EEDI

➢ The Energy Efficiency Design Index (EEDI) was made mandatory for new ships and the Ship Energy
Efficiency Management Plan (SEEMP) for all ships at MEPC 62 (July 2011) with the adoption of amendments
to MARPOL Annex VI (resolution MEPC.203(62)), by Parties to MARPOL Annex VI.

➢ This was the first legally binding climate change treaty to be adopted since the Kyoto Protocol.

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 Energy Efficiency Design Index (EEDI)
• The EEDI for new ships is the most important technical measure and aims at promoting the use of more
energy efficient (less polluting) equipment and engines.

• The EEDI requires a minimum energy efficiency level per capacity mile (e.g. tonne mile) for different ship type
and size segments.

• Since 1 January 2013, following an initial two year phase zero, new ship design needs to meet the reference
level for their ship type.

• The level is to be tightened incrementally every five years, and so the EEDI is expected to stimulate continued
innovation and technical development of all the components influencing the fuel efficiency of a ship from its
design phase.

• The EEDI is a non-prescriptive, performance-based mechanism that leaves the choice of technologies to use in
a specific ship design to the industry. As long as the required energy efficiency level is attained, ship designers
and builders are free to use the most cost-efficient solutions for the ship to comply with the regulations.

• The EEDI provides a specific figure for an individual ship design, expressed in grams of carbon dioxide (CO2)
per ship's capacity-mile (the smaller the EEDI the more energy efficient ship design) and is calculated by a
formula based on the technical design parameters for a given ship.

• The CO2 reduction level (grams of CO2 per tonne mile) for the first phase is set to 10% and will be tightened
every five years to keep pace with technological developments of new efficiency and reduction measures.

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 Energy Efficiency Design Index (EEDI)

• Reduction rates have been established until the period 2025 and onwards when a 30% reduction is mandated for
applicable ship types calculated from a reference line representing the average efficiency for ships built between
2000 and 2010.

• The EEDI is developed for the largest and most energy intensive segments of the world merchant fleet and
embraces emissions from new ships covering the following ship types: tankers, bulk carriers, gas carriers, general
cargo ships, container ships, refrigerated cargo carriers and combination carriers.

• In 2014, MEPC adopted amendments to the EEDI regulations to extend the scope of EEDI to: LNG carriers, ro-ro
cargo ships (vehicle carriers), ro-ro cargo ships; ro-ro passenger ships and cruise passenger ships having non-
conventional propulsion.

• These amendments mean that ship types responsible for approximately 85% of the CO2 emissions from
international shipping are incorporated under the international regulatory regime.

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Energy Efficiency Design Index (EEDI)

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Energy Efficiency Design Index (EEDI)

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Energy Efficiency Design Index (EEDI)

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Energy Efficiency Design Index (EEDI)

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 Amendments to MARPOL Annex VI (Res. MEPC.328(76))
➢ The short-term measures to reduce GHG emissions from ships have been adopted as amendments to MARPOL
Annex VI with entry into force date on 1 November 2022. They include technical and operational requirements:
➢ calculation and verification of the Energy Efficiency index for existing ships (EEXI);
➢ the strengthen of Ship Energy Efficiency Management Plan (SEEMP); and
➢ introduction of a rating mechanism linked to the operational carbon intensity indicators (CII).

EEXI index requirements (New Regs. 23 and 25):

➢ Bulk carriers, combination carriers, container ships, cruise passenger ships having non- conventional propulsion, gas
carriers, general cargo ships, refrigerated cargo carriers, LNG carriers, ro-ro cargo ships, ro-ro cargo ships (vehicle
carrier), ro-ro passenger ships and tankers of 400 GT and above engaged in international voyages shall calculate the
Attained EEXI and this shall result equal or less than the Required EEXI, calculated as (1-Y/100) × EEDI Reference line
value.
➢ The reduction factors Y are specific for each ship type.
➢ The verification of the ship's Attained EEXI shall take place at the first annual, intermediate or renewal survey of the
IAPP Certificate or the initial survey of the IEEC Certificate, whichever is the first, on or after 1 January 2023.
➢ For those ships already having a verified attained EEDI, this value may be taken as the Attained EEXI if it is equal to
or less than the required EEXI. In this case, the Attained EEXI shall be verified based on the EEDI Technical File.

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Amendments to MARPOL Annex VI (Res. MEPC.328(76))
SEEMP requirements (New Reg. 26)
➢ On or before 1 January 2023, the above-listed ship types with the addition of cruise having and cruise having
conventional propulsion of 5000GT and above engaged in international voyages shall include in the SEEMP:
• a description of the methodology that will be used to calculate the ship’s Attained annual operational
Carbon Intensity Indicator (CII) and the processes that will be used to report this value to the ship's flag
Administration;
• Required annual operational CII for the next 3 years;
• an implementation plan documenting how the Required annual operational CII will be achieved during
the next 3 years; and
• a procedure for self-evaluation and improvement.

➢ Confirmation of compliance shall be provided by the Administration/ RO and retained onboard prior to 1
January 2023.
➢ The SEEMP of these ships shall be subject to verification and Company audits taking into account the
Guidelines which are still to be developed.

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 CARBON INTENSITY INDICATOR

• The Carbon Intensity Indicator (CII) is a response to the company’s need to move towards a business model
compatible with the Paris Agreement, achieving net zero emissions by 2050.
• This indicator will be used to monitor progress and apply the most suitable and timely efficient levers.
• A mandatory Carbon Intensity Indicator (CII -- grams of CO2 per dwt-mile)
• Rating scheme where all cargo and cruise ships above 5,000 GT are given a rating of A to E every year.
• The rating thresholds will become increasingly stringent towards 2030.
• This would enable the operational carbon intensity rating to be determined.
• The rating would be given on a scale - operational carbon intensity rating A, B, C, D or E - indicating a major
superior, minor superior, moderate, minor inferior, or inferior performance level.
• The performance level would be recorded in the ship’s Ship Energy Efficiency Management Plan (SEEMP).
• A ship rated D for three consecutive years, or E, would have to submit a corrective action plan, to show
how the required index (C or above) would be achieved.

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 Energy Efficiency Existing Ship Index (EEXI)

Introduction:
➢ During MEPC 76 in June 2021, the IMO adopted amendments to MARPOL Annex VI, introducing an Energy
Efficiency Design Index for existing ships (EEXI).
➢ The requirements entered into force at 1st of January 2023.
➢ The EEXI is applicable for all vessels above 400 GT falling under MARPOL Annex VI.
➢ Guidelines on calculations, surveys and verification of the EEXI have been finalized at MEPC 76.
➢ The calculation guidelines refer to corresponding EEDI guideline for new buildings with some adaptations
regarding limited access to design data.
➢ Nevertheless, some details are not finally decided but deferred to MEPC 77 in November this year.
➢ This is mainly the consideration of energy efficiency technologies as for example wind assisted propulsion
systems and the acceptance of in-service sea trials for determination of the reference ship speed.
➢ Other points of interpretation still need an alignment by IACS, e.g. the consideration of boil-off gas for LNG
carriers.

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 Energy Efficiency Existing Ship Index (EEXI)

The International Maritime Organization’s Marine Environment Protection Committee has concluded its
76th meeting (known as MEPC 76), held remotely from June 10-17, to consider new measures to tackle
climate change, including adopting short-term measures to cut carbon intensity of ships, and additional
discussion on the shipping industry’s path towards achieving the IMO’s Initial Strategy reducing
greenhouse gas emissions from ships by half by 2050, based on 2008 levels.

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 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.

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 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 new buildings.

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 EEXI Implementation
➢ 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

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 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 CO 2 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.

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 EEXI Calculation
➢ 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.
➢ Attained EEXI = [gCO2/t.nm]

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 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.

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 Differences between EEDI and EEXI calculations

➢ 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.

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Energy Efficiency Operational Index (EEOI)

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Energy Efficiency Operational Index (EEOI)

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Carbon Factor and Lower Calorific Values for Different Fuels

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Energy Efficiency Design Index (EEDI)

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 Technologies to Improve EEDI

EEDI : measures how well a ship is built.

EEOI : measures how well it is operated.
➢ Hulls with less resistance and improved steering configurations.
➢ More efficient aft-ship, propeller and rudder arrangements.
➢ Lower energy consumption in main and auxiliary engines.
➢ Switch from oil to natural gas as main fuel. 24%
➢ Miscellaneous technologies to reduce minor energy consumers (deck paint, pipe insulation, lighting, air
conditioning, etc.)
➢ Zero or minimum ballast configurations (e.g., by alternative design or ship type)
➢ Marine fuel cells (longer term); and Hybrid ships (e.g., wind power, solar panels, and use of light
materials, etc.) (longer term)

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 CARBON INTENSITY INDICATOR

➢ The Carbon Intensity Indicator (CII) is a response to the company’s need to move towards a
business model compatible with the Paris Agreement, achieving net zero emissions by 2050.
➢ This indicator will be used to monitor progress and apply the most suitable and timely efficient
levers.
➢ A mandatory Carbon Intensity Indicator (CII -- grams of CO2 per dwt-mile)
➢ Rating scheme where all cargo and cruise ships above 5,000 GT are given a rating of A to E
every year.
➢ The rating thresholds will become increasingly stringent towards 2030.
➢ This would enable the operational carbon intensity rating to be determined.
➢ The rating would be given on a scale - operational carbon intensity rating A, B, C, D or E -
indicating a major superior, minor superior, moderate, minor inferior, or inferior performance
level.
➢ The performance level would be recorded in the ship’s Ship Energy Efficiency Management Plan
(SEEMP).
➢ A ship rated D for three consecutive years, or E, would have to submit a corrective action plan,
to show how the required index (C or above) would be achieved.

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By Peri Avadhani
 IGF CODE
• IGF Code [RESOLUTION MSC.391(95)] adopted on 11 June 2015)
➢The purpose of this Code is to provide an international standard for ships
using low-flashpoint fuel, other than ships covered by the IGC Code
➢High pressure means a maximum working pressure greater than 1.0 MPa.
(10Bar)

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 SOLAS : Chapt II, Part G:
Ships using low-flashpoint fuels
Regulation 56 - Application
1. Except as provided for in paragraphs 4 and 5, this part shall apply to ships using low-flashpoint fuels:
1. for which the building contract is placed on or after 1 January 2017;
2. in the absence of a building contract, the keels of which are laid or which are at a similar stage of
construction on or after 1 July 2017; or
3. the delivery of which is on or after 1 January 2021.
Such ships using low-flashpoint fuels shall comply with the requirements of this part in addition to any other
applicable requirements of the present regulations.
2. Except as provided for in paragraphs 4 and 5, a ship, irrespective of the date of construction, including one
constructed before 1 January 2009, which converts to using low-flashpoint fuels on or after 1 January 2017 shall
be treated as a ship using low-flashpoint fuels on the date on which such conversion commenced.
3. Except as provided for in paragraphs 4 and 5, a ship using low-flashpoint fuels, irrespective of the date of
construction, including one constructed before 1 January 2009, which, on or after 1 January 2017, undertakes to
use low-flashpoint fuels different from those which it was originally approved to use before 1 January 2017 shall
be treated as a ship using low-flashpoint fuels on the date on which such undertaking commenced.

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 SOLAS : Chapt II, Part G:
Ships using low-flashpoint fuels
Regulation 56 - Application

4. This part shall not apply to gas carriers, as defined in regulation VII/11.2:
1. using their cargoes as fuel and complying with the requirements of the IGC Code, as defined in regulation
VII/11.1; or
2. using other low-flashpoint gaseous fuels provided that the fuel storage and distribution systems design and
arrangements for such gaseous fuels comply with the requirements of the IGC Code for gas as a cargo.
5. This part shall not apply to ships owned or operated by a Contracting Government and used, for the time being,
only in Government non-commercial service. However, ships owned or operated by a Contracting Government and
used, for the time being, only in Government non-commercial service are encouraged to act in a manner consistent,
so far as reasonable and practicable, with this part.

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 SOLAS : Chapt II, Part G:
Ships using low-flashpoint fuels

Regulation 57 - Requirements for ships using low-flashpoint fuels

Except as provided in regulations 56.4 and 56.5, ships using low-flashpoint fuels shall comply with the
requirements of the IGF Code.

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By Peri Avadhani