AIR POLLUTION AND ENERGY EFFICIENCY. Update on the proposal for "A transparent and reliable hull and propeller performance standard"

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1 E MARINE ENVIRONMENT PROTECTION COMMITTEE 64th session Agenda item 4 MEPC 64/INF July 2012 ENGLISH ONLY AIR POLLUTION AND ENERGY EFFICIENCY Update on the proposal for "A transparent and reliable hull and propeller performance standard" Submitted by the Clean Shipping Coalition (CSC) SUMMARY Executive summary: This information document further elaborates the proposal for "A transparent and reliable hull and propeller performance standard", presented by the Bellona Foundation as a member of CSC at MEPC 63. It addresses key issues raised by some delegates and it also provides an updated estimate of the potential for GHG emissions reductions related to improvements in hull and propeller performance based on a larger sample volume. The updated estimate is slightly lower, 6 to 9% as compared to the 7 to 10% presented at MEPC 63, but remains considerable. Strategic direction: 7.3 High-level action: Planned output: Action to be taken: Paragraph 33 Related documents: MEPC 63/23 and MEPC 63/4/8 Background 1 In document MEPC 63/4/8, the Bellona Foundation, as a member of CSC, estimated the potential for GHG emissions reductions related to improvements in hull and propeller performance to be between 7 and 10 per cent across the world fleet and invited the Committee to establish a transparent and reliable standard for measuring hull and propeller performance. 2 Following consideration of the document at MEPC 63, several delegations welcomed the document and the proposed approach therein.

2 Page 2 3 Paragraphs 4.38 and 4.39 of document MEPC 63/23 read as follows: "4.38 Some delegations expressed the view that, taking into account the wide range of ship type, size and operating parameters, it would be challenging to develop a reliable standard for measuring hull and propeller performance as proposed in document. Other delegations expressed the view that, as hull and propeller performance are a consequence of different characteristics, a common standard may not be appropriate. A large number of delegations supported the proposal to develop a standard for measuring hull and propeller performance and that IMO should request ISO to develop such standard The Committee noted the offer by ISO to develop a standard for measuring hull and propeller performance but that there was a need for further information and so agreed to invite interested Member Governments and observer organizations to provide further input and specific proposals on what elements to include in such a standard for further consideration of this matter at a future session." 4 Following MEPC 63, the Bellona Foundation received helpful comments and questions from a number of interested parties. One party asked if an official standard is really needed or if a "voluntary guideline" and increased awareness would suffice? Another party commented that focus should be on requiring up-front documentation of product performance. Many have expressed their support for the development of a standard for measuring hull and propeller performance and asked to become involved and kept up to date on progress. 5 The purpose of this information document is to respond to the comments and questions voiced at, or following MEPC 63, and provide an update based on a larger data sample on the estimates of the potential for GHG emission reductions related to improvements in hull and propeller performance, and to report status on other work related to the development of a hull and propeller performance measurement standard. Response to comments and questions voiced at, or following, MEPC 63 6 The most noteworthy comments and questions voiced at, or following, MEPC 63 can be summarized as follows:.1 Taking into account the wide range of ship type, size and operating parameters, it will be challenging to develop a reliable standard for measuring hull and propeller performance..2 As hull and propeller performance are a consequence of different characteristics, a common standard may not be appropriate..3 Is an official standard really needed or would a "voluntary guideline" and increased awareness suffice?.4 Focus should be on requiring upfront documentation of product performance. 7 In the sections below, the Bellona Foundation will address each of these responses in some detail.

3 Page 3 Taking into account the wide range of ship type, size and operating parameters, it will be challenging to develop a reliable standard for measuring hull and propeller performance 8 The Bellona Foundation acknowledges that to develop a reliable standard always represents a challenge. However, that establishing generally applicable principles for how to measure hull and propeller performance would be fairly straightforward. The Bellona Foundation furthermore expects that the more detailed mechanics of an established method could be applicable for a substantial portion of global tonnage (e.g. single fixed propeller vessels in deep-sea trade). 9 The Bellona Foundation therefore suggest developing a standard that outlines generally applicable principles of how to measure hull and propeller performance for all combinations of ship types and operating parameters, that furthermore provides the detailed mechanics of how to measure for as large a segment of global tonnage as possible, and that, finally, opens for adding detailed mechanics for the remaining segments of global tonnage - as these measures become available. 10 In terms of comparisons of output from measurements between one vessel and another, the standard should include guidance on which comparisons can be made within what levels of reliability. As hull and propeller performance are a consequence of different characteristics, a common standard may not be appropriate 11 Hull and propeller performance should ideally be measured separately. A realistic alternative, given the technologies available and their variable level of deployment today, in that hull and propeller performance should be combined in a single measure. As far as possible, an indication as to the relative contribution of each should be presented. 12 Either way, a measurement of hull and propeller performance, measured separately or combined in a single measure, can easily be accommodated under a unified standard. The Bellona Foundation furthermore suggests that being able to separate hull and propeller performance from other factors affecting vessel performance would be of considerable value to stakeholders in identifying other energy efficiency measures such as: speed adjustment, engine optimization, supplementary renewable energy and energy efficiency improvement in non-propulsion systems. Is an official standard really needed or would a "voluntary guideline" and increased awareness suffice? 13 The Bellona Foundation believes that a voluntary guideline and increased awareness could contribute towards realization of the potential for GHG emissions reductions related to hull and propeller performance. The Bellona Foundation would argue that the closer such a guideline would come to meeting the requirements of an official standard, the greater its impact would be. The Bellona Foundation would also argue that an official standard, by the nature of how it is developed, commands greater awareness and credibility than a purely voluntary guideline. The Bellona Foundation therefore favours the development of an official standard. A voluntary guideline could be a worthwhile intermediate step towards establishing an official standard.

4 Page 4 Focus should be on requiring up-front documentation of product performance 14 The Bellona Foundation sympathizes with those who would like to see reliable up-front documentation of product performance. However, given the long lifetime over which the products, services and solutions are intended to perform (up to 7.5 years) and given the complexity caused by the different products and services affecting the performance of each other, the Bellona Foundation is concerned that requiring up-front documentation of product performance would prevent further product and service innovation within the area of hull and propeller performance. Such an approach would also weaken day-to-day attention to achieving energy efficiency gains that would happen on board ships and by the operators. To conclude, the Bellona Foundation is of the opinion that this would be to the detriment of the environment as well as to the industries involved. 15 A standard for measuring hull and propeller performance will enable suppliers of products and services on the one hand, and their customers on the other, to contract on such performance at the early stage of a product's or service's lifecycle. Then, over time, such a standard will enable the supplier of the products or services to deliver up-front documentation on performance. Update on the estimates provided in document MEPC 63/4/8 of the aggregated effect of the deterioration in hull and propeller performance on world fleet bunker consumption and GHG emissions 16 In document MEPC 63/4/8 the CSC estimated that "for a typical vessel in a typical trade, the impact of the deterioration in hull and propeller performance is likely to result in a 15 to 20 per cent loss in vessel efficiency on average over a sailing interval" (MEPC 63/4/8, paragraph 11). 17 This estimate was based on a review of available literature as well as findings from an in-depth study 1 on changes in hull and propeller performance on 32 vessels over 48 dry-docking intervals. In the in-depth study the average additional speed loss per year across all 48 dry docking intervals was found to be 2.36 per cent resulting in a 16 per cent efficiency loss over a 54-month dry docking interval (reflecting the average length of the dry docking intervals covered in the study). A new and more comprehensive dataset 18 The Bellona Foundation has since then provided data from an additional 18 vessels and 30 dry-docking intervals, bringing the total to 50 vessels and 78 dry docking intervals. 19 Based on the new and expanded dataset 2, estimated average additional speed loss to 2.36 per cent per year identical to the estimate derived from the first and smaller data set. This results in a 15 per cent efficiency loss over a 52-month dry docking interval (reflecting the average length of the dry docking intervals now covered in the study). 20 Some parties may argue that the 54-month average dry docking interval found in the first sample and the 52-month average dry docking interval found in the second and expanded sample are too long to reflect the typical length of dry docking intervals across the 1 2 Data from ships was collected by Jotun Paints and is presented and interpreted by the Bellona Foundation. Jotun's Hull Performance Measurement Method (JHPMM) was used as the analytical framework for the in depth study. 78 dry docking intervals from 50 vessels: Container (4), Tanker (32), LNG carrier (8), RoRo (2), Bulker (4). Average length with available data per sailing interval of 32 months. On average over all vessels and sailing intervals, an annual additional speed loss per year of 2.36% was observed.

5 Page 5 world fleet. To clarify, the long dry docking intervals are more prevalent on newer and larger vessels which also tend to be better prepared to record data from sensors and logging equipment. Such vessels also tend to have more expensive anti-fouling technologies than older vessels and tend to have their underwater hull and/or propeller cleaned on a more regular basis. The sample has over representation of newer and better maintained vessels. In conclusion, it seems to be a reasonable assumption that the average efficiency losses of the vessels included in the two samples are actually lower, rather than higher, than the current world fleet average. A more extensive sample would most likely uncover a high level of efficiency gains. 21 The Bellona Foundation, on behalf of the CSC, looks forward to future increases in sample sizes. A new study aims to provide individual estimates of the current level of hull and propeller performance across different ship types, trades and anti-fouling technologies. 22 While the updated estimate is slightly lower than the 16 per cent referred to on page 3 of document MEPC 63/4/8, it is still within the 15 to 20 per cent range of the original estimate. The Bellona Foundation would therefore argue that the original range remains valid. An update of the estimated share of bunker consumption used for propulsion purposes 23 In document MEPC 63/4/8 it was argued that the aggregate effect of the deterioration in hull and propeller performance on world fleet bunker consumption and GHG emissions was likely to be somewhat lower than the effect on the efficiency of individual vessels. This reflects the fact that world fleet bunker consumption figures include consumption for uses other than propulsion. Furthermore, a substantial portion of the world fleet to some extent accepts a loss of speed instead of compensating for the deterioration in hull and propeller performance by increasing engine power. 24 In document MEPC 63/4/8, the share of bunker consumption used for propulsion purposes was assumed to be around 90 per cent on average for the world fleet. Based on an analysis of the data provided in document MEPC 59/INF.10 (table A1-25) the estimate is adjusted to 85 per cent. 25 The same factor for efficiency loss to consumption increase as identified in paragraph 11 of document MEPC 63/4/8. An updated estimate of the aggregate effect of deterioration in hull and propeller performance on world fleet GHG emissions 26 Based on the unaltered estimate of typical vessel efficiency loss, and given a share of GHG emissions from propulsion of 85 per cent and an unchanged efficiency loss to consumption increase factor, deterioration in hull and propeller performance over dry-docking interval is now estimated to account for 9 to 11 per cent of current world fleet GHG emissions.

6 Page 6 Figure 1: The aggregate effect of deterioration in hull and propeller performance on world fleet GHG emissions Updated estimate of the potential for GHG emissions reductions related to improvements in hull and propeller performance 27 In document MEPC 63/4/8, it was estimated that the vessel improvement potential associated with selecting a better anti-fouling solution was between 11 and 16 per cent (MEPC 63/4/8, paragraph 26). The new and increased volume of data supports the earlier estimate. 28 Based on the unchanged estimate of the vessel efficiency improvement potential, and given a share of GHG emissions from propulsion of 85 per cent and an unchanged factor for efficiency loss to consumption increase of 2/3, the potential for reducing world fleet GHG emissions by improving hull and propeller performance is estimated to be at least 6 to 9 per cent. Figure 2: The potential for reducing world fleet GHG emissions by improving hull and propeller performance Brief status report on other inputs to a hull and propeller measurement standard 29 Following MEPC 63, the CSC has been contacted by a number of parties with questions, input, and/or offers to contribute. Seeing its role as being a facilitator, the CSC has done its best to take into account such questions, input and offers to contribute to the relevant counterparts. 30 To further facilitate communication between interested parties, the Bellona Foundation plans to convene an informal dialogue in conjunction with MEPC 64. The aim will be to enable an exchange of views and ideas on which elements are to be included in a hull and propeller performance measurement standard. The dialogue will be open to all. Interested parties are invited to contact the Bellona Foundation for further details.

7 Page 7 31 The Bellona Foundation is aware that ISO is currently considering initiating work on a standard for how to measure hull and propeller performance. The Bellona Foundation would encourage ISO to decide in favour of initiating such a process. 32 The CSC has urged the data provider to publish the main principles as well as detailed mechanics of their Hull Performance Measurement Method (JHPMM) in order to fulfil the intention of a transparent and reliable standard. It is our understanding that the method will be placed in the public domain and to make it available for use in a standard under a Creative Commons Attribution 3.0 to License. Action requested of the Committee 33 The Committee is invited to note the information provided and to take action as appropriate.

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