2021 | B U R E A U V E R I TA S M A R I N E & O F F S H O R E

DEMYSTIFYING IMO EEXI & CII

AND THEIR IMPACTS ON SHIPPING
DEMYSTIFYING IMO EEXI & CII AND THEIR IMPACTS ON SHIPPING

Bureau Veritas Marine & Offshore BVS

Mathieu Philippe Vassilios Dimoulas Dr John Kokarakis Eric Baudin

Commercial Director Technology & Innovation Technical Director Innovation Manager

BV Marine & Offshore Manager, BV M&O Greece BV M&O Hellenic, Black Sea & Bureau Veritas Solutions
Cyprus & Malta Adriatic Zone Marine & Offshore

MODERATOR SPEAKER SPEAKER SPEAKER

MEPC76 involvement
Technical advisor to the French Flag in the
IMO Corresponding Group
 SUMMARY

01 02 03
REGULATION EEXI KEY PARAMETERS EEXI IMPACTS ON
OVERVIEW VESSEL TYPES

04 05 06
CII CII IMPACTS ON VESSEL BVS PATH TO ZERO
KEY PARAMETERS TYPES GHG EMISSIONS
01

REGULATION
OVERVIEW
SHIPPING GHG EMISSIONS – FROM ZERO TO ZERO

1840
COAL

B.C.
SAILS

2030
LOW EMISSIONS

1920
HFO

2050
ZERO EMISSIONS?
HOW WILL THE IMO GOALS BE ACHIEVED

IMO2050 ambitious goals

3000
IMO business-as-usual emission scenario

Design and technical measures (EEDI)

2500
Operational measures (SEEMP)

Minimum ambition emissions gap to fill using innovative measures, fuels and technologies
2000
CO2 [mill tonnes]

Maximum ambition emissions gap to fill using innovative measures, fuels and technologies

1500

1000
70% Carbon Intensity
reduction compared to 2008
40% Carbon Intensity
500
reduction compared to 2008

0
2010 2015 2020 2025 2030 2035 2040 2045 2050
MARPOL ANNEX VI CHAPTER IV HIERARCHY AT A GLANCE
MARPOL ANNEX VI
chapter 4 MEPC75 outcome:
Mandatory reduction target for
MEPC75 outcome: operational emissions (CII, CII rating)
Application 19
extension of EEDI
to existing ships 19A, Goal Enhanced SEEMP
19B, Functional Requirement

TECHNICAL OPERATIONAL
Carbon Intensity Requirement Carbon Intensity Requirement
by Design In Operations

Regulation 22
SEEMP

Regulation 20 Regulation 21 Ships in Regulation 22A Ships in

NewBuilt Regulation 22B
Attained EEDI Required EEDI Service Collecting & reporting of ship Service
> 400 GT Operational Carbon Intensity CII > 5000 GT
fuel oil consumption

Part I: Ship management plan to

Ships in improve emergency efficiency -Attained annual CII
Regulation 20A Regulation 21A (SEEMP) -Required CII
Service
Attained EEXI Required EEXI -Operational CII rating (A,B,C,D,E)
> 400 GT Part II: Ship fuel oil consumption -Corrective action and incentives
data collection plan (DCS)
INTERNATIONAL
ENERGY
EFFICIENCY
CERTIFICATE
(IEEC)
EEXI FORMULA - DESIGN CARBON INTENSITY

Design CO2 Emissions

Attained EEXI:
Main Auxiliary PTI Auxiliary engine Main engine
engine emissions engine emissions shaft-motor energy savings energy savings

Familiar Formula?
Correction factors
(by ship segment) Yes! Same as EEDI
Design Transport work
EEXI REDUCTION FACTORS
USUALLY ALIGNED WITH EEDI PHASE 2 OR 3

Bulk carriers Tankers Gas carriers

30 30 30 30 30 30 30
20 20 20 20 20 20 20 20 20
15 15

20k-200k +200k 20k-200k +200k 10k-15k +15k

LNG Carriers Containers 50 50

40 35 45 45
30 30 30 35 30
20 20 20 20 20 20 20

+10k 15k-40k 40k-80k 80k-120k 120k-200k +200k

EEXI APPLICATION TIMELINE
PREPARATION IN 2021-2022, VERIFICATION IN 2023

2020 2021 2022 2023 2024 2025 2026 2027

Implementation
H1 H2 H1 H2 H1 H2 H1 H2 H1 H2 H1 H2 H1 H2 H1 H2

EEXI guidelines

EEXI preparation frame time

EEXI guidelines coming into force

EEXI compliance

Full EEXI verification

IMO measures review

IMO actions Owner actions Recognized

Organization/
Administration

Important to be prepared and have EEXI technical file

ready for submittal
CII FORMULA - OPERATIONAL CARBON INTENSITY

Actual annual CO2 Emissions Possible CIIs:

MEPC76 expected outcome:

AER most probable CII due to
high variability of EEOI and
compatibility with IMO DCS

Supply Based

Actual annual Transport work

Demand Based
CII ANNUAL RATING
STILL UNDER DISCUSSION AT IMO

CII = (1-Z/100) ×CIIR

Where: Under Development
- Z is the annual reduction factor to ensure continuous improvement of ship's by IMO WGs
operational CII within a specific rating level.
- CIIR is the reference value.

If E or D for 3
consecutive years
corrective actions
in accordance with
updated SEEMP

Bands under
Development

Incentives for A-B

CII APPLICATION TIMELINE: VERIFICATION IN 2024
CORRECTIVE ACTIONS IN 2025

2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030
Implementation
H1 H2 H1 H2 H1 H2 H1 H2 H1 H2 H1 H2 H1 H2 H1 H2 H1 H2 H1 H2 H1 H2

CII & SEEMP guidelines ratification

SEEMP preparation time frame Self-evaluation & improvement

CII & SEEMP guidelines coming into force

SEEMP verification
Fuel consumption and carbon intensity reduction
reports
Verification and rating (A-E) and SoC issue
Implementation according to non-mandatory
guidelines
IMO measures review

Coming into force mandatory CII code

IMO actions Owner actions 2026

Mandatory corrective actions
CII tuning (ships rated D for 3 years)
Recognized Organization/Administration 2023 2024
1st
year of 1st year of CII verification + mandatory
measurement corrective actions (ships rated E)
02

EEXI KEY PARAMETERS

Latest developments from IMO Working groups
EEXI IMPORTANT PARAMETERS
POWER, FUEL CONSUMPTION & CAPACITY

1 2 2

Paramete Attention Main ships

Description
r point impacted
• In general: 75% of Main Engine MCR IMO
• LNG carriers with steam turbine: 83% of ST MCR submissions to
1 PME • Most important parameter for attained EEXI determination increase MCR to All ships
• Overridable Engine Power Limitation (EPL) or Shaft Power Limitation 87% MCR for all
(ShaPoLi) the easiest way to improve vessels
Source:
• NOx Technical File for Main Engine / Generator Engine
Conservative Pre-EEDI ships
2 • When no info or NOx Technical file exists (eg pre-EEDI ships) – default
SFCME / default value LNG carriers
value
SFCAE when no info with steam
• SFCME = 190 g/kWh and SFCAE = 215 g/kWh (in general)
exists turbine
• SFC = 285 g/KWh LNG carriers with Steam Turbine (under
discussion)
• Cargo ships: deadweight at scantling draft (70% for containerships)
3 Capacity
• Passenger vessels: Gross Tonnage
EEXI IMPORTANT PARAMETERS
EPL / ShaPoLi MANAGEMENT

Principle: limit Engine Power EPL safeguard conditions

electronically or mechanically
• IMO Minimum power requirement does not apply
• Non-Permanent but requiring deliberate action by crew
after Master’s authorization
• ShaPoLi/EPL Onboard Management Manual (OMM)
verified by RO
• Use of power reserve consistent with Regulation 3.1
MARPOL Annex VI i.e.:
• Adverse weather
• Ice infested waters
• Search & rescue
• Avoidance of Pirates
• Engine Maintenance
• Use of power reserve and related conditions recorded
in the OMM
16 © 2021 Bureau Veritas M&O
EEXI IMPORTANT PARAMETERS
CALCULATION OF REFERENCE SPEED

4
Vref should be obtained from an approved speed- Alternative 1:
power curve at scantling (EEDI) draft at PME Estimate power-speed curve by
 Requires dedicated sea trials IMO Statistical Evaluation
 Conservative Vref compared to sea trials

Alternative 2:
Estimate power-speed curve by model tests
PME
or numerical calculation (eg CFD)
 Under discussion at IMO – expected
Vre outcome of MEPC76
f
EEXI IMPORTANT PARAMETERS
IMPROVEMENT OF REFERENCE SPEED WITH ENERGY SAVING DEVICES (EASY RETROFIT)

4
• CFD will be acceptable to
document ship specific effect
of ESD in EEXI Technical file
• For cases of small EEXI may
exceedance, ESD may be
useful to replace or
substantially reduce the EPL
• Larger gains may be achieved
by more extensive
hull/machinery
modifications (e.g. bulbous
bow modification, waste heat
recover etc.)

18 © 2021 Bureau Veritas M&O

03

EEXI
IMPACTS ON VESSEL TYPES
What does it mean for the shipping industry?
EEXI EFFECT ON POST-EEDI SHIPS “AS IS”
BV FLEET: ~70% EXPECTED EEXI COMPLIANT « AS IS »

Certified EEDI Ships vs Required EEXI 2023 (Container ships-BV Fleet)

Total 79 ships – 30.4% meet required EEXI 2023

Certified EEDI Ships vs Required EEXI 2023 (Gas Carrier-BV Fleet)

EEXI expected compliance
Total 47 ships – 57.4% meet required EEXI 2023 Source: BV EEDI data
Scope: post-EEDI ships
Certified EEDI Ships vs Required EEXI 2023 (Gas Carrier-BV Fleet)
Total 47 ships – 57.4% meet required EEXI 2023 100%
90%
Certified EEDI Ships vs Required EEXI 2023 (Cargo Ship-BV Fleet)
Total 50 ships – 80.0% meet required EEXI 2023 80%
70%
60%
50%
© 2021 Bureau Veritas Marine & Offshore 5 Progress and the remaining issues on the CII guidelines

40%
30%
© 2021 Bureau Veritas Marine & Offshore 6 Progress and the remaining issues on the CII guidelines
20%
10%
© 2021 Bureau Veritas Marine & Offshore 6 Progress and the remaining issues on the CII guidelines
0%
Bulk Tankers Container Gas LNG Cargo
© 2021 Bureau Veritas Marine & Offshore 8 Progress and the remaining issues on the CII guidelines
ships carriers carriers ships
(no
steam
Compliant Not compliant turbines)

Many small EU feeders with high

EEDI / EEXI
EEXI EFFECT ON BULK SHIPS AFTER EPL
6% VREF REDUCTION (18% EPL) REQUIRED ON AVERAGE

EEXI effect based on BV calculations on over 150 vessels built after 2002:
Required EPL Average Vref (75%MCR) Vref (75% MCR) Vref
Type
range Required EPL before EPL (knots) after EPL (knots) Reduction
Newcastlemax 0%-6% 1% 14.4 14.4 0%
Capesize 7%-46% 28% 14.8 13.0 11.6%
Minicapes 24%-38% 32% 14.7 13.0 11.4%
Kamsarmax-Panamax 0%-30% 13% 13.8 13.2 4.2%
Ultramax-Supramax 0%-40% 14% 14.0 13.3 5.0%
Average 18% 6.5%

Capesize EPL% vs Date of Build Kamsarmax EPL% vs Date of Build Ultramax-Supramax EPL% vs Date of Build
50.0 35.0 45.0
45.0
30.0 40.0
40.0
35.0
35.0 25.0
30.0
30.0 20.0
25.0 25.0

20.0 15.0 20.0

15.0 10.0 15.0
10.0 10.0
5.0
5.0 5.0
0.0 0.0 0.0
2002 2004 2006 2008 2010 2012 2014 2016 2018 2000 2005 2010 2015 2020 2002 2004 2006 2008 2010 2012 2014 2016 2018
21 © 2021 Bureau Veritas M&O
EEXI EFFECT ON ALL SHIPS AFTER EPL
IMO STUDY: ACTUAL SPEED NOT REDUCED BY MORE THAN 5%
Reminder: Vref usually superior to
actual speed of vessel

Average speed Average Engine Load

Bulk Carrier Bulk Carrier
Tanker/Comb. Carrier Tanker/Comb. Carrier
Containership Containership

Gas/LNG Carrier Gas/LNG Carrier

General Cargo General Cargo

Refrigerated Cargo Refrigerated Cargo

Ro-Ro/vehicle Ro-Ro/vehicle

Total
Total
0 0.2 0.4 0.6 0.8
0 2 4 6 8 10 12 14 16 18

Average speed, 2019 Average speed, after EEXI Average engine load, 2019 Average engine load, after EEXI

Source: IMO ISWG-GHG 7/2/15 7 February 2020

Study on world fleet operations for 2019

• Speed and engine load already reduced due to market conditions and fuel prices
• EEXI will not affect average speed in operation but will reduce the time spent in high engine loads
EEXI EFFECT ON ICE CLASS TANKERS
STRONG EPL NEEDED YET LIMITED IMPACT ON OPERATIONS

BV Calculation on two different size ICE IA Tankers, both built 2006-2007 in Korea:

DWT MCR (kW) Att. EEXI Req. EEXI Req. EPL

LR1 – ICE IA 73000 13560 5.140 4.609 38%

MR – ICE IA 51000 11110 5.993 4.921 51%

Strong EPL needed Limited impacts on operations

• Even with application of Ice Class • The large EPL figures shown above will not
correction factors significant (38-51%) affect operation as power reserve in Ice
EPL is needed Classed vessels is not normally needed and
EPL can be restored when operating in ice
• The smaller vessel is worse affected as
the engine needs to be oversized to cover
Ice Class minimum power 23 © 2021 Bureau Veritas M&O
EEXI EFFECT ON LNG CARRIERS
THE STEAM TURBINE CASE (1/2)

Summary of BV Calculations for different LNG Carrier types

DF 2-Stroke DF Diesel Electric Steam Turbine
Date of build (year) 2017-2020 2007-2019 1977-2014
Capacity 100% (m3) 174,000-180,000 155,000-174,000 125,000-150,000
SGC (g/kWh) 145-160 170-190 240-300
Daily gas consumption (t/day) 96-104 120-125 130-170
Natural BOG (t/day) 67-69 70-78 85-102
EEXI attained 4.0-4.1 7.4-8.0 9.0-11.0
EEXI required 6.9-7.1 7.2-7.4 7.1-7.8
Shaft Power Limitation N/A 0%-10% 25%-45%
Daily gas consumption (t/day)
N/A Not affected 90-76
After ShaPoLi
Reduction of speed N/A Not affected From 19.5kn to 16.5kn

MEPC 76-7-X1 (TOR 1): For LNG carriers, the power from combustion of the excessive natural
boil-off gas in the engines or boilers to avoid releasing to the atmosphere or unnecessary thermal
oxidation, should be deducted from P ME(i) with the approval of the verifier. 24 © 2021 Bureau Veritas M&O
EEXI EFFECT ON LNG CARRIERS
THE STEAM TURBINE CASE (2/2)

Steam Turbine and EEXI – The issues:

• Large margin of non-compliance due to low efficiency of the

propulsion system
• Reduction of consumption due to power limitation may reach levels
below the natural boil of rate. Regular steam dumping will be
required.
• Gas used in steam dumping may not be counted for EEXI as it is a
safety measure (MEPC 76-7-X1 - Not finalized and under discussion)
• Reduction of service speed due to power limitation is significant
• More than 1/3rd of the world fleet will be operating at reduced speed
and low efficiency levels

25 © 2021 Bureau Veritas M&O

EEXI TAKEAWAYS

Overall ~70% post EEDI ships are expected to be compliant « as is »

For non-compliant ships, EPL/ShaPoLi is likely to be the easiest compliance option

Efficient designs will have some competitive edge if chartering requirements request increased speed
compared to current practice

ESDs may be beneficial for cases of small EEXI exceedance and more complicated retrofits
hull/machinery may offer increased benefit

Potential for disruption to the LNG Carrier market exists as steam turbine driven vessels are seriously affected
(1/3rd of total fleet)

26 © 2021 Bureau Veritas M&O

04

CII
KEY PARAMETERS
Latest developments from IMO Working groups
CII REFERENCE LINES AND REDUCTION RATES
REFERENCE LINE= 2019/ 2 SCENARIOS

Reference Lines Reduction Rates: 2 scenarios

CIIref = αCapacity -C 𝑅𝑒𝑞𝑢𝑖𝑟𝑒𝑑 𝐶𝐼𝐼 𝑓𝑜𝑟 𝑦𝑒𝑎𝑟 𝑖 = (1 −
𝑍
)𝐶𝐼𝐼𝑖−1
100
• Parameters for Reference Lines Supply
Metric AER
set for 2019 for all vessel types annual annual
(see appendix) Ship type
improvement improvement
Z Z
“Demand based” “Supply based”
• For Bulk carriers >279 000 DWT Demand
Metric EEOI
Bulk carrier 0.5% 2.0%
capacity = 279 000 DWT.
Gas carriers 1.0% 2.0%
• For LNG carriers < 65 000 DWT
Tanker 0.5% 2.0%
capacity = 65 000 DWT
Container ship 1.5% 2.0%
General cargo ship 1.0% 2.0%
Refrigerated cargo carrier 1.5% 2.0%
Combination carrier 1.0% 2.0%
LNG carriers 1.0% 2.0%
Ro-ro cargo ship (vehicle carrier) 1.5% 2.0%
Ro-ro cargo ship 0.5% 2.0%
Ro-ro passenger ship 0.5% 2.0%
28 © 2021 Bureau Veritas M&O
CII EXEMPTIONS FOR SPECIFIC VOYAGES
ILLUSTRATION

• Sailing in ice conditions

• No transport work or distance travelled for a

prolonged period such as
• Lay-up
• Drydock or stop for technical repairs
• Waiting time due to port congestion.

• Sailing in sea states at or more severe than Bf 7 or Bf 8.

• Dynamic positioning operations of shuttle tankers

during cargo loading at offshore locations

29 © 2021 Bureau Veritas M&O

CII SPECIFIC CALCULATIONS CARGO
CONDITIONING AND REFRIGIRATED CONTAINERS

• Subtract from CII CO2 from boiler fuel spent for cargo heating or fuel spent for tank washing operation
• Subtract from CII CO2 corresponding to electrical consumption of cargo handling gear
• Subtract from CII CO2 corresponding to freezing and/or chilling reefer containers.
• Initially 75% of CO2 is subtracted decreasing by 3% every year.

30 © 2021 Bureau Veritas M&O

CII RATING METHODS
PRINCIPLES AND EXAMPLE ILLUSTRATION

Principles Worked example for “B” bulk carriers:

inferior boundary
d4=11.8
upper boundary
d3=10.6
Required CII
= 10 g/tm Attained CII
d2=9.4
lower boundary = 9 g/tm
superior boundary
d1=8.6

• Symmetry in C rated vessels

• D rated vessels occupy wider limits than B exp(d1) exp(d2) exp(d3) exp(d4)
rated vessels 0.86 0.94 1.06 1.18

• Differences amplified in the smaller vessels

• The distribution is skewed towards the C, D &
E rated ships 31 © 2021 Bureau Veritas M&O
HOW TO IMPROVE CII?

• Several solutions exist

• Both design and operational

• Some are easy to apply

• For retrofit decisions, vessel

and operational profile
needs to be carefully
evaluated to confirm
suitability and establish
CAPEX and ROI

• Alternative fuels will

ultimately be needed
05

CII
IMPACTS ON VESSEL TYPES
What does it mean for the shipping industry?
CII PRELIMINARY ASSESSMENT OF EFFECTS
BULK CARRIERS

55%

In a business-as-usual (supply-
based) scenario, compared to 2019
20% • 2023: ~20% of the fleet will shift
towards D and E ratings
• 2030: ~55% of the fleet will shift
towards D and E ratings (mainly
E rating)

Source: preliminary BV study based on BV IMO-DCS data, to be confirmed after MEPC76 once CII
metrics and reduction factors are confirmed
Note: CII is heavily dependent on ship operations and as such results may differ from year to year
34 © 2021 Bureau Veritas M&O
CII PRELIMINARY ASSESSMENT OF EFFECTS
BULK CARRIERS

15% In a business-as-usual (demand-

5% based) scenario, compared to 2019
• 2023: ~5% of the bulk carrier fleet
will shift towards D and E ratings
while C remains ~constant
• 2030: ~15% of the bulk carrier
fleet will shift towards D and E
ratings (transition from A to E is
done incrementally)

Source: preliminary BV study based on BV IMO-DCS data, to be confirmed after MEPC76 once CII
metrics and reduction factors are confirmed
Note: CII is heavily dependent on ship operations and as such results may differ from year to year
CII PRELIMINARY ASSESSMENT OF EFFECTS
BULK CARRIERS

2019 (A+B): Panamax/Kamsarmax, the most efficient fleet in

terms of A/B ratings (51% of the fleet rated A/B)

2019 (D+E): VLOC & Supramax/Ultramax are the most inefficient

in terms of D/E ratings (51% & 43% respectively)

2019 (C): Newcastle Max dominate in the C ratings (41%)

20%

In a business-as-usual (demand-based) scenario,

compared to 2019
• 2030 (A+B): Ratings tend to normalize and shift
towards D & E for all fleets
• 2030 (E): Newcastle Max, the most impacted fleet in
terms of shift in E ratings (~20% shift)

Source: preliminary BV study based on BV IMO-DCS data, to be confirmed after MEPC76 once CII
metrics and reduction factors are confirmed
Note: CII is heavily dependent on ship operations and as such results may differ from year to year
36 © 2021 Bureau Veritas M&O
CII PRELIMINARY ASSESSMENT OF EFFECTS
TANKERS

10%
In a business-as-usual (demand-
5%
based) scenario, compared to 2019
• 2023: ~5% of the fleet will shift
towards D and E ratings
• 2030: ~10% of the fleet will shift
towards D and E ratings, while A
and B will “shrink” by ~10% in the
same year

Source: preliminary BV study based on BV IMO-DCS data, to be confirmed after MEPC76 once CII
metrics and reduction factors are confirmed
Note: CII is heavily dependent on ship operations and as such results may differ from year to year
37 © 2021 Bureau Veritas M&O
CII PRELIMINARY ASSESSMENT OF EFFECTS
TANKERS

In 2019
• (A+B): MR Tankers, the most efficient fleet in
terms of A/B ratings (45% of the fleet rated A/B)
• (D+E): Panamax/LR1 & Aframax/LR2 are the
most inefficient in terms of D/E ratings (47% &
45% respectively)
• (C): 39% of the VLCC fleet rated C in 2019

10% 10% In 2030, a business-as-usual (demand-based) scenario,

compared to 2019
• (A+B): Ratings tend to normalize and shift towards D &
E for all fleets
• (E): Panamax/LR1 & Aframax/LR2, the most impacted
fleet in terms of shift in E ratings (~10% shift each)

Source: preliminary BV study based on BV IMO-DCS data, to be confirmed after MEPC76 once CII
metrics and reduction factors are confirmed
Note: CII is heavily dependent on ship operations and as such results may differ from year to year
CII PRELIMINARY ASSESSMENT OF EFFECTS
CONTAINERSHIPS

+40pt
In a business-as-usual (demand-
+10pt based) scenario
• 2023: ~10% of the fleet will shift
towards D and E ratings
• 2030: ~40% of the fleet will shift
towards D and E (mainly due to the
16.5% reduction factor for
containerships). A and B will also
“shrink” by ~25%

Source: preliminary BV study based on BV IMO-DCS data, to be confirmed after MEPC76 once CII
metrics and reduction factors are confirmed
Note: CII is heavily dependent on ship operations and as such results may differ from year to year
39 © 2021 Bureau Veritas M&O
CII PRELIMINARY ASSESSMENT OF EFFECTS
CONTAINERSHIPS

In 2019:
• (A+B): Handysize, the most efficient fleet in terms of A/B
ratings (48% of the fleet rated A/B)
• (D+E): Feeders are the most inefficient in terms of D/E
ratings (47%)
• (C): 1 out of 2 ULCS rated C in 2019 while only 1%
rated E

45%

In 2030, in a business-as-usual (demand-based) scenario,

compared to 2019
• All segments shift towards E rating while ULCS mainly D
• VLCS are the most impacted fleet in terms of shift in E
ratings (~45% shift)

Source: preliminary BV study based on BV IMO-DCS data, to be confirmed after MEPC76 once CII
metrics and reduction factors are confirmed
Note: CII is heavily dependent on ship operations and as such results may differ from year to year
CII TAKEAWAYS

Scenario for Reduction Rate still under discussion – with impact x2 between the 2
combinations

If ship performance remains unchanged, 5%-10% is expected to shift to non-

compliance by 2023 and 15-30% by 2030 assuming demand-based rating scenario.

The latter figure could be increased to 55% if the supply-based rating scenario will
prevail.

Specific exemptions are planned to account for specific sea conditions (ice, severe
weather) and ship operations (cargo handling, DP, port waiting time, etc.)

Many options exist to reduce CII (both design and operational). They will require careful
consideration of their suitability and ROI.
BV SOLUTIONS M&O PROVIDES NON-CLASS SERVICES

CLASSIFICATION AND NON CLASS

STATUTORY SERVICES SERVICES
3rd party Independent analysis
Class Certification Verification Engineering & Risk Assurance Consulting

CLASS KNOWLEDGE
METHOD VALIDATION

MANDATORY SUPPORT
TO SAILAND OPERATE TO DECISION MAKING
06

BVS PATH TOWARDS

ZERO GHG EMISSIONS
 IMO2050: A BVS PATH TO ZERO GHG EMISSION

IMO ambitious goals will require to implement … … a mix of technical,

operational and
innovative solutions

5-15% 1-10% 5-50%

5-20% Power & Fleet
Energy
Hull & management
propulsion management
superstructures Logistics
systems

Source: IMO, 2020

1-10%
Voyage Up to 75% 35-90%
optimisation Extensive Fuel
speed modification
optimisation

44 // BV SOLUTIONS MARINE & OFFSHORE BVS path to zero GHG emission

BEYOND IMO AND CLASS: SUPPORT TO MEET THE CHALLENGES

How will these indexes impact my

fleet ?
What are these new indexes ?

Is the Engine Power Limitation the

What are the available options to
right option for my specific case ?
improve EEXI ?

Should I reduce the speed of my

fleet and purchase additional
How much can I expect with an vessels?
ESD in my case?

Can you help me by proposing

scenarios and assist for an
action plan ?

45 // BV SOLUTIONS MARINE & OFFSHORE BVS path to zero GHG emission

 IMO2050: A PATH TO ZERO GHG EMISSION

1 AUDIT OF THE FLEET GHG BASELINE 2 DECARBONIZATION STRATEGY

Design Index Status
Data (EEXI) VS Decarbonization pathways
Objectives
and strategies
collection Operational Indexes (Scenarios, Life Cycle Cost Analysis)
(CII) ?

EEXI CII
1
Attained not 1
compliant
E
2
2

Required
D
Attained
compliant
C
B
A
2020 2023 2030 2050 2020 2023 2030 2050

46 // BV SOLUTIONS MARINE & OFFSHORE BVS path to zero GHG emission

 IMO2050: A BVS PATH TO ZERO GHG EMISSION 1
Audit of the fleet GHG baseline

Design
Analysis of vessels energy efficiency Index
related (EEXI)

►Attained EEXI for each concerned vessel

►Comparison to required EEXI

Operations Evaluation of the vessels energy footprint (CII)

related

►COMPUTATION of the operational carbon intensity

indexes (AER, EEOI, etc.) based on collected data
►UNDERSTANDING of the past and current performance
of fleet and ships

47 // BUREAU VERITAS SOLUTIONS MARINE & OFFSHORE BVS path to zero GHG emission
 SOLUTIONS BY DESIGN 2
Expertise to improve ship design

HULL FORM ENERGY SAVING PROPELLER & AERODYNAMIC NEW FUELS &
OPTIMISATION DEVICES APPENDAGES OPTIMIZATION INNOVATIVE DESIGNS

Hull performance audit Full integration Self-propulsion calculations Superstructures LNG as fuel
Improve design to meet study & optimisation Rotating propeller optimisation H2 and Ammonia
operating profile Performance calculations Appendage design Risk based approach
Resistance, speed and fuel validation Cavitation evaluation Wind assisting equipment Feasibility studies
consumption prediction Hull interaction evaluation Integration studies
Self-propulsion calculations Based on vessel operating
Added resistance in waves profile

48 // BV SOLUTIONS MARINE & OFFSHORE BVS path to zero GHG emission

 CFD PATH: HULL FORM OPTIMISATION 2
Agile and integrated within design process
BVS is able to evaluate a lot of designs in a very short duration, and can easily be
integrated within design process and phases of the ship yard or design office

Immediate savings
No additional construction cost and each % gain will reduce fuel consumption for the
whole life of the ship.

Higher ship value beyond Indexes compliance

Better ship designs with low consumption have higher value for chartering and on
the second hand market.
Vref

AVERAGE GAINS EXPECTED OVER 100+ PROJECTS:

LNG Carriers Container Ships Military Ships
Retrofit
UP TO 10% UP TO 17% UP TO 6% ►5 to 17 % gains
►Increase with operational profile changes

New build
Bulk Carriers / Tankers Cruise & Ferries Fishing Vessels ►2 to 8% gains
& Leisure Boats ►Depending on initial design & constraints
UP TO 6% UP TO 9% UP TO 9%
49 // BV SOLUTIONS MARINE & OFFSHORE BVS path to zero GHG emission
SOLUTIONS BY OPERATIONS 2
Expertise to support better operations
Example of Results
Library Ship modeling Fuel consumption

CO2 emissions

Speed profile

SHIP ENERGY VOYAGE OPTIMISATION HULL SURFACE TRIM OPTIMISATION

MODELLING CONDITION

Energy models using Ocean & Coastal routing Fouling effect evaluation Determine the optimal trim
SEECAT BV software Based on accurate ship Hull cleaning strategy at given speed and ship
Based on actual operating model displacement
Anti-fouling optimization
profile Accounting for real Accounting for loading
Air lubrication system manual constraints
Energy and machinery metocean conditions
architectures benchmarks Just in time with
Energy efficiency and GHG homogeneous sailing
emissions simulations

50 // BV SOLUTIONS MARINE & OFFSHORE BVS path to zero GHG emission

 ONE OPERATIONAL PATH: TRIM OPTIMISATION 2
Advanced engineering
Based on a hydrodynamic database of ship performances, generated by a trim, speed
and displacement systematic study of a given hull form. All computations are performed
by the most advanced and accurate Computational Fluid Dynamic (CFD) software
available.

Real time optimization & savings

BVS has developed and distributes a dedicated Trim Optimisation Software
(OPTITRIM) that enables ship’s crew and operators to determine the optimal trim at
given displacements and speeds.

Beyond Operational Indexes compliance

Reach and maintain the objectives. Enable from single ship management a better fit to
operational profiles of a whole fleet.

CASE STUDY ON A CONTAINER SHIP Savings

500 T/Year/vessel
Avg. consumption/ship
25,000 T/Year/vessel
ROI
Trim Optimisation 2 months
BASE TRIM 2% GAINS 3% LOSSES
-1% in HFO Consumption

51 // BV SOLUTIONS MARINE & OFFSHORE BVS path to zero GHG emission

PERFORMANCE SOLUTIONS FROM ASSETS TO FLEET 2
Global support to improve fleet insight & performance

OPERATING CONDITIONS FLEET PERFORMANCE FLEET AUDIT & SEA DATA ANALYSIS
COMPLIANCE ONBOARD SURVEYS

Reverse engineering GHG emissions prediction Energy index (EVDI, EEXI, Noise (radiated in air and
Adapt operations to actual tool at fleet level CII…) underwater)
hull design Support to decision making: Poseidon Principles Ship energy audits
Following operating impact of slow steaming, Calculation of ship portfolio Correlate predictions with
constraints newbuild vs. retrofit… alignment in-situ information
Detailed analysis of vessel
contribution
Support to improvement
strategy

52 // BV SOLUTIONS MARINE & OFFSHORE BVS path to zero GHG emission

 A BVS PATH TO SUSTAINABLE SHIPPING

BVS empowers you with a set of decision aids DECI SI O N AI D TO WAR DS

based on:
S U S TAI N A B L E S H I P P I N G

A detailed insight on the baselines

Consolidation of scenarios to reach the objectives
Engineering expertise to quantify performance,
CAPEX and OPEX

1 Audit of the fleet baseline

WHERE YOU ARE ?

WHAT TO DO ?
2 Engineering services supporting
Sustainable shipping strategies
WHEN ?

53 // BV SOLUTIONS MARINE & OFFSHORE BVS path to zero GHG emission

DEMYSTIFYING IMO EEXI & CII AND THEIR IMPACTS ON SHIPPING
Q&A
Bureau Veritas Marine & Offshore BVS

Mathieu Philippe Vassilios Dimoulas Dr John Kokarakis Eric Baudin

Commercial Director Technology & Innovation Technical Director Innovation Manager

BV Marine & Offshore Manager, BV M&O Greece BV M&O Hellenic, Black Sea & Bureau Veritas Solutions
Cyprus & Malta Adriatic Zone Marine & Offshore

MODERATOR SPEAKER SPEAKER SPEAKER

MEPC76 involvement
Technical advisor to the French Flag in the
IMO Corresponding Group
WRAP UP
THANK YOU
WANT TO KNOW MORE?
CONTACT US
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