ClassNK Consulting Service (NKCS)
July 2021

Contents
1. Outlines of the EEXI regulation
2. Preparation for the EEXI regulation
3. EEXI support services

GHG

2

2

Outlines of the EEXI regulation
 Attained EEXIEEXI value is calculated by an individual ship.

 Required EEXIRequired
EEXI is notapplicable

EEXI [g/ton・mile]:Good

Attained

EEXI

:NG

failureRequired EEXI is specified for each ship type and size.
RequiredFor ships with a certain size of specified ship type,
Attained EEXI ≦ Required EEXI

EEXI
pass
Capacity [ton]EEXI requirements shall apply to all ships of 400 GT and above which are engaged in theinternational voyages regardless of ship’s delivery date, except the following ships as withthe case of EEDI.
•

Ships not propelled by mechanical means•

Platforms including FPSOs and FSUs and Drilling rigs, regardless of their propulsion•

Category A ships as defined in the Polar code•

Ships which have non-conventional propulsion such as diesel electric, turbine or hybrid
propulsion system (except LNG carrier and cruise passenger ship)3

Calculation formula of EEXI EEXI is calculated by the same formula as EEDI.
EEXI [g/ton・mile]=neff M nPTI  neff M   nME  fj    PME(i )  CFME(i )  SFCME(i )   PAE  CFAE  SFCAE    fj   PPTI (i )   feff (i )  PAEeff(i )   CFAE  SFCAE    feff (i )  Peff (i )  CFME  SFCME  j 1 i1  i1
i 1 j 1   i1
fi  fc  fl  Capacity  Vref  fw

Concept formula
EEXI [g/ton・mile] =CO2 Conversion Factor × SFC [g/kW・h] × Engine Power [kW]Capacity [ton] × EEXI Speed (Vref) [knots]

CO2 emissions (gram) from a ship when ship sail transport 1 (ton) cargo for 1 (nautical mile)
CO2 Conversion Factor(CF)

CF corresponds to the fuel used when determining SFC (DM grade: 3.206)

SFC

Specific Fuel Consumption at 75%MCR (M/E), at 50%MCR (A/E)

Engine Power (PME)

75% of the rated installed power (MCR)

Capacity

Deadweight (For containerships, 70% of the deadweight)

EEXI Speed (Vref)

Ship speed at 75%MCR under the draught condition corresponding
to the capacity
44Calculation formula of EEXI(Differences from EEDI) The formula of EEXI is the same as EEDI, but some parameters’ definitions aredifferent.
Concept formula
EEXI [g/ton・mile] =CO2 Conversion Factor x SFC [g/kW・h] x Engine Power [kW]Capacity [ton] x EEXI Speed (Vref) [knot]

Specific Fuel Consumption at 75%MCR (M/E), at 50%MCR (A/E) specified in NOx technical file
SFC

• In cases where the installed engines don’t have NOx technical file, approximated default values
including margin, SFCapp (i.e. M/E: 190 g/kW・h, A/E: 215 g/kW・h), are available.
• In cases where the NOx regulation doesn’t apply to the propulsion system (e.g. steam turbine),
SFC specified by the manufacturer or confirmed by the verifier is available.

Engine 75% of the rated installed power (MCR) (In cases where the propulsion system is diesel electric orPower steam turbine, PME is 83% of MPP or MCR.)(PME)• In cases where EPL is installed, PME is 83% of the limited installed power (MCRlim).
Ship speed at PME and under the maximum summer load draught (for container ships, under
70%DWT draught.)
Vref• In cases where both of tank test results and speed trial results are not available, anapproximated ship speed including margin, Vref,app is to be calculated by the simple formula.
The parameters of this formula are ship type, DWT, and MCR.
5

Methods for obtaining Vref
EEDI-applied ships

Pre-EEDI ships

Attained EEDI <= Required EEXI Tank test results (under EEDI or design draught) *2,3or
 Numerical calculation results (under EEDI draught) *3or Speed trial results (under EEDI draught or design
draught) *4(Attained EEDI value is written in 3.1 of the
supplement of IEE certificate.)

Yes

No

Attained EEXI = Attained EEDI

is/are available.
Speed-power curve under EEDI
draught which was approved at
EEDI verification can be used. *1

Vref is to be determined by the
speed-power curve.

Yes
Speed-power curve under EEDI
draught is to be determinedbased on the data.

No
Vref,app*5 is to be
calculated by thesimple formula.

Vref is to be determined by the speed-power curve.

*1 The approved speed-power curve is available without any corrections.
*2 The tank test results can be corrected/calibrated by numerical calculation such as CFD, etc.
*3 In case of using numerical calculations, estimation process and methodology of the power curves are to be submitted. (It should include
documentation on consistency with the defined quality standards and the verification of the numerical setup with parent hull or the reference
set of comparable ships.)*4 The sea conditions and ship speed should have been measured in accordance with ISO 15016:2002 or the equivalent and the measured
ship speed was calibrated, if necessary, by taking into account the effects of wind, tide, waves, etc. If the speed trial was carried out underdesign draught, the ship speed shall be calibrated under EEDI draught by using Admiralty Coefficient, etc.
*5 Vref,app is an approximated ship speed obtained by a certain correction applies to the average ship speed of each ship type and size(including margin).

6

Application of EEXIThe “calculation of EEXI (Attained EEXI)” and “conformity to required value(Required EEXI)” shall apply to the following ship type and size as with the case of
EEDI.
Type of ship

Calculation of Attained EEXI

Conformity to Required EEXI

Bulk carrier

400 GT and above

10,000 DWT and above

Gas carrier

400 GT and above

2,000 DWT and above

Tanker

400 GT and above

4,000 DWT and above

Containership

400 GT and above

10,000 DWT and above

General cargo ship

400 GT and above

3,000 DWT and above

Refrigerated cargo carrier

400 GT and above

3,000 DWT and above

Combination carrier

400 GT and above

4,000 DWT and above

Ro-ro cargo ship (Vehicle carrier)

400 GT and above

10,000 DWT and above

Ro-ro cargo ship

400 GT and above

1,000 DWT and above

Ro-ro passenger ship

400 GT and above

250 DWT and above

LNG carrier

400 GT and above

10,000 DWT and above

Cruise passenger ship
(non-conventional)

400 GT and above

25,000 GT and above
7

Required EEXI (1/5)
Required EEXI = （ 1 −X）× EEDI Reference Line
100

EEXI

EEDI Reference LineX (%)
Required EEXI is
not applicable.
Only calculation

-Y

Z-

Y-Z

Y

Reduction factor (X)depends on ship type and
size.

Z

Ship size（DWT)

Y, Z value depends on ship type8

Required EEXI (2/5)
Almost the same level as required EEDI for new ships as of 2023*
2023年

EEDI

Bulker,Tanker, etc

Phase 2

Container,
LNG/gas,General,etc

Phase 2

2025年
Phase 3Phase 3

EEXI
* However, very large tanker and bulk carrier, small and middle containership,
Ro-ro cargo ship and Ro-ro passenger ship are relaxed for technical difficulty to
improve the efficiency.
9Required EEXI (3/5)
EEDI Reference Line
Required EEXI is set based on the EEDI Reference Line.
Type of ship
Bulk carrier
Gas carrier
TankerContainership
General cargo ship
Refrigerated cargo carrier
Combination carrier
Ro-ro cargo ship（vehicle carrier）
Ro-ro cargo ship
Ro-ro passenger ship

Reference LineDWT ≤ 279,000
DWT > 279,000

DWT/GT < 0.3
DWT/GT ≥ 0.3
DWT ≤ 17,000
DWT > 17,000
DWT ≤ 10,000
DWT > 10,000

LNG carrier
Cruise passenger ship having non-conventional
propulsion

961.79 x DWT-0.477
961.79 x 279,000-0.477
1120.00 x DWT-0.456
1218.80 x DWT-0.488
174.22 x DWT-0.201
107.48 x DWT-0.216
227.01 x DWT-0.244
1219.00 x DWT-0.488(DWT/GT)-0.7 x 780.36 x DWT-0.471
1812.63 x DWT-0.471
1686.17 x DWT-0.498
1686.17 x 17,000-0.498
902.59 x DWT-0.381
902.59 x 10,000-0.381
2253.7 x DWT-0.474
170.84 x GT-0.214
10Required EEXI (4/5)
Type of ship
Bulk carrier

Gas carrier

TankerContainership

Size

Reduction factor （X） %200,000 DWT and above

15

20,000 - 200,000 DWT

20

10,000 - 20,000 DWT

0 - 20 *15,000 DWT and above30

10,000 - 15,000 DWT

202,000 - 10,000 DWT

0 - 20 *200,000 DWT and above

15

20,000 - 200,000 DWT

204,000 - 20,000 DWT

0 - 20 *200,000 DWT and above

50

120,000 - 200,000 DWT

4580,000 - 120,000 DWT

3540,000 - 80,000 DWT30

15,000 - 40,000 DWT

20

10,000 - 15,000 DWT

0 - 20** Reduction factor to be linearly interpolated between the two values dependent upon ship size.
11Required EEXI (5/5)
Type of ship

Size

Reduction factor （X） %15,000 DWT and above30

3,000 - 15,000 DWT

0 - 30 *5,000 DWT and above

15

3,000 - 5,000 DWT

0 - 15 *20,000 DWT and above

20

4,000 - 20,000 DWT

0 - 20 *10,000 DWT and above

15

2,000 DWT and above

5

1,000 - 2,000 DWT

0 - 5*

1,000 DWT and above

5

250 - 1,000 DWT

0 - 5*

LNG carrier

10,000 DWT and above

30

Cruise passenger ship having
non-conventional propulsion

85,000 GT and above30

25,000 - 85,000 GT

0 - 30 *General cargo ship
Refrigerated cargo carrier
Combination carrier
Ro-ro cargo ship(vehicle carrier)Ro-ro cargo ship
Ro-ro passenger ship

* Reduction factor to be linearly interpolated between the two values dependent upon ship size.
12Timeline of EEXI regulation
June 2021
MEPC 76

Nov. 2022

Jan. 2023

First annual, intermediate
or renewal survey

Adopt

Enter into
force

Start of
EEXI

Applicationof EEXI

2026

Review of the effectiveness,
If necessary, develop and adopt
further amendments.

 Timing of EEXI application
 The amendments to MARPOL ANNEX VI will enter into force on 1 November 2022.
 EEXI requirements will start from 1st January 2023.
 The EEXI verification shall take place at the following timing.
Ships delivered before
1 January 2023

First annual, intermediate or renewal survey of the International
Air Pollution Certificate (IAPP Certificate), whichever is the first,
on or after 1 January 2023

Ships delivered on orafter 1 January 2023

Initial survey of the International Energy Efficiency Certificate(IEE Certificate)13

Relevant guidelines of EEXI The relevant guidelines of EEXI were adopted at MEPC 76 (June 2021).

GUIDELINES ON THE METHOD OFCALCULATION OF THE ATTAINEDEEXI (MEPC.332(76))

GUIDELINES ON SURVEY AND
CERTIFICATION OF THE
ATTAINED EEXI (MEPC.333(76))

GUIDELINES ON THE SHAFT /ENGINE POWER LIMITATIONSYSTEM AND USE OF A POWER
RESERVE (MEPC.334(76))• The detailed calculation method of the attained EEXI is
provided.
• Only parameters different from the EEDI Calculation
Guidelines are prescribed.
• The details of survey and certification of the attained
EEXI is provided.
• The content of EEXI Technical File and additional
information for EEXI verification are prescribed.
• Technical and operational conditions that the SHaPoLi/ EPL system should satisfy in complying with the EEXI
requirements and in using a power reserve areprovided.
• The contents to be included in the Onboard
Management Manual（OMM）are prescribed.
14

EEXI Technical File

Contents of EEXI Technical FileDWT/GT, Principal particulars of M/E and A/E (e.g. type, MCR, SFC, etc.), MCRlim in case of installing EPL, Ship
Speed (i.e. Vref), Estimated speed-power curve(s), Principal particulars and schematic figure of propulsion
system and electric power supply system, Estimation process of speed-power curve(s), Description of energy
saving equipment(s), Calculation of attained EEXI, (For LNG carrier, relevant information of propulsion system,
LNG cargo tank, etc.)
15

Contents
1. Outlines of the EEXI regulation
2. Preparation for the EEXI regulation
3. EEXI support services

GHG

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16

Status of compliance with EEXI on
ships in ClassNK registry
Number of ships subjected to EEXINon EEDI ship

7,200 ships
5,300 ships

EEDI ship (not comply with EEXI)

750 ships

EEDI ship (comply with EEXI)

Bulk carrier

1,150 ships

Tanker

10%

2%

15%

Action needed: 86%

Gas carrier

20%

27%
4%

No action needed:
1,150 ships (16%)

Containership

14%

71%

Action needed:
6,050 ships (84%)

69%

Action needed: 73%

22%
78%

Action needed: 80%

68%

Action needed: 90%

Non EEDI ship
EEDI ship (not comply with EEXI)EEDI ship (comply with EEXI)from ClassNK website

17

Flow chart of EEXI application
Check whether a ship has the attained EEDI or not.
Attained EEDI was calculated for ship for whichbuilding contract is placed on or after 1 January
2013 or the delivery of which is on or after 1 July
2015Note.

Yes Check the attained EEDI from the IEE
Certificate or EEDI Technical File.
 The attained EEDI can be used as analternative to the attained EEXI.

No
Calculate the current attained EEXI.

Attained EEDI ≦ Required EEXI ?
YesAttained EEXI ≦ Required EEXI ?

Yes

The ship complies with
the EEXI requirements.

No

No
The ship’s energy efficiency needs to be improved by any of the following measures.
 Shaft / Engine Power Limitation (SHaPoLi / EPL)
 Improvement of ship propulsion performance (Installation of energy-saving devices
and/or Optimization of bulbous bow and/or propeller, etc.)
 Fuel conversion to the low-carbon fuelNote : In case of LNG carrier and Cruise passenger ship, building contract is placed on or after 1 September 2015 or the deliveryof which is on or after 1 September 2019.

18

Attained EEDI in IEE certificate

19

Engine Power Limitation (EPL) What is Engine Power Limitation (EPL) ?
 Engine Power Limitation (EPL) is a system to improve a ship's energy efficiency by limiting
the ship's engine power within the optimum engine setting. As a result, the ship speed will
be limited.
 EPL consists of a simple device which can easily limit the maximum engine power by
adjusting a fuel index limiter on the engine control system without retrofitting acomplicated system within the current regulatory framework.
 EPL can be easily installed in a short time during a port without updating EIAPP certificate
and the NOx technical file.
 EPL can be released in the adverse weather conditions. Therefore, the limited engine
power does not have to meet the minimum power requirement.

EPL can be utilized as one of the effective measures toimprove energy efficiency of existing ships in terms of EEXI.
20

Installation procedure of EPL (1/2)
 Mechanically driven type engine such as old engine type
1. Changing a set of governor’s fuel index limiter
2. Adjusting the Mechanical Stop Screw
3. Sealing the Mechanical Stop Screw by wire and so on (confirmed at classsurvey and PSC)

21

Installation procedure of EPL (2/2)
 Electronically controlled type engine such as new engine type
1. Changing a set of governor’s fuel index limiter

Since the electronically controlled type engine is not physically sealed unlike themechanical driven type engine, it is confirmed that the EPL had not been released
without permission since the last confirmation by checking the data recorded in thedata logging program.

22

Principal requirements of EPL

 Principal requirements• The available power is to be limited by locking fuel index.
• EPL cannot be released without permission from the ship master or the officer in charge of navigational
watch (OICNW).
• If EPL is un-limited due to the purpose of securing the safety of a ship or saving life at sea, the reason
and relevant information are to be recorded in Onboard Management Manual (OMM).
• EPL system (or each sub system) should be tamper-proof.
• EPL system should be accompanied by OMM for EPL that should be on board the ship for inspection.

 Contents of OMM
Original MCR (kW x rpm), MCR after installing EPL: MCRlim (kW x rpm), Technical description of EPL
system, Sealing method (mechanically controlled engine), Locking and monitoring method (electronicallycontrolled engine), Procedures and methods for releasing EPL, Time required for un-limiting EPL,
Procedures for survey by the Administration/RO, Procedure for the report on release of EPL, Administratorof the EPL system, etc.
23

Acceptable conditions of un-limiting EPL
The un-limiting EPL is only allowed for the purpose of securing thesafety of a ship or saving life at sea, consistent with regulation 3.1 of
MARPOL Annex VI.
Examples)• Operating in adverse weather and ice-infested waters, or avoidance voyaging insuch areas• Participation in search and rescue operations• Avoidance of pirates• Engine maintenance (e.g. removing soot, etc.)

 Necessary procedures in cases where EPL is un-limited• Recording the status in OMM (e.g. reason of the un-limiting, ship speed, maximum unlimited power, beaufort number and wave height, position and timestamp, etc.)• Notifying Administration or RO• Reactivating/Replacing EPL system immediately after the risks have been prevented• Confirmation of the reactivated/replaced EPL system by Administration or RO (Remoteconfirmation may be acceptable.)24

Example of improvement of EEXI by EPL (1/2)
105

EEXI after EPL [g/ton・mile] =

MCR

100

Conversion Factor × SFC× Engine Power (83%MCRlim)
Capacity × Ship Speed at 83%MCRlim

95
90

Power ∝ Speed3
Speed ∝ Power1/3

85

Decrea
MCR after Decrea
se rateEPL
se rateof(MCRlim)of PME
Speed

PME = 75%MCR

75
70

MCRlim = 65%MCR

65
60

83%MCRlim= 54%MCR

55-28%PMEEngine power (%)

80

50
45

Original
Speed(Vref at75%MCR)[knot]EEXI ∝ Speed2
EEXI ∝ Power2/3
Speed after
Decrease
Improveme
EPLof Speed(Vref at
nt rate of(DV)
83%MCRlim)
EEXI[knot][knot]

84%MCR

-7%

-3%

14.5

14.1

-0.4

+5%

77%MCR

-15%

-5%

14.5

13.8

-0.7

+10%

71%MCR

-22%

-8%

14.5

13.4

-1.1

+15%

65%MCR

-28%

-11%

14.5

13.0

-1.5

+20%

59%MCR

-35%

-13%

14.5

12.6

-1.9

+25%

53%MCR

-41%

-16%

14.5

12.1

-2.4

+30%

-1.5 knot

40
11

EPL is a highly effective measure and a cost-effective solution to
improve the ship’s attained EEXI. Thus, EPL is the most effective
12
13
14
15
16
17
measure for EEXI improvement.
Ship speed (knot)
25

Example of improvement of EEXI by EPL (2/2)
Required
EEXI

Attained
EEXI
before EPL

Attained
EEXI
after EPL

EEDI

Ship type

DWT

MCR
(kW)

Not Apply

Tanker

20,000

6,200

7.70

10.5

7.70

Not Apply

Bulk carrier

33,000

6,300

5.30

6.75

5.30

Not Apply

Bulk carrier

78,000

9,200

3.50

4.20

3.50

Apply

Bulk carrier

38,000

6,200

5.00

5.07

5.00



(Attained EEDI)MCR after EPL(MCRlim)(kw)
3,361(54%MCR)
3,814(61%MCR)
6,235(68%MCR)
5,434(88%MCR)For non EEDI ship, the Attained EEXI was simply calculated using the simple formula forship speed and the default values of specific fuel oil consumption (SFC).
Use the default values（M/E:190g/kWh, A/E:215g/kWh）

EEXI after EPL =Conversion Factor × SFC× Engine Power (83%MCRlim)
Capacity × Ship Speed at 83%MCRlim
Use the simple formulaThe simple formula value of ship speed and the default value of SFC have a margin(conservative). Therefore, the attained EEXI will be improved by using the tank test results(ship speed) and the shop test results (SFC). For example, an improvement of about 10%
is expected.

26

Example of improvement of EEXI by improvementof ship propulsion performance Installation of energy-saving device (ESD)No change (Fixed)
EEXI [g/ton・mile] =or Optimization of bulbous bow orConversion Factor × SFC × Engine Power (75%MCR)
propeller, etc.
105

Capacity × Ship Speed at 75%MCR

MCR

100

Reflect the effect of ESD
-5%

95
90

without ESD

Engine power (%)

85

with ESD

80

75%MCR

Speed without
Speed with ESD
Reduction Increase
ESD
Increase
Improvement(Vref at(Vref atrate ofrate of
Speed
75%MCR)rate of EEXI
75%MCR)Power
Speed[knot][Knot][Knot]

-3.0%

+1.0%

14.50

14.64

+0.14

+1.0%

-5.0%

+1.6%

14.50

14.74

+0.24

+1.6%

65

-7.0%

+2.3%

14.50

14.83

+0.33

+2.3%

60

 Energy-saving device (ESD) affects ship’s performance andgenerally reduces required engine power about 3-7% on
seagoing.

75
70

55
50
45

+1.6%

 ESD reflects only ship speed on the EEXI calculation and theattained EEXI is improved by only 1-3%.

14

 It is more effective to install ESD along with EPL because
ESD cannot improve the EEXI significantly.

40
11

12

13

15

Ship speed (knot)

16

17

27

Example of improvement of EEXI by
increasing deadweight
105
100

Conversion Factor × SFC × Engine Power (75%MCR)

95

Capacity（DWT）× Ship Speed at 75%MCR

90

DWT 5%Up

Engine power (%)

85
80
75

No change (Fixed)

EEXI [g/ton・mile] =MCR

Original

Speed ∝ DWT-2/9

Increase Decrease
rate ofrate of
DWT
Speed

75%MCR

Improvement

rate ofattained
EEXI(Bulk carrier)Decrease
rate ofrequired
EEXI(Tanker)

Decrease
rate ofrequired
EEXI

ActualActualimprovement improvement(Bulk carrier)rate(Tanker)

rate

70
65
60

+1.0%

-0.22%+0.77%-0.47%-0.48%+0.30%+0.29%+3.0%-0.65%+2.27%-1.40%-1.43%+0.87%+0.84%+5.0%-1.08%+3.72%-2.30%-2.35%+1.42%+1.37%

55
50

 Attained EEXI can be improved by increasing deadweight. However,
Required EEXI becomes more stricter simultaneously.

-1.08%

 If Deadweight is increased by 5%, the actual gain of EEXI becomes
about 1.4%.

45
40
11

12

13

14

Ship speed (knot)

15 Increasing deadweight may not be a cost-effective solution to
16
17
improve the ship’s attained EEXI.
28

Flow of EEXI verification
 Improvement of energy efficiency (EEXI) is not needed. (only non EEDI ship)
Owner/
Managementcompany

ClassNK

Preparation of EEXI Technical File*

Reissue of
IEE certificate

Approval* Document including the information necessary for the calculation of the attained EEXI Improvement of energy efficiency (EEXI) is needed.
Owner/
Improvement measure of EEXIManagement • EPL• Improvement of ship propulsion performancecompany

ClassNK

Witness & Confirmation

 Preparation of EEXI Technical File Preparation of OMM for EPL(only in case of EPL)

Approval

Reissue of
IEE certificate

29Points of attention for EEXI (1/2)
EEXI Calculation
 Documents on Vref and SFC are required for EEXI calculation.
 EEXI value can be conservatively calculated by using the ship speed given by simple
formula and the default value of SFC. However, calculation of accurate EEXI counts
to minimize the ship’s operation.
 Calculation of accurate EEXI requires the documents on speed-power curve andtank test result provided by mother shipyard and SFC (recorded at NOx
measurement) provided by engine manufacturer.
Engine Power Limitation (EPL) EEXI assessment beforehand is important to find the impact on ship’s operation
as ship’s maximum speed will be reduced due to EPL.
 Installation of log recording device may be required due to EPL.
 Preparing beforehand is recommended to avoid congestion of EPL works as
EEXI regulation applies to the existing ships all over the world.
30

Points of attention for EEXI (2/2)
EEXI verification by Class Class approval of EEXI technical file and EPL onboard management manual isrequired.
 Some time is needed for review to confirm the evidence of speed-power curve if
ship’s speed is calculated by speed-power curve.
 Drawing approval and onboard inspection by class before 1st January 2023 ispossible although EEXI regulation will take place at the first annual, intermediate or
renewal survey of IAPP Certificate on or after 1st January 2023.
Cost for conformation to EEXI regulation
 Fee for making EEXI technical file and EPL onboard management manual Fee for data of speed-power curve, tank test result, SFC
 Fee for EPL setting
 Fee for EEXI verification by class (drawing approval, onboard inspection, issuance of
new IEE certificate)31

Contents
1. Outlines of the EEXI regulation
2. Preparation for the EEXI regulation
3. EEXI support services

GHG

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EEXI preparation of shipping companies Target and applicable timing of EEXI regulation
 EEXI regulation targets existing ships engaged in international voyages of 400
GT and above and requires the same level of fuel efficiency as new ships.
 The existing ships are required to comply with EEXI requirement by first
periodical survey on or after 1st January 2023 (within about a year after 2023).
 Shipping company’s place and preparation for EEXI regulation
 Unlike EEDI regulation, EEXI regulation is a shipping company’s matterbecause the targets are the existing ships.
 The shipping company (shipowner/ship management company) needs toprepare the documents submitted to registered ship class for the EEXI
verification.

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Full support for EEXI preparation ofshipping companies
 Support from both of shipyards and engine manufacturers is essential.
 If you want to obtain the best possible attained EEXI, you need to cooperatewith the shipyard because it is necessary to use the ship speed (Vref) based on
the tank tests instead of the simple formula for the EEXI calculation.
 If Engine Power Limitation (EPL) is adopted to meet the EEXI requirement, thesupport from engine manufacturer is essential. However, the manufacture
cannot estimate the limited maximum engine power MCRlim after EPL, since
the MCRlim is obtained from the EEXI assessment based on the speed-power
curve developed by the shipyard.
 It is difficult for the shipping company to prepare the documents for EEXI
verification by itself, because technical knowledge is required and the support
from both of shipyard and engine manufacturer is essential.

 To fully support EEXI preparation of shipping companies, NKCS, familiar with
the EEXI regulation, provides the best solution for regulatory compliance,
including coordination with shipyards and engine manufacturers, and prepares
documents submitted to the ship class for the EEXI verification, regardless of theship class.
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Flow of EEXI support services
1. EEXI assessments
1.1 Simple assessment of EEXI as a first step
Simply assess the attained EEXI and the limited maximum engine power MCRlim after
EPL using the ship speed by simple formula and the default value of SFC as a first step
1.2 Specific assessment of EEXIExactly assess the attained EEXI and the limited maximum engine power MCRlim after
EPL using the ship speed based on tank tests and the SFC obtained from shop tests.

2. Offer and provide the best solution for regulatory compliance
NKCS offers and provides the best solutions for regulatory compliance according to thecharacteristics of the individual ship based on the EEXI assessment results as follows.

Engine Power Limitation (EPL), Installation of Energy Saving Device (ESD),DWT increase (draft up) and/or Optimization of bulbous bow, propeller
and/or engine, etc.
3. Preparation of documents submitted to Class for EEXI verification
 EEXI Technical File, Documents on ship propulsion performance and SFC
 Onboard Management Manual on EPL and Documents on EPL, if EPL is adopted.
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Documents submitted to Class for
EEXI verification (1/2)
A) EEXI Technical File
The contents are as follows.
 Basic data such as deadweight/gross tonnage, maximum continuous ratings of the main and auxiliary
engines, estimated ship speed, SFCs of the main and auxiliary engines
 Limited install power (MCRlim) after EPL, if EPL is adopted.
 Estimated power curves
 Principal particulars of the propulsion system and electric power supply system on board, Descriptionof equipment configuration (schematic diagram, etc.)
 Estimation process and methodology for determining power curves
 Description of energy saving equipment
 Calculated value of Attained EEXI Various related data in case of LNG carrier, etc.

B) Documents on ship propulsion performance, in the case where tank test or CFD analysis
was carried out and the shipyard can provide the results.
 Description of tank test facility
 Detailed report on the method and results of the tank tests and CFD
 Detailed calculation process for determining the ship's speed, which includes the way to estimate thepower curves
 Detailed calculation process for determining the specific fuel consumption of steam turbine propulsion
system in case of LNG carrier having steam turbine propulsion system
 Other documents as deemed necessary36Documents submitted to Class for
EEXI verification (2/2)
C) Documents on Specific Fuel Consumption (SFC) Specific Fuel Consumption (SFC) of the parent engine, The SFC should be corrected to the value
corresponding to the ISO standard reference conditions using the standard lower calorific value.
 NOx Technical File for confirmation of the SFC, etc.

D) Documents on EPL, if EPL is adopted.
 Setting value of Fuel index limiter, Method for sealing the EPL, Method for monitoring the EPL, etc.

E) Onboard Management Manual on EPL, if EPL is adopted.
The contents are as follows.
 Rated installed power (MCR) and engine speed (NMCR) before EPL
 Limited installed power (MCRlim) and engine speed (NMCR,lim) aft EPL
 Technical description of the EPL system
 Method for sealing the EPL (mechanically controlled engine) Method for locking and monitoring the EPL (electronically controlled engine) Procedures and methods for releasing the EPL
 Time required for un-limiting the EPL
 Procedures for survey of the EPL system by the Administration/RO
 Procedure for the report on release of the EPL
 Administrator of the EPL system, etc.
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Overview flowchart of EEXI support services
 In the case where the shipping company handles everything independently
Note: Case of EPL

Shipyard

Shipping Company

Class

Documents onship propulsion
performance

Documents onship propulsion
performance

Document review

EEXI Technical File

Engine manufacturer

Documents on SFC

Documents on SFC

Approval of
EEXI Technical File andSubmit Onboard Management
Manual on EPLDocuments on EPLDocuments on EPL

Witness andConfirmation of EPL atperiodical survey

Install EPL on board

Onboard Management
Manual on EPL

Reissue of
IEE Certificate

MCRlim38

Overview flowchart of EEXI support services
Shipping Company
RequestShipyard

Note: Case of EPL

ClassDocuments onship propulsion
performance

Documents onship propulsion
performance

EEXI Technical File

Engine manufacturer

Documents on SFC

Documents on SFC

Document review
Approval of
EEXI Technical File andSubmit Onboard Management
Manual on EPLDocuments on EPLDocuments on EPL

Witness andConfirmation of EPL atperiodical survey

Install EPL on board

Onboard Management
Manual on EPL

Reissue of
IEE Certificate

MCRlim39

FAQ (1/2)
Question

Answer

How to determine theship speed (Vref) used in
the EEXI calculation?

Vref is calculated based on the simple formula, tank test, sea trial or
CFD analysis etc..
For first step, we will calculate the EEXI value using the simple
formula of ship speed, and a maximum output limit (MCRlim) after
EPL (if EPL is required).
The simple formula for ship speed includes a margin of about 5%,
so using a power curve based on tank test results may improve the
EEXI value by up to 5%. However, not all ships will improve.
If use a power curve based on tank test results, additional costs
will be incurred, so please consider how to determine the ship
speed in consideration of cost effectiveness.

Is it possible to order to
NKCS for the ship ofother class other thanClassNK?

Yes. Since NKCS is an independent company, we will provide
services with strict confidentiality regardless of ship class.

Will NKCS contact andnegotiate with shipyards
and engine
manufacturers?

Yes. We believe that reducing the burden on ship owners and ship
management companies as much as possible is one of our
responsibilities as a consulting company.
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FAQ (2/2)
Question

Answer【Abt. ship speed(Vref)】What are thecharacteristics whencalculating by the simple
formula?

• Even if the shipyard has not conducted tank tests or CFD analysis,
the ship speed can be easily calculated by the simple formula basedon DWT and engine output.
• EEXI value using the simple formula may be worse than using tanktest or CFD analysis, because a simple formula includes a margin of
about 5%.
• No additional cost

【Abt. ship speed(Vref)】What are thecharacteristics whencalculating by a power
curve based on tank test?

• Even if shipyard is conducting a water tank test, additional costs will
be incurred because it is necessary to create the documents on ship
propulsion performance (including a tank test report).

【Abt. ship speed(Vref)】What are thecharacteristics whencalculating by numericalcalculation such as CFD
analysis?

• If shipyard has not conducted a tank test, a numerical calculationsuch as CFD analysis will be performed to estimate the power curve.

• EEXI value may improve by up to 5% compared to the simple formula.
However, not all ships will improve.

• EEXI value may improve by up to 5% compared to the simple formula.
However, not all ships will improve.
• High cost and several months required to perform CFD analysis• However, the cost is lower and the period is shorter than conducting atank test newly.
41Inquiry contact
ClassNK Consulting Service Co., Ltd.
7F, MFPR KOJIMACHI BLDG.,
5-7-2 KOJIMACHI, CHIYODA-KU, TOKYO,
102-0083, JAPANTEL: +81-3-5226-2290
FAX: +81-3-5226-2192
E-mail: eexi@classnkcs.co.jp
https://www.classnkcs.co.jp/en/eexi/index.html
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