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COMPANY MANAGEMENT SYSTEM
SEEMP Manual
SHIP ENERGY EFFICIENCY MANAGEMENT PLAN (SEEMP)
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DOCUMENT CONTROL
Manual / Copy No.
Holder
1
Master
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RECORD OF REVISIONS
Issue Revision Number Number 1
Issue No. 1
0
Effective Date
Reference to Sections – Description of Revision
01/12/2018
Issued for SEEMP Part II Approval
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TABLE OF CONTENTS
PAGE DOCUMENT CONTROL ...............................................................................................1 RECORD OF REVISIONS ............................................................................................2 TABLE OF CONTENTS ................................................................................................3 DEFINITIONS AND ABBREVIATIONS..........................................................................6 PART I SHIP MANAGEMENT PLAN TO IMPROVE ENERGY EFFICIENCY 1.
INTRODUCTION ............................................................................................ I-1
1.1.
BACKGROUND .............................................................................................. I-1
1.2.
SCOPE ........................................................................................................... I-2
1.3. 1.4.
COMPANY POLICY ON ENERGY EFFICIENCY MANAGEMENT ................. I-3 PLAN REVIEW ............................................................................................... I-3
2.
METHODOLOGY ........................................................................................... I-4
2.1.
PLANNING ..................................................................................................... I-4 2.1.1. Ship-specific Measures ....................................................................... I-4 2.1.2. Company-specific Measures ............................................................... I-5 2.1.3. Human Resource Development .......................................................... I-5 2.1.4. Goal Setting ........................................................................................ I-5
2.2.
IMPLEMENTATION ........................................................................................ I-5 2.2.1. Establishment of Implementation System ............................................ I-5 2.2.2. Implementation and Record-keeping ................................................... I-5
2.3.
MONITORING ................................................................................................ I-6
2.4. 3.
SELF-EVALUATION AND IMPROVEMENT ................................................... I-6 MEASURES ................................................................................................... I-7
3.1.
VOYAGE OPTIMIZATION .............................................................................. I-7 3.1.1. Speed Optimization ............................................................................. I-7 3.1.2. Weather Routing ................................................................................. I-8 3.1.3. Just in Time Arrival .............................................................................. I-8 3.1.4. Optimized Heading Control / Auto-Pilot Function................................. I-8 3.1.5. Trim & Ballast Optimization ................................................................. I-8
3.2.
3.1.6. Ballast Exchange Optimization ............................................................ I-8 PROPULSION RESISTANCE MANAGEMENT .............................................. I-9 3.2.1. Hull Resistance ................................................................................... I-9 3.2.2. Propeller Resistance ......................................................................... I-10 3.2.3. Hydrodynamic Improvement Devices ................................................ I-10
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PAGE 3.3.
MACHINERY OPTIMIZATION ...................................................................... I-12 3.3.1. Main Engine ...................................................................................... I-12 3.3.2. Auxiliary Engines............................................................................... I-12 3.3.3. Fuel Oil Quality ................................................................................. I-13
3.4.
3.3.4. Waste Heat Recovery ....................................................................... I-13 PERSONNEL AWARENESS AND TRAINING .............................................. I-14 3.4.1. Shore Personnel Training.................................................................. I-14 3.4.2. Crew Familiarization .......................................................................... I-14
4.
3.4.3. Best Practices ................................................................................... I-14 FLEET MONITORING / BENCHMARKING .................................................. I-15
4.1.
IMPLEMENTATION AND RECORD-KEEPING ............................................ I-15
4.2.
MONITORING TOOLS ................................................................................. I-16
4.3. 4.4.
BENCHMARKING ........................................................................................ I-16 SELF-EVALUATION AND IMPROVEMENT ................................................. I-16
ANNEX I – GUIDELINES FOR CO2 EMISSIONS CALCULATION ........................... I-17 ANNEX II – BEST PRACTICES ............................................................................... I-19 ANNEX III – ENERGY EFFICIENCY MEASURES ................................................... I-22 PART II SHIP FUEL OIL CONSUMPTION DATA COLLECTION PLAN 1.
INTRODUCTION ........................................................................................... II-1
1.1.
BACKGROUND ............................................................................................. II-1
1.2.
SCOPE .......................................................................................................... II-1
1.3.
EMISSION FACTORS ................................................................................... II-2
1.4.
COMPLETENESS OF EMISSION SOURCES ............................................... II-2
2.
METHODOLOGY .......................................................................................... II-3
2.1.
FUEL OIL CONSUMPTION ........................................................................... II-3 2.1.1. Methodology ...................................................................................... II-3 2.1.2. Procedure .......................................................................................... II-4 2.1.3. Regular Cross-Checks ....................................................................... II-4 2.1.4. Measurement Instruments .................................................................. II-4 2.1.5. Recording Requirements.................................................................... II-4 2.1.6. Fuel Densities .................................................................................... II-5 2.1.7. Ensuring Quality Assurance of Measuring Equipment ........................ II-5
2.2.
DISTANCE TRAVELLED ............................................................................... II-5
2.3.
HOURS UNDERWAY .................................................................................... II-5
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PAGE 3.
REPORTING DATA ...................................................................................... II-6
3.1.
ANNUAL DATA REPORT .............................................................................. II-6
3.2.
ADDITIONAL DOCUMENTATION ................................................................. II-6
3.3.
LEAVING MANAGEMENT............................................................................. II-6
3.4. 4.
CHANGE OF FLAG ....................................................................................... II-6 DATA QUALITY ............................................................................................ II-7
4.1.
FUEL CONSUMPTION .................................................................................. II-7
4.2.
DISTANCE TRAVELLED ............................................................................... II-7
4.3. 5.
HOURS UNDERWAY .................................................................................... II-7 MANAGEMENT ............................................................................................ II-8
5.1.
RESPONSIBILITIES ...................................................................................... II-8 5.1.1. Onboard Personnel ............................................................................ II-8
5.2.
5.1.2. Shore Personnel ................................................................................ II-8 CONTROL ACTIVITIES ................................................................................. II-9 5.2.1. Internal Reviews and Data Validation ................................................. II-9 5.2.2. Corrections and Corrective Actions .................................................... II-9
APPENDIX – SHIP-SPECIFIC INFORMATION ........................................................ A-1 1.
SHIP IDENTIFICATION ................................................................................. A-1
2.
EMISSION SOURCES AND FUEL TYPES USED ......................................... A-1 2.1.
Emission Sources .............................................................................. A-1
2.2. 2.3.
Fuel Types ......................................................................................... A-2 Fuel Types per Emission Source ........................................................ A-2
3.
CONSUMPTION MEASUREMENT INSTRUMENTS USED .......................... A-2
4.
SAMPLE FORM OF SHIP FUEL OIL CONSUMPTION DATA COLLECTION PLAN (PART II OF THE SEEMP)........................................... A-3
5.
STANDARDIZED DATA REPORTING FORMAT FOR THE DATA COLLECTION SYSTEM ................................................................................ A-5
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DEFINITIONS AND ABBREVIATIONS
.1
DEFINITIONS
Benchmarking
The process of comparing the performance and practices of the Company preferably with leaders of the maritime industry, with the purpose of identifying, understanding and adopting available best practices, in order to assist the Company in improving its performance.
Calendar year
The period from 1 January until 31 December inclusive.
CO2 Emissions
The release of CO2 into the atmosphere by ships.
Company
The owner of the ship or any other organization or person such as the manager, or the bareboat charterer, who has assumed the responsibility for operation of the ship from the owner of the ship and who on assuming such responsibility has agreed to take over all the duties and responsibilities imposed by the International Management Code for the Safe Operation of Ships and for Pollution Prevention, as amended.
Distance travelled
The distance travelled over ground (length of the track that the ship follows according to its course over ground).
Energy Conservation Reduction in energy consumption associated with reduction of services and quantity of transported goods. Energy Efficiency
A ratio between an output of performance, service, goods, energy and an input of energy. Energy efficiency is making the best use of the energy expended to obtain the maximum work done in order to achieve fuel savings. An increase in energy efficiency is when either energy inputs are reduced for a given level of service, or there are increased or enhanced services for a given amount of energy input.
Energy Savings
An amount of energy saved determined by measuring before and after implementation of energy efficiency improvement measures. For example, changing incandescent lamps with compact fluorescent lamps providing the same luminosity with lower energy consumption increases the energy efficiency of the lighting system.
Fuel consumption
All fuel oil1 consumed onboard, including but not limited to the fuel oil consumed by the main and auxiliary engines, boilers, gas turbines and inert gas generators (as applicable), for each type of fuel oil consumed, regardless of whether a ship is underway or not.
MARPOL Annex VI Regulation 2.9 defines “fuel oil” as “fuel oil means any fuel delivered to and intended for combustion purposes for propulsion or operation onboard a ship, including gas, distillate and residual fuels”. 1
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Gross tonnage (GT)
The metric gross tonnage calculated in accordance with the tonnage measurement regulations contained in Annex 1 to the International Convention on Tonnage Measurement of Ships, 1969, or any successor convention.
Hours underway
The aggregated duration while the ship is underway under its own propulsion.
Port of call
The port where a ship stops to load or unload cargo; consequently, stops for the sole purposes of re-fueling, obtaining supplies, relieving the crew, going into dry-dock or making repairs, stops in port because the ship is in need of assistance or in distress, and stops for the sole purpose of taking shelter from adverse weather or rendered necessary by search and rescue activities are excluded.
Reporting period
Means one calendar year during which CO2 emissions have to be monitored and reported. For voyages starting and ending in two different calendar years, a statistical method such as a rolling average using voyage days will be used to determine the tank readings on 1 January / 31 December respectively (see Part II Section 2.1).
Safety Management System (SMS)
means a structured and documented system enabling company personnel to implement effectively the company safety and environmental protection policy, as defined in paragraph 1.1 of International Safety Management Code.
Ship at berth
A ship which is securely moored or anchored in a port while it is loading or unloading, including the time spent when not engaged in cargo operations.
Ship fuel oil consumption data
The data required to be collected on an annual basis and reported as specified in MARPOL Annex VI Appendix IX.
Time of arrival
The moment that the ship is at berth for the first time at the port of destination to load or unload cargo.
Time of departure
The moment that the ship leaves its final berth of the port of origin.
Tons of CO2
Metric tons of CO2.
Voyage
Means any movement of a ship that originates from or terminates in a port of call and that serves the purpose of transporting cargo for commercial purposes.
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ABBREVIATIONS
A/B: A/E: ASTM: BDN: BWMP: C/E: CFL: CMS: C/P: DCP: DCS: EEDI: EEM: EEOI: FO: FW: GHG: GMT: GPS: HFO: HID: HSSE: IMO: KPI: LFO: MCR: MDO: M/E: MGO: MT: OPL: ORB: OWS: PMS: ROB: RPM: SEEMP: SFOC: SW: UWHR: WSNP:
Auxiliary Boiler Auxiliary Engine American Society for Testing and Material Bunker Delivery Note Ballast Water Management Plan Chief Engineer Compact Fluorescent Light Company Management System Charter Party Data Collection Plan Data Collection System Energy Efficiency Design Index Energy Efficiency Measure Energy Efficiency Operational Indicator Fuel Oil Fresh Water Green House Gas Greenwich Mean Time Global Positioning System Heavy Fuel Oil Hydrodynamic Improvement Device Health, Safety, Security & Environment International Maritime Organization Key Performance Indicator Light Fuel Oil Maximum Continuous Rating Marine Diesel Oil Main Engine Marine Gas Oil Metric Ton Outside Port Limits Oil Record Book Oily Water Separator Planned Maintenance System Remaining On Board (quantity) Revolutions Per Minute Ship Energy Efficiency Management Plan Specific Fuel Oil Consumption (measured in gr/kWh) Sea Water Under Water Hull Roughness (measured in μm) Weather and Safe Navigation Permitting
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PART I SHIP MANAGEMENT PLAN TO IMPROVE ENERGY EFFICIENCY 1.
INTRODUCTION
1.1.
BACKGROUND
International shipping accounts for approximately 2.2% and 2.1% of global CO2 and GHG emissions on a CO2 equivalent (CO2e) basis, respectively (source: third IMO GHG Study, 2014). Although shipping is by far the most energy-efficient mode of commercial transport, various studies have shown that GHG emissions from shipping will increase over time if left unchecked (see below graph).
Exhaust gas emissions from ships include GHGs such as carbon monoxide (CO), carbon dioxide (CO2), sulphur oxides (SOx), nitrogen oxides (NOx), unburned hydrocarbons (HxCx) and particulate matters (PM). These emissions have an environmental impact since they are known to contribute to global warming, acid rain, eutrophication, rising levels of ground level ozone, affecting also ecosystems and human health.
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International regulations for the reduction of SOx and NOx emissions from shipping are already in place including the use of low-sulphur fuel oil and the installation onboard of engines with maximum NOx emission limits. Regulations for the reduction of CO2 emissions are also in place since 2013 (i.e. SEEMP and EEDI) and remain high on the IMO agenda with a view to enforcing Market Based Measures (MBMs) for the reduction of CO2 emissions in the near future. It is further noted that almost all carbon entering the engine combustion is oxidized to form CO2 which is emitted to the atmosphere with the exhaust gases. Hence, CO2 emissions from the engine are directly proportional to the carbon content of the fuel and fuel consumption. This ship-specific Plan has been prepared in accordance with MARPOL Annex VI and IMO DCS requirements, as well as taking into account the 2016 Guidelines for Development of a SEEMP, adopted through Resolution MEPC.282(70).
1.2.
SCOPE
The purpose of Part I of this Plan is to establish a management tool for the Company and the vessels under its management with the aim of continually improving the energy efficiency of the fleet’s operation. Furthermore, this Plan provides guidance and standard practices on best energy management under the various operational modes of the ship, as well as information for raising awareness on energy efficiency matters, taking into account that safety considerations should be paramount at all times and that the trade a ship is engaged in may determine the feasibility of the efficiency measures under consideration.
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Part I of this Plan, which contains: .1
.2
the procedures and measures designed to be implemented on a Company level (Part I Section 3) with the aim of improving the energy efficiency of the fleet; and the ship-specific Energy Efficiency Measures (Part I Annex III);
seeks to improve a ship’s energy efficiency through four steps: planning, implementation, monitoring, and self-evaluation and improvement. These components, which are further explained in Part I Section 2, play a critical role in the continuous cycle to improve ship energy management. With each iteration of the cycle, some elements of the Plan will necessarily change while others may remain as before. This Plan applies to all fleet vessels; it has been developed so as to limit the onboard administrative burden to the minimum necessary.
1.3.
COMPANY POLICY ON ENERGY EFFICIENCY MANAGEMENT
The Company believes that although shipping is by far the most fuel-efficient mode of transport, additional action has to be taken to further improve the energy efficiency of ship-related operations. The Company also recognizes that burning fossil fuels, such as diesel and heavy fuel oil, results in many environmental impacts. When fuel is combusted, pollutants such as carbon, nitrogen and sulphur oxides are emitted to the atmosphere. These can contribute to the greenhouse effect and to acid rain. The prime way in reducing the effects of these emissions is to effectively control and conserve energy wherever possible. In order to enhance the energy efficiency of shipboard operations, the Company is committed to: .1
.2 .3
1.4.
Establishing and maintaining a Ship Energy Efficiency Management Plan (SEEMP) which should be regularly reviewed by the management of the Company. This Plan, which applies to all fleet vessels, provides standard procedures and practices on best energy management under the various operational modes of the vessel. Promoting environmental and energy efficiency awareness through training to shore and sea-going personnel. Monitoring and complying with all applicable legal requirements related to ship energy efficiency management.
PLAN REVIEW
The Plan is reviewed by the Company’s management on an annual basis or whenever necessary. The Record of Revisions included in this Plan is used for tracking the most recent version of the ship’s SEEMP. Each version of the Plan has a unique version number and effective date.
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METHODOLOGY
The Company has issued this Plan with the aim of reducing CO2 and other GHG emissions from ship operations, and as part of a culture of fostering continual improvement. However, for its implementation, roles and responsibilities need to be defined and targets need to be set. The SEEMP seeks to improve a ship’s energy efficiency through four steps: planning; implementation; monitoring and measuring; and self-evaluation and improvement. These components play a critical role in the continuous cycle to improve ship energy management. Furthermore, the SEEMP provides standard procedures and practices on best energy management under the various operational modes of the ship, as well as information regarding industry- and IMO-led initiatives aiming at reducing GHG emissions from ships.
2.1.
PLANNING
Planning is a crucial stage of the SEEMP since it primarily determines both the current status of ship energy usage, as well as expected improvement of energy efficiency. 2.1.1. Ship-specific Measures There is a variety of options to improve efficiency, such as speed optimization, weather routing, hull maintenance, etc. Not all measures can be applied to all ships, or even to the same ship under different operating conditions, and also some of them may be mutually exclusive. Ideally, the initial measures could yield to energy and cost saving results. These can be re-invested later on into more complex and / or expensive efficiency upgrades identified in the SEEMP. Measures for improving the operational efficiency of this ship are set out in Annex III; these can be used to facilitate this part of the planning phase. Furthermore, the responsible personnel (both ashore and Issue No. 1
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onboard), the relevant monitoring methods, associated targets, etc. for each measure are also included therein. 2.1.2. Company-specific Measures The energy efficiency improvement of ship operation does not necessarily depend upon the Company alone. It may also depend upon various stakeholders such as ship repair yards, charterers, cargo owners, ports and traffic management services. For example, “just in time” arrival requires early and efficient communication among the Company, charterers, ports and traffic management service providers. The better coordination among such stakeholders, the more improvement can be expected. In this sense, the Company has established this Plan to manage its fleet and try to achieve the best necessary coordination among relevant stakeholders. All energy efficiency measures applicable to the Company’s fleet, either adopted by the Company or under consideration to be adopted in the future, are included in Part I Section 3. 2.1.3. Human Resource Development Raising personnel awareness and providing appropriate training and communication methods to both shore and sea-going personnel are important elements to achieve effective and continual implementation of the adopted measures. Such human resource development is considered an important component of planning, thus playing also a critical part to implementing the SEEMP. Relevant measures to be considered are included in Part I Section 3.4. 2.1.4. Goal Setting The last part of planning is goal setting. The purpose of goal setting is to serve as a signal which the personnel involved should be conscious of, to create an incentive for proper implementation, and to increase commitment to the improvement of energy efficiency. The goal should be measurable and easy to understand and can take any form, such as the annual fuel consumption or a specific target of EEOI.
2.2.
IMPLEMENTATION
2.2.1. Establishment of Implementation System After identifying the measures to be implemented, a system for their implementation needs to be established for the Company’s fleet by developing the procedures for energy management, defining relevant tasks and assigning them to qualified personnel. The SEEMP will thus describe how each measure shall be implemented as well as different personnel responsibilities. 2.2.2. Implementation and Record-keeping Record-keeping for the implementation of each measure is beneficial for selfevaluation at a later stage. If any identified measure cannot be implemented for any reason(s), the reason(s) should be recorded for internal use.
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MONITORING
Continuous and consistent data collection is the foundation of monitoring. The energy efficiency of the ship shall be monitored quantitatively. A monitoring system for the Company’s fleet, including the procedures for data collection and responsible personnel assignments, has been developed and is described in this Plan.
2.4.
SELF-EVALUATION AND IMPROVEMENT
Self-evaluation and improvement is the final phase of the management cycle. This phase should produce meaningful feedback for the subsequent 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; to deepen the understanding of the overall characteristics of the ship’s operation such as what types of measures can or cannot function effectively and how / why; to comprehend the trend of the efficiency improvement of the ship; and to develop an improved SEEMP for the next cycle.
In this respect, self-evaluation shall be implemented by using data collected through monitoring, and shall include the identification and implementation of appropriate improvement measures. In addition, effort will be made to identify the cause-and-effect of the performance during the evaluated period for improving the next stage of the SEEMP.
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MEASURES
As part of the planning stage of the SEEMP, a series of Energy Efficiency Measures (EEMs) have been considered. These measures are listed below providing an overview of the actions that may be taken for each ship. This Section of the SEEMP identifies potential energy-saving measures that could be undertaken and explains how these measures could improve energy efficiency. Although not all of these measures may be implemented at this stage, their description may provide reference and guidance for future additional actions towards improving energy efficiency of the ship at a later stage of the SEEMP implementation. 3.1.
VOYAGE OPTIMIZATION
3.1.1. Speed Optimization The relationship between a ship’s speed and propulsion power is cubic rather than linear, which explains why it takes more power to increase the speed when a ship is travelling faster. As the speed increases, eventually a speed barrier is reached, often called the “wave wall” (see figure below). This enormous increase in power for further acceleration of the ship is caused by the equally enormous increase of the hull’s wave resistance, i.e. the resistance caused by the waves produced when the ship is moving through the water.
Therefore, depending on the prevailing wind and sea conditions, increasing the M/E load when no benefit in ship’s speed is observed should be avoided. Furthermore, the SFOC per power output increases under certain engine loads, with an optimum load usually ranging between 70%-75% of the M/E’s Maximum Continuous Rating (MCR). Speed optimization may produce significant savings. However, optimum speed means the speed where the fuel used per ton-mile is at a minimum level for that voyage. It does not mean minimum speed; in fact, sailing at less than optimum speed will eventually burn more fuel rather than less. Reference should be made to the engine Maker’s power / consumption curve and to the ship’s propeller curve and sea trials. Possible adverse consequences of slow speed operation may include increased vibration and sooting and these should be taken into account. Any charter party requirements should also be considered.
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3.1.2. Weather Routing Weather routing has a high potential for efficiency savings on specific routes. It is commercially available for all types of ships and for many trade areas. It is considered a useful tool particularly during bad weather seasons such as winter in the northern hemisphere and monsoon in the Indian Ocean. The option allows the operator to avoid adverse weather and obtain the best performance in speed consumption. This is particularly effective on transoceanic crossings where greater options for alternative routings exist. 3.1.3. Just in Time Arrival Just in Time Arrival involves reducing speed to reach the destination at a mutually agreed arrival time, thus avoiding spending time at anchor awaiting berth, tank space or cargo availability. The reduction in speed results in lower fuel consumption and reduced GHG emissions. The potential energy savings for Just in Time Arrival is assessed at 1-5%. 3.1.4. Optimized Heading Control / Auto-Pilot Function Making economic and optimal use of the ship’s auto-pilot software and heading control systems can achieve an improvement in open-sea efficiency. The correct mode of operation should be selected during open sea conditions which are dependent on the sea state (i.e. calm sea or more stormy conditions). 3.1.5. Trim & Ballast Optimization Whether laden or in ballast condition, trim has a significant influence on the resistance of a ship through water and optimizing trim may deliver fuel savings. For any given displacement, there is a certain trim with the minimum resistance. In order to ensure that the ship is on its most effective trim while at sea, checks should be undertaken throughout the voyage to determine if trim adjustments are necessary. Unnecessary ballast and large trims should be avoided. Ballast should be adjusted taking into consideration the requirements to meet optimum trim and steering conditions. This may be achieved either through trial runs and determination of optimum trim per speed and displacement, or through use of trim optimization software. Reference tables from new-building stage (where available) may also be followed. When determining the optimum ballast conditions, the limits, conditions and ballast arrangements set out in the ship’s approved Ballast Water Management Plan should always be observed. 3.1.6. Ballast Exchange Optimization Ballast exchange (where applicable) should be conducted taking into consideration the provisions and requirements of the ship’s approved Ballast Water Management Plan (BWMP). In case the ship’s BWMP allows for both sequential and flow-through methods to be employed, preference should be given to the use of sequential method (WSNP), as this method burns less fuel (the ballast pumps operate for smaller periods of time).
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PROPULSION RESISTANCE MANAGEMENT
3.2.1. Hull Resistance Hull resistance tends to increase over time, leading to increased fuel consumption. The change in hull resistance is a function of the change in under water hull roughness (UWHR) and fouling after a dry-dock.
The Figures above show the relationship between UWHR and increase in power needed / speed decrease respectively for a tanker / bulk carrier, by change in UWHR. There are various methods to improve hull resistance, the most prominent of which are presented below. .1
Hull Coating
Anti-fouling coating systems are used to improve the speed and energy efficiency of ships by preventing organisms such as barnacles and weed from building-up on the underwater hull surface, thus increasing the ship’s friction resistance. They provide ultra-smooth, slippery, low friction, hydrophobic or hydrophobic / hydrophilic combination surfaces onto which fouling organisms have difficulty settling. The advanced technology of these coating systems provides a high-performance solution to fouling control which could improve fuel efficiency and speed increase up to 4%. However, the effectiveness of these systems in terms of fuel efficiency will depend largely on the level of maintenance and cleaning undertaken. .2
Hull Cleaning
Hull cleaning is a very effective way to reduce hull resistance and improve overall efficiency. As it is evident from the table below, hull fouling may significantly increase the drag on a ship, thus reducing the speed and increasing the fuel consumption, which is usually the case for a significant number of ships approaching their drydocking due time. Fouling Degree Increase in Resistance (%) Clean 0 Light slime 10 Heavy slime 20 Small calcareous fouling or weed 34 Medium calcareous fouling 52 Heavy calcareous fouling 80
Increase in Power Required (%) 0 10 21 35 54 86
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be inspected for fouling. If significant marine growth is found on the hull, an immediate decision to clean the hull could be made by the Company. 3.2.2. Propeller Resistance The propeller plays an important role in a ship’s propulsion overall efficiency; polishing and / or coating the propeller are considered to be the two most prominent options in terms of propeller efficiency improvement. .1
Propeller Polishing
Routine in-water polishing of the propeller may lead to an improvement in efficiency. Note that during routine propeller polishing the opportunity for a diver inspection of the remainder of the hull is useful in terms of monitoring hull fouling. .2
Propeller Coating
As an alternative to propeller polishing, coating systems may be used to improve smoothness and hydrodynamic performance of the propeller. Observations on the performance of propeller coatings have been mixed, with frequent propeller polishing yielding similar efficiency results. 3.2.3. Hydrodynamic Improvement Devices Several Hydrodynamic Improvement Devices (HIDs) exist that aim at reducing fuel consumption through several different methods. Some of the most common HIDs considered by the Company are outlined below. .1
Ducts
Ducts are HIDs which equalize and stabilize the wake flow to the propeller and generates a pre-swirl to reduce the rotational losses in the propeller slipstream resulting in either a significant fuel saving at a given speed or alternatively for the vessel to travel faster for a given power level. The most prominent types are the Schneekluth Duct and the Mewis Duct. The Schneekluth Duct (pictured right) consists of two nozzleshaped half ring ducts which are installed on both sides of the stern ahead of the propeller. Their diameters are about the same as the radius of the propeller and their chord is smaller than the diameter. Savings of 1-4% have been reported. The Mewis Duct (pictured below) consists of two strong fixed elements mounted on the vessel: a duct positioned ahead of the propeller together with an integrated fin system within. The duct straightens and accelerates the hull wake to the propeller and also produces a net ahead thrust. The fin system provides a pre-swirl to the ship wake which reduces losses in propeller slipstream, resulting in an increase in propeller thrust at given propulsive power. Both effects contribute to each other. The achievable power savings from the Mewis Duct are strongly dependent on the propeller thrust loading, from 3% for small multipurpose ships up to 9% for large tankers and bulk carriers. Other ducts include the Sumitomo Integrated Lammeren Duct (SILD), the Super Stream Duct (Hitachi Zosen Nozzle), and others.
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Propeller Boss Cap Fins (PBCF)
A propeller generates vortices from its hub, which reduce its efficiency, and is prone to cavitation. PBCFs (pictured right) are small fins attached to the propeller hub which are designed to reduce the magnitude of the hub vortices, thereby recovering the lost rotational energy, and reducing the cavitation. Gains in efficiency of up to 5% have been reported, although gains of the order of 2-3% appear to be more common. Manufacturers claim that PBCF increases thrust over by 1%, reduces shaft torque by over 3% and lightens the propeller torque-rich conditions. Moreover, the produced effect covers a wide range of operating speeds. The main advantages of the system are that PBCF is applicable to every ship type and it is a simple structure like an ordinary boss cap with added fins shape. This is a robust system with low maintenance as no rotating parts are involved. The PBCF is made of the same material as the propeller and is installed following the same procedure as the boss cap. .3
Rudder Bulbs
The goal of the application of energy saving devices in rudders is to increase the energy recovery ratio from the propeller losses since the rudder is located downstream of the propeller. There are three main sources of propeller losses: frictional, axial and rotational losses. Whenever the rudder is placed downstream of the propeller, rotational losses are recovered. There are many ways of doing this; one could be modifying the geometry of each horizontal profile of the rudder and adapting it to the velocity field. Other solutions could use devices such as the Costa bulb type (pictured left) or employ transversal fins. Towing tank facilities correlated the model test results for transverse fins to full scale values and state that up to 5% (HSVA) savings can be expected. However, SSPA model basin facilities state that the actual fuel savings vary from 0-3% only. .4
Fins Forward of the Propeller
The purpose of these devices is generally to improve the hydrodynamic flow before the propeller. The main application is to reduce the swirl resistance of the hull form, hence reducing the viscous pressure resistance.
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MACHINERY OPTIMIZATION
3.3.1. Main Engine .1
Performance Monitoring
The Company’s PMS should be strictly adhered to so that energy efficiency and fuel consumption are within Maker’s specifications. The C/E should utilize the shop trial report of the M/E, to check for poor engine performance. Moreover, excessive soot is an indication of poor combustion. Torque meters may be installed to monitor propeller shaft output over periods of time providing in this way the operational state of the propulsion plant and enabling the ship’s crew to optimize the operational parameters of the ship, thereby reducing fuel consumption. Furthermore, torque meters contribute to avoid over-stressing of the engine which in turn leads to reduced maintenance and repair costs. All the above parameters contribute also to voyage optimization by monitoring the exact fuel required for specific distance and attaining less consumption. A thorough monitoring of the bunker consumption may be performed periodically. Performance reports may be generated and evaluated taking into consideration parameters such as M/E load, RPM, speed, slip, hull and propeller condition, weather condition, fuel and cylinder oil consumption rate. Aside from a full understanding of the M/E manual and the relevant performance data being recorded by the C/E, performance monitoring hardware / software may also be utilized to facilitate the monitoring and analysis of engine performance data. .2
Speed, Power and Consumption Monitoring Devices
M/E monitoring devices may be used to measure load against speed as well as wear and tear to ensure that the Maker’s recommendations for maintenance are followed. .3
Cylinder Oil Consumption and Lubrication Control
The controlled reduction in the consumption of specific cylinder oils in line with the manufacturer’s recommendations for the relevant fuel quality and sulphur content may result in cost savings, cleaner engines and a small reduction in emissions. However, this presupposes the installation of a variable cylinder oil injection system, which will require precise calibration according to the fuel quality and Maker’s recommendations. 3.3.2. Auxiliary Engines .1
Load Optimization
The minimum number of Auxiliary Engines should run at all times without compromising the safety and security of the ship at any time. Auxiliary Engines should be used at optimum load and not run idle at low loads for standby. At sea, one generator should be sufficient for normal operation and ships should use one A/E, unless the load or operational requirements are above the 75-80% of the one engine’s maximum load. The consumption of electrical power during day and night should be reduced by all appropriate means. A/Es should be maintained in accordance with Makers’ instructions as described in the Company’s PMS, so that high efficiency and fuel consumption reduction may be achieved. Reference is also made to Annex II, where a set of energy efficiency best practices may be found, including guidance on proper A/E use and load optimization.
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Performance Monitoring
Monitor the performance of A/Es and compare measured parameters with shop trial reports.. When calculating the A/E’s SFOC, attention should be paid to the accurate recording of the A/E load. Ideally, it should be as steady as possible and at about 75% of the maximum load. In order to achieve a period of steady load it is suggested that air compressors be isolated from the air receivers / other intermittent load consumers during the performance measurements. 3.3.3. Fuel Oil Quality Using better quality fuel and/or a higher grade of fuel may lead to an improvement in engine efficiency and/or prevent degradation. When monitoring efficiency, systematic monitoring of the calorific value (MJ/kg) of fuel supplied and the quality of the fuel consumed may yield information on where improvements may be expected. Consideration should be given to issues that include fuel compatibility for sludge production minimization so that the plant may be kept in optimum operational condition. Ships are supplied with fuels in accordance with the specifications of ISO 8217 and comply with MARPOL and local regulations regarding the sulphur content in them. Although only reliable and recognized vendors are used to supply bunkers, the bunker quality may also be monitored so as to ensure the quality of both residual and distillate fuel oils. .1
Fuel Oil Analysis
Fuel samples are collected from every bunkering and are retained onboard as per MARPOL requirements. In addition, by carrying out independent FO analysis, the Company is closely monitoring the quality of the bunkers. FO analysis ensures that certain parameters that affect the FO calorific value (e.g. density, water content, calorific value, ash) are closely monitored. .2
Fuel Oil Additives
Experience has shown that, under certain circumstances, the addition of certain FO additives may improve combustion and overall engine performance and efficiency. Note, however, that fuel oil additives should not jeopardize the safety of the ship, be harmful to personnel or increase air emissions as per MARPOL Annex VI requirements. 3.3.4. Waste Heat Recovery Waste heat recovery systems are used as an effective way of capturing thermal energy created by the ship’s M/E and feeding this back into the energy supply network for either electricity generation or additional propulsion with a shaft motor.
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PERSONNEL AWARENESS AND TRAINING
It has been reported in the industry that even the same ship could differ as much as 12% in energy efficiency from one crew to another. This means that without a diligent involvement of each crew member, energy is lost. Company’s personnel (ashore and onboard) should be aware of the measures and initiatives in place aiming at continually improving energy efficiency. The following actions may be considered: 3.4.1. Shore Personnel Training An in-house training course on “Ship Energy Efficiency Management” may be carried out with the view to improving shore personnel’s awareness of onboard energy efficiency and areas in which energy can be conserved. The aim would be to integrate energy efficiency management into general ship management operations and to ensure that all relevant information is being used and understood by the Company’s personnel. 3.4.2. Crew Familiarization Officers onboard should be familiarized on the procedures and practices contained in this Plan as part of their initial onboard familiarization. Records are to be kept using Form F.SEEMP.2. 3.4.3. Best Practices A set of energy efficiency best practices has been developed and is included in Annex II. Implementation of this set of energy efficiency best practices will be checked using Form F.SEEMP.2.
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FLEET MONITORING / BENCHMARKING
4.1.
IMPLEMENTATION AND RECORD-KEEPING
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The Company has decided to adopt voluntary indexing of its ships’ environmental performance by using as a basic Energy Performance Indicator (EnPI) the EEOI as defined by IMO. An EEOI Rolling Average is calculated to monitor the energy efficiency of a ship over a certain period of time. Guidelines for the calculation of the EEOI are provided in Annex I. In order to improve the Company’s ships’ energy performance, a set of Energy Efficiency Measures (EEMs) has been adopted for this specific ship, following review of the guidance provided in Part I Section 3 of this Plan, as well as after reviewing and assessing available bibliography on which energy consumers onboard play the most significant role.
Sankey diagram: A generic energy flow within a ship These EEMs are included in Annex III. More specifically, Annex III includes: the energy efficiency measures adopted by the Company; the relevant reference to the section of this Plan where each specific measure and its contribution to energy efficiency is detailed; the implementation period for each specific measure; the associated target set and the assessment date for each measure; the applicable monitoring method for each measure; and the responsible person(s) / Department(s) (both onboard and ashore) for each specific measure’s monitoring / implementation.
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MONITORING TOOLS
The implementation of benchmarking relies on accurate and verifiable data. Since collection of quality data is normally a practical issue, it is important that the available data sources are identified and used. For ship performance benchmarking / rating purposes, the following data sources shall be used: Ship’s technical specification and certificates. Sea / shop trial reports. Ship reports (e.g. Daily Noon Reports, etc.). BDN data. Ship’s logbooks and other official documentation. To ensure consistency, benchmarking should be carried out using either commissioning trial data (design rating) or data from dedicated in-service trials (operation rating). For engines, shop test data and data from dedicated in-service trials may be used. It is noted that when a ship diverts from its scheduled passage to engage in search and rescue operations, data obtained during such operations need not be used in ship energy efficiency monitoring. 4.3.
BENCHMARKING
The Company is carrying out internal and external benchmarking for all fleet vessels with regard to energy efficiency. All KPIs mentioned in Section 4.1 above for each vessel are benchmarked against other fleet vessels of the same type with the aim of identifying energy improvement opportunities. 4.4.
SELF-EVALUATION AND IMPROVEMENT
At the end of each implementation period and during the Company’s self-evaluation process, the selected measures will be evaluated for their effectiveness and suitability. During this process, new measures’ implementation can be established and existing measures’ implementation can persist in the future or cease depending on their evaluation outcome.
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ANNEX I – GUIDELINES FOR CO2 EMISSIONS CALCULATION
.1
BACKGROUND
Guidelines for the calculation of a ship’s Energy Efficiency Operational Indicator (EEOI) have been adopted by IMO through MEPC.1 /Circ.684. The methodology and the use of EEOI, as described below, provide a transparent and recognized approach for assessment of the energy efficiency of a ship with respect to CO2 emissions. .2
DATA SOURCES
Primary data sources used for EEOI calculation should be the ship’s logbooks (bridge logbook, engine logbook, deck logbook and other official records). The collection of ship data includes the quantity and type of fuel used, the cargo carried and the distance sailed, corresponding to the transported cargo. .3
EEOI CALCULATION
In its most simple form the EEOI is defined as the ratio of mass of CO2 (M) emitted per unit of transport work: Indicator = MCO2 / (transport work) The basic expression for EEOI for a voyage is defined as follows:
EEOI
FC
j
CFj
j
(1)
mc arg o D
Where the average of the indicator for a period or for a number of voyages is obtained, the EEOI is calculated as: Average EEOI
(FC i
ij
CFj )
j
(2)
(mc arg o,i Di )
i
Where: j= i= FCij = CFj =
Fuel type Voyage number Mass of consumed fuel j at voyage i (metric tons) Non-dimensional conversion factor between fuel j consumption measured in grams and CO2 emission also measured in grams based on carbon content. The value of CF is given in the table below. mcargo,i = Cargo mass carried during voyage i (metric tons) Di = Distance in nautical miles corresponding to the cargo carried during voyage i. The unit of EEOI depends on the measurement of cargo carried, e.g. tons CO2 / (tons x nautical miles). It must be noted that equation (2) does not give a simple average of EEOI among number of voyages i, rather a Rolling Average.
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Diesel / Gas Oil
ISO 8217 Grades DMX to DMC
Content 0.875
(t-CO2/t-Fuel) 3.206000
Light Fuel Oil (LFO)
ISO 8217 Grades RMA to RMD
0.86
3.151040
Heavy Fuel Oil (HFO)
ISO 8217 Grades RME to RMK
0.85
3.114400
Liquefied Petroleum Gas (LPG)
Propane
0.819
3.000000
Butane
0.827
3.030000
0.75
2.750000
Liquefied Natural Gas (LNG)
Data on fuel consumption / cargo carried and distance sailed will be collected using Form F.SEEMP.1. NOTES: Ballast voyages, as well as voyages which are not used for transport of cargo, such as voyage for docking service (mcargo = 0), should also be included. Voyages for the purpose of securing the safety of a ship or saving life at sea should be excluded. The CO2 indicator may be converted from gr/ton-mile to gr/ton-km by multiplication by 0.54.
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ANNEX II – BEST PRACTICES
.1
PROPULSION SYSTEM
.1.1
.1.5
Depending on the prevailing wind and sea conditions, avoid increasing the M/E load without corresponding benefit in ship speed. An indication of this is the slip. Generally, avoid increasing the speed above the minimum required for safety and possibly commercial reasons during adverse weather conditions. Maintain M/E components directly affecting M/E performance like the T/C, air cooler, fuel injection system, liner and piston, piston rings, etc. to a good condition to ensure maximum possible M/E total efficiency (i.e. the ratio of the shaft power to the power of the fuel burnt in the engine). Ensure that engine components are maintained as per Makers’ instructions and PMS. Eliminate fuel oil leakages from fuel pumps and lube oil leakages from crankcase doors and stuffing boxes. Cylinder oil consumption should be minimized by checking piston rings and reducing the feed rate. Maintain adequate spare parts as per minimum safety stock list.
.2
AUXILIARY ENGINES
.2.1 .2.2
.2.4 .2.5
Operate electric loads having also energy efficiency in mind. Exercise load management whenever possible with the aim to minimize the number of running generators and maximizing the load factor. Carry out good maintenance of A/Es so that 1 unit may carry the electric load at sea. Check performance periodically to ensure good operation. Carry out engine's overhaul as per Maker’s instructions and Company’s PMS.
.3
AUXILIARY BOILERS
.3.1
Avoid operating boilers at low load as much as possible, since efficiency i.e. kg of produced steam divided by kg of burnt FO is deteriorating. Frequently check the color, size and shape of the burner flame and the color of the exhaust gas. Generally, flames must be of a yellow to white color. A white flame may be an indication of extra excess air. Although this results in invisible exhaust gas extra excess air is heated up and thrown through, the exhaust duct reduces the efficiency. Colorless exhaust gas does not automatically mean efficient combustion (excess air may be much more than the recommended 15%). On the other hand, more orange color flames may be an indication of poor combustion, which show also as heavy brown or black smoke. Flame shape and size must fit to the combustion chamber. Generally, flames should not contact the tubes and brickwork, as these can cause mechanical damage. To monitor combustion efficiency more accurately the periodical use of a combustion analyzer is suggested. Frequently monitor and control boiler water quality, which affect water tube deposits, which in turn cause decreased heat transfer efficiency to boiler water. Adjust frequency and quantity of boiler water blow-down to minimize dissolved solids on the one hand but also minimize clean hot water loss on the other. Carry out boiler water side chemical cleaning and furnace side cleaning at when there is indication of reduced efficiency that cannot be attributed to burner problems.
.1.2
.1.3 .1.4
.2.3
.3.2
.3.3 .3.4 .3.5
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.3.6
.3.7
.3.8 .3.9
.3.10 .3.11 .3.12
.3.13 .3.14
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Minimize steam and condensate piping drainage as far as possible. Bear in mind that the drained water and especially the steam that follows is never returned into the system and represents some energy loss. Establish a regular inspection program for steam traps installed at the outlet of the various steam consumers in the E/R. Steam traps proper operation can be easily checked by installing cocks and brass drain pipes to the trap lower part (at the bottom of the filter housing). By opening the cock, it can be verified if condensate or live steam is extracted. In the latter case, the trap is not fulfilling its purpose of stopping steam to enter the condensate return system. Escaping steam represents energy loss. Inspection frequency depends on the age and size of the installation and must be decided on a case by case basis. It is suggested to start with quarterly intervals. Increase boiler steam production efficiency by frequently washing the tubes at FO burning side and exhaust gas side. The temperature of oiler feed water in the cascade tank to be kept 85 deg C. When in cool areas, the cooling sea water to the atmospheric condenser must be closed. Steam pipes and heaters should be properly insulated. Boiler pressure and dump valve pressure should be correctly tuned to prevent unnecessary opening of dump valve or trip of boiler. Establish a regular inspection program for steam and condensate return piping insulation. External surface temperatures shall generally not exceed 50 deg C. Ensure that valve blankets and piping insulation are restored to original condition after repairs. Heating coils in Engine Room tanks and bunker tanks should be tight. Maximize heat capacity extracted from the Exhaust Gas Boiler to use it for heating the cargo (as applicable).
.4
AUXILIARY PUMPS, MOTORS, ETC.
.4.1
Manage efficiently the pumping system by operating the minimum number of pumps for the minimum loads required. Reduce the number of running pumps (i.e. by using the port cooling SW pumps and port jacket FW pumps) when at port or anchorage. Maintain pumps to best possible condition. Avoid excessive wear ring clearances which reduce the hydraulic efficiency of the pump. Electrical equipment / motors, generators, switchboards, panels, breakers should be inspected and cleaned as per PMS. Coolers should be cleaned regularly for improved performance and to maintain pressures & temperatures within Makers’ values.
.4.2 .4.3 .4.4 .5
HVAC SYSTEM
.5.1 .5.2
Set thermostat to 27 deg C in the summer and 21 deg C in the winter. Maintain adequate quantity of refrigerant in the system for proper operation. An amount of liquid refrigerant must be present in the condenser. Minimize use of the cooling system during satisfactory ambient conditions (say between 20-25 deg C, less than 70% RH and stay at port or anchorage), since efficiency of cooling at such conditions is generally low. Ensure the compressor load / unload control is always in good operating condition. Ensure the AHU filter and cooling and heating elements are regularly cleaned.
.5.3
.5.4 .5.5
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.5.6
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.5.8
Maximize air recirculation as far as possible, to increase energy efficiency. Of course, there is an upper limit to recirculation to maintain healthy conditions in the accommodation. Regularly check and adjust/ replace AHU fan drive belts and bearings for optimum operation. Ensure supply duct insulation is kept in good condition.
.6
LIGHTING
.6.1 .6.2
Turn off the lights in your cabin when you go for work. Turn off the lights in usually unoccupied spaces. Keep only safety lights on, if required. Switch off accommodation external lights during daylight Avoid ordering or procuring old T12 type tube fluorescent lamps (TFLs). Order T8 which are more energy efficient instead. Order lamps and TFLs in particular taking into account not only the electrical power but also the luminous efficiency, i.e. the ratio of luminous flux (lumens) to electrical power consumed (watt).
.5.7
.6.3 .6.4 .6.5
.7
ACCOMMODATION AREA
.7.1 .7.2
.7.7
Save water by proper use of washing machines. External accommodation doors / windows to be kept closed while air-condition / heating is working. Switch off unnecessary accommodation fans. Make proper use of galley equipment (switch off hot plates when not in use). Eliminate frequent opening of reefer rooms’ doors. Unnecessary operation of galley exhaust fan to be avoided. It should be used when cooking foods produce smoke (i.e., when frying or grilling). All computers should be turned-off when they are not in use.
.8
COMPRESSED AIR SYSTEM
.8.1
Use minimum air pressure for each required use. Operate service and control air compressors for E/R control pneumatic loads. Operate main air compressors only for keeping the main air receivers pressurized for engine starting. Install pressure regulators before each control and service consumer (e.g. diaphragm pump), and ensure it is adjusted to the pressure required for the particular consumer. Minimize air leakages as far as possible by frequent inspection of piping, valves and equipment. Avoid the use of pneumatic equipment and tools, if there is no safety restriction indicating their use. Remember that the compressed air system efficiency if only about 10%. Use electric or manually operated tools, if possible. Avoid unregulated uses of compressed air like unregulated hoses, used for cleaning and personnel ventilation. This practice is both unsafe and highly inefficient. Install pressure regulators and blow guns instead. Minimize system pressure drop by maintaining filters and air dryers downstream of the compressors in a clean condition. Keep M/E Air Compressors on manual mode at ports. Air compressors operation should be compared with sea trials results.
.7.3 .7.4 .7.5 .7.6
.8.2 .8.3
.8.4
.8.5 .8.6 .8.7
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ANNEX III – ENERGY EFFICIENCY MEASURES This Annex contains all procedures and measures related to improving energy efficiency onboard already adopted by the Company, and defines responsible personnel (both ashore and onboard), relevant monitoring methods, associated targets, etc. for each measure. Energy Efficiency Measure: Code / Reference: Responsible personnel ashore: Responsible personnel onboard: Records: Implementation Period: Target: Target Assessment Date: Monitoring Method: Energy Efficiency Measure: Code / Reference: Responsible personnel ashore: Responsible personnel onboard: Records: Implementation Period: Target:
Target Assessment Date: Monitoring Method: Energy Efficiency Measure: Code / Reference: Responsible personnel ashore: Responsible personnel onboard: Records: Implementation Period: Target:
Target Assessment Date: Monitoring Method:
Speed Optimization Part I - 3.1.1 Fleet Operator. Master / Chief Engineer. Form F.SEEMP.1. Continuous (whenever possible and considering Charter Party restrictions and WSNP). Reduce annual fleet EEOI average as per target set in Company’s Circular related to KPIs. January each year. Review of above records to establish the annual fleet EEOI average. Weather Routing Part I - 3.1.2 Fleet Operator. Master / Officer on Bridge Watch (OOBW). Optimized Route records. Only during transoceanic crossings (WSNP) and considering Charterer’s instructions. Compliance with Company’s policy to maximize the use of Weather Routing services, whenever possible. January each year. Checking Optimized Route records across the fleet. Ballast Exchange Optimization Part I - 3.1.6 Fleet Operator. Master. Company’s Form F.OPS.34. Whenever ballast exchange is conducted (WSNP). Use of sequential exchange method whenever possible (where applicable, WSNP, and always in line with BWMP requirements). January each year. Random review of Company forms to ensure that sequential method is followed whenever possible.
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Energy Efficiency Measure: Code / Reference: Responsible personnel ashore: Responsible personnel onboard: Records: Implementation Period:
Target:
Target Assessment Date: Monitoring Method:
Energy Efficiency Measure: Code / Reference: Responsible personnel ashore: Responsible personnel onboard: Records: Implementation Period:
Target:
Target Assessment Date: Monitoring Method:
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Hull Cleaning Part I - 3.2.1.2 Fleet Engineer. Master. Dry-docking Reports / Underwater Inspection Reports. Hull cleaning whenever there are clear indications of deteriorating hull performance. Periodicity to consider the time spent at anchorage and at ports. Keep vessel’s performance high. Hull cleaning to be carried out whenever required, but at least during every dry-docking. January each year. Review of Daily Noon Reports and assessment of vessel’s performance, slip, etc. in conjunction with prevailing weather conditions. Evaluation of the divers’ reports and last dry-docking report. Propeller Polishing Part I - 3.2.2.1 Fleet Engineer. Master. Dry-docking Reports / Underwater Inspection Reports / Propeller Slip. Propeller cleaning whenever there are clear indications of deteriorating propeller performance. Periodicity to consider the time spent at anchorage and at ports. Keep propeller efficiency high. Propeller polishing to be carried out whenever required, but at least during every dry-docking. January each year. Review of Daily Noon Reports and assessment of reported propeller slip in conjunction with prevailing weather conditions. Evaluation of the divers’ reports and last dry-docking survey assessment.
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Energy Efficiency Measure: Code / Reference: Responsible personnel ashore: Responsible personnel onboard: Records: Implementation Period: Target:
Target Assessment Date: Monitoring Method:
Energy Efficiency Measure: Code / Reference: Responsible personnel ashore: Responsible personnel onboard: Records: Implementation Period: Target:
Target Assessment Date: Monitoring Method:
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M/E Performance Monitoring System Part I - 3.3.1.1 Fleet Engineer. Chief Engineer. PMS Records / M/E Performance Report. Continuous (frequency as per PMS). M/E performance monitoring reports to be taken / recorded and forwarded to the Fleet Engineer for further assessment. M/E SFOC to be measured and compared to sea trials / shop test. M/E’s SFOC should not deviate more than 12% from sea trials. January each year. M/E operating parameters to be measured and compared to sea / shop trials records. The Fleet Engineer is responsible to assess the report with the aim of identifying cases where an engine might be underperforming, thus corrective action is needed. SFOC trends to be calculated and assessed. Auxiliary Engine Performance Monitoring System Part I - 3.3.2.2 Fleet Engineer. Chief Engineer. PMS Records / A/E Performance Reports Continuous (frequency as per PMS). A/E performance monitoring reports to be taken / recorded and forwarded to the Technical Department for further analysis. January each year. A/E performance reports should be assessed with the aim of identifying any adverse trend and taking appropriate corrective action when needed.
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Energy Efficiency Measure: Code / Reference: Responsible personnel ashore: Responsible personnel onboard: Records: Implementation Period: Target:
Target Assessment Date: Monitoring Method:
Energy Efficiency Measure: Code / Reference: Responsible personnel ashore: Responsible personnel onboard: Records: Implementation Period: Target:
Target Assessment Date: Monitoring Method:
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Fuel Oil Analysis Part I - 3.3.3.1 Fleet Engineer. Chief Engineer. Fuel Oil Analysis Reports (by shore laboratories). Continuous (for all bunker stems received onboard). Monitor catalytic fines, sulphur content and water content of the purchased fuel and keep statistics for each supplier. Identify if the fuel is within the ISO range. January each year. Review FO analysis reports and forward same to the vessel with instructions, as necessary. Take appropriate corrective action in case a substandard fuel is delivered onboard. Personnel Awareness and Training Part I - 3.4 HSSE Department. Master / Chief Engineer. Crew Training Records (see CMS) Continuous. All Officers onboard should be familiarized on the procedures and practices contained in the SEEMP as part of their in-house training. January each year. Review of familiarization records by the HSSE Department.
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