(Mar 8 2012)
IMO’s MEPC 63 held from from 27th February to 2nd March approved a number of
revisions to guidelines on the method of calculation of the attained EEDI for
new ships.Reproduced courtesy of a brief roundup of the week's events put
together by ABS, the revisions included oil tankers built to the class
societies’ Common Structural Rules (CSR) for which a capacity correction factor
is applied to the Attained EEDI to account for increased lightship weight and
the corresponding reduction in deadweight capacity.For ship�\specific
structural enhancements, a correction factor (proportional to the ratio of the
minimum design dwt and the enhanced design dwt) is applied to account for
increased lightship, for example, due to increased longitudinal strength,
structural class notations, bow slamming reinforcement and collision
strength.On chemical carriers �C a cubic correction factor (dwt/cubic cargo
capacity) is applied to the Attained EEDI to take into account the increased
lightship due to the greater number of cargo tanks and increased scantlings of
those tanks to carry the higher density cargoes relative to oil tankers, both
of which need to comply with the same Required EEDI. This was achieved with the
help of IPTA’s input.For large ice�\classed tankers, as an option to applying a
weather factor of 1.0, EEDI can be determined by conducting the ship�\specific
simulation on its performance at representative sea conditions in which case
'Attained EEDIweather' is assigned to the ship.The Committee did not decide on
proposals for minimum design speed and minimum power and agreed to further
consider the proposals at MEPC 64 in October 2012.New MARPOL VI regulation 21.2
requires the installed propulsion power of a ship to be not less than the
propulsion power needed to maintain its manoeuvrability under adverse
conditions, as defined in the guidelines under development.An informal group,
which convened during IMO’s intersessional working group on energy efficiency,
tentatively proposed that a practical means of complying with this regulation
would be to specify minimum design speeds for various ship types.They proposed
a minimum design speed of 14 knots for small and medium size ships and 14.5
knots for ships greater than 100,000 dwt, recognising that slow speed ships,
including tankers are the most vulnerable.IACS confirmed that it intended to
submit a proposal (minimum power versus deadweight reference lines) to MEPC 64
containing both an interim approach and the basis for a longer term solution.Of
great importance and to stop further arguments, the committee unanimously
agreed that the EEDI will not be applied to existing ships.As for market based
measures, despite some delegates recommending that energy efficiency design
based market based measures (MBM) should not be submitted to the agreed MBM
impact assessment study, others considered that there should be some means to
compare the energy efficiency of existing ships.Accordingly, all MBM proposals,
with any refinements based on MEPC 63 discussions, can be submitted to MEPC 64
in October for consideration by the impact assessment study upon finalisation
of the study’s terms of reference in October 2012.The Committee also approved
revisions of the ‘Guidelines for Ships Energy Efficiency Management Plan
(SEEMP)’ in three areas.Perhaps most importantly, SEEMP should recognise that
the vessel’s trade may determine the feasibility of the efficiency measures
under consideration.The committee also adopted guidelines for the survey and
certification of the Attained EEDI. The process is conducted in two
stages:Preliminary verification is carried out at the design stage, which
should include model tests for determining the ship’s power curves. This leads
to the development of an EEDI Technical File (which contains the details of the
parameters used to calculate the Attained EEDI). Details are provided as to the
determination of the parameters in the Technical File.Final verification of the
EEDI Technical File is carried out at the sea trials consistent with the
parameters used in the method of calculation of the attained EEDI.
Specifications for sea conditions, ship speed and shaft power and rev/min of
the main engine are provided.As for the question of regional reception
facilities, the committee adopted amendments to MARPOL Annexes I, II, IV and V
to allow small island developing states to develop regional arrangements for
port reception facilities, both inside and outside of special areas.Such
arrangements may be achieved through regional arrangements based on guidelines
approved by the committee where, because of such states' unique circumstances,
regional arrangements are the only practical means to satisfy MARPOL’s
requirements.A unique arrangement was agreed under MARPOL Annex II for the
discharge requirements of prewash residues in chemical carriers.The revision
now allows the discharge of prewash residues to be made to a regional ship
waste reception centre specified in the applicable regional reception facility
plan as an option to the port of unloading.The committee adopted revisions to
the NOx Technical Code which, on entry into force on 1st August 2013, allows
for an alternative approach (Scheme B) to be used to certify engines fitted
with selective catalytic reduction (SCR) units.Scheme B allows certification of
engines, which cannot be pre�\certified either on a test bed, or on board under
the NOx Code’s standard requirements, by allowing for analytic modelling to
estimate the effect that the proposed SCR design and arrangement will have on
the NOx emissions from the engine to which it is to be fitted.This modelling is
to be validated by testing that can be undertaken using a scaled bench top
mock�\up operating on synthetic exhaust gas.The entire Engine Group (engines
that require minor on board adjustments and modifications) would not be
approved until the NOx reduction efficiency, relative to the parent engine NOx
Technical File, has been demonstrated with the SCR installed on board.Twelve
months after entry into force of the BWM Convention all ships ≥ 400 gt will
need to be surveyed and certificated to comply with the convention. As a
minimum, ships must have on board an approved Ballast Water Management Plan and
a ballast water record book.To provide for an adequate phase�\in period for
survey and certification in advance of the compliance date, the committee
agreed to allow the issuance of BWM certificates prior to entry into force of
the convention.The committee also agreed that BWM plans approved under
A.868(20) remain acceptable until such time as the ship is required to comply
with the biological standards in regulation D2 of the BWM convention.
= fm tanker operator =========
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