Superseded by MEPC.245(66)

 

RESOLUTION MEPC.212(63)

Adopted on 2 March 2012

 

2012 GUIDELINES ON THE METHOD OF CALCULATION OF THE ATTAINED ENERGY EFFICIENCY DESIGN INDEX (EEDI) FOR NEW SHIPS

 

 

 

THE MARINE ENVIRONMENT PROTECTION COMMITTEE,

 

RECALLING article 38(a) of the Convention on the International Maritime Organization concerning the functions of the Marine Environment Protection Committee (the Committee) conferred upon it by international conventions for the prevention and control of marine pollution,

 

RECALLING ALSO that, at its sixty-second session, the Committee adopted, by resolution MEPC.203(62), amendments to the annex of the Protocol of 1997 to amend the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocol of 1978 relating thereto (inclusion of regulations on energy efficiency for ships in MARPOL Annex VI),

 

NOTING the amendments to MARPOL Annex VI adopted at its sixty-second session by inclusion of a new chapter 4 for regulations on energy efficiency for ships, are expected to enter into force on 1 January 2013 upon their acceptance on 1 July 2012,

 

NOTING ALSO that regulation 20 (Attained EEDI) of MARPOL Annex VI, as amended, requires that the Energy Efficiency Design Index shall be calculated taking into account the guidelines developed by the Organization,

 

RECOGNIZING that the amendments to MARPOL Annex VI requires the adoption of relevant guidelines for smooth and uniform implementation of the regulations and to provide sufficient lead time for industry to prepare,

 

HAVING CONSIDERED, at its sixty-third session, the draft 2012 Guidelines on the method of calculation of the attained Energy Efficiency Design Index (EEDI) for new ships,

 

1.                       ADOPTS the 2012 Guidelines on the method of calculation of the attained Energy Efficiency Design Index (EEDI) for new ships, as set out at annex to the present resolution;

 

2.                       INVITES Administrations to take the annexed Guidelines into account when developing and enacting national laws which give force to and implement provisions set forth in regulation 20 of MARPOL Annex VI, as amended;

 

3.                       REQUESTS the Parties to MARPOL Annex VI and other Member Governments to bring the annexed Guidelines related to the Energy Efficiency Design Index (EEDI) to the attention of shipowners, ship operators, shipbuilders, ship designers and any other interested groups;

 

4.                       AGREES to keep these Guidelines under review in light of the experience gained; and

 

5.                       REVOKES the Interim Guidelines circulated by MEPC.1/Circ.681, as from this date.

 

ANNEX

 

2012 GUIDELINES ON THE METHOD OF CALCULATION OF THE ATTAINED ENERGY EFFICIENCY DESIGN INDEX (EEDI) FOR NEW SHIPS

 

 

 

CONTENTS

 

1                        Definitions 

2                        Energy Efficiency Design Index (EEDI) including the equation

 

2.1        C_F ; conversion factor between fuel consumption and CO₂ emission

2.2          V_ref ; ship speed

2.3         Capacity

 

2.3.1             Bulk carriers, tankers, gas carriers, ro-ro cargo ships and general cargo ships

2.3.2             Passenger ships and ro-ro passenger ships

2.3.3             Containerships

 

2.4        Deadweight

 

2.5        P ; Power of main and auxiliary engines

 

2.5.1             P_ME ;        power of main engines

2.5.2             P_PTO ;       shaft generator

2.5.3             P_PTI ;       shaft motor

2.5.4             P_eff ;        output of innovative mechanical energy efficient technology

2.5.5             P_AEeff ;      auxiliary power reduction

2.5.6             P_AE ;        power of auxiliary engines

 

2.6        V_ref, Capacity and P

 

2.7        SFC ; Specific fuel consumption

 

2.8       f_j ; Correction factor for ship specific design elements 

 

                             2.8.1              fj ; ice-class ships

                              2.8.2              fj ; shuttle tankers

             2.8.3              fj ; other ship types

 

2.9         f_w ; Weather factor

 

2.10      f_eff ; Availability factor of innovative energy efficiency technology

 

2.11      f_i ; Capacity factor

 

2.11.1         f_i ;           ice-class ships

2.11.2         f_i ;           ship specific voluntary structural enhancement

2.11.3         f_i ;           bulk carriers and oil tankers under Common Structural Rules (CSR)

2.11.4         f_i ;           other ship types

 

2.12      f_c ; Cubic capacity correction factor

 

2.12.1         f_c ;           chemical tankers

2.12.2         f_c ;           LNG carriers

 

                2.13       Lpp ; Length between perpendiculars

 

APPENDIX 1        A generic and simplified power plant

 

APPENDIX 2      Guidelines for the development of electric power tables for EEDI (EPT-EEDI)

 

 

1                         Definitions

 

MARPOL  means  the  International  Convention  for  the  Prevention  of  Pollution  from Ships, 1973, as modified by the Protocol of 1978 relating thereto, as amended.

 

For  the  purpose  of  these  Guidelines,  the  definitions  in  "REGULATIONS  ON  ENERGY EFFICIENCY FOR SHIPS" (RESOLUTION MEPC. 203(62)) apply.

 

2                         Energy Efficiency Design Index (EEDI)

 

The attained new ship Energy Efficiency Design Index (EEDI) is a measure of ships energy efficiency (g/t*nm) and calculated by the following formula:

 

 

Note:     This formula may not be able to apply to diesel-electric propulsion, turbine propulsion or hybrid propulsion system.

 

Where:

 

.1           C_F is a non-dimensional conversion factor between fuel consumption measured in g and CO₂ emission also measured in g based on carbon content. The subscripts _MEi and _AEi refer to the main and auxiliary engine(s) respectively. C_F corresponds to the fuel used when determining SFC listed in the applicable test report included in a Technical File as defined in paragraph 1.3.15 of NO_x Technical Code ("test report included in a NO_x technical file" hereafter). The value of C_F is as follows:

 

 

.2           Vref is the ship speed, measured in nautical miles per hour (knot), on deep water in   the condition corresponding to  the  Capacity  as  defined  in paragraphs 2.3.1 and 2.3.3 (in case of passenger ships and ro-ro passenger ships, this condition   should be summer load draught as provided in paragraph 2.4)  at  the  shaft   power  of  the  engine(s)  as  defined  in paragraph 2.5 and assuming the weather is calm with no wind and no waves.

 

.3                       Capacity is defined as follows:

 

.1           For bulk carriers, tankers, gas tankers, ro-ro cargo ships, general cargo ships, refrigerated cargo carrier and combination carriers, deadweight should be used as Capacity.

 

.2            For passenger ships and ro-ro passenger ships, gross tonnage in accordance with the International  Convention of Tonnage Measurement of Ships 1969, Annex I, regulation 3 should be used as Capacity.

 

.3            For containerships, 70 per cent of the deadweight (DWT) should be used as Capacity. EEDI values for containerships are calculated as follows:

 

.1       attained EEDI is calculated in accordance with the EEDI formula using 70 per cent deadweight for Capacity.

 

.2       estimated index value in the Guidelines for calculation of the reference line is calculated using 70 per cent deadweight as:

 

 

.3           parameters a and c for containerships in Table 2 of regulation 21 of MARPOL Annex VI are determined by plotting the estimated index value against 100 per cent deadweight i.e. a=174.22 and c=0.201 were determined.

 

.4           required  EEDI  for  a  new  containership  is  calculated using 100 per cent deadweight as:

 

Required EEDI = (1-X/100) · a · 100% deadweight ^–c

 

Where X is the reduction factor (in percentage) in accordance with Table 1 in regulation 21 of MARPOL Annex VI relating to the applicable phase and size of new containership.

 

.4            Deadweight means the difference in tonnes between the displacement of a ship in water of relative density of 1,025 kg/m³ at the summer load draught and the lightweight of the ship. The summer load draught should be taken as the maximum summer draught as certified in the stability booklet approved by the Administration or an organization recognized by it.

 

.5            P is the power of the main and auxiliary engines, measured in kW. The subscripts _ME and _AE refer to the main and auxiliary engine(s), respectively. The summation on i is for all engines with the number of engines (_nME). (See diagram in appendix 1.)

 

.1                      P_ME(i)  is 75 per cent of the rated installed power (MCR^*) for each main engine (i).

 

The influence of additional shaft power take off or shaft power take in is defined in the following paragraphs.

  ____________________

^¢                                The value of MCR specified on the EIAPP certificate should be used for calculation.  If the main engines are not required to have an EIAPP certificate, the MCR on the nameplate should be used.

 

.2                      Shaft generator

 

In case where shaft generator(s) are installed, P_PTO(i) is 75 per cent of the rated electrical output power of each shaft generator.

 

For calculation of the effect of shaft generators two options are available:

 

Option 1:

 

.1           The maximum allowable deduction for the calculation of P_ME(i) is   to  be  no   more   than   P_AE   as   defined   in paragraph 2.5.6.  For this case, P_ME(i) is calculated as:

 

 

or

 

Option 2:

 

.2           Where an engine is installed with a higher rated power output than that which the propulsion system is limited to by verified  technical  means,  then  the  value  of  P_ME(i) is 75 per cent of that limited power for determining the reference speed, V_ref and for EEDI calculation.

 

The following figure gives guidance for determination of P_ME(i) :

 

 

.3                      Shaft motor

 

In case where shaft motor(s) are installed, P_PTI(i) is 75 per cent of the rated power consumption of each shaft motor divided by the weighted average efficiency of the generator(s).

 

The propulsion power at which V_ref is measured, is:

 

 

Where the total propulsion power as  defined  above  is  higher than 75 per cent of the power the propulsion system is limited to by verified technical means, then 75 per cent of the limited power is to be used as the total propulsion power for determining the reference speed, V_ref and for EEDI calculation.

 

In case of combined PTI/PTO, the normal operational mode at sea will determine which of these to be used in the calculation.

 

Note: The shaft motor's chain efficiency may be taken into consideration to account for the energy losses in the equipment from the switchboard to the shaft motor, if the chain efficiency of the shaft motor is given in a verified document.

 

.4           P_eff(i) is the output of the innovative mechanical energy efficient technology for propulsion at 75 per cent main engine power.

 

Mechanical recovered waste energy directly coupled to shafts need not be measured, since the effect of the technology is directly reflected in the V_ref.

 

In case of a ship equipped dual-fuel engine or a number of engines, the C_FME and SFC_ME should be the power weighted average of all the main engines.

 

.5           P_{AEeff (i)} is the auxiliary power reduction due to innovative electrical energy efficient technology measured at P_ME(i).

 

.6          P_AE  is the required auxiliary engine power to supply normal maximum sea load including necessary power for propulsion machinery/systems and accommodation, e.g. main engine pumps, navigational systems and equipment and living on board, but excluding the power not for propulsion machinery/systems, e.g. thrusters, cargo pumps, cargo gear, ballast pumps, maintaining cargo, e.g. reefers and cargo hold fans, in the condition where the ship engaged in voyage at the speed (V_ref) under the condition as mentioned in paragraph 2.2.

 

.3            For ship  where  the  P_AE  value  calculated  by paragraph 2.5.6.1 or 2.5.6.2 is significantly different from the total power used at normal seagoing, e.g. in cases of passenger ships (see NOTE under the formula of EEDI), the P_AE value should be estimated by the consumed electric power (excluding propulsion) in conditions when the ship is engaged in a voyage at reference speed (V_ref) as  given  in  the  electric  power  table¹,  divided  by  the average efficiency of the generator(s) weighted by power (see appendix 2).

 ____________________

¹                  The electric power table should be examined and validated by the verifier. Where ambient conditions affect any electrical load in the power table the contractual ambient conditions leading to the maximum design electrical load of the installed system for the ship in general should apply.

 

.6            V_ref, Capacity and P should be consistent with each other.

 

.7           SFC is the certified specific fuel consumption, measured in g/kWh, of the engines. The subscripts _ME(i) and _AE(i) refer to the main and auxiliary engine(s), respectively. For engines certified to the E2 or E3 test cycles of the NO_x Technical Code 2008, the engine Specific Fuel Consumption (SFC_ME(i)) is that recorded in the test report included in a NO_x technical file for the engine(s) at 75 per cent of MCR power of its torque rating. For engines certified to the D2 or C1 test cycles of the NO_x Technical Code 2008, the engine Specific Fuel Consumption (SFC_AE(i)) is that recorded on the test report included in a NO_x technical file at the engine(s) 50 per cent of MCR power or torque rating.

 

The SFC should be corrected to the value corresponding to the ISO standard reference conditions using the standard lower calorific value of the fuel oil (42,700kJ/kg), referring to ISO 15550:2002 and ISO 3046-1:2002.

 

For ships where the P_AE value calculated by paragraphs 2.5.6.1 and 2.5.6.2 is significantly different from the total power used at normal seagoing,

e.g. conventional passenger ships, the Specific Fuel Consumption (SFC_AE) of the auxiliary generators is that recorded in the test report included in a NO_x technical file for the engine(s) at 75 per cent of MCR power of its torque rating.

 

SFC_AE is the power-weighted average among SFC _AE(i) of the respective engines i.

 

For those engines which do not have a test report included in a NO_x technical file because its power is below 130 kW, the SFC specified by the manufacturer and endorsed by a competent authority should be used.

 

At the design stage, in case of unavailability of test report in the NO_x file, the SFC specified by the manufacturer and endorsed by a competent authority should be used.

 

For LNG driven engines of which SFC is measured in kJ/kWh should be corrected to the SFC value of g/kWh using the standard lower calorific value of the LNG (48,000 kJ/kg), referring to the 2006 IPCC Guidelines.

 

 

.8           fj is a correction factor to account for ship specific design elements:

 

.1          The power correction factor, f_j, for ice-classed ships should be taken as the greater value of f_j0 and f_j,min as tabulated in Table 1 but not greater than f_j,max = 1.0.

 

For further information on approximate correspondence between ice classes, see HELCOM Recommendation 25/7².

 _______________________

²           HELCOM Recommendation 25/7 may be found at http://www.helcom.fi.

 

Table 1: Correction factor for power f _j for ice-classed ships

 

  

.2           The factor fj, for shuttle tankers with propulsion redundancy should be fj = 0.77. This correction factors applies to shuttle tankers with propulsion redundancy between 80,000 and 160,000 deadweight. The Shuttle Tankers with Propulsion Redundancy are  tankers used for loading of crude oil from offshore installations equipped with    dual-engine and twin-propellers need to meet the requirements for dynamic positioning and redundancy propulsion class notation.

 

.3          For other ship types, f_j should be taken as 1.0.

 

.9            f_w is a non-dimensional coefficient indicating the decrease of speed in representative sea conditions of wave height, wave frequency and wind speed (e.g. Beaufort Scale 6), and is determined as follows:

 

.1           for attained EEDI calculated under regulations 20 and 21 of MARPOL Annex VI, f_w is 1.00;

 

.2            when f_w is calculated according to the subparagraph .2.1 or .2.2 below,  the value for attained EEDI calculated by the formula in paragraph 2  using  the  obtained  f_w   should  be  referred  to  as "attained EEDI_weather";

 

.1            f_w can  be  determined  by  conducting  the  ship  specific simulation on its  performance  at  representative  sea conditions. The simulation methodology should be based on the Guidelines developed by the Organization and the method and outcome for an individual ship should be verified by the Administration or an organization recognized by the Administration; and

 

.2           in cases where a simulation is not conducted, f_w should be taken from the "Standard f_w " table/curve. A "Standard f_w " table/curve is provided in the Guidelines³ for each ship type defined in paragraph 1, and expressed as a function of Capacity (e.g. deadweight). The "Standard f_w " table/curve is based on data of actual speed reduction of

as many existing ships as possible under the representative sea condition.

 

f_w and attained EEDI_weather, if calculated, with the representative sea conditions under which those values are determined, should be indicated in the EEDI Technical File to make a distinction with the attained EEDI calculated under regulations 20 and 21 of MARPOL Annex VI.

 

.10         f_eff(i) is the availability factor of each innovative energy efficiency technology.

f_eff(i) for waste energy recovery system should be one (1.0)⁴.

 

.11          f_i is the capacity factor for any technical/regulatory limitation on capacity, and should be assumed to be one (1.0) if no necessity of the factor is granted.