Implementing the Energy Efficiency Design Index (EEDI)

Guidance for owners, operators and shipyards

Lloyds Register, its affiliates and subsidiaries and their respective officers, employees or agents are, individually and collectively, referred to in this clause as the Lloyds Register Group. The Lloyds Register Group 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 Lloyds Register Group 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.

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

Contents
1. 2. 3. 4. 5. 6. 7. Introduction EEDI purpose IMO background Current state of legislation The EEDI Verification process Verification documents
7.1 7.2 7.3 7.4 Pre-verification Final verification EEDI technical file Available Lloyds Register documents

1 1 1 2 3 4 5
5 5 6 6

8.

Required EEDI
8.1 8.2 Reference lines Reduction factors and implementation

7
7 7

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

9 11 11

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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 efficiency of 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.

MEPC 40 Sep 1997 Dec 2003

MEPC 53 Jun 2005

MEPC 57 Mar 2008 Jun 2008

MEPC 58 Oct 2008 Feb 2009

MEPC 59 Jul 2009

MEPC 60 Mar 2010 Jun 2010

MEPC 61 Sep 2010

MEPC 62 Jul 2011

MEPC 63 Mar 2012

Resolution 8 CO2 emissions from ships

GHG Working MEPC Circ.471 Group 1 Energy Efficiency Operational Indicator

GHG Working Group 2

Energy Reg text Efficiency Working Group

EEDI & SEEMP Adopted Guidelines Adopted: MEPC.212(63) EEDI Calculation MEPC.213(63) SEEMP MEPC.214(63) EEDI Verification MEPC.215(63) EEDI Ref Lines

Resolution A.963 (23) IMO policies and practices related to reduction of GHG emissions from ships

MEPC Circ. 681 MEPC Circ. 682 MEPC Circ. 683 MEPC Circ. 684

EEDI Calculation EEDI Verification SEEMP EEOI

Figure 1: MEPC and Working Group Timeline

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

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

=1 =1

=1

=1

=1

=1

Transport work

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

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 recently adopted 2012 Guidelines on the Method of Calculation of the Attained EEDI for New Ships (IMO Resolution 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.
Shipowner Shipbuilder Basic Design Tank Test*, EEDI Calculation Verifier Witness Model Tank Test

Pre-Verification

Development of EEDI Technical File Application for EEDI preverification Submission of EEDI Technical File Submission of additional information Verification: - EEDI Technical File - additional information Issuance of Report of pre-verification

Start of ship construction Application for EEDI verification Sea Trial Verification: - sea trial condition - ship speed - revised EEDI Technical File Issuance of Report of verification Modification and Resubmission of EEDI Technical File Delivery of ship

Final Verification

* To be conducted by a test organisation or a shipbuilder itself.

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

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. 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.

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7.
7.1

Verification documents
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 speedpower 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 as roughness 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 of deadweight; Approved NOx technical file (if not already supplied as part of pre-verification).

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7.3

EEDI technical file

The EEDI-TF will consist of 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 supporting information for their use; Calculated attained EEDI of vessel including the specific data input to the formula.

7.4

Available Lloyds Register documents

The following Lloyds Register templates are available upon request: EEDI TF EEDI sample speed trial plan

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

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 VI Chapter 4, Regulation 2) Bulk carrier Gas carrier Tanker Container ship General cargo ship Refrigerated cargo carrier Combination carrier a 961.79 1120.00 1218.80 174.22 107.48 227.01 1219.00 b DWT of the ship DWT of the ship DWT of the ship DWT of the ship DWT of the ship DWT of the ship DWT of the ship 0.477 0.456 0.488 0.201 0.216 0.244 0.488 c

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 and sizes given in Table 2. Figure 4 shows the concept of how these reduction factors will be implemented over time.

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Ship type Bulk carrier

Size 20,000 DWT and above 10,000 20,000 DWT

Phase 0 Phase 1 1-Jan-13 to 1-Jan-15 to 31-Dec-14 31-Dec-19 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 10 0-10* 10 0-10* 10 0-10* 10 0-10* 10 0-10* 10 0-10* 10 0-10*

Phase 2 1-Jan-20 to 31-Dec-24 20 0-20* 20 0-20* 20 0-20* 20 0-20* 15 0-15* 15 0-15* 20 0-20*

Phase 3 1-Jan-25 onwards 30 0-30* 30 0-30* 30 0-30* 30 0-30* 30 0-30* 30 0-30* 30 0-30*

Gas carrier Tanker

10,000 DWT and above 2,000 10,000 DWT 20,000 DWT and above 4,000 20,000 DWT

Container ship

15,000 DWT and above 10,000 15,000 DWT

General cargo ship

15,000 DWT and above 3,000 15,000 DWT

Refrigerated cargo carrier

5,000 DWT and above 3,000 5,000 DWT

Combination carrier

20,000 DWT and above 4,000 20,000 DWT

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.

0%
E E DI V a lue (g / t onne .nm) .

2013 2015 2020 2025

10% 20% 30%

Reference Line Phase 1 Phase 2 Phase 3

Cut Of f

DWT / GRT

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. Technical method Potential solution Increase in deadweight Comments 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 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. 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. 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 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.

Design

Hull optimisation

Aerodynamic optimisation

Propulsive optimisation

Wind power

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Technical method

Potential solution

Comments Photovoltaic cells (solar panels) are another form of renewable 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 ships primary power source. 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. Many engine manufacturers now offer improved engine designs aimed at optimising performance. 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. 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. 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. 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.

Solar power

Nuclear power

Technology

Engine selection Efficient technologies (hull coatings, hull appendages, waste heat recovery systems etc.)

Operation

Speed reduction

Fuel

LNG

Biofuels

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 COP EEDI EEDI-TF EEOI GHG IMO MCR MEPC RO SEEMP SFC Tank Test Definition Conference Of Parties Energy Efficiency Design Index Energy Efficiency Design Index Technical File Energy Efficiency Operational Indicator Greenhouse Gas International Maritime Organisation Maximum Continuous Rating Marine Environmental Protection Committee Recognised Organisation Ship Energy Efficiency Management Plan Specific Fuel Consumption Model towing tests, model self-propulsion tests and model propeller open water tests. Numerical tests may be accepted as equivalent to model tests. Administration, or any person or organization duly authorized by it, which conducts the survey and certification of the EEDI

Verifier

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