acs guidelines no.1 guidance on energy efficiency

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ACS Guidelines No.1

Guidance on

Energy Efficiency Operational Indicator (EEOI)

2013

Association of Asian Classification Societies

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Guidance on

Energy Efficiency Operational Indicator (EEOI)

Foreword

Association of Asian Classification Societies (ACS) is pleased to offer the Guidelines on

the requirement of Energy Efficiency Operational Indicator (EEOI) and Ship Energy

Efficiency Management Plan (SEEMP) in order to help the Asian Ship Owners achieve

operational Energy Efficiency in their vessels with regard to current MARPOL Annex VI

requirements.

This guidance provides supplemental explanations regarding EEOI and examples of EEOI

calculation based on the IMO Guidelines.

The contents of this report are offered as a helpful resource for the Asian shipowners and

companies, and are designed to help in obtaining information and guidance.

ACS hopes that these guidelines would provide effective assistance in the improvement

of energy efficiency of ships and the realization of greener sea in the future.

Disclaimer

The ACS, its member, and their respective officers, employees or agents, individually

and collectively, assume no responsibility and shall not be liable to any person for

any loss, damage or expense caused by reliance on the information, advice and

documents included in this Guidance.

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* .

ACS is an association of 6 classification societies headquartered in Asia; BKI, CCS, IRS, KR, NK

and VR.

TABLE OF CONTENTS

1 Introduction...................................................................................... p04

2 Application........................................................................................ p05

3 Definition.......................................................................................... p05

4 Establishment of an Energy Efficiency Operational Indicator (EEOI) ......... p08

4.1. Definition of the calculation period ......................................................................p08

4.2. Data sources ....................................................................................................p09

4.3. Data collection .................................................................................................p09

4.4. Format for EEOI calculation ..........................................................................p09

5 Monitoring and Verification..........................................................................................p10

6 EEOI Calculation Method ............................................................................................p11

6.1. EEOI ..................................................................................................................p11

6.2. Rolling average EEOI......................................................................................p12

7 Examples of EEOI calculation .................................................................................p13

7.1. EEOI ....................................................................................................................p13

7.2. Rolling average EEOI........................................................................................p14

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1. Introduction

For the reduction of CO2 emissions by

the international shipping industry,

improvement of the energy efficiency of

ships is advocated by the IMO. At the

MEPC 62 held in July 2011,

amendments to MARPOL Annex VI

making EEDI and SEEMP mandatory

were adopted and these amendments

will enter into force on 1 January 2013.

The requirements for SEEMP are

applied to all ships with a gross tonnage of 400 tons or above engaged in

international voyages and these ships are required to retain a Ship Energy

Efficiency Management Plan (SEEMP).

According to the regulations on the

SEEMP, the energy efficiency

improvement of the ships is required to

be achieved by a continuous cycle

which involves four steps: “planning”,

“implementation”, “monitoring” and

“self-evaluation and improvement”.

Therefore, for the implementation of

the SEEMP, energy efficiency of the ship

needs to be continuously monitored.

Energy Efficiency Operational Indicator

(EEOI) is considered as the primary

monitoring tool which is proposed by the IMO and detailed calculation method of

the EEOI is indicated in the MEPC.1/Circ.684 “Guidelines for Voluntary Use of the

Ship Energy Efficiency Operational Indicator (EEOI)”.

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2. Application

The Guidance is applicable for following ships performing transport work.

- Dry cargo carriers

- Tankers

- Gas Tankers

- Containerships

- Ro-Ro cargo ships

- General Cargo ships

- Passenger ships including Ro-Ro passenger ships

3. Definition

Indicator definition

The Energy Efficiency Operational Indicator is defined as the ratio of mass of

CO2(M) emitted per unit of transport work.

Fuel consumption

Fuel consumption, FC, is defined as all fuel consumed at sea and in port or for a

voyage or period in question (e.g., a day) by main and auxiliary engines

including boilers and incinerators.

Fuel mass to CO2 conversion factor

Fuel mass to CO2 conversion factor, CF, is a non-dimensional factor between fuel

consumptions and CO2 emissions based on carbon content. The value of CF for

each fuel type is shown in the following Table.

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Table 1. Fuel mass to CO2 conversion factor

Fuel type Reference CF (t-CO2/t-Fuel)

Diesel/Gas Oil ISO8217 DMX-DMC 3.206000

Light Fuel Oil (LFO) ISO8217 RMA-RMD 3.151040

Heavy Fuel Oil (HFO) ISO8217 RME-RMK 3.114400

Liquefied Petroleum Gas(LPG)

Propane 3.000000

Butane 3.030000

Liquefied Natural Gas (LNG) - 2.750000

Distance sailed

Distance sailed means the actual distance sailed in nautical miles (eg. obtained

from deck log-book) for the voyage or period in question.

Cargo types

Cargo includes but not limited to:

all gas, liquid and solid bulk cargo, general cargo, containerized cargo (including

the return of empty units), break bulk, heavy lifts, frozen and chilled goods,

timber and forest products, cargo carried on freight vehicles, cars and freight

vehicles on ro-ro ferries and passengers (for passenger and ro-ro passenger

ships)

Cargo Mass Carried or Work Done

Cargo mass carried or work done for each ship type is shown in Table 2.

For vessels such as, for example, certain ro-ro vessels, which carry a mixture of

passengers in cars, foot passengers and freight, operators may wish to consider

some form of weighted average based on the relative significance of these

trades for their particular service or the use of other parameters or indicators as

appropriate.

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Table 2. Cargo mass carried or work done

Ship Type Cargo mass carried or work done Unit

Dry cargo carriers Cargo mass tons

Liquid Tankers Cargo mass tons

Ro-Ro cargo ships Cargo mass tons

General cargo ships Cargo mass tons

Container ships(carrying solely

containers)

Cargo mass tons

Number of containers TEU

Container ships(carrying

containers & othercargos)

Cargo mass calculated from TEUs(Loaded container: 10t / Emptycontainer: 2t)

tons

Passenger ships,Ro-Ro passenger

ships

Number of passengers persons

Gross tonnes tonnes

Car ferries, Carcarriers

Number of cars cars

Lane meters meters

Railway and Ro-Rovessels

Number of railway cars andfreight vehicles

cars/vehicles

Lane meters meters

Voyage

Voyage generally means the period between a departure from a port and the

departure from the next port as shown below. Alternative definitions of a voyage

could also be acceptable.

Figure 1. Definition of voyage

In Port

Arrival

Voyage

Departure

Port A Port B

DepartureArrival

In Port

Voyage

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4. Establishment of an Energy Efficiency Operational Indicator (EEOI)

The EEOI should be a representative value of the energy efficiency of the ship

operation over a consistent period which represents the overall trading pattern

of the vessel. General steps to establish the EEOI are shown in Figure 2.

Figure 2. Procedures for EEOI calculation

4.1. Definition of the calculation period

Various units for the period for which the EEOI is calculated can be adopted

taking into account the operation patterns of an individual ship (ex. daily units,

weekly units, monthly units, port to port voyage units, voyage to destination

units, etc.). In the period for which the EEOI is calculated, ballast voyages as

well as voyages which are not used for transport of cargo, such as voyage for

docking service, should be included. Voyages for the purpose of securing the

safety of a ship or saving life at sea should be excluded in the period.

Define data sources for data collection

Collect data

Convert data to appropriate format using conversion factors

Calculate EEOI

Define the voyages/period of time of which EEOI is calculated

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4.2. Data sources

For EEOI calculation, data such as the fuel consumption, distance sailed and

cargo mass carried in the relevant calculation period are necessary. These data

for EEOI calculation could be selected from the ship’s log-books (i.e. Official Log-

book, engine log-book, deck log-book and other official records including AB log

or cargo documents such as cargo manifest or Bill of Lading), oil record book,

bunker delivery note, etc.

4.3. Data collection

Ideally, the data recording method used should be uniform so that information

can be easily collated and analyzed to facilitate the extraction of the required

information.

The collection of data from ships should include the following data:

- distance sailed;

- quantity and type of fuel used;

- all fuel information that may affect the amount of carbon dioxide emitted;

It is important that sufficient information is collected on the ship with regard to

above data so that a realistic assessment can be generated.

4.4. Format for EEOI calculation

For the calculation of EEOI, an appropriate report sheet should be prepared. The

data on fuel consumption and fuel type, cargo mass carried and distance sailed

in a continuous sailing pattern could be documented as examples in the Table 3

and Table 4.

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5. Monitoring and Verification

Documented procedures to monitor and measure should be developed and

maintained. Elements to be considered when establishing procedures for

monitoring could include:

- identification of operations/activities with impact on the performance;

- identification of data sources and measurements that are necessary, and

specification of the format;

- identification of frequency and personnel performing measurements; and

- maintenance of quality control procedures for verification procedures.

The results of this type of self-assessment could be reviewed and used as

indicators of the System’s success and reliability, as well as identifying those

areas in need of corrective action or improvement.

It is important that the source of figures established are properly recorded,

which includes the basis on which figures have been calculated and any

decisions on difficult or grey areas of data. This will provide assistance on areas

for improvement and be helpful for any later analysis.

In order to avoid unnecessary administrative burdens on ships’ staff, it is

recommended that monitoring of an EEOI should be carried out by shore staff,

utilizing data obtained from existing required records such as the official and

engineering log-books and oil record books, etc. The necessary data could be

transferred via the internet or obtained during internal audits under the ISM

Code, routine visits by superintendents, etc.

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6. EEOI Calculation Method

6.1. EEOI

The EEOI provides the number of tons of CO2 emissions per ton nautical mile

calculated using actual operational data (Fuel consumption, Cargo mass carried,

and Distance sailed) and it stands for the ship's energy efficiency actually

achieved during the operation. EEOI is calculated as follows.

Detailed calculations are to be performed by using following equation;

-for calculating EEOI for each voyage

QUOTE

-for calculating average EEOI within the calculation period inclusive of multiple

voyages

QUOTE

Where:

j : Fuel type

i: Voyage number

FCij: Mass of consumed fuel j at voyage i

CFj: Fuel mass to CO2 mass conversion factor (see Table 1) for fuel j

mcargo: Cargo carried (tonnes) or work done (number of TEU or

passengers) or gross tonnes for passenger ships (see Table 2)

D: Distance in nautical miles corresponding to the cargo carried or

work done

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Since mcargo varies depending upon ship type, it should be noted that the unit of

EEOI may vary according to ship type. In case where EEOI is calculated by using

only operational data in ballast condition, the EEOI reached an infinite value

because the cargo mass carried is taken as zero in the ballast condition.

Therefore, to evaluate the EEOI, it should be calculated in certain period

including loaded voyage.

6.2. Rolling average EEOI

In order to smooth out short-

term fluctuations and highlight

longer-term trends of the EEOI

calculation data, the rolling

average indicator could be used.

Rolling average value of EEOI is

calculated as the moving average

for the specified time period or

number of voyages. When rolling

average EEOI is used, it should

be calculated by using a

methodology whereby the minimum period of time or a number of voyages that

is statistically relevant is used as appropriate. “Statistically relevant” means that

the period set as standard for each individual ship should remain constant and

be wide enough so the accumulated data mass reflects a reasonable mean value

for operation of the ship in question over the selected period.

Example of calculation of EEOI for each voyage is shown in Figure 3. The figure

shows the EEOI value together with the loading capacity. It can be seen that the

EEOI per voyage varies considerably being influenced by the loading capacity

(determined by dividing the actual cargo mass carried by the maximum

capacity) at the time of voyage. In such cases, if the rolling average values of

EEOI are calculated using an appropriate period such that the operating patterns

of said ship is averaged, then the trend in the average EEOI can be easily

understood. As an example, three voyage rolling average values are indicated

in the figure. By plotting these rolling average values, the influence of change in

the load index can be averaged out, and the trend in EEOI can be grasped.

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Figure 3. EEOI and three voyage rolling average EEOI

7. Examples of EEOI calculation

The method of calculating EEOI and rolling average EEOI is presented here.

7.1. EEOI

Following example shows an average EEOI which is calculated by using equation

(4) based on the recorded data for eight days.

Table 3. Measurement examples and EEOI calculation examples

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Measured timeOperating

condition

Fuel [t]

(HFO)

Fuel [t]

(Diesel/Gas Oil)

Cargo mass

carried [t]

Distance

sailed

[NM]

Mar. 1st 12:00 Loaded 40 0 15,000 300

2nd12:00 Loaded 35 0 15,000 250

2nd18:00 Loaded 20 0 15,000 100

3rd12:00 In Port 0 5 --- 0

4th6:00 In Port 0 10 --- 0

5th 12:00 Ballast 15 0 0 70

6th 10:00 Ballast 30 0 0 200

7th 12:00 In Port 0 12 --- 0

8th 8:00 In Port 0 8 --- 0

7.2. Rolling average EEOI

For the calculation of rolling average EEOI, the calculation period is taken as 4

voyages in the below example. The first rolling average is calculated based on

the data of No.1 to No.4 voyages. And the second rolling average is calculated

based on the data of No.2 to No.5 voyages. In this way, rolling average values

are sequentially calculated.

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Table 4. Measured data and calculation examples of Rolling Average EEOI

Voyage

No.

Fuel [t]

(HFO)

Fuel [t]

(Diesel/

Gas Oil)

Cargo

weight [t]

Distance

sailed [mile]

Rolling Ave.

EEOI

[t-CO2/t-NM]

1 80 10 13,500 560 ~

2 90 8 8,000 600 ~

3 120 12 15,000 1,000 ~

4 70 8 9,500 400 (1)

5 135 15 12,000 1,200 (2)

6 100 12 6,500 950 (3)

(1) First Rolling Average EEOI (No.1, No.2, No.3 & No.4 voyages):

(2) Second Rolling Average EEOI (No.2, No.3, No.4 &No.5 voyages):

(3) Third Rolling Average EEOI (No.3, No.4, No.5& No.6 voyages):

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