EEDI Guidance Notes for Clients

7/22/2019 EEDI Guidance Notes for Clients

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Implementing the Energy

Efficiency Design Index (EEDI)Guidance for owners, operators, shipyards andtank test organisations


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Contents

1. Scope of this document 22. EEDI Purpose 23. EEDI Application 24. Reference lines and reduction factors (required EEDI) 3

4.1 Reference lines 34.2 Reduction factors and implementation 3

5. The EEDI equation (attained EEDI) 46. Verification processes for the attained EEDI 5

6.1 Pre-verification overview 56.2 Final verification overview 5

7. Verification responsibilities 67.1 Verifier (Classification society/RO) 67.2 Shipbuilder 67.3 Tank test organisation 7

8. Document submission requirements 88.1 Overall document submission responsibility 88.2 Confidentiality issues 88.3 Pre-verification documents 88.4 Final verification documents 9

9. Technical methods for EEDI reduction 10Appendices 12

Appendix 1 Useful references 12Appendix 2 Glossary 12Appendix 3 IMO background on energy efficiency regulation 13Appendix 4 List of parameters that affect the EEDI 13Appendix 5 EEDI reduction phases and cut-off limits 14Appendix 6 Lloyds Register EEDI verification process 15Appendix 7 Review and witness points 16Appendix 8 EEDI technical file contents 18


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Implementing the Energy Efficiency Design IndexVersion 3.0, December 2012

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1. Scope of this document

These guidance notes provide advice to owners, operators, shipyards and tank test organisations who arelooking to prepare themselves for mandatory implementation of the Energy Efficiency Design Index (EEDI).

The guidance covers the following:

- Current status of the IMO regulations

- Responsibilities of the different parties involved in EEDI verification

- Information on what options are currently available for ensuring compliance

2. EEDI Purpose

The EEDI is a design index, primarily applicable to new ships, that has been developed by the IMO and is to

be used as a tool for control of CO2 emissions from ships. The IMO aims to improve the energy efficiency

of ships via mandatory implementation of the EEDI.

3. EEDI Application

The Regulations on Energy Efficiency relating to the EEDI and SEEMP are mandatory from 1st January 2013

within a new Chapter 4 of MARPOL Annex VI. Within the regulations, there remains the option for

Administrations to adopt a waiver up to 4 years from the entry-into-force criteria.

The EEDI affects new ships above 400 gross tonnes1and applies to the ship types shown inTable 1 below.

A ships attained EEDI (using the equation and verification procedure described in the following sections)

must be equal to or less than the required EEDI for that ship type and size, which will be a function of the

reference line value and a reduction factor X i.e.:

The key documents and guidelines for the calculation and verification of the EEDI are summarised in

Appendix 1.

1 At present excludes ships with steam turbine, diesel-electric and hybrid propulsion

Attained EEDIRequired EEDI = (1-X/100) Reference line value


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4. Reference lines and reduction factors (required EEDI)

4.1 Reference linesReference lines have been developed by the IMO for a number of ship types. The EEDI reference lines refer

to statistically average EEDI curves derived from data for existing ships. The reference lines are ship specific

and dependent on ship type and size. Reference line values are calculated using the following table and

equation:

Reference line value = a b-c

Ship type (as defined in MARPOL Annex VIChapter 4, Regulation 2)

a b c

Bulk carrier 961.79 DWT of the ship 0.477

Gas carrier 1120.00 DWT of the ship 0.456Tanker 1218.80 DWT of the ship 0.488

Container ship 174.22 DWT of the ship 0.201

General cargo ship 107.48 DWT of the ship 0.216

Refrigerated cargo carrier 227.01 DWT of the ship 0.244

Combination carrier 1219.00 DWT of the ship 0.488

Passenger shipNot initially subject to reference lines. Attained EEDI

still needs to be calculated.Ro-ro cargo ship

Ro-ro passenger shipTable 1: Parameters for determination of reference values for the different ship types (MARPOL Annex VI, Regulation 21)

4.2 Reduction factors and implementation

Reduction factors will be used to implement the EEDI in phases so as to gradually reduce the required EEDI

in much the same way as NOx and SOx limits. These reduction factors will apply to specific ship types and

sizes given inTable 5 in the Appendix.Figure 1 shows the concept of how these reduction factors will be

implemented over time.

EEDI

[gCO2/te.nm]

Capacity [DWT or GT]Cut off limit

0%

Phase 0: 2013-2015

-10%

Phase 1: 2015-2020

-30%

Phase 3: 2025 +

-15%-20%

Phase 2: 2020-2025

Figure 1: EEDI concept


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5. The EEDI equation (attained EEDI)

The EEDI equation calculates the CO2produced as a function of a ships transport work performed. In otherwords, the equation provides a measure of the ships benefit to society byestablishing how much CO2is

produced per transport work done. This equates to g CO2/ tonne.nm.Figure 2 shows the EEDI calculation

formula.

=1 =1

=1 =1

=1

=1

Main engine(s) Auxiliary engine(s) Energy sav ing technologies (auxiliary power)Energy savingtechnologies (ma in power)

Transport work

Figure 2: EEDI equation

The top line of the EEDI equation is characterised by four key terms, whereby the energy saving

technologies terms may include, for example, waste heat recovery systems, use of wind power or solar

power. The CO2produced is based on the product of the power, specific fuel consumption and carbon

factor for a particular type of fuel used.

The bottom line of the equation relates the total CO2generated by each of the four terms, to ship capacity

and speed. In addition, there are a series of correction factors that moderate the equation. These account

for:Ship design factors (e.g. Ice-Class and shuttle tankers)

Weather factor for decrease in speed in representative conditions

Voluntary structural enhancement

Ships built to Common Structural Rules (CSR)

Capacity correction for chemical tankers and LNG ships

The calculation of the EEDI is detailed within the 2012 Guidelines on the Method of Calculation of the

Attained EEDI for New Ships (IMO Resolution MEPC.212(63)

A list of parameters that have an effect on the EEDI is included in Appendix 4.


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6. Verification processes for the attained EEDI

Verification of the EEDI is in two stages; pre-verification which commences at the design stage and final

verification upon completion of the sea trials and commissioning. Details of the verification methodology

are given in IMO resolution MEPC.214(63) and the overview process is shown below:

Figure 3: IMO EEDI Survey and Certification Process (MEPC.214(63))

6.1 Pre-verification overview

Pre-verification at the design stage, requires model tests to obtain the ship predicted speed and power in

the EEDI and sea trial condition and the development of an EEDI Technical File (EEDI-TF) containing

necessary information to support the verification of the calculated AttainedEEDI.

6.2 Final verification overview

Final verification of the AttainedEEDI will normally be done based on completion of commissioning trials

in order to determine the reference (EEDI) speed from corrected speed-power performance of the ship.

This will be assessed using the IMO preferred standard of ITTC 7.5-04-01-01.2 or ISO 15016:2002 and

speed trials should be carried out for at least three points (the range of which to include 75% MCR) for

each ship in order to establish the reference (EEDI) speed for the calculation. If a trial is not possible under

EEDI conditions, the results will have to be extrapolated by methods acceptable to the verifier. Allverification will be carried out by an RO.

Basic Design Tank Test*,

EEDI Calculation

Submission of additional

information

Sea Trial

Shipowner Shipbuilder Verifier

Develo ment of EEDI Technical File

Application for EEDI pre-verification

Submission of EEDI Technical

File

Application for EEDIverification

Modification and Resubmission of EEDI Technical File

Verification- EEDI Technical File- additional information

Issuance ofReport of pre-verification

Verification- sea trial condition- ship speed

- revised EEDI Technical File

Issuance ofReport of verification

Start of ship construction

Delivery of ship* To be conducted by a test

organisation or a shipbuilder itself.

Witness Model Tank Test


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- Revise the EEDI technical file and/or other associated documents if found not to be in accordance with

IMO guidelines

- Conduct the sea trial to an agreed standard, for example:

- ITTC 7.5-04-01-01.1

- ISO 19019:2005

- Perform the speed-power results analysis in accordance with the standards accepted by the IMO:

- ITTC 7.5-04-01-01.2 (IMO preferred method)

- ISO 15016:2002

- Make all necessary arrangements for the verifier surveyors to attend the sea trial

7.3 Tank test organisation

The tank test organisation has a key role in the pre-verification stage and the key responsibilities are

summarised below:

- Provide the verifier with the information and access required in order to check its quality system. If

previous experience is insufficiently demonstrated, the tank test facility should allow the verifier to

possibly audit its quality management system.

- Provide the verifier with the documents required in accordance with the IMO guidelines, summarised

inTable 2.

- Make all necessary arrangements for the verifier surveyors to attend part of the model tank tests which

are directly related to the EEDI.

- Allow the verifier surveyor to check key points of the process in accordance with the Industry

Guidelines (MEPC 64/INF22) and as summarised inTable 6.In particular, allow the verifier to check

that the power curves at full scale are determined in a consistent way between sea trials and EEDIloading conditions, applying the same calculation process of the power curves and considering

justifiable differences of experience based parameters between the two conditions.

It is recognised that required IMO procedures for sea trial may differ than existing shipyard

practices (e.g. the number of speed-power measurements and length of run).

However, for the purposes of EEDI verification the IMO procedures must be followed,

otherwise the Verifier may consider the sea trial invalid and, subsequently, be unable to

issue an International Energy Efficiency Certificate (IEEC)


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8. Document submission requirements

8.1 Overall document submission responsibility

Although some of the documents contained below (e.g. tank test reports) may originate from a third party

(e.g tank test organisation) it is the shipbuilders responsibility to request and ensure that these documents

are submitted to the verifier.

8.2 Confidentiality issues

In line with the IMO Verification Guidelines (4.1.2), it is recognized that the documents listed above may

contain confidential information of submitters, which requires Intellectual Property Rights (IPR) protection.

In the case where the submitter requires a non-disclosure agreement with the verifier, the additional

information should be provided to the verifier upon mutually agreed terms and conditions.In this case, Non-Disclosure Agreements (NDAs) need to be signed between:

- The shipbuilder and the verifier, for information owned by the shipbuilder

- The tank test organisation and the verifier, for information owned by the tank test organisation facility

8.3 Pre-verification documents

Document Description

EEDI Technical FileEEDI Technical File as defined in the IMO Verification Guidelines. See example ofthe EEDI Technical File in Appendix 1 of IMO Verification Guidelines

NOx Technical File

Copy of the NOx Technical File and documented summary of the SFC correction

for each type of main and auxiliary engine with copy of EIAPP certificate.Note: if the NOx Technical File has not been approved at the time of thepreliminary verification, the SFC value with the addition of the guaranteetolerance is to be provided by Manufacturer. In this case, the NOx Technical Fileshould be submitted at the final verification stage.

Electric Power TableIf PAE is significantly different from the values computed using the formula in2.5.6.1 or 2.5.6.2 of the IMO Calculation Guidelines

Ship lines andmodel particulars

- Lines of ship- Report including the particulars of the ship model and propeller model

Verification file ofpower limitationtechnical

arrangement

If the propulsion power is voluntarily limited by verified technical means

Power curvesPower-speed curves predicted at full scale in sea trial condition and EEDIcondition

Description of thetank test facilityand tank testorganisationquality manual

If the verifier has no recent experience with the tank test facility and the tanktest organization quality system is not ISO 9001 certified.- Quality management system of the tank test including process control,ustifications concerning repeatability and quality management processes- Records of measuring equipment calibration as described in Appendix 3- Standard model-ship extrapolation and correlation method (appliedmethod and tests description)

Gas fuel oil generalarrangement plan

If gas fuel is used as the primary fuel of the ship fitted with dual fuel engines.Gas fuel storage tanks (with capacities) and bunkering facilities bare to bedescribed

Tank Tests Plan Plan explaining the different steps of the tank tests and the scheduledinspections allowing the verifier to check compliance with the items listed in


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Appendix 1 of the industry guidelines concerning tank tests

Tank Tests Report

- Report of the results of the tank tests at sea trial and EEDI condition asrequired in Appendix 4 of the industry guidelines2- Values of the experience-based parameters defined in the standard

model-ship correlation method used by the tank test organization/shipyard- Reasons for exempting a tank test, only if applicable- Numerical calculations report and validation file of these calculations, only ifcalculations are used to derive power curves

Ship referencespeed Vref

Detailed calculation process of the ship speed, which should include theestimation basis of experience-based parameters such as roughnesscoefficient, wake scaling coefficient

Table 2: Pre-verification documents (Industry Guidelines, MEPC 64/INF.22)

8.4 Final verification documents

Document Description

Sea trials planDescription of the test procedure to be used for the speed trial, with number ofspeed points to be measured and indication of PTO/PTI to be in operation, ifany.

Sea trials reportReport of sea trials with detailed computation of the corrections allowingdetermination of the reference speed Vref

Final stability fileFinal stability file including lightweight of the ship and displacement table basedon the results of the inclining test or the lightweight check

Final power curvesFinal power curve in the EEDI condition showing the speed adjustmentmethodology

Revised EEDItechnical file

Including identification of the parameters differing from the calculationperformed at the initial verification stage

Ship lines Lines of ship as built

NOx Technical File In case this has not been submitted at the pre-verification

Table 3: Final verification documents (Industry Guidelines, MEPC 64/INF.22)

2MEPC 64/ INF.22 or latest revision


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9. Technical methods for EEDI reduction

There are a number of technical methods, at present, that are being explored in order to help owners

reduce the EEDI of their ships. All of these methods fall broadly under four key categories:

Design

Design for increased capacity and/or lighter ships;

Innovative / renewable technologies, reducing all or significant portion of CO2 using mainlyrenewable energy;

Technology

Engine selection for speed reduction;

Use of energy efficient technologies requiring less fuel for same amount of power;

Operation

Speed reduction

Fuel

Use of low carbon fuels.

The table below describes some of the considerations in regard to some of the potential solutions for each

of these methods.

Technicalmethod

Potentialsolution

Comments

Design Increase indeadweight

There may be scope for increasing the deadweight of a ship via

reductions in lightweight or improved design. Considerationshould be given to ensuring adequate structural safety margins ifreducing design scantlings.

Hulloptimisation

Hull form resistance constitutes about 70% of the powerconsumed. Hull optimisation can yield significant fuel savings,especially if starting from a hydrodynamically poor hull.Improvements can be made to the bulbous bow, hullform, sternbulb, transom or appendages as required.

Aerodynamicoptimisation

In a strong headwind, aerodynamic drag can contribute more than10% of the total ship resistance. For many vessel types, this losscan be significantly reduced through superstructure modifications,flow deflectors, fairings and bow visors.

Propulsiveoptimisation

Wake field optimisation can improve propeller efficiency, reducefuel consumption, and limit adverse cavitation effects such aserosion, noise and vibration. This is best achieved through localhull form modifications. The location of flow improvement deviceson the hull or rudder can also be optimised

Wind power

Offers the potential for considerable CO2 savings. Investment isrequired in terms of installing propulsion systems e.g. sails and kitetechnology. Consideration needs to be given to any requiredstructural enhancements to cater for increased loads. Reliance isplaced on consistent wind conditions in order to benefit from thissource of energy.

Solar power Photovoltaic cells (solar panels) are another form of renewable


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Technicalmethod

Potentialsolution

Comments

energy that can offer significant CO2 and other emission

reductions. The cost to benefit ratio of this source is quite high as alarge area of cells are required to produce a small amount ofpower. At present, the efficiency of this technology means energyconcentrations can augment power requirements but not replace aships primary power source.

Nuclear power

This source of energy could remove all CO2, NOx and SOxemissions. Other benefits of this technology include smaller spacerequirements for the power source therefore potential forincreased cargo capacity. Nuclear power is becoming morecompetitive given rising fuel oil prices although issues surroundingsafety and disposal of nuclear waste remain.

Technology Engine selection Many engine manufacturers now offer improved engine designsaimed at optimising performance.

Efficienttechnologies(hull coatings, hullappendages,waste heatrecovery systemsetc.)

Many technologies are available off-the-shelf although cansometimes be difficult to quantify their benefits. Some, forexample advanced hull coatings, are being increasingly usedwhereas waste heat recovery and hull-propeller systems could beused if their cost-effectiveness is improved.

Operation Speed reduction

Slow steaming is very effective at reducing consumption and CO2

but may require the ship to operate outside its rated envelopemeaning lower combustion temperatures and pressures leading tohigher maintenance and possible increase in particulate matteremissions. Reducing the speed of the world fleet may also fuel theshift in freight transport to other modes such as land and air inorder to maintain capacity.

Fuel LNG

Demand is increasing from owners wishing to use this fuel.Replacing conventional marine fuel oil with LNG would potentiallyeliminate SOx emissions and drastically reduce NOx emissionswhilst reducing CO2 by around 20%. LNG availability is limited incertain global areas with limited refuelling terminals anddevelopment of new terminals is linked to demand and vice versa.Other considerations of the use of LNG relate to safe use and the

increased storage onboard in specialised tanks. Methane slip fromLNG use is potentially more harmful than the benefits.

Biofuels

An attractive alternative to marine diesel in terms of potentialsavings in CO2 emissions although the impact of bio-fuelproduction is not fully clear. Bio-diesel is expensive in comparisonto marine diesel and the lower energy content means largerbunker tanks would be required onboard ships.

Table 4: Examples of innovative technical and fuel options for EEDI Reduction


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Appendices

Appendix 1 Useful references1. IMO Resolution MEPC.203(62);

2. 2012 Guidelines on the Method of Calculation of the Energy Efficiency Design Index (EEDI) for new

ships, MEPC.212(63);

3. 2012 Guidelines on Survey and Certification of the Energy Efficiency Design Index (EEDI)

MEPC.214(63);

4. Guidelines for Calculation of Reference Lines for use with the Energy Efficiency Design Index (EEDI)

MEPC.215(63);

5. BIMCO, CESA, IACS, ICS, INTERCARGO, INTERTANKO, ITTC, OCIMF and WSC, First version of industry

guidelines on calculation and verification of the Energy Efficiency Design Index (EEDI), MEPC 64/INF.22

6. International Towing Tank Conference, ITTC Recommended Procedures 7.5-04-01-01.2.1, "Speed and

Power Trials, Part 1 Preparation and Conduct" and 7.5-04-01-01.2, "Speed/power trials, part 2,analysis of speed/power trial data", MEPC 64/INF.6

7. International Organization for Standardization, ISO 15016:2002 Guidelines forthe assessment of

speed and power performance by analysis of speed trial data

8. Lloyds Register EEDI Frequently Asked Questions (www.lr.org/eedi)

Appendix 2 Glossary

Term Definition

COP Conference Of Parties

DAD Lloyds Register Design Appraisal Document

DSO Lloyds Register Design Support Office

EEDI Energy Efficiency Design Index

EEDI-TF Energy Efficiency Design Index Technical File

EEOI Energy Efficiency Operational Indicator

GHG Greenhouse Gas

IMO International Maritime Organisation

MCR Maximum Continuous Rating

MEPC Marine Environmental Protection Committee

RO Recognised Organisation

SEEMP Ship Energy Efficiency Management Plan

SFC Specific Fuel Consumption

Tank TestModel towing tests, model self-propulsion tests and model propelleropen water tests. Numerical tests may be accepted as equivalent tomodel tests.

VerifierAdministration, or any person or organization duly authorized by

it, which conducts the survey and certification of the EEDI


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Appendix 3 IMO background on energy efficiency regulation

The International Maritime Organisation (IMO), as the main regulatory body for shipping, has, in recent

years, devoted significant time and effort in order to regulate shipping energy efficiency and therebycontrol the marine GHG emissions. For this purpose, IMO has developed a number of technical and

operational measures that include:

Energy Efficiency Design Index (EEDI);

Energy Efficiency Operational Index (EEOI);

Ship Energy Efficiency Management Plan (SEEMP).

The IMO has also been working on a number of Market-Based Measures (MBMs) for the marine industry.

The MBMs development is still ongoing.

The EEDI represents one of the major technical regulations for marine CO2 reduction and the IMO, under

the banner of the Marine Environmental Protection Committee (MEPC) and its associated Energy Efficiency

working group, has been finalising the regulations and guidelines for the EEDI with input from each of thevarious flag states and other industry bodies.Figure 5 shows the MEPCs activity timeline.

Figure 5: IMO timeline

Appendix 4 List of parameters that affect the EEDI

The following are provided as a list of typical parameters which may have an effect on the ships EEDI.

Note: This is not an exhaustive list.

1. Ship type and design for ice

2. Type of fuel

3. Size and specific fuel consumption of main engines (or main propulsion motors)

4. Specific fuel consumption of auxiliary (power generation) engines

5. Hull form

6. Hull appendices

7. Propeller

8. Electric power requirement for non-propulsion systems

9. Capacity at summer load line

10.Draft and trim at summer load line

11.Energy saving devices as specified in EEDI Technical File

Resolution A.963 (23) IMO

policies and practicesrelated to reduction of GHGemissions from ships

MEPC Circ.471Energy EfficiencyOperational Indicator

Dec

2003Jun

2005Mar

2008Jun

2008

GHG WorkingGroup 1

Oct

2008Feb

2009Jul

2009Mar

2010Jun

2010Sep

1997

Reg text

Jul2011

EEDI &SEEMP

Adopted

Sep2010

Resolution 8CO2emissionsfrom ships

GHG WorkingGroup 2

MEPC Circ. 681 EEDI Calculation

MEPC Circ. 682 EEDI VerificationMEPC Circ. 683 SEEMPMEPC Circ. 684 EEOI

EnergyEfficiency

orking Group

MEPC 40 MEPC 53 MEPC 57 MEPC 58 MEPC 59 MEPC 60 MEPC 61 MEPC 62

Mar

2012

Guidelines Adopted:MEPC.212(63) EEDI Calculation

MEPC.213(63) SEEMPMEPC.214(63) EEDI VerificationMEPC.215 63 EEDI Ref Lines

MEPC 63 MEPC 64

Finalisation

Oct

2012


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Appendix 5 EEDI reduction phases and cut-off limits

Ship type Size

Phase 0

1-Jan-13 to31-Dec-14

Phase 1


Phase 2


Phase 3

1-Jan-25onwards

Bulk carrier 20,000 DWT and above 0 10 20 30

10,000 20,000 DWT n/a 0-10* 0-20* 0-30*

Gas carrier 10,000 DWT and above 0 10 20 30

2,000 10,000 DWT n/a 0-10* 0-20* 0-30*

Tanker 20,000 DWT and above 0 10 20 30

4,000 20,000 DWT n/a 0-10* 0-20* 0-30*

Container ship 15,000 DWT and above 0 10 20 30

10,000 15,000 DWT n/a 0-10* 0-20* 0-30*

General cargo ship 15,000 DWT and above 0 10 15 30

3,000 15,000 DWT n/a 0-10* 0-15* 0-30*

Refrigerated cargocarrier

5,000 DWT and above 0 10 15 30

3,000 5,000 DWT n/a 0-10* 0-15* 0-30*

Combination carrier 20,000 DWT and above 0 10 20 30

4,000 20,000 DWT n/a 0-10* 0-20* 0-30*

Table 5: Reduction factors (X) for Required EEDI versus Attained EEDI (MARPOL Annex VI, Regulation 21)


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Appendix 6 Lloyds Register EEDI verification process

Figure 6: Lloyds Register EEDI verification and certification process

Shipyard or Shipowner

Initial data submission by theyard or owner to DSO

Preliminary data review byDSO to ensure all required

data is available

Contact the yard orowner for additional

or correct data

Issuance of Pre-verificationDesign Appraisal Document

(DAD) b the DSO to the ard

Verification of the agreedspeed trial by the attending

surveyor during sea trial

Final data submission by theyard or owner inclusive ofs eed trial results to DSO

Preparation and issuance of

the final verification DAD bythe DSO to yard or owner

Shipyard or Shipowner

DSO

DSO/ LR Field Surveyor

LR Field Surve or

DSO/ LR Field Surveyor

Pre-Verification

FinalVerification

Independent calculation ofEEDI and completion of

checklists

Independent calculation ofEEDI and completion of

checklists

DSO

DSO

Issuance of EEDI certificate byLR Surveyor to yard or ownerLR Field Surveyor

Yard or owner requests LRattendance to witness model

tank tests for EEDI

Unless technical justificationprovided why tank test omitted

for a ship of same type asdefined by IMO Guidelines

Shi ard or Shi owner


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Appendix 7 Review and witness points

Ref. FunctionSurveymethod

Reference documentDocumentation to be

made available tothe verifier

Remarks

01 EEDI Technical File ReviewIMO VerificationGuidelinesIndustry guidelines

3

Documents in table 2 ofthe industry guidelines

02 Limitation of power ReviewIMO CalculationGuidelines

Verification file oflimitation technicalmeans

Only If means of limitation are fitted

03 Electric Power Table ReviewAppendix 2 to IMOCalculation GuidelinesAppendix 2 to IMOVerification Guidelines

EPTEPT-EEDI form

Only if PAE is significantly different from the valuescomputed using the formula in 2.5.6.1 or 2.5.6.2 ofthe IMO Calculation Guidelines

04Calibration of tanktest measuringequipment

Review &witness

Appendix 3 of industryguidelines

Calibration reportsCheck at random that measuring devices are wellidentified and that calibration reports are currentlyvalid

05Model tests shipmodel

Review &witness


Ship lines plan & offsetstableShip model report

Checks described in appendix 4.1 of the industryguidelines

06Model tests propeller model

Review &witness


Propeller model reportChecks described in appendix 4.2 of the industryguidelines

07

Model tests Resistance test,Propulsion test,Propeller openwater test

Review &witness


Tank tests report

Checks described in appendix 4.3 of the industryguidelinesNote: propeller open water test is not needed if astock propeller is used. In this case, the open watercharacteristics of the stock propeller are to beannexed to the tank tests report.

08Model-shipextrapolation andcorrelation

Review

ITTC 7.5-02-03-01.4

1978 ITTC performanceprediction method(rev.02 of 2011 orsubsequent revision)Appendix 4 of industryguidelinesIndustry guidelines 15.7

Documents in table 2 ofthe industry guidelines

Check that the ship-model correlation is based on

thrust identity with correlation factor according tomethod 1( CPCN) or method 2(CFC -wC) Checkthat the power-speed curves obtained for theEEDI condition and sea trial condition are obtainedusing the same calculation process with justifiedvalues of experience-based parameters

3MEPC 64/ INF.22 or latest revision


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09Numericalcalculationsreplacing tank tests

ReviewITTC 7.5-03-01-04 (latestrevision) or equivalent

Report of calculations

10Electrical machinerysurvey prior to seatrials

WitnessAppendix 2 to IMOVerification Guidelines

Only if PAE is computed from EPT

11Programme of seatrials

ReviewIMO VerificationGuidelines

Programme of sea trialsCheck minimum number of measurement points (3)Check the EEDI condition in EPT (if PAE is computedfrom EPT)

12 Sea trials WitnessISO 19019:2005 or ITTC7.5-04-01-01.1 (latestrevision)

Check:- Propulsion power, particulars of the engines- Draught and trim-

Sea conditions- Ship speed- Shaft power & rpmCheck operation of means of limitations of enginesor shaft power (if fitted)Check the power consumption of selectedconsumers included in sea trials condition EPT (ifPAE is computed from EPT)

13Sea trials speed/poweranalysis

ReviewISO 15016:2002 or ITTC7.5-04-01-01.2

Sea trials report

Check that the displacement and trim of the ship insea trial condition has been obtained with sufficientaccuracyCheck compliance with ISO 15016:2002 or or ITTC7.5-04-01-01.2

14

Sea trials adjustment fromtrial condition toEEDI condition

Review Industry guidelines 16.2Power curves after seatrial

Check that the power curve estimated for EEDIcondition is obtained by power adjustment

15EEDI Technical File revised

after sea trials

ReviewIMO VerificationGuidelines

Revised EEDI technicalfile

Check that the file has been updated according tosea trials results

Table 6: Summary of review and witness points (industry Guidelines, MEPC 64/INF..22)


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Appendix 8 EEDI technical file contents

The EEDI technical file should contain the following information:

Ship details including principal dimension and particulars;Ships main and auxiliary engines particulars;

Ship speed-power curve and a description of the source and calculation method of the speed-powercurve;

Ship speed at 75% main engines MCR together with ship speed-power curve showing thecorresponding speed and power;

Ship auxiliary power requirement and calculated values of auxiliary power PAE;

A general schematic diagram of propulsion system and auxiliary power supply and interlink between thetwo systems if any;

A list of energy saving equipment that has been included in EEDI calculation;

All the relevant correction factors and reasons for their choice or use;Calculated attained EEDI of vessel including the specific numbers used as input to the equation.

A sample EEDI technical file is included within the industry guidelines (Appendix 2 of MEPC 64/INF.22).


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For further information, contact your local Lloyds Register Group office.

www.lr.org/eedi

Lloyd's Register is a trading name of Lloyd's Register Group Limited and its subsidiaries.

For further details, please see our websitewww.lr.org/entities

Lloyd's Register Group Limited,its affiliates and subsidiaries and their respective officers,

employees or agents are, individually and collectively, referred to in this clause as the

'Lloyd's Register'. Lloyd's Register assumes no responsibility and shall not be liable to any

person for any loss, damage or expense caused by reliance on the information or advice

in this document or howsoever provided, unless that person has signed a contract with

the relevant Lloyd's Register entity for the provision of this information or advice and in

that case any responsibility or liability is exclusively on the terms and conditions set out in

that contract.
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EEDI Guidance Notes for Clients

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