• EEXI Calculator

    & Technical File Generator V4.3
    EEXI Calculator
    • Instructions for your free EEXI calculation tool. 

    • This online calculator is an easy to use tool to help you determine your vessels "Energy Efficiency Existing Ship Index" (EEXI) according to the requirements of MARPOL Annex VI, as agreed at MEPC (75) and ratified at MEPC(76).

      We have conveniently broken down the information required into the following pages

      1. Ship Data
      2. General Particulars
      3. Machinery & Fuel
      4. Speed & Power Curves
      5. Propulsion & Electrics
      6. Energy Efficiency Technologies
      7. Correction Factors

      If you wish to generate a technical file from the data entered, then  please upload relevant evidence (certificates, documents etc) where prompted.

      This tool allows you to instantly see if the current parameters for your ship provide a pass or fail, allowing you to experiment with options such as Engine Power Limitation, or the effect of energy saving devices.

      On the last page you will be given the option to save your input and receive a draft Technical File by email. You will then be given the option to engage our team to prepare a final technical file for you, or assist you in finding solutions to help your ship pass the requirements.

      The relevant IMO Documents are as follows.

      • MARPOL Consolidated edition 2017, Annex VI, Regulations 19-21
      • MEPC 73-19-Add.1 Annex 5 - 2018 Guidelines on the method of calculating EEDI
      • MEPC.332(76) - Amendments to 2018 guidelines on the method of calculation of EEDI
      • MEPC.333(76) - 2021 Guidelines on the Method of Calculation of EEXI
      • MEPC.334(76) - 2021 Guidelines on Survey and Certification EEXI
      • MEPC.335(76) - 2021 Guidelines on the Shaft-EPL system to comply with EEXI

      We look forward to supporting you.

      David Gray C.Eng MRINA SNAME
      Head of Marine, Morson Projects Limited.

    • Your Details 

    • So that we can send you a link to save and edit this form, please enter your name and email address below.

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  • 1 - Ship Data

    1 - Ship Data

  • Required EEXI = {requiredEexi}    Calculated EEXI = {eexi},    Margin = {margin643}%,    {result}

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  • 2 - General Particulars

    2 - General Particulars

  • Required EEXI = {requiredEexi}    Calculated EEXI = {eexi},    Margin = {margin643}%,    {result}

  • Image-201

  • Check Length, Breadth, Draught & Displacement inputs

    This is important to ensure the Block Coefficient is correct

    Displacement should lay between {minDisp} and {maxDisp} Tonnes

  • Deadweight must be less than Displacement

  • 3 - Machinery & Fuel

    3 - Machinery & Fuel

  • Required EEXI = {requiredEexi}    Calculated EEXI = {eexi},    Margin = {margin643}%,    {result}

    • 3.1 Main Engine 
    • Image-297

    • NOTE:- This calculation assumes that all main engines are identical

    • 3.2 Liquid Fuel (Main Engine) 
    • Image-324

    • For confirmation of the Main Engine Specific Fuel Consuption (SFC), a copy of

      1. the approved Engine (NOx) Technical File,
      2. Engine International Air Pollution Prevention Certificate,
      3. A documented summary of the correction calculations 

      as appropriate, should be submitted to the verifier. These can be appended as PDF documents here.

       

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    • 3.3 Dual Fuel (Gas) 
    • Image-327
    • 3.4 Power Take Off or Power Take In 
    • 3.5 Auxiliary Power Requirement 
    • Image-299
    • Pae Estimate for vessels over 10,000kw
    • Pae Estimate for vessels under 10,000kw
    • Pae Estimate for cruise ships
    • Pae Estimate for Ro-Ro Passenger Ships

    • 2.2.2.3.1 - The Pae value may be approximated by annual average figure of Pae at sea from onboard monitoring obtained prior to the EEXI certification.

      Upload the evidence for this below

    • An example excel spreadsheet can be downloaded here

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    • 3.6 Auxiliary Engine(s) 
    • Image-298

    • NOTE:- This calculation assumes that all aux engines are identical

    • For confirmation of the Aux. Engine(s) Specific Fuel Consuption (SFC), a copy of

      1. the approved Engine (NOx) Technical File,
      2. Engine International Air Pollution Prevention Certificate,
      3. A documented summary of the correction calculations 

      as appropriate, should be submitted to the verifier. These can be appended as PDF documents here.

       

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    • ERROR DETECTED

      TOTAL AUX POWER MUST BE GREATER THAN SHAFT MOTOR POWER

  • 4 - Speed & Power Curves

    4 - Speed & Power Curves

  • Required EEXI = {requiredEexi}    Calculated EEXI = {eexi},    Margin = {margin643}%,    {result}

  • Image-300

  • Vref is to be determined at 75% Maximum Continuous Rating (or 83% MCR Limited if Engine or Shaft Power Limitation is installed, whichever value is the lesser), as shown below

  • Vref is to be determined at 83% Maximum (or Limited) Propulsion Power for Diesel Electric or Steam Turbine powered vessels, as shown below

  • 2.2.3.1 For ships falling into the scope of the EEDI requirement, the ship speed Vref should be obtained from an approved speed-power curve as defined in the 2014 Guidelines on Survey and Certification of the Energy Efficiency Design Index (EEDI) as amended.

    Enter the value of Vref calculated from this method, and upload copies of the supporting documents and calculations.

  • 2.2.3.2 For ships not falling into the scope of the EEDI requirement, the ship speed Vref should be obtained from an estimated speed-power curve as defined in the Guidelines on Survey and Certification of the attained Energy Efficiency Design Index for Existing Ships (EEXI).

    Enter the value of Vref calculated from this method, and upload copies of the supporting documents and calculations.

  • 2.2.3.3 For ships not falling into the scope of the EEDI requirement but whose sea trial results, which may have been calibrated by the tank test, under EEDI draught and sea condition as specified in paragraph 2.2.2 of the EEDI Calculation Guidelines are inlcuded in the sea trial report, the ship speed Vref may be obtained from the sea trial report:

  • 2.2.3.4 For containerships, bulk carriers or tankers not falling into the scope of the EEDI requirement but whose sea trial results, which may have been calibrated by the tank test, under EEDI draught and sea condition as specified in paragraph 2.2.2 of the EEDI Calculation Guidelines are included in the sea trial report, the ship speed Vref may be obtained from the sea trial report:

  • 2.2.3.5 In cases where the speed-power curve is not available or the sea trial report does not contain the EEDI or design load draught condition, the ship speed Vref is approximated from a statistical mean of ship speed and engine power.

    Note this method is conservative. Should results not be satisfactory, Morson Projects Marine can assist with developing speed-power curves to determine a vessel specific result which may be more advantageous.

  • 2.2.3.6 In cases where an energy saving device is installed that cannot be seperated from the overall performance of the vessel (such as low friction coating, bulbous bow, reduced resistance rudder, propeller optimisation etc) the effect of the device may be reflected in the ship speed Vref with the approval of the verifier, based on the following methods in accordance with defined quality and technical standards

    1. sea trials after installation of the device; and/or
    2. dedicated model tests; and/or
    3. numerical calculations

  • ERROR DETECTED, Vref MUST BE GREATER THAN ZERO

    CHECK INPUTS ON PREVIOUS PAGES

  • Example of Speed Power graph
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  • 5 - Propulsion and Electrics

    5 - Propulsion and Electrics

  • Required EEXI = {requiredEexi}    Calculated EEXI = {eexi},    Margin = {margin643}%,    {result}

    • 5.1 Propeller 
    • Image-301
    • 5.2 Electric Power Supply System 
    • Image-328
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  • 6 - Energy Efficiency Technologies

    6 - Energy Efficiency Technologies

  • Required EEXI = {requiredEexi}    Calculated EEXI = {eexi},    Margin = {margin643}%,    {result}

  • Innovative energy efficiency technologies are allocated to category (A), (B) and (C),
    depending on their characteristics and effects to the EEDI formula.

    Further information on various systems is available here

    Innovative Energy Efficiency Technologies
    Reduction of Main Engine Power Reduction of Auxiliary Power
    Category A Category B-1 Category B-2 Category C-1 Category C-2
    Cannot be separated from overall performance of the vessel Can be treated separately from the overall performance of the vessel Effective at all time Depending on ambient environment
    Feff =1 Feff < 1 Feff =1 Feff < 1

    - low friction
    coating

    - Rudder Resistance

    - Propeller Design

    		 - hull air lubrication system (air cavity via air injection to reduce ship resistance) (can be switched off) - wind assistance (sails, Flettner Rotors, kites) - waste heat recovery system (exhaust gas heat recovery and conversion to electric power) - photovoltaic cells
    • 6A - Technologies that shift the power curve 

    • "Category (A): Technologies that shift the power curve, which results in the change of combination of Propeller Power (Pp) and Vref : e.g. when Vref is kept constant, Pp will be reduced and when Pp is kept constant, Vref will be increased"

      The effect of retrofitting these systems can be estimated, but final verification of effectiveness can only be determined through post installation sea trials. Please contact us if you wish to explore these options for your ship marine@morson-projects.co.uk.

    • Image-552

    • Hi-Tech antifouling systems reduce Average Hull Roughness to give improved out of dock efficiency savings, and combines this with a variety of biocide systems to reduce fouling between 5 year re-coating intervals.

    • Image-563

    • Advanced rudder designs can demonstrate improved efficiency over standard NACA profiled types.

    • Image-553

    • A Propeller Boss Cap Fin (PBCF) is an energy-saving device attached to the propeller of a vessel. It breaks up the hub vortex generated behind the rotating propeller, resulting in energy savings compared to an identical vessel not equipped with PBCF.

    • Image-560

    • "The Becker Mewis Duct® is an energy-saving device developed for full-form slower ships enabling either significant power savings at a given speed or, alternatively, the vessel to travel faster at a given power level.

      ...The power savings attainable from the Becker Mewis Duct® are strongly dependent on propeller thrust loading, from 3 to 8% depending on individual hull/propeller interaction..."

    • Image-584

    • A bulbous bow is an extension of the hull just below the load waterline. The basic purpose is to create a low-pressure zone to reduce or eliminate the bow wave and reduce the resulting drag.

    • 6B - Technologies that reduce propulsion power 
    • Image-577

    •  

      The technique is to use air injection on the wetted hull surfaces to improve a ship’s hydrodynamic characteristics. The system, driven by auxiliary engine producing the power, creates an air cushion on the flat bottom part of the ship.

    • Image-595

    • Flettner rotors are vertical cylinders which spin and develop lift due to the Magnus effect as the wind blows across them. Flettner rotors must be mechanically driven to develop lift and propulsion power, and manoeuvrability is restricted by wind speed and direction. Working on a ship, the force created will generate thrust.

    • Image-607

    • The kite works from wind power which is transferred to the ship and results in less engine power needed to move the ship. The kite will under normal conditions generate a pulling force on the ship, which can be translated into an equivalent engine power generated.

    • Image-593

    • Fixed installations on the ship in the form of a flexible sail, rigid sail or turbosail can make use of the wind to replace some of the propulsion power needed. All possibilities have pros and cons and must be chosen to best suit the ship type, trade and size. The savings are highly dependent on the wind conditions in which the ship operates.

    • Image-608

    • Other Energy Efficiency Technology which reduces the propulsion power required to maintain Vref speed during normal operation.

    • 6C - Technologies that reduce auxiliary power 

    • Find our more about Waste Heat Recovery Systems here 

    • Find out more about Photovoltaic Cells here

    • Find out more about Energy Efficient Lighting Systems here.

    • 6 - Certificate & Evidence Upload 
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  • 7 - Correction Factors

    7 - Correction Factors

  • Required EEXI = {requiredEexi}    Calculated EEXI = {eexi},    Margin = {margin643}%,    {result}

  • 7.1 Fj Correction factor for Ice Class ships

  • See Ice Class equivalents for different Classification Societies here

  • 7.1 Fj Correction factor for shuttle tankers with propulsion redundancy

  • The power correction factor fj, for shuttle tankers with propulsion redundancy should
    be fj = 0.77. This correction factors applies to shuttle tankers with propulsion redundancy between 80,000 and 160,000 dwt. Shuttle tankers with propulsion redundancy are tankers used for loading of crude oil from offshore installations equipped with dual-engine and twin-propellers need to meet the requirements for dynamic positioning and redundancy propulsion class notation.

  • 7.1 Fj Correction factor for Ro-Ro ships
  • 7.1 Fj Correction factor for general cargo ships
  • 7.1 Fj Correction factor for other ship types
  • 7.2 Fw Factor for speed reduction at sea (set to 1 for existing ships)
  • 7.3 Feff(i) Factor for each innovative enegy efficiency technology (see section 6)
  • 7.4 Fi Capacity Factor for technical/regulatory limitation on capacity
  • 7.4.1 Fi.ice Capacity correction factor for ice-classed ships
  • 7.4.2 Fi.vse Ship specific voluntary structural enhancement

  • For this calculation the same displacement for the reference and enhanced design should be taken

    DWT before enhancements (DWT Ref. Design) is the deadweight prior to application of the structural enhancements. DWT after enhancement (DWT as entered for this ship) is the deadweight following the application of voluntary structural enhancements. A change of material (e.g. from aluminium alloy to steel) between reference design and enhanced design should not be allowed for the Fi.vse calculation. A change in grade of the same material (e.g. in steel type, grades, properties and condition) should also not be allowed.

    Two sets of structural plans of the ship should be submitted to the verifier for assessment. One set for the ship without voluntary structural enhancement, the other set for the this ship with coluntary structural enhancement.

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  • 7.4.3 Fi.csr Ships under Common Structural Rules (CSR)
  • 7.5 Fc Cubic capacity correction factor
  • 7.5.1 Fc for Chemical Tankers
  • 7.5.2 Fc for gas carriers
  • 7.5.3a Fc for Ro-Ro passenger ships

  • 7.5.3b Fc for Ro-Ro Cargo ships (vehicle carriers)
  • 7.5.4 Fc for Bulk Carriers designed to carry light cargoes
  • 7.6 Fl Factor for cargo ships equipped with cranes and cargo-related gear

  • Note: if more than 1 crane then all cranes are assumed to be identical.

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  • 7.7 Fm Factor ( for ice-classed ships having 1A Super and 1A = 1.05)

  • 8 - Calculating EEXI

    8 - Calculating EEXI

  • Required EEXI = {requiredEexi}    Calculated EEXI = {eexi},    Margin = {margin643}%,    {result}

  • Image-487
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  • Press the Save button below to receive a PDF copy of your draft Technical File and a link that will allow you to revisit this calculation at a later date.

    You will also be offered the opportunity to engage the Morson Projects Marine team to prepare a full and detailed technical file for submission to the verifier (class/flag).

  • V3.1 10-6-21 rounding errors fixed.

    v3.2 11-6-21 fj calc corrected (now a product of various Fj), Fj0 calc corrected

    v3.3 15-6-21 updated reduction factors in accordance with MEPC 76/3

    V4.0 13-7-21 Updates in accordance with MEPC76

    v4.2 02-12-21 corrected mix up in parameters for ice Class correction factor between tankers and bulk carriers

    v4.3 09-02-22 Updated to provide draft technical file rather than summary.

     

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