ACS Guidelines No.8 Guidance on Ship Energy Efficiency ...

ACS Guidelines No.8

Guidance on Ship Energy Efficiency Management Plan

(SEEMP)

2018

Association of Asian Classification Societies

www.asiancs.org

(Revision No.1)

Guidance on Ship Energy Efficiency Management Plan Rev. 1

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Guidance on Ship Energy Efficiency Management Plan

(SEEMP)

FOREWORD

Association of Asian Classification Societies (ACS) is pleased to offer

Guidance on Ship Energy Efficiency Management Plan (SEEMP) in order to

help the Asian Ship Owners achieve operational Energy Efficiency in their

vessels with regard to current MARPOL Annex VI requirements.

This guidance on SEEMP provides a possible approach for monitoring ship

and fleet energy efficiency performance overtime, and for establishment

of data collection systems on each ships.

The contents of this guidance are offered as a helpful resource for the

Asian shipowners and companies, and are designed to help in obtaining

information and guidance.

ACS hopes that this guidance would provide effective assistance in the

improvement of energy efficiency of ships and the realization of greener

sea in the future.


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Feedback from the industry on the contents of ACS guidelines is welcomed anytime.

[email protected]; [email protected]

DISCLAIMER

The ACS, its members, and their respective officers, employees or agents, individually and

collectively, assume no responsibility and shall not be liable to any person for any loss,

damage or expense caused by reliance on the information, advice and documents included

in these Guidelines.

ACS is an association of seven Classification Societies headquartered in Asia:

BKI, CCS, IRS, KR, NK, VR and SCM.


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CONTENTS

Section I

General Information................................................................................................................5

1. Scope and Application .................................................................................................5

2. List of Abbreviation.....................................................................................................6

Section II

Development of Part I of SEEMP

Ship Management Plan to Improvement Energy Efficiency ...............................................7

1. General..........................................................................................................................7

2. Structure of Part I of SEEMP.....................................................................................8

2.1 Planning ..............................................................................................................8

2.2. Implementation ...............................................................................................10

2.3. Monitoring .......................................................................................................10

2.4. Self-evaluation and improvement..................................................................11

3. Methods for energy improvement / fuel-efficient operation of ships....................11

Section III

Development of Part II of SEEMP

Ship Fuel Oil Consumption Data Collection Plan ..............................................................14

1. General........................................................................................................................14

2. Structure of Part II of SEEMP.................................................................................15

2.1 Fuel oil consumption .....................................................................................15

2.2 Distance travelled ..........................................................................................17

2.3 Hours underway ............................................................................................17

2.4 Conversion factor CF.....................................................................................17

2.5 Data quality....................................................................................................18

2.6 Standardized data reporting format............................................................19

Section IV

List of Reference Document..................................................................................................20


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Annex I ‘Form’ of Ship Energy Efficiency Management Plan ...................................21

Annex II ‘Form’ of Ship Fuel Oil Consumption Data Collection Plan........................24

Annex III Data Reporting Format for the Data Collection System...............................27


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Section I

General Information

1. Scope and Application

1.1 The SEEMP is one of the IMO’s new

mandatory instruments in line with the efforts

to reduce greenhouse gases emitted by

shipping activities.

1.2 This Guidance provides the advice in

developing SEEMP as stated in resolution

MEPC.282 (70) “2016 Guidelines for the

development of A Ship Energy Efficiency

Management Plan (SEEMP)”.

1.3 The SEEMP consists of two parts. Part I is to establish a mechanism for a

company and/or a ship to improve the energy efficiency of a ship’s operation.

Part II is to establish a ship specific method to collect , aggregate, and report

ship data with regard to annual fuel consumption, distance travelled, hours

underway and other data required by the data collection systems.

1.4 Part I is to be applied for ships of 400 GT and above. Part II is to be applied

for ships of 5,000GT and above. Both parts are to be applied for new and

existing ships.

1.5 Regulation 22A of MARPOL Annex VI requires that, from 1 January 2019,

ships of 5,000GT and above shall collect and report the fuel consumption data,

and the methods to collect such data should be included in the SEEMP.

1.6 Preferably, the ship-specific SEEMP is linked to a broader corporate energy

management policy for the company that owns, operates or controls the ship,

recognizing that no two shipping companies or shipowners are the same, and

that ships operate under a wide range of different conditions.


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2. List of Abbreviation

EEOI : Energy Efficiency Operational Indicator

GHG : Green House Gas

IEEC : International Energy Efficiency Certificate

IMO : International Maritime Organization

MARPOL: International Convention for the Prevention of Pollution from Ships

MEPC : Marine Environment Protection Committee

SEEMP : Ship Energy Efficiency Management Plan

DCS : Data Collection Systems

BDN : Bunker Delivery Notes


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Section II

Development of Part I of SEEMP

Ship Management Plan to Improvement Energy Efficiency

1. General

Part I of SEEMP presents a key tool of Continous Improvement Process (CIP),

which allows a systematic, structured and cost effective optimization of the

ship’s operation, and ensures improvement of effectiveness. A SEEMP is

recommended to be developed by a company to manage the on-going

environmental performance of its vessels. Its successful implementation would

include four main key areas for development of SEEMP :

Planning

Implementation

Monitoring

Self Evaluation and Improvement

Those components play a critical role in the continuous cycle to improve ship

energy efficiency management, as shown in fig.1. With each iteration of the

cycle, some elements of the SEEMP will necessarily change while others may

remain as before.


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Figure.1

2. Structure of Part I of SEEMP

2.1 Planning

Planning is the most crucial first step of the SEEMP, in that it primarily

determines both the current status of ship energy usage and the expected

improvement of ship energy efficiency. The ship owner is required to review

current practices and energy usage onboard each ship with a view to

determining any shortfalls or areas for improvement of energy efficiency. This

stage should be identified as various aspects relating to:

2.1.1. Ship-specific measures: It is important

to determine and understand the ship’s

current status of energy usage. Special

consideration should be given to the ship

specific measures as the measures differ to a

great extent depending upon ship type,

cargoes, routes and other factors. The SEEMP

identifies energy-saving measures that have

been undertaken and determines effectiveness

of these measures.

There are various options to improve ship efficiency, as for example speed

optimization, weather routing, hull maintenance, machinery operation etc.


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2.1.2. Company-specific measures: The improvement of energy efficiency of

ship operation does not necessarily depend on the single ship management only.

Rather improvement of better coordination and communication among

stakeholders, like operators, ports and traffic management service to achieve

‘just in time’ operation, is better made by company rather than by a ship. As for

example, early communication among operators, ports and traffic management

service would help in optimizing ship speed and in 'just in time' arrival.

2.1.3. Human resource development: By raising awareness and providing

training for personnel both onshore and onboard, the effective and steady

implementation of the adopted measures may be achieved.

2.1.4. Goal setting: The goal setting is voluntary. The goal can take any form,

such as the annual fuel consumption or a specific target of Energy Efficiency

Operational Indicator (EEOI). The goal should be measurable and easy to

understand. Neither a company nor a ship is subject to external inspection. The

purpose of goal setting is to serve as a signal which involved people should be

conscious of, to create a good incentive for proper implementation, and then to

increase commitment to the improvement of energy efficiency.


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2.2. Implementation

2.2.1. Establishment of implementation system

A ship and a company have to identify the measures to be implemented and

establish a system for implementation of the identified and selected measures by

developing the procedures for energy management, by defining tasks and by

assigning them to qualified personnel. The development of such a system can be

considered as a part of planning, and therefore may be completed at the

planning stage.

2.2.2. Implementation and record-keeping

Predetermined implementation system is to be developed to ensure that the

planned measures are carried out satisfactorily. Record-keeping for the

implementation of each measure is beneficial for self-evaluation at a later stage.

Reasons of failure to implement the indentified measures to be recorded for

internal use.

2.3. Monitoring

2.3.1. Monitoring tools

The EEOI could be considered as the primary monitoring tool and should be

calculated in accordance with the Guidelines developed by the Organization

(MEPC.1/Circ.684). In addition to the EEOI, if convenient and/or beneficial for a

ship or a company, other measurement tools can be utilized.

2.3.2. Establishment of monitoring

system

To allow for meaningful and consistent

monitoring, the monitoring system,

including the procedures for collecting data

and the assignment of responsible

personnel, should be developed. The


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monitoring should be carried out as far as possible by shore staff, utilizing data

obtained from existing required records such as the official and engineering log-

books and oil record books, etc.

2.4. Self-evaluation and improvement

This phase should produce meaningful feedback for the coming first stage, i.e.

planning stage of the next improvement cycle. The purpose of self-evaluation is

to evaluate the effectiveness of the planned measures and of their

implementation. It would help in ascertaining which measure functions

effectively and the reason thereof to develop improved SEEMP cycle.

3. Methods for energy improvement / fuel-efficient operation of ships

Item Measure Details

3.1 Fuel efficient

Operation

→ a. Improved

voyage

planning

b. Weather

routing

c. Just in time

d. Speed

optimization

e. Optimized

shaft power

→

→

→

→

→

Careful planning and

execution of voyages.

Weather routing has a

potential for efficiency

savings on specific routes

Good early communication

with the next port to get

maximum notice of berth

availability and facilitate

the use of optimum speed.

Optimizing the speed at

which fuel use per tonne

mile is at a minimum level

for that voyage

Improve efficiency by

operating at a constant

shaft RPM. The use of

automated engine may be

beneficial.


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3.2 Optimized

ship handling

→ a. Optimum trim

b. Optimum

ballast

c.Optimum

propeller and

propeller inflow

considerations

d. Optimum use

of rudder and

heading control

systems

(autopilots)

→

→

→

→

Improve fuel saving by

operating at optimum trim

and steering condition

Ballasting with

consideration of the

requirements to meet

optimum trim and steering

condition, and also with

good cargo planning

New developments in

propeller design for

retrofitting of later designs

and improvement to the

water inflow to the

propeller in order to

increase propulsive

efficiency power.

Reducing the distance

sailed ‘off track’ and

minimize losses due to

rudder resistance,

alternative method through

retrofitting of improved

rudder blade design.

3.3. Hull

maintenance

→ Optimize the smoother hull

shape by new technology

coating system,

management of cleaning

intervals, regular in-water

inspection

3.4 Propulsion

system

→ Propulsion

system

maintenance

→ Systematic minimization of

heat and mechanical loss.


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3.5 Waste heat

recovery

→ Waste heat recovery

systems use thermal heat

losses from the exhaust

gas for either electricity

generation or additional

propulsion with a shaft

motor

3.6 Improved

fleet

management

→ Better utilization of fleet

capacity can often be

achieved by improvements

in fleet planning.

3.7 Improved

cargo

handling

→ Cargo handling matched to

ship and port requirements

3.8 Energy

management

→ Review energy and

managing the electrical

services on board to

remove potential

unexpected loss energy.

3.9 Fuel Type → Potential use of emerging

alternative fuels

3.10 Other

measures

→ Computer software to

calculate fuel consumption,

development of renewable

energy technology, use of

shore power.


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Section III

Development of Part II of SEEMP

Ship Fuel Oil Consumption Data Collection Plan

1. General

Part II of SEEMP should contain a description of the methodology that will be

used on board ships to collect ship fuel oil consumption data. Part II of SEEMP

is also called as Ship Fuel Oil Consumption Data Collection Plan.

The Data Collection Plan describes the design of the ship’s management system

to monitor and report the parameters of DCS as described in regulation 22A of

MARPOL Annex VI. The Plan shall contain a clear definition as well as complete

and comprehensive documentation of the monitoring method used in the DCS

report. The plan shall be submitted and verified prior to the beginning of the

ship’s first reporting period in order to ensure the process is in place.

Data to be collected on board would be composed of three key elements, which

form the basis of the Data Collection Plan.

Fuel oil consumption

Distance travelled

Hours underway

Sample form of Ship Fuel Oil Consumption Data Collection Plan is shown in

annex II.


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2. Structure of Part II of SEEMP

2.1 Fuel oil consumption

All the fuel oil consumed on board ships should be recorded and reported to

ship’s Administration on an annual basis. All the fuel oil means all types of fuel

oil, such as HFO, LFO, Diesel/Gas oil, LPG, LNG and so on. All the fuel oil

consumed on board ships means fuel oil consumed by the main engines,

auxiliary engines, gas turbines, boilers, inert gas generators and other

equipment, regardless of whether a ship is underway or not.

Fuel oil consumption data can be collected by three possible methods, and it

should be specified in the Data Collection Plan on which method is adopted.

2.1.1 Method using bunker delivery notes (BDNs)

This method is based on the quantity and type of fuel as reflected in the BDNs

combined with differences between amount of fuel oil left over the last calendar

year period and the amount of fuel oil carried over the next calendar year period.

The tank reading should be carried out by appropriate methods such as

automated systems, soundings and dip tapes to determine the difference

between the amount of the remaining tank oil before and after the period.

In the case of a voyage that extends across the data reporting period, the tank

reading should occur by tank monitoring at the ports of departure and arrival of

the voyage and by statistical methods such as rolling average using voyage days.

Where the amount of fuel uplift or the amount of fuel remaining in the tanks is

determined in units of volume, expressed in litres, it shall be converted that

amount from volume to mass by using actual density values.

The actual density shall be determined by using one of the following;

(1) on-board measurement systems;

(2) the density measured by the fuel supplier at fuel uplift and recorded on the

fuel invoice or BDN;

(3) the density measured in a test analysis conducted in an accredited fuel test

laboratory, where available.


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The actual density shall be expressed in kg/l and determined for the applicable

temperature for a specific measurement. In cases for which actual density

values are not available, a verified standard density factor for the relevant fuel

type shall be applied.

2.1.2 Method using flow meters

This method determines the annual total amount of fuel oil consumption by

measuring fuel oil flows on board by using flow meters. Annual fuel oil

consumption may be the sum of daily fuel oil consumption data of all relevant

fuel oil consuming processes on board measured by flow meters. The flow

meters applied to monitoring should be located so as to measure all fuel oil

consumption on board and should be identified in this plan. In case of the

breakdown of flow meters, manual tank readings or other alternative methods

will be conducted instead. It should not be necessary to correct this fuel oil

measurement method for sludge if the flow meter is installed after the daily tank

as sludge will be removed from the fuel oil prior to the daily tank.

2.1.3 Method using bunker fuel oil tank monitoring on board

(1) Indirect measurement

This method determines the annual total consumption of fuel oil by measuring

the remaining amount of the fuel oil tank through indirect reading using an

automation system (Remote Reading). The total annual consumption is

calculated by summing up the measured daily fuel consumption. The

measurement of the remaining amount of the tank is normally carried out daily

and every time the ship is to receive or discharge fuel oil. A summary of the

measurement data, including a record of the measured fuel consumption, shall

be provided on board. When a fuel oil purifier is installed, the amount of sludge

generated can be reduced from fuel oil consumption.

(2) Direct measurement

This method determines the residual amount of the fuel oil tank and the total

annual consumption of the fuel oil by directly measuring the tank using sounding

or dip tapes. The total annual consumption is calculated by summing up the

measured daily fuel consumption. The measurement of the remaining amount of


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the tank is normally carried out daily and every time the ship is to receive or

discharge fuel oil. A summary of the measurement data, including a record of

the measured fuel consumption, shall be provided on board. When a fuel oil

purifier is installed, the amount of sludge generated can be reduced from fuel oil

consumption.

2.2 Distance travelled

The distance travelled while the ship is underway under its own propulsion

should be included into the aggregated data of distance travelled for the

calendar year.

Distance travelled over ground in nautical miles should be recorded in the log-

book in accordance with SOLAS regulation V/28.13. It should be noted that

distance travelled measured using satellite data is distance travelled over the

ground.

Other methods to measure distance travelled accepted by the Administration

may be applied. In any case, the method applied should be described in the

Data Collection Plan.

2.3 Hours underway

Hours underway should be an aggregated duration while the ship is underway

under its own propulsion, and be recorded in the log-book.

The period during anchorage should be excluded from the hours underway. The

period when the ship is underway under its own propulsion during and

anchorage or a berth should be included.

2.4 Conversion factor CF

CF is a non-dimensional conversion factor between fuel oil consumption and CO2

emission in the 2014 Guidelines on the method of calculation of the attained

Energy Efficiency Design Index (EEDI) for new ships (resolution MEPC.245(66)),

as amended. The annual total amount of CO2 is calculated by multiplying annual

fuel oil consumption and CF for the type of fuel.


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Fuel oil TypeCF

(t-CO2 / t-Fuel)

Diesel/Gas oil (e.g. ISO 8217 grades DMX through DMB) 3.206

Light fuel oil (LFO) (e.g. ISO 8217 grades RMA through RMD) 3.151

Heavy fuel oil (HFO) (e.g. ISO 8217 grades RME through RMK) 3.114

Liquefied petroleum gas (LPG) (Propane) 3.000

Liquefied petroleum gas (LPG) (Butane) 3.030

Liquefied natural gas (LNG) 2.750

Methanol 1.375

Ethanol 1.913

Other (………)

If fuels are used that do not fall into one of the above categories, fuel supplier

should provide a CF-factor for the respective product supported by documentary

evidence. (e.g. some "hybrid fuels", “non-fossil fuels”)

2.5 Data quality

For method using bunker delivery notes：

(1) The tank reading should be carried out at the beginning and the end of the

bunkering.

(2) During fuel oil supply, even keel should be kept as possible.

(3) If fuel oil supplied and actual supplied differs by more than a certain

percent(%) in the internal procedure, process according to the procedure

and maintain related records.

(4) BDNs are required to be retained on board for three years after the fuel oil

has been delivered.


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For method using flow meters：

(1) Flow meters shall be periodically calibrated by a specialist at intervals not

exceeding a period of the manufacturer’s instruction.

(2) Calibration and maintenance records of the flow meters shall be available

on board and shall be kept for a certain period of time.

(3) The standard error range of the flow meters shall be within a certain

percent(%) of the manufacturer’s instruction.

(4) In case of failure of the flowmeter, it is possible to replace it by using

historical log records in the log-book.

For method using fuel oil tank monitoring：

(1) The remote reading device shall be periodically calibrated by a specialist at

intervals not exceeding a period of the manufacturer’s instruction.

(2) The standard error range of the remote reading device shall be within a

certain percent(%) of the manufacturer’s instruction.

(3) Calibration and maintenance records of the remote reading device shall be

available on board and shall be kept for a certain period of time.

(4) Fuel oil tanks shall be measured directly on a regular basis to verify the

validity of the remote reading device.

(5) Measures shall be taken to ensure the validity of the measurements in the

case of heavy weather.

2.6 Standardized data reporting format

Standardized data reporting format should be used when submitting the data to

the Administration. The format is shown in annex III.


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Section IV

List of Reference Document

1. Res.MEPC.213(63)-2012 Guidelines for the development of a Ship Energy

Efficiency Management Plan (SEEMP).

2. MEPC.1/Circ.684 ‘Guidelines for voluntary use of the Ship Energy Efficiency

Operational Indicator (EEOI).

3. Res.MEPC.282(70)-2016 Guidelines for the development of a Ship Energy

Efficiwncy Management Plan (SEEMP).

COPYRIGHT ASSOCIATION OF ASIAN CLASSIFICATION SOCIETIES ALL RIGHTS RESERVED.

* .

Contact : ACS SO ([email protected]; [email protected] )


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Annex I ‘Form’ of Ship Energy Efficiency Management Plan

(Part I of SEEMP)

1. General information

IMO No.

Ship Name

Ship Type

Ship Builder

Year of Delivery

GT

Existing IEEC (if any) No.

2. SEEMP Development Information

Date of development Developed by :

Implementation period Start :

Expiry:

Implemented by :

Planned date of next

evaluation

3. Planning

3.1 Initial Condition (if any)

Aspects Implementation period Detail Implementation

Current status energy

usage

.......

.......

.......

Company specific measue .......

.......

.......


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Human Resources .......

.......

.......

3.2 Goal Setting

Measurable Goal Achievement Additional Information

.......

.......

.......

4. Implementation

Energy Efficiency

Measures

Implementation

period

Detail

Implementation

Personel in

charge

.......

.......

.......

.......

.......

.......

.......

.......

.......

5. Monitoring

Monitoring Tool Description Time Frame Detail

Implementation

.......

.......

.......

.......

.......

.......

.......

.......


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.......

6. Evaluation

Expected Achievement

Remarks Evaluation (if any)

Unexpected Achievement Reason Evaluation


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Annex II ‘Form’ of Ship Fuel Oil Consumption Data Collection Plan

(Part II of SEEMP)

1. General Information

IMO No.

Ship Name

Company

Flag

Ship Type

GT

NT

DWT

EEDI (if applicable)

Existing IEEC (if any) No.

Ice class

2. Record of Revision of Fuel Consumption Data Collection Plan

Date of revision Revised provision

3. Ship engines, other equipment which are included as fuel consumers

and fuel types used

No

.

Power Output of Ships Engine and other fuel

consumer Fuel type

Type/model Rated power Unit

1 (Main Engine) kW

2 (Auxiliary Engine) kW

3 (Boiler) …

4 (Inert gas generator) …


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4. Emission Factor

CF is a non-dimensional conversion factor between fuel oil consumption and CO2

emission in the 2014 Guidelines on the method of calculation of the attained

Energy Efficiency Design Index (EEDI) for new ships (resolution MEPC.245(66)),

as amended. The annual total amount of CO2 is calculated by multiplying annual

fuel oil consumption and CF for the type of fuel.

Check if applicable.

Check Fuel oil TypeCF (t-CO2 /

t-Fuel)

Diesel/Gas oil (e.g. ISO 8217 grades DMX through DMB) 3.206

Light fuel oil (LFO) (e.g. ISO 8217 grades RMA through

RMD)3.151

Heavy fuel oil (HFO) (e.g. ISO 8217 grades RME through

RMK)3.114

Liquefied petroleum gas (LPG) (Propane) 3.000

Liquefied petroleum gas (LPG) (Butane) 3.030

Liquefied natural gas (LNG) 2.750

Methanol 1.375

Ethanol 1.913

Other (………) *)

*)If fuel oils are used that do not fall into one of the categories as described

above Guidelines, therefore the fuel oil supplier should provide a CF-factor for

the respective product supported by documentary evidence.

5. Method to measure fuel oil consumption

The applied method for measurement for this ship shall be listed on this table

and shall describe the procedure for measuring data and calculating annual

values, measurement equipment involved, etc.

Method Description


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6. Method to measure distance travelled

Description

7. Method to measure hours underway

Description

8. Processes that will be used to report the data to the Administration

Description

9. Data quality

Description


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Annex III Data Reporting Format for the Data Collection System

(Part II of SEEMP)

Meth

od

used

tom

easu

refu

el

oil

con

su

mpti

on

9

Meth

od

used

tom

easure

fuel

oil

consum

ption

9

Oth

er

(……

….)

Eth

anol

(Cf:

1.9

13)

Meth

anol

(Cf:

1.3

75)

LN

G(C

f:2.7

50)

LPG

(Buta

ne)

(Cf:

3.0

30)

LPG

(Pro

pane)

HFO

(Cf:

3.1

14)

LFO

(Cf:

3.1

51)

Die

sel/

Gas

Oil

(Cf:

3.2

06)

Hours

underw

ay

(h)

Dis

tance

Tra

velled

(nm

)

Auxilia

ryEngin

e(s

)

Main

Pro

puls

ion

Pow

er

Ice

cla

ss

7(i

fapplicable

)

EED

I(i

fapplicable

)6(g

CO

2/t

.nm

)

DW

T5

NT

4

Gro

ss

tonnage

3

Ship

type

2

IMO

num

ber1

End

date

(dd/m

m/y

yyy)

Sta

rtdate

(dd/m

m/y

yyy)

Fueloil

consum

ption

(t)

Pow

er

outp

ut

(rate

dpow

er)

(kW

)8

1. In accordance with the IMO Ship Identification Number Scheme, adopted by the Organization by resolution A.1078(28).

2. As defined in regulation 2 of MARPOL Annex VI or other (to be stated).

3. Gross tonnage should be calculated in accordance with the International Convention on Tonnage Measurement of Ships,

1969.


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4. NT should be calculated in accordance with the International Convention on Tonnage Measurement of Ships, 1969. If

not applicable, note "N/A".

5. DWT means the difference in tonnes between the displacement of a ship in water of relative density of 1025 kg/m3 at

the summer load draught and the lightweight of the ship. The summer load draught should be taken as the maximum

summer draught as certified in the stability booklet approved by the Administration or an organization recognized by it.

6. EEDI should be calculated in accordance with the 2014 Guidelines on the method of calculation of the attained Energy

Efficiency Design Index (EEDI) for new ships, as amended, adopted by resolution MEPC 245(66). If not applicable,

note "N/A".

7. Ice class should be consistent with the definition set out in the International Code for ships operating in polar waters

(Polar Code), adopted by resolutions MEPC.264(68) and MSC.385(94)). If not applicable, note "N/A".

8. Power output (rated power) of main and auxiliary reciprocating internal combustion engines over 130 kW (to be stated

in kW). Rated power means the maximum continuous rated power as specified on the nameplate of the engine.

9. Method used to measure fuel oil consumption: 1: method using BDNs, 2: method using flow meters, 3: method using

bunker fuel oil tank monitoring

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