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October 2011 www.sname.org/sname/mt January 1, 2013 and apply to ships of 400GT and above, constitute the rst-ever man- datory global GHG reduction regime at the international level. Once in force and widely implemented by the worldÂs merchant eet, the new regs are expected to contribute sig- nicantly to making the shipping industry considerably more energy ecient and to assist in the wider international eorts to arrest climate change. e newly-introduced chapter 4 adds 5 regulations, starting with a rather complex set of application provisions (regulation 19). Notably, ships which have diesel-electric propulsion, turbine propulsion, or hybrid propulsion systems are excluded from the EEDI requirements (new regulations 20 and 21) until a certain date dened by the plac- ing of the building contract (January 1, 2017), keel laying date (July 1, 2017) or delivery date (July 1, 2019). is is due to the fact that the current EEDI formula has been designed primarily for ships with traditional propul- sion systems and at present does not cater for more intricate systems such as those that are exempted. However, work has been underway for some time to incorporate these systems in the formula or to develop a parallel EEDI designed specically for ships other than those currently covered by the regulation, and will continue in the future according to an approved work plan. Attained EEDI An attained EEDI is to be calculated for every new bulk carrier, gas tanker, tanker, container ship, general cargo ship, refrig- erated cargo carrier, combination carrier passenger ship, and ro-ro cargo or passenger ship, taking into account guidelines devel- oped by the organization (regulation 20). At present, the Interim Guidelines on the method of calculation of the EEDI for new ships, as contained in circular MEPC.1/ Circ. 681, provide a formula and ample guidance on how to obtain the EEDI value for a ship, although it will not be until MEPC 63 in March 2012 when the committee will consider for approval a set of definitive guidelines to be used in conjunction with this regulation. As can be seen in Figure 1, as it currently stands, the EEDI formula is rather complex due to the large number of factors that need to be taken into account to reect the intri- cate nature of individual ships and their powering needs. where: CF is a non-dimensional conversion factor between fuel consumption, in g, and CO2 emissions, also in g, based on the car- bon content of the fuel used. e subscripts MEi and AEi refer to the main and auxiliary engine(s) respectively; Vref is the ship speed in knots, on deep water and in the maximum design load con- dition (Capacity) ;Capacity is either the deadweight, gross tonnage, or 65% DWT, depending on ship type; P is the power of the main and auxil- iary engines, in kW. e subscripts ME and AE refer to the main and auxiliary engines, respectively; SFC is the certified specific fuel con- sumption, in g/kWh, of the engines. The subscripts ME(i) and AE(i) refer to the main and auxiliary engines, respectively; fj is a correction factor to account for ship specic design elements, e.g. ice class ships; fw is a non-dimensional coefficient indicating the decrease of speed in repre- sentative sea conditions of wave height, wave frequency, and wind speed; fe(i) is the availability factor of each inno- vative energy efficiency technology and should be taken as one if a waste energy recovery system is installed; As far as the existing eet is concerned, there is still a great emission reduction potential, which can be realized by means of operational measures. A most important milestone has now been reached and we can look forward to building on the foundation provided by the new global regulations. Figure 1.