РОССИЙСКИЙ МОРСКОЙ РЕГИСТР СУДОХОДСТВА RUSSIAN 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 OK RUSSIAN MARITIME REGISTER OF SHIPPING

IACS PROCEDURAL REQUIREMENTS, UNIFIED INTERPRETATIONS AND RECOMMENDATIONS

ND No. 2-020I0I-12I-R-E

2019

СОДЕРЖАНИЕ

CONTENTS

Процедурные требования МАКО IACS Procedural Requirements

Название документа Document name

Procedure for calculation and verification of    Document is

the Energy Efficiency Design Index (EEDI)    applied from

1 July 2019

Применение: Руководство no применению попожений международной конвенции МАРПОЛ 73/78, часть VI, пункт 2.6.20.

Application: Guidelines on the Application of Provisions of the International Convention MARPOL 73/78, Part VI, para 2.6.20.

Унифицированные интерпретации МАКО IACS Unified Interpretations

Номер документа    Название документа    Примечание

Document number    Document name    Note

1. SC 191 (Rev.8 Apr 2019) IACS Unified Interpretations (Ul) SC 191 for

the application of amended SOLAS regulation 11-1/3-6 (resolution MSC. 151 (78)) and revised Technical provisions for means of access for Inspections (resolution MSC. 158(78))

Применение: Правила классификации и постройки морских судов (2017), часть III, пункт 7.14.2. Application: Rules for the Classification and Construction of Sea-Going Ships (2017), Part III. para 7.14.2.

2. SC 226 (Rev.1 Dec 2012) IACS Unified Interpretations (Ul) on    Document    is

the application of SOLAS regulations to    applied    from

conversions of Single-Hull Oil Tankers to    1    January    2014

Double-Hull Oil Tankers or Bulk Carriers

Применение: Правила классификации и постройки морских судов (2017), часть I, пункт 3.1.3. Application: Rules for the Classification and Construction of Sea-Going Ships (2017), Part I, para 3.1.3.

3.    SC 244 (Rev.1 Nov 2012)    Load testing of hooks for primary release    Document is

(Corr.1 Nov 2015)    of lifeboats and rescue boats    applied from

1 January 2014

Применение: Правила по оборудованию морских судов (2017), часть II. пункт 1.3.2.1.

Application: Rules for the Equipment of Sea-Going Ships (2017), Part II. para 1.3.2.1.

4.    SC 249 (Rev.1 Feb 2013)    Implementation of SOLAS 11-1, Regulation    3-5    Document is

and MSC. 1/Circ.1379    applied from

1 July 2013

Применение: Правила технического наблюдения за постройкой судов и изготовлением материалов и изделий для судов, часть V, пункт 19.1.7.

Application: Rules for Technical Supervision during Construction of Ships and Manufacture of Materials and Products for Ships, Part V. para 19.1.7.

5.    MPC2 (Rev. 1 Aug 2015)    Operational manuals for oil discharge monitoring    Document is

and control systems    applied from

1 July 2016

Применение: Правила технического наблюдения за постройкой судов и изготовлением материалов и изделий для судов, часть V, пункт 19.7.2.1.

Application: Rules for Technical Supervision during Construction of Ships and Manufacture of Materials and Products for Ships, Part V, para 19.7.2.1.

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:

EEDI - Г⁰»*"*"*"

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 multiplying the ship capacity as defined under 2.3 of the IMO Calculation Guidelines by the ship’s reference speed at the corresponding draft. The reference speed is determined at 75% of the rated installed power in general and 83% of the rated installed propulsion power for LNG carriers having diesel electric or steam turbine propulsion systems.

3    EEDI formula

The EEDI is provided by the following formula:

(E/.wVCSft* ЪпК/-    +    ;(r.?.i/ySu7    ^У*;«чг    ~    Дгг'У-У¹*!» ~ Jiri> V.y- 'wa '^ia '

With the following notes:

The global fi factor may also be written:

n - <IT.iA>

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 may be replaced by:

(?лб ~ 0-75 “ZllfT⁰ P,⁺ 0.75«2ГГГ° PptgX with the condition ^0,7& * ИГ⁰ Рртоф ^£ Рлв

Where the total propulsion power is limited by verified technical means as indicated under section 6, the term (IS? -Спаю-ЗРСмно + £?-T^r/(0 • ^сглв■ is to be replaced by 75 percent of the limited total propulsion power multiplied by the average weighted value of (SFC^.Cfme) and (SFCae.Cfae).

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 is to be verified in accordance with this accuracy.

4 Fuel consumption and Fuel Conversion Factor

4.1    General

The conversion factor CF and the specific fuel consumption, SFC, are determined from the results recorded in the parent engine NOx 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 CF conversion factor according to the table under 2.1of the IMO Calculation Guidelines.

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. SFCae is the power-weighted average among SFC_AE<i)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 (SFCmeo) 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 (SFCaeo)) 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.

4.2    Dual-fuel engines

Gas fuel may be used as primary fuel for one or more of the main and auxiliary engine(s) in accordance with paragraph 4.2.3 of the IMO Verification Guidelines.

For these dual-fuel engines, the Cf factor and the Specific Fuel Consumption for gas (LNG) and for pilot fuel should be combined at the relevant EEDI load point as described in 2.5.1 and Appendix 4 of the IMO Calculation Guidelines.

4.3    LNG carriers with steam turbine propulsion

The Specific Fuel Consumption of the steam turbine should be determined during the running tests of the main boilers and steam turbines on board under load during the sea trials. For preliminary estimate of EEDI, manufacturer s certificate is to be used.

5 Capacity, power and speed

5.1    Capacity

The capacity of the ship is computed as a function of the gross tonnage for cruise passenger ships and of the deadweight for other types of ships 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 crankshaft of main or auxiliary engine.

The power P_Me is defined as 75% MCR of all main engines in general.

For LNG carriers having diesel electric propulsion system, the power P_Me is 83% of the rated output of the electrical propulsion motor(s) divided by the electrical chain efficiency from the output of the auxiliary engines to the output of the propulsion motor(s).

For LNG carriers having steam turbine propulsion system, the power P_Me is 83% of the rated installed power of steam turbines.

The total propulsion power is conventionally taken as follows: ш    *rr:

In this formula:

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

•    The total 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)

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 main engine power 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 electric power table (EPT) of the ship.

by paragraphs 2 5.6.1 to 2 5.6.3 of the IMO Calculation Guidelines

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 Passenger ships, Ro-Ro Passenger Ships and Cruise Passenger Ships, the Pae value should be estimated by the electric power (excluding propulsion) in conditions when the ship is engaged in a voyage at reference speed (V_rei), as given in the electric power table (EPT), divided by the average efficiency of the generator(s) weighted by power.

As an option for other vessel types, if the difference between Pae value calculated by paragraphs 2.2.5.6.1 to 2.2.5.6.5 of Res MEPC.308(73) and Pae based on EPT, leads to a variation of the computed EEDI value exceeding 1%, the value for auxiliary power could be taken from the EPT.

5.3 Speed V_fei

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

•    in deep water of 15°C

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

•    in the loading condition corresponding to the Capacity

•    at the total 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

As for 2.5.2 and 2.5.3 of IMO Calculation Guidelines, content of this section applies to ships other than LNG carriers having diesel-electric propulsion system. For LNG carriers with diesel-electric propulsion, the factor 0.75 between the propulsion power and the rated power is to be replaced by 0.83.

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 CO2 is emitted compared to gen-set operation.

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

Pae - 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.

c.f.: precise Instruction in IMO Calculation Guidelines

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 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:

Лв(о ⁼ 0.75хА/СЛ_д<е._(|)

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 (Pme).

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.

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

6.3.1    Option 1

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

Then the main engine power Pme is:

^/>to(,) = ⁰-^75x MC^RPJO{f)

I I’m., = ojsxz(mc

Awa'o) ⁷/^>ro</))    0.75x    £//>ro(<)    й    P_AF

This means, that only the maximum amount of shaft generator power that is equal to Pae 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. 2.5.6 of the IMO Calculation Guidelines.

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

6.3.2    Option 2

The main engine power Pme 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.

- 0.75 X Psha/I hm,,

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 CF-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 Pae-

In the case shaft generator power is less than Pae 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 Pae power is calculated with SFC of the auxiliaries (SFCae).

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

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

Figure 1.2: 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 Семе = 3.206 Cfae = 3.206 SFCme = 190 g/kWh SFCae = 215 g/kWh

Vm< - 20 kn (without shaft generator/motor)

6.5.1 One main engine, no shaft generator

MCR_XU = 20,000*1/'

P_M = 0.75 x\ICR_M = 0.75 x 20.000*11' = 15.000*/»'

Р_м = (0.025 x 20.000)+ 250*»' = 750*/»'

Ш * ((15,000 х 3.206 х 190) + (750 х 3.206 х 215))/(20 х 20,000) ■ 24.1 gC0₂/lnm

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

MCR_m = 500*1»'

P_m = 500*1»' x 0.75 = 375*1»'

MCR_m >20.000*1»’

Р_ш • 0.75x (Л/ГЛ_лл- P_m) - 0.75x(20,000*11* -375*1» ) - 14,719*11'

P_M = (0.025 xMCR_M)+ 250*1»' = 750*1»'

^VW/ = 19.89*1»: The speed at l\_a determined from the power curve EEDI ш {(р_м xC_/ie xSCF^)+(o.75x Р_тхС,_ш xSCF^{(P_M ~0.ПхР_м)хС,_мхЗРС_м$4рИГху^) = 23.8 g CO; I turn » 1%

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

MCR_m = 1.333*11

P_m = 1.333*1»' x0.75 = 1.000*11’

MCR_m • 20,000*1»’

P_m - 0.75х(ЛЛ7Л_ш - P_tm) • 0.75X (20,000*11* -1,000*11')- 14,250*11’

= (0.025 x MCR_m)+250*11' = 750*1»' v_n/ = 19.7 l*n:    The    speed    at    P_m    determined from the power curve

EEDI • ((р_ш *С,_Ш xSCF_m)+ (6.75x P_rTO*C_{f %a} xSCF_m))/(DHTxv„,)

= 23.2 gCOJlnm ft 4%

6.5.4    One main engine with shaft generator, 0.75 x Ppto> Pae, option 1

MCRm = 2.000*»»'

0.75xP_m = 0.75x2.000*»»-x0.75 = 1,125kW>P_M => /'_w= /^/0.75 = 1,000*11’

MCR_M m 20.000*1» ■

Р_ш • 0.75 x (МСХ_Ш - Pm) - 0.75x (20,000*»»' -1.000*»» ) - 14.250*»»'

P_M = (0.025 хЛ/ГЛ^)+25(ЦИ- =750*11'

= 19.7 l*»i: The speed at P_m determined from the power curve EEDI - ((!>„ xC,^xSCFj+(0J5xP_mxC_rmxSCF_m))t(DllTxvJ = 23.2 gC0₂/lnm ft 4%

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

MCR_rw - 2,000kW MCR_m = 20,000*1»'

Лм** = 18.000*1» •

=0.75x(/^_w)=0.75x(l8.000*l»')= 13.500*»»'

/»«, = (0.025 x MCR_m)+ 250*1»’ = 750*»»' v_w/ = 19.41*7»: The speed at P_m determined from the power curve EEDI = {(P_m x C, _m x SFCj₊ (P_M x С_гш x SFC_m ))/(/->»» 7 x )

= 22.4gCOj/lnm    ft 7%

6.5.6 One main engine, one shaft motor

MCR_m = 18.00GM'

P_m =0.75 xMCR„ = 0.75x 18.000А1Г = 13.5Ш1Г

P„ = |o.025 x KR_m + ^jj + 250kW = jo.025 x ^18.000 +    + 250АИ' -    7S4/WF

- 2,000*11'

Pn, • 0 75x P^/ifc - 1,612.9*11 Пт -^{0 97}

n<z-on

Р^~Р_Ш + Р_{т л¥} - Р_ш +(P_m ПтУП^ - 13.500Ш’ + (1612.9-0.97) 0.93 = 14,955*»' v^, = 20bt

EEDI = {{Р_ш *C_rje x SFC„)+ (P_a xC_{r At} x SK'J+(P_m xC_{f At} x SFCj)/(DHTx v^)

= 24.6 gCOJtmi n-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 factor is used, the attained EEDI using calculated f_w shall be presented as "attained EEDI,.*,**»/' in order to clearly distinguish it from the attained EEDI under regulations 20 in MAR POL Annex VI.

Guidelines for the calculation of the coefficient f_w for the decrease of ship speed in respective sea conditions are provided in MEPC.1/Circ.796.

8    Correction factor for ship specific design elements fj

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 f, correction factor is indicated in 2.8.1 of the IMO Calculation Guidelines⁴.

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 f, factor is 0.77.

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

For ro-ro cargo and ro-ro passenger ships, the factor facRo is to be computed according to

2.8.3 of the IMO calculation Guidelines.

For general cargo ships, the factor f, is to be computed according to 2.8.4 of the IMO Calculation Guidelines.

f, factors for ice-class and for ship's type can be cumulated (multiplied) for ice-classed general cargo ships or ro-ro cargo or ro-ro passenger ships.

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. 10 (Rev.3 October 2016, Corr. 1 Dec. 2016) Anchoring, Mooring and Towing Equipment Применение: Правила классификации и постройки морских судов (2018), часть III «Устройства,

оборудование и снабжение» (пункт 4.2.3)

Application:    Rules for the Classification and Construction of Sea-Going Ships (2018), Part III «Equipment,

Arrangements and Outfit» (para 4.2.3) ^{1 2 3 4}

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 2.11.1 of the IMO Calculation Guidelines.³

For a ship with voluntary structural enhancement, the fivse 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 ficsR 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 f_c and cargo gears factor fi

Except in the cases listed below, the value of the f_c and fi factors 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 having direct diesel driven propulsion constructed or adapted and used for the carriage in bulk of liquefied natural gas, the f_c factor is to be computed according to 2.12.2 of the IMO Calculation Guidelines. This factor is not to be applied to LNG carriers defined in regulation 2.38 of MARPOL Annex VI.

For ro-ro passenger ships having a DWT/GT-ratio of less than 0.25, the cubic capacity correction factor fcRop™ is to be computed according to 2.12.3 of the IMO Calculation Guidelines.

For general cargo ships only equipped with cranes, side loaders or ro-ro ramps, the fi correction factor is to be computed according to 2.14 of the IMO Calculation Guidelines.

11    Innovative energy efficient technologies

Innovative energy efficient technologies are to be taken into account according to the 2013 Guidance on treatment of innovative energy efficiency technologies for calculation and verification of the attained EEDI, MEPC.1/Circ.815.

Применение: Правила классификационных освидетельствований судов в эксплуатации (2019).

приложение 3 (пункт 10).

Application:    Rules for the Classification Surveys of Ships in Service (2019). Appendix 3 (para 10).

6.    Rec. No. 132 (Dec 2013)    Human    Element    Recommendations for structural design of

lighting, ventilation, vibration, noise, access & egress arrangements

Применение: Руководство no 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.

7.    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.

8.    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,

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

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

Применение: Правила классификации и постройки судов для перевозки сжижженных газов наливом (2019). часть VI. пункт 3.20.2.

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

(2019). Part VI. para 3.20.2.

10.    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 (2019), часть VI. пункт 3.16.11.

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

(2019). Part VI. para 3.16.11.

11.    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

IACSPROCEDURAL 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 MAR POL Annex VI as a Verifier defined in the IMO "2014 Guidelines on Survey and Certification of the Energy Efficiency Design Index (EEDI)" as amended in MEPC.1/Circ.855.

1 Definitions

“Industry Guidelines" means the 2015 Industry Guidelines for calculation and verification of the Energy Efficiency Design Index (EEDI) " as submitted to MEPC 68 that may be revised in order to remain in line with the relevant IMO Guidelines.

“Verifying Society" is a Society which conducts the survey and verification of EEDI of a ship.

"Witnessing Society" is a Society which has witnessed the towing tank test of a ship of the same type as the ship whose EEDI is verified by the Verifying Society. "Ship of the same type" is defined in IMO "2014 Guidelines on Sun/ey and Certification of the Energy Efficiency Design Index (EEDI)".

“Witnessing protocol” is a document showing evidence of the witnessing and acceptance of the towing tank test by the Witnessing Society, with indication such as date, signature and possible remarks of the attending surveyor.

2    Scope of the Procedure

The scope of this procedure is defined in Part I of the Industry Guidelines.

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 “2014 Guidelines on the method of calculation of the attained Energy Efficiency Design Index (EEDI) for new ships" and Part II of the Industry Guidelines, as amended.

Note:

1.    This Procedural Requirement applies from 1 July 2013.

2.    Rev. 1 of this Procedural Requirement applies from 1 July 2016.

3.    Rev.2 of this Procedural Requirement applies from 1 July 2019.

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 “2014 Guidelines on Survey and Certification of the Energy Efficiency Design Index (EEDI)" 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.

5    Acceptance of towing tank tests witnessed by another Society

Further to the agreement of the submitter of the EEDI Technical File and the Shipowner, a Verifying Society may accept towing tank tests reports witnessed by another Society if the towing tank tested ship is of the same type as the ship of which the EEDI is verified.

Copies of the following documents are to be provided to the Verifying Society, with due consideration given to the protection of the Intellectual Property Rights (IPR) as indicated under paragraph 14 of the Industry Guidelines:

Calculation of the reference speed of the verified ship explicitly making reference to the speed power curves of the tank tested ship model

Witnessing protocol of the tank tested ship endorsed by the surveyor of the Witnessing Society

Towing tank test report of the tank tested ship

On specific request of the Verifying Society, the following additional information is to be submitted:

Ship lines and model particulars, loading and operating conditions of the tank tested ship as described in 4.2.7.2 of IMO "2014 Guidelines on Survey and Certification of the Energy Efficiency Design Index (EEDI)" as amended, showing that the verified ship and the tank tested ship are of the same type

If some of the relevant information is held by the original Witnessing Society, the submitter should authorize the Witnessing Society to make the information available to the Verifying Society.

6    New ship (as per MARPOL Annex VI Regulation 2) designed before the entry Into force of the MARPOL Annex VI amendments introducing the EEDI

It is expected that the towing tank tests of a new ship performed before the entry into force of MARPOL Annex VI amendments introducing the EEDI have not been witnessed by a Verifier. In this case, towing tank test results provided by a tank test organization with quality control certified according to a recognized scheme or with experience acceptable to the Verifying Society may be accepted by the Verifying Society.

Attached:

2015 Industry Guidelines for calculation and verification of the Energy Efficiency Design Index (EEDI)

2015 INDUSTRY GUIDELINES FOR CALCULATION AND VERIFICATION OF THE ENERGY EFFICIENCY DESIGN INDEX (EEDl)

TABLE OF CONTENTS Part I - Scope of the Industry Guidelines

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

Part II - Explanatory notes on calculation of EEDI

2    Introduction............................................................................................4

3    EEDI formula..........................................................................................4

4    Fuel consumption and fuel conversion factor.................................................5

5    Capacity, power and speed........................................................................6

6    Shaft generator and shaft motor..................................................................7

7    Weather factor f_w...................................................................................13

8    Correction factor for ship specific design elements fj......................................13

9    Capacity factor ft....................................................................................14

10    Cubic capacity correction factor f_c and cargo gears factor ft.............................14

11    Innovative energy efficient technologies......................................................14

12    Example of calculation............................................................................15

Part III - Verification of EEDI

13    Verification process................................................................................17

14    Documents to be submitted.....................................................................17

15    Preliminary verification at the design stage..................................................19

16    Final verification at sea trial......................................................................23

17    Verification of the EEDI in case of major conversion......................................25

1    Appendix 1. Review and witness points......................................................27

2    Appendix 2. Sample of document to be submitted to the verifier......................30

3    Appendix 3. Verifying the calibration of model test equipment..........................46

4    Appendix 4. Review and witnessing of model test procedures.........................52

5    Appendix 5. Sample report "preliminary verification of    EEDI"...........................59

6    Appendix 6. Sample calculations of EEDI....................................................60

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 following IMO Resolutions:

•    2018 Guidelines on the method of calculation of the attained Energy Efficiency Design Index (EEDI) for new ships, Res. MEPC.308(73) adopted on 26 October 2018, as amended, referred to as the "IMO Calculation Guidelines" in the present document

•    2014 Guidelines on survey and certification of EEDI, Res. MEPC.254(67) adopted on 17 October 2014, as amended, referred to as the "IMO Verification Guidelines" in the present document

•    2013 interim Guidelines for determining minimum propulsion power to maintain the manoeuvrability of ships in adverse conditions, Res. MEPC.232(65) as amended

•    2013 Guidance on treatment of innovative energy efficiency technologies for calculation and verification of the attained EEDI, MEPC.1/Circ.815

In the event that the IMO Guidelines are amended, then pending amendment of these Industry Guidelines, calculation and verification of EEDI 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 of the types defined in regulations 2.25 to 2.31, 2.33 to 2.35, 2.38 and 2.39, as follows:

•    Bulk carrier

•    Gas carrier

•    LNG carrier (contracted on or after 1 September 2015)

•    Cruise passenger ship having non-conventional propulsion (contracted on or after 1 September 2015)

•    Tanker

•    Container ship

•    General cargo ship

•    Ro-ro cargo ship (vehicle carrier) (contracted on or after 1 September 2015)

•    Ro-ro cargo ship (contracted on or after 1 September 2015)

•    Ro-ro passenger ship (contracted on or after 1 September 2015)

•    Refrigerated cargo carrier

•    Combination carrier

The calculation and verification of EEDI shall 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 non-conventional propulsion, such as diesel-electric propulsion, turbine propulsion or hybrid propulsion systems, with the exception of cruise passenger ships with diesel-electric propulsion and LNG carriers having diesel-electric or steam turbine propulsion systems.

The Industry Guidelines shall not apply to cargo ships having ice-breaking capability as defined in regulation 2.42 of MARPOL Annex VI As a consequence, the Industry Guidelines apply to cargo vessels with ice class up to and including Finnish-Swedish ice class 1A Super or equivalent unless they qualify as a ship with ice-breaking capability in which case they are exempt. The intermediate Polar Classes, namely PC4 and PC5, need to demonstrate icebreaking capability through ice trials to qualify. In the initial stages, ice-breaking capability can be demonstrated based on ice tank tests.

1

   Rec. No. 47 (Rev.8 October 2017)    Shipbuilding and Repair Quality Standard

Применение: Правила классификационных освидетельствований судов в эксплуатации (2018),

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 (2018), 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

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