Annex - 2014 Guidelines on Survey and Certification of the Energy Efficiency Design Index (EEDI), as amended (Resolution MEPC.254(67), as amended by Resolution MEPC.261(68) and Resolution MEPC.309(73))
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Statutory Documents - IMO Publications and Documents - Circulars - Marine Environment Protection Committee - MEPC.1/Circular.855/Rev.2 - 2014 Guidelines on Survey and Certification of the Energy Efficiency Design Index (EEDI), as amended (Resolution MEPC.254(67), as amended by Resolution MEPC.261(68) and Resolution MEPC.309(73)) (14 January 2019) - Annex - 2014 Guidelines on Survey and Certification of the Energy Efficiency Design Index (EEDI), as amended (Resolution MEPC.254(67), as amended by Resolution MEPC.261(68) and Resolution MEPC.309(73))

Annex - 2014 Guidelines on Survey and Certification of the Energy Efficiency Design Index (EEDI), as amended (Resolution MEPC.254(67), as amended by Resolution MEPC.261(68) and Resolution MEPC.309(73))

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 Definitionsfootnote

 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 ships' 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 2018 Guidelines on the method of calculation of the attained Energy Efficiency Design Index (EEDI) for new ships (resolution MEPC.308(73)) (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.

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 2.2.2 of the EEDI Calculation Guidelines, type of fuel, the specific fuel consumption (SFC) of the main engine at 75% of MCR power, the SFC of the auxiliary engines at 50% MCR power, and the electric power tablefootnote for certain ship types, as necessary, as defined in the EEDI Calculation Guidelines;

  • .2 power curve(s) (kW knot) estimated at design stage under the condition as specified in paragraph 2.2.2 of the EEDI Calculation Guidelines, and, in the event that the sea trial is carried out in a condition other than the above condition, 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 defined in paragraph 2.2.5.6.3 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 2.2.7.2 of the EEDI Calculation Guidelines.

A sample of an EEDI Technical File is provided in appendix 1.

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 to 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 dual-fuel 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 out under the condition as specified in paragraph 2.2.2 of the EEDI Calculation Guidelines, upon agreement of the shipowner and shipbuilder and with the approval of the verifier. To ensure 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 2.2.2 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 2.2.2 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 2017 or ISO 15016:2015.

4.3.6 Ship speed should be measured in accordance with ITTC Recommended Procedure 7.5-04-01-01.1 Speed and Power Trials 2017 or ISO 15016:2015, and at more than two points of which range includes the power of the main engine as specified in paragraph 2.2.5 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, current, waves, shallow water, displacement, water temperature and water density in accordance with ITTC Recommended Procedure 7.5-04-01-01.2 Speed and Power Trials 2017 or ISO 15016:2015. 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.

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 sea trial is conducted under the condition as specified in paragraph 2.2.2 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 2.2.5 of the EEDI Calculation Guidelines; and

  • .2 for ships for which sea trial cannot be conducted under the condition as specified in paragraph 2.2.2 of the EEDI Calculation Guidelines: if the measured ship speed at the power of the main engine as specified in paragraph 2.2.5 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 ship speed under the condition as specified in paragraph 2.2.2 of the EEDI Calculation Guidelines by an appropriate correction method that is agreed by the verifier.

  • .3 An example of the scheme of conversion from trial condition to EEDI condition at EEDI power is given as follows:

    Vref is obtained from the results of the sea trials at trial condition using the speed-power curves predicted by the tank tests. The tank tests shall be carried out at both draughts: trial condition corresponding to that of the S/P trials and EEDI condition. For trial conditions the power ratio αP between model test prediction and sea trial result is calculated for constant ship speed. Ship speed from model test prediction for EEDI condition at EEDI power multiplied with αP is Vref.

    where:

    PTrial,P : power at trial condition predicted by the tank tests

    PTrial,S : power at trial condition obtained by the S/P trials

    αP: power ratio

  • .4 Figure 2 shows an example of the scheme of conversion to derive the resulting ship speed at EEDI condition ( Vref) at EEDI power.

    Figure 2: An example of scheme of conversion from trial condition to EEDI condition at EEDI power

  • Note: Further consideration would be necessary for speed adjustment methodology in paragraphs 4.3.9.2 to 4.3.9.4 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.

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 Administration, or an organization recognized by the Administration, at the sea trial.

4.3.13 The EEDI Technical File should be revised, as necessary, by taking into account the results of sea trials. Such revision should include, as applicable, the adjusted power curve based on the results of sea trials (namely, modified ship speed under the condition as specified in paragraph 2.2.2 of the EEDI Calculation Guidelines), the finally determined deadweight/gross tonnage, η for LNG carriers having diesel electric propulsion system and SFC described in the approved NOx Technical File, and the recalculated attained EEDI based on these modifications.

4.3.14 The EEDI Technical File, if revised, should be submitted to the verifier for confirmation that the (revised) attained EEDI is calculated in accordance with regulation 20 of MARPOL Annex VI and the EEDI Calculation Guidelines.

 4.4 Verification of the attained EEDI in case of major conversion

 4.4.1 In cases of a major conversion of a ship, the shipowner should submit to a verifier an application for an additional survey with the EEDI Technical File duly revised, based on the conversion made and other relevant background documents.

4.4.2 The background documents should include as a minimum, but are not limited to:
  • .1 details of the conversion;

  • .2 EEDI parameters changed after the conversion and the technical justifications for each respective parameter;

  • .3 reasons for other changes made in the EEDI Technical File, if any; and

  • .4 calculated value of the attained EEDI with the calculation summary, which should contain, as a minimum, each value of the calculation parameters and the calculation process used to determine the attained EEDI after the conversion.

4.4.3 The verifier should review the revised EEDI Technical File and other documents submitted and verify 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.

4.4.4 For verification of the attained EEDI after a conversion, speed trials of the ship are required, as necessary.


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