The Marine Environment Protection Committee (MEPC), during its 63rd session at London IMO headquarters from 27 February to 2 March, had adopted a series of mandatory guidelines of the implementation of energy efficiency measures for international shipping. This is one of the latest moves by international societies to emphasize the essentiality to set a new higher uniform standard for emissions from shipping activity, following the COP17 conference last year in Durban. The primary guidelines of this session including the calculation of Energy Efficiency Design Index (EEDI), development of Ship Energy Efficiency Management Plan (SEEMP) and Survey and Certification of EEDI are all expected to come into force in January 2013, which will definitely demonstrate the IMO’s green commitment and determination at UNFCCC’s next meet in December this year atQatar.
EEDI
EEDI was first put on table at IMO level in July 2011 and then subsequently recognized as one of the most effective way to optimize fuel consumption and enhance energy efficiency for new ships. The EEDI is created on vessel’s technical and design basis specifically indicating the energy efficiency level or in other words the Green House Gases (GHGs) emission proportions. Under the EEDI certification frame work, all new ships applicable to EEDI calculation shall obtain a satisfied (attained EEDI < required EEDI) certificate before sailing.
A simplified formula of EEDI calculation is shown as follow, and now you can even try to simulate one through BIMCO EEDI Calculator here.
According to the IMO, the introduction of the EEDI for all new ships with its entry into force in January 2013 will save the atmosphere from damage of 45 to 50 million tons of CO2 and other GHGs by 2020. For 2030, the figure will jump to between 180 and 240 million tons, a huge relief to the suffering planet huh?
SEEMP
Contrary to the EEDI, the SEEMP on the other hand is providing the shipping industry with means of GHGs emission deduction from respect of daily fleet operation. Its main purpose is to establish a system that incorporated of not only individual ship’s fuel efficiency plan but also company’s energy management strategy.
The Second IMO GHG Study 2009 indicates that a 20% reduction on a ton-mile basis by mainly operational measures is possible and would be cost-effective even with higher fuel prices (Of course it will be higher due to the political unrest or tensions in the oil rich Libya, Syria and Iran) than those currently experienced. To achieving this goal, SEEMP sets up an efficiency performance monitoring tool called the Energy Efficiency Operational Indicator (EEOI) which can help the owner/manager to adjust their fleet energy technology and/or practice with EEOI’s defined benchmark.
In this MEPC session, the 2012 Guidelines for Safe and Environmentally Sound Ship Recycling and the 2012 Guidelines for the Authorization of Ship Recycling Facilities have been adopted as well. With the shipping market still struggling, aged vessels find themselves even harder to get employed. Many of them were sent to scrapping last year, and I dare say even more coming this year. Those guidelines along with the Hong Kong Convention (Hong Kong International Convention for the Safe and Environmentally Sound Recycling of Ships) will improve the demolishing process more environmental friendly.
However, only with tougher regulation is far from enough to talk about green, major shipping powers like China and USA should take their responsibilities to advocate and advance the pace of reducing GHGs emission from shipping instead of being selective stakeholders merely shows their muscles to profit and margin of shipping. Good night, and have a green dream.