container ships
How will the EEDI affect ship safety and operations?
At Riviera Maritime Media’s Passenger Ship Safety conference, Columbia Shipmanagement’s Olaf Groeger described how IMO’s energy efficiency design index (EEDI) could impact ship power
T
otal emissions by ships in port operations is steadily growing, reported Columbia Shipmanagement’s fleet manager, Olaf
Groeger, at Riviera’s Passenger Ship Safety Conference. The event, held in association with Viking Life-Saving Equipment, took place in London on 19-20 January.
IMO is aiming to mitigate air pollution with
its Marpol Annex VI regulations. Part of this is the new energy efficiency design index (EEDI), which will come into force on 1 January 2013 for all vessels except passenger ships, steam ships, or any vessels with diesel-electric, turbine or hybrid propulsion systems. “These systems will need a correction factor which is still being hotly debated,” said Mr Groeger.
The EEDI, together with the ship energy efficiency management plan (SEEMP), will form an international energy efficiency certificate (IEEC). EEDI’s complex formula
is basically the CO2 produced from a ship’s main engines, minus the CO2 saved by energy efficient technologies, with that figure divided by transportation work – a ship’s
capacity multiplied by speed. The final total is expressed
in grams per tonne mile of CO2 produced. “The EEDI will therefore be the new benchmarking
tool of the industry,” said Mr Groeger. “It will
help to control CO2 emissions; smaller EEDI values make a ship more energy efficient.” On the subject of EEDI’s impact on ship
power, Mr Groeger said that power is definitely a safety issue. “For example, you could not restrict the power of ice class ships to get a better EEDI. Therefore administrations are expected to waive EEDI requirements for up to four years for new ships.”
It is estimated that the implementation
of EEDI will increase average annual CO2 reductions to 150 million tonnes by 2020 for new ships. The implementation of SEEMP for all ships in operation will increase this to 330
Olaf Groeger: “You could not restrict ice class ships’ power to get a better EEDI”
million tonnes annually by 2030. Switching from high sulphur to low sulphur fuel oil may be necessary to further reduce emissions. Distillates, dual-fuel engines or LNG are other fuel options. “LNG is a mature and proven technology, but it takes up to four times the capacity we have nowadays for fuel oil,” said Mr Groeger. “Furthermore, the regulations on bunkering with passengers on board are not clear.” Existing technical
solutions for emission
abatement include exhaust gas cleaners, or scrubbers. “Scrubbing is the future, the emission reductions with those are huge,” said Mr Groeger. “However, the technology is still in the testing phase.” Selective catalytic reduction can also reduce emissions by between 85 and 95 per cent. Waste heat recovery (WHR) systems can generate 14 per cent emission reductions, and exhaust gas recirculation (EGR) 30 to 40 per cent. “EGR effectively
reduces NOx by
80 per cent, thus making an engine Tier III compliant,” Mr Groeger said.
Mr Groeger said that while shipping
acknowledges its responsibility to reduce CO2, there is no single solution, and a combination of
ideas and technology is necessary. “The most solid option will still be the diesel engine but featuring improved fuel consumption and output ratios combined with scrubbers and WHR.” He believes the human element will be vital to efficiency and safety. “The wider the innovative designs spread, the more training is going to be needed.” MP
Case studies in operational excellence under the spotlight
Once again, operators’ challenges are centre stage at this year’s Annual Marine Propulsion Conference, held in association with Rolls- Royce, in London on 7-8 March. The event’s technical
programme retains its popular
operators’ forum and engine forum, while introducing a new session, ‘case studies in operational excellence’.
This concluding session will feature a
joint presentation by Michael Marbach, fleet team manager of Reederei Blue Star, and Dr Ing Hinrich Mohr, key account manager and product manager for systems integration at AVL, about the impact of slow steaming on low speed engines. Furthermore, Thome
www.mpropulsion.com
Ship Management’s technical manager, Sandy Kumaran, will deliver a critical assessment of operator feedback on the options for meeting future regulatory and commercial pressures. At the operators’ forum, owners from across the vessel spectrum present their operational strategies and discuss their perspectives on marine engineering issues. Chaired by David Tongue, regulatory affairs director at the International Chamber of Shipping, the session will feature presentations by Terry Brown, Gulf Offshore’s technical manager, and Martin von Sydow, vice president of ship design at Wallenius Marine.
The engine forum gathers the top
technical representatives from the world’s enginebuilders to discuss operational trends and developments
in marine engineering.
Ricardo’s global marine market sector director and director for large engines and gas engines, Dr Ioannis Vlaskos, will chair the session. Speakers include Michael Pedersen, head of the emission reduction technology department at MAN Diesel & Turbo, Juhani Hupli, vice president of ship power technology at Wärtsilä, and Mike Aufdermauer, Cummins’ chief engineer in its marine engineering group. For further details, including the full
programme and registration details, visit
www.rivieramm.com/events
Marine Propulsion I February/March 2012 I 25
Page 1 |
Page 2 |
Page 3 |
Page 4 |
Page 5 |
Page 6 |
Page 7 |
Page 8 |
Page 9 |
Page 10 |
Page 11 |
Page 12 |
Page 13 |
Page 14 |
Page 15 |
Page 16 |
Page 17 |
Page 18 |
Page 19 |
Page 20 |
Page 21 |
Page 22 |
Page 23 |
Page 24 |
Page 25 |
Page 26 |
Page 27 |
Page 28 |
Page 29 |
Page 30 |
Page 31 |
Page 32 |
Page 33 |
Page 34 |
Page 35 |
Page 36 |
Page 37 |
Page 38 |
Page 39 |
Page 40 |
Page 41 |
Page 42 |
Page 43 |
Page 44 |
Page 45 |
Page 46 |
Page 47 |
Page 48 |
Page 49 |
Page 50 |
Page 51 |
Page 52 |
Page 53 |
Page 54 |
Page 55 |
Page 56 |
Page 57 |
Page 58 |
Page 59 |
Page 60 |
Page 61 |
Page 62 |
Page 63 |
Page 64 |
Page 65 |
Page 66 |
Page 67 |
Page 68 |
Page 69 |
Page 70 |
Page 71 |
Page 72 |
Page 73 |
Page 74 |
Page 75 |
Page 76 |
Page 77 |
Page 78 |
Page 79 |
Page 80 |
Page 81 |
Page 82 |
Page 83 |
Page 84 |
Page 85 |
Page 86 |
Page 87 |
Page 88 |
Page 89 |
Page 90 |
Page 91 |
Page 92 |
Page 93 |
Page 94 |
Page 95 |
Page 96 |
Page 97 |
Page 98 |
Page 99 |
Page 100 |
Page 101 |
Page 102 |
Page 103 |
Page 104 |
Page 105 |
Page 106 |
Page 107 |
Page 108 |
Page 109 |
Page 110 |
Page 111 |
Page 112 |
Page 113 |
Page 114 |
Page 115 |
Page 116 |
Page 117 |
Page 118 |
Page 119 |
Page 120 |
Page 121 |
Page 122 |
Page 123 |
Page 124 |
Page 125 |
Page 126 |
Page 127 |
Page 128 |
Page 129 |
Page 130 |
Page 131 |
Page 132