РОССИЙСКИЙ МОРСКОЙ РЕГИСТР СУДОХОДСТВА ROSSIAN MARITIME REGISTER OF SHIPPING

ПРИЛОЖЕНИЕ К ПРАВИЛАМ И РУКОВОДСТВАМ РОССИЙСКОГО МОРСКОГО РЕГИСТРА СУДОХОДСТВА

ПРОЦЕДУРНЫЕ ТРЕБОВАНИЯ, УНИФИЦИРОВАННЫЕ ИНТЕРПРЕТАЦИИ И РЕКОМЕНДАЦИИ МЕЖДУНАРОДНОЙ АССОЦИАЦИИ КЛАССИФИКАЦИОННЫХ ОБЩЕСТВ

SUPPLEMENT ТО RULES AND GUIDELINES OF RUSSIAN MARITIME REGISTER OF SHIPPING

I ACS PROCEDURAL REQUIREMENTS, UNIFIED INTERPRETATIONS AND RECOMMENDATIONS

НД № 2-020101-109-R-E

2018

Настоящее Приложение к правилам и руководствам Российского морского регистра судоходства содержит обязательные для применения процедурные требования и унифицированные интерпретации Международной ассоциации классификационных обществ (МАКО), а также рекомендации МАКО, ссылки на которые имеются в правилах и других нормативных документах Регистра.

Все материалы публикуются на английском языке.

Данный документ публикуется в электронном виде отдельным изданием и является обязательным Приложением к правилам Регистра.

The present Supplement to rules and guidelines of Russian Maritime Register of Shipping contains IACS Procedural Requirements and IACS Unified Interpretations compulsory for implementation, and IACS recommendations, which are referred to in the rules and other normative documents of the Register.

All materials are published in English.

The present document is published in electronic format as a separate edition and is a compulsory Supplement to the Register rules.

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SFC is the corrected specific fuel consumption, measured in д/kWh, of the engines. The subscripts ME(i) and AE(i) refer to the main and auxiliary engine(s), respectively. SFC_AE is the power-weighted average among SFCae® of the respective engines /.

For main engines certified to the E2 or E3 test cycles of the NOx Technical Code 2008, the engine Specific Fuel Consumption (SFCme®) is that recorded in the test report included in a NOx Technical File for the parent engine(s) at 75% of MCR power.

For engines certified to the D2 or Cl test cycles of the NOx Technical Code 2008, the engine Specific Fuel Consumption (SFCae®) is that recorded in the test report included in a NOx Technical File for the parent engine(s) at 50% of MCR power or torque rating.

The SFC is to be corrected to the value corresponding to the ISO standard reference conditions using the standard lower calorific value of the fuel oil (42,700kJ/kg), referring to ISO 15550:2002 and ISO 3046-1:2002.

For LNG driven engines for which SFC is measured in kJ/kWh, the SFC value is to be converted to д/kWh using the standard lower calorific value of the LNG (48,000 kJ/kg), referring to the 2006 IPCC Guidelines.

For those engines which do not have a test report included in a NOx Technical File because its power is below 130 kW, the SFC specified by the manufacturer is to be used.

At the design stage, in case of unavailability of test reports in the NOx Technical File, the SFC value given by the manufacturer with the addition of the guarantee tolerance is to be used.

5 CAPACITY, POWER AND SPEED

5.1    Capacity

The capacity of the ship is computed as a function of the deadweight as indicated under 2.3 of the IMO Calculation Guidelines.

For the computation of the deadweight according to 2.4 of the IMO Calculation Guidelines, the lightweight of the ship and the displacement at the summer load draught are to be based on the results of the inclining test or lightweight check provided in the final stability booklet. At the design stage, the deadweight may be taken in the provisional documentation.

5.2    Power

The installed power for EEDI determination is taking into account the propulsion power and in general a fixed part of the auxiliary power, measured at the output of the main or auxiliary engine.

The total propulsion power is defined as 75% MCR of all main engines.

The total shaft propulsion power (power delivered to propellers P_s) is conventionally taken as follows:

nME    nPTI

In this formula:

•    The value of P_Me® may be limited by verified technical means (see 6 below)

•    The total shaft propulsion power may be limited by verified technical means. In particular an electronic engine control system may limit the total propulsion power, whatever the number of engines in function (see 6 below)

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The auxiliary power can be nominally defined as a specified proportion of main engine power aiming to cover normal maximum sea load for propulsion and accommodation¹. The nominal values are 2.5% of main engine power plus 250 kW for installed main engine power equal to or above 10 MW. 5% of P_Me will be accounted if less than 10 MW main engine power is installed. Alternatively, as explained below, the value for auxiliary power can be taken from the power balance table for the ship.

In addition, if shaft motors are installed, then in principle 75% of the shaft motor power is accounted for in the EEDI calculation. Detailed explanation about this is given in section 6.

For a ship where the P_AE value calculated by paragraph 2.5.6.1 or 2.5.6.2 of the IMO Calculation Guidelines is significantly different from the total power used at normal seagoing operations, as an option if the difference leads to a variation of the computed value of the EEDI exceeding 1%, the P_AE value could be estimated by the electric power (excluding propulsion) in conditions when the ship is engaged in a voyage at reference speed (V_ref) as given in the electric power table (EPT), divided by the average efficiency of the generator(s) weighted by power.

5.3 Speed V_ref

The speed V_ref is the ship speed, measured in knots, verified during sea trials and corrected to be given in the following conditions:

•    in deep water

•    assuming the weather is calm with no wind, no current and no waves

•    in the loading condition corresponding to the Capacity

•    at the total shaft propulsion power defined in 5.2 taking into account shaft generators and shaft motors

6 SHAFT GENERATOR AND SHAFT MOTOR

6.1 Introduction and background

Ships need electrical power for the operation of engine auxiliary systems, other systems, crew accommodation and for any cargo purposes. This electrical power can be generated by diesel-generator sets (gen-sets), shaft generators, waste heat recovery systems driving a generator and possibly by new innovative technologies, e.g. solar panels. Diesel-generator sets and shaft generators are the most common systems. While diesel-generator sets use a diesel engine powering a generator, a shaft generator is driven by the main engine. It is considered that due to the better efficiency of the main engine and efficiency of the shaft generator less C0₂ is emitted compared to gen-set operation.

The EEDI formula expresses the propulsion power of a vessel as 75% of the main engine power P_Me- It is also termed shaft power P_s, which corresponds to the ship’s speed V_ref in the EEDI formula.

P_AE - the auxiliary power - is also included in the EEDI formula. However, this power demand is largely dependent on loading and trading patterns and it must also incorporate safety aspects, for example, the provision of a spare generator set. As noted in section 5, the auxiliary power can generally be taken into account as a fixed proportion of the main engine power (i.e. nominally 2.5% plus 250kW)².

The use of shaft generators is a well proven and often applied technology, particularly for high electrical power demands related to the payload e.g. reefer containers. Usually a ship design implements a main engine to reach the envisaged speed with some provision of sea margin. For the use of a shaft generator past practice and understanding was to install a

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bigger main engine to reach the same speed compared to the design without a shaft generator and to then have the excess power available from the main engine at any time for generation of electrical power. As a rule of thumb, one more cylinder was added to the main engine to cover this additional power demand.

The difficulty with this issue for calculation of the EEDI is that the excess power could be used to move the ship faster in the case where the shaft generator is not in use which would produce a distortion between ship designs which are otherwise the same.

The IMO Calculation Guidelines take these circumstances into account and offer options for the use of shaft generators. These options are described in detail, below.

Further, electric shaft motors operate similarly to shaft generators; sometimes a shaft generator can act as a shaft motor. The possible influence of shaft motors has also been taken into account in the IMO Calculation Guidelines and is also illustrated, below.

6.2    Main engine power without shaft generators

The main engines are solely used for the ship’s propulsion. For the purpose of the EEDI, the main engine power is 75 % of the rated installed power MCRme for each main engine:

^ME(i) ⁼ 0.75 xMCR_ME(f)

6.3    Main engine power with shaft generators

Shaft generators produce electric power using power from the prime mover (main engine). Therefore the power used for the shaft generator is not available for the propulsion. Hence MCRme is the sum of the power needed for propulsion and the power needed for the shaft generator. Thus at least a part of the shaft generator’s power should be deductible from the main engine power (P_Me)-

The power driving the shaft generator is not only deducted in the calculation. As this power is not available for propulsion this yields a reduced reference speed. The speed is to be determined from the power curve obtained at the sea trial as explained in the schematic figure provided in paragraph 2.5 of the IMO Calculation Guidelines.

It has been defined that 75% of the main engine power is entered in the EEDI calculation. To induce no confusion in the calculation framework, it has therefore also been defined to take into account 75% of the shaft power take off / take in (as electrical power [kW] as displayed on the name plate of the shaft generator/motor).

For the calculation of the effect of shaft generators, two options are available.

6.3.1 Option 1

For this option, Р_РТО® is defined as 75% of the rated electrical output power MCRp_TO of each shaft generator. The maximum allowable deduction is limited by the auxiliary power P_AE as described in Paragraph 2.6 in the IMO Calculation Guidelines.

Then the main engine power P_Me is:

Ppm{i) ⁼ 0-75 y-MCR_PT0(

⁼ 0-75 M^MCR_Mm ~ Ppm(i))    0-75    ^x    HPppo(i)    -    Pae

This means, that only the maximum amount of shaft generator power that is equal to P_AE is deductible from the main engine power. In doing so, 75% of the shaft generator power must be greater than the auxiliary power calculated in accordance to Para. 2.6. of the IMO Calculation Guidelines.

Higher shaft generators output than P_AE will not be accounted for under option 1.

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6.3.2    Option 2

The main engine power P_Me to be considered for the calculation of the EEDI is defined as 75% of the power to which the propulsion system is limited. This can be achieved by any verified technical means, e.g. by electronic engine controls.

PmE(i) = 0-75 X Pshaft,limit

This option is to cover designs with the need for very high power requirements (e.g., pertaining to the cargo). With this option it is ensured that the higher main engine power cannot be used for a higher ship speed. This can be safeguarded by the use of verified technical devices limiting the power to the propulsor.

For example, consider a ship having a 15 MW main engine with a 3 MW shaft generator. The shaft limit is verified to 12 MW. The EEDI is then calculated with only 75% of 12 MW as main engine power as, in any case of operation, no more power than 12 MW can be delivered to the propulsor, irrespective of whether a shaft generator is in use or not.

It is to be noted that the guidelines do not stipulate any limits as to the value of the shaft limit in relation to main engine power or shaft generator power.

6.3.3    The use of specific fuel oil consumption and C_F-factor

Shaft generators are driven by the main engine, therefore the specific fuel oil consumption of the main engine is allowed to be used to the full extent if 75% of the shaft generator power is equal to P_AE.

In the case shaft generator power is less than P_AE then 75% of the shaft generator power is calculated with the main engine's specific fuel oil consumption and the remaining part of the total P_AE power is calculated with SFC of the auxiliaries (SFC_AE).

The same applies to the conversion factor C_F, if different fuels are used in the EEDI calculation.

6.4 Total shaft power with shaft motors

In the case where shaft motor(s) are installed, the same guiding principles as explained for shaft generators, above, apply. But in contrast to shaft generators, motors do increase the total power to the propulsor and do increase ships’ speed and therefore must be included in the total shaft power within the EEDI calculation. The total shaft power is thus main engine(s) power plus the additional shaft motor(s) power:

2 PmE(i) + ^PpTI(i), Shaft

Where:

'У', Ppmi\Shaft ~

1(0X5-

^SM,max(i) ’VpTI(i))

Similar to the shaft generators, only 75% of the rated power consumption P_SM,max (i.e. rated motor output divided by the motor efficiency) of each shaft motor divided by the weighted average efficiency of the generator(s) rj— is taken into account for EEDI calculation.³

El⁰-⁷⁵'⁷’»/™:..)

PTI(i)

A power limitation similar to that described above for shaft generators can also be used for shaft motors. So if a verified technical measure is in place to limit the propulsion output, only 75% of limited power is to be used for EEDI calculation and also for that limited power V_ref is determined.

A diagram is inserted to highlight where the mechanical and electrical efficiencies or the related devices ( PTI and Generator’s) are located:

Figure 1: Typical arrangement of propulsion and electric power system

6.5 Calculation examples

For these calculation examples the ships’ following main parameters are set as: MCRme = 20,000 kW Capacity = 20,000 DWT Cf,me = 3.206 Cp ae = 3.206 SFC_me = 190 g/kWh SFC_ae = 215 g/kWh

v_mf = 20 kn (without shaft generator/motor)

6.5.1 One main engine, no shaft generator

MCR_me = 20,000kW

P_ME = 0.15xMCR_me = 0.75 x 20,000kW = 15ДХШГ P_AE = (0.025 x 20,000) + 250kW = 150kW

EEDI = ((l 5,000 x 3.206 x 190) + (750 x 3.206 x 215))/(20 x 20,000)

= 24.1 gCO_n /tnm

6.5.2 One main engine, 0.75 x P_Pto<Pae, option 1

MCR_PTO = 500kW

P_PTO = 50OkW x 0.75 = 515kW MCR_me = 20J000W

P_me = 0.75 x (МСК_Ш - P_PTO) = 0.75 x (20JOOOkW - 315kW) = U,l\9kW P_AE = (0.025 хМСР_ш) + 250kW = 150kW

v_ref = 19.89hr. The speed at Р_ш determined from the power curve EEDI = {{P_ME x C_EME x <S'CF_me)+ (o.75 x P_pto x C_eme x SCF_m)+ ((P_AE -0.75 x P_PTO)x C_EAE x SFCj)l{pWT x v_ref) = 23.8 gC0₂!tnm «1%

6.5.3    One main engine, 0.75 x P_PTo⁼Pae, option 1

MCR_pm = 1,333kW

P_PTO = \,333kW x 0.75 = 1 JOOOkW MCR_me = 20,000kW

P_me = 0.75 x (МСР_Ш -Р_рто) = 0.75 x (20,000kW -\,000kW) = U,250kW Р_ш = (0.025xMCR_ME)+250kW = 150kW

v_ref = \9.1\kn :    The    speed    at    P_ME    determined    from the power curve

EEDI = {{Р_ш x C_{E ME} x SCF_me)+ (0.75

^X Ррто ^x C_F>ME x SCF_me))/{dWT x v_reJ)

= 23.2 g C0₂ /tnm « 4%

6.5.4    One main engine with shaft generator, 0.75 x Р_РТо> Рае, option 1

MCR_pm = 2,000kW

0.75 x P_PTO = 0.75 x 2,000kW x 0.75 = \,\25kW>P_AE P_FTO= Р_ш /0.75 = \,000kW MCR_me = 20,000kW

P_me = 0.75 x (MCR_me - P_PTO) = 0.75 x (20,000kW - \,000kW) = U,250kW P_AE = (0.025 xMCR_me)+ 250kW = 150kW

v_ref = \ 9.1\kn : The speed at Р_ш determined from the power curve EEDI = {{Р_ш x C_EME x SCF_ME)+(p.75 x P_FTO x C_EME x SCF^lipWT x v_ref)

= 23.2 gC0₂1 tnm «4%

6.5.5    One main engine with shaft generator, 0.75 x P_PTo> Pae, option 2

MCR_pm = 2,000kW МСР_Ш = 20,000kW Рхщпш, = 18,000W

Рш = 0.75 X {p_shaft:lij = 0.75 X (18,000kW) = 13,500kW Р_ш = (0.025xMCR_ME) + 250kW = 150kW

v_ref =\9A\krr. The speed at Р_ш determined from the power curve EEDI = {{P_ME x C_EME x SFC_me)+ {Р_ш x С_ЕШ x SFC_me))/{dWT x vj = 22.4 gC0₂/tnm    «7%

6.5.6 One main engine, one shaft motor

MCR_me = 18,00 OkW

P_ME = Q.15xMCR_me = 0.75 x 18,000W = 13,500W

P_AE = jo.025 x {mCR_me + ^-jj + 250kW = |o.025 x ^18,000 +    + 250kW = 15AKW

P_SMmax = 2J000W P_PJI=0.15xP_SMmaxh₁-=\,6U.9kW T]_FIJ = 0.97 77- — 0.93

'Gen

P_shaft =Pme+ Pm.sbaf, = Pme + (-P_PT,' Пm) ■ 7^ = 13,500W + (1612.9 • 0.97) • 0.93 = 14.955WF v_ref = 20 hi

EEDI = {{P_ME x C_EME x SFC_me)+ {Р_ш x C_EAE x SFC J+(i>_pr/ x C_EAE x SFC_AE))l{DWT x v_ref)

= 24.6 gC0₂ Itnm «-2%

7    WEATHER FACTOR f_w

fw is a non-dimensional coefficient indicating the decrease of speed in representative sea conditions of wave height, wave frequency and wind speed (e.g. Beaufort Scale 6), and is taken as 1.0 for the calculation of attained EEDI.

When a calculated f_w is used, the attained EEDI using calculated f_w is to be presented as "attained EEDI_weather" in order to clearly distinguish it from the attained EEDI under regulations 20 and 21 in MARPOL Annex VI.

Guidelines for the calculation of the coefficient f_w for the decrease of ship speed in respective sea conditions will be developed.

8    CORRECTION FACTOR FOR SHIP SPECIFIC DESIGN ELEMENTS fj

Except in the cases listed below, the value of the fj factor is 1.0.

For Finnish-Swedish ice class notations or equivalent notations of the Classification Societies, the fj correction factor is indicated in Table 1 under 2.8.1 of the IMO Calculation Guidelines.⁴

For shuttle tankers with propulsion redundancy defined as oil tankers between 80,000 and 160,000 deadweight equipped with dual-engines and twin-propellers and assigned the class notations covering dynamic positioning and propulsion redundancy, the fj factor is to be 0.77.

The total shaft propulsion power of shuttle tankers with redundancy is usually not limited by verified technical means.

9    CAPACITY FACTOR fi

Except in the cases listed below, the value of the f| factor is 1.0.

For Finnish-Swedish ice class notations or equivalent notations of the Classification Societies, the fi correction factor is indicated in Table 2 under 2.11.1 of the IMO Calculation Guidelines.⁴

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For a ship with voluntary structural enhancement, the f_iVsE factor is to be computed according to 2.11.2 of the IMO Calculation Guidelines.

For bulk carriers and oil tankers built in accordance with the Common Structural Rules and assigned the class notation CSR, the f_iCSR factor is to be computed according to 2.11.3 of the IMO Calculation Guidelines.

fi capacity factors can be cumulated (multiplied), but the reference design for calculation of fivsE is to comply with the ice notation and/or Common Structural Rules as the case may be.

10    CUBIC CAPACITY CORRECTION FACTOR fc

Except in the cases listed below, the value of the fc factor is 1.0.

For chemical tankers as defined in regulation 1.16.1 of MARPOL Annex II, the f_c factor is to be computed according to 2.12.1 of the IMO Calculation Guidelines.

For gas carriers as defined in regulation 1.1 of IGC Code having direct diesel driven propulsion, the f_c factor is to be computed according to 2.12.2 of the IMO Calculation Guidelines.

11    INNOVATIVE ENERGY EFFICIENT TECHNOLOGIES

Innovative energy efficient technologies are not taken into account in the first version of this document (see 1.3)

12    EXAMPLE OF CALCULATION

12.1 List of input parameters for calculation of EEDI

The input parameters used in the calculation of the EEDI are provided in Table 1.

The values of all these parameters are to be indicated in the EEDI Technical File and the documents listed in the “source” columnare to be submitted to the verifier.

Symbol	Name	Usage	Source	Scope
	Service notation	Capacity, fi, fj and fc factors		For the ship
	Class notations	fi for shuttle tanker, Lcsr	Classification file
	Ice notation	fi, fi for ice class
Lpp	Length between perpendiculars (m)	fi, fj for ice class
Л	Displacement @ summer load draught (t)	deadweight	final stability file
LWT	Ligthweight (t)	deadweight, fiVSE, Lcsr, fc	Sheets of Submitter calculation for 1 i g htwe ig ht referencedesign lightweight check report
Pae	Auxiliary engine power (kW)	EEDI	Note: Computed from engines & PTIs powers or electric power table
Vref	Reference speed (knot)	EEDI	Sea trial report
Cube	Total cubic capacity of the cargo tanks (m3)	fc for chemical tankers and gas carriers	Tonnage file
MCR	Rated installed power (kW)	power	EIAPP certificate or nameplate (if less than 130 kW)	Per engine ( nME + nGEN)
MCR|im	Limited rated output power after PTO in (kW)	Pme with PTO option 2	Verification file

Symbol Name Usage Source Scope Fuel grade CF, SFC NOX Technical File of the parent engine SFC Corrected specific fuel consumption (g/kWh) EEDI NOx Technical File of the parent engine MCRpto Rated electrical output power (kW) Pme Per shaft generator (nPTO) P SM.max Rated power consumption (kW) EEDI Per shaft motor (nPTI) При efficiency power Hgen efficiency power Per generator (nGEN) PsHAFTlim Limited shaft propulsion power (kW) Limited power where means of limitation are fitted Verification file Per shaftline (nSHAFT)

Table 1: input parameters for calculation of EEDI

12.2 Sample calculation of EEDI

A sample calculation of EEDI is provided in Appendix 2.

Part III - Verification of EEDI

13 VERIFICATION PROCESS

Attained EEDI is to be computed in accordance with the IMO Calculation Guidelines and Part II of the present Industry Guidelines. Survey and certification of the EEDI are to be conducted on two stages:

1.    preliminary verification at the design stage

2.    final verification at the sea trial

The flow of the survey and certification process is presented in Figure 2.

EEDI Technical File

EEDI Technical File as defined in the IMO Verification Guidelines. See example of the EEDI Technical File in Appendix 1 of IMO Verification Guidelines.

NOx Technical File

Copy of the NOx Technical File and documented summary of the SFC correction for each type of main and auxiliary engine with copy of EIAPP certificate. Note: if the NOx Technical File has not been approved at the time of the preliminary verification, the SFC value with the addition of the guarantee tolerance is to be provided by Manufacturer. In this case, the NOx Technical File is to be submitted at the final verification stage.

Electric Power Table If Pae is significantly different from the values computed using the formula in 2.5.6.1 or 2.5.6.2 of the IMO Calculation Guidelines Ship lines and model particulars -    Lines of ship -    Report including the particulars of the ship model and propeller model Verification file of power limitation technical arrangement If the propulsion power is voluntarily limited by verified technical means Power curves Power-speed curves predicted at full scale in sea trial condition and EEDI condition Description of the towing tank test facility and towing tank test organisation quality manual If the verifier has no recent experience with the towing tank test facility and the towing tank test organization quality system is not ISO 9001 certified. -    Quality management system of the towing tank test including process control, justifications concerning repeatability and quality management processes -    Records of measuring equipment calibration as described in Appendix 3 -    Standard model-ship extrapolation and correlation method (applied method and tests description) Gas fuel oil general arrangement plan If gas fuel is used as the primary fuel of the ship fitted with dual fuel engines. Gas fuel storage tanks (with capacities) and bunkering facilities are to be described. Towing Tank Tests Plan Plan explaining the different steps of the towing tank tests and the scheduled inspections allowing the verifier to check compliance with the items listed in Appendix 1 concerning tank tests Towing Tank Tests Report -    Report of the results of the towing tank tests at sea trial and EEDI condition as required in Appendix 4 -    Values of the experience-based parameters defined in the standard model-ship correlation method used by the towing tank test organization/shipyard -    Reasons for exempting a towing tank test, only if applicable -    Numerical calculations report and validation file of these calculations, only if calculations are used to derive power curves Ship reference speed Vref Detailed calculation process of the ship speed, which is to include the estimation basis of experience-based parameters such as roughness coefficient, wake scaling coefficient

Table 2: documents to be submitted at the design stage

The following information is to be submitted by the submitter to the verifier at the final verification stage (and before the sea trials for the programme of sea trials):

Programme of sea trials Description of the test procedure to be used for the speed trial, with number of speed points to be measured and indication of PTO/PTI to be in operation, if any. Sea trials report Report of sea trials with detailed computation of the corrections allowing determination of the reference speed Vref Final stability file Final stability file including lightweight of the ship and displacement table based on the results of the inclining test or the lightweight check Final power curves Final power curve in the EEDI condition showing the speed adjustment methodology Revised EEDI Technical File Including identification of the parameters differing from the calculation performed at the initial verification stage Ship lines Lines of actual ship

Table 3: documents to be submitted at the final verification stage

In line with the IMO Verification Guidelines (4.1.2), it is recognized that the documents listed above may contain confidential information of submitters, which requires Intellectual Property Rights (IPR) protection. In the case where the submitter wants a non-disclosure agreement with the verifier, the additional information is to be provided to the verifier upon mutually agreed terms and conditions.

15 PRELIMINARY VERIFICATION AT THE DESIGN STAGE

15.1 Scope of the verifier work

For the preliminary verification of the EEDI at the design stage, the verifier:

6. MPC6 (Rev. 1 Aug 2015)    Calculation of aggregate capacity of SBT    Document    is

applied from 1 July 2016

Применение: Руководство по применению положений международной конвенции МАРПОЛ 73/78, часть II, пункт 3.5.1.1.

Application: Guidelines on the Application of Provisions of the International Convention MARPOL 73/78, part VI, para 3.5.1.1.

7. MODU 1 (Rev.1 Oct 2015)    IACS Unified Interpretations for the application    Document    is

of MODU Code Chapter 2 paragraphs 2.1,2.2,    applied    from

2.3, 2.4 and revised technical provisions for means 1 January 2017 of access for inspections (resolution MSC. 158(78))

Применение: Правила классификации, постройки и оборудования плавучих буровых установок и морских стационарных платформ (2014), часть III, пункт 9.3.1.1.

Application: Rules for the Classification, Construction and Equipment of Mobile Offshore Drilling Units and Fixed Offshore Platforms (2014), Part III, para 9.3.1.1.

Рекомендации MAKO IACS Recommendations

Номер документа    Название    документа

Document number    Document name

1.    Rec. No. 47 (Rev.7 June 2013)    Shipbuilding    and    Repair Quality Standard

Применение: Правила классификационных освидетельствований судов в эксплуатации (2017), часть I (пункт 5.13), приложение 2 (пункт 5.1.12), приложение 3 (пункт 7).

Правила технического наблюдения за постройкой судов и изготовлением материалов и изделий для судов, часть I, приложение 3 (пункт 7.4)

Application: Rules for the Classification Surveys of Ships in Service (2017), Part I (para 5.13), Appendix 2 (para

5.1.12) , Appendix 3 (para 7).

Rules for Technical Supervision during Construction of Ships and Manufacture of Materials and Products for Ships, Part I, Appendix 3 (para 7.4)

2.    Rec. No. 55 (Rev.1 June 2016)    General    Cargo    Ships - Guidance for Surveys, Assessment

and Repair of Hull Structure Применение: Правила классификационных освидетельствований судов в эксплуатации (2017), часть I (пункт 5.13), приложение 2 (пункт 5.1.12), приложение 3 (пункт 6).

Методические рекомендации по техническому наблюдению за ремонтом морских судов с Приложениями (2016), Приложение 1.

Application: Rules for the Classification Surveys of Ships in Service (2017), Part I (para 5.13), Appendix 2 (para

5.1.12) , Appendix 3 (para 6).

3.    Rec. No. 76 (Corr.1 Sept 2007)    IACS    Guidelines    for Surveys, Assessment and

Repair of Hull Structure - Bulk Carriers Применение: Правила классификационных освидетельствований судов в эксплуатации (2017), часть I (пункт 5.13), приложение 2 (пункт 5.1.12), приложение 3 (пункт 2).

Методические рекомендации по техническому наблюдению за ремонтом морских судов с Приложениями (2016), Приложение 1.

Application: Rules for the Classification Surveys of Ships in Service (2017), Part I (para 5.13), Appendix 2 (para

5.1.12) , Appendix 3 (para 2).

4.    Rec. No. 96 (April 2007)    Double    Hull    Oil    Tankers - Guidelines for Surveys,

Assessment and Repair of Hull Structures Применение: Правила классификационных освидетельствований судов в эксплуатации (2017), часть I (пункт 5.13), приложение 2 (пункт 5.1.12), приложение 3 (пункт 10).

Методические рекомендации по техническому наблюдению за ремонтом морских судов с Приложениями (2016), Приложение 1.

Application: Rules for the Classification Surveys of Ships in Service (2017), Part I (para 5.13), Appendix 2 (para

5.1.12) , Appendix 3 (para 10).

5.    Rec. No. 132 (Dec 2013)    Human    Element    Recommendations    for structural design of lighting,

ventilation, vibration, noise, access & egress arrangements

Применение: Руководство по освидетельствованию условий труда и отдыха моряков на соответствие

требованиям Конвенции 2006 года о труде в морском судоходстве (2016), пункты 2.1.22, 4.7.3. Руководство по освидетельствованию жилых помещений экипажа (2015), пункты 2.1.16,

4.1.2.8.

Application: Guidelines on On-board Maritime Labour Convention, 2006 (MLC) Inspection (2016), paras 2.1.22, 4.7.3.

Guidelines on On-board Inspection for Crew Accomodation (2015), paras 2.1.16, 4.1.2.8.

6.    Rec. No. 142 (June 2016)    LNG    Bunkering    Guidelines

Применение: Правила классификации и постройки морских судов (2017), часть XVII, пункт 11.2.2.

Application: Rules for the Classification and Construction of Sea-Going Ships (2017), Part XVII, para 11.2.2.

7.    Rec. No. 146 (Aug 2016)    Risk    assessment    as    required    by the IGF Code

Применение: Правила классификации и постройки морских судов (2017), часть XVII, пункт 9.1.4.19.

Application: Rules for the Classification and Construction of Sea-Going Ships (2017), Part XVII, para 9.1.4.19.

8.    Rec. No.149 (May 2017)    Guidance    for    applying    the    requirements    of    15.4.1.2 and 15.4.1.3 of

the IGC Code (on ships constructed on or after 1 July 2016)

Применение: Правила классификации и постройки судов для перевозки сжижженных газов наливом (2018), часть VI, пункт 3.20.2.

Application:    Rules    for    the Classification and Construction of Ships Carrying Liquefied Gases in Bulk. Rules for the

Classification and Construction of Ships Carrying Compressed Natural Gas (2018), Part VI, para 3.20.2.

9.    Rec. No. 150 (May 2017)    Vapour    pockets    not    in    communication    with    cargo    tank vapour / liquid

domes on liquefied gas carriers

Применение: Правила классификации и постройки судов для перевозки сжижженных газов наливом (2018), часть VI, пункт 3.16.11.

Application:    Rules    for    the Classification and Construction of Ships Carrying Liquefied Gases in Bulk. Rules for the

Classification and Construction of Ships Carrying Compressed Natural Gas (2018), Part VI, para 3.16.11.

10.    Rec. No. 151 (July 2017)    Recommendation    for    petroleum    fuel    treatment    systems for marine

diesel engines

Применение: Правила классификации и постройки морских судов (2019), часть VIII, пункт 13.8.1.

Application: Rules for the Classification and Construction of Sea-Going Ships (2019), Part VIII, para 13.8.1.

ПРОЦЕДУРНЫЕ ТРЕБОВАНИЯ МАКО

IACS PROCEDURAL REQUIREMENTS

Procedure for calculation and verification of the Energy Efficiency Design Index (EEDI)

Introduction

This procedure applies to all cases of Class Societies’ involvement in conducting the survey and certification of EEDI in accordance with regulations 5, 6, 7, 8 and 9 of MARPOL Annex VI as a Verifier defined in the “2012 Guidelines on Survey and Certification of the Energy Efficiency Design Index (EEDI)’’MO Resolution MEPC 214(63).

1    Definition

“Industry Guidelines” means the Industry Guidelines for calculation and verification of the Energy Efficiency Design Index (EEDI) as first submitted to MEPC 64 that may be revised in order to remain in line with the relevant IMO Guidelines MEPC.212(63) and MEPC.214(63).

2    Scope of the Procedure

The scope of this procedure is defined in Part I of the Industry Guidelines and corresponds to the calculation and verification of EEDI of cargoships, without considering innovative energy efficient technologies, contracted for construction after 1 July 2013.

3    Calculation of EEDI

The procedure to compute the EEDI is documented in Part II of the Industry Guidelines. For the purpose of this Procedural Requirement, calculation of the EEDI is to be performed in accordance with IMO Guidelines MEPC.212(63) and Part II of the Industry Guidelines, as amended.

4    Verification of EEDI

The procedure to verify the EEDI is documented in Part III of the Industry Guidelines, together with Appendixes 1, 3, 4 and 5. For the purpose of this Procedural Requirement, verification of the EEDI is to be performed in accordance with IMO Guidelines MEPC.214(63) and Part III of the Industry Guidelines, as amended.

A sample of document to be submitted to the Verifier including additional information for verification is provided in Appendix 2 of the Industry Guidelines.

Attached:

First Industry Guidelines for calculation and verification of the Energy Efficiency Design Index (EEDI)

Note:

1.    This Procedural Requirement applies from 1 July 2013.

2.    The “contracted for construction” date means the date on which the contract to build the vessel is signed between the prospective owner and the shipbuilder. For further details regarding the date of “contract for construction”, refer to IACS Procedural Requirement (PR) No. 29.

End of Document

FIRST INDUSTRY GUIDELINES FOR CALCULATION AND VERIFICATION OF THE ENERGY

EFFICIENCY DESIGN INDEX (EEDl)

TABLE OF CONTENTS

1    Scope of the Guidelines................................................................................................2

2    Introduction....................................................................................................................3

3    EEDl formula.................................................................................................................3

4    Fuel consumption and C0₂ emission............................................................................3

5    Capacity, power and speed...........................................................................................4

6    Shaft generator and shaft motor....................................................................................5

7    Weather factor f_w.........................................................................................................10

8    Correction factor for ship specific design elements fj..................................................10

9    Capacity factor fi..........................................................................................................10

10    Cubic capacity correction factor fc...............................................................................11

11    Innovative energy efficient technologies......................................................................11

12    Example of calculation.................................................................................................11

13    Verification process.....................................................................................................13

14    Documents to be submitted.........................................................................................13

15    Preliminary verification at the design stage.................................................................14

16    Final verification at sea trial.........................................................................................19

17    Verification of the EEDl in case of major conversion...................................................21

18    Appendix 1:    Review and witness points..................................................................22

19    Appendix 2:    Sample of documents to be submitted to the verifier .........................24

20    Appendix 3:    Verifying the calibration of model test equipment...............................38

21    Appendix 4:    Review and witnessing of model test procedures ..............................44

22    Appendix 5: Sample Report "Preliminary Verification of EEDl"..........................52

Part I - Scope of the Industry Guidelines

1 SCOPE OF THE GUIDELINES

1.1    Objective

The objective of these Industry Guidelines for calculation and verification of the Energy Efficiency Design Index (EEDI), hereafter designated as “the Industry Guidelines”, is to provide details and examples of calculation of attained EEDI and to support the method and role of the verifier in charge of conducting the survey and certification of EEDI in compliance with the two following IMO Guidelines:

• 2012 Guidelines on the method of calculation of EEDI for new ships, Res. MEPC.212(63) adopted on 2 March 2012, referred to as the "IMO Calculation Guidelines" in the present document

•    2012 Guidelines on survey and certification of EEDI, Res. MEPC.214(63) adopted on 2 March 2012, referred to as the "IMO Verification Guidelines" in the present document

In the event that the IMO Guidelines are amended, then pending amendment of these Industry Guidelines, they are to be implemented in compliance with the amended IMO Guidelines.

1.2    Application

These Guidelines apply to new ships as defined in Regulation 2.23 of MARPOL Annex VI of 400 gross tonnage and above. The calculation and verification of EEDI are to be performed for each:

1.    new ship before ship delivery

2.    new ship in service which has undergone a major conversion

3.    new or existing ship which has undergone a major conversion that is so extensive that the ship is regarded by the Administration as a newly constructed ship

The Industry Guidelines shall not apply to ships which have diesel-electric propulsion, turbine propulsion or hybrid propulsion systems.

1.3    Limited scope of the first issue of Industry Guidelines

This issue of the Industry Guidelines only applies to the following types of ships:

•    Bulk carriers

•    Gas carriers

•    Tankers

•    Containerships

•    General cargo ships

•    Refrigerated cargo carriers

•    Combination carriers

which are not fitted with innovative energy efficient technologies.

The first issue of this document doesn't consider the EEDI verification after a major conversion. Guidelines on this subject will be developed subsequent to IMO's adoption of an interpretation of the definition of major conversion.

Part II - Explanatory notes on calculation of EEDI

2 INTRODUCTION

The attained Energy Efficiency Design Index (EEDI) is a measure of a ship's energy efficiency determined as follows:

C0₂ emission

bbDl =-

Transport work

The C0₂ emission is computed from the fuel consumption taking into account the carbon content of the fuel. The fuel consumption is based on the power used for propulsion and auxiliary power measured at defined design conditions.

The transport work is estimated by the designed ship capacity multiplied by the ship’s speed measured at the maximum summer load draught and at 75 per cent of the rated installed power.

3 EEDI FORMULA

The EEDI is provided by the following formula:

(YYj=ifj')- (E£=1 Pmeq.) ■ Cfmecq-SFCmecq) + Pae-Ceae-SFC_Ae + [(Uj=i    Ppri(C) ^— /e//(i)-f/iEe//(i)}- C_¥Ae-SFC_Ae —    /e//(0'^//(O¹ ^fme-SFC_me)

Capacity. f_w. V_ref

With the following Notes:

The global fi factor may also be written:

ft = (ПГ=1 /,)

where each individual fi factor is explained under section 9 of this document.

If part of the normal maximum sea load is provided by shaft generators, the term P_AE■ C_FAE. SFC_ae may be replaced by:

CP_AE - 0.75 * If₌^p™ Ррто^). C_FAE. SFC_ae + 0.75 * P_PT0(i). C_FME(i). SFC_ME{i) with the condition 0.75 * £Г=™P_PT0(i) ^ Pae

Where the total propulsion power is limited by verified technical means as indicated under section 6, the term (I'LT P_ME(q ■ C_FME(i). SFC_me(l) + Y’l-Г P_PT,(o ■ C_FAE. SFC_AE) is to be replaced by 75 percent of the limited total propulsion power multiplied by the average weighted value of (SFC_Me-C_Fme) and (SFC_ae.C_Fae)

Due to the uncertainties in the estimation of the different parameters, the accuracy of the calculation of the attained EEDI cannot be better than 1%.

Therefore, the values of attained and required EEDI have to be reported with no more than three significant figures (for instance, 2.23 or 10.3) and the checking of Regulation 20, chapter 4 of MARPOL Annex VI has to be verified in accordance with this accuracy.

4 FUEL CONSUMPTION AND C0₂ EMISSION

The conversion factor C_F and the specific fuel consumption, SFC, are determined from the results recorded in the parent engine Technical File as defined in paragraph 1.3.15 of the NOx Technical Code 2008.

The fuel grade used during the test of the engine in the test bed measurement of SFC determines the value of the C_F conversion factor according to the table under 2.1of the IMO Calculation Guidelines.

1

by paragraph 2.5.6.1 or 2.5.6.2 of the IMO Calculation Guidelines

2

o

c.f.: precise instruction in IMO Calculation Guidelines

3

The efficiency of shaft generators in the previous section has consciously not been taken into account in the denominator as inefficient generator(s) would increase the deductible power.

4

Tables 1 and 2 in IMO Calculation Guidelines refer to Finnish/Swedish ice classed ships usually trading in the Baltic Sea. Justified alternative values for f and fj factors may be accepted for ice-classed ships outside this scope of application (e.g. very large ships or POLAR CLASS)