EEDI Guidance Notes for Clients v2.1_tcm155-240648

7/28/2019 EEDI Guidance Notes for Clients v2.1_tcm155-240648

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Implementing the EnergyEfficiency Design Index (EEDI)

Guidance for owners, operators and shipyards


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Lloyds Register, its affiliates and subsidiaries and their respective officers, employees or agents are, individually andcollectively, referred to in this clause as the Lloyds Register Group. The Lloyds Register Group assumes noresponsibility and shall not be liable to any person for any loss, damage or expense caused by reliance on theinformation or advice in this document or howsoever provided, unless that person has signed a contract with therelevant Lloyds Register Group entity for the provision of this information or advice and in that case any responsibilityor liability is exclusively on the terms and conditions set out in that contract.


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Implementing the Energy Efficiency Design Index (EEDI) Guidance for owners, operators and shipyards

June 2012 (version 2.1) i

Contents1. Introduction 12. EEDI purpose 13. IMO background 14. Current state of legislation 25. The EEDI 36. Verification process 47. Verification documents 5

7.1 Pre-verification 57.2 Final verification 57.3 EEDI technical file 67.4 Available Lloyds Register documents 6

8. Required EEDI 78.1 Reference lines 78.2 Reduction factors and implementation 7

9. Technical methods for EEDI reduction 9Appendix 1 Useful references 11Appendix 2 Glossary 11


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June 2012 (version 2.1) 1

1. Introduction

These guidance notes provide advice to owners, operators and shipyards who are perhaps looking to adopt

the Energy Efficiency Design Index (EEDI) early on a voluntary basis, or prepare themselves for its future

mandatory implementation. The guidance reflects the current status of the IMO regulations as well as

providing 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 efficiencyof ships via (future) mandatory implementation of the EEDI.

3. IMO background

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 1 shows the MEPCs activity timeline.

Resolution A.963 (23) IMOpolicies and practicesrelated to reduction of GHGemissions from ships

MEPC Circ.471Energy EfficiencyOperational Indicator

Dec

2003Jun

2005Mar

2008Jun

2008

GHG WorkingGroup 1

Oct

2008Feb

2009Jul

2009Mar

2010Jun

2010Sep

1997

Reg text

Jul2011

EEDI &SEEMP

Adopted

Sep2010

Resolution 8CO2 emissionsfrom ships

GHG WorkingGroup 2

MEPC Circ. 681 EEDI CalculationMEPC Circ. 682 EEDI VerificationMEPC Circ. 683 SEEMPMEPC Circ. 684 EEOI

EnergyEfficiency

orking 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 CalculationMEPC.213(63) SEEMPMEPC.214(63) EEDI VerificationMEPC.215 63 EEDI Ref Lines

MEPC 63

Figure 1: MEPC and Working Group Timeline


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June 2012 (version 2.1)2

4. Current state of legislation

The Regulations on Energy Efficiency relating to the EEDI and SEEMP will enter into force on 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.

At MEPC 63 in March 2012, the IMO Guidelines relating to these Regulations were adopted under the

following resolutions:

- Resolution MEPC.212(63) 2012 Guidelines on the Method of Calculation of the Attained Energy

Efficiency Design Index (EEDI) for New Ships;

- Resolution MEPC.213(63) 2012 Guidelines for the Development of a Ship Energy Efficiency

Management Plan (SEEMP);

- Resolution MEPC.214(63) 2012 Guidelines on Survey and Certification of the Energy Efficiency

Design Index (EEDI);

- Resolution MEPC.215(63) Guidelines for Calculation of Reference Lines for use with the Energy

Efficiency Design Index (EEDI);

The EEDI will only affect new ships above 400 gross tonnes* and will be applicable to the following ship

types:

Bulk carriers;; Gas carriers; Tankers; Container ships; General cargo ships; Refrigerated cargo ships; Combination carriers; Passenger ships**; Ro-ro cargo ships** (including vehicle carriers); and Ro-ro passenger ships***Excludes ships with steam turbine, diesel-electric and hybrid propulsion.

** Not initially subject to regulatory limits.

Each ship will require its own EEDI which will be verified by a recognised organisation (RO) as described

further on in this document. Following verification, an International Energy Efficiency Certificate (IEEC)

covering both EEDI and SEEMP will be issued by the RO on behalf of the Flag State and will be required to

be maintained onboard the ship throughout its life. The certificate is valid for the life of the ship unless the

ship undergoes major conversion, is withdrawn from service or transfers flag.


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5. The EEDI

The EEDI equation calculates the CO2produced as a function of a ships transport work performed. In other

words, the equation provides a measure of the ships benefit to society by establishing how much CO2is

produced per transport work done. This equates to g CO2/ tonne.nm. Figure 2 shows the EEDI calculation

formula.

=1

=1

=1

=1

=1

=1

Main engine(s) Auxiliary engine(s) Energy sav ing technologies (auxiliary power)Energy savingtechnologies (ma in power)

Transport work

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 CO2produced 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 capacityand 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 recently adopted 2012 Guidelines on the Method ofCalculation of the Attained EEDI for New Ships (IMO Resolution MEPC.212(63).

Figure 2: Energy Efficiency Design Index (MEPC.212(63))


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6. Verification process

Verification of the EEDI will be 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 process is shown in Figure 3.

Pre-verification at the design stage, requires model tests to obtain the ship predicted speed and power inthe 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.

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 ISO 15016:2002 or an equivalent standard and speed trials should be carried out

at more than two 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.

Lloyds Register is able to provide complete verification for clients who wish to adopt the EEDI

on a voluntary basis at present and is working closely within the IMO framework to help develop

the EEDI in readiness for mandatory implementation.

Figure 3: IMO EEDI Survey and Certification Process (MEPC.214(63))

Basic Design Tank Test*,

EEDI Calculation

Submission of additionalinformation

Sea Trial

Shipowner Shipbuilder Verifier

Develo ment 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 ofReport 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.

Witness Model Tank Test


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7. Verification documents

7.1 Pre-verification

Pre-verification will involve submission of the following:

EEDI-TF that will include details of the calculated EEDI; Supporting documents including (but not limited to):

Report on the method and results of the tank test for an individual ship including predicted speed-power curves at both EEDI condition and speed trial condition;

Estimation process and methodology of the power curves at design stage; Detailed calculation process of the ship speed, including the estimation basis of parameters such asroughness coefficient, wake coefficient; Reasons for exempting a tank test, if applicable; including lines and tank test results of the ships of

same* type, and the comparison of the principal particulars of such ships and the ship in question.

Lines of a model ship and an actual ship for the verification of the appropriateness of the tank test; Lightweight of the ship and displacement table for the verification of the deadweight; Principal particulars and the overview of propulsion system and electricity supply system on board; Description of energy saving equipment; Main and auxiliary engine NOx technical files and shop test data.

EEDI Speed Trial plan for measuring EEDI reference speed at 75% MCR.* As defined in MEPC.214(63)

7.2 Final verification

Final verification will involve submission of the following:

Final EEDI-TF updated with regard to; Verified EEDI reference speed at 75% MCR (obtained from measured results of the speed trial) Final technical parameters supporting the calculation of the EEDI value.

Supporting documents including (but not limited to): Speed trial data and detailed report of corrections and extrapolation methods used as well as

technical parameters required to perform verification to ISO 15016:2002 or equivalent;

Final displacement table and the measured lightweight, or a copy of the survey report ofdeadweight;

Approved NOx technical file (if not already supplied as part of pre-verification).


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8. Required EEDI

A ships attained EEDI (using the formula and verification procedure described above) will be required to fall

on or below 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.:

8.1 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

formula:

Reference line value = a b-c

Ship type (as defined in MARPOL Annex VIChapter 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

Table 1: Parameters for determination of reference values for the different ship types (MEPC.203(62))

8.2 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 andsizes given in Table 2. Figure 4 shows the concept of how these reduction factors will be implemented over

time.

Attained EEDI Required EEDI = (1-X/100) Reference line value


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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-25onwards

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 cargocarrier

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 2: MEPC 62 Reduction factors (X) for Required EEDI versus Attained EEDI (MEPC.203(62))

* Reduction factor to be linearly interpolated between the two values dependent upon vessel size. The lower value of

the reduction factor is to be applied to the smaller ship size.

D W T / G R T

EDVugo

nm)

Reference Line

Phase 1

Phase 2

Phase 3

Cut O f f

10%

20%

30%

0%2013

2015

2020

2025

Figure 4: Regulatory concept of the EEDI


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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.

Table 3 describes some of the considerations in regard to some of the potential solutions for each of these

methods.

Technicalmethod

Potentialsolution

Comments

DesignIncrease indeadweight

There may be scope for increasing the deadweight of a ship viareductions in lightweight or improved design. Considerationshould be given to ensuring adequate structural safety margins ifreducing design scantlings.

Hulloptimisation

Hull form resistance constitutes about 70% of the powerconsumed. Hull optimisation can yield significant fuel savings,especially if starting from a hydrodynamically poor hull.Improvements can be made to the bulbous bow, hullform, sternbulb, transom or appendages as required.

Aerodynamic

optimisation

In a strong headwind, aerodynamic drag can contribute more than10% of the total ship resistance. For many vessel types, this loss

can be significantly reduced through superstructure modifications,flow deflectors, fairings and bow visors.

Propulsiveoptimisation

Wake field optimisation can improve propeller efficiency, reducefuel consumption, and limit adverse cavitation effects such aserosion, noise and vibration. This is best achieved through localhull form modifications. The location of flow improvement deviceson the hull or rudder can also be optimised

Wind power

Offers the potential for considerable CO2 savings. Investment isrequired in terms of installing propulsion systems e.g. sails and kitetechnology. Consideration needs to be given to any requiredstructural enhancements to cater for increased loads. Reliance is

placed on consistent wind conditions in order to benefit from thissource of energy.


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Technicalmethod Potentialsolution Comments

Solar power

Photovoltaic cells (solar panels) are another form of renewableenergy that can offer significant CO2 and other emissionreductions. The cost to benefit ratio of this source is quite high as alarge area of cells are required to produce a small amount ofpower. At present, the efficiency of this technology means energyconcentrations can augment power requirements but not replace aships primary power source.

Nuclear power

This source of energy could remove all CO2, NOx and SOxemissions. Other benefits of this technology include smaller spacerequirements for the power source therefore potential forincreased cargo capacity. Nuclear power is becoming morecompetitive given rising fuel oil prices although issues surroundingsafety and disposal of nuclear waste remain.

Technology Engine selectionMany engine manufacturers now offer improved engine designsaimed at optimising performance.

Efficienttechnologies(hull coatings, hullappendages,waste heatrecovery systems

etc.)

Many technologies are available off-the-shelf although cansometimes be difficult to quantify their benefits. Some, forexample advanced hull coatings, are being increasingly usedwhereas waste heat recovery and hull-propeller systems could beused 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 envelopemeaning lower combustion temperatures and pressures leading tohigher maintenance and possible increase in particulate matteremissions. Reducing the speed of the world fleet may also fuel theshift in freight transport to other modes such as land and air inorder to maintain capacity.

Fuel LNG

Demand is increasing from owners wishing to use this fuel.Replacing conventional marine fuel oil with LNG would potentiallyeliminate SOx emissions and drastically reduce NOx emissions

whilst reducing CO2 by around 20%. LNG availability is limited incertain global areas with limited refuelling terminals anddevelopment of new terminals is linked to demand and vice versa.Other considerations of the use of LNG relate to safe use and theincreased storage onboard in specialised tanks. Methane slip fromLNG use is potentially more harmful than the benefits.

Biofuels

An attractive alternative to marine diesel in terms of potentialsavings in CO2 emissions although the impact of bio-fuelproduction is not fully clear. Bio-diesel is expensive in comparisonto marine diesel and the lower energy content means largerbunker tanks would be required onboard ships.

Table 3: Examples of innovative technical and fuel options for EEDI Reduction


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Appendix 1 Useful references

1. 2012 Guidelines on the Method of Calculation of the Energy Efficiency Design Index (EEDI) for new ships,

MEPC.212(63);

2. 2012 Guidelines for the Development of a Ship Energy Efficiency Management Plan (SEEMP);

3. 2012 Guidelines on Survey and Certification of the Energy Efficiency Design Index (EEDI);

4. Guidelines for Calculation of Reference Lines for use with the Energy Efficiency Design Index (EEDI);

5. Report of the Marine Environment Protection Committee on its sixty-third session, MEPC 63/23, 14 March

2012, Annex 8.

6. Lloyds Register EEDI Frequently Asked Questions (www.lr.org/eedi)

Appendix 2 Glossary

Term Definition

COP Conference Of Parties

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 TestModel towing tests, model self-propulsion tests and model propelleropen water tests. Numerical tests may be accepted as equivalent tomodel tests.

VerifierAdministration, or any person or organization duly authorized by

it, which conducts the survey and certification of the EEDI


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For further information, contact your local Lloyds Register Group office.

www.lr.org/eedi

Lloyd's Register is a trading name of the Lloyd's Register Group of entities.

Services are provided by members of the Lloyd's Register Group. For further details, please see our

websitewww.lr.org/entities
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EEDI Guidance Notes for Clients v2.1_tcm155-240648