Guidelines supersedes by resolution MEPC.364(79)

 

RESOLUTION MEPC.308(73)

(adopted on 26 October 2018)

 

2018 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 it 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 aforementioned amendments to MARPOL Annex VI entered into force on 1 January 2013,

 

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

 

NOTING FURTHER that 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), and, the amendments thereto, adopted by resolution MEPC.224(64),

 

NOTING FURTHER that it adopted, by resolution MEPC.245(66), the 2014 Guidelines on the method of calculation of the attained Energy Efficiency Design Index (EEDI) for new ships, and by resolutions MEPC.263(68) and MEPC.281(70), amendments thereto,

 

RECOGNIZING that the aforementioned amendments to MARPOL Annex VI require relevant guidelines for the smooth and uniform implementation of the regulations,

 

HAVING CONSIDERED, at its seventy-third session, proposed 2018 Guidelines on the method of calculation of the attained Energy Efficiency Design Index (EEDI) for new ships,

 

1          ADOPTS the 2018 Guidelines on the method of calculation of the attained Energy Efficiency Design Index (EEDI) for new ships, as amended, as set out in the annex to the present resolution;

 

2          INVITES Administrations to take the aforementioned amendments 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 amendments to the attention of shipowners, ship operators, shipbuilders, ship designers and any other interested parties;

 

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

 

5          SUPERSEDES the 2014 Guidelines on the method of calculation of the attained Energy Efficiency Design Index (EEDI) for new ships adopted by resolution MEPC.245(66), as amended by resolutions MEPC.263(66) and MEPC.281(70), and MEPC.1/Circ.866.

 

 

ANNEX

 

2018 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            EEDI Formula

 

2.2            Parameters

 

2.2.1         C_F ; Conversion factor between fuel consumption and CO₂ emission

 

2.2.2         V_ref ; Ship speed

 

2.2.3         Capacity

 

2.2.3.1      Capacity 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

 

2.2.3.2      Capacity for passenger ships and cruise passenger ships

 

2.2.3.3      Capacity for containerships

 

2.2.4         Deadweight

 

2.2.5         P ; Power of main and auxiliary engines

 

2.2.5.1      P_ME ; Power of main engines

 

2.2.5.2      P_PTO ; Power of Shaft generator

 

2.2.5.3      P_PTI ; Power of Shaft motor

 

2.2.5.4      P_eff ; Innovative mechanical energy efficient technology for main engine

 

2.2.5.5      P_AEeff ; Innovative mechanical energy efficient technology for auxiliary engine

 

2.2.5.6      P_AE ; Power of auxiliary engines

 

2.2.5.7      Use of electric power table

 

2.2.6         Consistency of parameters V_ref, Capacity and P

 

2.2.7         SFC ; Certified specific fuel consumption

 

2.2.7.1      SFC for main and auxiliary engines

 

2.2.7.2      SFC for steam turbines (SFC_SteamTurbine)

 

2.2.8         f_j ; Ship specific design elements

 

2.2.8.1      Power correction factor for ice-class ships

 

2.2.8.2      Power correction factor for shuttle tankers with propulsion redundancy

 

2.2.8.3      Correction factor for ro-ro cargo and ro-ro passenger ships (f_jroro)

 

2.2.8.4      Correction factor for general cargo ships

 

2.2.8.5      Correction factor for other ship types

 

2.2.9         f_w ; Factor for speed reduction at sea

 

2.2.10       f_eff ; Factor of each innovative energy efficiency technology

 

2.2.11       f_i ; Capacity factor for technical/regulatory limitation on capacity

 

2.2.11.1    f_i ; Capacity correction factor for ice-class ships

 

2.2.11.2    f_{i VSE} ; Ship specific voluntary structural enhancement

 

2.2.11.3    f_iCSR ; Ships under Common Structural Rules (CSR)

 

2.2.11.4    f_i for other ship types

 

2.2.12       f_c ; Cubic capacity correction factor

 

2.2.12.1    f_c for chemical tankers

 

2.2.12.2    f_c for gas carriers

 

2.2.12.3    f_c for ro-ro passenger ships (f_cRoPax)

 

2.2.12.4    f_c for bulk carriers having R of less than 0.55 (f_{c bulk carriers designed to carry light cargoes})

 

2.2.13       L_pp ; Length between perpendiculars

 

2.2.14       f_l ; Factor for general cargo ships equipped with cranes and other cargo-related gear

 

2.2.15       d_s ; Summer load line draught

 

2.2.16       B_s ; Breadth

 

2.2.17       ^∇; Volumetric displacement

 

2.2.18       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)

 

2.1       EEDI Formula

 

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.

 

2.2       Parameters

 

For the calculation of EEDI by the formula in paragraph 2.1, following parameters apply.

 

2.2.1    C_F ; Conversion factor between fuel consumption and CO₂ emission

 

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. 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 the 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. Meanwhile, gas fuel should be identified whether it is regarded as the "primary fuel" in accordance with the formula below:

 

 

f_DFliquid = 1 - f_DFgas

 

where,

 

f_DFgas is the fuel availability ratio of gas fuel corrected for the power ratio of gas engines to total engines, f_DFgas should not be greater than 1;

 

V_gas is the total net gas fuel capacity on board in m³. If other arrangements, like exchangeable (specialized) LNG tank-containers and/or arrangements allowing frequent gas refuelling are used, the capacity of the whole LNG fuelling system should be used for V_gas . The boil-off rate (BOR) of gas cargo tanks can be calculated and included to V_gas if it is connected to the fuel gas supply system (FGSS);

 

V_liquid is the total net liquid fuel capacity on board in m³ of liquid fuel tanks permanently connected to the ship's fuel system. If one fuel tank is disconnected by permanent sealing valves, V_liquid of the fuel tank can be ignored;

 

ρ_gas is the density of gas fuel in kg/m³;

 

ρ_liquid is the density of each liquid fuel in kg/m³;

 

LCV_gas is the low calorific value of gas fuel in kJ/kg;

 

LCV_liquid is the low calorific value of liquid fuel in kJ/kg;

 

K_gas is the filling rate for gas fuel tanks;

 

K_liquid is the filling rate for liquid fuel tanks;

 

P_total is the total installed engine power, P_ME and P_AE in kW;

 

P_gasfuel is the dual fuel engine installed power, P_ME and P_AE in kW;

 

.1       If the total gas fuel capacity is at least 50% of the fuel capacity dedicated to the dual fuel engines , namely f_DFgas ≥ 0.5, then gas fuel is regarded as the "Primary fuel," and f_DFgas = 1 and f_DFliquid = 0 for each dual fuel engine.

 

.2       If f_DFgas < 0.5, gas fuel is not regarded as the "primary fuel." The C_F and SFC in the EEDI calculation for each dual fuel engine (both main and auxiliary engines) should be calculated as the weighted average of C_F and SFC for liquid and gas mode, according to f_DFgas and f_DFliquid, such as the original item of P_ME(i) ∙ C_FME(i) ∙ SFC_ME(i) in the EEDI calculation is to be replaced by the formula below.

 

P_ME(i) ∙ (f_DFgas(i) ∙ (C_{FME pilot fuel(i)} ∙ SFC_{ME pilot fuel(i)} + C_{FME gas(i)} ∙ SFC_{ME gas(i)}) + f_DFliquid(i) ∙ C_{FME liquid(i)} ∙ SFC_{ME liquid(i)})

 

2.2.2    V_ref ; Ship speed

 

V_ref 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 2.2.3.1 and 2.2.3.3 (in case of passenger ships and cruise passenger ships, this condition should be summer load draught as provided in paragraph 2.2.4) at the shaft power of the engine(s) as defined in paragraph 2.2.5 and assuming the weather is calm with no wind and no waves.

 

2.2.3    Capacity

 

Capacity is defined as follows.

 

2.2.3.1  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.

 

2.2.3.2  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.

 

2.2.3.3  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.

 

2.2.4    Deadweight

 

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.

 

2.2.5    P ; Power of main and auxiliary engines

 

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).

 

2.2.5.1  P_ME(i) ; Power of main engines

 

P_ME(i) is 75% of the rated installed power (MCR¹) for each main engine (i).

_________________________

¹     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.

 

2.2.5.2  P_PTO(i) ; 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:

 

The maximum allowable deduction for the calculation of ∑ P_ME(i) is to be no more than P_AE as defined in paragraph 2.2.5.6. For this case, ∑ P_ME(i) is calculated as:

 

 

 

or

 

Option 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% 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):

 

 

2.2.5.3 P_PTI(i) ; 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:

 

∑ P_ME(i) + ∑ P_{PTI (i),Shaft}

 

Where:

 

∑ P_{PTI (i),Shaft} = ∑ (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.

 

2.2.5.4  P_eff(i) ; Innovative mechanical energy efficient technology for main engine

 

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 2.2.1 and 2.2.7.

 

2.2.5.5  P_AEeff ; Innovative mechanical energy efficient technology for auxiliary engine

 

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

 

2.2.5.6  P_AE ; Auxiliary engine power

 

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.