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f V Capacity f
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E


INTERSESSIONAL MEETING OF THE
WORKING GROUP ON ENERGY
EFFCIENCY MEASURES FOR SHIPS
2nd session
Agenda item 2
EE-WG 2/2/1
2 December 2011
ENGLISH ONLY

FUTHER IMPROVEMENT OF GUIDELINES
ON THE METHOD OF CALCULATION OF THE EEDI FOR NEW SHIPS

Various corrigenda items

Submitted by BIMCO


SUMMARY
Executive summary: A number of corrigenda and shortcomings have been identified in
the guidelines on the method of calculation of the EEDI, and
possible corrective action is proposed
Strategic direction: 7.3
High-level action: 7.3.2
Planned output: 7.3.2.1
Action to be taken: Paragraph 15
Related documents: MEPC 61/WP.10; MEPC 62/5/4 and MEPC 62/24

Introduction

1 BIMCO has developed an EEDI calculator based on the present EEDI calculation
guidelines. During the test period of the EEDI calculator, a number of corrigenda and
shortcomings in the EEDI guidelines have been identified. These are listed in this
submission and possible corrective action is proposed.

Discussion

2 According to section 2 of annex 1 to document MEPC 62/5/4, the EEDI is calculated
by the following formula:


Note: This formulae may not be able to apply to diesel-electric propulsion, turbine propulsion
or hybrid propulsion system.
EE-WG 2/2/1
Page 2


I:\MEPC\EEWG\2\2-1.doc
In order to equitably accommodate for shaft motor propulsion in the formula, it will be
necessary to correct P
AE
as well as SFC
ME
in the innovative mechanical energy efficient
technology for propulsion accordingly.

3 The ship speed, V
ref
, as defined in sections 2.2 and 2.5 of annex 1 to document
MEPC 62/5/4, is believed to have a somewhat unclear definition in case of applied shaft
motors. In section 2.5.3 of annex 1 to MEPC 62/5/4, it is stated that:

"P
PTI(i)
is 75% of the rated power consumption of each shaft motor divided by the
weighted averaged efficiency of the generator(s)".

This figure is to be included in the formula for calculating the CO
2
emission per nm*tonnes.
However, in order to take into account shaft motors, either completely or partly in the ship
speed, V
ref
, during sea trial (where such shaft motors may not be engaged), it will be
necessary to calculate the equivalent power from the shaft motors delivered to the propeller.

4 In section 2.5.1 of annex 1 to MEPC 62/5/4, two proposals are given:

"P
ME(i)
is 75% of the rated installed power (MCR) for each main engine (i) after
having deducted any installed shaft generator(s):

P
ME(i)
=0.75 x (MCR
ME(i)
P
PTO(i)
)

[Irrespective of the maximum output of an installed shaft generator, the maximum
allowable deduction of 75% of P
PTOi
within the calculation of P
ME(i)
is to be no more
than P
AE
as defined in 2.5.6.

Where power from the shaft generator is being used for cargo loads under normal
seagoing conditions, (e.g. reefer containers) then these should not be included in
the calculation.

For specialized designs, where an engine is installed with a higher power output
than the shaft(s) and propeller(s) are capable of delivering, then the value of P
ME(i)

used for EEDI purposes is 75% of the power that the propulsion system is capable
of delivering through the propulsor.]

(Alternative proposal from BIMCO)
[Where power from the shaft generator is being used for cargo loads under normal
seagoing conditions (e.g. reefer containers) then these should not be included in the
calculation.

P
ME(i)
is in all circumstances to be no less than 75% of the power that the propulsion
system is capable of delivering through the propulsor.]"

5 An example of the shaft generator's influence on the EEDI value from the above two
proposals can be exemplified as follows on a fictive ship:

MCR
ME(i)
20,000 kW
DWT 20,000 tonnes
V
ref
20 knots
SFC
ME(i)
170 g/kWh
EE-WG 2/2/1
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SFC
AE(i)
200 g/kWh
M/E and A/E on HFO
C
F
3.114, No WHR
PTI or innovative technologies
All f factors are 1.0

.1 Example 1: No shaft generator

P
ME(i)
=0.75 x 20,000 kW =15,000 kW
P
AE(MCRME10000kW)
=(0.025 x 20,000) +250 =750 kW
EEDI =((15,000 x 3.114 x 170) +(750 x 3.114 x 200))/(20 x 20,000)
=21.02 gCO
2
/nm*t

.2 Example 2: Shaft generator according to proposal number 1

P
ME(i)
=0.75 x (20,000 kW 750 kW) =14,438 kW
V
ref
at 14,438 kW =(20
3.5
x 14,438/15,000)
(1/3.5)
=19,78 knots
EEDI =((14,438 x 3.114 x 170) +(750 x 3.114 x 170)) / (19.78 x 20,000)
=20.32 gCO
2
/nm*t

Reduction of EEDI by fitting of shaft generator: 3.3%

.3 Example 3: Shaft generator according to proposal number 2

P
ME(i)
=0.75 x 20,000 KW =15,000 kW (no reduction for shaft generator)
EEDI =((15,000 x 3.114 x 170) +(750 x 3.114 x 170)) / (20 x 20,000)
=20.84 gCO
2
/nm*t

Reduction of EEDI by fitting of shaft generator: 0.9%

The use of proposal number 1 will in general give EEDI reductions of 3-4%
(P
AE
and SFC
ME(i)
). The use of proposal number 2 will in general give EEDI reductions of
around 1% (SFC
ME(i)
).

6 In section 2.5.2 of annex 1 to document MEPC 62/5/4, it is stated that:

"P
PTO(i)
is 75% output of each shaft generator installed divided by the relevant
efficiency of that shaft generator."

P
PTO(i)
is used in the formula: P
ME(i)
=0.75 x (MCR
ME(i)
P
PTO(i)
). If a shaft generator with poor
efficiency is chosen, the resulting P
ME(i)
and final EEDI value will be better.

EE-WG 2/2/1
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w ref i
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ME FME i eff i eff AE FAE
nPTI
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neff
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i AEeff i eff i PTI
M
j
j AE FAE AE i ME i FME
nME
i
i ME
M
j
j
f V Capacity f
SFC C P f SFC C P f P f SFC C P SFC C P f

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7 In section 2.11.1 of annex 1 to document MEPC 62/5/4, the capacity correction
factor, fi, for ice-classed ships should be taken as the lesser value of fi0 and fi,max as tabulated
in Table 1, but not less than fi,min =1.0.

Table 1: Capacity correction factor f
i
for ice-classed ships

Ship
Type
f
i0

f
i,max
Depending on Ice Class
IC IB IA IA Super
Tanker
Capacity
L 00115 . 0
36 . 3
PP 05 . 0
PP
L 31 . 1
07 . 0
PP
L 54 . 1
09 . 0
PP
L 80 . 1


11 . 0
PP
L 10 . 2

Bulk
Carrier
Capacity
L 000665 . 0
44 . 3
PP 05 . 0
PP
L 31 . 1


07 . 0
PP
L 54 . 1
09 . 0
PP
L 80 . 1


11 . 0
PP
L 10 . 2

General
Cargo
Ship
Capacity
L 000676 . 0
44 . 3
PP
1.0 1.08 1.12 1.25
Container
Ship
Capacity
L 1137 . 0
29 . 2
PP
1.0
04 . 0
PP
L 25 . 1
08 . 0
PP
L 60 . 1


12 . 0
PP
L 10 . 2

Gas
Carrier
Capacity
L 1749 . 0
33 . 2
PP 04 . 0
PP
L 25 . 1
08 . 0
PP
L 60 . 1
12 . 0
PP
L 10 . 2


1.0

8 For Gas Carriers in 1A Super ice class, there appears to be a problem with the
content of Table 1 . An example with a Gas Carrier with a length, Lpp, of 153 metres and a
capacity of 20,000 DWT would give the following result:

Ship
Type
f
i0

f
i,max
Depending on Ice Class
IC IB IA IA Super
Gas
Carrier
1.06 1.02 1.07 1.15 1.0

The resulting correction factor, f
i
, would then be 1.0 for a Gas Carrier of ice class 1A Super
and 1.06 for a Gas Carrier of ice class 1A. In this case the Gas Carrier with ice class 1A will
have the lowest EEDI value. This is considered to be incorrect.

Proposal

9 In order to equitably incorporate shaft motor propulsion into the EEDI formula it is
proposed to amend the existing formula as given in section 2 of annex 1 to document
MEPC 62/5/4, as follows:

*
If part of the Normal Maximum Sea Load is provided by shaft generators, SFC
ME
may
for that part of the power be used instead of SFC
AE
**
In case of P
PTI(i)
>0, the average weighted value of SFC
ME
and SFC
AE
to be used for
calculation of P
eff

EE-WG 2/2/1
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P
AE(MCRME10000KW)
= 250
75 , 0
( 025 . 0
1
+
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+

=
=
nPTI
1 i
PTI

P
nME
i
MEi MCR


P
AE(MCRME<10000KW)
=
|
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.
|

\
|
+

=
=
75 , 0
( 05 . 0
1
nPTI
1 i
PTI

P
nME
i
MEi MCR

10 In order to get an explicit definition of the shaft power, at where the ship speed,
V
ref
, is measured, a new paragraph needs to be inserted in section 2.5.4 of annex 1 to
document MEPC 62/5/4:

P
PTI(i)shaft
is 75% output of the rated power consumption of each shaft motor
multiplied by its motor efficiency.

The propulsion power at which V
ref
is measured is: P
ME(i)
+ P
PTI(i)shaft
.

11 As a shaft generator is just another diesel generator, there seems to be no logical
reason for deducting it from MCR
ME(i),
when calculating P
ME(i)
and

corresponding EEDI, except
in cases where the maximum allowable propulsion power is lower than the engine MCR.
However, as shaft generators are driven by main engines which usually have a better fuel
efficiency compared to auxiliary diesel engines, it is equitable to use the better SFC
MCR(i)

instead of SFC
AE(i)
in the formula.

12 It is therefore proposed to use the the text in section 2.5 of annex 1 to document
MEPC 62/5/5:

Where power from the shaft generator is being used for cargo loads under normal
seagoing conditions, (e.g. reefer containers) then these should not be included in
the calculation.

P
ME(i)
is in all circumstances to be no less than 75% of the power that the propulsion
system is capable of delivering through the propulsor.

13 The EEDI calculation guidelines seem to incentivise use of shaft generators with
poor efficiencies in the calculation of the EEDI. This means that a shaft generator with a low
efficiency will give a better EEDI. Shipowners investing in shaft generators with high
efficiencies should not be penalized in the EEDI formula. Section 2.5.2 of annex 1 to
document MEPC 62/5/4 is proposed to be amended as follows:

P
PTO(i)
is 75% output of each shaft generator installed.

EE-WG 2/2/1
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14 In section 2.11.1 of annex to document MEPC 62/5/4, the capacity correction factor,
fi, for ice-classed ships should be taken as the lesser value of fi0 and fi,max as tabulated in
Table 1, but not less than fi,min =1.0. For Gas Carriers in ice class 1A Super, there seems to
be a problem with the table. Until the formula has been rectified, it is proposed that the
ice-class factors for 1A Super and 1A are identical:

Ship
Type
f
i0

f
i,max
Depending on Ice Class
IC IB IA IA Super
Gas
Carrier
Capacity
L 1749 . 0
33 . 2
PP 04 . 0
PP
L 25 . 1
08 . 0
PP
L 60 . 1
12 . 0
PP
L 10 . 2


12 . 0
PP
L 10 . 2


Action requested of the Intersessional Meeting

15 The Intersessional Meeting is invited to consider these proposals, and take action as
appropriate.


_____________