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Guidance for owners, operators, shipyards and tank test organisations
1 7.Contents 1. Document submission requirements 8. 3.2 8. 2.2 7. 6. The EEDI equation (attained EEDI) Verification processes for the attained EEDI 6.1 6. Verification responsibilities 7.1 8.3 8. 4. Scope of this document EEDI Purpose EEDI Application Reference lines and reduction factors (required EEDI) 4.4 Overall document submission responsibility Confidentiality issues Pre-verification documents Final verification documents 8 8 8 8 9 9.3 Verifier (Classification society/RO) Shipbuilder Tank test organisation 6 6 6 7 8.2 Reference lines Reduction factors and implementation 2 2 2 3 3 3 5.2 Pre-verification overview Final verification overview 4 5 5 5 7. Technical methods for EEDI reduction Appendices Appendix 1 – Useful references Appendix 2 – Glossary Appendix 3 – IMO background on energy efficiency regulation Appendix 4 – List of parameters that affect the EEDI Appendix 5 – EEDI reduction phases and cut-off limits Appendix 6 – Lloyd’s Register EEDI verification process Appendix 7 – Review and witness points Appendix 8 – EEDI technical file contents 10 12 12 12 13 13 14 15 16 18 i .1 4.
operators. that has been developed by the IMO and is to be used as a tool for control of CO2 emissions from ships.Implementing the Energy Efficiency Design Index Version 3. The EEDI affects new ships above 400 gross tonnes1 and applies to the ship types shown in Table 1 below. diesel-electric and hybrid propulsion 2 .e.: Attained EEDI ≤ Required EEDI = (1-X/100) × Reference line value The key documents and guidelines for the calculation and verification of the EEDI are summarised in Appendix 1. Within the regulations. 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. EEDI Purpose The EEDI is a design index. December 2012 1. shipyards and tank test organisations who are looking to prepare themselves for mandatory implementation of the Energy Efficiency Design Index (EEDI). there remains the option for Administrations to adopt a waiver up to 4 years from the entry-into-force criteria. 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. 1 At present excludes ships with steam turbine. Scope of this document These guidance notes provide advice to owners.0. which will be a function of the reference line value and a reduction factor X i. 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. primarily applicable to new ships. The IMO aims to improve the energy efficiency of ships via mandatory implementation of the EEDI.
48 227.488 0.00 1218. Regulation 21) a 961.216 0.244 0. 4.201 0. 4. 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 4.80 174.488 c Not initially subject to reference lines. These reduction factors will apply to specific ship types and sizes given in Table 5 in the Appendix. December 2012 4. Figure 1 shows the concept of how these reduction factors will be implemented over time.01 1219.79 1120.456 0.2 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.Implementing the Energy Efficiency Design Index Version 3. 0% -10% [g CO2/te.0. The EEDI reference lines refer to statistically average EEDI curves derived from data for existing ships. Regulation 2) Bulk carrier Gas carrier Tanker Container ship General cargo ship Refrigerated cargo carrier Combination carrier Passenger ship Ro-ro cargo ship Ro-ro passenger ship Table 1: Parameters for determination of reference values for the different ship types (MARPOL Annex VI.22 107. The reference lines are ship specific and dependent on ship type and size.477 0.nm] -15% -20% -30% Phase 0: 2013-2015 Phase 1: 2015-2020 Phase 2: 2020-2025 EEDI Phase 3: 2025 + Cut off limit Figure 1: EEDI concept Capacity [DWT or GT] 3 .1 Reference lines and reduction factors (required EEDI) Reference lines Reference lines have been developed by the IMO for a number of ship types. Attained EEDI still needs to be calculated.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.
The EEDI equation (attained EEDI) The EEDI equation calculates the CO2 produced as a function of a ship’s transport work performed. In addition. Figure 2 shows the EEDI calculation formula. The CO2 produced is based on the product of the power.g. This equates to g CO2 / tonne. The bottom line of the equation relates the total CO2 generated by each of the four terms. These account for: Ship design factors (e. December 2012 5. In other words. to ship capacity and speed. whereby the energy saving technologies terms may include.nm. 4 . waste heat recovery systems. 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. there are a series of correction factors that moderate the equation. Main engine(s) Auxiliary engine(s) Energy saving technologies (auxiliary power) Energy saving technologies (main power) 𝑛𝑒𝑓𝑓 𝑀 𝑛𝑀𝐸 𝑀 𝑛𝑃𝑇𝐼 𝑛𝑒𝑓𝑓 𝑓𝑗 𝑗 =1 𝑖 =1 𝑃𝑀𝐸 𝑖 ∙ 𝐶𝐹𝑀𝐸 ∙ 𝑆𝐹𝐶𝑀𝐸 𝑃𝐴𝐸 ∙ 𝐶𝐹𝐴𝐸 ∙ 𝑆𝐹𝐶𝐴𝐸 𝑗 =1 𝑓𝑗 ∙ 𝑖 =1 𝑃𝑃𝑇𝐼 𝑖 − 𝑖 =1 𝑓𝑒𝑓𝑓 𝑖 ∙ 𝑃𝐴𝐸𝑒𝑓𝑓 𝑖 𝐶𝐹𝐴𝐸 ∙ 𝑆𝐹𝐶𝐴𝐸 𝑖 =1 𝑓𝑒𝑓𝑓 𝑖 ∙ 𝑃𝑒𝑓𝑓 𝑖 ∙ 𝐶𝐹𝑀𝐸 ∙ 𝑆𝐹𝐶𝑀𝐸 𝑓𝑖 ∙ 𝑓 𝑐 ∙ 𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑦 ∙ 𝑓 𝑤 ∙ 𝑉𝑟𝑒𝑓 Transport work Figure 2: EEDI equation The top line of the EEDI equation is characterised by four key terms.212(63) A list of parameters that have an effect on the EEDI is included in Appendix 4. for example.Implementing the Energy Efficiency Design Index Version 3. specific fuel consumption and carbon factor for a particular type of fuel used.0. the equation provides a measure of the ship’s ‘benefit to society’ by establishing how much CO2 is produced per transport work done. use of wind power or solar power.
Figure 3: IMO EEDI Survey and Certification Process (MEPC.revised EEDI Technical File Issuance of Report of verification Final Verification Modification and Resubmission of EEDI Technical File Delivery of ship * To be conducted by a test organisation or a shipbuilder itself.0.Implementing the Energy Efficiency Design Index Version 3.214(63) and the overview process is shown below: Shipowner Shipbuilder Basic Design Tank Test*. 6. This will be assessed using the IMO preferred standard of ITTC 7. Verification processes for the attained EEDI Verification of the EEDI is in two stages. If a trial is not possible under ‚EEDI conditions‛. the results will have to be extrapolated by methods acceptable to the verifier. 5 .ship speed . December 2012 6.sea trial condition .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.5-04-01-01. 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. 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: .1 Pre-verification overview Pre-verification at the design stage. All verification will be carried out by an RO.214(63)) 6. 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.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.EEDI Technical File .additional information Issuance of Report of pre-verification Start of ship construction Application for EEDI verification Sea Trial Verification: .
0. 7. 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. the Classification Society will have to verify (review and witness) a number of documents and stages of the ship construction.Implementing the Energy Efficiency Design Index Version 3. In general. 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. 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. December 2012 7. 6 . MEPC 64/INF22) During the EEDI verification. 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. if any) Agree test plan Check ship model & propeller Check sea trials plan Attend sea trials Check final report for VREF and EEDI Issue certificate Witness tank tests Issue pre-verification report Figure 4: Verifier procedure (Industry Guidelines. These are summarised in Table 6 in the Appendices.1 Verification responsibilities Verifier (Classification society/RO) PRE – VERIFICATION FINAL VERIFICATION Facility previous experience or ISO 9000? Yes No Audit & check quality control documentation Check EEDI computation and procedure to obtain the speed curves (examine justifications for omissions of tank tests. These are summarised in Table 2 and Table 3.
for example: ITTC 7.1 ISO 19019:2005 - Perform the speed-power results analysis in accordance with the standards accepted by the IMO: ITTC 7.g. However. Provide the verifier with the documents required in accordance with the IMO guidelines.2 (IMO preferred method) ISO 15016:2002 - Make all necessary arrangements for the verifier surveyors to attend the sea trial It is recognised that required IMO procedures for sea trial may differ than existing shipyard practices (e. for the purposes of EEDI verification the IMO procedures must be followed. 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.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. Make all necessary arrangements for the verifier surveyors to attend part of the model tank tests which are directly related to the EEDI. summarised in Table 2. 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. be unable to issue an International Energy Efficiency Certificate (IEEC) 7. applying the same calculation process of the power curves and considering justifiable differences of experience based parameters between the two conditions. - 7 .0. December 2012 - 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. otherwise the Verifier may consider the sea trial invalid and. If previous experience is insufficiently demonstrated.5-04-01-01. subsequently. the tank test facility should allow the verifier to possibly audit its quality management system.5-04-01-01. the number of speed-power measurements and length of run).Implementing the Energy Efficiency Design Index Version 3.
Implementing the Energy Efficiency Design Index Version 3. . Non-Disclosure Agreements (NDAs) need to be signed between: The shipbuilder and the verifier.1. Note: if the NOx Technical File has not been approved at the time of the NOx Technical File preliminary verification. 8. for information owned by the shipbuilder The tank test organisation and the verifier. the NOx Technical File should be submitted at the final verification stage. In this case. which requires Intellectual Property Rights (IPR) protection.2 Confidentiality issues In line with the IMO Verification Guidelines (4.Records of measuring equipment calibration as described in Appendix 3 .6. it is recognized that the documents listed above may contain confidential information of submitters.3 Pre-verification documents Document Description EEDI Technical File as defined in the IMO Verification Guidelines. 8.1 Document submission requirements Overall document submission responsibility Although some of the documents contained below (e.Standard model-ship extrapolation and correlation method (applied method and tests description) If gas fuel is used as the primary fuel of the ship fitted with dual fuel engines. In the case where the submitter requires a non-disclosure agreement with the verifier. December 2012 8. the additional information should be provided to the verifier upon mutually agreed terms and conditions.g. tank test reports) may originate from a third party (e. In this case.0. justifications concerning repeatability and quality management processes . Gas fuel storage tanks (with capacities) and bunkering facilities bare to be described Plan explaining the different steps of the tank tests and the scheduled inspections allowing the verifier to check compliance with the items listed in 8 .Report including the particulars of the ship model and propeller model If the propulsion power is voluntarily limited by verified technical means Power-speed curves predicted at full scale in sea trial condition and EEDI condition If the verifier has no recent experience with the tank test facility and the tank test organization quality system is not ISO 9001 certified.2 of the IMO Calculation Guidelines Ship lines and model particulars Verification file of power limitation technical arrangement Power curves Description of the tank test facility and tank test organisation quality manual Gas fuel oil general arrangement plan Tank Tests Plan . See example of EEDI Technical File the EEDI Technical File in Appendix 1 of IMO Verification Guidelines 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.2). If PAE is significantly different from the values computed using the formula in Electric Power Table 2.Quality management system of the tank test including process control.g tank test organisation) it is the shipbuilder’s responsibility to request and ensure that these documents are submitted to the verifier.5.1 or 2.Lines of ship . for information owned by the tank test organisation facility 8. the SFC value with the addition of the guarantee tolerance is to be provided by Manufacturer.5.6.
December 2012 Tank Tests Report Ship reference speed Vref Appendix 1 of the industry guidelines concerning tank tests .Implementing the Energy Efficiency Design Index Version 3.4 Final verification documents Document Sea trials plan Sea trials report Final stability file Final power curves Revised EEDI technical file Ship lines NOx Technical File Description Description of the test procedure to be used for the speed trial.22) 8.22 or latest revision 9 . only if calculations are used to derive power curves Detailed calculation process of the ship speed.Numerical calculations report and validation file of these calculations. with number of speed points to be measured and indication of PTO/PTI to be in operation.Values of the experience-based parameters defined in the standard model-ship correlation method used by the tank test organization/shipyard . only if applicable .Report of the results of the tank tests at sea trial and EEDI condition as required in Appendix 4 of the industry guidelines2 . which should include the estimation basis of experience-based parameters such as roughness coefficient. MEPC 64/INF.22) 2 MEPC 64/ INF.Reasons for exempting a tank test. wake scaling coefficient Table 2: Pre-verification documents (Industry Guidelines. MEPC 64/INF. if any. Report of sea trials with detailed computation of the corrections allowing determination of the reference speed Vref 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 curve in the EEDI condition showing the speed adjustment methodology Including identification of the parameters differing from the calculation performed at the initial verification stage Lines of ship as built In case this has not been submitted at the pre-verification Table 3: Final verification documents (Industry Guidelines.0.
Hull form resistance constitutes about 70% of the power consumed. Hull optimisation can yield significant fuel savings. 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. flow deflectors. hullform. All of these methods fall broadly under four key categories: Design Design for increased capacity and/or lighter ships. reduce fuel consumption.0. Technical methods for EEDI reduction There are a number of technical methods. Innovative / renewable technologies. this loss can be significantly reduced through superstructure modifications. that are being explored in order to help owners reduce the EEDI of their ships. noise and vibration. Operation Speed reduction Fuel Use of low carbon fuels.g. Investment is required in terms of installing propulsion systems e. fairings and bow visors. Improvements can be made to the bulbous bow. This is best achieved through local hull form modifications. reducing all or significant portion of CO2 using mainly renewable energy. stern bulb. Photovoltaic cells (solar panels) are another form of renewable Design Hull optimisation Aerodynamic optimisation Propulsive optimisation Wind power Solar power 10 . Use of energy efficient technologies requiring less fuel for same amount of power. especially if starting from a hydrodynamically poor hull. Technology Engine selection for speed reduction. Wake field optimisation can improve propeller efficiency. at present. December 2012 9. and limit adverse cavitation effects such as erosion. For many vessel types. Reliance is placed on consistent wind conditions in order to benefit from this source of energy. transom or appendages as required. The table below describes some of the considerations in regard to some of the potential solutions for each of these methods. Consideration should be given to ensuring adequate structural safety margins if reducing design scantlings. The location of flow improvement devices on the hull or rudder can also be optimised Offers the potential for considerable CO2 savings. aerodynamic drag can contribute more than 10% of the total ship resistance.Implementing the Energy Efficiency Design Index Version 3. sails and kite technology. In a strong headwind. Consideration needs to be given to any required structural enhancements to cater for increased loads.
) Operation Speed reduction Fuel LNG Biofuels Table 4: Examples of innovative technical and fuel options for EEDI Reduction 11 . Bio-diesel is expensive in comparison to marine diesel and the lower energy content means larger bunker tanks would be required onboard ships. Nuclear power is becoming more competitive given rising fuel oil prices although issues surrounding safety and disposal of nuclear waste remain. December 2012 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. Many engine manufacturers now offer improved engine designs aimed at optimising performance. Nuclear power Technology Engine selection Efficient technologies (hull coatings.0. waste heat recovery systems etc. the efficiency of this technology means energy concentrations can augment power requirements but not replace a ship’s primary power source. Methane slip from LNG use is potentially more harmful than the benefits. hull appendages. This source of energy could remove all CO2. Some. are being increasingly used whereas waste heat recovery and hull-propeller systems could be used if their cost-effectiveness is improved. 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. Other benefits of this technology include smaller space requirements for the power source therefore potential for increased cargo capacity. 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. Many technologies are available ‘off-the-shelf’ although can sometimes be difficult to quantify their benefits. for example advanced hull coatings. LNG availability is limited in certain global areas with limited refuelling terminals and development of new terminals is linked to demand and vice versa. At present. Other considerations of the use of LNG relate to safe use and the increased storage onboard in specialised tanks. 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. NOx and SOx emissions. Replacing conventional marine fuel oil with LNG would potentially eliminate SOx emissions and drastically reduce NOx emissions whilst reducing CO2 by around 20%. Demand is increasing from owners wishing to use this fuel.Implementing the Energy Efficiency Design Index Version 3.
214(63). ITTC Recommended Procedures 7.6 7. IMO Resolution MEPC. INTERTANKO.203(62). INTERCARGO.22 6. 5.2. "Speed and Power Trials. model self-propulsion tests and model propeller open water tests. Administration.0.215(63).5-04-01-01. which conducts the survey and certification of the EEDI Verifier 12 . 3. analysis of speed/power trial data".lr. 4. Part 1 Preparation and Conduct" and 7.Implementing the Energy Efficiency Design Index Version 3.2.org/eedi) Appendix 2 – Glossary Term COP DAD DSO EEDI EEDI-TF EEOI GHG IMO MCR MEPC RO SEEMP SFC Tank Test Definition Conference Of Parties Lloyd’s Register Design Appraisal Document Lloyd’s Register Design Support Office 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. International Organization for Standardization. Numerical tests may be accepted as equivalent to model tests. ICS. 2012 Guidelines on the Method of Calculation of the Energy Efficiency Design Index (EEDI) for new ships. part 2. 2012 Guidelines on Survey and Certification of the Energy Efficiency Design Index (EEDI) MEPC. "Speed/power trials. IACS. 2. Lloyd’s Register EEDI Frequently Asked Questions (www. MEPC 64/INF. Guidelines for Calculation of Reference Lines for use with the Energy Efficiency Design Index (EEDI) MEPC. ITTC. MEPC.1. ISO 15016:2002 – ‚Guidelines for the assessment of speed and power performance by analysis of speed trial data‛ 8.5-04-01-01. MEPC 64/INF. International Towing Tank Conference. First version of industry guidelines on calculation and verification of the Energy Efficiency Design Index (EEDI). or any person or organization duly authorized by it. BIMCO. OCIMF and WSC. December 2012 Appendices Appendix 1 – Useful references 1.212(63). CESA.
Size and specific fuel consumption of main engines (or main propulsion motors) 4. 1. 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 MEPC 64 Mar 2012 Oct 2012 Resolution 8 “CO2 emissions from ships” GHG Working MEPC Circ.Implementing the Energy Efficiency Design Index Version 3. Hull form 6.963 (23) “IMO policies and practices related to reduction of GHG emissions from ships” MEPC Circ.214(63) EEDI Verification MEPC. Propeller 8. 684 EEDI Calculation EEDI Verification SEEMP EEOI Guidelines Adopted: MEPC.0. Electric power requirement for non-propulsion systems 9. Energy Efficiency Operational Index (EEOI). 683 MEPC Circ.471 Group 1 “Energy Efficiency Operational Indicator” GHG Working Group 2 Energy Reg text Efficiency Working Group EEDI & SEEMP Adopted Finalisation Resolution A. Note: This is not an exhaustive list. The EEDI represents one of the major technical regulations for marine CO2 reduction and the IMO. Type of fuel 3. IMO has developed a number of technical and operational measures that include: Energy Efficiency Design Index (EEDI). Energy saving devices as specified in EEDI Technical File 13 . Ship Energy Efficiency Management Plan (SEEMP). has been finalising the regulations and guidelines for the EEDI with input from each of the various flag states and other industry bodies. December 2012 Appendix 3 – IMO background on energy efficiency regulation The International Maritime Organisation (IMO). Capacity at summer load line 10. 681 MEPC Circ. as the main regulatory body for shipping.213(63) SEEMP MEPC. has.212(63) EEDI Calculation MEPC. Hull appendices 7. devoted significant time and effort in order to regulate shipping energy efficiency and thereby control the marine GHG emissions. Draft and trim at summer load line 11. under the banner of the Marine Environmental Protection Committee (MEPC) and its associated Energy Efficiency working group. Figure 5 shows the MEPC’s activity timeline. Ship type and design for ice 2. 682 MEPC Circ. The MBMs development is still ongoing. The IMO has also been working on a number of Market-Based Measures (MBMs) for the marine industry. in recent years. For this purpose. Specific fuel consumption of auxiliary (power generation) engines 5.215(63) EEDI Ref Lines 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.
000 DWT Gas carrier Tanker 10.0.000 – 20.000 – 10.000 DWT General cargo ship 15.000 – 15.000 DWT Container ship 15.000 DWT and above 3. December 2012 Appendix 5 – EEDI reduction phases and cut-off limits Ship type Bulk carrier Size 20.000 – 5. Regulation 21) 14 .000 DWT Combination carrier 20.Implementing the Energy Efficiency Design Index Version 3.000 DWT 20.000 DWT and above 4.000 – 15.000 DWT and above 2.000 DWT and above 10.000 – 20.000 DWT and above 3.000 – 20.000 DWT and above 4.000 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* Table 5: Reduction factors (X) for Required EEDI versus Attained EEDI (MARPOL Annex VI.000 DWT and above 10.000 DWT Refrigerated cargo carrier 5.
0. December 2012 Appendix 6 – Lloyd’s Register EEDI verification process Shipyard or Shipowner 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 Initial data submission by the yard or owner to DSO Pre-Verification DSO Preliminary data review by DSO to ensure all required data is available Independent calculation of EEDI and completion of checklists 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 Contact the yard or owner for additional or correct data DSO DSO/ LR Field Surveyor LR Field Surveyor Shipyard or Shipowner Final data submission by the yard or owner inclusive of speed trial results to DSO Independent calculation of EEDI and completion of checklists Final Verification DSO DSO/ LR Field Surveyor Preparation and issuance of the final verification DAD by the DSO to yard or owner LR Field Surveyor Issuance of EEDI certificate by LR Surveyor to yard or owner Figure 6: Lloyd’s Register EEDI verification and certification process 15 .Implementing the Energy Efficiency Design Index Version 3.
Function Survey method Review Reference document IMO Verification Guidelines Industry guidelines3 IMO Calculation Guidelines Appendix 2 to IMO Calculation Guidelines Appendix 2 to IMO Verification Guidelines Appendix 3 of industry guidelines Appendix 4 of industry guidelines Appendix 4 of industry guidelines Appendix 4 of industry guidelines ITTC 7.7 Documentation to be made available to the verifier Documents in table 2 of the industry guidelines Verification file of limitation technical means EPT EPT-EEDI form Calibration reports Ship lines plan & offsets table Ship model report Propeller model report Only If means of limitation are fitted Only if PAE is significantly different from the values computed using the formula in 2.3 of the industry guidelines Note: propeller open water test is not needed if a stock propeller is used.1 or 2. Propeller open water test Review & witness Review & witness Review & witness Review & witness 04 05 06 07 Tank tests report 08 Model-ship extrapolation and correlation Review Documents in table 2 of the industry guidelines 3 MEPC 64/ INF.2 of the industry guidelines Checks described in appendix 4.5.4 1978 ITTC performance prediction method (rev. Check that the ship-model correlation is based on thrust identity with correlation factor according to method 1 ( CP – CN) or method 2 (ΔCFC .2 of the IMO Calculation Guidelines Check at random that measuring devices are well identified and that calibration reports are currently valid Checks described in appendix 4. Propulsion test.22 or latest revision 16 . In this case.02 of 2011 or subsequent revision) Appendix 4 of industry guidelines Industry guidelines 188.8.131.52.5-02-03-01.Implementing the Energy Efficiency Design Index Version 3.1 of the industry guidelines Checks described in appendix 4.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 Remarks 01 02 EEDI Technical File Limitation of power Review 03 Electric Power Table Review Calibration of tank test measuring equipment Model tests – ship model Model tests – propeller model Model tests – Resistance test. the open water characteristics of the stock propeller are to be annexed to the tank tests report. December 2012 Appendix 7 – Review and witness points Ref.6.
.5-04-01-01. MEPC 64/INF.5-03-01-04 (latest Report of calculations revision) or equivalent Appendix 2 to IMO Verification Guidelines IMO Verification Guidelines Programme of sea trials Only if PAE is computed from EPT Check minimum number of measurement points (3) Check the EEDI condition in EPT (if PAE is computed from EPT) Check: . particulars of the engines .2 Check that the power curve estimated for EEDI condition is obtained by power adjustment Check that the file has been updated according to sea trials results 12 Sea trials Witness ISO 19019:2005 or ITTC 7.0.Propulsion power.5-04-01-01.Implementing the Energy Efficiency Design Index Version 3.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) 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.Ship speed .5-04-01-01. December 2012 09 10 11 Numerical calculations Review replacing tank tests Electrical machinery survey prior to sea Witness trials Programme of sea trials Review ITTC 7.2 IMO Verification Guidelines Power curves after sea trial Revised EEDI technical file Table 6: Summary of review and witness points (industry Guidelines.1 (latest revision) 13 Sea trials – speed/power analysis Review ISO 15016:2002 or ITTC Sea trials report 7.22) 17 .Sea conditions .2 14 15 Sea trials – adjustment from Review trial condition to EEDI condition EEDI Technical File – revised Review after sea trials Industry guidelines 16.Draught and trim .
22). All the relevant correction factors and reasons for their choice or use. 18 .0. A sample EEDI technical file is included within the industry guidelines (Appendix 2 of MEPC 64/INF. Ship speed-power curve and a description of the source and calculation method of the speed-power curve. A general schematic diagram of propulsion system and auxiliary power supply and interlink between the two systems if any. Ship auxiliary power requirement and calculated values of auxiliary power PAE. December 2012 Appendix 8 – EEDI technical file contents The EEDI technical file should contain the following information: Ship details including principal dimension and particulars.Implementing the Energy Efficiency Design Index Version 3. Ships’ main and auxiliary engines particulars. A list of ‚energy saving equipment‛ that has been included in EEDI calculation. Calculated attained EEDI of vessel including the specific numbers used as input to the equation. Ship speed at 75% main engines’ MCR together with ship speed-power curve showing the corresponding speed and power.
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