 15 30
3,000 ~ 15,000 DWT n/a 0 ~ 10* 0 ~ 15* 0 ~ 30*
Refrigerated Cargo Ship 5,000 DWT and above 0 10 15 30
3,000 ~ 5,000 DWT n/a 0 ~ 10* 0 ~ 15* 0 ~ 30*
Combination Carrier 20,000 DWT and above 0 10 20 30
9/9/2014 28
4,000 ~ 20,000 DWT n/a 0 ~ 10* 0 ~ 20* 0 ~ 30*

EEDI REDUCTION TECHNOLOGY
The CO2 emission represents total CO2 emission from
combustion of fuel, including propulsion and auxiliary
engines and boilers, taking into account the carbon
content of the fuels in question. If shaft generators or
innovative mechanical or electrical energy efficient
technologies are incorporated on board a ship, these
effects are deducted from the total CO2 emission. The
energy saved by the use of wind or solar energy will
also is deducted from the total CO2 emissions, based
on actual efficiency of the systems.
For technologies for EEDI reduction please refer to
Table 3.
9/9/2014 29

Table 3: Technologies for EEDI reduction
No. EEDI reduction measure Remark
1 Optimised hull dimensions andform
Ship design for efficiency via choice ofmain dimensions
(portandcanal restrictions) andhull forms.
2 Lightweight construction New lightweight shipconstruction material.
3 Hull coating Use of advanced hull coatings/paints.
4 Hullair lubrication system
Air cavity via injection of air under/around the hull to reduce
wetsurface and thereby shipresistance.
5
Optimisation of propeller-hullinterface
andflow devices
Propeller-hull-rudder design optimisation plus relevant
changesto ship’saft body.
6 Contra-rotating propeller Two propellers inseries; rotating atdifferent direction.
7 Engine efficiency improvement
De-rating, long-stroke, electronic injection, variable
geometryturbocharging, etc.
8 Waste heat recovery
Mainand auxiliary engines’exhaust gaswaste heat
recoveryand conversion to electric power.
9 Gas fuelled (LNG) Natural gas fueland dual fuel engines.
10
Hybrid electricpower
andpropulsion concepts
Forsomeships, theuseof electric or hybrid would
bemoreefficient.
11
Reducing on-board power
demand(auxiliary system
andhotelloads).
Maximum heat recovery and minimisingrequired electrical
loadsflexible powersolutions and power management.
12
Variable speed drivefor
pumps,fans,etc.
Use of variable speed electric motors for control of rotating
flowmachinery leadsto significant reductionintheir energy use.
13 Wind power (sail, wind engine, etc.)
Sails, fletnner rotor, kites, etc. These are considered
asemerging technologies.
14 Solar power Solar photovoltaic cells.
15
Designspeedreduction
(newbuilds)
Reducing design speed viachoice oflower power or de-ratedengines.
9/9/2014 30

Ship types subject of current EEDI regulations
Attained EEDI: Following ships over
400 GT:
Bulk carrier
Gas carrier
Tanker
Container ship
General cargo ship
Refrigerated cargo carrier
Combination carrier
Passenger ships
Ro-ro cargo ship (vehicle carrier)
Ro-ro cargo ship
Ro-ro passenger ship
Required EEDI: Following ships above
cut off limits:
Bulk carrier
Gas carrier
Tanker
Container ship
General cargo ship
Refrigerated cargo carrier
Combination carrier
NOTE: Draft amendments by MEPC 65 for
adoption at MEPC 66 will extend EEDI to:
LNG carrier /Ro-ro cargo ship (vehicle
carrier)/ Ro-ro cargo ship / Ro-ro passenger
ship and cruise passenger ship having non-conventional
propulsion.
9/9/2014 31

Regulation 22 - SEEMP
What is SEEMP?
SEEMP has/ will become mandatory for all vessels at their first
renewal or intermediary survey after 01-Jan-2013 (IMO MEPC 62 ,
July 2011)
• Under the proposed amendments to MARPOL Annex VI,
Regulation 22, all ships must have an International Energy Efficiency
Certificate (IEEC).
• The IEEC requires, amongst other things, the presence of a SEEMP
on board.
• The SEEMP may form part of the ships Safety Management System
9/9/2014 32

Why SEEMP?
• Implement a plan to improve the energy efficiency of
a ships operation. (Part of a broader corporate energy
management policy.)
• Fuel cost is the largest cost element for shipping
companies. 35-65% of operational costs depending on
type of vessel.
• Energy efficiency improvements can give cost
savings of 5-15% and bring down GHG emissions.
• Port fees based on environmental impact
• Global players are demanding emission data
9/9/2014 33

Regulation 22 - SEEMP
9/9/2014 34

SEEMP and IEE Certificate
 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.
9/9/2014 35

Verification that a SEEMP is on-board
 The verification will be done as part of first intermediate or renewal
survey, whichever is the first, after 1 January 2013.
9/9/2014 36

Who should implement SEEMP?
• SEEMP is a ship specific plan to be developed
by the shipowner/operator or charterer
• The plan should be adjusted for the
characteristics of individual companies and ships
• SEEMP is a management tool and should limit
the onboard administrative burden
9/9/2014 37

IMO Regulations on Energy Efficiency
9/9/2014 38

IMO Guidelines for SEEMP
Source: ABS
9/9/2014 39

IMO IMPLEMENTATION GUIDELINES
Ship-specific plan for SEEMP
The SEEMP should be developed as a ship-specific plan by the
shipowner, operator or any other party concerned, e.g., the charterer.
The SEEMP seeks to improve a ship’s energy efficiency through four
steps:
- planning,
- implementation,
- monitoring, and
- self-evaluation and improvement.
These components play a critical role in the continuous cycle to improve
ship energy management.
9/9/2014 40

Planning
• Current status of ship energy usage and the
expected improvement of ship energy efficiency is
determined. Establish a baseline!
• Define and prioritize initiatives
• Both ship internal processes and operational
aspects should be covered.
(Speed optimization, weather routing, hull
maintenance, “just in time” etc.)
9/9/2014 41

Identify
• Define how the prioritized initiatives are to
be implemented on each ship
• Define the owner(s) of each measure
• Define each project with a start & end date
• Keep records to assist in self evaluation
9/9/2014 42

Implementation
• Ensure benefit realization! (Requires a well
established baseline with repeatable
measurements)
• Continuous and consistent data collection is the
foundation for monitoring.
• Performance monitoring that is standardized for
the whole fleet is recommended. (EEOI)
• A good monitoring system should track the
benefits of each prioritised initiative
• The burden on ships staff should be minimized
9/9/2014 43

Evaluation
• Progress of different improvement initiatives
should regularly be followed up
• Establishing well defined self-evaluation periods
will give an understanding of cause and effect that
will improve the efficiency of future investments.
• An understanding of the overall characteristics of
the ships operation will result in a better prioritizing
of future stages of the management plan.
9/9/2014 44

Self-evaluation and improvement
• Evaluate the effectiveness of the
implemented improvements
• Set new goals and implement the next
cycle of the plan.
• SEEMP is not a static tool, but a
continuous “work in progress”
9/9/2014 45

SEEMP planning
• Establishing a good and repeatable baseline is
the key for implementation of SEEMP
• Define the requirements for data acquisition ,
ensuring the system is expandable to handle all
future requirements
• Define how data will be transferred from the
vessel, data safety requirements, storage and use
at HQ
• Minimize crew involvement i.e. automate data
acquisition and transfer
• Start with “the low hanging fruit” the largest
energy consumers on board
9/9/2014 46

47
Ship Energy Efficiency Management Plan - SEEMP
Onboard management tool to include:
 Improved voyage planning (Weather routeing/Just in time)
 Speed and power optimization
 Optimized ship handling (ballast/trim/use of rudder and autopilot)
 Improved fleet management
 Improved cargo handling
 Energy management
9/9/2014

Primary Target Areas for Energy-savings
9/9/2014 48

SEEMP Related Measures:
The SEEMP provides an approach for monitoring
ship and fleet efficiency performance over time
and forces the responsible persons and entities to
consider new technologies and practices when
seeking to optimize the performance of the ship
(see Table 4 for SEEMP related measures). The
Second IMO GHG Study 2009 indicates that a
20% reduction on a tonne-mile basis by mainly
operational measures is possible and would
be cost-effective even with the current fuel prices,
and the SEEMP will assist the shipping
industry in achieving this potential.
9/9/2014 49

Table 4: SEEMP
Related Measures
No. EnergyEfficiencyMeasure Remark
1 Engine tuningand monitoring
Engine operational performance
andconditionoptimisation.
2 Hullcondition Hull operational foulingand damage avoidance.
3 Propeller condition Propeller operational fouling and damage avoidance.
4 Reduced auxiliary power
Reducing theelectrical load via machinery
operationandpower management.
5 Speed reduction (operation) Operationalslow steaming.
6 Trim/draft Trim and draft monitoring and optimisation.
7 Voyage execution
Reducing port times, waiting times,etc.and
increasingthe passage time, just in time arrival.
8 Weather routing
Useof weather routing
servicestoavoidroughseasandheadcurrents, to optimize
9 Advanced hull coating vRoey-apgaein et fufisciinegn cayd.v anced paints.
10
Propeller upgrade and
aftbodyflow devices
Propeller andafter-body retrofit for optimisation.
Also,addition of flowimprovingdevices(e.g.duct and
fins).
9/9/2014 50

Energy Efficiency Operational Indicator -
EEOI
 An efficiency indicator for all ships (new and existing)
obtained from fuel consumption, voyage (miles) and
cargo data (tonnes)
Fuel Consumption in Operation
Cargo Onboard x (Distance traveled)
=
Actual Fuel
Consumption
Index
9/9/2014 51

THE ENERGY EFFICIENCY OPERATIONAL INDICATOR
(EEOI)
- Improvements in energy efficiency are possible by operational
measures, such as fleet management, voyage optimization and
energy management, with 10 to 50% reductions of CO2
emissions (on a capacity mile basis) estimated through the
combined use of these measures.
- Saving energy at the operational stage is presently addressed
by the SEEMP and the EEOI can be used as a monitoring tool
and to establish benchmarks for different ship segments of the
world fleet categorized by ship type and size.
- As the amount of CO2 emitted from ships is directly
related to the consumption of bunker fuel oil, the EEOI can also
provide useful information on a ship’s performance with regard to
fuel efficiency.
- The EEOI enables continued monitoring of individual ships in
operation and thereby the results of any changes made to the
ship or its operation.
9/9/2014 52

EEDI and SEEMP Effects
0
4000
3500
3000
2500
2000
1500
1000
500
2010 2015 2020 2025 2030 2035 2040 2045 2050
Mt CO2
Technical measures
Operational measures
Alternative fuels
EEDI 10%
SEEMP 11%
Scenario: A1B Low uptake
9/9/2014 53

EEDI and SEEMP Effects
Scenario: A1B Optimistic
0
4000
3500
3000
2500
2000
1500
1000
500
2010 2015 2020 2025 203
0
2035 2040 2045 2050
Technical measures
Operational measures
Alternative fuels EEDI 39%
SEEMP 28%
MBM
Mt CO2
9/9/2014 54

Regulation 23 - Promotion of technical co-operation
and transfer of technology
• Administrations shall, in co-operation with the Organization and
other international bodies, promote and provide, as appropriate,
support directly or through the Organization to States, especially
developing States, that request technical assistance.
• The Administration of a Party shall co-operate actively with other
Parties, …, to promote the development and transfer of
technology and exchange of information to States which request
technical assistance, particularly developing States, for
implementation of … the requirements of chapter 4 of this annex,
in particular regulations 19.4 to 19.6.“
9/9/2014 55

Appendix VIII – Form of IEEC
9/9/2014 56

Supplement to IEEC – Record of construction
• The records of construction contains the following information:
– Particular of ship
– Propulsion system
– Attained EEDI
– Required EEDI
– SEEMP
– EEDI Technical File
– Endorsement that provided 9/9/2014 data are correct. 57

For more information please see:
www.imo.org
Reference:
1. www.imo.org
2. SBSTA 35
3. IMO MEPC Air pollution prevention and energy efficiency working group
4. Marine Environment Division, IMO.
9/9/2014 58

ANY QUESTION?
THANK YOU!
9/9/2014
59

Marpol Annex VI Chapter IV- GHG Emissions and Energy Efficiency Regulations

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Marpol Annex VI Chapter IV- GHG Emissions and Energy Efficiency Regulations