BS ISO 15016:2015

Foreword
Introduction
1 Scope
2 Normative references
3 Terms and definitions
4 Symbols and abbreviated terms
5 Responsibilities
6 Trial preparations
7 Ship's condition
8 Trial boundary conditions
9 Trial procedures
10 Conduct of the trial
11 Data acquisition
12 Analysis procedure
13 Processing of the results
14 Reporting
15 Example of speed trial data analysis
Annex A (normative) - General information
        and trial log sheet
Annex B (normative) - Beaufort scale for
        wind velocity
Annex C (normative) - Resistance increase
        due to wind
Annex D (normative) - Resistance increase
        due to waves
Annex E (normative) - Effect of water temperature
        and water density
Annex F (normative) - Effect of current
Annex G (normative) - Effect of shallow water
Annex H (normative) - Effect of displacement.
Annex I (normative) - Conversion from trial condition to
        other stipulated load conditions
Annex J (normative) - Derivation of load variation coefficients
Annex K (informative) - Analysis of direct power method
Bibliography

Describes the following procedures to be applied in the preparation, execution, analysis and reporting of speed trials for ships, with reference to the effects which may have an influence upon the speed, power and propeller shaft speed relationship: - the responsibility of each party involved, - the trial preparations, - the ship's condition, - the limiting weather and sea conditions, - the trial procedure, - the execution of the trial, - the measurements required, - the data acquisition and recording, - the procedures for the evaluation and correction, - the processing of the results.

The primary purpose of speed and power trials is to determine a ship’s performance in terms of ship’s speed, power and propeller shaft speed under prescribed ship’s conditions and thereby verify the satisfactory attainment of a ship’s speed stipulated by EEDI regulations and/or contract.

This International Standard defines and specifies the following procedures to be applied in the preparation, execution, analysis and reporting of speed trials for ships, with reference to the effects which may have an influence upon the speed, power and propeller shaft speed relationship:

• the responsibility of each party involved,

• the trial preparations,

• the ship’s condition,

• the limiting weather and sea conditions,

• the trial procedure,

• the execution of the trial,

• the measurements required,

• the data acquisition and recording,

• the procedures for the evaluation and correction,

• the processing of the results.

The contracted ship’s speed and the ship’s speed for EEDI are determined for stipulated conditions and at specific draughts (contract draught and/or EEDI draught). For EEDI, the environmental conditions are: no wind, no waves, no current and deep water of 15°C.

Normally, such stipulated conditions are unlikely to be experienced in part or in full during the actual trials. In practice, certain corrections for the environmental conditions such as water depth, surface wind, waves, current and deviating ship draught, have to be considered. For this purpose, during the speed and power trials, not only are shaft power and ship’s speed measured, but also relevant ship data and environmental conditions.

The applicability of this International Standard is limited to ships of the displacement type.

In this International Standard, it was decided that the unit to express the amount of an angle should be “rad” (radian) and that the unit of speed should be “m/s” (metres per second). Nevertheless, “°” (degree) as a unit for an angle and “knots” as a unit for speed may be used. However, the units for the angles and speeds which appear in calculation formulas are to be “rad” and “m/s” without exception. Moreover, for the convenience of the users of this International Standard, numerical values using the units of degree and knots are stated jointly at appropriate places.

If it is physically impossible to meet the conditions in this International Standard, a practical treatment is allowed based on the documented mutual agreement among the Owner, the Verifier and the Shipbuilder.