energy efficiency and the environment (istanbul)- delivered€¦ · global s limit 4.5% may 19 th...

Captain Stephen Bligh23rd February 2012

Energy Efficiency and the Environment

Istanbul

© Det Norske Veritas AS. All rights reserved.

E

23rd February 2012

Agenda

� Introduction

� Environmental Issues - SOx and Nox (scrubbers/LNG) - CO2 Emissions- Ballast water

� Energy Efficiency

� Break

� SEEMP

� EEDI

� Triple E

� Nauticus Air

2


E

23rd February 2012

Key business questions for environmental positioning

� Will I be regulated, when, and what for?

� Will I win or lose in a carbon-constrained world?

� Do I face brand, customer, or other stakeholder risk?

� How much will compliance cost?

� Can a positioning strategy manage risks/uncertainties?

� Am I making the right technology decisions?

� What are the risks of acting too early or too late?

� How much risk is there in long-term capital deployment?

� Can I create competitive advantage for myself, and how?

3


E

23rd February 2012

4

Environmental requirements are changing the face of shipping

4

The main issues today are emissions to air and ballast water discharge – with grey water, waste handling, ship recycling and noise pollution as runners up

Regulations and stakeholder requirements are becoming stricter – environmental issues are key strategic drivers


E

23rd February 2012

55

Demanding regulatory timelineCO2 OtherSOx NOx Ballast


E

23rd February 2012

6

Air emissions


E

23rd February 2012

Regulatory Frame – MARPOL Annex VI, SOx, NOx, CO2

7

Requirement

2010: SOx < 1,0%2015: SOx < 0,1%

Compliance option

• HFO + scrubber• Distillate fuels• LNG

ECA Emissions requirements for existing fleets

Requirement

2011: NOx Tier 22016: NOx Tier 3

Compliance option

• Scrubber + SCR• LNG

ECA Emissions requirements for newbuilds

SEEMP reqt’s for existing fleet EEDI eqt’s for newbuilds

Requirement

Reporting and documentationEEOI ?

Requirement

Emission calculation

Compliance option

Match baselineDesign, technology, fuel


E

23rd February 2012

Existing Sulphur Emission Control Areas (SECA)

� Baltic Sea SECA was the first to enter into force as a SECA in 2006

� Followed by the North Sea in 2007

� 1st July 2010 – max. sulphur 1%

� 1st January 2015 - max. sulphur 0.1%

� No IMO NOx regulation yet, but expected before 2016. National regulations established

8


E

23rd February 2012

ECA; Huge implications for shipping to North America

IMO Emission Control Areas (ECA) place strict limitations on SOx and NOx emissions

� From August 2012 and within 200NM of NA, 1.0% max sulphur content- Equivalent measures accepted

� From 1 January 2015 , and within 200NM of NA, sulphur control options are;- 0.10% max sulphur fuels- Exhaust gas cleaning- Fuel switching / LNG

� EPA estimates 6000 – 8000 ships in international trade affected

� Don’t forget NOx Tier 3 for newbuildings after 1 January 2016

9


E

23rd February 2012

Future ECAs?

10


E

23rd February 2012

Regional Regulation and Legislation

11

It has been suggested that there should be a review in 2018 to assess fuel availability. Depending on the outcome of the review, the 0.50% sulphur global standard may be delayed to 2025 instead of 2020.

2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2025

Aug 11th

SECA 1, directive into force 1.5% S

Aug 11th

SECA 2, directive into force 1.5% S

Marpol Annex VI ratified

May 19th

Marpol Annex VI global S limit 4.5%

May 19th

Marpol Annex VI SECA1, S limit 1.5%

Nov 11th

Marpol Annex VI SECA2, S limit 1.5%

July 1st

ECA limit down to 1.00% S

Jan 1st

Global limit down to 3.50%

Jan 1st

ECA limit down to 0.10% S

Global S limit down to 0.50% (subject to review)*

Jan 1st

Directive S limit of 0.1% at berth

July 1st CARB Phase 1, MGO (max 1.5%) or MDO (max 0.5%) use only within 24NM

Jan 1st CARB Phase 2, Max 0.1% distillate use only within 24NM


E

23rd February 2012

Shipping CO2 emissions – why the world cares

� Shipping burns approximately 335 million tons of fuel per year… while transporting 85% of the worlds goods

� The associated emission of CO2 is around1 billion tonnes of CO2 per year

12


E

23rd February 2012

13

Political bodies shape global efforts to reduce shipping GHG

� UNFCCC. Arena for international climate negotiations. Considers shipping key source of climate change mitigation and adaptation funding

13

� EU. Proposes to cut shipping CO2 by 40% by 2050 when compared with 2005 levels. Working on regional regulations.

� IMO. Working to reach industry wide, global agreements reducing the amount of CO2 emissions from international shipping.


E

23rd February 2012

Regulatory options for shipping

�Technical / operational measures

� EEDI

� SEEMP

� EEOI

�Market Based Measures (MBM)

� cap and trade system

� levy system

� other approaches (several on the table)

14

Speed limits seeing renewed interest


E

23rd February 2012

1515

What is the maximum reduction achievable?

CO2 emission targets

Business as usual scenario

Known measures

Breakthrough technologies needed


E

23rd February 2012

What does the (GHG) future hold?

� UNFCCC process will at least in the short term remain less significant than both the IMO and EU processes

� EEDI/SEEMP amendments entering into force 2013, Despite “developing” Flags deferral clause, EEDI expected to become important commercially

� IMO MBM debate will remain problematic in 2012, stay on the agenda, but not be resolved without a UNFCCC agreement first

� Market-based measures will likely be established in the EU by 2015 / 2016

16


E

23rd February 2012

Ballast Water

17


E

23rd February 2012

Status Ratification

Albania Kenya Nigeria

Antigua & Barbuda Kiribati Norway

Barbados Liberia Palau

Brazil Lebanon Republic of Korea

Canada Malaysia St Kitts & Nevis

Cook Islands Maldives Sierra Leone

Croatia Marshall Islands South Africa

Egypt Mexico Spain

France Mongolia Sweden

Iran Montenegro Syria

Netherlands Tuvalu

1818

Status 31 December 2011:

32 states, representing 26.46% of world merchant shipping tonnage

Lebanon is the 32nd state Dec. 2011

Ratification by Panama expected 2012

Entry into force 12 months after signing by:

30 states, representing

35% of world merchant shipping tonnage


E

23rd February 2012

Application

19

Applies- Party to the Convention; or- Sailing in waters of a Party

International BWM Certificate

Exceptions(Reg. A-3)

Emergency Accidental

Uptakeand

dischargein highseas

Uptakeand

dischargein thesame

location

Exemption(Reg. A-4)

Betweenspecified

ports

Five yearsperiod

Based onrisk

analysisaccording

to G7

Does not apply

Ballast free

ships

Local trade (flag and operationonly under

same party)

Local trade (flag of

party and operation

under another

party only)

Navyships

Permanent ballast water


E

23rd February 2012

Ballast Water Management Convention

� The Ballast Water Management Convention requires- Ship-specific Ballast Water Management Plan approved by

Administration onboard- Ballast water record book onboard- Ballast water exchange (Regulation D-1)- Approved ballast water treatment system (Regulation D-2)

� The Convention will require compliance for all ship s and offshore structures regardless of age and size

20


E

23rd February 2012

IMO BWM Convention Implementation Schedule

21


E

23rd February 2012

Ballast water – looming bottlenecks?

22

Estimated number of vessels required to install bal last water treatment system according to MEPC 61

0

2000

4000

6000

8000

10000

12000

14000

16000

18000

2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020

Vessels constructedfrom 2009 to 2011(greater than 5,000cubic metres）Existing Vessels(less than 1,500 orgreater than 5,000 cubic metres）

Existing Vessels(between 1,500 and5,000 cubic metres)

Newly constructedvessels (greater than5,000 cubic metres)

Newly constructedVessels (less than5,000 cubic metres)

How to equip ~80000 vessels in less than a decade?


E

23rd February 2012

What happens upon ratification

� Entry into force within 12 months

� Ships with a flag party to the Convention:- Approved BWM Plan (Exchange or Treatment)- Ballast water record book- Initial BWM surveys- International Ballast Water Management

Certificate

� Ships sailing in waters of a party to the Convention:- Certificate of Compliance with the Ballast Water

Management Convention

23

� Class Requirements for treatment- Approval:

- Control and instrumentation- Piping systems- Foundation (if necessary)- BWM Plan (only the treatment part if done previously)

- Surveys (Initial if not done previously):- Installation surveys- Documentation- Commissioning- New Certificate

� Sampling is different between D1 and D2


Energy Efficiency

Monaco


E

23rd February 2012

Energy efficiency – high on public as well as ship-owners agenda

� Shipping is responsible for greenhouse emissions of around 1 billion tonnes of CO2per year – 3,3% of total emissions

� Improving efficiency have positive effect on - Green house gas emissions- Fuel costs/Energy

� Energy efficiency and behaviour changes can give cost savings of 5 – 15%

� Systematic and dedicated effort is needed to realise the saving potential

25

From the introduction from OCIMF :

� “…management guidance with the aim of encouraging companies to introduce CO2 reducing practises…”

� … may be included in the TMSA at future date”.

Oil Majors are asking – what are you doing about SEEMP !!


E

23rd February 2012

Marginal Abatement curves for world fleet 2030

26

Average marginal CO2 reduction cost per option - Wo rld shipping fleet in 2030

-100

-60

-20

20

60

100

140

180

220

0 100 200 300 400 500 600 700 800

CO2 reduction (million tons per year)

Cos

t per

ton

CO

2 av

erte

d ($

/ton)


E

23rd February 2012

How to improve energy efficiency?

� More efficient operations , e.g. weather routing, control of energy consumers onboard, speed optimising and trim

� The introduction of more efficient technology – in particular related to engines, propeller designs, hull forms and hull coatings

� Fuel shift from residual fuel oils, marine gasoil and diesel oil to use of natural gas, and later to biofuel and fuel-cells

� Improved infrastructure , including port turn-around times, port capacity and size of ships

� Improved cooperation between players, including owners/charterers and contractual issues

27

Principal ways of improving energy efficiency, reducing costs and CO2 emissions: (long term perspective)


E

23rd February 2012

Sun in the horizon – if you navigate the obstacles

28

GreenOpportunities for those who take a proactive approach towards environmental challenges

Cost-effectiveOpportunities for those who overcome the short term obstacles and focus on long term gain


E

23rd February 2012

Energy Efficiency – what do we cover in our projects

� Fleet planning, route and ship allocation

� Chartering/contracts

� Voyage planning

� Speed Management

� Weather routing & sea current

� Port/harbour operations

29

Voyage Performance

Ship Performance� Hull condition� Propeller condition� Autopilot & rudder� Trim and draft� Hull Appendages & tech. mod.

Energy Consumers� Cargo Operations

� Thruster operations

� Ventilation, HVAC, lights

� Insulation and energy losses

� Water productions

� Incinerating

Fuel Management

� Fuel quality and quantity

� Bunkering procedures

� Fuel sampling

Management and organisation

� Performance Management� Strategy & tactical plans� Roles & responsibilities� Culture & awareness� Competence & training� Cooperation & communication� Integrate with environmental profile

Main and Aux engines

� Steam plant efficiency

� Main Engine efficiency

� Aux Engines efficiency & utilization

� Aux boilers efficiency and utilization


E

23rd February 2012

Energy management have strategic, tactical and operational elements

30

Strategic

Tactical

Operational

� Company visions and goals

� Market trends, regulations and development

� Fleet characteristics, ship types and size

� Route layout and frequency

� Vessel deployment, size, speed

� Spot market vs. Time Charter

� Investment in new technology

� Revenue / cost optimisation

� Minimising specific fuel consumption

� Performance mgmt and acceptance criteria


E

23rd February 2012

Energy Management requires cross departmental cooperation

31

Voyage Perf

Ship Performance

Main and aux engines

Consumers

Fuel Management

Management and org

Tech mgtProcurementCommercial / sales

Finance

Projects & NBOperation

CEO / BOD

Paradox - nobody is fully accountable for fuel consumption either on-board or on-shore

Voyage Perf


E

23rd February 2012

The focus in the offshore market is changing

� Companies are more closely monitoring Offshore Companies performance - On energy efficiency- HSE- Downtime

� Vessels are compared on fuel consumption - Statistics not presenting full picture - Only total consumption per NM is

measured

� ‘Company’ so far not been able to document energy efficiency within operations

There is increasing focus in the market on the environmental footprint on the whole lifecycle of oil production


E

23rd February 2012

Voyage planning and speed management opportunities

Port

Opportunities:

� Plan to arrive at port opening

� Minimize time in port to free time for transit

Transit

Opportunities:

� Voyage planning

� Speed management

� Weather routing/optimisation

� Autopilot

Waiting for platform

Opportunities:

� Minimize waiting time

� Optimise utilization of DP outside 500 m zone

DP operation

Opportunities:

� Optimise DP operation

Transit

Opportunities:

� Voyage planning

� Speed management

� Weather routing/optimisation

� Autopilot

Source: Statoil


E

23rd February 2012

Energy efficiency is common knowledge today – most companies have a long track record

34

Develop KPI structure for monitoring of vessel performance

Establish database for vessel performance data

Improve seafarer knowledge and competence to reduce fuel consumption

Create procedures for optimal settings for trim and ballast

Create procedures for optimal vessel speed in voyage planning

Determine optimal antifouling system to be used

Determine optimal hull cleaning programme

Determine optimal propeller cleaning programme

Implement Weather routing reporting on all vessels

Include more time in voyage planning to allow for speed reduction

Create procedures for engine, hull and propeller monitoring

Ensure fully functional sensors and equipment for engine performance monitoring

Install system for engine performance monitoring

Optimisation of cylinder oil consumption

Tune engines that have shown low performance figures

Review NB specification to ensure required sensors are installed for performance monitoring

Energy efficiency initiative

3

2

Mer

e id

ea

Don

e so

me

anal

ysis

Hav

e te

sted

Aw

aitin

g im

plem

enta

tion

Ful

ly

impl

emen

ted

2

2

2

2

4

4

4

3

3

3

3

3

3

4

The real challenges occur when it comes to implementation and benefit tracking


E

23rd February 2012

Where do we see companies fail to succeed own fuel mgmt?

� No defined Energy Management vision- Unclear strategy- Embedded organisational barriers

� Lack of resources

� Lack of structured approach- Focus on single initiatives- Difficult to prioritise

� Principles of change management not applied in projects- Managing people during change- Performance management

� Poor implementation

35


E

23rd February 2012

Commitment and continuous effort are the only route to sustainable energy efficiency improvements

36

Further savings due to promotion of energy-efficient practices

Saving energy becomes company culture

Increasing energy costs

Decreasing energy costs by applying simple energy efficiency initiatives “Housekeeping”

+5%

Time

Cost Baseline

-5%

-10%

-20%

Commitment to Energy mgmt Implementation

Investments

Further Investments


E

23rd February 2012

The ship energy flow has to be assessed to identify the improvement areas for “ship as a system”

37


E

23rd February 2012

70 – 95% of total energy consumption is used for propulsion of commercial ships

38

Propulsion efficiency depends on technical condition of:

� Main Engine

� Hull and propeller

� Trim condition and use of autopilot

Speed

Fue

l Con

sum

ptio

n

Baseline: Design curve, sea trial, etc

�

��

�

�

�

�

��

�

�

��

�

��

�

�

��

�

Measured data


E

23rd February 2012

Specific fuel oil consumption for engines needs to be monitored and follow up by corrective measures

Ship name Plan Measure Analyse Report Follow upIdentified ME

saving %

Ship 1 0.7%

Ship 2 2.7%

Ship 3 1.5%

Ship 4 2.9%

Ship 5 0.9%

39

PoorAverageGood

Test cylinder pressures and Texh vs. sea trials results(ISO corrected values)

70

80

90

100

110

120

130

140

150

8500 10500 12500 14500 16500

Break load (kW)

Pre

ssu

re (b

ar)

50

100

150

200

250

300

350

400

450

Exh

aust tem

pera

ture (°C)

Pmax sea trial Pmax Test Pcomp sea trial Pcomp Test Texh sea trial Texh Test

Close

Process, tools & competence Performance

DNV have developed a framework for main and auxiliary engine performance assessment and decision support for recommended actions


E

23rd February 2012

Hull condition and draft are important factors to reduce hull resistance for tank and bulk

40

Propeller efficiency is equally important for all ship types and sizes

Ship Types Viscous resistance Wave resistance Air res istance, rudder, etc

Tank / bulk 75-90% 10-20% 2-5%

Container, Ro-Ro, PACC 40-60% 30-50% 5-10%

Small and fast ships 30-50% 40-70% 5-15%

Influence factors

(given existing hull and propeller)

Hull Condition

Surface preparations and selection of anti fouling paint

Draft

Amount of ballast, bunker and unnecessary “waste” onboard

Trim

Draft and speed

Hull above WL

Superstructure

Cargo distribution

Rudder movements


E

23rd February 2012

Fuel quality and quantity impact on energy efficiency

41

� Significant deviations in price, quality and suppliers practices between regions

� Bunker quantity not optimised for voyages� Limited use of statistics to benchmark bunker suppliers

� Bunker short lifting� Procedures for taking fuel samples not followed� Note of Protest seldom used (NOP)

� Insufficient interpretation of fuel sample analysis� Corrective actions not taken� Claims handling (e.g. density, H2O out of spec)

Pre-bunkering

Bunkeringprocess

Post-bunkering

What We See


E

23rd February 2012

42

PIR

BCN

SGP

HKG

OSL

ROT

LAX

Given a fleet… … and a demand for transportation

1. Design best routes (services)

2. Deploy ideal vessel to each route

3. Lay up or sell ships that are not economically viable at the time

Tactical Routing, vessel deployment and speed set the basis for fleet fuel consumption


E

23rd February 2012

Speed management can be a quick win with high impact on fuel consumptionExample : Route A – B

Distance: 5,000 Nm / Voyage terms: 16 days / Charter speed 13.5 kts

43

A BCase 1

Normal Speed 13.5 kts

FOC = 32.5 MT/day

Voyage total = 502 MT

Sailing time: 15 days, 10 hrs

A BCase 2

Economical speed

13.0 kts

FOC = 29.0 MT/day

Voyage total = 464 MT

Sailing time: 16 days

8% savings achieved by optimising speed within charter terms

8%


E

23rd February 2012

Optimal route planning consider weather, currents and shallow water effects

44

Weather routing services give captains more accurate and reliable information to plan voyages

’

Changed routeto avoid low pressure

Economiceffect 5%


E

23rd February 2012

Two sister ships can have completely different fuel consumption on the same route

45

Two sister vessels (4500 teu) sailing from SNG to HAM the same week had 8,8% difference in fuel consumption

Voy no Date ROB ROB HFO Dist. Days Hrs HFOSNG HAM cons.mt nm mt/day

50W39F Oct-Nov '05 4076 1725 2351,1 3513 17 407 138,349W42-LPF Oct-Nov '05 4276 2115 2161,6 3493 17 415 127,2Diff 8,8 % 61 kUSD (330 USD/t HFO)


E

23rd February 2012

Setting up a KPI structure for engine performance

46


E

23rd February 2012

Buffer time calculator

47


E

23rd February 2012

Main phases and objectives for a full scale Energy Efficiency project

48

Phase 1Opportunity assessment

Phase 2Solution development

Phase 3Implementation

3 – 6 months

Objective:• To prepare tailor made

solutions moved forward from phase 1 for piloting or fleet implementation

• Swift implementation and realisation of benefits for identified “quick wins”

6-12 months

Objective:• Realise the identified

opportunities by efficient implementation of solution elements & training programs

4 – 6 weeks

Objective:• High level verification and

quantification of improvement opportunities

• Benchmark company performance vs. leading practises

• Establish a foundation for Phase 2 and 3

• Identify quick wins for possible piloting

DNV Customer


E

23rd February 2012

“You get what you measure” – energy efficiency requires measuring and analysis

49

Hull & Propeller Propulsion Efficiency Indicator

1,0E-03

1,5E-03

2,0E-03

2,5E-03

3,0E-03

3,5E-03

4,0E-03

19.12.2006 08.01.2007 28.01.2007 17.02.2007 09.03.2007 29.03.2007 18.04.2007 08.05.2007

Date

(kn/

HP

hr)

Liberty Eagle Loaded Liberty Eagle Ballast

Main Engine assessment Test Date 31.12.2007 Result

Engine balance (compared to avereage) Yellow Red Value

Pmax Maximum combustion pressure 5 7 % 3,4 %Pcomp Compression pressure 4 5 % 5,1 %FPI Fuel Pump Indicator 5 10 % 3,2 %Texh Exhaus gas temperature 7 9 % 5,6 %

Engine efficiency (compared to new building sea trial)

Pmax Corrected comb. press. drop compared to engine ref. 5 10 % 20,4 %Pcomp Corrected compression pressure drop compred to engine ref. 5 15 % 13,8 %Texh Corrected exhaust gas temp. increase compared to engine ref. 10 15 % 13,8 %∆TTC Turbo charger differential temp decrease compared to ref. 15 20 % 26,7 %

Engine thermal load - MCR achivable 100 % 100 %∆Pscav 280 mm 120

Engine overloada_Pmax Angle of maximum pressure less than 11,5 or greater than 16° 11,5 16 deg 0,0Pignition Max pressure rise more than manufacturer's recommendation 30 bar 21

Fuel oil consumption (compared to NB sea trial)

t/d FO consumption increase to refence per day @ NCR [+4,31 (t/d)] 0 0 % 3,8 %

Warning levels

Scavenging air cooler air side fouling (mm H2O)

Hull & propeller

Overall fleet performance Vessel speed mgt

Engine performance


E

23rd February 2012

General observations from Energy Efficiency studies

�Some technical quick-wins normally appear- Propeller polishing and engine performance monitoring

�Company culture is the factor with highest influence- A fuel saving program gives excellent results

�The companies are set up to run operations – not improvement projects- Dedicated personnel is a prerequisite to get energy efficiency on the agenda

�Attention is often low in companies not paying for the fuel- Charterers and owners should sit down together to find a winning formula

50


E

23rd February 2012

Immediate improvement areas we often see

� Voyage and speed management

� DP Policies and practices

� Chartering and contracts

� Trim and draft focus

� Propeller condition

� Performance management

51

SpeedTrim 1,0 0,5 0,0 -0,5 -1,0 1,0 0,5 0,0 -0,5 -1,0 1,0 0,5 0,0 -0,5 -1,0

9.00

- 9

.70m

Avoid Avoid Fair Good Optimal Good Good Good Good Optimal Good Optimal Good Good Fair

8.35

- 9

.00m

Avoid Avoid Avoid Good Optimal Avoid Avoid Avoid Fair Optimal Good Good Optimal Good Good

7.75

- 8

.35

m

Avoid Avoid Avoid Fair Optimal Avoid Fair Avoid Good Optimal Avoid Fair Good Optimal Good

Dra

ft

13,0-15,5 knots 15,5-18,5 knots 18,5-21 knots


E

23rd February 2012

What is the “typical” potential within energy efficiency

� Typical “easy” measures and quick wins should be in the range of 6-12%- Technical quick wins- Communication and policies on

voyage, speed, DP etc.

� Longer term and more effort required to gain a further 10-15%- Cultural issues and programs- Good collaboration between

charterer and owner to maximise joint benefits

52

Fuel manage

mentEngines& Energy Consume

rs

ShipPerforma

nce

Voyage Performa

nce

Ann

ual s

avin

gs

X M USD• Bunker quantity Surveys

• Claiming density differences

• AUX utilisation efficiency

• Engine efficiency

• Hull treatment

• Propeller treatment

• Trim & draft

• Autopilot

• Voyage planning & execution

• Speed management

• Weather routing

Example


E

23rd February 2012

Benchmarking performance

53

0

2 ,5

5

Organisation & Strategy

Voyage Performance

Vessel Performance

Main & Aux Engines

Energy Consumers

Fuel Management

Par Best industry performance COMPANY

Operations /


E

23rd February 2012

54

VALUE DELIVERED

Management and organisation

� Define clear targets for energy efficiency

� Establish guidelines and procedures supporting the company’s personnel in energy efficiency efforts

� Map and document process maps and define company procedures related to energy efficiency

� Roles and responsibility within the organization need to reflect a long term commitment to energy efficiency

Benefit Case – Energy Efficiency

Unclear roles and responsibilities, missing guidelines and formalized processes characterize a large actor within the seismic segment. They hired DNV to improve organizational and strategic aspects regarding energy efficiency.

SITUATION AND CRITICAL ISSUE

DNV SOLUTION

� Establishment of a new KPI structure

� Increased focus on cross departmental cooperation

� Recommendations to improve company awareness from top management

� Development of goals and ambitions to ensure focus on energy efficiency aspects


E

23rd February 2012

55

VALUE DELIVERED

Engine and consumers

� Harmonise the engine reporting system for all fleet segments

� Install flow meter to main consumers to enhance the quality of the consumption measurements

� Update the monitoring system to include acceptance criteria and reporting of SFOC

� Utilise the reporting tool to follow up onshore where results are communicated back to the vessel


One of the world’s leading maritime groups in the tanker, gas and offshore segment want to improve their operations of engines and secondary consumers. Proposed outcome could be establishment of streamlined and controlled energy performance management processes and tools.


DNV SOLUTION

� Estimated improvement potential of 3 % as indicated from main engine performance analysis

� Estimated improvement potential of 5 % as indicated from auxiliary engine performance

� 10 % reduction of SFOC caused by higher average load

� Total savings estimated to be 12 million USD for the fleet


E

23rd February 2012

56

VALUE DELIVERED

Limited voyage execution

� Monitor and adapt speed constantly to take advantage of arrival time and port changes during voyage

� Adapt to ETA, pilot berth and canal convoys to ensure minimum waiting time

� Develop simple tools for establish optimal configuration of generator sets during a voyage based on ETA

� Include energy efficiency discussions in the contract negotiations with charterer

Contact: [email protected]


An offshore supply company struggles with high fuel costs due to limited focus on voyage planning. There seem to be a potential of reducing significant amount of fuel, but they are not in a position to handle this themselves.


DNV SOLUTION

� Project identified a 20% fuel reduction potential in transit mode for the fleet by improving speed management in transit

� Expected saving potential for optimised port operations of 2 % of total consumption

� It is assumed that weather routing will have a positive impact as operation in unfavourable weather

� Expected total savings of 2.5 million USD


E

23rd February 2012

DNV has significant experience from around 40 energy efficiency phase 1 projects

Owner's location Ship segment FleetAsia Chemical tankers, Bulk++ 15 shipsAsia Container 70+ shipsAsia Container 100+ shipsAsia Multi segment 90 shipsAsia Multi segment 60+ shipsAsia RoRo 50 shipsEurope Chemical tankers 80 shipsEurope Container 100+ shipsEurope Container 30 ShipsEurope Container 100+ shipsEurope Offshore 20 shipsEurope Offshore 30+ shipsEurope Oil tankers 45 shipsEurope Oil tankers 30 shipsEurope Oil tankers 20 shipsEurope Passenger 3 shipsEurope RoRo 75 shipsEurope Seismic 20 shipsEurope Seismic 1 ship

57

Examples

� Most of the projects have included all the six areas described in this scope of work and had deliverables on the suggested format

� Many of the projects have continued into a Phase 2 (Solutions development) and a Phase 3 (Implementation)

� The typical saving potential identified (and realised in Phase 2 and 3) is in the range of 5-15%


Ship Energy Audit

Products and services


E

23rd February 2012

What is the benefit of conducting a ship energy audit

� Why perform a Ship Energy Audit- Environment- Economical- Better image towards:

- Charterers- Regulatory bodies

- Public opinion- Competitive edge - Second-hand market- Energy awareness among ships’ crew- Tax refund for Norwegian owners

� Why survey on-board- From experience, this ensures consistent data collection and analysis- 3rd party verification, impartiality- Verification of ”real-life” operation on-board, not written operational procedures.

59


E

23rd February 2012

DNV’s Ship Energy Audit (SEA)

� Scope- Evaluate the performance of machinery in terms of fuel use on board. - The audit does not cover operational matters such as weather routing of the vessel nor

factors such as trim, hull cleaning or propeller cleaning.

� DNV SEA Methodology- Based on methodology for the Condition Assessment Program (CAP)- Consists of a CAP surveyor experienced in conducting SEAs.

� A Ship Energy Audit consists of the following main activities:- Review of relevant documents, reports and logs- Interviews with key staff- Witnessing normal operation of the vessel- Performance testing of diesel engines and boilers- Sampling and evaluation of fuel oil- Identification of potential Energy Reduction Areas- Issuance of technical report with recommendations regarding fuel savings

60


E

23rd February 2012

DNV SEA cover the whole ship based on consistent data collection, analysis and verification of real-life operation.

61


E

23rd February 2012

DNV Ship Energy Audit

62

How is the work performed

� Sailing with the vessel- Two technical experts follow the vessel for minimum two/three days- Interviews with officers onboard- Reviewing logs and procedures

� Perform running test- Test main engine on different loads- Test auxiliary engines on different loads and modes of operation- Witness cargo operations

� Perform engine diagnostics- Pressure indications of engines on different loads- Register performance and environmental data- Perform analyses of engines’ condition

� Propose improvements


E

23rd February 2012

DNV Ship Energy Audit

63

What is delivered

� Report showing- Breakdown of energy consumers - Analyses of engines performance- Fuel quality and separator efficiency

� Improvement potentials- Fuel Reduction potential- Operational improvement potential- Technical improvements- Maintenance improvements

� Savings- Fuel savings- Lube oil savings

� Other recommendations- Minor improvements- Simple modifications- Operational changes


E

23rd February 2012

Charterer requirements are driving Ship Energy Audits

� Verification of “real-life” operation on board

� Analysis includes:- Benchmarking against sea trial / shop test data- Comparing performance tests with reference data for:

- M/E- D/G- Boiler

- Calculations of SFOC, CO2

- Comparison of electric design load, actual load, discrepancies

- Comparison of aux boilers performance with sea trial data

� Delivery includes:- Report stating the current energy usage compared to

- Design figures and sea trial data- Experience from similar vessels routines

- Suggestions for further optimization, if relevant- Declaration that the ship has undergone a ship energy

audit

64


DNV – More Energy Efficiency

From Early Design to Daily Operation


E

23rd February 2012

Pre-Contract PhaseDesign Development & Bid Assessment

� Structured approach to develop fit-for-purpose designs- Business case scenario to identify and fine-tune requirements, analyse risks- Define optimal vessel fleet and main dimensions

� Technical evaluation- Specification review and benchmarking- Outline and Full building specifications

� Performance evaluation- Assess and benchmark available tenders- Comparison to world fleet and/or competitors- Fuel Cost Calculator

� Weighted combination of results- Best overall performer tailored to individual requirements

66

Optimisation already starts before contract signing


E

23rd February 2012

Pre-Contract PhaseDesign Development & Bid Assessment

67

Fuel Cost Calculator


E

23rd February 2012

Hullform Optimisation

� Setting the right main dimensions offers first potential fuel savings

� Relating to operational profiles- Determine the best performer for realistic operation on intended trade

� Applying state-of-the-art numerical methods in order to:- Minimise resistance- Assess and improve propulsion

system- Improve seakeeping abilities- Global approach, addressing all

design constraints

68

Initial design Improved design


E

23rd February 2012

Vessel Performance Monitoring & Benchmarking

� Only what gets measured, gets done- Proper data collection on board (e.g. noon or performance reports)- Easy, uniform and reliable data transfer to shore- Centralised data storage for whole fleet

� Follow-up and feedback by shore staff- Data-processing to enable comparison / benchmarking throughout fleet- Efficient KPIs and reporting scheme to management- Initiate competition amongst vessels

69

Voyage execution and the related possible savings a re often underrated

What DNV can deliver:

� Support in setting-up of reporting and benchmarking software

� Enhancing functionality of existing reporting software

� Shared workload and commitment to success


E

23rd February 2012

Vessel Performance Monitoring & BenchmarkingSpeed-Consumption Evaluation

70

Speed-Power Curves

20000

25000

30000

35000

40000

45000

50000

55000

60000

65000

70000

20,0 20,5 21,0 21,5 22,0 22,5 23,0 23,5 24,0 24,5 25,0 25,5 26,0 26,5 27,0Vessel speed [kn]

Del

iver

ed P

ower

PD [k

W]

Ballast T=11.00m T=13.00m

T=14.50m Predicted operating point Current operating pointNew ship condition


Assessment of vessel performance, compared to new ship condition

� Calculation based on state-of-the-art numerical methods

� Tailored to available data� Direct follow-up of vessel’s

performance (noon reports or special performance reports)

� Intuitive reporting of off-spec. performance (traffic-light)

� Helps to avoid costly discussions around speed/consumption claims

3% Power deviation from Trial Condition3% Power deviation from Trial Condition


E

23rd February 2012

Vessel Performance MonitoringTrim Optimisation

71


� Calculation based on state-of-the-art numerical methods

� Using other available data:• model tests, full-scale

� Easy user interface:• Three input parameters• Integrated plausibility

test of input data• Customisable layout

� Excel-based:• No additional hardware

needed on board

Easy to use trim optimisation tool(side-product from benchmarking tool)


E

23rd February 2012


72


Trim tool tailored to customer’s needs:- Vessel-specific (hull form)- Trade (drafts & speeds)

Actual project costs depending on scope and available data.

Data may also be derived from benchmarking tool

Accumulated SavingsFuel Oil Consumption @ 34 tons/day, 650$/t

$-

$10.000

$20.000

$30.000

$40.000

$50.000

$60.000

$70.000

0 10 20 30 40 50 60 70 80 90 100 110 120

Sailing days

Sav

ings

[US

-$]

1,0%

1,5%

2,0%

2,5%

Break even – 1 vessel/series

Easy to use trim optimisation tool


E

23rd February 2012


73




Data may also be derived from from benchmarking tool




E

23rd February 2012


74




Data may also be derived from from benchmarking tool




E

23rd February 2012

Fuel Efficiency Opportunities for Bulk Carriers & Tankers

75

Propeller & Rudder Efficiency:

� Hull & propeller interaction optimization + 5%

� Wake stabilization and energy recovering systems + 5 to 10%

Loading Condition Optimization:

� Ship speed vs. draft, trim + 1 to 2%

Bow Optimization:

� Design for actual operating loading conditions + 2 to 3%

Success level on fuel savings depends very much on:- Ship (hull and propulsion system)- Speed- Loading condition


SEEMP -Ship Energy Efficiency Management Plan

Maritime Advisory ServicesPreparation of SEEMPs


E

23rd February 2012

Energy efficiency – high on public as well as ship-owners agenda

� Shipping is responsible for greenhouse emissions of around 1 billion tonnes of CO2per year – 3,3% of total emissions

� Improving efficiency have positive effect on - Green house gas emissions- Fuel costs/Energy

� Energy efficiency and behaviour changes can give cost savings of 5 – 15%

� Systematic and dedicated effort is needed to realise the saving potential

77

From the introduction from OCIMF :

� “…management guidance with the aim of encouraging companies to introduce CO2 reducing practises…”

� … may be included in the TMSA at future date”.

Oil Majors are asking – what are you doing about SEEMP !!


E

23rd February 2012

78

SEEMP – “Ticket to Trade” or “Efficiency Improvement Opportunity”

� At the IMO MEPC 62 session in July 2011, amid mounting pressure from industry and other authorities, the SEEMP was adopted and will become mandatory for all vessels at their first renewal or intermediary survey after 1 January 2013.- Under the proposed amendments to MARPOL Annex 6,

Regulation 22, all ships will have to be issued 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 ship’s Safety Management System (SMS)

� Main purpose is to establish a mechanism for a company and/or a ship to improve the energy efficiency of a ship’s operation that is preferably linked to a broader corporate energy management policy

� The SEEMP is to be customized to characteristics and needs of individual companies and ships


E

23rd February 2012

79

Ship Energy Efficiency Management Plan – SEEMP

� Recognizes that operational efficiencies will make an invaluable contribution to reducing global carbon emissions

� Main purpose is to establish a mechanism for a company and/or a ship to improve the energy efficiency of a ship’s operation that is preferably linked to a broader corporate energy management policy

� The SEEMP is to be customized to characteristics and needs of individual companies and ships

79

MEPC.1/Circ.683

“Guidance for the Development of a Ship Energy Efficiency Management Plan”


E

23rd February 2012

Development of the SEEMP consists of 4 phases

80

Planning

� Current status of ship energy usage and the expected improvement of ship energy efficiency is determined

� Gap assessment carried out to prioritise initiatives

� Both ship internal processes and operational aspects should be covered

Implementation

� Define how the prioritised initiatives are to be implemented on each ship

� Ownership of implementation clarified

� Each improvement initiative should be considered as a project with a defined start and end date

Self-evaluation and improvement

� Progress of different improvement initiatives regularly followed up

� When the targets are reached, the project should be closed and the process of identifying new initiativesinitiated

Monitoring

� Ensure benefit realisation

� It is recommended the performance monitoring system should be standardised for the whole fleet

� The monitoring system must be able to track the benefits prioritised initiative

«

The DNV SEEMP development builds on the guidelines developed by the IMO MEPC


E

23rd February 2012

Establishing baseline is the first step

81

Ship energy profile

� The energy flow within a ship can be described with a Sankey diagram as illustrated to the right

� Baselines can be typically found in ship and equipment design documentation and sea trial data: - Engines: Shop or sea trial

- Electrical consumption: Design electric load calculations

- Boiler efficiency: Equipment specification and test of steam system

Operational profile

� The operational profile refers to how the ship is managed and how the equipment and the systems are operated, such as- Route planning

- Passage speed management

- Weather routing

- Cargo operations

- Ship trim

- Electric power management

- Use of autopilot

- Thruster operation

� Baselines for operations are typically described/embedded in internal operational procedures.


E

23rd February 2012

Secondly, an assessment to prioritise implementation

82

Assess energy losses (gap assessment)

� The gap assessment can be carried out by performance data analysis and / or a ship energy audit

� Data analysis might be sufficient if the company has reliable data available for each ship, while an energy audit of the ship will be necessary if this is not the case

� To ensure a practical approach, ship energy audits could be carried out for reference ships (one or two ships per sister ship class)

� The audit should cover both ship internal processes and operational aspects:- Ship internal processes

- Performance test of engines

- Insulation of piping and steam traps

- Review of engine log books

- Operational aspects

- Electric power management

- Review of the route planning process

- Review in the use of bridge equipment

- Review of cargo operations

Prioritise improvement initatives

� It is vital to be realistic when it comes to implementation of identified initiatives.

� Ranking the initiatives according to energy efficiency impact and implementation complexity is useful to prioritize the different solutions.

DNV’s extensive experience related to energy efficiency provides a benchmarking and prioritisation tool for the SEEMP development. Some aspects to cover and case examples are highlighted in subsequent slides.

1st Priority 2nd Priority

LOW HIGH

EFFORT REQUIRED

INITIATIVE 1

INITIATIVE 4

INITIATIVE 3

INITIATIVE 2


E

23rd February 2012

Thirdly, implement and monitor performance

� Whilst Information Technology is a great enabler in many business and operational areas, beware of falling into the trap of ‘implementing by email’

� Establishment of monitoring framework- Performance monitoring system should be standardized for the

whole fleet

- Tracking performance and translating ‘effect’ into ‘benefit’ – for example, money saved, emissions reduced, company profit increase

- Use as much of existing systems as possible to reduce the burden on personnel

� Selection of Performance Indicators- Choice of the most relevant and appropriate performance

indicators is important to ensure actual realization of efficiency benefits

- Performance indicators (PIs) should be a mix of company-wide and ship-specific to ensure that those chosen are aligned with the operational and strategic environment

- PI choice should:- Encourage the desired behavior

- Be quantifiable

- Be balanced

- Be set at the “controlling” organization level

83


E

23rd February 2012

Finally the improvement must be evaluated

� The progress within the different improvement initiatives should be regularly (minimum monthly) followed up by the responsible persons / department

� Assessment of performance should be used to modify future goals and implementation tactics

� A forum for sharing experience from the different initiatives should be established

� When the targets are reached, the item should be closed and the process of identifying new measures initiated

� Evaluation against corporate energy management policy and integration into formal company procedures is recommended

� Consideration of reporting publicly to results of actions implemented should be considered as a means to demonstrate commitment to improving energy efficiency and minimising environmental impacts

84

«


E

23rd February 2012

Establishing the SEEMP with DNV assistance provides rapid, simple and to the point solutions aiming at reducing fuel costs and improve environmental footprint

A 3 step approach

1. Information gathering� Governing manuals and procedures� Vessel type, trade, configuration etc� Relevant environmental plans, certifications etc

2. Validation of current status and future ambitions

� Interviews with key stakeholders� Verification of accessible operations data� Workshop for validation of current status and

future ambitions

3. Preparing the SEEMP� Preparing the SEEMP based on available

information and defined ambition� Identifying opportunities for improvement to the

SEEMP for future development� Identifying the elements in the SEEMP that can

be used fleet wide and which elements that are vessel specific and how to deal with them

85

SHIPOWNER

VESSEL

IMO No. …..


E

23rd February 2012

DNV assistance to shipowners

� OPTION 1:Establishing the client’s SEEMPs with DNV leading

� OPTION 2:2 day workshop with a high level assessment of improvement areas by DNV and client

� OPTION 3:1 day Induction/Training workshop

� OPTION 4:Remote assistance to aid the client to establish the SEEMP internally

86


E

23rd February 2012

Option 1: Establishing the SEEMP - DNV leading the processStep 1 - Information gathering

� Governing manuals and procedures� Including management systems,

communication plan

� Vessel type, trade, configuration etc

� Relevant environmental management, certifications, strategic plans� Including established goals, targets

Step 3 - Preparing the SEEMP

� Preparing the SEEMP based on available information and defined ambition

� Based in IMO template

� Identifying opportunities for improvement to the SEEMP for future development

� Using DNV-compiled industry benchmarks through related projects

� Identifying the elements in the SEEMP that can be used fleet wide and which elements that are vessel specific and how to deal with them

� Facilitating replication of format to other vessels in fleet

87

Step 2 - Validation of current status and future ambitions

� Interviews with key stakeholders

� Based on nominated ‘responsible’ people for each SEEMP measure

� Analysis / opinion of accessible operations data

� Determination of ‘quality’ in relation to relevant SEEMP measures

� Workshop for validation of current status and future ambitions

� Using DNV best practise model (as per previous slides) as a framework


E

23rd February 2012

Option 2:Two days workshop – DNV supporting the process

� Project Objective: - To establish a SEEMP for the client, with targeted improvement areas based on a high level

assessment of current performance against DNV’s capability established on the experience gained from energy management projects delivered world-wide and complementary work conducted by the entire DNV organisation in the areas of fuel management, ship design, statutory and class services.

� Deliverables:- Ship Energy Efficiency Management Plan customised to the characteristics and needs of the

client

88


E

23rd February 2012

89

Option 3:One day Induction/Training workshop – DNV outline assistance

� Project Overview: - To Support and train the client in establishing targeted improvement areas based on the

knowledge and experience of DNV so as to allow the client to produce individual SEEMP plans.

- The capability ruler tool would form the basis of prioritising potential improvement areas, however these would be based on clients experience and knowledge, with DNV’s assessment.

� Deliverables:- Greater understanding of the requirements- Facilitated workshop/brainstorming on energy efficiency potential- Elementary prioritisation of potential efficiencies - Data to allow the client to complete SEEMP customised to the characteristics and needs of

the client


E

23rd February 2012

Option 4:Remote assistance – DNV support

� Project Overview: - To establish a SEEMP for the client, with guidance through the planning and implementation

phase by DNV and a review of the SEEMP.- DNV will distribute a template and guide the client through the planning and implementation

of the SEEMP including a thorough review and comments on the final SEEMP, ensuring it meets the IMO guidelines and the activities are SMART

� Deliverables:- On going support and summary review of the final SEEMP produced by the client

90


E

23rd February 2012

Further information on SEEMP

� OCIMF has a more extensive guideline

� Visit www.dnv.com/SEEMP

� Free DNV download

� Conctact Maritime Service Centre, Greece at [email protected]

91


EEDI - Energy Efficiency Design Index


E

23rd February 2012

New requirements to energy efficiency from 2013� The EEDI requirements will apply to new ships above 400 GT :

- for which the building contract is placed on or after 1 January 2013 ; or- 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 2013 ; or- the delivery of which is on or after 1 July 2015

� Attained EEDI to be calculated for all ship types defined in regulation, compliance with required EEDI mandatory for a subset

� A SEEMP will have to be present onboard all vessels at the first IAPP certificate renewal or intermediate survey after 1 January 2013 , when an International Energy Efficiency Certificate will be issued.

93


E

23rd February 2012

The EEDI - what is it?

� Clear parallel to the mileage standard in the automotive industry, but taking the “benefit to society” (i.e. transport capacity) into account;

societyforBenefit

costtalEnvironmenindexdesignAttained 2 =CO

ref

F

V

PSFCCCO

CapacityindexdesignAttained 2 =

94

� The index is defined as:grams CO 2 / capacity * nautical mile

� In more specific terms….


E

23rd February 2012

95

The evolution of an index� The principle:

� Japan: MEPC 57/4/12

� Denmark: GHG-WG 1/2/1

� MEPC 58/4

� USA: MEPC 58/4/35

� MEPC 58/23

� MEPC.1/Circ.681

This image cannot currently be displayed.








E

23rd February 2012

The Formula - Explained

( )

wref

neff

iiMEiFMEieffieffAEFAE

neff

iiAEeffieff

nPTI

iiPTI

M

jjAEFAEAE

nME

iiMEiFMEiME

M

jj

fVCapacity

SFCCPfSFCCPfPfSFCCPSFCCPf

⋅⋅

⋅⋅⋅−

⋅⋅

⋅−⋅+⋅⋅+

⋅⋅

∑∑∑∏∑∏

====== 1)()()()(

1)()(

1)(

11)()()(

1

*

� The basic principle is retained but complexity increased

� Minor adjustments can be expected but no major changes

� Calculation methods for diesel-electric and hybrid propulsion systems to be further explored, expected finalized in 2014

� No guidelines on weather factor fw at present

� Guidelines on CO2 abatement technologies (Peff) to be developed

96

Main Engine Aux. Engine Efficient design optionsWaste heat and shaft motors

Transport work capacityIce strengthening factor

Weather factor


E

23rd February 2012


75% of ME MCR

97

⋅⋅∑=

nME

iiMEiFMEiME SFCCP

1)()()(

ME Specific FuelConsumption at 75% MCR

( )

wref

neff


neff

iiAEeffieff

nPTI

iiPTI

M

jjAEFAEAE

nME

iiMEiFMEiME

M

jj

fVCapacity


⋅⋅

⋅⋅⋅−

⋅⋅

⋅−⋅+⋅⋅+

⋅⋅

∑∑∑∏∑∏

====== 1)()()()(

1)()(

1)(

11)()()(

1

*


E

23rd February 2012

( )*AEFAEAE SFCCP ⋅⋅


Power AE - Function ofME power

98

AE Specific FuelConsumption at 50% MCR

( )

wref

neff


neff

iiAEeffieff

nPTI

iiPTI

M

jjAEFAEAE

nME

iiMEiFMEiME

M

jj

fVCapacity


⋅⋅

⋅⋅⋅−

⋅⋅

⋅−⋅+⋅⋅+

⋅⋅

∑∑∑∏∑∏

====== 1)()()()(

1)()(

1)(

11)()()(

1

*

0

200

400

600

800

1000

1200

0 5,000 10,000 15,000 20,000 25,000 30,000

AE

Pow

er

ME Power


E

23rd February 2012

( )

wref

neff


neff

iiAEeffieff

nPTI

iiPTI

M

jjAEFAEAE

nME

iiMEiFMEiME

M

jj

fVCapacity


⋅⋅

⋅⋅⋅−

⋅⋅

⋅−⋅+⋅⋅+

⋅⋅

∑∑∑∏∑∏

====== 1)()()()(

1)()(

1)(

11)()()(

1

*


Effect of shaft electrical motors and fuelreduction devices for electricalconsumption like

- WHR

- More to come

99

Effect of fuel reduction devices for propulsion power

- No updates yet, to be updated


E

23rd February 2012

( )

wref

neff


neff

iiAEeffieff

nPTI

iiPTI

M

jjAEFAEAE

nME

iiMEiFMEiME

M

jj

fVCapacity


⋅⋅

⋅⋅⋅−

⋅⋅

⋅−⋅+⋅⋅+

⋅⋅

∑∑∑∏∑∏

====== 1)()()()(

1)()(

1)(

11)()()(

1

*


� Capacity – DWT or GT depending on ship type

� Vref is design speed at Tmax and 75% MCR

� fw is weather factor

100


E

23rd February 2012

Reference line with data points

101


E

23rd February 2012

102

Ship types included in EEDI

� In addition roro and passenger vessels are scheduled to be included as soon as calculation methods and reference lines are ready

� Ship with diesel-electric, turbine or hybrid propulsion system will not be includedbefore calculation methods are developed

� The reduction factor for small ships will be reviewed in 2013

General reduction in EEDI %

-30%

-20%

-10%

0%

DWT/GT


E

23rd February 2012

Example – VLCC not meeting 2013 requirements

103

0.000

5.000

10.000

15.000

20.000

25.000

0 50,000 100,000 150,000 200,000 250,000 300,000 350,000 400,000 450,000

EEDI

Deadweight

Energy Efficiency Design Index

Attained EEDI

New ships from 1.1.2013




Reference line

Tanker

VLCC

Compliance Index

2,520Attained EEDI

IMO No.:

Required EEDI 2,509

100,4

Calculation 753303

Phase 0: 1 Jan 2013 – 31 Dec 2014

Source: BIMCO


E

23rd February 2012

Ship types covered by EEDI requirements

104


E

23rd February 2012

EEDI – timeline for implementation and entry into force� July 2011 – Adoption at MEPC 62

� March 2012 - MEPC 63- Guidelines for minimum propulsion power

� October 2012 - MEPC 64- Guidelines on voluntary structural enhancement

� January 2013 – Entry into force, Phase 0

� July 2013 - MEPC 65- Guidelines for CO2 abatement technologies- Review of requirements for small ships and large

tankers and bulker

� March 2014 - MEPC 66- Roro, passenger, diesel-electric and hybrid propulsion

� January 2015 – Phase 1 and review point

105


Triple-ETM

DNV’s Environmental & Energy Efficiency Rating Scheme


E

23rd February 2012

In addition to cost and legislative challenges, stakeholder pressure, influence and demands are increasing

107107


E

23rd February 2012

The business case

108

Producers of goods and services are demanding

green supply chains

Shipping companies have a need to show that their ships are environmentally

superior

Ships documenting good environmental

performance will stand out in the market


E

23rd February 2012

109

Triple-ETM

109

Heightened awareness

� Voluntary environmental performance rating scheme for new and existing ships

� Has four levels with ‘1’ as the best

� Key elements:- Environmental management- Fuel efficient operation- Energy efficient design- Verifiable systems for monitoring ,

measurements and documentation

� Successfully used by tanker, container and ro-ro ship operators

� Independent of class, age and flag

Leading

Sustained

Systemized

43

21

Designed to demonstrate active environmental management and energy efficient transportation


E

23rd February 2012

Triple-ETM levels

110

• Environmental risk assessment• Minimized discharge to sea• Sulphur content in fuel < IMO average• Verified EEDI for new ships

• Certified EMS• SEEMP implemented • EEOI trended over time• Verifiable fuel oil measurements

• Implemented Environmental Management System• SEEMP established with clear targets• Calculation of EEOI• Environmental awareness survey completed

• Environmental policy and targets in place• Verified compliance with current environmental rules and regulations• Quality testing of all fuel used

1

2

3

4


E

23rd February 2012

Triple-ETM rating

� Rating accomplished through:1. Self-assessment2. DNV verification 3. Triple-E rating declaration

� Published on www.dnv.com/triple-e

� Valid for 15 months

� Can be renewed or upgraded any time

� Issued for individual ship only

111


E

23rd February 2012

112

Triple-ETM requirements

A Certified Environmental Management System implemented

Energy Efficiency Operational Indicator (EEOI) used to document energy efficient performance

Environmental training of crew and management implemented, based on findings from awareness survey

Bunker fuel records kept and maintained including fuel log books and bunker delivery notes

An Inventory of Hazardous Materials

Quality testing of all bunker deliveries by internationally recognised fuel testing service

An environmental awareness survey completed with training needs and improvement areas identified

A Ship Energy Efficiency Management Plan (SEEMP) established and targets set

Calculation and monitoring of Energy Efficiency Operational Indicator (EEOI)

EEDI to be calculated and verified for new ships according to IMO Guidelines

Calculation of annual average sulphur content (%) of fuel used

Verifiable fuel oil consumption measurements

A type approved Ballast Water Treatment System

An Environmental Management System incl. clearlydefined policies, KPIs and targets implemented

Shi

p sp

ecifi

cC

ompa

ny s

peci

fic

Current environmental regulations within emissions to air and discharge to sea complied with

An environmental policy in place

A Ship Energy Efficiency Management Plan (SEEMP) with targets has been implemented, monitored and followed up

Sulphur content of fuel used < IMO average (%)

An environmental risk assessment carried out

Level 4 Level 3 Level 2 Level 1

No discharge to sea from harmful substances

Exhaust gas measurements to document efficiency of installed exhaust gas cleaning systems, when operating in areas with specific emission regulations

A detailed specification of all Triple-ETM requirements will be provided to clients entering the rating scheme.Triple-ETM requirements may be amended according to emerging regulations.


E

23rd February 2012

Triple-ETM tools

1) Triple-E Guideline

2) Self assessment tool

113


E

23rd February 2012

114

Value of a Triple-E rating


E

23rd February 2012

Reference clients

115


E

23rd February 2012

“Seaspan sees the Triple-E TM as a good way to support our efforts in reducing our impact on the environment and at the same time preparing ourselves for the uncertainty of upcoming regulations .”

“The Triple-E TM will enable Seaspan to determine the energy efficiency and environmental status of our ships .”

“We will measure our energy consumption and take steps to manage and reduce it, thereby improving the overall efficiency of our entire fleet .”

116

Peter Curtis, Vice President and responsible for the overall operations and commercial management at Seaspan Ship Management Ltd


E

23rd February 2012

Triple-E rating 3:

� Environmental management system in place

� Environmental awareness survey

� Ship Energy Efficiency Management Plan (SEEMP)

� Energy Efficiency Operational Indicator (EEOI)

� Calculation of annual average sulphur content of fuel used

� Compliance with current environmental regulations within emissions to air and discharge to sea

� Quality testing of all bunkers

117© Seaspan Corporation


E

23rd February 2012

Value of a rating

� Stay in the forefront of green rules and regulations

� Energy efficient operation and fuel saving

� Branding of ships’ performance

� Benchmarking of fleet

118

� Select the environmental ‘best performers’ for charter

� Optimal fuel efficiency of chartered in ships

� Meet customers green expectations

� Basis for incentive schemes

� Improve green image

� Rated vessels have a verified green performance


E

23rd February 2012

119

Links to international rules and regulations


E

23rd February 2012

International Maritime Organization

120

� United Nations agency with responsibility for the safety and security of shipping and the prevention of marine pollution by ships

� Has developed technical and operational energy efficiency measures to reduce the amount of CO2 emissions from shipping

� New requirements adopted during last MEPC meeting July 2011:

� EEDI (from 1 Jan. 2013)

� SEEMP (from 1 Jan. 2013)

� EEOI voluntary guideline


E

23rd February 2012

Industry drivers

121

“Climate change is a serious issue requiring immediate and meaningful action across government, industry, consumers and society “

“Nike has set clear goals to reduce our own environmental footprint and we continue to act to uphold those goals in our supply chain “

Quoted from www.nike.com


E

23rd February 2012

Triple-E vs. international rules and regulations

122

� Triple-E rating is voluntary and not an industry requirement

� Triple-E requirements based on current and emerging international environmental rules, regulations and industry trends

� Makes use of and provide practical guidance to relevant IMO environmental indicators – SEEMP, EEOI, EEDI

� Triple-E verifies SEEMP implementation

� Triple-E verifies that EEOI is calculated over time


E

23rd February 2012

A Triple-E rating verifies:

EEOI – Energy Efficiency Operational IndicatorEEDI – Energy Efficiency Design IndexSEEMP – Ship Energy Efficiency Management Plan

Environmental Management

EEDI calculated and verified for new ships

EEDI

No discharge of harmful species from ballast water

Ballast Water TreatmentOily water < 5 ppm

No discharge of untreated sewage or grey water

Discharge to sea

-Verifiable fuel oil consumption measurement system-Sulphur content of fuel used < IMO average (%)

Fuel consumption

IMO Rules and regulations

Environmental risk an integrated part of management system

Environmental risk Inventory of

hazardous materials

EEOI

Verified implementation and follow-up of Ship Energy Efficiency Management Plan (SEEMP)

SEEMP

Compliance with IMO Convention for the Safe and Environmentally Sound Recycling of Ships 2009

Verified compliance with current rules and regulations (MARPOL Annex VI)

Vessel part of company Environmental Management system (ISO 14001 or equivalent)

Energy Efficiency Operational Indicator (EEOI) or equivalent, used to document energy efficient operation Garbage

Quality testing of all bunkers

Fuel quality

Optimal fuel efficiency from implemented SEEMP with clear targets monitored and followed up

Emissions to air

Enhanced environmental competence and awareness for crew and shore staff

Environmental awareness and competence

Sufficient on-board storage facilities for delivery ashore


E

23rd February 2012

Triple-ETM rating

� Voluntary rating from 4 to 1

� Transparent system based on reliable data

� Tool to prepare for new green rules and regulations

� Branding of ships environmental performance

� Verification by independent 3rd party

� Ship operator can govern his own rating

� Facilitates continuous improvement

� An opportunity, not a threat

124


E

23rd February 2012

Rated ships listed on www.dnv.com/triple-e

125

Triple-E contract for 8 vessels

Contract for renewal of rating for 4 vessels

Triple-E contract for 1 vessel


E

23rd February 2012

Success story

126

Polarcus (Dubai):

Energy efficiency + SEEMP + Triple-E rating (8 vessels)

- an example of how DNV’s maritime services bundled together create added value for our clients


E

23rd February 2012

�www.dnv.com/triple-e

� [email protected]

127


‘Nauticus Air’


E

23rd February 2012

DNV ’Nauticus Air’

The tool:

� ‘Nauticus Air’ is an environmental accounting tool for monitoring of the energy efficiency and environmental performance of ships in operation based on IMO guidelines.

� ‘Nauticus Air’ uses the daily registration of operational data through ‘noon reports’ from the vessel. The data is transferred to and hosted in the DNV data ware house where further processing is carried out by means of the Cognos report generator. Aggregated data is available for the customer through a web access solution. Captured data is treated confidentially and will only be presented in aggregated and anonomised form.

� ‘Nauticus Air’ supports:- development of Ship Energy Efficiency Management Plans (SEEMP)- benchmarking of individual vessel’s performance against comparable ships in similar trade- establishing of performance baselines for setting targets and KPIs and thereby document

continuous improvement- documentation of energy efficiency performance versus authorities and in connection with

rating/incentive schemes


E

23rd February 2012

DNV ’Nauticus Air’

Aggregated/calculated values reported:

� Energy Efficiency Operational Indicator (EEOI) – as rolling average (actually a CO2index)

� Heavy Fuel Oil consumption – daily report

� NOx emission statistics can be established provided that ship specific NOx emission factors in terms of kg NOx per ton fuel consumed are available from thevessel’s EIAPP Technical File. Alternatively, Specific Fuel Oil Consumption(SFOC) can be used to establish appropriate NOx emission factors.

� SOx emission curves can be established based on reported values for the averagesulphur content of the fuel in use.


E

23rd February 2012

131

EEOI - Energy Efficiency Operational Indicator

� Based on ‘noon report’ data:- Total fuel consumption (FOC)- Actual distance traveled (D)- Cargo mass or cargo unit (m, TEU)- Fuel Carbon Content (CF)

MEPC.1/Circ.684

“Guidance for Voluntary Use of the Ship Energy Efficiency Operational Indicator (EEOI)”

FOC * CF---------------- = g CO2/ton,mileMcargo * D

IMO initiative for monitoring of fuel consumption and CO2 emissions (CO2-Index)


E

23rd February 2012

Report Example 1

132

In ballastConsistent fuel consumption


E

23rd February 2012

Report Example 2

133

In ballastNo data/report received

Generally stable fuel consumptionwith almost same level when in ballast. Some days reported lowconsumption (probably in port –loading/unloading?)


E

23rd February 2012

Example (real) – including a critical question….

g CO2/tons,nmile

Date

EEOI calculation not possiblesince no transported cargo mass during ballast leg

Validation ?EEOI

Fuel Oil Consumption (MT/day)

Ballast Loaded

Question: Why higher fuelconsumption in ballast

compared to loaded condition ?


E

23rd February 2012

‘Nauticus Air’ – Price StructureNumber of vessels

in contract Volume discount

(%)Price

(€/vessel/yr)1 0 10002 30 7003 40 6004 45 5505 50 500

6-9 55 45010-19 60 40020-29 65 350> 30 70 300

135

Includes (according to written contract):• The use of the ‘Nauticus Air’ daily report tool (in pdf format)• Support to implement the tool on board (ref. also ‘user instruction’)• Web access to results for the fleet in question covering:

- Fuel Oil Consumption- Calculated EEOI values- SOx emissions, provided that the sulphur content of the fuel in use has been reported by the vessel- NOx emissions, provided that the NOx emission factor for the actual vessel/engine is available in terms of kg NOx per ton fuel consumed (ref. EIAPP Technical File)

• Any additional advisory services based on the reported results will be charged according separate agreement.


E

23rd February 2012

Noon Report form - in PDF format

136

The PDF form contains a ‘SUBMIT’ buttonwhich – when ready to send the the filled in noon report – converts it into an XML format attached to a pre-addressed DNV email for easy data transfer (small size document).

(Mandatory report fields are marked in red)


E

23rd February 2012

Operational parameters - Optional

137


E

23rd February 2012

Safeguarding life, property and the environment

www.dnv.com

138

energy efficiency and the environment (istanbul)- delivered€¦ · global s limit 4.5% may 19 th...

Documents