update NewS from dNv to the tANker INduStry No 02 2011 - Hays

Intertanko and the EEDIIntertanko and the EEDI:seeking a level playing fieldIntertanko fully supported IMO’s adoption of mandatory measures to reduce theindustry’s contribution to greenhouse gases (GHG) this summer. But with someissues yet to be settled, Intertanko insists that Energy Efficiency Design Index (EEDI)requirements should apply equally to all ships on the same effective date.Interview by Jan Koren and Alexander Wardwell›› Graham Westgarth, Chairman of IntertankoEEDI – reducing carbon emissions,one vessel at a timeThe EEDI applies to all vessels built after 2013. Bysome estimates, the measure will help remove 45to 50 million tonnes of CO2 from the atmosphereannually by 2020, depending on the growthin world trade. For 2030, the reduction will bebetween 180 and 240 million tonnes annually sincethe introduction of the EEDI.Photo: DNV/Nina E. RangøyThis summer, the IMO’s Marine ProtectionCommittee (MEPC) introducedmandatory measures to reduce GHG andthese measures have been adopted by theparties to Marpol. The amendments toMarpol Annex VI regulations on energyefficiency include the EEDI, which appliesto new ships built after 2013. Over the pastfour years, IMO has worked with a broadrange of industry stakeholders to develop aframework for the EEDI. These stakeholdersinclude Intertanko, which providedtechnical support to the project.According to Graham Westgarth, theChairman of Intertanko, the organisation’smembers welcomed the introduction ofthe EEDI. “We recognise that shippingaccounts for about three per cent of globalcarbon emissions, and have long supportedsmart and fair measures to reducegreenhouse gases,” he says. “Our activeparticipation with the IMO in the developmentof EEDI for new ships is a clear demonstrationof our shared commitment tomanaging this issue more effectively.”Mr Westgarth notes that while marinetransportation is generally recognisedas the most fuel-efficient mode of bulktransportation, a 2009 IMO GHG studyconcluded that improvements in energyefficiency, mainly through the use ofalready existing technologies, can achievesignificant reductions in fuel consumptionand corresponding emissions. “At thesame time, the rising cost of bunkering hasincreased the industry focus on fuel efficiency,”he says. “The relationship betweengrowing environmental concerns and thedesire to reduce fuel costs has createdstrong incentives for the industry to worktogether, a cooperative spirit which has thefull support of our membership.”Indeed, while the EEDI is likely beamended over time, the initiative enjoysthe widespread support of governments,industry organisations, owners, operatorsand the public and has included inputfrom politicians, naval architects, classsocieties, shipyards and equipment manufacturers,among other stakeholders. “Foran industry not always known for concertedaction, the broad-based support forthese measures is encouraging,” says MrWestgarth. “And while some issues remainunresolved, we are confident the EEDI willmake a genuine difference.”In brief, the EEDI requires a minimumenergy efficiency level for new vesselsentering the world fleet through technicaland design-based measures, such asmore efficient engines and propulsionsystems, improved hull designs and largerships, which transport more cargo usingproportionally less fuel. At present, the10 | Tanker UPDATE NO. 2 2011