Tag: EEDI

  IMO, the Global Environment Facility (GEF) and the United Nations Development Programme (UNDP) have signed an agreement to allocate US$2.0 million to a two-year global maritime energy efficiency partnership project, which aims to support increased uptake and implementation of energy-efficiency measures for shipping.  The so-called GloMEEP project, formally designated “Transforming the Global Maritime Transport Industry towards a Low Carbon Future through Improved Energy Efficiency”, will focus in particular on building capacity to implement technical and operational measures in developing countries, where shipping is increasingly concentrated. The aim is to promote a low-carbon maritime sector, in order to minimize the adverse impacts of shipping emissions on climate change, ocean acidification and local air quality. A particularly interesting aspect of the project is its expected role in catalysing an innovative public-private sector partnership within the project framework, through a new Global Industry Alliance (GIA) for maritime energy efficiency. Participation is anticipated from leading private sector companies, including classification societies, ship builders, ship owners, ship operators, marine equipment suppliers, port operators, and marine consultancy and management system providers.    IMO will execute this GEF-funded GloMEEP project in partnership with UNDP. Ten IMO Member States have signed up to the GloMEEP project as ...

  The Australian Maritime Safety Authority (AMSA) issued a Marine Notice to provide information to ship owners and operators on technical and operational measures to reduce greenhouse gas (GHG) emissions from ships. Amendments to Annex VI of the International Convention for the Prevention of Pollution from Ships (MARPOL) introducing the mandatory global greenhouse gas reduction regime for the international industry sector were adopted at the 62nd session of the International Maritime Organization (IMO) Marine Environment Protection Committee (MEPC) in 2011 and entered into force on 1 January 2013. A new Chapter 4 entitled Regulations on Energy Efficiency for Ships has been added to MARPOL Annex VI which mandates: an Energy Efficiency Design Index (EEDI) for certain new ships; a Ship Energy Efficiency Management Plan (SEEMP) for certain ships; and a requirement for certain ships to carry an International Energy Efficiency (IEE) Certificate. The new chapter 4 applies to ships of 400 gross tonnage and above engaged in international voyages, however does not apply to some ships not propelled by mechanical means, and platforms including FPSOs and FSUs and drilling rigs, regardless of their propulsion. Energy Efficiency Design Index (EEDI) for new ships The EEDI is a non-prescriptive, performance-based mechanism that leaves the ...

  IRClass (Indian Register of Shipping) has recently included Energy Efficiency Design Index (EEDI) validation to its service offerings. This is in response to the International Maritime Organization's (IMO) adoption of the EEDI regulation on 1 January 2013 which will apply to the majority of vessels delivered on or after 1 July 2015. Under the regulation, the EEDI value calculated for a vessel must be based on speed in ideal sea conditions. However, often such conditions are not practically achievable due to time and geographical constraints. This poses a major challenge for shipyards to precisely interpret the ideal EEDI values using parameters recorded during these sea trials. It is, therefore, important that the certifying Class Society has the experience and expertise to assess and validate such calculations. IRClass is one of the very few organizations in world to have the domain knowledge in accurate EEDI assessment. The Class Society has been instrumental in developing the freeware "STAIMO" of Maritime Research Institute Netherlands (MARIN) along with other research bodies and shipping companies. STAIMO is based on IMO-recognised ISO ITTC (ISO 15016:2015) standards. IRClass has also developed an in-house EEDI-Assessor which, along with the assignment of EEDI value, can be further used ...

  In order to determine the ship's attained EEDI required by MARPOL ANNEX VI, the ship speed in calm sea conditions is to be calculated based on the speed trial results. Since the ISO standard which is prescribed in IMO's guidelines on survey and certification of EEDI as the methods for conduct/analysis of speed trial has been revised recently,  ClassNK has issued Technical Information to provide information on the effective date and relevant requirements of the new standard. Background In MEPC 62 held in July 2011, some issues to the existing ISO15016 (2002 edition) were pointed out by European shipowners and research institutes, and IMO urged ISO and ITTC to review the standard. In response to it, ISO and ITTC commenced their collaborative work at WG17 formed under the umbrella of ISO/TC8/SC6, and developed the draft international standard with the addition of new tidal correction method called "Iterative method", while incorporating the basic concept of ITTC recommended procedure (2012 edition). Following the completion of prescribed procedure within ISO, new ISO standard has been published on 1 April 2015 as ISO15016:2015. Application of ISO15016:2015 In MEPC 68 held in this May, it was agreed to revise the guidelines on survey and ...

Image Credit: IMO Flickr account    ABS has issued a brief report including key issues discussed and agreed/ adopted during the IMO MEPC 68 (11-15 May, 2015). Ballast Water Management Status of Ratification The Convention has been ratified by 44 States having 32.86% GT of the world fleet. Conditions for entry into force have been met for the threshold of 30 States, but an additional 2.14% tonnage is still needed to meet the 35% GT of the world fleet threshold. BW Management Convention Implementation Anticipating the approaching entry into force of the BWM Convention, the Committee agreed to develop measures to facilitate the implementation of the Convention using an agreed “Roadmap” which includes: Non-Penalization of ships fitted with treatment systems type approved under the current G8Guidelines (MEPC.174(58)); the so-called early movers. Specifically: • systems approved in accordance with the current G8 Guidelines should not be required to be replaced when the revision of the G8 Guidelines occurs or due to occasional lack of efficacy for reasons beyond the control of the shipowner; and • early movers operating ships with properly installed, maintained and operated systems that are approved in accordance with the current G8 Guidelines should not be penalized (sanctioned, warned, detained or ...

  Yoshihisa Okada, Deputy General Manager, Propeller Design Dept., Nakashima Propeller Co Ltd presentation during the 2015 GREEN4SEA Forum NAKASHIMA PROPELLER developed ECO-Cap as a new ESD with FRP. The strength of FRP is higher than that of Nickel Aluminium Bronze, therefore ECO-Cap was able to adopt thin fins on propeller caps for low resistance. As the results, the improvement of F.O.C. by ECO-Cap was confirmed abt. 2.8% in operating condition. On the other hand, NAKASHIMA PROPELLER developed “Ultimate Rudder” of new design concept by FRP. And we optimized the profile of “Ultimate Rudder” by CFD and confirmed the efficiency increase from 4.9 to 5.4% in self-propulsion test.   My presentation refers to our new product, GPX Propeller. This is the design concept of GPX propeller: Non Hub Vortex Small Blade Area Tip Rake I am going to explain Non Hub Vortex and Small Blade Area.   Hub vortex technology Conventional Propeller GPX Propeller The conventional propeller has a strong hub vortex causing energy loss. On the contrary, the GPX propeller can absorb hub vortex cavitation saving energy. Small blade area technology Conventional Propeller GPX Propeller GPX propeller adapts narrow legs, so expanded area decrease max. 20%. In that way it is reduced the ...

  IMO MEPC will meet for its 68th session next week, from 11 to 15 May 2015, at IMO Headquarters in London.  The hot issue on the agenda will be the adoption of the draft environmental provisions of the Polar Code which will make the Code mandatory. The adoption of the Polar Code and associated MARPOL amendments at MEPC 68 will complete the process to make the Code mandatory under both the SOLAS and MARPOL treaties.   Other items under discussion at the forthcoming meeting will be as follows: MARPOL Annex I amendments relating to oil residues set for adoption  The MEPC will consider, with a view to adoption, draft amendments to regulation 12 of MARPOL Annex I, concerning tanks for oil residues (sludge).  The draft amendments update and revise the regulation, expanding on the requirements for discharge connections and piping to ensure oil residues are properly disposed of.  A related revised unified interpretation to the regulation will also be put forward for adoption.   Ballast water management status and technologies to be reviewed The MEPC will review the status of the International Convention for the Control and Management of Ships' Ballast Water and Sediments (BWM Convention), 2004, which is ...

  The Marine Environment Protection Committee (MEPC) of the International Maritime Organization (IMO) meets for its 68th session from 11 to 15 May 2015, at IMO Headquarters in London.  Items on the agenda include the proposed adoption of the environmental part of the Polar Code and associated draft MARPOL amendments to make the Code mandatory; the implementation of the Ballast Water Management Convention; further work on air pollution and energy efficiency measures; and a proposal to extend the Great Barrier Reef and Torres Strait Particularly Sensitive Sea Area (PSSA) to parts of the Coral Sea. Polar Code environmental provisions set for adoption  The MEPC is expected to adopt the environmental requirements of the mandatory International Code for ships operating in polar waters (Polar Code), and the associated MARPOL amendments to make the Code mandatory. This follows the adoption, by the Maritime Safety Committee (MSC) in December 2014 of the Polar Code and related amendments to make it mandatory under the International Convention for the Safety of Life at Sea (SOLAS).  The Polar Code is expected to enter into force on 1 January 2017.   The Polar Code covers the full range of design, construction, equipment, operational, training, search and rescue ...

  As of January 1st 2013, all new ships have to meet a minimum value for their Energy Efficiency Design Index (EEDI). The EEDI value ships have to meet is a function of ship type and size of the ship. It is based on an empirical regression line of the efficiency of ships built between 1999 and 2009 which is called the reference line. The reference lines were calculated using publicly available data to construct a simplified version of the EEDI called the Estimated Index Value (EIV). There is little publicly available information on how the design efficiency of ships that have entered the fleet since 2009 has developed. The IMO has published the EEDI of a limited number of ships launched since 2012, but the sample of ships is small and the time period limited. The published data show clearly, however, that EIVs and EEDIs of ships are well correlated. The report analyses the EIV of over 9,000 new ships that have entered the fleet between January 2009 and July 2014. Their design efficiency has improved considerably between 2009 and 2014. In 2013 and 2014, approximately 90% of new container ships had EIVs below the reference line. The detailed ...