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Implementing the Energy Efficiency Design Index (EEDI)

Guidance for owners, operators, shipyards and tank test organisations

Contents
1. 2. 3. 4. Scope of this document EEDI Purpose EEDI Application Reference lines and reduction factors (required EEDI)
4.1 4.2 Reference lines Reduction factors and implementation

2 2 2 3
3 3

5. 6.

The EEDI equation (attained EEDI) Verification processes for the attained EEDI
6.1 6.2 Pre-verification overview Final verification overview

4 5
5 5

7.

Verification responsibilities
7.1 7.2 7.3 Verifier (Classification society/RO) Shipbuilder Tank test organisation

6
6 6 7

8.

Document submission requirements


8.1 8.2 8.3 8.4 Overall document submission responsibility Confidentiality issues Pre-verification documents Final verification documents

8
8 8 8 9

9. Technical methods for EEDI reduction Appendices


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

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12 12 13 13 14 15 16 18

Implementing the Energy Efficiency Design Index Version 3.0, December 2012

1.

Scope of this document


These guidance notes provide advice to owners, operators, shipyards and tank test organisations who are looking 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 tonnes1 and applies to the ship types shown in Table 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.: Attained EEDI Required EEDI = (1-X/100) Reference line value The key documents and guidelines for the calculation and verification of the EEDI are summarised in Appendix 1.

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

Implementing the Energy Efficiency Design Index Version 3.0, December 2012

4.
4.1

Reference lines and reduction factors (required EEDI)


Reference lines
Reference 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 VI Chapter 4, Regulation 2) Bulk carrier Gas carrier Tanker Container ship General cargo ship Refrigerated cargo carrier Combination carrier Passenger ship Ro-ro cargo ship Ro-ro passenger ship
Table 1: Parameters for determination of reference values for the different ship types (MARPOL Annex VI, Regulation 21)

a 961.79 1120.00 1218.80 174.22 107.48 227.01 1219.00

b DWT of the ship DWT of the ship DWT of the ship DWT of the ship DWT of the ship DWT of the ship DWT of the ship 0.477 0.456 0.488 0.201 0.216 0.244 0.488

Not initially subject to reference lines. Attained EEDI still needs to be calculated.

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 in Table 5 in the Appendix. Figure 1 shows the concept of how these reduction factors will be implemented over time.
0% -10%

[g CO2/te.nm]

-15% -20%
-30%

Phase 0: 2013-2015
Phase 1: 2015-2020 Phase 2: 2020-2025

EEDI

Phase 3: 2025 + Cut off limit


Figure 1: EEDI concept

Capacity

[DWT or GT]

Implementing the Energy Efficiency Design Index Version 3.0, December 2012

5.

The EEDI equation (attained EEDI)


The EEDI equation calculates the CO2 produced as a function of a ships transport work performed. In other words, the equation provides a measure of the ships benefit to society by establishing how much CO2 is produced per transport work done. This equates to g CO2 / tonne.nm. Figure 2 shows the EEDI calculation formula.
Main engine(s) Auxiliary engine(s) Energy saving technologies (auxiliary power) Energy saving technologies (main power)

=1 =1


=1


=1

=1


=1

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 CO2 produced 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 CO2 generated 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.

Implementing the Energy Efficiency Design Index Version 3.0, December 2012

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:
Shipowner Shipbuilder Basic Design Tank Test*, EEDI Calculation Verifier Witness Model Tank Test

Pre-Verification

Development of EEDI Technical File Application for EEDI preverification Submission of EEDI Technical File Submission of additional information Verification: - EEDI Technical File - additional information Issuance of Report of pre-verification

Start of ship construction Application for EEDI verification Sea Trial Verification: - sea trial condition - ship speed - revised EEDI Technical File Issuance of Report of verification Final Verification

Modification and Resubmission of EEDI Technical File Delivery of ship

* To be conducted by a test organisation or a shipbuilder itself.

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 Attained EEDI.

6.2

Final verification overview


Final verification of the Attained EEDI 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. All verification will be carried out by an RO.

Implementing the Energy Efficiency Design Index Version 3.0, December 2012

7.
7.1

Verification responsibilities
Verifier (Classification society/RO)

PRE VERIFICATION

FINAL VERIFICATION

Facility previous experience or ISO 9000? Yes No Audit & check quality control documentation Check EEDI computation and procedure to obtain the speed curves (examine justifications for omissions of tank tests, if any) Agree test plan Check ship model & propeller

Check sea trials plan

Attend sea trials

Check final report for VREF and EEDI

Issue certificate

Witness tank tests Issue pre-verification report


Figure 4: Verifier procedure (Industry Guidelines, MEPC 64/INF22)

During the EEDI verification, the Classification Society will have to verify (review and witness) a number of documents and stages of the ship construction. These are summarised in Table 6 in the Appendices. A more detailed process containing the individual steps followed by Lloyds Register carrying out the EEDI verification is shown in Figure 6 in the Appendices.

7.2

Shipbuilder
The shipbuilder responsibilities at different steps of the EEDI process are outlined in Figure 3 above and in Figure 6 in the Appendices. In general, the shipbuilder shall: Ensure that the EEDI technical file is prepared in accordance with the IMO guidelines Provide to the verifier all supporting documents required in accordance with IMO guidelines. These are summarised in Table 2 and Table 3. It must be noted that although some documents (for example tank test reports) may originate from a third party it is the shipbuilders responsibility to obtain these documents and submit them to the verifier.

Implementing the Energy Efficiency Design Index Version 3.0, December 2012

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 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)

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 in Table 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 in Table 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 EEDI loading conditions, applying the same calculation process of the power curves and considering justifiable differences of experience based parameters between the two conditions.

Implementing the Energy Efficiency Design Index Version 3.0, December 2012

8.
8.1

Document submission requirements


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 File as defined in the IMO Verification Guidelines. See example of EEDI Technical File the EEDI Technical File in Appendix 1 of IMO Verification Guidelines 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 the NOx Technical File preliminary verification, the SFC value with the addition of the guarantee tolerance is to be provided by Manufacturer. In this case, the NOx Technical File should be submitted at the final verification stage. If PAE is significantly different from the values computed using the formula in Electric Power Table 2.5.6.1 or 2.5.6.2 of the IMO Calculation Guidelines Ship lines and model particulars Verification file of power limitation technical arrangement Power curves Description of the tank test facility and tank test organisation quality manual Gas fuel oil general arrangement plan Tank Tests Plan - Lines of ship - Report including the particulars of the ship model and propeller model

If the propulsion power is voluntarily limited by verified technical means Power-speed curves predicted at full scale in sea trial condition and EEDI condition If the verifier has no recent experience with the tank test facility and the tank test organization quality system is not ISO 9001 certified. - Quality management system of the tank test including process control, justifications concerning repeatability and quality management processes - Records of measuring equipment calibration as described in Appendix 3 - Standard model-ship extrapolation and correlation method (applied method and tests description) 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 be described Plan explaining the different steps of the tank tests and the scheduled inspections allowing the verifier to check compliance with the items listed in

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Tank Tests Report

Ship reference speed Vref

Appendix 1 of the industry guidelines concerning tank tests - Report of the results of the tank tests at sea trial and EEDI condition as required 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 if calculations are used to derive power curves Detailed calculation process of the ship speed, which should include the estimation basis of experience-based parameters such as roughness coefficient, wake scaling coefficient

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

8.4

Final verification documents


Document Sea trials plan Sea trials report Final stability file Final power curves Revised EEDI technical file Ship lines NOx Technical File Description Description of the test procedure to be used for the speed trial, with number of speed points to be measured and indication of PTO/PTI to be in operation, if any. Report of sea trials with detailed computation of the corrections allowing determination of the reference speed Vref Final stability file including lightweight of the ship and displacement table based on the results of the inclining test or the lightweight check Final power curve in the EEDI condition showing the speed adjustment methodology Including identification of the parameters differing from the calculation performed at the initial verification stage Lines of ship as built In case this has not been submitted at the pre-verification

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

MEPC 64/ INF.22 or latest revision

Implementing the Energy Efficiency Design Index Version 3.0, December 2012

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 mainly renewable 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. Technical method Potential solution Increase in deadweight Comments There may be scope for increasing the deadweight of a ship via reductions in lightweight or improved design. Consideration should be given to ensuring adequate structural safety margins if reducing design scantlings. Hull form resistance constitutes about 70% of the power consumed. Hull optimisation can yield significant fuel savings, especially if starting from a hydrodynamically poor hull. Improvements can be made to the bulbous bow, hullform, stern bulb, transom or appendages as required. In a strong headwind, aerodynamic drag can contribute more than 10% of the total ship resistance. For many vessel types, this loss can be significantly reduced through superstructure modifications, flow deflectors, fairings and bow visors. Wake field optimisation can improve propeller efficiency, reduce fuel consumption, and limit adverse cavitation effects such as erosion, noise and vibration. This is best achieved through local hull form modifications. The location of flow improvement devices on the hull or rudder can also be optimised Offers the potential for considerable CO2 savings. Investment is required in terms of installing propulsion systems e.g. sails and kite technology. Consideration needs to be given to any required structural enhancements to cater for increased loads. Reliance is placed on consistent wind conditions in order to benefit from this source of energy. Photovoltaic cells (solar panels) are another form of renewable

Design

Hull optimisation

Aerodynamic optimisation

Propulsive optimisation

Wind power

Solar power

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Technical method

Potential solution

Comments energy that can offer significant CO2 and other emission reductions. The cost to benefit ratio of this source is quite high as a large area of cells are required to produce a small amount of power. At present, the efficiency of this technology means energy concentrations can augment power requirements but not replace a ships primary power source. This source of energy could remove all CO2, NOx and SOx emissions. Other benefits of this technology include smaller space requirements for the power source therefore potential for increased cargo capacity. Nuclear power is becoming more competitive given rising fuel oil prices although issues surrounding safety and disposal of nuclear waste remain. Many engine manufacturers now offer improved engine designs aimed at optimising performance. Many technologies are available off-the-shelf although can sometimes be difficult to quantify their benefits. Some, for example advanced hull coatings, are being increasingly used whereas waste heat recovery and hull-propeller systems could be used if their cost-effectiveness is improved. Slow steaming is very effective at reducing consumption and CO2 but may require the ship to operate outside its rated envelope meaning lower combustion temperatures and pressures leading to higher maintenance and possible increase in particulate matter emissions. Reducing the speed of the world fleet may also fuel the shift in freight transport to other modes such as land and air in order to maintain capacity. Demand is increasing from owners wishing to use this fuel. Replacing conventional marine fuel oil with LNG would potentially eliminate SOx emissions and drastically reduce NOx emissions whilst reducing CO2 by around 20%. LNG availability is limited in certain global areas with limited refuelling terminals and development 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 from LNG use is potentially more harmful than the benefits. An attractive alternative to marine diesel in terms of potential savings in CO2 emissions although the impact of bio-fuel production is not fully clear. Bio-diesel is expensive in comparison to marine diesel and the lower energy content means larger bunker tanks would be required onboard ships.

Nuclear power

Technology

Engine selection Efficient technologies (hull coatings, hull appendages, waste heat recovery systems etc.)

Operation

Speed reduction

Fuel

LNG

Biofuels

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

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Implementing the Energy Efficiency Design Index Version 3.0, December 2012

Appendices
Appendix 1 Useful references
1. 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 for the 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 COP DAD DSO EEDI EEDI-TF EEOI GHG IMO MCR MEPC RO SEEMP SFC Tank Test Definition Conference Of Parties Lloyds Register Design Appraisal Document Lloyds Register Design Support Office Energy Efficiency Design Index Energy Efficiency Design Index Technical File Energy Efficiency Operational Indicator Greenhouse Gas International Maritime Organisation Maximum Continuous Rating Marine Environmental Protection Committee Recognised Organisation Ship Energy Efficiency Management Plan Specific Fuel Consumption Model towing tests, model self-propulsion tests and model propeller open water tests. Numerical tests may be accepted as equivalent to model tests. Administration, or any person or organization duly authorized by it, which conducts the survey and certification of the EEDI

Verifier

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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 thereby control 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 the various flag states and other industry bodies. Figure 5 shows the MEPCs activity timeline.

MEPC 40 Sep 1997 Dec 2003

MEPC 53 Jun 2005

MEPC 57 Mar 2008 Jun 2008

MEPC 58 Oct 2008 Feb 2009

MEPC 59 Jul 2009

MEPC 60 Mar 2010 Jun 2010

MEPC 61 Sep 2010

MEPC 62 Jul 2011

MEPC 63 MEPC 64 Mar 2012 Oct 2012

Resolution 8 CO2 emissions from ships

GHG Working MEPC Circ.471 Group 1 Energy Efficiency Operational Indicator

GHG Working Group 2

Energy Reg text Efficiency Working Group

EEDI & SEEMP Adopted

Finalisation

Resolution A.963 (23) IMO policies and practices related to reduction of GHG emissions from ships

MEPC Circ. 681 MEPC Circ. 682 MEPC Circ. 683 MEPC Circ. 684

EEDI Calculation EEDI Verification SEEMP EEOI

Guidelines Adopted: MEPC.212(63) EEDI Calculation MEPC.213(63) SEEMP MEPC.214(63) EEDI Verification MEPC.215(63) EEDI Ref Lines

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

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Appendix 5 EEDI reduction phases and cut-off limits


Ship type Bulk carrier Size 20,000 DWT and above 10,000 20,000 DWT Gas carrier Tanker 10,000 DWT and above 2,000 10,000 DWT 20,000 DWT and above 4,000 20,000 DWT Container ship 15,000 DWT and above 10,000 15,000 DWT General cargo ship 15,000 DWT and above 3,000 15,000 DWT Refrigerated cargo carrier 5,000 DWT and above 3,000 5,000 DWT Combination carrier 20,000 DWT and above 4,000 20,000 DWT Phase 0 Phase 1 1-Jan-13 to 1-Jan-15 to 31-Dec-14 31-Dec-19 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 0 n/a 10 0-10* 10 0-10* 10 0-10* 10 0-10* 10 0-10* 10 0-10* 10 0-10* Phase 2 1-Jan-20 to 31-Dec-24 20 0-20* 20 0-20* 20 0-20* 20 0-20* 15 0-15* 15 0-15* 20 0-20* Phase 3 1-Jan-25 onwards 30 0-30* 30 0-30* 30 0-30* 30 0-30* 30 0-30* 30 0-30* 30 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

Shipyard or Shipowner

Yard or owner requests LR attendance to witness model tank tests for EEDI

Unless technical justification provided why tank test omitted for a ship of same type as defined by IMO Guidelines

Shipyard or Shipowner

Initial data submission by the yard or owner to DSO Pre-Verification

DSO

Preliminary data review by DSO to ensure all required data is available Independent calculation of EEDI and completion of checklists Issuance of Pre-verification Design Appraisal Document (DAD) by the DSO to the yard Verification of the agreed speed trial by the attending surveyor during sea trial

Contact the yard or owner for additional or correct data

DSO

DSO/ LR Field Surveyor

LR Field Surveyor

Shipyard or Shipowner

Final data submission by the yard or owner inclusive of speed trial results to DSO Independent calculation of EEDI and completion of checklists

Final Verification

DSO

DSO/ LR Field Surveyor

Preparation and issuance of the final verification DAD by the DSO to yard or owner

LR Field Surveyor

Issuance of EEDI certificate by LR Surveyor to yard or owner

Figure 6: Lloyds Register EEDI verification and certification process

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Appendix 7 Review and witness points


Ref. Function Survey method Review Reference document IMO Verification Guidelines Industry guidelines3 IMO Calculation Guidelines Appendix 2 to IMO Calculation Guidelines Appendix 2 to IMO Verification Guidelines Appendix 3 of industry guidelines Appendix 4 of industry guidelines Appendix 4 of industry guidelines Appendix 4 of industry guidelines ITTC 7.5-02-03-01.4 1978 ITTC performance prediction method (rev.02 of 2011 or subsequent revision) Appendix 4 of industry guidelines Industry guidelines 15.7 Documentation to be made available to the verifier Documents in table 2 of the industry guidelines Verification file of limitation technical means EPT EPT-EEDI form Calibration reports Ship lines plan & offsets table Ship model report Propeller model report Only If means of limitation are fitted Only if PAE is significantly different from the values computed using the formula in 2.5.6.1 or 2.5.6.2 of the IMO Calculation Guidelines Check at random that measuring devices are well identified and that calibration reports are currently valid Checks described in appendix 4.1 of the industry guidelines Checks described in appendix 4.2 of the industry guidelines Checks described in appendix 4.3 of the industry guidelines Note: propeller open water test is not needed if a stock propeller is used. In this case, the open water characteristics of the stock propeller are to be annexed to the tank tests report. Check that the ship-model correlation is based on thrust identity with correlation factor according to method 1 ( CP CN) or method 2 (CFC - wC) Check that the power-speed curves obtained for the EEDI condition and sea trial condition are obtained using the same calculation process with justified values of experience-based parameters Remarks

01 02

EEDI Technical File

Limitation of power Review

03

Electric Power Table Review Calibration of tank test measuring equipment Model tests ship model Model tests propeller model Model tests Resistance test, Propulsion test, Propeller open water test Review & witness Review & witness Review & witness Review & witness

04 05 06

07

Tank tests report

08

Model-ship extrapolation and correlation

Review

Documents in table 2 of the industry guidelines

MEPC 64/ INF.22 or latest revision

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09 10 11

Numerical calculations Review replacing tank tests Electrical machinery survey prior to sea Witness trials Programme of sea trials Review

ITTC 7.5-03-01-04 (latest Report of calculations revision) or equivalent Appendix 2 to IMO Verification Guidelines IMO Verification Guidelines Programme of sea trials Only if PAE is computed from EPT Check minimum number of measurement points (3) Check the EEDI condition in EPT (if PAE is computed from EPT) Check: - Propulsion power, particulars of the engines - Draught and trim - Sea conditions - Ship speed - Shaft power & rpm Check operation of means of limitations of engines or shaft power (if fitted) Check the power consumption of selected consumers included in sea trials condition EPT (if PAE is computed from EPT) Check that the displacement and trim of the ship in sea trial condition has been obtained with sufficient accuracy Check compliance with ISO 15016:2002 or or ITTC 7.5-04-01-01.2 Check that the power curve estimated for EEDI condition is obtained by power adjustment Check that the file has been updated according to sea trials results

12

Sea trials

Witness

ISO 19019:2005 or ITTC 7.5-04-01-01.1 (latest revision)

13

Sea trials speed/power analysis

Review

ISO 15016:2002 or ITTC Sea trials report 7.5-04-01-01.2

14

15

Sea trials adjustment from Review trial condition to EEDI condition EEDI Technical File revised Review after sea trials

Industry guidelines 16.2 IMO Verification Guidelines

Power curves after sea trial Revised EEDI technical file

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-power curve; Ship speed at 75% main engines MCR together with ship speed-power curve showing the corresponding 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 the two 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 offic e. www.lr.org/eedi

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. Lloyd's Register is a trading name of Lloyd's Register Group Limited and its subsidiaries. For further details, please see our website www.lr.org/entities