EEXI overview

With the Greenhouse Gas Strategy towards 2050, the IMO has set the goal to reduce carbon intensity by 40%
within the next decade up to 2030 and by 50% in total (70% intensity) up to 2050. The Greenhouse Gas
Strategy was approved by the IMO in 2018. The reduction rates are related to the baseline of 2008. Short-
term, mid-term and long-term measures are distinguished to achieve the goal.
Short-term measures are meant to be set into force by 2023. Different measures were considered and widely
discussed, for example the introduction of a speed limit. With the experience of market-driven slow steaming
for nearly one decade, this measure is promising with regards to its potential to save CO 2 emissions.

Introduction of the Energy Efficiency Existing Ship Index (EEXI)

During MEPC 75 in November 2020, the IMO approved amendments to MARPOL Annex VI, introducing an
Energy Efficiency Design Index for existing ships (EEXI). Subject to adoption at MEPC 76 in June 2021, the
requirements will enter into force in 2023. The EEXI will be applicable for all vessels above 400 GT falling
under MARPOL Annex VI. Guidelines on calculations, surveys and verification of the EEXI will follow and be
finalized at MEPC 76. Nevertheless, as the EEXI is the extension for existing ships of the newbuilding related
EEDI, most procedures will be the same as for the EEDI, with some adaptations regarding limited access to
design data. Already today, DNV GL's maritime advisory offers EEXI-related services based on IMO
submissions which serve as the basis for the future calculation guideline.

EEXI implementation
An EEXI Technical File must be issued for most types of the ships except for ships which were already built in
accordance with EEDI Phase 2 or 3 requirements in the past. The EEXI Technical File includes
the calculation of the attained EEXI, which must be below a required EEXI value. This required EEXI value is
defined for different ship types, with reduction rates related to the EEDI reference curve. These reduction
rates are in the range of EEDI reduction rates related to Phases 2 and 3, meaning that the required EEXI is
almost in agreement with requirements for current newbuildings.
The EEXI Technical File must be submitted to class in time for approval and is required to be carried on
board afterwards. During the first annual, intermediate or renewal survey after the effective date of the EEXI
requirements, meaning within the year 2023, verification of the attained EEXI takes place and, subsequently,
the new IEE Certificate is issued.
EEXI calculation
The calculation of the EEXI follows the calculation of the well-known EEDI. It is based on the 2018
calculation guideline of the EEDI, with some adaptations for existing vessels. Currently, only draft guidelines
are available (submission ISWG-GHG 7/2/7), which will be replaced by adopted guidelines after MEPC 76 in
2021.
In principle, the EEXI describes the CO 2 emissions per cargo ton and mile. It determines the standardized
CO2 emissions related to installed engine power, transport capacity and ship speed. The EEXI is a design
index, not an operational index. No measured values of past years are relevant and no on-board
measurements are required; the index only refers to the design of the ship.
The emissions are calculated from installed power of the main engine, the corresponding specific fuel oil
consumption of the main engine and of auxiliary engines, and a conversion factor between fuel and the
corresponding CO2 mass. The transport work is determined by capacity, which is usually the deadweight of a
ship and the ship speed related to the installed power.
The calculation does not consider the maximum engine power, but 75% of this power for most ship types.
Specific fuel oil consumption of the main engine and ship speed are regarded for this specific power.
The EEXI is applied to almost all oceangoing cargo and passenger ships above 400 gross tonnage. For
different ship types, proper adjustments of the formula have been introduced to allow a suitable comparison.
This is performed by correction factors. Several correction factors are defined to correct the installed power,
e.g. for Ice-class ships, as well as to correct the capacity, e.g. to consider structural enhancement. Further
correction factors are applicable for cranes on board and for Ice-classed ships having IA Super and IA.
With all these correction factors being applicable only for specific ship types, the initially simple calculation of
the EEXI might become quite complex for some ships. DNV GL's maritime advisory, with eight years and
several hundred cases of experience in the calculation of the EEDI, offers reliable, accurate and profound
determination of the EEXI attained for each ship, which is subject to EEXI regulations.
Attained EEXI = [gCO2/t.nm]

    

Differences between EEDI and EEXI calculations

There are often slight differences between the attained EEDI values of sister vessels. This is partly due to the
varying lightweight of ships within a building series, but mainly caused by different ship speeds determined in
individual sea trials of each ship.
For the EEXI, no sea trials are demanded unless these sea trials are performed within the EEDI certification,
meaning that for pre-EEDI vessels, the relevant ship speed cannot be determined from on-board
measurements. Instead, for these ships, the EEXI reference speed is determined from the speed/power curve
determined in model tests of the specific design. Thus, sister vessels built without the EEDI will have the same
EEXI reference speed.
A model test report will not be available for all ships. Therefore, the EEXI calculation guideline offers the
option to calculate the reference speed with an approximate formula based on the ship type and installed
power. With an included margin factor of 5%, this approximated reference speed will be conservative, so that
it is recommended to provide model test reports whenever possible.
The possible lack of model test data is the reason for the introduction of the approximated reference speed
formula. There might be an equivalent dilemma for the specific fuel oil consumption values of main and
auxiliary engines regarding possible lack of shop test values. For this case standard, values for the specific fuel
oil consumption of main and auxiliary engines are defined within the EEXI calculation guideline. Again, these
standard values are conservative by trend, and the application of measured shop test data will improve the
attained EEXI, so it is recommended to provide corresponding reports.
 EEXI general questions
When will the EEXI enter into force?
ANSWER:
The EEXI was approved at MEPC 75 in November 2020 and if adopted at MEPC 76 in June 2021, will enter into force on 1
January 2023.

What will be the improvement measures for my vessel?

ANSWER:
Different improvement measures are possible, e.g.

 Engine power limitation

 Shaft power limitation
 Engine derating
 Propulsion optimization
 Energy-saving devices
Please get in contact with DNV GL's maritime advisory for a ship-specific evaluation.

Do I have a time frame for being compliant? Such as the next annual survey?
ANSWER:
The EEXI Technical File must be approved and the International Energy Efficiency Certificate re-issued by your flag
administration or Recognized Organization at the first annual survey after 1 January 2023 at the latest.

Which vessels does the EEXI apply to?

ANSWER:
 The EEXI must be calculated for all cargo and cruise vessels above 400 GT falling under MARPOL Annex VI. In case of
non-conventional propulsion (such as diesel-electric), please see MARPOL Annex VI for further clarification.

In case of a major conversion, the EEXI must be recalculated.

A required EEXI is applicable for all cargo and cruise vessels above a certain size threshold, depending on the ship type.

Will EEXI requirements change in the near future?

ANSWER:
There will be an IMO review of the data in 2026.

Can I use any class to approve/verify the EEXI or do I need to use the vessel’s class?
ANSWER:
The approval of the EEXI Technical File and the issuance of the IEEC has to be performed by the respective classification
society. Any further support can also be provided by DNV GL.

Can DNV GL also support me with the EEXI for a vessel not under DNV GL class?
ANSWER:
Yes. DNV GL's maritime advisory can assist you with all EEXI-related questions.

We provide support on:

 EEXI calculations and comparison with the attained and required EEXI

 Improvements
 Documentation (e.g. preparation of the EEXI Technical File for submission to your class)
This can be performed for all vessels in your fleet and all documents can be submitted, independently of your classification
society.
What is the required EEXI which my vessels have to fulfil?
ANSWER:
The required EEXI is based on the EEDI reference lines, with the below listed reduction factors applied. This is in most
cases equal to the required EEDI in Phase 2 or Phase 3.

Reduction by ship type

ANSWER:
Bulk carrier ∆15–20% by size
Tanker ∆15–20% by size
Container ∆20–50% by size
General cargo ∆30%
Gas carrier ∆20–30% by size
LNG carrier ∆30%
Reefer ∆15%
Combo ∆20%
Ro-ro/ro-pax ∆5%
Ro-ro (vehicle) ∆15%
Cruise ship ∆30%

What documents are to be submitted for class approval?

ANSWER:
You need to submit an EEXI Technical File to your classification society.

DNV GL's maritime advisory offers support by preparing such documents for you.

Will this approval have an impact on statutory certificates?

ANSWER:
Yes, after approval of the EEXI Technical File by the ship’s classification society, the IEE Certificate will be re-issued.
What is the timeline for the re-issuance of the IEE Certificate?
ANSWER:
The IEE Certificate is re-issued with the first annual survey after 1 January 2023.

Can DNV GL support me with a document stating my compliance before 2023?

ANSWER:
Yes, DNV GL can:

A) issue a preliminary EEXI Technical File so that you can contact the manufacturer as soon as possible to fix a timeline
and scope of limitation, and
B) issue a Statement of Compliance if your vessel already fulfills EEXI requirements. This can be used to show your
charterer that you are committed to the IMO’s GHG strategy.

Specific engine power limitation questions

Is an EPL the only way to improve the EEXI?
ANSWER:
No – please see above.

But a majority of ships will presumably choose engine power limitation (EPL), as this will reduce the ship’s running costs
and, as an efficiency improvement, lower fuel costs for main engines, which are the major component of the ship’s running
costs. Furthermore, an EPL is carried out with less effort compared to other proposed measures.

Are there certain rules or requirements by flag states or class when limiting the engine?
ANSWER:
Classification societies may have certain rules in place for engine limitation (e.g. if Ice class is applicable to your vessel).

Please check with your respective classification society individually.

 What about Ice-classed vessels which have certain requirements regarding minimum speed in
ice?
ANSWER:
All requirements regarding the applicable Ice class have to be considered. If it is not possible to fulfil both, Ice class and
EEXI requirements, additional measures have to be considered.

How about engines which are already derated? Can this engine be limited to an even lower
level?
ANSWER:
You could limit your engine, for instance for a second time, if necessary to fulfil the requirements.

Would an installation of a diesel-electric engine exempt my vessel from EEXI?

ANSWER:
Yes, except if it is an LNG carrier or cruise passenger ship.

What kind of document/proof is required after the EPL has been carried out?
ANSWER:
The following documents should be submitted:

 EPL Report (by engine manufacturer)

 Survey statement by class surveyor after EPL installation
 EPL Management Plan
May EPL lead to other operational issues such as increased vibration?
ANSWER:
Yes. In most cases, limiting the power range goes along with a limitation of the operational revolution range. The new
operational revolution rate may cause resonance conditions, resulting in increased structural or machinery vibrations.
Higher vibration levels may lead to crew discomfort, structural damages and machinery failure. If power limitation is
realized by deactivating cylinders, this will completely change the engine’s dynamics, requiring a new assessment of shaft
torsional vibrations and of shipboard vibration due to changed firing frequency, as well as of modified excitation forcesand
moments. Please contact us again to assess the specific risk for your vessel.

Engine optimization
What is the most favourable solution in this context (engine optimization)?
ANSWER:
The cut-out of one turbocharger (if two or more turbochargers are installed) is a feasible measure to reduce the engine
power.

Is a revised NOx Technical File required in case of a turbocharger cut-out?

ANSWER:
The NOx Technical File of the engines remains valid after a turbocharger cut-out.

Hydrodynamic optimization
What is required to verify the performance improvement of an ESD?
ANSWER:
It is recommended to carry out a model test to predict the performance improvement of the ESD before installation. This
model test result will then be used for the calculation of the attained EEXI. The decision about the installation of an ESD
should be based on a model test or CFD prediction.