Guidelines supersedes by resolution MEPC.365(79)
RESOLUTION MEPC.254(67)
Adopted on 17 October 2014
2014 GUIDELINES ON SURVEY AND CERTIFICATION OF THE ENERGY
EFFICIENCY DESIGN INDEX (EEDI)
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 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, including a new chapter 4 for
regulations on energy efficiency for ships, entered into force on 1 January
2013,
NOTING ALSO that regulation 5 (Surveys)
of MARPOL Annex VI, as amended, requires ships to which chapter 4 applies shall
also be subject to survey and certification taking into account guidelines
developed by the Organization,
NOTING FURTHER that, at its sixty-third
session, the Committee adopted, by resolution MEPC.214(63), 2012 Guidelines on survey and
certification of the Energy Efficiency Design Index (EEDI), which were
further amended at its sixty-fifth session, by resolution MEPC.234(65),
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-seventh session, proposed 2014 Guidelines on survey and certification
of the Energy Efficiency Design Index (EEDI),
1 ADOPTS
the 2014 Guidelines on survey and certification of the Energy Efficiency
Design Index (EEDI), 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 5 of MARPOL Annex VI, as amended;
3 REQUESTS
the Parties to MARPOL Annex VI and other Member Governments to bring the
annexed guidelines 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 with
their application; and
5 REVOKES
the 2012 Guidelines on survey and certification of the Energy Efficiency
Design Index (EEDI), adopted by resolution MEPC.214(63), as amended by resolution MEPC.234(65).
ANNEX
2014 GUIDELINES ON SURVEY AND CERTIFICATION OF THE ENERGY
EFFICIENCY DESIGN INDEX (EEDI)
Table of contents
2 DEFINITIONS
3 APPLICATION
4 PROCEDURES FOR SURVEY AND CERTIFICATION
4.1 General
4.2
Preliminary verification of the attained EEDI at the design stage
4.3 Final
verification of the attained EEDI at sea trial
4.4 Verification of the attained EEDI in case of major conversion
Appendix 1 Sample of EEDI Technical File
Appendix 2 Guidelines for validation of electric power tables for
EEDI (EPT-EEDI)
Appendix 3 Electric power table form for EEDI (EPT-EEDI Form) and
statement of validation
1 GENERAL
The purpose of these guidelines is to
assist verifiers of the Energy Efficiency Design Index (EEDI) of ships in
conducting the survey and certification of the EEDI, in accordance with
regulations 5, 6, 7, 8 and 9 of MARPOL Annex VI, and assist shipowners,
shipbuilders, manufacturers and other interested parties in understanding the
procedures for the survey and certification of the EEDI.
2 DEFINITIONS1
________________________ Other terms used in these guidelines have
the same meaning as those defined in the Guidelines on the method of
calculation of the attained EEDI for new ships.
2.1 Verifier means an
Administration or organization duly authorized by it, which conducts the survey
and certification of the EEDI in accordance with regulations 5, 6, 7, 8 and 9
of MARPOL Annex VI and these guidelines.
2.2 Ship of the same type means a
ship the hull form (expressed in the lines such as sheer plan and body plan),
excluding additional hull features such as fins, and principal particulars of
which are identical to that of the base ship.
2.3 Tank test means model towing
tests, model self-propulsion tests and model propeller open water tests. Numerical
calculations may be accepted as equivalent to model propeller open water tests
or used to complement the tank tests conducted (e.g. to evaluate the effect of
additional hull features such as fins, etc. on ship's performance), with the
approval of the verifier.
3 APPLICATION
These guidelines should be applied to
new ships for which an application for an initial survey or an additional
survey specified in regulation 5 of MARPOL Annex VI has been submitted to a
verifier.
4 PROCEDURES FOR SURVEY AND
CERTIFICATION
4.1 General
4.1.1 The Attained EEDI should be
calculated in accordance with regulation 20 of MARPOL Annex VI and the Guidelines
on the method of calculation of the attained (EEDI) for new ships adopted
by resolution MEPC.245(66)
(EEDI Calculation guidelines). Survey and certification of the EEDI should be
conducted in two stages: preliminary verification at the design stage and final
verification at the sea trial. The basic flow of the survey and certification
process is presented in figure 1.
4.1.2 The information used in the
verification process may contain confidential information of submitters which
requires Intellectual Property Rights (IPR) protection. In the case where the
submitter wants a non-disclosure agreement with the verifier, the additional
information should be provided to the verifier upon mutually agreed terms and
conditions.
* To be conducted by a test organization or a submitter.
Figure 1: Basic flow of
survey and certification process
4.2 Preliminary verification
of the attained EEDI at the design stage
4.2.1 For the preliminary verification
at the design stage, an application for an initial survey and an EEDI Technical
File containing the necessary information for the verification and other
relevant background documents should be submitted to a verifier.
4.2.2 The EEDI Technical File should be
written at least in English. The EEDI Technical File should include as a
minimum, but not limited to:
.1
deadweight (DWT) or gross tonnage (GT) for passenger and ro-ro passenger ships,
the maximum continuous rating (MCR) of the main and auxiliary engines, the ship
speed (Vref), as specified in paragraph 2.2 of the EEDI
Calculation guidelines, type of fuel, the specific fuel consumption (SFC)
of the main engine at the 75% of MCR power, the SFC of the auxiliary
engines at the 50% MCR power, and the electric power table2 for
certain ship types, as necessary, as defined in the EEDI Calculation
guidelines;
________________________
2 Electric power table should
be validated separately, taking into account guidelines set out in appendix 2
to these Guidelines.
.2
power curve(s) (kW knot) estimated at design stage under the condition as
specified in paragraph 2.2 of the EEDI Calculation guidelines, and, in the
event that the sea trial is carried out in a condition other than the above
condition, then also a power curve estimated under the sea trial condition;
.3
principal particulars, ship type and the relevant information to classify the
ship as such a ship type, classification notations and an overview of the
propulsion system and electricity supply system on board;
.4
estimation process and methodology of the power curves at design stage;
.5
description of energy saving equipment;
.6
calculated value of the attained EEDI, including the calculation summary, which
should contain, at a minimum, each value of the calculation parameters and the
calculation process used to determine the attained EEDI;
.7
calculated values of the attained EEDIweather and fw
value (not equal to 1.0), if those values are calculated, based on the EEDI
Calculation guidelines; and
.8
for LNG carriers:
.1
type and outline of propulsion systems (such as direct drive diesel, diesel
electric, steam turbine);
.2
LNG cargo tank capacity in m3 and BOR as define in paragraph 2.5.6.3
of the EEDI Calculation guidelines;
.3
shaft power of the propeller shaft after transmission gear at 100% of the rated
output of motor (MPPMotor) and η(i) for
diesel electric;
.4
maximum continuous rated power (MCRSteamTurbine) for steam
turbine; and
.5 SFCSteamTurbine
for steam turbine, as specified in paragraph 2.5.7 of the EEDI Calculation
guidelines.
A sample of an EEDI Technical File is
provided in appendix 1 to these guidelines.
4.2.3 For ships equipped with dual-fuel engine(s) using LNG and
fuel oil, the CF-factor for gas (LNG) and the Specific Fuel
Consumption (SFC) of gas fuel should be used by applying the following criteria
as a basis for the guidance of the Administration:
.1 final decision on the primary fuel rests
with the Administration;
.2 the ratio of calorific value of gas fuel
(LNG) to total marine fuels (HFO/MGO), including gas fuel (LNG) at design
conditions should be equal or larger than 50% in accordance with the formula
below. However the Administration can accept a lower value of the percentage
taking into account the intended voyages
Whereby,
Vgas
is the total net tank volume of gas fuel on board in m3;
Vliquid
is the total net tank volume of every liquid fuel on board in m3;
ρgas is
the density of gas fuel in kg/m3;
ρliquid is
the density of every liquid fuel in kg/m3;
LCVgas is
the low calorific value of gas fuel in kJ/kg;
LCVliquid is
the low calorific value of liquid fuel in kJ/kg;
Kgas is
the filling rate for gas fuel tanks;
Kliquid is
the filling rate for liquid fuel tanks.
Normal density, Low
Calorific Value and filling rate for tanks of different kinds of fuel are
listed below.
|
Type of fuel |
Density (kg/m3) |
Low Calorific Value (kJ/kg) |
Filling rate for tanks |
|
Diesel/Gas Oil |
900 |
42700 |
0.98 |
|
Heavy Fuel Oil |
991 |
40200 |
0.98 |
|
Liquefied Natural Gas (LNG) |
450 |
48000 |
0.95* |
* subject to verification of tank filling
limit
.3 in case the ship is not fully equipped with
dual-fuel engines, the CF-factor for gas (LNG) should apply only for those
installed engines that are of dualfuel type and sufficient gas fuel supply
should be available for such engines; and
.4 LNG fuelling solutions with exchangeable
(specialized) LNG tank-containers should also fall under the terms of LNG as
primary fuel.
4.2.4 The SFC of the main
and auxiliary engines should be quoted from the approved NOx Technical
File and should be corrected to the value corresponding to the ISO standard reference
conditions using the standard lower calorific value of the fuel oil (42,700
kJ/kg), referring to ISO 15550:2002 and ISO 3046-1:2002. For the confirmation
of the SFC, a copy of the approved NOx Technical File and
documented summary of the correction calculations should be submitted to the
verifier. In cases where the NOx Technical File has not been
approved at the time of the application for initial survey, the test reports
provided by manufacturers should be used. In this case, at the time of the sea
trial verification, a copy of the approved NOx Technical File and
documented summary of the correction calculations should be submitted to the
verifier. In the case that gas fuel is determined as primary fuel in accordance
with paragraph 4.2.3 and that installed engine(s) have no approved NOx
Technical File tested in gas mode, the SFC of gas mode should be
submitted by the manufacturer and confirmed by the verifier.
Note: SFC in the NOx Technical File are the values of a parent
engine, and the use of such value of SFC for the EEDI calculation for
member engines may have the following technical issues for further
consideration:
.1
the definition of "member engines" given in the NOx
Technical File is broad and specification of engines belonging to the same
group/family may vary; and
.2
the rate of NOx emission of the parent engine is the highest in the
group/family i.e. CO2 emission, which is in the trade-off
relationship with NOx emission, can be lower than the other engines
in the group/family.
4.2.5 For ships to which regulation 21
of MARPOL Annex VI applies, the power curves used for the preliminary
verification at the design stage should be based on reliable results of tank
tests. A tank test for an individual ship may be omitted based on technical
justifications such as availability of the results of tank tests for ships of
the same type. In addition, the omission of tank tests is acceptable for a ship
for which sea trials will be carried under the condition as specified in
paragraph 2.2 of the EEDI Calculation guidelines, upon agreement of the
shipowner and shipbuilder and with the approval of the verifier. For ensuring
the quality of tank tests, the ITTC quality system should be taken into
account. Model tank tests should be witnessed by the verifier.
Note: It would be desirable in the future that an organization
conducting a tank test be authorized.
4.2.6 The verifier may request further
information from the submitter, in addition to that contained in the EEDI
Technical File, as necessary, to examine the calculation process of the
attained EEDI. For the estimation of the ship speed at the design stage much
depends on each shipbuilder's experience, and it may not be practicable for any
person/organization other than the shipbuilder to fully examine the technical
aspects of experience-based parameters, such as the roughness coefficient and
wake scaling coefficient. Therefore, the preliminary verification should focus
on the calculation process of the attained EEDI to ensure that it is technically
sound and reasonable and follows regulation 20 of MARPOL Annex VI and the
EEDI Calculation guidelines.
Note 1: A possible way forward for more robust verification is to
establish a standard methodology of deriving the ship speed from the outcome of
tank tests, by setting standard values for experience-based correction factors
such as roughness coefficient and wake scaling coefficient. In this way,
ship-by-ship performance comparisons could be made more objectively by
excluding the possibility of arbitrary setting of experience-based parameters.
If such standardization is sought, this would have an implication on how the
ship speed adjustment based on sea trial results should be conducted, in
accordance with paragraph 4.3.8 of these guidelines.
Note 2: A joint industry standard
to support the method and role of the verifier is expected to be developed.
4.2.7 Additional information that the
verifier may request the submitter to provide includes, but is not limited to:
.1
descriptions of a tank test facility; this should include the name of the
facility, the particulars of tanks and towing equipment, and the records of
calibration of each monitoring equipment;
.2
lines of a model ship and an actual ship for the verification of the appropriateness
of the tank test; the lines (sheer plan, body plan and half-breadth plan)
should be detailed enough to demonstrate the similarity between the model ship
and the actual ship;
.3
lightweight of the ship and displacement table for the verification of the
deadweight;
.4
detailed report on the method and results of the tank test; this should include
at least the tank test results at sea trial condition and under the condition
as specified in paragraph 2.2 of the EEDI Calculation guidelines;
.5
detailed calculation process of the ship speed, which should include the basis
for the estimation of experience-based parameters such as roughness
coefficient, and wake scaling coefficient;
.6
reasons for exempting a tank test, if applicable; this should include lines and
tank test results of ships of the same type, and the comparison of the
principal particulars of such ships and the ship in question. Appropriate
technical justification should be provided, explaining why the tank test is
unnecessary; and
.7
for LNG carriers, detailed calculation process of PAE and SFCSteamTurbine.
4.2.8 The verifier should issue the
report on the Preliminary Verification of the EEDI after it has verified the
attained EEDI at the design stage, in accordance with paragraphs 4.1 and 4.2 of
these guidelines.
4.3 Final verification of
the attained EEDI at sea trial
4.3.1 Sea trial conditions should be set
as the conditions specified in paragraph 2.2 of the EEDI Calculation
guidelines, if possible.
4.3.2 Prior to the sea trial, the
following documents should be submitted to the verifier: a description of the
test procedure to be used for the speed trial, the final displacement table and
the measured lightweight, or a copy of the survey report of deadweight, as well
as a copy of the NOx Technical File, as necessary. The test
procedure should include, as a minimum, descriptions of all necessary items to
be measured and corresponding measurement methods to be used for developing
power curves under the sea trial condition.
4.3.3 The verifier should attend the sea trial and confirm:
.1
propulsion and power supply system, particulars of the engines or steam
turbines, and other relevant items described in the EEDI Technical File;
.2
draught and trim;
.3
sea conditions;
.4
ship speed; and
.5
shaft power and RPM.
4.3.4 Draught and trim should be
confirmed by the draught measurements taken prior to the sea trial. The draught
and trim should be as close as practical to those at the assumed conditions
used for estimating the power curves.
4.3.5 Sea conditions should be measured
in accordance with ITTC Recommended Procedure 7.5-04-01-01.1 Speed and Power
Trials Part 1; 2012 revision 1 or ISO 15016:20022, as amended.
4.3.6 Ship speed should be measured in accordance with ITTC
Recommended
Procedure 7.5-04-01-01 Speed and Power
Trials Part 1; 2012 revision 1 or ISO 15016:20022, as amended, and
at more than two points the range of which includes the power of the main
engine as specified in paragraph 2.5 of the EEDI Calculation guidelines.
4.3.7 The main engine output, shaft
power of propeller shaft (for LNG carriers having diesel electric propulsion
system) or steam turbine output (for LNG carrier having steam turbine
propulsion system) should be measured by shaft power meter or a method which
the engine manufacturer recommends and the verifier approves. Other methods may
be acceptable upon agreement of the shipowner and shipbuilder and with the
approval of the verifier.
4.3.8 The submitter should develop power
curves based on the measured ship speed and the measured output of the main
engine at sea trial. For the development of the power curves, the submitter
should calibrate the measured ship speed, if necessary, by taking into account
the effects of wind, tide, waves, shallow water, displacement, water
temperature and water density in accordance with ISO 15016:20023, as
amended. Upon agreement with the shipowner, the submitter should submit a
report on the speed trials, including details of the power curve development,
to the verifier for verification.
_________________________
3 ITTC Recommended Procedure 7.5-04-01-01 is considered as
preferable standard available from URL at ITTC.SNAME.ORG. Revised version of
ISO 15016 should be available by early 2014.
4.3.9 The submitter should compare the
power curves obtained as a result of the sea trial and the estimated power
curves at the design stage. In case differences are observed, the attained EEDI
should be recalculated, as necessary, in accordance with the following:
.1
for ships for which a sea trial is conducted under the condition as specified
in paragraph 2.2 of the EEDI Calculation guidelines: the attained EEDI should
be recalculated using the measured ship speed at sea trial at the power of the
main engine as specified in paragraph 2.5 of the EEDI Calculation guidelines;
and
.2
for ships for which a sea trial cannot be conducted under the conditions as
specified in paragraph 2.2 of the EEDI Calculation guidelines: if the measured
ship speed at the power of the main engine as specified in paragraph 2.5 of the
EEDI Calculation guidelines at the sea trial conditions
is different from the expected ship speed on the power curve at the
corresponding condition, the shipbuilder should recalculate the attained EEDI
by adjusting the ship speed under the conditions as specified in paragraph 2.2
of the EEDI Calculation guidelines by
an appropriate correction method that is agreed by the verifier.
An example of a possible method for
speed adjustment is given in figure 2.
Note: Further consideration would be necessary for the speed adjustment
methodology in paragraph 4.3.9.2 of these guidelines. One of the concerns relates
to a possible situation where the power curve for sea trial condition is
estimated in an excessively conservative manner (i.e. power curve is shifted in
a leftward direction) with the intention to get an upward adjustment of the
ship speed by making the measured ship speed at sea trial easily exceed the
lower-estimated speed for sea trial condition at design stage.
Figure 2: An example of
possible ship speed adjustment
4.3.10 In cases where the finally
determined deadweight/gross tonnage differs from the designed deadweight/gross
tonnage used in the EEDI calculation during the preliminary verification, the
submitter should recalculate the attained EEDI using the finally determined
deadweight/gross tonnage. The finally determined gross tonnage should be
confirmed in the Tonnage Certificate of the ship.
4.3.11 The electrical efficiency η(i) should be taken as
91.3% for the purpose of calculating the attained EEDI. Alternatively, if a
value of more than 91.3% is to be applied, η(i) should be obtained by
measurement and verified by a method approved by the verifier.
4.3.12 In case where the attained EEDI
is calculated at the preliminary verification by using SFC based on the
manufacturer's test report, due to the non-availability at that time of the
approved NOx Technical File, the EEDI should be recalculated by
using SFC in the approved NOx Technical File. Also, for steam
turbines, the EEDI should be recalculated by using SFC confirmed by the