No.

172

No.
No. EEXI Implementation Guidelines
172
172
(June 2022)
(cont) Introduction

These guidelines have been developed by IACS in response to the Resolutions MEPC.333
(76), MEPC.334 (76), and MEPC.335 (76) relating to EEXI. The document may be updated
whenever new issues are brought to the attention of IACS.

1 Capacity

- For ships where the capacity refers to deadweight, the deadweight of the ship should
be taken as the one in the approved stability information or loading manual.

- For ships where the capacity refers to gross tonnage, the gross tonnage is to be
taken from the International Tonnage Certificate.

1.1 Multiple Loadlines

- EEXI calculation using the deadweight at maximum (summer) draught as per IEEC
Supplement.

- Flag Administration to advise whether the remaining Load Lines certificates on board
are required to be assessed.

2 Ship Type

The ship type should match the ship type mentioned in the IEE Certificate, except for LNG
Carriers that were categorised as Gas Carriers under Phase 1 of EEDI. Some ship sizes may
have only an Attained EEXI without a Required EEXI. The reduction factor of Required EEXI
for Cruise passenger ships with conventional propulsion is not specified in MARPOL
Convention at this stage. Cruise passenger ships with conventional propulsion are excluded
from Attained and Required EEXI.

3 EEXI Technical File

3.1 EEDI Technical File vs EEXI Technical File

The EEDI Technical File (EEDI TF) can be submitted for EEXI verification in case the
Attained EEDI, as documented in the IEE Certificate regardless of the guideline applied at the
time of construction, complies with Required EEXI. If verification is based on EEDI TF, the
supporting documentation should include:

- Cover letter explaining that the ship has not undergone major changes which would
affect the final achieved EEDI

- EEDI TF

- IEEC Supplement and/or Review/Approval Letter

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 No. 172

3.2 Dealing with mistakes in EEDI Technical File

No.
In case a mistake is found in a submitted EEDI TF, which was reviewed/approved at ship’s
172 delivery, then for cases where a power limitation is implemented to satisfy the Required EEXI,
(cont) the Attained EEXI will be calculated based on the correction and an EEXI Technical File to be
reviewed/approved.

3.3 Pre-EEDI SOVC Consideration

Irrespective of whether a pre-EEDI ship has a Statement of Voluntary Compliance (SOVC) or

a Preliminary Approved EEDI TF, then the ship will still need to prepare an EEXI Technical
File and the Attained EEXI will be reflected in the IEEC Supplement.

3.4 Approval of EEXI Technical File prior EPL/SHaPoLi on board

In case of EPL/SHaPoLi is intended to be implemented to satisfy the Required EEXI, the

EEXI Technical File can be approved provided the following supporting documentation is
included:

- SFC at new PME to be included. See Section 5 on SFC considerations.

- For ships subject to the NOx Technical Code: In case of change of engine critical
settings or components, affecting NOx Technical File, then NOx Technical File to be
amended. A statement from engine maker may be considered as acceptable
supporting documentation and filed together with NOx Technical File.

3.5 EEXI Technical File & OMM Approval Process

The following flowchart explains the route to the issuance of the new IEE Certificate with
supplement:

EEXI Technical File:

approval with provisions
Survey to be
conducted as per
Resolution
OMM including system Issuance of new
arrangements: approval Following
satisfactory results, IEE Certificate
with provisions with Supplement
close out the
provisions, if any

Survey to be
EEXI Technical File documented
approval without any
provisions

Note: Provisions refer to the requirement that the power limitation as described in the EEXI
Technical File will be installed.

Unless advised otherwise by Flag Administration, the approval of EEXI Technical File &
Onboard Management Manual (OMM) will be carried out based on the IMO resolutions and
IACS guidelines.

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 No. 172

4 Ship speed Vref

No.
4.1 Transfer from Service/Design draft to EEXI draft
172
(cont) There are three different options to transfer a known speed/power curve from a specific draft
to the EEXI draft:

1. Model tests/ CFD calculation: Curves are determined for both drafts, so that the relation
is known.

2. Admiralty equation: This well-known, experience-based method is based on the relation

of the displacement of both drafts.

3. The formula in MEPC.333(76) para 2.2.3.4: A factor is calculated from the relation of
the deadweight of both drafts.

Only model test or CFD calculation can be applied for the transfer from trimmed ballast draft
to the EEXI draft. Admiralty equation and the formula in MEPC.333(76) para 2.2.3.4 can only
be used for the transfer from design or service draft on even keel to EEXI draft.

Although MEPC.333(76) para 2.2.3.4 refers to the service power point only, the speed/power
curve in design load draft should be considered for the transfer to the EEXI draft following the
formula in MEPC.333(76) para 2.2.3.4.

Applying the actual speed/power curve from model tests or sea trials gives more accurate
results than applying the cubic law as included in Admiralty equation and in the formula in
MEPC.333(76) para 2.2.3.4 for the transfer from service speed power to PME.

The whole speed/power curve is shifted along the x-axis (speed) by multiplying each speed
point with the constant factor calculated from Admiralty equation or the formula in
MEPC.333(76) para 2.2.3.4 as given in the next paragraphs.

Figure 4.1 Shift of design/service draft model test curve to EEXI draft

Only if no curve is given in the report, then a cubic curve is drawn through the given point,
transferred to EEXI draft and then the speed for the EEXI relevant power can be taken from
this curve.

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 No. 172

4.1.1 Ships other than bulk carriers, tankers and containerships

No.
The Admiralty equation is a well-known formula for estimation of required power P depending
172 on displacement  and ship speed V:
(cont)
𝑃 𝑐𝑜𝑛𝑠𝑡 ∙ ∆ ∙ 𝑉

This relation can be applied to calculate the influence of different draft on power and ship
speed.

Case A

The curve at design load draft (service) is available. At this draft the speed Vd is derived at
the PME. Subsequently, the Vref at EEXI draft is calculated based on the formula below:

𝛥 ,
𝑉 ∗𝑉
𝛥

Case B

The curve at design load draft (service) is not available and only one service point is available
(Ps,service, Vs,service). The Vref at EEXI draft is calculated based on the formula below:

𝛥 , 𝑃
𝑉 ∗ 𝑉, ∗
𝛥 𝑃,

Applicability criteria

Case The following criteria to be assessed at the PME in the original

unlimited power case.
For case A Vref to be within the performance margin mV of Vd , which should be
5% of Vd or one knot, whichever is lower.

In case 𝑉 𝑉 𝑚 , then the Admiralty equation is not to be

applied, instead Vref,app to be used.

For case B
Vref to be within the performance margin mV of 𝑉 , ∗
,

which should be 5% of the above or one knot, whichever is lower.

When V , * -V m , then the Admiralty

,

equation is not to be applied, instead Vref,app to be used.

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 No. 172

4.1.2 Bulk carriers and tankers

No.
Admiralty equation not to be applied for bulk carriers and tankers. For bulk carriers and
172 tankers, the formula in MEPC.333(76) para 2.2.3.4 with scale coefficient k as defined in
(cont) MEPC.333(76) can be applied to transfer the speed-power curve from a draft that is below
the maximum summer load draft. The term DWT for k factor definition refers to the DWT at
the summer load draft (and not the DWTs,service).

In case the curve at design load draft (service) is available, the speed Vd is derived at the
PME. Subsequently, the Vref at EEXI draft is calculated based on the formula below:

𝐷𝑊𝑇 ,
𝑉 𝑘 ∗ ∗𝑉
𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑦

In case the curve at design load draft (service) is not available and only one service point is
available (Ps,service, Vs,service), then the Vref at EEXI draft is calculated based on the formula
below:

𝐷𝑊𝑇 , 𝑃
𝑉 𝑘 ∗ ∗𝑉, ∗
𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑦 𝑃,

In MEPC.333(76) there is no limit for the DWT relation given when applying the formula in
MEPC.333(76) para 2.2.3.4. The service draft to be on even keel, a trimmed draft cannot be
applied for the formula in MEPC.333(76) para 2.2.3.4.

If more than one speed-power curve is available for a loaded draft on even keel (e.g. design
draft and scantling draft before DWT increase), the curve of the draft that is closer to EEXI
draft is to be applied for the transfer to EEXI draft. The even keel definition to be taken as the
one described at the sea trial analysis ISO standard applicable at the time.

4.1.3 Containerships

Admiralty equation not to be applied for containerships. For containerships, the formula in
MEPC.333(76) para 2.2.3.4 with scale coefficient k as defined in MEPC.333(76) can be
applied to transfer the speed-power curve from a draft that is different from the EEXI draft.
For containerships this different draft might be larger or smaller than the EEXI draft which is
defined by 70% DWT.

Service draft to be on even keel. There is no limitation for the relation of the DWT for both
drafts, but trimmed conditions cannot be accepted.

If more than one speed-power curve is available for a loaded draft on even keel (e.g. design
and scantling draft), the curve of the draft that is closer to EEXI draft is to be applied for the
transfer to EEXI draft.

The Vref at EEXI draft is calculated based on the containership size as per table below.

In the table below the term DWT refers to the DWT at the summer load draft (and not the
DWTs,service) and the term Capacity refers to MEPC.308(73) chapter 2.2.3.

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 No. 172

No. Ship size applicability Derivation of Vref

172
(cont) Where: In case the curve at service draft is available, the speed
(DWTs,service / Capacity) < 1.0 Vd is derived at the PME. Subsequently, the Vref at EEXI
draft is calculated based on the formula below:
or where:
𝐷𝑊𝑇 ,
DWT ≤ 120,000 tonnes and 𝑉 𝑘 ∗ ∗𝑉
(DWTs,service / Capacity) > 1.08 𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑦

or where: In case the curve at service draft is not available and

DWT > 120,000 tonnes and only one service point is available (Ps,service, Vs,service),
(DWTs,service / Capacity) > 1.12 then the Vref at EEXI draft is calculated based on the
formula below:
𝐷𝑊𝑇 , 𝑃
𝑉 𝑘 ∗ ∗𝑉, ∗
𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑦 𝑃,

Where: Vref to be derived from the available curve at PME.

DWT > 120,000 tonnes and
1.0 < (DWTs,service / Capacity)
≤ 1.12

Where: Vref to be derived from the available curve at PME.

DWT ≤ 120000 tonnes and
1.0 < (DWTs,service / Capacity)
≤ 1.08

4.2 Change of EEXI draft

In case of change of EEXI draft:

- The new speed may be derived following the application of Admiralty equations as
described earlier, or

- Vref,app, or

- Vref as per the formula in MEPC.333(76) para 2.2.3.4, extrapolating from design draft to
new EEXI draft or from the old EEXI draft to new EEXI draft.

The maximum summer load draft deadweight is to be used, according to paragraph 2.2.4 of
MEPC.308(73). In absence of the speed power curve at summer load draft, reference can be
made to the so-called “scantling draft” speed power curve, which is to be adjusted as per
above.

In case the final Vref is below or above the range of speeds from the sea trials and/or model
tests and/or numerical analysis, an extrapolation of the speed power curve can be used
based on power law (power exponent) 𝑒. 𝑔. 𝑃 𝑎 ∗ 𝑉 .

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 No. 172

4.3 Service Speed & Power Definition

No.
As per discussions at the Correspondence Group before the MEPC76, based on submissions
172 ISWG-GHG 7/2/31, the service speed and service power are defined as follows:
(cont)

- Service Power = or

- with NCR = CSR, as shown in the sea trial and/or model test report and/or ship’s
technical specification

- and SM stands for Sea Margin as per the sea trial and/or model test and/or ship’s
technical specification

- Service speed is the speed corresponding to the service power.

4.4 Sister ship Vref

A sister ship is one built in a series by same shipyard with identical main dimensions, body
lines, appendages, and propulsion system.

For pre-EEDI ships it was common practice to perform detailed sea trials for the lead ship of
a series whilst for the rest of sister ships a reduced scope was applied, i.e. one double run. In
such case, results from model tests or numerical calculation can be considered for the whole
series. Whilst for the lead ship the model test curve can be calibrated by the sea trial results if
adequately documented, for the sister ship the calibration of the model test curve to the sea
trial result should not be carried out in case only a single double run was performed as in
such case the tidal current was ignored.

In a case of identical Propulsion Improvement Device retrofitted on sister ships, the

percentage of power savings verified (by either sea trials, or model tests, or numerical
analysis, as applicable) for one ship of the series can be applied to the sisters with means of
deriving a new speed-power curve.

4.5 Pre-EEDI ship with Sea Trial Report

MEPC.334(76) states that sea trial results are acceptable when in accordance with “ISO
15016:2002 or equivalent”. Equivalence is difficult to define, especially in regard of the fact
that the 2015 version of the guideline follows a different approach than the 2002 version. For
example, the BSRA method is similar with ISO 15016:2015 but different from ISO
15016:2002. The minimum requirement to a pre-EEDI sea trial report is that double runs were
performed, and the results of the single runs can be identified.

For Pre-EEDI ships, the sea trial analysis report at the time, can be considered as valid
supporting documentation for the EEXI calculation, even if the speed-power curve is
uncorrected at a weather condition. In such case, a re-evaluation of sea trial report with
regard to weather conditions is not acceptable. If the sea trial analysis report contains the
speed-power curve from model tests, the Vref derived from this curve would be acceptable.

4.6 Pre-EEDI ship with Sea Trial Report and Model Tests Report

In case the ship has a model tests report and a sea trials report based on ISO 15016:2002 or
equivalent, then the EEXI calculation can be based on a speed-power curve from either the
model tests report or the sea trial report.

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 No. 172

4.7 Performance of new Sea Trial based on ISO 15016:2015

No.
For both pre-EEDI and EEDI certified ships, in case of new sea trial, the analysis is to be
172 based on ISO 15016:2015:
(cont)
- Prior the sea trials, the sea trial plan to be submitted to Class for confirmation that it is
according to ISO 15016:2015. Power settings may be selected with the view to potential
power limitation.

- Sea trials to be witnessed by Class Surveyor and a witnessing statement to be issued.

- Sea trial analysis can be carried out only if relevant data at EEXI draft and sea trial draft
are available from model tests and/or numerical calculations.

- The sea trial analysis software program utilized must be acceptable to Class.

- The EEXI Technical File will include the sea trial analysis and the Surveyor’s statement
are to be submitted as supporting documentation along with the EEXI Technical file.

4.8 PID retrofit with comparative model tests

In case of retrofitted propulsion improvement device (PID) where comparative model tests
have been carried out, the Vref derived from the following recommended processes will be
acceptable. Other processes where the propulsion power savings from comparative model
tests are applied for the derivation of Vref, may be acceptable to Verifier’s consideration. For
instance, when the original speed-power curve is available, then that can be applied instead
of a cubic curve approach.

Case Available information Recommended process where applicable (see note)

No
1a - Original sea trial - Apply the formula in MEPC.333(76) para 2.2.3.4
design draft without including the k scale factor to original sea trial design
PID draft without PID  speed-power curve at EEXI draft
- Comparative model without PID
tests EEXI draft with - Comparative model tests EEXI draft with and without
and without PID PID  power savings percentages at different speeds
- At these speeds, the estimated power curve at EEXI
draft with PID is calibrated
1b - Original sea trial - Comparative model tests EEXI draft with and without
design draft without PID  power savings percentages at different speeds
PID - At these speeds, the original sea trial at design draft is
- Comparative model calibrated
tests EEXI draft with - Apply the formula in MEPC.333(76) para 2.2.3.4
and without PID including the k scale factor
2a - Original sea trial - Apply the formula in MEPC.333(76) para 2.2.3.4
design draft without including the k scale factor to original sea trial design
PID draft without PID  speed-power curve at EEXI draft
- Comparative model without PID
tests design draft with - Comparative model tests design draft with and without
and without PID PID  power savings percentages at different speeds
- At these speeds, the estimated power curve at EEXI
draft with PID is calibrated

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 No. 172

2b - Original sea trial - Comparative model tests design draft with and without
No. design draft without PID  power savings percentages at different speeds
PID - At these speeds, the original sea trial at design draft is
172 - Comparative model calibrated
(cont) tests design draft with - Apply the formula in MEPC.333(76) para 2.2.3.4
and without PID including the k scale factor
3 - Original sea trial with - Derive deviation between the original sea trial design
design draft without draft and the comparative model tests design draft
PID WITHOUT PID  power deviation percentage at
- Comparative model different speeds
tests with design and - The power deviation percentage is applied to the EEXI
EEXI drafts, with and draft WITH PID from the comparative model tests
without PID
4 - Original sea trial with - Derive deviation between the original sea trial ballast
ballast draft without draft and the comparative model tests ballast draft
PID WITHOUT PID  power deviation percentage at
- Comparative model different speeds
tests with ballast and - The power deviation percentage is applied to the
design drafts, with and design draft WITH PID from the comparative model
without PID tests
- Apply the formula in MEPC.333(76) para 2.2.3.4
including the k scale factor
5 - Original sea trial with - Derive deviation between the original sea trial ballast
ballast draft without draft and the comparative model tests ballast draft
PID WITHOUT PID  power deviation percentage at
- Comparative model different speeds
tests with ballast and - The power deviation percentage is applied to the EEXI
EEXI drafts, with and draft WITH PID from the comparative model tests
without PID

6 - No sea trials are - Apply the model tests results at design draft with PID
available - Apply the formula in MEPC.333(76) para 2.2.3.4
- Comparative model including the k scale factor
tests at design draft
with and without PID
7 - No sea trials are - Apply the model tests results at EEXI draft
available
- Comparative model
tests at EEXI draft,
with and without PID

Note: for ship types other than bulk carriers, tankers and containerships where the formula in
MEPC.333(76) para 2.2.3.4 including the k scale factor approach is not applicable, the
formula per para 4.1.1 should be applied

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 No. 172

4.9 Propeller trimmed cases

No.
Not all propeller trimmed cases are the same. Some cases are cropping off blades for
172 balancing purposes (usually after a damage of one or more blades), whilst other cases may
(cont) be pitch reduction to ease off the ship from a heavy operating range, i.e. to bring operation
from the left of the propeller curve onto or to the right of the propeller curve. From an EEXI
perspective:

- Trailing edge pitch reduction will not be considered as affecting the ship’s performance.
In other words, the original sea trials will be considered valid for EEXI calculations and
supporting documentation.

- Cropping off blades remaining in the cropped condition, will be treated as “new
propeller”. In such case the original sea trials are no longer valid for EEXI calculation.
This infers that as in the case of “new propeller” the Owner will need to consider
submitting supporting documentation, which may be new model tank tests and/or
comparative numerical analysis. Alternatively, the Vref will be based on the Vref,app
formula which in most cases results to a lower conservative value.

4.10 Lower Friction Hull Coatings

In case of lower friction hull coatings, which are considered an EET (Energy Efficiency
Technology) in Category A as per IMO MEPC.1/Circ 896, the Vref can only derived by sea
trials.

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 No. 172

5 SFC considerations
No.
In case of new type of fuel nozzles or optimization of injection:
172
(cont) - the new SFC specified by the main engine designer is acceptable, provided the
approved NOx Technical File of the engine is amended accordingly.

In case of power limitation:

- In case where the main engine designer is involved, the main engine designer to
provide SFC at new PME, based on interpolation from test bed measurements ISO
corrected and this is to be shown in the main engine designer’s power limitation report.
The SFC value at PME to be used in the EEXI calculation is to be to the satisfaction of
the Verifier.

- In case the main engine designer is not involved, the SFC value at PME to be used in
the EEXI calculation to be confirmed by the Verifier.

The EEXI calculation should be based on the SFC value based on the following options:

Options 1 2 3 4
Parent Member Parent Engine Member engine
Engine ISO engine ISO not ISO not ISO
corrected is corrected is corrected is corrected is
available available available but available but
corrected as corrected as
best as possible best as possible
based on based on
available data available data
(e.g. LCV) (e.g. LCV)
Pre-EEDI with Acceptable Acceptable Acceptable Acceptable
power limitation
Pre-EEDI without To be used Acceptable Acceptable only Acceptable only
power limitation only in case in case of 1 is in case of 1 is
of 1 is not not available not available
available
EEDI with power Acceptable Acceptable Acceptable Acceptable
limitation
EEDI without Value used in EEDI TF to be used
power limitation

Notes:

- If fuel flow (e.g. gr/h) is only available (instead of SFC) this can be converted to SFC.
This is equivalent to measured SFC.

- If two or more sets of measurements at the same rating are submitted for the various
loads of the same engine, then the average to be used.

- If shop test results and/or NOx Technical file for ME or AE of individual ship and parent
engine are not available, those of a sister ship can be used.

- Scrubber retrofits are not considered to affect EEXI calculation in terms of SFC.

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 No. 172

6 Power Limitation
No.
In MEPC.335(76) IMO defines measures to limit the propulsion power to be considered in the
172 EEXI calculation. It is distinguished between two different power limitation methods: EPL and
(cont) SHaPoLi. EPL limits the engine power by restricting the fuel rack (mechanically controlled
engines) or the fuel index (electronically controlled engines). Besides, EPL might directly limit
the power in electronically controlled engines. SHaPoLi measures the shaft power with an
independent torque meter and the limitation is based on this value. The power limitation as
described in MEPC.335(76) is defined as overridable.

IACS agrees to consider all power limitation measures that are equivalent to power limitation
as described in MEPC.335(76) regarding limitation method, meaning that PME is 83% of
MCRlim.

This means in detail that all limitation of the fuel rack is considered in this way, independent
from whether the crew can easily remove the blockage by breaking a seal or a tool is needed
to remove the mechanical blockage.

A different method of power limitation is the derating, e.g. deactivating of cylinders or

reduction of stroke length. This limitation is considered in the EEXI calculation following
MEPC.308(73) by replacing MCR with MCRlim, meaning that PME is 75% of MCRlim. In the
same way a turbocharger cut-out is considered. If the turbocharger is dismantled or blocked
with a bolted or welded plate, the limited power is used for determination of Attained EEXI.
However, if the turbocharger is locked with a butterfly valve, even if sealed, then the PME is
83% of MCRlim.

When there is no modification on engine side, but the propulsion system is limited to a certain
power, e.g. by propeller retrofit, PME is calculated according MEPC.308(73) chapter 2.2.5.2,
option 2, meaning that PME is 75% of the power the propulsion system is limited to. Whilst this
option was limited to propulsion arrangements with a PTO in the EEDI regime, IACS agrees
that the option is applicable to all propulsion arrangements regarding EEXI.

The term “propeller retrofit” infers the case where shaft power limitation has or will be applied
to avoid damage. The new maximum power after the propeller retrofit is documented in the
propeller description or certificate. If for EEXI purposes, the power needs to be reduced
below the new maximum power, then the case will be considered as overridable.

Overridable Non-overridable (permanent during ship operation)

EPL or SHaPoLi Propeller retrofit with shaft power limitation to prevent

(see Note 1) damage on the propeller or shaft
(see Note 2)
Turbocharger cut-out Turbocharger dismantling
by butterfly valve (see Note 2)
(see Note 1)
Turbocharger cut-out by removable blinding plate, e.g.
bolted, or permanent blinding plate, e.g. welded
(see Notes 2 and 3)
Permanent adjustment of fuel index
(see Notes 2 and 3)
Permanent Engine derating, i.e. cylinder cut-off, reduction
of combustion volume
(see Note 2)

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 No. 172

Notes:
No.
1. The 83% approach is applicable to overridable power limitation cases. Password protected
172 systems are to be considered as overridable.
(cont)
2. The 75% approach is applicable.

3. All the following provisions to be satisfied:

a. Permanent physical sealing subject to annual survey.
b. Description of the power limitation to be included in the EEXI Technical File.
c. The limited power value is to be stated in the EEXI Technical File and if applicable, in
the reissued EIAPP.

Depending on the power limitation method, different MCR values are to be considered in the
EEXI formula according to the following table:

Non-
Non-
overridable
overridable
Source Overridable 1 other than
Parameter Variable propeller
propeller
retrofit 3
retrofit 2
Reference Chapter function of function of function of
PME MEPC.333(76) 2.2.1 MCRlim 83% MCRlim
MEPC.308(73) 2.2.5.1 75% MCRlim
MEPC.308(73) 2.2.5.2 75% MCRlim
PAE MEPC.308(73) 2.2.5.6 MCR MCR MCRlim MCR
fj,ICE MEPC.308(73) 2.2.8.1 MCR MCR MCRlim MCR
fj,RoRo MEPC.333(76) 2.2.6 Vref,F 75% MCR
PME= PME=
MEPC.308(73) 2.2.8.3 Vref
f(MCRlim) f(MCRlim)
PME= PME=
fj,GeneralCargo MEPC.308(73) 2.2.8.4 Vref PME= f(MCRlim)
f(MCRlim) f(MCRlim)

Notes:

1. calculation following MEPC.333(76)

2. calculation following MEPC.308(73) by replacing MCR with MCRlim

3. calculation following MEPC.308(73) chapter 2.2.5.2 option 2

6.1 PTO

For cases with shaft generator PTO and overridable power limitation, the formula for
PME is as follows, unless it is decided otherwise at IMO.

𝑃 0.75 ∗ 𝑀𝐶𝑅 𝑃 with 𝑃

.

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 No. 172

6.2 Cruise ships with diesel electric propulsion

No.
For cruise ships with diesel electric propulsion, the propulsion power of the electric engines
172 MPP is the relevant power for the EEXI calculation. A limitation of this electric power by
(cont) technical means (e.g. restriction of current) is an EPL with relevant power MPPlim.
Alternatively, the propulsion power can be limited by measuring the shaft power with a
SHaPoLi system.

The rated output of the electric propulsion motors MPP can be identified with the quantity
noted PPTI,Shaft in MEPC.308(73) for the calculation of the EEXI value:

∑ 0.75 ∙ 𝑀𝑃𝑃 𝑖
𝑃
𝜂 ∙𝜂

In case of power limitation, PPTI is calculated as follows:

∑ 0.75 ∙ 𝑀𝑃𝑃 𝑖
𝑃
𝜂 ∙𝜂

Vref is obtained at 75% of MPP or 75% of MPPlim, respectively.

The diesel engines of the cruise ship are considered as auxiliary engines. The SFC is taken
at 75% of MCR power of the diesel engines as the PAE value is significantly different from
total power used at normal seagoing (MEPC.308(73), chapter 2.2.7.1). The SFC is
independent from potential limitation of the electric engines.

6.3 LNG carriers with diesel electric propulsion

For LNG carriers with diesel electric propulsion, the propulsion power of the electric engines
MPPMotor(i) is the relevant power for the EEXI calculation. A limitation of this electric power by
technical means (e.g. restriction of current) is an EPL with relevant power MPPlim.
Alternatively, the propulsion power can be limited by measuring the shaft power with a
SHaPoLi system.

PME is calculated as follows:

𝑀𝑃𝑃
𝑃 0.83 ∙
𝜂

And in case of power limitation:

𝑀𝑃𝑃
𝑃 0.83 ∙
𝜂

Vref is obtained at 83% of MPP or 83% of MPPlim, respectively.

The diesel engines of the LNG carrier are called main engines. The SFCME is taken at 75% of
MCR power of the diesel engines. The SFCME is independent from potential limitation of the
electric engines.

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 No. 172

The same diesel engines of the LNG carrier are considered as auxiliary engines at the same
No. time. The SFCAE is taken at 75% of MCR power of the diesel engines.

172 In case of overridable power limitation, PAE is to be kept constant as in the original unlimited
(cont) power case.

6.4 Minimum Propulsion Power

For overridable cases:

- For pre-EEDI bulk carriers, tankers, and combination carriers of 20,000 tonnes
deadweight and above, there is no requirement for Minimum Propulsion Power
Assessment as per Circular 850, unless the ship has undergone a major modification
which is so extensive that the ship is regarded by the Administration as a newly
constructed ship. In the latter case, the Minimum Propulsion Power Assessment to be
verified according to Circ 850 latest revision at the time of modification.

- For EEDI bulk carriers, tankers, and combination carriers of 20,000 tonnes deadweight
and above, there is no need to reassess the Minimum Propulsion Power Assessment
as per Circ 850.

For non-overridable (permanent during ship operation) cases:

- For both EEDI and pre-EEDI bulk carriers, tankers, and combination carriers of 20,000
tonnes deadweight and above, the Minimum Propulsion Power Assessment is to be
verified according to Circ 850 latest revision at the time of modification.

6.5 Maneuvering

For overridable cases:

- The existing maneuvering booklet, if available, and the maneuvering information

displayed on the navigating bridge to include that the ship’s power has been limited and
state the limiting power for the attention of the Master to account for the ship’s
performance so caused in case no corresponding trials are carried out.

For non-overridable (permanent during ship operation) cases:

- The stopping times and distances, and the data of the turning circles as per SOLAS
Reg. II-1/28.3 and Res.MSC.137(76) respectively, to be recorded on new trials where
applicable. Also, the existing maneuvering booklet, if available, and the maneuvering
information displayed on the navigating bridge (pilot card and wheelhouse poster) to be
updated.

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6.6 Onboard Management Manual (OMM)

No.
- Regarding Resolution MEPC.335(76), section 2.1.1.3 “a control unit for calculation and
172 limitation of the power transmitted by the shaft to the propeller(s)” : If this control is
(cont) independent from the engine automation the following shall be satisfied:

 Override of limitation is indicated by giving an alarm on the bridge, clearly informing

the ship’s master or OICNW:
 In case of exceedance, the ship’s master or OICNW to manually reduce the
power within the limit;
 In case of deliberate use of power reserve, data recording to commence
automatically;

 Data recording device as defined in section 2.1.1.2.

The OMM should clearly define this confirmation of the alarm as the deliberate action in
agreement with requirement in chapter 2.2.1.

- Regarding Resolution MEPC.335(76), section 2.1.3 “where technically possible and

feasible, the SHaPoLi/EPL system should be controlled from the shipsʹ bridge and not
require attendance in the machinery space by ship's personnel” : It is clarified that
strictly speaking there is no mandatory requirement to retrofit a new control system from
bridge provided in any critical operating condition (such as adverse weather, piracy,
traffic separated zone, maneuvering), other than normal seagoing, the engine control
room will be manned as per ship’s safety management system procedures. If
applicable, this needs to be covered in the OMM.

- A SHaPoLi / EPL system (or each sub system) in the context of section 2.2 of
MEPC.335(76), is considered tamper-proof if it prevents the following actions:
 Overriding the limitation without authorization, from any operating or control
position;
 If applicable, intentionally disabling the alerting-monitoring system;
 In case of SHaPoLi, intentionally disabling sensors, control unit, data recording and
processing devices.

- Regarding Resolution MEPC.335(76), section 2.2.5.2 “for EPL, a fuel index sealing
system or power limitation system which can indicate and record the use of unlimited
mode.” : It is clarified that the indication and recording can be addressed via fuel index
alarm set up and recording as per ship’s existing systems, if suitable, provided these
are stated in the OMM.

- Regarding Resolution MEPC.335(76), section 3.5 “The reactivation or replacement of

the SHaPoLi / EPL system should be confirmed (e.g. validation of mechanical sealing)
with supporting evidence (e.g. engine power log, photo taken at the occasion of
resetting the mechanical sealing) by the Administration or the RO at the earliest
opportunity”. : In respect of the above requirement, confirmation may be based on
supporting evidence submitted by the owner, if accepted by the Administration or the
RO acting on its behalf.

- The surveyor may issue the IEEC after the EPL/OMM survey where the Surveyor
verifies that the arrangements indicated in the OMM are in place.

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6.7 NOx
No.
Amendme Change EIAPP OMM MPP (see
172 nt to NOx engine certificate to note 2)
(cont) TF name be reissued
plate
Overridable
EPL or SHaPoLi No (see No No Yes No
note 1)
Turbocharger cut-out by butterfly Yes No No Yes No
valve
Non-overridable (permanent
during ship operation)
Propeller retrofit with restricted No No No No Yes (Level 2
shaft power to prevent damage assessment
is required)
Turbocharger dismantling Yes Yes Yes No Yes

Turbocharger cut-out by removable

blinding plate, e.g. bolted, or
permanent blinding plate, welded
Permanent adjustment of fuel index No No No No Yes (Level 2
assessment
is required)
Permanent Engine derating, i.e. New NOx Yes Yes No Yes
cylinder cut-off, reduction of Technical
combustion volume File

Notes:

1. For EPL or SHaPoLi, in case of change of engine critical settings or components, affecting
NOx Technical File (NTF), then NTF to be amended. A statement from engine maker may
be considered as acceptable supporting documentation and filed together with NTF.

2. Minimum Propulsion Power Assessment as per Circular 850 is applicable only to bulk
carriers, tankers, and combination carriers of 20,000 tonnes deadweight and above.

3. In general, other class requirements remain as applicable.

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 No. 172

6.8 Barred Speed Range

No.
The following shall apply to the satisfaction of ship’s classification society.
172
(cont) Overridable EPL or SHaPoLi - The RPM corresponding to New MCR
Power after the power limitation is to be
Non-overridable Permanent adjustment outside the Barred Speed Range limit
of fuel index (RPM) with an operational margin of 25%,
based on IACS UR M68.

- The Barred Speed Range as indicated in

the Torsional Vibration Calculation
document needs to be made available
during the review of EEXI Technical File.

Overridable Turbocharger cut-out - New Torsional Vibration Calculations to be

by butterfly valve carried out and reviewed/approved.

Non-overridable Turbocharger - The new Barred Speed Range as

dismantling indicated in the newly Torsional Vibration
Calculation document needs to be made
Turbocharger cut-out available during the review of EEXI
by removable blinding Technical File.
plate, i.e., bolted, or
permanent blinding - The RPM corresponding to new MCR
plate, e.g. welded Power after the power limitation is to be
outside the new Barred Speed Range limit
(RPM) with an operational margin of 25%,
based on IACS UR M68.

Non-overridable Propeller retrofit with - The RPM corresponding to new MCR

restricted shaft power Power after the power limitation is to be
to prevent damage outside the new Barred Speed Range limit
(RPM) with an operational margin of 25%,
Non-overridable Permanent Engine based on IACS UR M68.
derating, e.g., cylinder
cut-off, reduction of
combustion volume

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7 LNG Carriers
No.
7.1 Treatment of LNG Carriers
172
(cont) EEXI requirement is applied based on the definitions in Regulation 2 of MARPOL Annex VI
as they will stand when EEXI enters into force, i.e. separate definitions and ship categories
for gas carriers (regulation 2.26) and LNG carriers (regulation 2.38).

For the purposes of compliance with EEXI, an LNG carrier will be an LNG carrier regardless
of when ship has been delivered and the ship type applied when her Attained EEDI was
verified.

It is recognized that there may be confusion in case ship was delivered before 1 September
2019 with an IEEC stating Gas Carrier as ship type. For all other cases the ship is anyway
considered as LNG Carrier.

Therefore, to clarify the case when an LNG Carrier delivered before 1 September 2019 with
an IEEC stating Gas Carrier as ship type, the requirements are shown in the table below as
applicable.

IEEC Gas Carrier delivered before 1 Sept 2019

If there is EEDI TF and the If there is EEDI TF and the If there is no EEDI TF,
Attained EEDI (as Gas Carrier in Attained EEDI (as Gas Carrier in then the Attained and
the original EEDI TF) is below the original EEDI TF) is above Required EEXI to be
the Required EEXI as LNG the Required EEXI as LNG calculated as per LNG
Carrier, then this is acceptable. Carrier, then Attained and Carrier.
Required EEXI to be calculated
as per LNG Carrier.

When the new IEEC is issued during 1st survey in 2023, the IEEC ship type will be changed to
LNG Carrier

7.2 Calculation of Attained EEXI for steam-turbine LNG Carriers

According to MEPC.333 (76) par. 2.2.1, the power from combustion of excessive natural boil-
off gas in the engines or boilers to avoid releasing to the atmosphere or unnecessary thermal
oxidation, should be deducted from PME(i) with the approval of the verifier.

The formula for the Attained EEXI for steam turbine LNG carriers becomes straightforward as
according to MEPC.308(73) no separate term for the auxiliary power is needed:

𝑃 ∙ 𝑆𝐺𝐶 ∙ 𝐶 ,
𝐴𝑡𝑡𝑎𝑖𝑛𝑒𝑑 𝐸𝐸𝑋𝐼
𝐷𝑊𝑇 ∙ 𝑉

In case of power limitation and after deduction of the power from combustion of excessive
natural boil-off gas, the formula changes as follows:

𝑃 _ ∙ 𝑆𝐺𝐶 𝑃 _ ∙𝐶 ,
𝐴𝑡𝑡𝑎𝑖𝑛𝑒𝑑 𝐸𝐸𝑋𝐼
𝐷𝑊𝑇 ∙ 𝑉 𝑃 _

The methodology cannot be applied prior to power limitation.

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 No. 172

Nomenclature
No.
MCR Maximum Continuous Rating (Value of MCR specified on the Steam
172 Heat Balance and Flow Diagram as Maximum Propulsion Power)
(cont)
PME 0.83 MCR

Vref Reference Speed

SFC Certified specific fuel consumption, given in g/kWh, of the steam

turbines, usually related to HFO with lower caloric value of 40,200
kJ/kg

SGC Specific gas consumption, the result of SFC’s correction to the value
of LNG using the standard lower calorific value of the LNG (48,000
kJ/kg) at SNAME Condition (condition standard; air temperature 24°C,
inlet temperature of fan 38°C, sea water temperature 24°C)

CF Conversion factor between fuel consumption and CO2 emission, for

LNG, CF=2.750 t-CO2/t-Fuel

MCRlim The new MCR to which the propulsion system must be limited to
comply with the Required EEXI

PME_lim 0.83 MCRlim

Rf Reduction factor Rf (Rf < 1) with MCRlim = Rf ꞏ MCR

PBOG Is the nominal power generated by consuming all boil-off gas from the
cargo tanks

PExcessive The excessive power from combustion of excessive natural boil-off

gas is defined as the difference between nominal power generated by
consuming all boil-off gas from the cargo tanks and MCRlim,

PExcessive = PBOG - MCRlim

PME_revised The relevant power value after deduction of PExcessive. This value will
be used in the calculation of the Attained EEXI,

PME_revised = 0.83 MCRlim - PExcessive

BORLNG Daily boil-off rate, in t/day,

𝐵𝑂𝑅 0.000864 𝑉

VCargo Cargo Tank Volume to be taken as the 100% net volume, as per
capacity plan, in m3

Based on the daily boil-off rate BORLNG and inputs from the ship’s Steam Heat Balance and
Flow Diagram, PBOG can be determined.

Steam Heat Balance and Flow Diagram provides the Fuel Oil Consumption at Different
Power Levels in kg/h (minimum 4 points) or the corresponding fuel oil rate in g/kWh. The Fuel

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 No. 172

Oil Consumption is converted to Daily LNG Consumption using the ratio of the Lower Calorific
No. values as stated by IMO in MEPC.308 (73).

172 Daily LNG consumption (tons LNG/day) is calculated at the different power levels as follows:
(cont)

𝐿𝑁𝐺 𝐶𝑜𝑛𝑠𝑢𝑚𝑝𝑡𝑖𝑜𝑛

PBOG can be read from the relation between the calculated Daily LNG consumption and the
corresponding power. Typical curves given as example in following figure.

Figure 7.2.1 Example of SFC vs Power from heat balance and Corresponding Power vs
Daily Gas Consumption curves for a typical steam ship.

Once the power of the ship’s engine is limited, this results in a limited power, namely MCRlim.
The calculation of the MCRlim is an iterative process as a reduction factor Rf ( Rf < 1) shall be
applied to the documented MCR until the Attained EEXI is less than or equal to the Required
EEXI.

7.3 SGC for steam-turbine LNG Carriers

Regarding the Specific Gas Consumption (SGC) calculation for the steam-turbine LNGs, in
most cases the specific gas consumption at varying loads is not available in the Steam Heat
Balance & Flow Diagram drawing. In case the gas consumption is available at the Steam
Heat Balance & Flow Diagram drawing (3 or more load points), then these values are to be
used.

The Fuel Oil Consumption (FOC) to be corrected to the value of LNG as per MEPC.308 (73)
para 2.2.7.2.2. The FOC should be multiplied with the ratio of the lower calorific values (LCV)
of the respective Fuel oil and LNG. Conversion of SFOC to SGC, is taken as follows:

𝐿𝐶𝑉
𝑆𝐹𝑂𝐶 ∙
𝐿𝐶𝑉

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7.4 Vref,app for steam-turbine LNG Carriers

No.
The formula for steam-turbine LNG carriers is to be as follows:
172
(cont)
∑ 𝑀𝐶𝑅
𝑉 , 𝑉 , 𝑚 ∙
𝑀𝐶𝑅

and in case of power limitation:

∑ 𝑀𝐶𝑅
𝑉 , 𝑉 , 𝑚 ∙
𝑀𝐶𝑅

7.5 Calculation of Attained EEXI for Diesel Electric LNG Carriers

According to MEPC.333 (76) par. 2.2.1, the power from combustion of excessive natural boil-
off gas in the engines or boilers to avoid releasing to the atmosphere or unnecessary thermal
oxidation, should be deducted from PME(i) with the approval of the verifier. This deduction is
only acceptable if no reliquefication plant is installed. In case a reliquefication plant is installed
then the additional auxiliary power to be used.

The below methodology considers LNG as the primary fuel. DFDEs are fitted with dual fuel
auxiliary engines with no dedicated LNG fuel tanks.

The formula for the Attained EEXI for Diesel Electric LNG carriers is the below:

𝐴𝑡𝑡𝑎𝑖𝑛𝑒𝑑 𝐸𝐸𝑋𝐼
𝑃 . 𝐶 . 𝑆𝐹𝐶 𝐶 . 𝑆𝐹𝐶 𝑃 . 𝐶 . 𝑆𝐹𝐶 𝐶 . 𝑆𝐹𝐶
𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑦 . 𝑉

Simplified:

𝑃 𝑃 . 𝐶 . 𝑆𝐹𝐶 𝐶 . 𝑆𝐹𝐶
𝐴𝑡𝑡𝑎𝑖𝑛𝑒𝑑 𝐸𝐸𝑋𝐼
𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑦 . 𝑉

This simplification is justified since DFDEs – do not have separate MEs & AEs but have a
number of 4-stroke Dual Fuel Gensets all acting as MEs. Thus,

𝐶 . 𝑆𝐹𝐶 𝐶 . 𝑆𝐹𝐶 and 𝐶 . 𝑆𝐹𝐶 𝐶 . 𝑆𝐹𝐶

are exactly the same.

In case of shaft power limitation (motor power limitation) and after deduction of the power
from combustion of excessive natural boil-off gas, the formula changes as follows:

𝑃 _ 𝑃 . 𝐶 . 𝑆𝐹𝐶 𝐶 . 𝑆𝐹𝐶
𝐴𝑡𝑡𝑎𝑖𝑛𝑒𝑑 𝐸𝐸𝑋𝐼
𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑦 . 𝑉 𝑃

The methodology cannot be applied prior to power limitation.

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Nomenclature
No.
MCR Maximum Continuous Rating
172
(cont) MPP Rated output of motor (kW)

PME 0.83 MPP / electrical

Vref Reference Speed

electrical 0.913

SFCME(i)_electric, Certified specific fuel consumption, given in g/kWh, of the 4-stroke

gas mode at 75% of MCR dual fuel gensets (considered as ME in this case), on gas mode

SFCME(i)_Pilotfuel Specific fuel consumption of pilot fuel for dual fuel ME at 75% MCR
according to testbed result

CF Conversion factor between fuel consumption and CO2 emission, for

LNG, CF=2.750 t-CO2/t-Fuel

MPPlim The new MPP to which the motor must be limited to comply with the
Required EEXI

PME_lim 0.83 MPPlim / electrical

Rf Reduction factor Rf (Rf < 1) with MCRlim = Rf ꞏ MCR

PBOG Is the nominal power generated by consuming all boil-off gas from the
cargo tanks

PExcessive The excessive power from combustion of excessive natural boil-off

gas is defined as the difference between nominal power generated by
consuming all boil-off gas from the cargo tanks and (MPPlim / electrical +
PAE),

PExcessive = PBOG - (MPPlim / electrical + PAE)

PME_revised The relevant power value after deduction of PExcessive , This value will
be used in the calculation of the Attained EEXI,
PME revised = 0.83 MPPlim / electrical - PExcessive

BORLNG Daily boil-off rate, in t/day,

𝐵𝑂𝑅 0.000864 𝑉

VCargo Cargo Tank Volume as per capacity plan, in m3

Based on the daily boil-off rate BORLNG and inputs from the Gensets NOx Technical File
(Parent Engine), PBOG can be determined. The SFCMEgas to be used is the weighted average
corresponding to the 75% of the engines’ MCR values.
∙
𝑃 [kW]
∙

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 No. 172

Typical curve given as example in following figure.

No.
172
(cont)

Figure 7.5.1 Example of daily LNG consumption vs Power for a typical DFDE ship.

Once the power of the ship’s engine is limited, this results in a limited power, namely MPPlim.
The calculation of the MPPlim is an iterative process as a reduction factor Rf ( Rf < 1) shall be
applied to the documented MPP until the Attained EEXI is less than or equal to the Required
EEXI.

7.6 Primary Fuel

According to MEPC.308(73), in cases where the cruising time is defined, the primary fuel can
be decided based on the corresponding gas volume and cruising time. However, in case
where the cruising time is not defined, for LNG carriers with dual fuel engines (e.g. all the
diesel-electric ships) LNG can be considered as primary fuel provided cargo tanks and
engines/boilers are connected.

7.7 Reliquefaction Plants Considerations

All kind of reliquification plants to be considered according to MEPC.308(73) chapter

2.2.5.6.3 only in case that BOG cannot be used for propulsion or auxiliary engines. The
following parameters can be sourced from the respective documents:

Parameter Sourcing document

Typically, 0.166 for COPcooling is used according to
2.2.5.6.3.1 of MEPC.308(73). Alternatively, a
COPcooling is the coefficient of design
value calculated by the manufacturer and verified
performance of reliquefaction
by the administration or RO according to the
regulation 2.2.5.6.3.1 of MEPC.308(73).
Rreliquefy is the ratio of boil-off gas BOGreliquefy and density of BOG are derived from
(BOG) to be re-liquefied to entire BOG the ship’s technical specification.
Rreliquefy = BOGreliquefy/ BOGtotal
Typically, 0.33 is used according to the regulation
COPcomp is the design power 2.2.5.6.3.2 of MEPC.308(73). Alternatively, a
performance of compressor value calculated by the manufacturer and verified
by the administration or RO according to the
regulation 2.2.5.6.3.2 of MEPC.308(73).

End of Document

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