Source
Hellenic Shipping News vom 28.12.2011
A new
International Energy Efficiency Certificate (IEC) will be introduced for all
vessels, and this includes a supplement recording particulars related to the
ship’s energy efficiency, such as the propulsion system, the Attained EEDI for
new builds, and the presence of a SEEMP. The EEDI requirements will apply to new ships above 400 GT only, where “new
ship” means a ship: 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. The yard, designer or a
consultant will have to develop an EEDI technical file containing the necessary
documentation and calculations. Verification will be done in two stages: a
preliminary verification at the design stage based on tank tests,
manufacturers’ data and design particulars. During the speed trial the speed
will be measured and the technical file will be updated, together with engine
certificates and other necessary documentation. The EEDI technical file will
then be verified by a flag administration or Recognized Organisation and the
IEC will be issued. The regulation differentiates between ship types which are
required to calculate an Attained EEDI and those that must have an Attained
EEDI below a certain Required EEDI. In order to address concerns raised by
developing countries, the regulations include a clause allowing any Administration
to waive the EEDI requirements for ships flying its flag for a period of up to
four years (linked to the contract date), or six years and six months (linked
to the delivery date) after 1 January 2013. However, the preliminary
indications are that the major flag states will be reluctant to invoke the
waiver clause. No changes were made to the SEEMP at MEPC 62, but its inclusion
in the Annex VI amendments makes it mandatory for all ships– both new and existing
- after it enters into force. The presence of a SEEMP will be checked during
the first intermediate or renewal survey for the IAP certificate, at which
point the IEC will be issued. The EEDI will not be calculated for existing
vessels and thus not included in the IEC. The adoption of the amendments is a
significant step towards the regulation of GHG emissions by IMO. Nevertheless,
the EU is likely to consider it insufficient in light of its own ambitions. The
EU process for establishing a regional CO2 emission reduction mechanism for
shipping is therefore expected to continue. Other parts of the international
community also consider these regulations insufficient. There is therefore a
strong political drive to regulate shipping further, e.g. through regional or
international. Proposals under review range from a contribution or levy on CO2
emissions from shipping, via emission trading systems to schemes based on ship
efficiency. If agreed, MBMs may appear towards the end of this decade. Commercial
energy efficiency requirements are becoming increasingly important. The
creation of various voluntary schemes for rating environmental performance,
including CO2 performance, is providing tools that allow charterers and cargo
owners to use only ships that satisfy their environmental requirements. These
rating schemes must be based on robust methods and verifiable data in order to
create a level playing field for the ship owner. Typical bulk carriers can fall
into one of three categories in the MARPOL Annex VI amendments: bulk carriers,
combination carriers and general cargo ships. A ship covered by the definition
of a bulk carrier in SOLAS chapter XII, which includes ships “…primarily
designed to carry dry cargo in bulk..”, will be measured against the bulk
carrier reference line. Some dedicated ship types carrying woodchips, cement,
fly ash or sugar are excluded from this definition and should, together with
open hatch carriers, be considered general cargo ships when applying the
requirements. As can be seen from the chart above, the reference line for
general cargo ships is higher than that for bulk carriers so that the
requirement will be lower for these ships. A ship which can load 100%
deadweight with both liquid and dry cargo is considered to be a combination
carrier and can use the reference line used by tankers. Any
measure considered for reducing the EEDI must affect one or more of the
parameters in the EEDI equation. In addition, there will be compensation when
using shaft generators (PPTO) and applying ice strengthening (fj). Other
correction factors, for example for voluntary structural enhancement, are under
development. Some proposed measures, such as kites or solar panels, cannot
provide power all the time and will not enable the main engine power and thus
the EEDI to be reduced. At the moment, there are no guidelines for how such
measures can be applied to reduce the EEDI, but these are expected to be
developed at a later stage, most likely through the Peff parameter. Propulsion
efficiency devices, such as Mewis ducts or propeller boss cap fins, are not
expected to reduce the main engine power, but will enable the ship to obtain a
higher speed (Vref). Further, the use of biofuels is not covered by the current
framework as the carbon content cannot easily be determined. There are no
indications regarding if and when this will be developed. A number of
guidelines are going to be developed during the next few years, with the most
important being issued before the entry into force in 2013: February 2012 –
MEPC 63: Guidelines for minimum propulsion power October 2012 – MEPC 64:
Guidelines on voluntary structural enhancement July 2013 – MEPC 65: Guidelines
for CO2 abatement technologies March 2014 – MEPC 66: Guidelines for calculation
of EEDI for roro, passenger, diesel-electric and hybrid propulsion ships The
requirements and dates are subject to two reviews: the first is on the
requirements for small ships and large bulkers and tankers and is due in July
2013. The second review allows for a discussion of both the requirements and
the timeline for when Phases 2 and 3 are to enter into force, and is due in
January 2015.
No comments:
Post a Comment