Implementing the Energy

Efficiency Design Index (EEDI)

Guidance for owners, operators and shipyards
Lloyds Register, its affiliates and subsidiaries and their respective officers, employees or agents are, individually and
collectively, referred to in this clause as the Lloyds Register Group. The Lloyds Register Group 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 Lloyds Register Group 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.
Implementing the Energy Efficiency Design Index (EEDI)
Guidance for owners, operators and shipyards

Contents
1. Introduction 1
2. EEDI purpose 1
3. IMO background 1
4. Current state of legislation 2
5. The EEDI 3
6. Verification process 4
7. Verification documents 5
7.1 Pre-verification 5
7.2 Final verification 5
7.3 EEDI technical file 6
7.4 Available Lloyds Register documents 6
8. Required EEDI 7
8.1 Reference lines 7
8.2 Reduction factors and implementation 7
9. Technical methods for EEDI reduction 9
10. Lloyds Register ship energy services 11
Appendix 1 Useful references 12
Appendix 2 Glossary 12

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1. Introduction
These guidance notes provide advice to owners, operators and shipyards who are perhaps looking to adopt
the Energy Efficiency Design Index (EEDI) early on a voluntary basis, or prepare themselves for its future
mandatory implementation. The guidance reflects the current status of the IMO regulations as well as
providing 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 (future) mandatory implementation of the EEDI.

3. IMO background
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 1 shows the MEPCs activity timeline.

MEPC 40 MEPC 53 MEPC 57 MEPC 58 MEPC 59 MEPC 60 MEPC 61 MEPC 62 MEPC 63

Sep Dec Jun Mar Jun Oct Feb Jul Mar Jun Sep Jul Mar
1997 2003 2005 2008 2008 2008 2009 2009 2010 2010 2010 2011 2012

Resolution 8 MEPC Circ.471 GHG Working GHG Working Energy Reg text EEDI &
CO2 emissions Energy Efficiency Group 1 Group 2 Efficiency SEEMP
from ships Operational Indicator Working Group Adopted

Guidelines Adopted:
Resolution A.963 (23) IMO MEPC Circ. 681 EEDI Calculation MEPC.212(63) EEDI Calculation
policies and practices MEPC Circ. 682 EEDI Verification MEPC.213(63) SEEMP
related to reduction of GHG MEPC Circ. 683 SEEMP MEPC.214(63) EEDI Verification
emissions from ships MEPC Circ. 684 EEOI MEPC.215(63) EEDI Ref Lines

Figure 1: MEPC and Working Group Timeline

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4. Current state of legislation

The Regulations on Energy Efficiency relating to the EEDI and SEEMP will enter into force on 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.
At MEPC 63 in March 2012, the IMO Guidelines relating to these Regulations were adopted under the
following resolutions:
- Resolution MEPC.212(63) 2012 Guidelines on the Method of Calculation of the Attained Energy
Efficiency Design Index (EEDI) for New Ships;
- Resolution MEPC.213(63) 2012 Guidelines for the Development of a Ship Energy Efficiency
Management Plan (SEEMP);
- Resolution MEPC.214(63) 2012 Guidelines on Survey and Certification of the Energy Efficiency
Design Index (EEDI);
- Resolution MEPC.215(63) Guidelines for Calculation of Reference Lines for use with the Energy
Efficiency Design Index (EEDI);

The EEDI will only affect new ships above 400 gross tonnes* and will be applicable to the following ship
types:
Bulk carriers;
Tankers;
Gas tankers;
Container ships;
General cargo ships;
Refrigerated cargo ships;
Combination carriers;
Passenger ships**;
Ro-ros** (vehicle and volume carriers).
*Excludes ships with steam turbine, diesel-electric and hybrid propulsion.
** Not initially subject to regulatory limits.
Each ship will require its own EEDI which will be verified by a recognised organisation (RO) as described
further on in this document. Following verification, an International Energy Efficiency Certificate (IEEC)
covering both EEDI and SEEMP will be issued by the RO on behalf of the Flag State and will be required to
be maintained onboard the ship throughout its life. The certificate is valid for the life of the ship unless the
ship undergoes major conversion, is withdrawn from service or transfers flag.

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5. The 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.
Energy saving
Main engine(s) Auxiliary engine(s) Energy saving technologies (auxiliary power) technologies (main power)

=1 =1 =1 =1
=1 =1

Transport work

Figure 2: Energy Efficiency Design Index (MEPC.212(63))

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 recently adopted 2012 Guidelines on the Method of
Calculation of the Attained EEDI for New Ships (IMO Resolution MEPC.212(63).

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6. Verification process
Verification of the EEDI will be 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 process is shown in Figure 3.

Shipowner Shipbuilder Verifier

Basic Design Tank Test*, Witness Model Tank Test

EEDI Calculation

Pre-Verification
Development of EEDI Technical File
Verification:
Application for EEDI pre- - EEDI Technical File
verification - additional information

Submission of EEDI Technical Submission of additional Issuance of

File information Report of pre-verification

Start of ship construction

Verification:
Application for EEDI - sea trial condition

Final Verification
verification - ship speed
- revised EEDI Technical File
Sea Trial
Issuance of
Report of 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))

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.
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 ISO 15016:2002 or an equivalent standard and speed trials should be carried out
at more than two 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.
Lloyds Register is able to provide complete verification for clients who wish to adopt the EEDI
on a voluntary basis at present and is working closely within the IMO framework to help develop
the EEDI in readiness for mandatory implementation.

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7. Verification documents

7.1 Pre-verification
Pre-verification will involve submission of the following:
EEDI-TF that will include details of the calculated EEDI;
Supporting documents including (but not limited to):
Report on the method and results of the tank test for an individual ship including predicted speed-
power curves at both EEDI condition and speed trial condition;
Estimation process and methodology of the power curves at design stage;
Detailed calculation process of the ship speed, including the estimation basis of parameters such as
roughness coefficient, wake coefficient;
Reasons for exempting a tank test, if applicable; including lines and tank test results of the ships of
same* type, and the comparison of the principal particulars of such ships and the ship in question.
Lines of a model ship and an actual ship for the verification of the appropriateness of the tank test;
Lightweight of the ship and displacement table for the verification of the deadweight;
Principal particulars and the overview of propulsion system and electricity supply system on board;
Description of energy saving equipment;
Main and auxiliary engine NOx technical files and shop test data.
EEDI Speed Trial plan for measuring EEDI reference speed at 75% MCR.
* As defined in MEPC.214(63)

7.2 Final verification

Final verification will involve submission of the following:
Final EEDI-TF updated with regard to;
Verified EEDI reference speed at 75% MCR (obtained from measured results of the speed trial)
Final technical parameters supporting the calculation of the EEDI value.
Supporting documents including (but not limited to):
Speed trial data and detailed report of corrections and extrapolation methods used as well as
technical parameters required to perform verification to ISO 15016:2002 or equivalent;
Final displacement table and the measured lightweight, or a copy of the survey report of
deadweight;
Approved NOx technical file (if not already supplied as part of pre-verification).

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7.3 EEDI technical file

The EEDI-TF will consist of 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 supporting information for their use;
Calculated attained EEDI of vessel including the specific data input to the formula.

7.4 Available Lloyds Register documents

The following Lloyds Register templates are available upon request:
EEDI TF
EEDI sample speed trial plan

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8. Required EEDI
A ships attained EEDI (using the formula and verification procedure described above) will be required to fall
on or below 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

8.1 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
formula:

Reference line value = a b-c

Ship type (as defined in MARPOL Annex VI
a b c
Chapter 4, Regulation 2)
Bulk carrier 961.79 DWT of the ship 0.477
Gas carrier 1120.00 DWT of the ship 0.456
Tanker 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
Table 1: Parameters for determination of reference values for the different ship types (MEPC.203(62))

8.2 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 2. Figure 4 shows the concept of how these reduction factors will be implemented over
time.

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Phase 0 Phase 1 Phase 2 Phase 3

Ship type Size 1-Jan-13 to 1-Jan-15 to 1-Jan-20 to 1-Jan-25
31-Dec-14 31-Dec-19 31-Dec-24 onwards
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 cargo
5,000 DWT and above 0 10 15 30
carrier
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 2: MEPC 62 Reduction factors (X) for Required EEDI versus Attained EEDI (MEPC.203(62))
* Reduction factor to be linearly interpolated between the two values dependent upon vessel size. The lower value of
the reduction factor is to be applied to the smaller ship size.

2013
0%
E E DI V a lue (g / t onne .nm) .

2015
10%
Reference Line
2020
20% Phase 1
2025
30% Phase 2
Phase 3

Cut Of f DWT / GRT

Figure 4: Regulatory concept of the EEDI

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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 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.
Table 3 describes some of the considerations in regard to some of the potential solutions for each of these
methods.

Technical Potential
Comments
method solution
There may be scope for increasing the deadweight of a ship via
Increase in reductions in lightweight or improved design. Consideration
Design
deadweight 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,
Hull
especially if starting from a hydrodynamically poor hull.
optimisation
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
Aerodynamic 10% of the total ship resistance. For many vessel types, this loss
optimisation 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
Propulsive
erosion, noise and vibration. This is best achieved through local
optimisation
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
Wind power
structural enhancements to cater for increased loads. Reliance is
placed on consistent wind conditions in order to benefit from this
source of energy.

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Technical Potential
Comments
method solution
Photovoltaic cells (solar panels) are another form of renewable
energy that can offer significant CO2 and other emission
reductions. The cost to benefit ratio of this source is quite high as a
Solar power 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
Nuclear power
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
Technology Engine selection
aimed at optimising performance.
Efficient
technologies Many technologies are available off-the-shelf although can
(hull coatings, hull sometimes be difficult to quantify their benefits. Some, for
appendages, example advanced hull coatings, are being increasingly used
waste heat whereas waste heat recovery and hull-propeller systems could be
recovery systems used if their cost-effectiveness is improved.
etc.)
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
Operation Speed reduction 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
Fuel LNG 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
Biofuels 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.
Table 3: Examples of innovative technical and fuel options for EEDI Reduction

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10. Lloyds Register ship energy services

At Lloyds Register, we are committed to supporting our clients needs in the area of environmental
efficiency and compliance. We provide a range of ship energy services which can be customised according
to a businesss needs. Working closely with each organisation, we aim to aid improvements in energy
efficiency across the fleet in a number of ways:
Verification and certification of voluntary EEDI;
Review and development support of SEEMP;
Support on EEOI calculation;
Ship energy efficiency audit;
Ship performance monitoring;
Fleet energy management support;
Design optimisation support;
Trim optimisation support;
Advice on alternative technologies;
Data verification services relating to EEOI and performance assessment data.

Our ship energy services can assist in determining your CO2 emissions footprint, calculating ship energy
efficiency indices and implementing energy efficiency measures (including the EEDI, EEOI and SEEMP).

For more information, please visit:

www.lr.org/ses
or contact your local Lloyds Register Group office.

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Appendix 1 Useful references

1. 2012 Guidelines on the Method of Calculation of the Energy Efficiency Design Index (EEDI) for new ships,
MEPC.212(63);
2. 2012 Guidelines for the Development of a Ship Energy Efficiency Management Plan (SEEMP);
3. 2012 Guidelines on Survey and Certification of the Energy Efficiency Design Index (EEDI);
4. Guidelines for Calculation of Reference Lines for use with the Energy Efficiency Design Index (EEDI);
5. Report of the Marine Environment Protection Committee on its sixty-third session, MEPC 63/23, 14 March
2012, Annex 8.

Appendix 2 Glossary

Term Definition
COP Conference Of Parties
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
Model towing tests, model self-propulsion tests and model propeller
Tank Test open water tests. Numerical tests may be accepted as equivalent to
model tests.
Administration, or any person or organization duly authorized by
Verifier
it, which conducts the survey and certification of the EEDI

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www.lr.org/marine

Lloyd's Register is a trading name of the Lloyd's Register Group of entities.

Services are provided by members of the Lloyd's Register Group. For further details, please see our
website www.lr.org/entities