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

CO2 emissions from shipsShip type Capacity a cEEDI reference lineslarger tankersBulk carrier dwt 961.79 0.47710Gas tanker dwt 1120.00 0.456Tanker dwt 1218.80 0.488Container 70% – dwt 174.22 0.201General cargo dwt 107.48 0.216Reefer dwt 227.01 0.244EEDI (g CO2/tonne-nm)EEDI (g CO2/tonne-nm)98765432140353025201510500 10000 20000 30000 40000 50000050000 150000250000 350000 450000Combination dwt 1218.80 0.488›› Table 2DwtDwtTanker and combinationGas tankerTanker and combinationGas tanker›› Figure 1 EEDI reference lines based on average for tankers built during last ten years.›› Tore Longva, Business Development ManagerInternational Affairs.wan Attained EEDI and those that musthave an Attained EEDI below a certainRequired EEDI. Ship types needing tocomply with a specific Required EEDI levelto obtain the IEEC are listed in Table 1,which also indicates the time line for thetightening of the requirement levels.A ship’s reference line value is calculatedbased on the following formula:a · Capacity –cwhere the a and c parameters are given inTable 2 above.Photo: DNVA ship which can load 100% deadweightwith both liquid and dry cargo is consideredto be a combination carrier and canuse the same reference line as tankers. Gastankers have a separate reference line. Thereference lines for tanker and combinationcarriers as well as for gas tankers areshown in Figure 1. The lines stop at thelower cut off lines for the ship types, belowwhich the required EEDI does not apply.In order to address concerns raisedby developing countries, the regulationsinclude a clause allowing any Administrationto waive the EEDI requirements forships flying its flag for a period of up tofour years (linked to the contract date),or six years and six months (linked to thedelivery date) after 1 January 2013. However,the preliminary indications are thatthe major flag states will be reluctant toinvoke the waiver clause.Ship Energy Efficiency ManagementPlan (SEEMP) No changes weremade to the SEEMP at MEPC 62, butits inclusion in the MARPOL Annex VIamendments makes it mandatory forall ships– both new and existing – afterit enters into force. The presence of aSEEMP onboard will be checked duringthe first intermediate or renewal surveyfor the IAPP certificate, at which point theIEEC will be issued. The EEDI will not becalculated for existing vessels and thus notincluded in the IEEC.Future CO2 regulations The adoptionof the amendments is a significantstep by IMO towards the regulation ofGHG emissions. Nevertheless, the EU islikely to consider it insufficient in lightof its own ambitions. The EU processfor establishing a regional CO2 emissionreduction mechanism for shipping istherefore expected to continue.Other parts of the international communityalso consider these regulationsinsufficient. There is therefore a strongpolitical drive to regulate shipping further,e.g. through regional or international MarketBased Measures (MBMs). Proposalsunder review range from a contribution orlevy on CO2 emissions from shipping, viaemission trading systems to schemes basedon ship efficiency. If agreed, MBMs mayappear towards the end of this decade.Commercial energy efficiency requirementsare becoming increasingly important.The creation of various voluntaryschemes for rating environmental performance,including CO2 performance, isproviding tools that allow charterers andcargo owners to use only ships that satisfytheir environmental requirements. Theserating schemes must be based on robustmethods and verifiable data in order toTanker update NO. 2 2011 | 5