423 Lec12 EEDI

NAME 423: Power and
Propulsion Systems
DR. MD. MASHUD KARIM, PROFESSOR, DEPT. OF NAME, BUET
Energy Efficiency Design Index (EEDI)
Introduction
In order to promote energy-efficient ship design and to quantify, monitor and control CO2
emissions from ships, the International Maritime Organization (IMO) has developed an Energy
Efficiency Design Index (EEDI) [17.75–17.77], which came into force as a mandatory
regulation from January 2013.
The regulation is contained in Annex VI of the MARPOL Convention, which contains

regulations for the prevention of air pollution from ships.
What is EEDI?
Energy Efficiency Design Index (EEDI), formulated for new ships, is an index that estimates
grams of CO2 per transport work (g of CO2 per tonne‐mile). It can be expressed as the ratio
of “environmental cost” divided by “Benefit for Society”.
For a new ship, the attained EEDI is calculated by dividing emissions by the benefit to society,
expressed as transport capacity times the speed of the vessel.
The attained index (attained by the ship) has to be lower than a required reference value (from
a defined reference line). The fundamental form of the index is:
The general form of the index is as follows:
EEDI = P × SFC × CF / C × V gm CO2/tonne.mile (17.9)

where P is power (kW), including the propulsive and auxiliary power; SFC is specific fuel
consumption (gm/kW.hr); CF is a CO2 conversion (tonne CO2/tonne fuel); C is the capacity of the
ship (deadweight tonnes or gross tonnage); and V is the speed (nautical miles/hr (knots)).
As such, the EEDI can be seen as a measure of a ship’s energy efficiency and greenhouse gas
(GHG) emission level.
Equation (17.9) is the general, or generic, form of the equation. As an example, based on the
general form of the index, a cargo ship with power (propulsive plus auxiliary) of 6,800 kW, capacity
20,000 tonnes, speed 16 knots, SFC = 190 gm/kW.hr and CF = 3.206 tonne CO2/tonne fuel, would
have an EEDI = 12.9 gm CO2/tonne.mile.
The full equation for EEDI, from IMO [17.76], is given as Equation (17.10) in which the detailed
components are shown, together with various correction factors:
where suffix ME(i) refers to main engine(s) and suffix AE refers to auxiliary engine(s).
The first two components of the equation define the main and auxiliary engine(s) and can be seen
as a detailed expansion of Equation (17.9).
The next component PPTI(i) accounts for a shaft motor or power take off, PAEeff(i) is a correction
that accounts for energy-saving equipment such as solar panels, and the final component is a
correction that accounts for energy-saving propulsion technologies such as sails and kites.
The formula does not (currently, 2016) apply to diesel–electric propulsion, turbine propulsion or
hybrid propulsion systems.
Power P
The propulsive power, PME, is taken as 75% of rated installed power (MCR).
The auxiliary power is taken as:
for PME > 10,000 kW, PAE = 0.025 PME + 250
for PME < 10,000 kW, PAE = 0.05 PME
The use of shaft generators or shaft motors is dealt with separately [17.76].
Capacity C
The capacity (C) is the deadweight at summer load line draught, or draught corresponding to
70% deadweight for a container ship.
For a passenger ship, the capacity is its gross tonnage.

Speed Vref
Vref is the reference speed for given power.
It is the ship speed measured at maximum summer load draught and at 75% of the rated installed
power (MCR) in ideal conditions.
The speed–power relationship is derived from model tank tests at the design stage and ship trials.
IMO lay down detailed procedures for the conduct of model tests and ship trials, noting that the
EEDI is a mandatory, or regulatory, requirement.
The model tests basically have to follow the ITTC model test procedures for resistance, self-
propulsion and propeller open-water tests, [see Sections 3.1.4, 8.7.3 and 8.7.4.]
A model test power–speed curve for the sea trials condition is to be derived if the trials are not to
be performed at full-load draught.
Exemption from tank testing may be granted if certain conditions are met.
The final ship trials are to be carried out according to the ISO 15016:2015 trials procedure, [17.78],
covering the measurements of power and speed. See also Section 5.3.8, which describes trials
procedures.
Correction Factors in Equation (17.10)
Correction factors are included in Equation (17.10) to take account of differences in design and
operation between ships.
For example, a vessel strengthened for ice would have an increase in steel mass, hence
lightship, and decrease in deadweight (capacity) for the same displacement, power, speed
and emissions but an increase in EEDI.
Ship-based cranes and handling gear have a similar effect.
Hence corrections are applied in the EEDI formula to take account of such anomalies.
fj: Correction factor to account for ship-specific design elements. Usually taken as 1.0, except for
special cases such as ships with propulsion redundancy.
fi: Capacity correction factor (normally 1.0), e.g., for ice class notation fi > 1.0.
fc: Cubic capacity correction factor (normally 1.0), e.g., for chemical and gas carriers, fc > 1.0.
fw: Weather factor and fw = Vw/Vref where Vw is speed in representative sea conditions, e.g.,
Beaufort No. 6. fw is taken as 1.0 for the calculation of attained EEDI.
If used, EEDI is defined as EEDIweather and EEDIweather = EEDI/fw.
feff: Is the availability factor of each innovative energy efficiency technology

EEDI Reference Line
For a particular ship type there is a basic reference line derived from a regression of EEDI values
from existing ships built between 1999 and 2009.
The reference line value is defined as: value = a × b–c, where b is deadweight and a and c are
constant values for different ship types.
For example, for general cargo vessels, a = 107.48 and c = 0.216, and for a vessel of 20,000 tonnes
deadweight, the reference EEDI = 12.7.
The reference line for general cargo ships is shown in Figure 17.5. This reference line will be lowered
over the years as expected improvements in efficiency are made.
This will take place in phases with

Phase 0 the basic reference line (2013–2014); and, for general cargo ships >15,000 tonnes
deadweight,
Phase 1 (2015–2019) – 10%;
Phase 2 (2020–2024) – 15%; and
Phase 3 (2025 onwards) – 30%.
These lowered lines are also shown in Figure 17.5. Phases 2 and 3 are still to be reviewed. Reference
lines for other ship types are given in [17.75].
Implementation of EEDI
Verification of the EEDI is a two-step process:
(i) Preliminary verification of attained EEDI during the design stage, based on the design and
model tank tests.
(ii) Final verification of the attained EEDI after the sea trial, based on confirmation of deadweight
and speed/power.
Reduction in EEDI (Methods of Reducing EEDI)
Potential changes to machinery and ship design:
(i) SFC: increase efficiency of engines and decrease SFC.

(ii) Auxiliary power: use of shaft generators and renewable energy such as solar.
(iii) Propulsive power: reduction in power for given displacement and speed. This entails a
reduction in hull resistance and increase in propulsive efficiency [17.9].
Reduction in EEDI (contd.)

(iv) Use of energy-saving devices (ESDs), see Section 17.5.
(v) Use of renewable energy such as wind, see Section 17.6.
(vi) Capacity: improving the basic efficiency of the design by minimizing lightship mass and
maximizing deadweight capacity (C) for a given displacement (Δ) and power (P).
(vii) Speed: for displacement ships, power varies (approximately) as speed cubed, and a
reduction in speed will lead to a reduction in the EEDI, Equation (17.9), according to speed
squared.
(i) For example, if the speed of the ship discussed earlier is reduced from 16 to 14 knots, then there
is a significant reduction in the EEDI from 12.9 to 9.91 gm/tonne.mile.
(ii) Thus the easiest way to reduce EEDI is to decrease the design speed. In order to meet EEDI
limits, this method is being applied to existing designs by a number of shipbuilders.
(iii) It is clear that a reduction in speed leads to significant reductions in power and EEDI, although
decisions on levels of speed reduction will also depend on the overall operation of the number
of ships to transport a certain amount of cargo, or a required speed to maintain a regular
service.
Minimum Propulsive Power
If the attained EEDI is achieved through design speed reduction and a reduction in the installed
power, potential safety issues may arise such as an inability to manoeuvre or keep station in
extreme seas.
A regulatory requirement is therefore included, which states that the installed power shall be not
less than the propulsive power required to maintain manoeuvrability of the ship in defined adverse
weather conditions [17.79, 17.80].
Actual levels of sea state and required levels of minimum power are still under discussion (2016).
Problem #1:
An oil tanker has following particulars LWL = 100 m, BMLD = 18 m, D= 5m, T = 4 m, CB = 0.7, CD=0.65, SFCME=
SFCAE= 200 gm/kW.hr, Main Engine BHP: 1000 HP at 100% MCR and Engine output at 75% MCR = 80% of BHP,
Carbon content of the fuel = 0.8744, No shaft motor used, Speed at 75% MCR = 12 knot. Based on the above
information, calculate EEDI of the vessel.
Given:
SFCME= SFCAE
= 200 gm/kW.hr
PME
EEDI=(PME+PAE)xCFxSFC
/(DWTxVRef)
ii) If Required main engine power is defined by CBX(Δ2/3 X V3)/(1.03*C), where Δ= Displacement, V=
Ship speed, C= Coefficient Choose a ship design particular that will decrease EEDI, provided that,
DWT, CD and speed will be same as before. Other particulars may be varied by maximum ±5%.
PME=CB*(L*B*d*CB)2/3*(12)3/(1.03*C)
PME=CB*(L*B*d*CB)2/3*(12)3/(1.03*C)
=?

423 Lec12 EEDI

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423 Lec12 EEDI

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NAME 423: Power and

The regulation is contained in Annex VI of the MARPOL Convention, which contains

The general form of the index is as follows:

EEDI = P × SFC × CF / C × V gm CO2/tonne.mile (17.9)

For a passenger ship, the capacity is its gross tonnage.

Vref is the reference speed for given power.

Correction Factors in Equation (17.10)

Ship-based cranes and handling gear have a similar effect.

If used, EEDI is defined as EEDIweather and EEDIweather = EEDI/fw.

feff: Is the availability factor of each innovative energy efficiency technology

EEDI Reference Line

This will take place in phases with

Verification of the EEDI is a two-step process:

Reduction in EEDI (Methods of Reducing EEDI)

Potential changes to machinery and ship design:

(i) SFC: increase efficiency of engines and decrease SFC.

Reduction in EEDI (contd.)

(v) Use of renewable energy such as wind, see Section 17.6.

Minimum Propulsive Power

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