EEDI

EEDI Energy Efficiency Design Index

MAN B&W Diesel3EEDI – Energy Efficiency Design Index

MAN Diesel & Turbo The responsible way in leading technology

MAN Diesel & Turbo is the world’s leading designer and manufacturer of low and

medium speed engines – engines from MAN Diesel & Turbo cover an estimated

50% of the power needed for all world trade. We develop two-stroke and four-

stroke engines, auxiliary engines, turbochargers and propulsion packages that are

manufactured both within the MAN Diesel & Turbo Group and at our licencees.

More than ever before, MAN Diesel & Turbo’s development focus is the environ-

mental performance of our engines. Using our unrivalled grasp of large engine

technology, we aim to make our engines progressively cleaner, more powerful and

more efficient.

Our absolute commitment to reducing emissions while increasing fuel efficiency

and power density starts with our active partnership in the emissions law making

process and ends with the delivery of engines that achieve an ideal synthesis of

prime mover characteristics.

4 EEDI – Energy Efficiency Design Index


New standards

After intensive discussions with stakeholders, the IMO

has adopted a number of mandatory instruments

requiring new ships to meet higher standards of effi

ciency. These encompass every stage of a ship’s life

cycle, applying to design, operation, maintenance, crew

training, upgrades and retrofits.

One of these measures is the Energy Efficiency Design

Index (EEDI), which requires new ships to meet a certain

level of energy efficiency from the outset. Another man

datory scheme, the Ship Energy Efficiency Manage

ment Plan (SEEMP), which governs operations, applies

to all ships.

Financial incentives

In addition, marketbased measures such as levies

or emissions trading may be introduced in the future,

creating further incentives for efficient ships. These

are currently the subject of discussion at the IMO, al

though they are proving to be controversial.

The changing climate Time to act

Time to act

Climate change is a major challenge facing the world

today. As a result of the greenhouse effect, caused

by emissions of gases such as carbon dioxide (CO2),

average temperatures are climbing. This threatens

fragile ecosystems and poses huge risks for agricul

ture – potentially destabilising the global economy.

In our own interests, and those of future generations,

we all share a responsibility to minimise the impact

of climate change. This means working proactively to

reduce greenhouse gas emissions.

Shipping makes a difference

Although shipping is already the most efficient form

of bulk transportation, it plays an important role:

increa sing globalisation is set to raise the amount of

goods travelling by sea. Against this background, the

International Maritime Organisation (IMO) has identi

fied potential for improving the efficiency of shipping

even further, based on existing technologies such as

streamlined engines and improved design.

Global CO2 emission

Shipping Aviation Rail a.o. Road Non transport

Shipping trade routes

Primary trade routes Secondary trade routes

EEDI – In a nutshellThe IMO regulations

What is it?

The Energy Efficiency Design Index (EEDI) calculates

a vessel’s energy efficiency, based on a complex for

mula. This takes into account the ship’s emissions,

its capacity and speed. The lower a ship’s EEDI, the

more efficient it is. Under the regulations, ships are

required to meet a minimum energy efficiency require

ment – in other words, their EEDI must be equivalent

to or less than a threshold value.

Who is affected?

The EEDI does not apply to all ships. Initially, it targets

the vessels responsible for the most emissions. In its

current form, it applies to new ships of and above 400

GT, where a building contract is placed on or after 1

January 2013. If there is no contract, it applies when

keellaying occurs on or after 1 July 2013. In both

cases, delivery must be on or after 1 July 2015. How

ever, nationstates have the right to delay the EEDI’s

application by up to four years to ships flying their flag.

Older vessels will only require an EEDI should they un

dergo a major conversion on or after 1 January 2013.

In addition, EEDI benchmarks will be raised succes

sively – new ships built in 2015, 2020 and 2025 will

need to meet even higher standards.

And who is exempt?

Vessels with dieselelectric, gas turbine or hybrid pro

pulsion do not need an EEDI. Currently, RoRo, RoPax,

cruise, offshore and other vessels not explicitly men

tioned in the regulations are also exempt. However,

the IMO has announced its intention of expanding the

EEDI to include additional types of ships down the

track, based on the results of its experience with the

first phase.

CO2 EMISSION ∑ P × Cf × SFC

BENEFIT OF ShIP CAPACITy × SPEEDEEDI = =

2025202020152013

NEW ShIPS OvEr 400GT ∙ KEEl lAyING AFTEr July 2013

DIESEl ElECTrIC DrIvEhyBrID PrOPulSION DrIvEGAS TurBINE

rOrO / rOPAxCruISEOFFShOrE

6 EEDI – Energy Efficiency Design Index 7EEDI – Energy Efficiency Design Index

EEDI means efficiencyDefinition & application

Power Included

Auxiliary engines

Switch board

Main engine pumps (2,5 % PME)

Main engine PME

Waste heat recovery etc. PAEeff

Shaft generator PFTO

Shaft motor PPTI

Shaft powerPS Accomodation (250 kWh)

Thrusters

Cargo pumps

Cargo heat

Cargo gear

Ballast pumps

reefersPAE

Boiler

Assumption

The EEDI assesses the energy consumption of the

vessel at normal seafaring conditions, taking into ac

count the energy required for propulsion and the hotel

load for the crew. Energy consumed to maintain the

cargo and for manoeuvring or ballasting is not con

sidered.

required EEDI

The required EEDI represents a minimum energy ef

ficiency requirement for new ships depending on ship

type and size. This begins with a baseline value in

2013 and is raised successively in three steps until

2025. The baseline for the required EEDI is calculated

from the EEDI of vessels built after the millennium.

Excluded

Included

Power Excluded EEDI

Power Included EEDI

Required EEDI

25.000 50.000 75.000 100.000 125.000 150.000 175.000 200.000

New ships from 1.1.2013




Reference line

50

45

40

35

30

25

20

15

10

5

EE

DI (

g C

O2

/ t

nm)

Anatomy of the Energy Efficiency Design IndexFormula & Definitions

Main engine power reduction due to individual technologies for mechanical energy efficiency

Auxilliary engine power reduction due to individual technologies for electrical energy efficiency

Power of individual shaft motors divided by the efficiency of shaft generators

Combined installed power of auxilliary engines

Individual power of main engines

Availability factor of individual energy efficiency technologies (=1.0 if readily available)

Correction factor for ship specific design elements. E.g. ice-classed ships which require extra weight for thicker hulls

Coefficient indicating the decrease in ship speed due to weather and environmental conditions

Capacity adjustment factor for any technical / regulatory limitation on capacity (=1.0 if none)

Main engine (composite)

Auxilliary engine

Auxilliary engine (adjusted for shaft generators)

Main engine (individual)

Main engine composite fuel factor

Auxilliary engine fuel factor

Main engine individual fuel factors

Ship speed at maximum design load condition

Deadweight Tonnage (DWT) rating for bulk ships and tankers; a percentage of DWT for ContainershipsDWT indicates how much can be loaded onto a ship

Engine Power (P)Individual engine power at 75% Maximum Continous Rating

Correction and Adjustment Factors (F)Nondimensional factors that were added to the EEDI equation to account for specific existing or anticipated conditions that would otherwise skew individual ships’ rating

Specific Fuel Consumption (SFC)Fuel use per unit of engine power

CO2 Emissions (C)CO2 emission factor based on type of fuel used by given engine

Ship Design Parameters

P

P

P

P

P

C

C

C

V

SFC

SFC

SFC *

SFC

MAIN ENGINES EMISSIONS

AuxIlIAry ENGINES EMISSIONS

EFFICIENCy TEChNOlOGIES

TrANSPOrT WOrK

ShAFT GENErATOrS / MOTOrS EMISSIONS



Meeting the EEDI requirementswith MAN Diesel & Turbo

To comply with the EEDI, ships need to be fitted with efficient, well-designed tech-

nology. MAN Diesel & Turbo offers a comprehensive range of solutions, including

engines, turbochargers and propellers. Built entirely by MAN Diesel & Turbo, these

systems reflect the high quality standards that have made us a world leader.

highly efficient engines

As gas contains less carbon, running engines on liquid

natural gas (LNG) produces far lower emissions. This

leads to a significantly reduced EEDI. MAN Diesel &

Turbo has recently introduced a range of extremely

efficient and versatile dualfuel engines, suitable for

almost all types of shipping. These allow shipowners

to benefit from the increasing availability and attractive

price of gas, yet offer full fuel flexibility.

Various solutions on the market today – and how they can be combinedCarbon Factors

CF(t-CO2/t-Fuel)

Diesel

Gas Oil

Light

Fuel Oil

(LFO)

Heavy

Fuel Oil

(HFO)

Liquefied

Petrole-

um Gas

(LPG/

Propane)

Liquefied

Petrole-

um Gas

(LPG/

Butane)

Liquefied

Natural

Gas

(LPG)

3,30-1,7% -2,9% -6,4% -5,5% -14,2%

3,20

3,10

3,00

2,90

2,80

2,70

2,60

2,50

CF(t-CO2/t-Fuel) 3,205 3,151 3,114 3,000 3,030 2,750

Due to reduced carbon factors, the use of LNG by the new 35/44DF results in approx. 14% lower EEDI

Multiple combinations

MAN Diesel & Turbo offers a wide range of energy

efficiency devices to provide the optimum solution for

your vessel. One of the most efficient ways to optimise

your vessel is through the use of Kappel propellers in

combination with a rudder bulb. Whether your engine

is driven by liquid or gaseous fuels, this increases the

efficiency of your vessel up to 10%.

Post Swirl Finns Rudder Bulb Kappel PBCF AHT Nozzle Mewis Duct Pre Swirl Finns Efficiency rudders

Post Swirl Finns 2-3%

Rudder Bulb 2-5%

Kappel 3-5%

PBCF 2-5%

AHT Nozzle 5-8%

Mewis Duct 3-8%

Pre Swirl Finns 3-5%

Efficiency rudders 2-4%

Can be combined Can sometimes partly be combined should not be combined


hot water

generatorselectrical

propulsion 4 engines, 1 stand-byseawater cooling losses

steam

exhaust gaslosses

power generation,air conditioning

freshwatergeneration

thermalenergy recovery

15%

15%

12%

11%32%

45%30%

heatrecovery

heatrecovery

17%

Waste heat recovery

The more efficient an engine is, the more power it ob

tains from the same amount of fuel. At MAN Diesel &

Turbo, we have the expertise to maximise this out

put: for example, by making use of the heat given off

by the combustion process, which can be recovered

from the cooling water and exhaust gases. In fact, up

9L48/60CR at 85% MCR

Typical energy heat balance of a cruise ship

Shaft power output: 47,34%

Fuel 100%

EI, power production of TES: 5,0%

Gain: 11,0%

Lubricating oil cooler: 4,6%

Jacket water cooler: 4,4%

Exhaust gas and condenser: 13,6%

Air cooler: 17,1%

Heat radiation: 2,2%

Carbon Factors

to ten per cent more power can be obtained using an

effective waste heat recovery system.

The energy recovered by this system can be used to

heat accommodation, fuel and/or cargo, or power a

steam turbine and generator.

Requirement Tanker

0 50.000 100.000 150.000 200.000 250.000 300.000 350.000 400.000 450.000

New ships from 1.1.2013 New ships from 1.1.2015 New ships from 1.1.2020 New ships from 1.1.2025 Reference line

EE

DI

25

20

15

10

5


ExampleAttained EEDI vs Required EEDI

Requirement Container ship

50.000 100.000 150.000 200.000 250.000

New ships from 1.1.2013 New ships from 1.1.2015 New ships from 1.1.2020 New ships from 1.1.2025 Reference line

Sensitivity

Attained EEDI: 25,49

Attained EEDI: 22,29 (with 12V51/60DF)

Attained EEDI: 18,06 (with engine 9L51/60DF;

9000 kW and 18 knots)

Sensitivity


Attained EEDI: 13,84 (with engine 9L27/38;

3060 kW and 185 g/kWh SFC*)

Attained EEDI: 12,64 (using 6L35/44DF)

* 85% MCR

EE

DI

50

45

40

35

30

25

20

15

10

5

Container shipDWT design draught 15375 t

ME 11200 kW (MAN B&W 8L58/64)

AE 4 x 1720 kW (MAN 8L21/31)

Generator efficiency 93%

Speed 19 knots

Diesel / Gas Oil, ISO 8217, DMC – DMX

Tanker (2008)DWT design draught 7900 t

ME 3360 kW (MAN 6L32/44CR)

AE 1 x 1290 kW (MAN 6L21/31)

Generator efficiency 93%

Speed 13,3 knots

Diesel / Gas Oil, ISO 8217, DMC – DMX

Assumptions and considerations:

All variations are only done with changing the ME

characteristics.

Assumptions and considerations:

All variations are only done with changing the ME

characteristics.

IMO No. 1

Attained EEDI 25,49

Phase 0: 1 Jan 2013 – 31 Dec 2014

Required EEDI 26,96

Compliance Index 94

Calculation ref. 59960

IMO No. 2

Attained EEDI 14,58

Phase 0: 1 Jan 2013 – 31 Dec 2014

Required EEDI 15,27

Compliance Index N/A

Calculation ref. 718835

required EEDI: 26,96

required EEDI: 15,07




Service Facilities

(Service Centres,

Authorized Repair Shops,

Spare Parts Stocks)

Agencies

PrimeServ – peace of mind for life

With more than 150 PrimeServ service stations and

service partners worldwide, plus our growing network

of PrimeServ Academies, the MAN Diesel & Turbo

aftersales organisation is committed to maintaining

the most efficient and accessible aftersales organisa

tion in the business.

PrimeServ’s aim is to provide:

Prompt delivery of high demand OEM spare parts

within 24 hours

Fast, reliable and competent customer support

Individually tailored O&M contracts

Ongoing training and qualification of service personnel

Global service, open 24 hoursaday, 365 daysayear

Diagnosis and troubleshooting with our high perfor

mance Online Service

Retrofitting of the latest MAN Diesel & Turbo

engine and turbocharger technologies for improved

operating economy and minimised emissions

The PrimeServ offering

Based on almost 110 years of service experience

with marine diesel engines, our sophisticated

logistics system ensures that all frequently requested

spare parts are available worldwide within 24 hours.

In addition, MAN Diesel & Turbo Online Service

helps to optimise maintenance cycles by the use

of remote engine monitoring, diagnostics and cali

bration. The resulting conditionbased maintenance

(CBM) promotes high availability, increases opera

tional safety, shortens downtimes and enhances the

performance of MAN Diesel & Turbo marine engines.

The bottom line: leaner operating costs and better

planning for you.

When service is required, the MAN PrimeServ network

responds to organise assistance as fast as possible.

This guarantees rapid completion of maintenance

work and high availability of MAN Diesel & Turbo

engines, GenSets, turbochargers, gears, propellers

and marine propulsion packages.

In short: MAN PrimeServ gives you the benefit of our

specialist expertise in marine power so that you can

concentrate on your own core business.

World Class After Sales SupportFor marine propulsion and GenSets

MAN Diesel & Turbo – a member of the MAN Group

MAN Diesel & Turbo86224 Augsburg, GermanyPhone +49 821 3220Fax +49 821 3223382marineengines[email protected]

All data provided in this document is nonbinding. This data serves informational purposes only and is especially not guaranteed in any way. Depending on the subsequent specific individual projects, the relevant data may be subject to changes and will be assessed and determined individually for each project. This will depend on the particular characteristics of each individual project, especially specific site and operational conditions. Copyright © MAN Diesel & Turbo. D2366498EN Printed in Germany GMCAUG08122

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EEDI

Documents

efficiency of shipping

ship energy efficiency

fuel efficiency

stroke engines

improved design

medium speed engines

auxiliary engines

streamlined engines