eedi guidance notes v3.0_tcm155-240648
DESCRIPTION
eediTRANSCRIPT
Implementing the Energy Efficiency Design Index (EEDI)
Guidance for owners, operators, shipyards and tank test organisations
i
Contents
1. Scope of this document 2
2. EEDI Purpose 2
3. EEDI Application 2
4. Reference lines and reduction factors (required EEDI) 3
4.1 Reference lines 3
4.2 Reduction factors and implementation 3
5. The EEDI equation (attained EEDI) 4
6. Verification processes for the attained EEDI 5
6.1 Pre-verification overview 5
6.2 Final verification overview 5
7. Verification responsibilities 6
7.1 Verifier (Classification society/RO) 6
7.2 Shipbuilder 6
7.3 Tank test organisation 7
8. Document submission requirements 8
8.1 Overall document submission responsibility 8
8.2 Confidentiality issues 8
8.3 Pre-verification documents 8
8.4 Final verification documents 9
9. Technical methods for EEDI reduction 10
Appendices 12
Appendix 1 – Useful references 12
Appendix 2 – Glossary 12
Appendix 3 – IMO background on energy efficiency regulation 13
Appendix 4 – List of parameters that affect the EEDI 13
Appendix 5 – EEDI reduction phases and cut-off limits 14
Appendix 6 – Lloyd’s Register EEDI verification process 15
Appendix 7 – Review and witness points 16
Appendix 8 – EEDI technical file contents 18
Implementing the Energy Efficiency Design Index Version 3.0, December 2012
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1. Scope of this document
These guidance notes provide advice to owners, operators, shipyards and tank test organisations who are
looking to prepare themselves for mandatory implementation of the Energy Efficiency Design Index (EEDI).
The guidance covers the following:
- Current status of the IMO regulations
- Responsibilities of the different parties involved in EEDI verification
- Information on what options are currently available for ensuring compliance
2. EEDI Purpose
The EEDI is a design index, primarily applicable to new ships, that has been developed by the IMO and is to
be used as a tool for control of CO2 emissions from ships. The IMO aims to improve the energy efficiency
of ships via mandatory implementation of the EEDI.
3. EEDI Application
The Regulations on Energy Efficiency relating to the EEDI and SEEMP are mandatory from 1st January 2013
within a new Chapter 4 of MARPOL Annex VI. Within the regulations, there remains the option for
Administrations to adopt a waiver up to 4 years from the entry-into-force criteria.
The EEDI affects new ships above 400 gross tonnes1 and applies to the ship types shown in Table 1 below.
A ship’s attained EEDI (using the equation and verification procedure described in the following sections)
must be equal to or less than the required EEDI for that ship type and size, which will be a function of the
reference line value and a reduction factor X i.e.:
The key documents and guidelines for the calculation and verification of the EEDI are summarised in
Appendix 1.
1 At present excludes ships with steam turbine, diesel-electric and hybrid propulsion
Attained EEDI ≤ Required EEDI = (1-X/100) × Reference line value
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4. Reference lines and reduction factors (required EEDI)
4.1 Reference lines
Reference lines have been developed by the IMO for a number of ship types. The EEDI reference lines refer
to statistically average EEDI curves derived from data for existing ships. The reference lines are ship specific
and dependent on ship type and size. Reference line values are calculated using the following table and
equation:
Reference line value = a × b-c
Ship type (as defined in MARPOL Annex VI Chapter 4, Regulation 2)
a b c
Bulk carrier 961.79 DWT of the ship 0.477
Gas carrier 1120.00 DWT of the ship 0.456
Tanker 1218.80 DWT of the ship 0.488
Container ship 174.22 DWT of the ship 0.201
General cargo ship 107.48 DWT of the ship 0.216
Refrigerated cargo carrier 227.01 DWT of the ship 0.244
Combination carrier 1219.00 DWT of the ship 0.488
Passenger ship
Not initially subject to reference lines. Attained EEDI still needs to be calculated. Ro-ro cargo ship
Ro-ro passenger ship
Table 1: Parameters for determination of reference values for the different ship types (MARPOL Annex VI, Regulation 21)
4.2 Reduction factors and implementation
Reduction factors will be used to implement the EEDI in phases so as to gradually reduce the required EEDI
in much the same way as NOx and SOx limits. These reduction factors will apply to specific ship types and
sizes given in Table 5 in the Appendix. Figure 1 shows the concept of how these reduction factors will be
implemented over time.
EED
I[g
CO
2/t
e.n
m]
Capacity [DWT or GT]Cut off limit
0%
Phase 0: 2013-2015
-10%
Phase 1: 2015-2020
-30%
Phase 3: 2025 +
-15%
-20%
Phase 2: 2020-2025
Figure 1: EEDI concept
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5. The EEDI equation (attained EEDI)
The EEDI equation calculates the CO2 produced as a function of a ship’s transport work performed. In other
words, the equation provides a measure of the ship’s ‘benefit to society’ by establishing how much CO2 is
produced per transport work done. This equates to g CO2 / tonne.nm. Figure 2 shows the EEDI calculation
formula.
𝑓𝑗
𝑀
𝑗=1
𝑃𝑀𝐸 𝑖 ∙ 𝐶𝐹𝑀𝐸 ∙ 𝑆𝐹𝐶𝑀𝐸
𝑛𝑀𝐸
𝑖=1
𝑓𝑗
𝑀
𝑗=1
∙ 𝑃𝑃𝑇𝐼 𝑖
𝑛𝑃𝑇𝐼
𝑖=1
− 𝑓𝑒𝑓𝑓 𝑖 ∙ 𝑃𝐴𝐸𝑒𝑓𝑓 𝑖
𝑛𝑒𝑓𝑓
𝑖=1
𝐶𝐹𝐴𝐸 ∙ 𝑆𝐹𝐶𝐴𝐸 𝑓𝑒𝑓𝑓 𝑖 ∙ 𝑃𝑒𝑓𝑓 𝑖
𝑛𝑒𝑓𝑓
𝑖=1
∙ 𝐶𝐹𝑀𝐸 ∙ 𝑆𝐹𝐶𝑀𝐸 𝑃𝐴𝐸 ∙ 𝐶𝐹𝐴𝐸 ∙ 𝑆𝐹𝐶𝐴𝐸
Main engine(s) Auxiliary engine(s) Energy saving technologies (auxiliary power)Energy saving technologies (main power)
Transport work
𝑓𝑖 ∙ 𝑓𝑐 ∙ 𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑦 ∙ 𝑓𝑤 ∙ 𝑉𝑟𝑒𝑓
Figure 2: EEDI equation
The top line of the EEDI equation is characterised by four key terms, whereby the energy saving
technologies terms may include, for example, waste heat recovery systems, use of wind power or solar
power. The CO2 produced is based on the product of the power, specific fuel consumption and carbon
factor for a particular type of fuel used.
The bottom line of the equation relates the total CO2 generated by each of the four terms, to ship capacity
and speed. In addition, there are a series of correction factors that moderate the equation. These account
for:
Ship design factors (e.g. Ice-Class and shuttle tankers)
Weather factor for decrease in speed in representative conditions
Voluntary structural enhancement
Ships built to Common Structural Rules (CSR)
Capacity correction for chemical tankers and LNG ships
The calculation of the EEDI is detailed within the 2012 Guidelines on the Method of Calculation of the
Attained EEDI for New Ships (IMO Resolution MEPC.212(63)
A list of parameters that have an effect on the EEDI is included in Appendix 4.
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6. Verification processes for the attained EEDI
Verification of the EEDI is in two stages; pre-verification which commences at the design stage and final
verification upon completion of the sea trials and commissioning. Details of the verification methodology
are given in IMO resolution MEPC.214(63) and the overview process is shown below:
Figure 3: IMO EEDI Survey and Certification Process (MEPC.214(63))
6.1 Pre-verification overview
Pre-verification at the design stage, requires model tests to obtain the ship predicted speed and power in
the EEDI and sea trial condition and the development of an EEDI Technical File (EEDI-TF) containing
necessary information to support the verification of the calculated ‘Attained’ EEDI.
6.2 Final verification overview
Final verification of the ‘Attained’ EEDI will normally be done based on completion of commissioning trials
in order to determine the reference (EEDI) speed from corrected speed-power performance of the ship.
This will be assessed using the IMO preferred standard of ITTC 7.5-04-01-01.2 or ISO 15016:2002 and
speed trials should be carried out for at least three points (the range of which to include 75% MCR) for
each ship in order to establish the reference (EEDI) speed for the calculation. If a trial is not possible under
‚EEDI conditions‛, the results will have to be extrapolated by methods acceptable to the verifier. All
verification will be carried out by an RO.
Basic Design Tank Test*,
EEDI Calculation
Submission of additional
information
Sea Trial
Shipowner Shipbuilder Verifier
Development of EEDI Technical File
Application for EEDI pre-
verification
Submission of EEDI Technical
File
Application for EEDI
verification
Modification and Resubmission of EEDI Technical File
Verification:
- EEDI Technical File
- additional information
Issuance of
Report of pre-verification
Verification:
- sea trial condition
- ship speed - revised EEDI Technical File
Issuance of
Report of verification
Start of ship construction
Delivery of ship * To be conducted by a test
organisation or a shipbuilder itself.
Pre
-Verificatio
n
Final V
erifica
tion
Witness Model Tank Test
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7. Verification responsibilities
7.1 Verifier (Classification society/RO)
Facility previous experience or
ISO 9000?
PRE – VERIFICATION
Audit & check quality control documentation
Check EEDI computation and procedure to obtain the speed
curves (examine justifications for omissions of tank tests, if any)
Agree test plan
Check ship model & propeller
Witness tank tests
Issue pre-verification report
Yes
No
FINAL VERIFICATION
Check sea trials plan
Attend sea trials
Check final report for VREF and EEDI
Issue certificate
Figure 4: Verifier procedure (Industry Guidelines, MEPC 64/INF22)
During the EEDI verification, the Classification Society will have to verify (review and witness) a number
of documents and stages of the ship construction. These are summarised in Table 6 in the Appendices.
A more detailed process containing the individual steps followed by Lloyd’s Register carrying out the EEDI
verification is shown in Figure 6 in the Appendices.
7.2 Shipbuilder
The shipbuilder responsibilities at different steps of the EEDI process are outlined in Figure 3 above and in
Figure 6 in the Appendices. In general, the shipbuilder shall:
- Ensure that the EEDI technical file is prepared in accordance with the IMO guidelines
- Provide to the verifier all supporting documents required in accordance with IMO guidelines. These are
summarised in Table 2 and Table 3. It must be noted that although some documents (for example
tank test reports) may originate from a third party it is the shipbuilder’s responsibility to obtain
these documents and submit them to the verifier.
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- Revise the EEDI technical file and/or other associated documents if found not to be in accordance with
IMO guidelines
- Conduct the sea trial to an agreed standard, for example:
- ITTC 7.5-04-01-01.1
- ISO 19019:2005
- Perform the speed-power results analysis in accordance with the standards accepted by the IMO:
- ITTC 7.5-04-01-01.2 (IMO preferred method)
- ISO 15016:2002
- Make all necessary arrangements for the verifier surveyors to attend the sea trial
7.3 Tank test organisation
The tank test organisation has a key role in the pre-verification stage and the key responsibilities are
summarised below:
- Provide the verifier with the information and access required in order to check its quality system. If
previous experience is insufficiently demonstrated, the tank test facility should allow the verifier to
possibly audit its quality management system.
- Provide the verifier with the documents required in accordance with the IMO guidelines, summarised
in Table 2.
- Make all necessary arrangements for the verifier surveyors to attend part of the model tank tests which
are directly related to the EEDI.
- Allow the verifier surveyor to check key points of the process in accordance with the Industry
Guidelines (MEPC 64/INF22) and as summarised in Table 6. In particular, allow the verifier to check
that the power curves at full scale are determined in a consistent way between sea trials and EEDI
loading conditions, applying the same calculation process of the power curves and considering
justifiable differences of experience based parameters between the two conditions.
It is recognised that required IMO procedures for sea trial may differ than existing shipyard
practices (e.g. the number of speed-power measurements and length of run).
However, for the purposes of EEDI verification the IMO procedures must be followed,
otherwise the Verifier may consider the sea trial invalid and, subsequently, be unable to
issue an International Energy Efficiency Certificate (IEEC)
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8. Document submission requirements
8.1 Overall document submission responsibility
Although some of the documents contained below (e.g. tank test reports) may originate from a third party
(e.g tank test organisation) it is the shipbuilder’s responsibility to request and ensure that these documents
are submitted to the verifier.
8.2 Confidentiality issues
In line with the IMO Verification Guidelines (4.1.2), it is recognized that the documents listed above may
contain confidential information of submitters, which requires Intellectual Property Rights (IPR) protection.
In the case where the submitter requires a non-disclosure agreement with the verifier, the additional
information should be provided to the verifier upon mutually agreed terms and conditions.
In this case, Non-Disclosure Agreements (NDAs) need to be signed between:
- The shipbuilder and the verifier, for information owned by the shipbuilder
- The tank test organisation and the verifier, for information owned by the tank test organisation facility
8.3 Pre-verification documents
Document Description
EEDI Technical File EEDI Technical File as defined in the IMO Verification Guidelines. See example of the EEDI Technical File in Appendix 1 of IMO Verification Guidelines
NOx Technical File
Copy of the NOx Technical File and documented summary of the SFC correction for each type of main and auxiliary engine with copy of EIAPP certificate. Note: if the NOx Technical File has not been approved at the time of the preliminary verification, the SFC value with the addition of the guarantee tolerance is to be provided by Manufacturer. In this case, the NOx Technical File should be submitted at the final verification stage.
Electric Power Table If PAE is significantly different from the values computed using the formula in 2.5.6.1 or 2.5.6.2 of the IMO Calculation Guidelines
Ship lines and model particulars
- Lines of ship - Report including the particulars of the ship model and propeller model
Verification file of
power limitation technical arrangement
If the propulsion power is voluntarily limited by verified technical means
Power curves Power-speed curves predicted at full scale in sea trial condition and EEDI condition
Description of the tank test facility and tank test organisation quality manual
If the verifier has no recent experience with the tank test facility and the tank test organization quality system is not ISO 9001 certified. - Quality management system of the tank test including process control, justifications concerning repeatability and quality management processes - Records of measuring equipment calibration as described in Appendix 3 - Standard model-ship extrapolation and correlation method (applied method and tests description)
Gas fuel oil general arrangement plan
If gas fuel is used as the primary fuel of the ship fitted with dual fuel engines. Gas fuel storage tanks (with capacities) and bunkering facilities bare to be described
Tank Tests Plan Plan explaining the different steps of the tank tests and the scheduled inspections allowing the verifier to check compliance with the items listed in
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Appendix 1 of the industry guidelines concerning tank tests
Tank Tests Report
- Report of the results of the tank tests at sea trial and EEDI condition as required in Appendix 4 of the industry guidelines
2
- Values of the experience-based parameters defined in the standard model-ship correlation method used by the tank test organization/shipyard - Reasons for exempting a tank test, only if applicable - Numerical calculations report and validation file of these calculations, only if calculations are used to derive power curves
Ship reference speed Vref
Detailed calculation process of the ship speed, which should include the estimation basis of experience-based parameters such as roughness coefficient, wake scaling coefficient
Table 2: Pre-verification documents (Industry Guidelines, MEPC 64/INF.22)
8.4 Final verification documents
Document Description
Sea trials plan Description of the test procedure to be used for the speed trial, with number of speed points to be measured and indication of PTO/PTI to be in operation, if any.
Sea trials report Report of sea trials with detailed computation of the corrections allowing determination of the reference speed Vref
Final stability file Final stability file including lightweight of the ship and displacement table based on the results of the inclining test or the lightweight check
Final power curves Final power curve in the EEDI condition showing the speed adjustment methodology
Revised EEDI technical file
Including identification of the parameters differing from the calculation performed at the initial verification stage
Ship lines Lines of ship as built
NOx Technical File In case this has not been submitted at the pre-verification
Table 3: Final verification documents (Industry Guidelines, MEPC 64/INF.22)
2 MEPC 64/ INF.22 or latest revision
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9. Technical methods for EEDI reduction
There are a number of technical methods, at present, that are being explored in order to help owners
reduce the EEDI of their ships. All of these methods fall broadly under four key categories:
Design
Design for increased capacity and/or lighter ships;
Innovative / renewable technologies, reducing all or significant portion of CO2 using mainly renewable energy;
Technology
Engine selection for speed reduction;
Use of energy efficient technologies requiring less fuel for same amount of power;
Operation
Speed reduction
Fuel
Use of low carbon fuels.
The table below describes some of the considerations in regard to some of the potential solutions for each
of these methods.
Technical method
Potential solution
Comments
Design Increase in deadweight
There may be scope for increasing the deadweight of a ship via
reductions in lightweight or improved design. Consideration should be given to ensuring adequate structural safety margins if reducing design scantlings.
Hull optimisation
Hull form resistance constitutes about 70% of the power
consumed. Hull optimisation can yield significant fuel savings, especially if starting from a hydrodynamically poor hull. Improvements can be made to the bulbous bow, hullform, stern bulb, transom or appendages as required.
Aerodynamic optimisation
In a strong headwind, aerodynamic drag can contribute more than
10% of the total ship resistance. For many vessel types, this loss can be significantly reduced through superstructure modifications, flow deflectors, fairings and bow visors.
Propulsive optimisation
Wake field optimisation can improve propeller efficiency, reduce fuel consumption, and limit adverse cavitation effects such as erosion, noise and vibration. This is best achieved through local hull form modifications. The location of flow improvement devices on the hull or rudder can also be optimised
Wind power
Offers the potential for considerable CO2 savings. Investment is required in terms of installing propulsion systems e.g. sails and kite technology. Consideration needs to be given to any required structural enhancements to cater for increased loads. Reliance is placed on consistent wind conditions in order to benefit from this source of energy.
Solar power Photovoltaic cells (solar panels) are another form of renewable
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Technical method
Potential solution
Comments
energy that can offer significant CO2 and other emission reductions. The cost to benefit ratio of this source is quite high as a large area of cells are required to produce a small amount of power. At present, the efficiency of this technology means energy concentrations can augment power requirements but not replace a ship’s primary power source.
Nuclear power
This source of energy could remove all CO2, NOx and SOx
emissions. Other benefits of this technology include smaller space requirements for the power source therefore potential for increased cargo capacity. Nuclear power is becoming more competitive given rising fuel oil prices although issues surrounding safety and disposal of nuclear waste remain.
Technology Engine selection Many engine manufacturers now offer improved engine designs aimed at optimising performance.
Efficient technologies (hull coatings, hull appendages, waste heat recovery systems etc.)
Many technologies are available ‘off-the-shelf’ although can sometimes be difficult to quantify their benefits. Some, for example advanced hull coatings, are being increasingly used whereas waste heat recovery and hull-propeller systems could be used if their cost-effectiveness is improved.
Operation Speed reduction
Slow steaming is very effective at reducing consumption and CO2 but may require the ship to operate outside its rated envelope meaning lower combustion temperatures and pressures leading to higher maintenance and possible increase in particulate matter emissions. Reducing the speed of the world fleet may also fuel the shift in freight transport to other modes such as land and air in order to maintain capacity.
Fuel LNG
Demand is increasing from owners wishing to use this fuel. Replacing conventional marine fuel oil with LNG would potentially eliminate SOx emissions and drastically reduce NOx emissions whilst reducing CO2 by around 20%. LNG availability is limited in certain global areas with limited refuelling terminals and development of new terminals is linked to demand and vice versa. Other considerations of the use of LNG relate to safe use and the increased storage onboard in specialised tanks. Methane slip from LNG use is potentially more harmful than the benefits.
Biofuels
An attractive alternative to marine diesel in terms of potential savings in CO2 emissions although the impact of bio-fuel production is not fully clear. Bio-diesel is expensive in comparison to marine diesel and the lower energy content means larger bunker tanks would be required onboard ships.
Table 4: Examples of innovative technical and fuel options for EEDI Reduction
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Appendices
Appendix 1 – Useful references
1. IMO Resolution MEPC.203(62);
2. 2012 Guidelines on the Method of Calculation of the Energy Efficiency Design Index (EEDI) for new
ships, MEPC.212(63);
3. 2012 Guidelines on Survey and Certification of the Energy Efficiency Design Index (EEDI)
MEPC.214(63);
4. Guidelines for Calculation of Reference Lines for use with the Energy Efficiency Design Index (EEDI)
MEPC.215(63);
5. BIMCO, CESA, IACS, ICS, INTERCARGO, INTERTANKO, ITTC, OCIMF and WSC, First version of industry
guidelines on calculation and verification of the Energy Efficiency Design Index (EEDI), MEPC 64/INF.22
6. International Towing Tank Conference, ITTC Recommended Procedures 7.5-04-01-01.2.1, "Speed and
Power Trials, Part 1 Preparation and Conduct" and 7.5-04-01-01.2, "Speed/power trials, part 2,
analysis of speed/power trial data", MEPC 64/INF.6
7. International Organization for Standardization, ISO 15016:2002 – ‚Guidelines for the assessment of
speed and power performance by analysis of speed trial data‛
8. Lloyd’s Register EEDI Frequently Asked Questions (www.lr.org/eedi)
Appendix 2 – Glossary
Term Definition
COP Conference Of Parties
DAD Lloyd’s Register Design Appraisal Document
DSO Lloyd’s Register Design Support Office
EEDI Energy Efficiency Design Index
EEDI-TF Energy Efficiency Design Index – Technical File
EEOI Energy Efficiency Operational Indicator
GHG Greenhouse Gas
IMO International Maritime Organisation
MCR Maximum Continuous Rating
MEPC Marine Environmental Protection Committee
RO Recognised Organisation
SEEMP Ship Energy Efficiency Management Plan
SFC Specific Fuel Consumption
Tank Test Model towing tests, model self-propulsion tests and model propeller open water tests. Numerical tests may be accepted as equivalent to model tests.
Verifier Administration, or any person or organization duly authorized by
it, which conducts the survey and certification of the EEDI
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Appendix 3 – IMO background on energy efficiency regulation
The International Maritime Organisation (IMO), as the main regulatory body for shipping, has, in recent
years, devoted significant time and effort in order to regulate shipping energy efficiency and thereby
control the marine GHG emissions. For this purpose, IMO has developed a number of technical and
operational measures that include:
Energy Efficiency Design Index (EEDI);
Energy Efficiency Operational Index (EEOI);
Ship Energy Efficiency Management Plan (SEEMP).
The IMO has also been working on a number of Market-Based Measures (MBMs) for the marine industry.
The MBMs development is still ongoing.
The EEDI represents one of the major technical regulations for marine CO2 reduction and the IMO, under
the banner of the Marine Environmental Protection Committee (MEPC) and its associated Energy Efficiency
working group, has been finalising the regulations and guidelines for the EEDI with input from each of the
various flag states and other industry bodies. Figure 5 shows the MEPC’s activity timeline.
Figure 5: IMO timeline
Appendix 4 – List of parameters that affect the EEDI
The following are provided as a list of typical parameters which may have an effect on the ship’s EEDI.
Note: This is not an exhaustive list.
1. Ship type and design for ice
2. Type of fuel
3. Size and specific fuel consumption of main engines (or main propulsion motors)
4. Specific fuel consumption of auxiliary (power generation) engines
5. Hull form
6. Hull appendices
7. Propeller
8. Electric power requirement for non-propulsion systems
9. Capacity at summer load line
10. Draft and trim at summer load line
11. Energy saving devices as specified in EEDI Technical File
Resolution A.963 (23) “IMO policies and practices related to reduction of GHG emissions from ships”
MEPC Circ.471 “Energy Efficiency Operational Indicator”
Dec 2003
Jun 2005
Mar 2008
Jun
2008
GHG Working Group 1
Oct
2008
Feb
2009
Jul
2009
Mar 2010
Jun
2010
Sep
1997
Reg text
Jul 2011
EEDI & SEEMP Adopted
Sep 2010
Resolution 8 “CO2 emissions from ships”
GHG Working Group 2
MEPC Circ. 681 EEDI Calculation
MEPC Circ. 682 EEDI Verification MEPC Circ. 683 SEEMP MEPC Circ. 684 EEOI
Energy Efficiency Working Group
MEPC 40 MEPC 53 MEPC 57 MEPC 58 MEPC 59 MEPC 60 MEPC 61 MEPC 62
Mar
2012
Guidelines Adopted: MEPC.212(63) EEDI Calculation MEPC.213(63) SEEMP MEPC.214(63) EEDI Verification MEPC.215(63) EEDI Ref Lines
MEPC 63 MEPC 64
Finalisation
Oct
2012
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Appendix 5 – EEDI reduction phases and cut-off limits
Ship type Size
Phase 0
1-Jan-13 to
31-Dec-14
Phase 1
1-Jan-15 to
31-Dec-19
Phase 2
1-Jan-20 to
31-Dec-24
Phase 3
1-Jan-25 onwards
Bulk carrier 20,000 DWT and above 0 10 20 30
10,000 – 20,000 DWT n/a 0-10* 0-20* 0-30*
Gas carrier 10,000 DWT and above 0 10 20 30
2,000 – 10,000 DWT n/a 0-10* 0-20* 0-30*
Tanker 20,000 DWT and above 0 10 20 30
4,000 – 20,000 DWT n/a 0-10* 0-20* 0-30*
Container ship 15,000 DWT and above 0 10 20 30
10,000 – 15,000 DWT n/a 0-10* 0-20* 0-30*
General cargo ship 15,000 DWT and above 0 10 15 30
3,000 – 15,000 DWT n/a 0-10* 0-15* 0-30*
Refrigerated cargo carrier
5,000 DWT and above 0 10 15 30
3,000 – 5,000 DWT n/a 0-10* 0-15* 0-30*
Combination carrier 20,000 DWT and above 0 10 20 30
4,000 – 20,000 DWT n/a 0-10* 0-20* 0-30*
Table 5: Reduction factors (X) for Required EEDI versus Attained EEDI (MARPOL Annex VI, Regulation 21)
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Appendix 6 – Lloyd’s Register EEDI verification process
Figure 6: Lloyd’s Register EEDI verification and certification process
Shipyard or Shipowner
Initial data submission by the yard or owner to DSO
Preliminary data review by DSO to ensure all required
data is available
Contact the yard or owner for additional
or correct data
Issuance of Pre-verification Design Appraisal Document
(DAD) by the DSO to the yard
Verification of the agreed speed trial by the attending
surveyor during sea trial
Final data submission by the yard or owner inclusive of speed trial results to DSO
Preparation and issuance of the final verification DAD by the DSO to yard or owner
Shipyard or Shipowner
DSO
DSO/ LR Field Surveyor
LR Field Surveyor
DSO/ LR Field Surveyor
Pre
-Verifica
tion
Fin
al V
erifica
tion
Independent calculation of EEDI and completion of
checklists
Independent calculation of EEDI and completion of
checklists
DSO
DSO
Issuance of EEDI certificate by LR Surveyor to yard or owner LR Field Surveyor
Yard or owner requests LR attendance to witness model
tank tests for EEDI
Unless technical justification provided why tank test omitted
for a ship of same type as defined by IMO Guidelines
Shipyard or Shipowner
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Appendix 7 – Review and witness points
Ref. Function Survey method
Reference document Documentation to be
made available to the verifier
Remarks
01 EEDI Technical File Review IMO Verification Guidelines Industry guidelines
3
Documents in table 2 of the industry guidelines
02 Limitation of power Review IMO Calculation Guidelines
Verification file of limitation technical means
Only If means of limitation are fitted
03 Electric Power Table Review
Appendix 2 to IMO Calculation Guidelines Appendix 2 to IMO Verification Guidelines
EPT EPT-EEDI form
Only if PAE is significantly different from the values computed using the formula in 2.5.6.1 or 2.5.6.2 of the IMO Calculation Guidelines
04 Calibration of tank test measuring equipment
Review & witness
Appendix 3 of industry guidelines
Calibration reports Check at random that measuring devices are well identified and that calibration reports are currently valid
05 Model tests – ship model
Review & witness
Appendix 4 of industry guidelines
Ship lines plan & offsets table Ship model report
Checks described in appendix 4.1 of the industry guidelines
06 Model tests – propeller model
Review & witness
Appendix 4 of industry guidelines
Propeller model report Checks described in appendix 4.2 of the industry guidelines
07
Model tests – Resistance test, Propulsion test, Propeller open water test
Review & witness
Appendix 4 of industry guidelines
Tank tests report
Checks described in appendix 4.3 of the industry guidelines Note: propeller open water test is not needed if a stock propeller is used. In this case, the open water characteristics of the stock propeller are to be annexed to the tank tests report.
08 Model-ship extrapolation and correlation
Review
ITTC 7.5-02-03-01.4 1978 ITTC performance prediction method (rev.02 of 2011 or subsequent revision) Appendix 4 of industry guidelines Industry guidelines 15.7
Documents in table 2 of the industry guidelines
Check that the ship-model correlation is based on thrust identity with correlation factor according to method 1 ( CP – CN) or method 2 (ΔCFC - ΔwC) Check that the power-speed curves obtained for the EEDI condition and sea trial condition are obtained using the same calculation process with justified values of experience-based parameters
3 MEPC 64/ INF.22 or latest revision
Implementing the Energy Efficiency Design Index Version 3.0, December 2012
17
09 Numerical calculations replacing tank tests
Review ITTC 7.5-03-01-04 (latest revision) or equivalent
Report of calculations
10 Electrical machinery survey prior to sea trials
Witness Appendix 2 to IMO Verification Guidelines
Only if PAE is computed from EPT
11 Programme of sea trials
Review IMO Verification Guidelines
Programme of sea trials Check minimum number of measurement points (3) Check the EEDI condition in EPT (if PAE is computed from EPT)
12 Sea trials Witness ISO 19019:2005 or ITTC 7.5-04-01-01.1 (latest revision)
Check: - Propulsion power, particulars of the engines - Draught and trim - Sea conditions - Ship speed - Shaft power & rpm Check operation of means of limitations of engines or shaft power (if fitted) Check the power consumption of selected consumers included in sea trials condition EPT (if PAE is computed from EPT)
13 Sea trials – speed/power analysis
Review ISO 15016:2002 or ITTC 7.5-04-01-01.2
Sea trials report
Check that the displacement and trim of the ship in sea trial condition has been obtained with sufficient accuracy Check compliance with ISO 15016:2002 or or ITTC 7.5-04-01-01.2
14
Sea trials – adjustment from trial condition to EEDI condition
Review Industry guidelines 16.2 Power curves after sea trial
Check that the power curve estimated for EEDI condition is obtained by power adjustment
15 EEDI Technical File – revised after sea trials
Review IMO Verification Guidelines
Revised EEDI technical file
Check that the file has been updated according to sea trials results
Table 6: Summary of review and witness points (industry Guidelines, MEPC 64/INF..22)
Implementing the Energy Efficiency Design Index Version 3.0, December 2012
18
Appendix 8 – EEDI technical file contents
The EEDI technical file should contain the following information:
Ship details including principal dimension and particulars;
Ships’ main and auxiliary engines particulars;
Ship speed-power curve and a description of the source and calculation method of the speed-power curve;
Ship speed at 75% main engines’ MCR together with ship speed-power curve showing the corresponding speed and power;
Ship auxiliary power requirement and calculated values of auxiliary power PAE;
A general schematic diagram of propulsion system and auxiliary power supply and interlink between the two systems if any;
A list of ‚energy saving equipment‛ that has been included in EEDI calculation;
All the relevant correction factors and reasons for their choice or use;
Calculated attained EEDI of vessel including the specific numbers used as input to the equation.
A sample EEDI technical file is included within the industry guidelines (Appendix 2 of MEPC 64/INF.22).
For further information, contact your local Lloyd’s Register Group office.
www.lr.org/eedi
Lloyd's Register is a trading name of Lloyd's Register Group Limited and its subsidiaries.
For further details, please see our website www.lr.org/entities
Lloyd's Register Group Limited, its affiliates and subsidiaries and their respective officers,
employees or agents are, individually and collectively, referred to in this clause as the
'Lloyd's Register'. Lloyd's Register assumes no responsibility and shall not be liable to any
person for any loss, damage or expense caused by reliance on the information or advice
in this document or howsoever provided, unless that person has signed a contract with
the relevant Lloyd's Register entity for the provision of this information or advice and in
that case any responsibility or liability is exclusively on the terms and conditions set out in
that contract.