Superseded by MEPC.308(73)

 

RESOLUTION MEPC.245(66)

Adopted on 4 April 2014

 

2014 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 from ships,

 

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 that the amendments to MARPOL Annex VI adopted at its sixty-second session by resolution MEPC.203(62), including a new chapter 4 for regulations on energy efficiency for ships in Annex VI, entered into force on 1 January 2013,

 

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,

 

NOTING FURTHER the 2012 Guidelines on the method of calculation of the attained Energy Efficiency Design Index (EEDI) for new ships, adopted at its sixty-third session by resolution MEPC.212(63), and the amendments thereto, adopted at its sixty-fourth session by resolution MEPC.224(64),

 

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

 

HAVING CONSIDERED, at its sixty-sixth session, the 2014 Guidelines on the method of calculation of the attained Energy Efficiency Design Index (EEDI) for new ships, 

 

1.         ADOPTS the 2014 Guidelines on the method of calculation of the attained Energy Efficiency Design Index (EEDI) for new ships, as set out in the 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 parties; 

 

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

 

5.         SUPERSEDES the 2012 Guidelines on the method of calculation of the attained Energy Efficiency Design Index (EEDI) for new ships adopted by resolution MEPC.212(63), as amended by resolution MEPC.224(64).  

 

ANNEX

 

2014 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 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, LNG carriers, ro-ro cargo ships (vehicle carriers), ro-ro cargo ships, ro-ro passenger ships, general cargo ships, refrigerated cargo carrier and combination carriers

2.3.2    Passenger ships and cruise 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    f_j ;        ice-class ships

2.8.2    f_j ;        shuttle tankers

2.8.3    f_jroro ;    ro-ro cargo and ro-ro passenger ships

2.8.4    f_j ;        general cargo ships

2.8.5    f_j ;        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 ;        gas carriers

2.12.3  f_cRoPax; ro-ro passenger ships

2.13     Lpp ; Length between perpendiculars

2.14     f_l ; Factor for general cargo ships equipped with cranes and other cargorelated gear

2.15     d_s ; Summer load line draught

2.16     B_s ; Breadth

2.17     ∇ ; Volumetric displacement

2.18     g ; gravitational acceleration

 

APPENDIX 1           A generic and simplified power plant

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

APPENDIX 3           A generic and simplified marine power plant for a cruise passenger ship having non-conventional propulsion

APPENDIX 4           EEDI calculation examples for use of dual fuel engines

 

1          Definitions

 

1.1       MARPOL means the International Convention for the Prevention of Pollution from Ships, 1973, as modified by the Protocols of 1978 and 1997relating thereto, as amended.

 

1.2       For the purpose of these Guidelines, the definitions in chapter 4 of MARPOL Annex VI, as amended, 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:

 

*          If part of the Normal Maximum Sea Load is provided by shaft generators, SFC_ME  and C_FME may – for that part of the power – be used instead of SFC_AE and C_FAE

**        In case of P_PTI(i)>0, the average weighted value of (SFC_ME ^. C_FME) and 

            (SFC_AE  ^. C_FAE ) to be used for calculation of P_eff

 

Note: This formula may not be applicable to a ship having diesel-electric propulsion, turbine propulsion or hybrid propulsion system, except for cruise passenger ships and LNG carriers.

 

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 _ME(i) and _AE(i) refer to the main and auxiliary engine(s) respectively.  CF 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: 

 

In case of a ship equipped with a dual-fuel main or auxiliary engine, the C_F-factor for gas fuel and the C_F-factor for fuel oil should apply and be multiplied with the specific fuel oil consumption of each fuel at the relevant EEDI load point.

 

Example:

C_F,Gas                = 2.750

C_{F Pilotfuel}           = 3.114

SFC_{ME Pilotfuel}    = 6 g/kWh 

SFC_{ME Gas}         = 160 g/kWh 

EEDI = (P_ME x (C_{F Pilotfuel} x SFC_{ME Pilotfuel} + C_{F Gas} x SFC_{ME Gas})) + …

EEDI = (P_ME x (3.114 x 6 + 2.750 x 160)) + …

Calculation examples are set out in appendix 4.

.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 cruise 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 carriers, LNG carriers, ro-ro cargo ships (vehicle carriers), ro-ro cargo ships, ro-ro passenger ships, general cargo ships, refrigerated cargo carrier and combination carriers, deadweight should be used as capacity.

.2         For passenger ships and cruise 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% 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% deadweight for capacity.

.2         estimated index value in the Guidelines for calculation of the reference line is calculated using 70% 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% deadweight i.e. a = 174.22 and c=0.201 were determined.

.4         required EEDI for a new containership is calculated using 100% 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(i) and _AE(i) 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% of the rated installed power (MCR*) for each main  engine (i).  

____________________

*   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. 

For LNG carriers having diesel electric propulsion system, P_ME(i) should be calculated by the following formula:

  

Where:

MPP_Motor(i) is the rated output of motor specified in the certified document.

 

η_(i) is to be taken as the product of electrical efficiency of generator, transformer, converter, and motor, taking into consideration the weighted average as necessary.

 

The electrical efficiency, η_(i), should be taken as 91.3% for the purpose of calculating attained EEDI. Alternatively, if the value more than 91.3% is to be applied, the η_(i) should be obtained by measurement and verified by method approved by the verifier.

 

For LNG carriers having steam turbine propulsion systems, P_ME(i) is 83% of the rated installed power (MCR_SteamTurbine) for each steam turbine_(i).

 

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

 

.2    Shaft generator

 

In case where shaft generator(s) are installed, P_PTO(i) is 75% of the rated electrical output power of each shaft generator. In case that shaft generator(s) are installed to steam turbine, P_PTO(i) is 83% of the rated electrical output power and the factor of 0.75 should be replaced to 0.83.

 

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

 

Option 1:

 

.1       The maximum allowable deduction for the calculation of Ʃ P_ME(i) is to be no more than  P_AE as defined in paragraph 2.5.6. For this case, Ʃ 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 Ʃ P_ME(i) is 75% of that limited power for determining the reference speed, V_ref and for EEDI calculation. The following figure gives guidance for determination of Ʃ P_ME(i):

 

             

.3    Shaft motor

 

In case where shaft motor(s) are installed, P_PTI(i) is 75% of the rated power consumption of each shaft motor divided by the weighted average efficiency of the generator(s), as follows:

 

Where:

 

P_SM,max(i) is the rated power consumption of each shaft motor

η_Gen is the weighted average efficiency of the generator(s) 

 

In case that shaft motor(s) are installed to steam turbine, P_PTI(i) is 83% of the rated power consumption and the factor of 0.75 should be replaced to 0.83.

 

The propulsion power at which V_ref is measured, is:

 

Ʃ P_ME(i) + ƩP_{PTI (i),Shaft}

 

Where:

 

Ʃ P_{PTI (i),Shaft} = Ʃ (0.75· P_SM,max(i) ·η_{PTI (i)})

 

η_{PTI (i)} is the efficiency of each shaft motor installed

 

Where the total propulsion power as defined above is higher than 75% of the power the propulsion system is limited to by verified technical means, then 75% 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% 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 with a number of engines, the C_F and SFC should be the power weighted average of all the main engines.

 

       In case of a ship equipped with dual-fuel engine(s), the C_F and SFC should be calculated in accordance with paragraphs 2.1 and 2.7.

 

.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.

 

.1       For ships      with a total propulsion power

 

.2       For ships with a total propulsion power

         

.3       For LNG carriers with a reliquiefaction system or compressor(s), designed to be used in normal operation and essential to maintain the LNG cargo tank pressure below the maximum allowable relief valve setting of a cargo tank in normal operation, the following terms should be added to above P_AE formula in accordance with 1, 2 or 3 as below:

 

.1     For ships having re-liquefaction system:

 

+CargoTankCapacity _LNG x BOR x COP_reliquefy x R_reliquefy

 

Where:

 

CargoTankCapacity_LNG is the LNG Cargo Tank Capacity in m³.

 

BOR is the design rate of boil-off gas of entire ship per day, which is specified in the specification of the building contract.

 

COP_reliquefy is the coefficient of design power performance for reliquefying boil-off gas per unit volume, as follows.

 

 

COP_cooling is the coefficient of design performance of reliquefaction and 0.166 should be used. Another value calculated by the manufacturer and verified by the Administration or an organization recognized by the Administration may be used.

 

R_reliquefy is the ratio of boil-off gas (BOG) to be re-liquefied to entire BOG, calculated as follows.

 

.2       For LNG carriers with direct diesel driven propulsion system or diesel electric propulsion system, having compressor(s) which are used for supplying highpressured gas derived from boil-off gas to the installed engines (typically intended for 2-stroke dual fuel engines):

 

Where:

 

COP_comp is the design power performance of compressor and 0.33 (kWh/kg) should be used.  Another value calculated by the manufacturer and verified by the Administration or an organization recognized by the Administration may be used.

 

.3       For LNG carriers with direct diesel driven propulsion system or diesel electric propulsion system, having compressor(s) which are used for supplying lowpressured gas derived from boil-off gas to the installed engines (typically intended for 4-stroke dual fuel engines):

___________________

¹   With regard to the factor of 0.02, it is assumed that the additional energy needed to compress BOG for supplying to a 4-stroke dual fuel engine is approximately equal to 2% of P_ME, compared to the energy needed to compress BOG for supplying to a steam turbine.

            

For LNG carriers having diesel electric propulsion system, MPP_Motor(i) should be used instead MCR_ME(i) for P_AE calculation.

For LNG carriers having steam turbine propulsion system and of which electric power is primarily supplied by turbine generator closely integrated into the steam and feed water systems, PAE may be treated as 0(zero) instead of taking into account electric load in