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EEDI Guidance Notes

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Describes the necessary action by shipping lines to comply with IMO EEDI regulations

Text of EEDI Guidance Notes

  • Implementing the Energy Efficiency Design Index (EEDI)

    Guidance for owners, operators, shipyards and tank test organisations

  • i


    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 Lloyds 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


    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 ships 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

  • Implementing the Energy Efficiency Design Index Version 3.0, December 2012


    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


    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.







    Capacity [DWT or GT]Cut off limit


    Phase 0: 2013-2015


    Phase 1: 2015-2020


    Phase 3: 2025 +



    Phase 2: 2020-2025

    Figure 1: EEDI concept

  • Implementing the Energy Efficiency Design Index Version 3.0, December 2012


    5. The EEDI equation (attained EEDI)

    The EEDI equation calculates the CO2 produced 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 CO2 is

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








    Main engine(s) Auxiliary engine(s) Energy saving technologies (auxiliary power)Energy saving technologies (main power)

    Transport work

    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


    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.

  • Implementing the Energy Efficiency Design Index Version 3.0, December 2012


    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


    Sea Trial

    Shipowner Shipbuilder Verifier

    Development of EEDI Technical File

    Application for EEDI pre-


    Submission of EEDI Technical


    Application for EEDI


    Modification and Resubmission of EEDI Technical File


    - EEDI Technical File

    - additional information

    Issuance of

    Report of pre-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.




    Final V



    Witness Model Tank Test

  • Implementing the Energy Efficiency Design Index Ver