emissions
››› the maximum allowable required EEDI. ABS, which supports the determination of EEDI as prescribed in the IMO guidelines, offers verification services as a recognised organisation when authorised by the flag state. “The basic concept is that a ship’s EEDI has to be equal or less than the required, or target, EEDI value,” explains Kirsi Tikka. “A ship’s index is compared to a baseline representing typical efficiencies for the same ship type. Based on ship type and size, a ship’s energy efficiency will be measured by how much reduction can be achieved from the baseline EEDI value. “The allowable EEDI values reduce in three 10 per cent increments for new ships built over a period of 12 years. For example, the allowable EEDI of a ship contracted for construction on or after 1 January 2025 will be 30 per cent lower than that for the same ship had it been contracted for construction on 1 January 2013.” The implementation dates
for the EEDI
regulation apply when the contract is signed on or after 1 January 2013; and/or delivery occurs on or after 1 July 2013. Ships that undergo major conversion are also subject to the EEDI requirement. In some cases, an Administration may waive compliance with the EEDI requirements for new ships that are contracted, keel laid or delivered up to four years after the above dates. • Mitsui OSK Lines’ Ship energy efficiency management plan (SEEMP) was certified in December with a statement of compliance from ABS. The certification verifies the MOL plan, including its application for calculating the energy efficiency operational indicator (EEOI) in
EEDI phase 0 phase 1 phase 2 phase 3
phase 0, zero reduction phase 1, 10% reduction phase 2, 20% *reduction phase 3, 30% reduction
*15% for some ship types The IMO phased approach for attained EEDI values (courtesy ABS)
accordance with SEEMP guidance and the EEOI guideline from the IMO. The Japanese shipping group claims to have led the world in formulating SEEMP ahead of IMO’s adoption of requirements that SEEMP should be provided on board from January 2013. The MOL-formulated SEEMP is described as an effective way of identifying problems and confirming the effectiveness of improvements by introducing a reportedly unique EEOI calculation method in addition to that guided by the IMO. A comprehensive and organic linkage of
innovative technologies is also featured, such as optimum trim backed by onboard and shoreside demonstration tests, and optimum route selection using weather information support systems. These and other measures are promoted in MOL’s Senpaku ISHIN next- generation concept ships.
ABS certification reflects an objective evaluation of MOL’s energy-saving ship operation activities in achieving its target of a 10 per cent reduction in carbon dioxide emissions per unit load from fiscal 2009 to fiscal 2015.
Gulf drillships sign up for emissions monitoring
Laser-based Emsys emissions monitoring systems are specified for three drill ships/ rigs operating in the Gulf of Mexico. The systems will be incorporated in the vessels’ proprietary data management technology to comply with EPA Air Permit requirements.
High accuracy, reliability and minimal calibration favoured the selection, reports US-based Emsys supplier WRSystems. A recent change to EPA Air Permit requirements in the Gulf called for drilling contractors to re-evaluate their compliance
strategies. The operating profiles of the vessels make standard emissions monitoring
systems unsuitable for the
complex application, says WRSystems, and the customer required a solution tailored to its specific requirements.
SOx scrubber debut on Italian quartet
The first of four 45,000 dwt heavy lift/roro container ships equipped with Hamworthy Krystallon SOx scrubbers entered service in December with the Italian owner Ignazio Messina. The installations will enable the ships to meet 0.1 per cent sulphur emissions regulations in European Union ports as well as similar limits imposed in emission control areas (ECAs) from 2015.
“By 2015, shipowners and operators operating
in ECAs will have a simple choice,” says Hamworthy Krystallon managing director Sigurd
98 I Marine Propulsion I February/March 2012
Jenssen. “Either they pay the US$300 to US$400 price differential for costly (low sulphur) distillate fuel or install a scrubber, which typically has a payback of less than two years.”
Ignazio Messina placed the first commercial orders for seawater-type SOx scrubbers in 2010, calling for Hamworthy systems to be installed on a newbuilding quartet booked from Daewoo Shipbuilding & Marine Engineering. Each is powered by a seven-cylinder MAN B&W L70ME-C8 low speed engine with a maximum continuous rating of around 23MW
and arranged to burn heavy fuel oil (up to 700 cSt viscosity) or marine diesel oil. Electrical power is supplied by four diesel gensets, each driven by a medium speed engine developing 1,840kW and also arranged to burn HFO or MDO. Saturated steam at a working pressure of 7 bar (g) is generated by a vertical watertube boiler with a capacity of 2,500 kg/h, burning HFO or MDO.
Each ship will be provided with five scrubbers – four serving the diesel gensets and one serving the auxiliary boiler – housed within the ›››
www.mpropulsion.com
DWT
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