Environmental Ship Index ESI

The aim is to achieve a genuine reduction in emissions of NOx, SOx and particulates, as well as CO2 in the longer term, to be achieved by initiating changes in behaviour among ship owners/operators and ports

Bringing about changes of behaviour to use clean fuels and research in cleaner engines will take time. It will also be more effective when as many parties as possible sign up, support the initiative and participate. Initially the targets will focus on getting as many ports and - above all - as many ships as possible to participate.

Target groups are all seagoing vessels, in the sense that the intention is to achieve changes in behaviour among ship operators / owners through incentives; this will happen even faster if many ports and service providers for these ships and users of these ships join the scheme too, and are also willing to promote these changes. That is why these parties also form part of the target groups. Seagoing vessels and ports are regarded as the primary target groups, and the remaining potential incentive providers as secondary target groups.

No

The ESI is a system that can be used on a voluntary basis by ports and ships, and as a system for giving incentives, with responsibility for the accuracy of the data resting with the ship owners/operators. This may be checked by participating ports using inspection protocols as and when required. The system has also been communicated in this way with the sector organisations of the shipping companies and the necessary consensus obtained from these organisations. A condition of IAPH is that the users may use the system only as a bonus system.

The IEAPP certificate issued for such an engine would show the reduced value for the NOx-emission expressed in g/kWh. This value should be entered in the appropriate column.

The Certificate of Approval of the Exhaust Gas-SOx Cleaning System (EGCS) will show a SOx-emission value in g/kWh. This value should be divided by 4 which will result in a value which represents the sulphur content in % that should be entered in the appropriate column for that particular fuel.

No, since only one email address per account can be registered. If the respresentative for the account would like to have several persons in its organisation access to the account, it should be done through providing these persons with the login details of the account. It is suggested that login details are used that are not person dependant, e.g. "esi@company.com".

The section "Bunker Delivery Notes" under the tab "SOx" of "Ship Input" contains the following question: "Is an approved (by Classification Society) OPS (Onshore Power Supply) * installed on board? (regardless whether or not used in every port)". This question can only be answered "Yes" where the ship is fitted with an installation that would allow power supply from the shore and capable of taking the vessels full load when carrying out cargo operations etc. On smaller vessels such an installation would have a capacity about 1 MW and in larger passenger vessels this would amount to 10 to 15 MW. The installation should be approved and certified by a Classification Society such as LR, BV, DNV, GL etc. The installation is in addition to a standard shore power breaker for use during repair periods. When such an installation is fitted the ship board power generators can - and in some ports will - be turned off when the ship is berthed in a port. A positive answer will result in the addition of a fixed bonus of 35 ESI sub-points to the intermediate ESI Score, irrespective of its use in port. To keep the ESI data base reliable and accurate as a source for providing incentives based on such points, it would be appreciated to ascertain the correctness of your answer to this question. An incorrect answers will eventually lead to the exclusion of the ship from the ESI database for a period of at least three months.

The Ship Energy Efficiency Management Plan (SEEMP) is mandatory for all ships as from 1 January 2013. MEPC 63 (March 2012) adopted i.a. important guidelines (resolution MEPC.213(63)) aimed at assisting the implementation of the mandatory regulations on the Ship Energy Efficiency Management Plan. The Ship Energy Efficiency Management Plan (SEEMP) is an operational measure that establishes a mechanism to improve the energy efficiency of a ship in a cost-effective manner. The SEEMP also provides an approach for shipping companies to manage ship and fleet efficiency performance over time using, for example, the Energy Efficiency Operational Indicator (EEOI) as a monitoring tool. The guidance on the development of the SEEMP for new and existing ships incorporates best practices for fuel efficient ship operation, as well as guidelines for voluntary use of the EEOI for new and existing ships (MEPC.1/Circ.684). The EEOI enables operators to measure the fuel efficiency of a ship in operation and to gauge the effect of any changes in operation, e.g. improved voyage planning or more frequent propeller cleaning, or introduction of technical measures such as waste heat recovery systems or a new propeller. The SEEMP urges the ship owner and operator at each stage of the plan to consider new technologies and practices when seeking to optimize the performance of a ship.

For the calculation of the ESI SOx sub points the following fuel categories have been defined: • Heavy Fuel Oil with a sulphur content greater than 1.00 % S but not exceeding 3.50 % S (HFO), • HFO with a sulphur content equal to or less than 1.00 % (HFO LS) • Marine Diesel Oil / Gasoil with a sulphur content equal to or less than1.00 % but greater than 0.50 % S (MDO/Gasoil) • MDO/Gasoil with a sulphur content equal to or less than 0.50 % S, (MDO/Gasoil LS). The latter value is chosen to allow more ships to benefit from the sub-points that are given for the use of low sulphur fuel. MDO/Gasoil with a sulphur content greater than 1.00 % is included the HFO calculation. . The cleaner emission characteristics of fuel oils with a sulphur content of less than 1.00 % result in their preferred use in ports and their approaches with mandatory requirements in place in certain ports and areas. This larger impact on improving conditions in ports and their approaches is the reason that these lower sulphur fuels carry more weight in the formula for determining the ESI SOx. Furthermore the calculation method is designed to stimulate the use of the cleanest fuel and this is done by giving bonus points if clean fuels are bunkered in favour of those with higher sulphur contents. The maximum number of sub-points that may theoretically be obtained is 100 where the HFO with sulphur content between 3.50 and 1.00 % carries a weight of 30 sub-points while HFO LS and/or MDO/Gasoil and MDO/Gasoil LS weigh in with 35 sub-points respectively. The formula used is ESI SOx = x * 30 + y * 35 + z * 35 where x = the relative reduction of the average sulphur content a of HFO; y = the relative reduction of the average sulphur content b of HFO LS and/or MDO/Gasoil used and z = the relative reduction of the average sulphur content c of MDO/Gasoil LS. The data of the Bunker Delivery Notes for fuels delivered on board of a vessel in the previous two quarters are used for the calculation. We take a simple example and assume that the vessel bunkered all three types of fuel with the following data: HFO 100 tonnes 2.50 % S (a), MDO/Gasoil 100 tonnes 0.60 % S (b) and MDO/Gasoil LS 50 tonnes 0.05 % S (c). Where more than one bunkering is carried out for each fuel type the average sulphur content is calculated using the formula Mass 1 x % S1 + Mass 2 x % S2 + …. / Mass 1 + Mass 2 + …. The next data we need to consider are the baselines for the various fuels and that is where the IMO rules come into the picture with 3.50 % S for HFO and 1.00 % S for HFO LS and MDO/Gasoil; the ESI Working Group has set the baseline for MDO/Gasoil LS at 0.50 %. The relative reduction may now be calculated as follows: • HFO x = (3.50 – a) / 2.50 = 0.40, • HFO LS MDO/Gasoil y = (1.0 – b) / 0.5 = 0.80 and • MDO/Gasoil LS z = (0.5 – c) / 0.5 = 0.90. We can now calculate the ESI SOx for these two quarters: ESI SOx = 0.40 x 30 + 0.80 x 35 + 0.90 x 35 = 12.00 + 28.00 + 31.50 = 71.50 (23.06). Now how is the use of cleaner fuels rewarded in the calculation: actually the average sulphur content for any fuel type that is more polluting and that is not bunkered is set at zero; consequently the full amount of sub-points for any dirtier fuel that is not bunkered is given as a reward. Continue with the above example and assume that the ship doesn’t bunker any HFO but only MDO/Gasoil and MDO/Gasoil LS and the above rule would result in ESI SOx = 1.00 x 30 + 0.80 x 35 + 0.90 x 35 = 30 + 28 + 31.5 = 89.5 (28.9). Further cleaning up of the act and only bunkering MDO/Gasoil LS would lead to the even higher value for ESI SOx = 1.00 x 30 + 1.00 x 35 + 0.90 x 35 = 30 + 35 + 31.5 = 96.5 (31.1). In the main formula for calculating the ESI Score the sub-scores are divided by 3.1; the result of this division is the number shown in brackets.

It is recognized that there may not be general availability of MDO/Gasoil LS in all ports of the world requiring vessels that are using these fuels to bunker at longer and/or more irregular intervals than would normally be expected. In such cases the ESI Administrator may be consulted for assistance to enter BDNs into the data base. As a general approach in considering this issue it is assumed that the period between two MDO LS bunker supplies does not exceed one year; where no supplies have taken place in the 6 month reporting period, any fuel supplied during the two quarters preceding the reporting period may be evenly split over the three or four quarters respectively of that whole 9 or 12 month period provided that at least one port was entered in any such quarter.

The ESI approach is relying on self declaration and does not require any data to be verified or certified by third parties; the data provided are randomly checked for inconsistencies and for obvious mistakes. In practice, whenever high scores are observed, the data will be scrutinized and where they seem to be somewhat unlikely, the data provider/ship operator will be invited to provide copies of the underlying BDNs and certificates to the ESI Administrator; in the past years there were just a few cases that warranted a closer inspection and in all cases the data were correct. However in addition, a few ports that are incentive providers and employ professional ship inspectors have been authorized to perform audits on ESI’s behalf. Please refer to the Terms of Use, section 10.4 Auditing.