ACS Guidelines No.8 Guidance on Ship Energy Efficiency ...
Transcript of 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
1 of 28
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.
Guidance on Ship Energy Efficiency Management Plan Rev. 1
2 of 28
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.
Guidance on Ship Energy Efficiency Management Plan Rev. 1
3 of 28
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
Guidance on Ship Energy Efficiency Management Plan Rev. 1
4 of 28
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
Guidance on Ship Energy Efficiency Management Plan Rev. 1
5 of 28
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.
Guidance on Ship Energy Efficiency Management Plan Rev. 1
6 of 28
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
Guidance on Ship Energy Efficiency Management Plan Rev. 1
7 of 28
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.
Guidance on Ship Energy Efficiency Management Plan Rev. 1
8 of 28
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.
Guidance on Ship Energy Efficiency Management Plan Rev. 1
9 of 28
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.
Guidance on Ship Energy Efficiency Management Plan Rev. 1
10 of 28
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
Guidance on Ship Energy Efficiency Management Plan Rev. 1
11 of 28
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.
Guidance on Ship Energy Efficiency Management Plan Rev. 1
12 of 28
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.
Guidance on Ship Energy Efficiency Management Plan Rev. 1
13 of 28
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.
Guidance on Ship Energy Efficiency Management Plan Rev. 1
14 of 28
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.
Guidance on Ship Energy Efficiency Management Plan Rev. 1
15 of 28
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.
Guidance on Ship Energy Efficiency Management Plan Rev. 1
16 of 28
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
Guidance on Ship Energy Efficiency Management Plan Rev. 1
17 of 28
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.
Guidance on Ship Energy Efficiency Management Plan Rev. 1
18 of 28
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.
Guidance on Ship Energy Efficiency Management Plan Rev. 1
19 of 28
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.
Guidance on Ship Energy Efficiency Management Plan Rev. 1
20 of 28
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] )
Guidance on Ship Energy Efficiency Management Plan Rev. 1
21 of 28
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 .......
.......
.......
Guidance on Ship Energy Efficiency Management Plan Rev. 1
22 of 28
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
.......
.......
.......
.......
.......
.......
.......
.......
Guidance on Ship Energy Efficiency Management Plan Rev. 1
23 of 28
.......
6. Evaluation
Expected Achievement
Remarks Evaluation (if any)
Unexpected Achievement Reason Evaluation
Guidance on Ship Energy Efficiency Management Plan Rev. 1
24 of 28
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) …
Guidance on Ship Energy Efficiency Management Plan Rev. 1
25 of 28
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
Guidance on Ship Energy Efficiency Management Plan Rev. 1
26 of 28
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
Guidance on Ship Energy Efficiency Management Plan Rev. 1
27 of 28
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.
Guidance on Ship Energy Efficiency Management Plan Rev. 1
28 of 28
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