Additional Class Notation SEEMP (Ship Energy Efficiency ...erules.veristar.com/dy/data/bv/pdf/586-NR_2012-07.pdf · Additional Class Notation SEEMP (Ship Energy Efficiency Management

Additional Class Notation SEEMP (Ship Energy Efficiency Management Plan)

July 2012

Rule Note NR 586 DT R00 E

Marine Division 92571 Neuilly sur Seine Cedex – France

Tel: + 33 (0)1 55 24 70 00 – Fax: + 33 (0)1 55 24 70 25 Marine website: http://www.veristar.com Email: [email protected]

�� 2012 Bureau Veritas - All rights reserved

ARTICLE 1

1.1. - BUREAU VERITAS is a Society the purpose of whose Marine Division (the "Society") is the classi-fication (" Classification ") of any ship or vessel or structure of any type or part of it or system therein col-lectively hereinafter referred to as a "Unit" whether linked to shore, river bed or sea bed or not, whetheroperated or located at sea or in inland waters or partly on land, including submarines, hovercrafts, drillingrigs, offshore installations of any type and of any purpose, their related and ancillary equipment, subseaor not, such as well head and pipelines, mooring legs and mooring points or otherwise as decided by theSociety.

The Society:• prepares and publishes Rules for classification, Guidance Notes and other documents (“Rules”);• issues Certificates, Attestations and Reports following its interventions (“Certificates”);• publishes Registers.

1.2. - The Society also participates in the application of National and International Regulations or Stand-ards, in particular by delegation from different Governments. Those activities are hereafter collectively re-ferred to as " Certification ".1.3. - The Society can also provide services related to Classification and Certification such as ship andcompany safety management certification; ship and port security certification, training activities; all activi-ties and duties incidental thereto such as documentation on any supporting means, software, instrumen-tation, measurements, tests and trials on board.

1.4. - The interventions mentioned in 1.1., 1.2. and 1.3. are referred to as " Services ". The party and/or itsrepresentative requesting the services is hereinafter referred to as the " Client ". The Services are pre-pared and carried out on the assumption that the Clients are aware of the International Maritimeand/or Offshore Industry (the "Industry") practices.1.5. - The Society is neither and may not be considered as an Underwriter, Broker in ship's sale or char-tering, Expert in Unit's valuation, Consulting Engineer, Controller, Naval Architect, Manufacturer, Ship-builder, Repair yard, Charterer or Shipowner who are not relieved of any of their expressed or impliedobligations by the interventions of the Society.

ARTICLE 22.1. - Classification is the appraisement given by the Society for its Client, at a certain date, following sur-veys by its Surveyors along the lines specified in Articles 3 and 4 hereafter on the level of compliance ofa Unit to its Rules or part of them. This appraisement is represented by a class entered on the Certificatesand periodically transcribed in the Society's Register.

2.2. - Certification is carried out by the Society along the same lines as set out in Articles 3 and 4 hereafterand with reference to the applicable National and International Regulations or Standards.

2.3. - It is incumbent upon the Client to maintain the condition of the Unit after surveys, to presentthe Unit for surveys and to inform the Society without delay of circumstances which may affect thegiven appraisement or cause to modify its scope.2.4. - The Client is to give to the Society all access and information necessary for the safe and efficientperformance of the requested Services. The Client is the sole responsible for the conditions of presenta-tion of the Unit for tests, trials and surveys and the conditions under which tests and trials are carried out.

ARTICLE 33.1. - The Rules, procedures and instructions of the Society take into account at the date of theirpreparation the state of currently available and proven technical knowledge of the Industry. Theyare not a standard or a code of construction neither a guide for maintenance, a safety handbookor a guide of professional practices, all of which are assumed to be known in detail and carefullyfollowed at all times by the Client.Committees consisting of personalities from the Industry contribute to the development of those docu-ments.3.2. - The Society only is qualified to apply its Rules and to interpret them. Any reference to themhas no effect unless it involves the Society's intervention.3.3. - The Services of the Society are carried out by professional Surveyors according to the applicableRules and to the Code of Ethics of the Society. Surveyors have authority to decide locally on matters re-lated to classification and certification of the Units, unless the Rules provide otherwise.

3.4. - The operations of the Society in providing its Services are exclusively conducted by way ofrandom inspections and do not in any circumstances involve monitoring or exhaustive verifica-tion.

ARTICLE 4

4.1. - The Society, acting by reference to its Rules:• reviews the construction arrangements of the Units as shown on the documents presented by the Cli-

ent;• conducts surveys at the place of their construction;• classes Units and enters their class in its Register;• surveys periodically the Units in service to note that the requirements for the maintenance of class are

met.

The Client is to inform the Society without delay of circumstances which may cause the date or theextent of the surveys to be changed.

ARTICLE 55.1. - The Society acts as a provider of services. This cannot be construed as an obligation bearingon the Society to obtain a result or as a warranty.5.2. - The certificates issued by the Society pursuant to 5.1. here above are a statement on the levelof compliance of the Unit to its Rules or to the documents of reference for the Services providedfor.In particular, the Society does not engage in any work relating to the design, building, productionor repair checks, neither in the operation of the Units or in their trade, neither in any advisory serv-ices, and cannot be held liable on those accounts. Its certificates cannot be construed as an im-plied or express warranty of safety, fitness for the purpose, seaworthiness of the Unit or of its valuefor sale, insurance or chartering.5.3. - The Society does not declare the acceptance or commissioning of a Unit, nor of its construc-tion in conformity with its design, that being the exclusive responsibility of its owner or builder,respectively.

5.4. - The Services of the Society cannot create any obligation bearing on the Society or constitute anywarranty of proper operation, beyond any representation set forth in the Rules, of any Unit, equipment ormachinery, computer software of any sort or other comparable concepts that has been subject to any sur-vey by the Society.

ARTICLE 66.1. - The Society accepts no responsibility for the use of information related to its Services which was notprovided for the purpose by the Society or with its assistance.

6.2. - If the Services of the Society cause to the Client a damage which is proved to be the directand reasonably foreseeable consequence of an error or omission of the Society, its liability to-wards the Client is limited to ten times the amount of fee paid for the Service having caused thedamage, provided however that this limit shall be subject to a minimum of eight thousand (8,000)Euro, and to a maximum which is the greater of eight hundred thousand (800,000) Euro and oneand a half times the above mentioned fee.The Society bears no liability for indirect or consequential loss such as e.g. loss of revenue, lossof profit, loss of production, loss relative to other contracts and indemnities for termination of oth-er agreements.6.3. - All claims are to be presented to the Society in writing within three months of the date when the Serv-ices were supplied or (if later) the date when the events which are relied on of were first known to the Client,and any claim which is not so presented shall be deemed waived and absolutely barred. Time is to be in-terrupted thereafter with the same periodicity.

ARTICLE 77.1. - Requests for Services are to be in writing.

7.2. - Either the Client or the Society can terminate as of right the requested Services after givingthe other party thirty days' written notice, for convenience, and without prejudice to the provisionsin Article 8 hereunder. 7.3. - The class granted to the concerned Units and the previously issued certificates remain valid until thedate of effect of the notice issued according to 7.2. here above subject to compliance with 2.3. here aboveand Article 8 hereunder.

7.4. - The contract for classification and/or certification of a Unit cannot be transferred neither assigned.

ARTICLE 88.1. - The Services of the Society, whether completed or not, involve, for the part carried out, the paymentof fee upon receipt of the invoice and the reimbursement of the expenses incurred.

8.2. Overdue amounts are increased as of right by interest in accordance with the applicable leg-islation.8.3. - The class of a Unit may be suspended in the event of non-payment of fee after a first unfruitfulnotification to pay.

ARTICLE 9

9.1. - The documents and data provided to or prepared by the Society for its Services, and the informationavailable to the Society, are treated as confidential. However:• clients have access to the data they have provided to the Society and, during the period of classifica-

tion of the Unit for them, to the classification file consisting of survey reports and certificates whichhave been prepared at any time by the Society for the classification of the Unit;

• copy of the documents made available for the classification of the Unit and of available survey reportscan be handed over to another Classification Society, where appropriate, in case of the Unit's transferof class;

• the data relative to the evolution of the Register, to the class suspension and to the survey status of theUnits, as well as general technical information related to hull and equipment damages, are passed onto IACS (International Association of Classification Societies) according to the association workingrules;

• the certificates, documents and information relative to the Units classed with the Society may bereviewed during certificating bodies audits and are disclosed upon order of the concerned governmen-tal or inter-governmental authorities or of a Court having jurisdiction.

The documents and data are subject to a file management plan.

ARTICLE 1010.1. - Any delay or shortcoming in the performance of its Services by the Society arising from an eventnot reasonably foreseeable by or beyond the control of the Society shall be deemed not to be a breach ofcontract.

ARTICLE 1111.1. - In case of diverging opinions during surveys between the Client and the Society's surveyor, the So-ciety may designate another of its surveyors at the request of the Client.

11.2. - Disagreements of a technical nature between the Client and the Society can be submitted by theSociety to the advice of its Marine Advisory Committee.

ARTICLE 1212.1. - Disputes over the Services carried out by delegation of Governments are assessed within theframework of the applicable agreements with the States, international Conventions and national rules.

12.2. - Disputes arising out of the payment of the Society's invoices by the Client are submitted to the Courtof Nanterre, France.

12.3. - Other disputes over the present General Conditions or over the Services of the Society areexclusively submitted to arbitration, by three arbitrators, in London according to the ArbitrationAct 1996 or any statutory modification or re-enactment thereof. The contract between the Societyand the Client shall be governed by English law.

ARTICLE 1313.1. - These General Conditions constitute the sole contractual obligations binding together theSociety and the Client, to the exclusion of all other representation, statements, terms, conditionswhether express or implied. They may be varied in writing by mutual agreement.13.2. - The invalidity of one or more stipulations of the present General Conditions does not affect the va-lidity of the remaining provisions.

13.3. - The definitions herein take precedence over any definitions serving the same purpose which mayappear in other documents issued by the Society.

BV Mod. Ad. ME 545 k - 17 December 2008

MARINE DIVISION

GENERAL CONDITIONS

RULE NOTE NR 586

NR 586Additional Class Notation SEEMP

(Ship Energy Efficiency Management Plan)

SECTION 1 GENERAL

SECTION 2 FRAMEWORK OF THE SEEMP

SECTION 3 GUIDANCE OF BEST PRACTICES AND TECHNOLOGIES FOR SHIP ENERGY EFFICIENCY IMPROVEMENT

APPENDIX 1 SCOPE OF AN ENERGY AUDIT

July 2012

Section 1 General

1 Application 5

1.1 Objectives of the Rule Note1.2 Scope of the SEEMP Additional Class Notation1.3 Content of the Rule Note1.4 Regulatory Framework

2 Requirements for the additional class notation SEEMP 5

2.1 Assignment 2.2 Applicable Existing Guidelines and Re-commendations

3 Documentation to be submitted 5

3.1 List of documents

4 Documentation to be audited 6

4.1 List of drawings and documents

5 Definitions 6

5.1 General

6 Audits and Surveys within the scope of the SEEMP additional class notation 7

6.1 Initial Internal Energy Audit6.2 Periodical Society Surveys

7 Software Tools 8

7.1 Availability of the Society software tools7.2 SEEMP Template7.3 E27.4 SEECAT

Section 2 Framework of the SEEMP

1 Introduction 9

1.1 SEEMP Framework1.2 SEEMP Iteration Cycle Period

2 Planning 9

2.1 General2.2 Ship specific measures for efficiency improvement2.3 Company specific measures2.4 Human resource development2.5 Goal setting2.6 Description of Tasks during the Planning Step

3 Implementation 10

3.1 Establishment of implementation system3.2 Implementation and record-keeping

2 Bureau Veritas July 2012

4 Monitoring 10

4.1 General4.2 Monitoring tools4.3 Description of Tasks during the Implementation and Monitoring Step4.4 Measurement and Analysis

5 Evaluation and Improvement 11

5.1 Requirements compliance5.2 Procedure5.3 Description of Tasks during the Evaluation and Improvement Step

6 Corrective and Preventive Actions 12

6.1 Development of corrective actions

7 Control of records 12

7.1 Background

8 Human Resources 12

8.1 Management8.2 Management Team

Section 3 Guidance of Best Practices and Technologies for Ship Energy Efficiency Improvement

1 General 13

1.1 Energy Efficiency Shipboard Improvement

2 Operational measures 13

2.1 Improved voyage planning2.2 Weather routing2.3 Just in time arrival2.4 Speed Optimization2.5 Optimized shaft power2.6 Optimum trim2.7 Optimum ballast condition2.8 Optimum use of rudder and heading control systems (autopilots)

3 Maintenance 14

3.1 General3.2 Propeller maintenance3.3 Hull maintenance

4 Technology measures 15

4.1 List of technologies improvements and ESD4.2 Machinery systems4.3 Waste Heat Recovery Systems (WHR)4.4 Energy Saving Devices on Propellers4.5 Reduction of Air Resistance

5 Improvements potentials ranking 16

5.1 Summary of Energy Saving Devices and Measures

July 2012 Bureau Veritas 3

Appendix 1 Scope of an Energy Audit

1 General 18

1.1

2 Data necessary for the calculation of the performance indicators 18

2.1

3 Energy consumptions to be measured 18

3.1 Fuel consumptions3.2 Electrical consumptions3.3 Steam consumptions

4 Procedures for data measuring and recording 18

4.1


NR 586, Sec 1

SECTION 1 GENERAL

1 Application

1.1 Objectives of the Rule Note

1.1.1 This Rule Note consists of a set of guidelines andrequirements to be applied for the SEEMP additional classnotation.

It provides guidance for the preparation of a structured anduseful Ship Energy Efficiency Management Plan (hereafterreferred to as the SEEMP) of a technical and organisationallevel content above the required content proposed by IMOMEPC Resolution 203(62) amending MARPOL Annex VI.

1.2 Scope of the SEEMP Additional Class Notation

1.2.1 Additional class notation SEEMP

The additional class notation SEEMP covers the construc-tion of a ship or Company specific structured Energy Man-agement method. The Ship Energy Efficiency ManagementPlan will enable the Company to save fuel consumption inprinciple by indicating the potential fields where effortshave to be implemented.

On that purpose, specific tools such as the Ship Energy Effi-ciency Calculation and Analysis Tool (SEECAT) are pro-posed to be used. Recording devices of energy parameters,developed by the Society, are also available.

The Society will examine the documentation, method,organization and plan submitted as per Tab 1.

The Society will not approve the performances improve-ments levels and emissions reductions linked.

1.3 Content of the Rule Note

1.3.1 This document provides guidelines to be adjusted tothe characteristics and needs of individual companies andships.

The structure of the Rule Note consists of four different stepsfor the Energy Management of a dedicated ship, a fleet or acompany. Each step is fully detailed and content isdescribed.

It includes also a list of measures aimed at maximizing oper-ational efficiency and a catalogue of energy saving devicesand technologies to be implemented at the design stage for anew ship or implemented onboard a ship in service.

The use of specific tools within the framework of the SEEMPNotation is described.

1.4 Regulatory Framework

1.4.1 New amendment IMO MARPOL Annex VI Regulation 22

According to the MEPC.203(62) introducing the amendedMARPOL Annex VI, new chapter 4, regulation 22, from01/01/2013 all ships of 400 gt or above are required to havea Ship Energy Efficiency Management Plan (SEEMP)onboard, at first survey or renewal survey, whichever is thefirst, addressing ship-specific energy efficiency measuresand which meet the Guidelines developed by the IMO.

This may form part of the Ship Safety Mamagement System.

1.4.2 Ship Energy Efficiency Management Plan (SEEMP)

The Ship Energy Efficiency Management Plan (SEEMP) is amanagement plan designed to improve the ship energy effi-ciency by implementing operational or technical measuressuch as but not limited to speed optimization, optimumtrim, propeller polishing, and Energy Saving Devices.

2 Requirements for the additional class notation SEEMP

2.1 Assignment

2.1.1 The additional class notation SEEMP is assigned to aship in service or a new ship upon satisfactory completionof the two following steps:

• Preparation of the SEEMP by the Owner or Ship Man-ager and review of the SEEMP by the Society

• Initial audit to be carried out in accordance with [6.1].

2.2 Applicable Existing Guidelines and Re-commendations

2.2.1 IMO SEEMP Guidelines

This Rule Note incorporates parts of the text of the IMOSEEMP Guidelines adopted at the IMO MEPC63 for thedevelopment of a Ship Energy Efficiency Management Plan(SEEMP) referred to in the Regulation 22 of the amendedAnnex VI of the MARPOL, adopted by the IMO MEPCthrough the Resolution MEPC203(62).

This IMO text is printed in italics for easier reference.

3 Documentation to be submitted

3.1 List of documents

3.1.1 Documents to be submitted are defined in Tab 1.


NR 586, Sec 1

Table 1 : Documents to be submitted

4 Documentation to be audited

4.1 List of drawings and documents

4.1.1 Documents mentioned in Tab 2 are to be made avail-able for audit. They have to be recorded and saved for aminimum period of 3 years.

Table 2 : Documents to be made available during audits

5 Definitions

5.1 General

5.1.1 Continuous improvement

A recurring process which results in enhancement of energyperformance and the energy management system.

5.1.2 Corrective action

An action to eliminate the cause of a detected non-con-formity

5.1.3 Energy

Energy includes Electricity, Fossils Fuels, Steam, Heat, Com-pressed air, Renewable Energy and Non-fossil fuels.

5.1.4 Energy Audit

The Energy audit is defined as an overall technical auditonboard covering the total energy consumption and effi-ciency of electrical and mechanical energy consumers andproducers.

5.1.5 Energy Efficiency

This is the ratio or other quantitative relationship between aperformance output, service, goods or energy, and anenergy input.

Examples are conversion efficiency, energy required/energyused, output/input, theoretical energy used to oper-ate/energy used to operate.

Both input and output have to be clearly specified in quan-tity and quality, and be measurable.

5.1.6 Company

Company means the owner of the ship or any other organi-zation of person such as the manager, or the bareboat char-terer, who has assumed the responsibility for operation ofthe ship from the shipowner.

5.1.7 International Energy Efficiency Certificate

The SEEMP is listed in the “record of construction relating toenergy efficiency” attached to the International Energy Effi-ciency Certificate.

The International Energy Efficiency Certificate is defined inAppendix VIII of the IMO Resolution MEPC 203.(62). Itincludes in particular the requirement for the SEEMP for allexisting and new ships above 400 GT.

Its presence onboard is to be verified at intermediate andrenewal surveys required under existing MARPOL Annex VIfor the International Air Pollution Prevention Certificate(IAPP).

The certificate is to be issued or endorsed either by theAdministration or a Recognised Organization.

5.1.8 IMO Resolution MEPC 203.(62)

The IMO Resolution MEPC 203.(62) introduces newamendments to MARPOL Annex VI on Regulations for thePrevention of Air Pollution from Ships by inclusion of newregulations on Energy Efficiency for Ships.

Mandatory measures are the introduction of the Energy Effi-ciency Design Index (EEDI) for new ships and SEEMP fornew and existing ships.

N° A/I (1) Document

1 A Ship Energy Efficiency Management Plan and periodical amendments including measurable goals

2 I Particulars of the ships

3 I Speed Power rpm curves at different drafts

4 I Monitoring methods and instrumentations for measurement of energy efficiency improvement analysis

5 I Report of the initial Energy Audit

6 I Procedure of evaluation

7 I Report of the evaluation of the previous cycle

(1) A = to be submitted for approval I = to be submitted for information

N° Document

1 EnPI calculation records, notably EEOI

2 Bunker delivery notes

3 log-books with leg distances

4 Implementation record book


NR 586, Sec 1

5.1.9 Cycle

The SEEMP should be developed as a ship-specific plan bythe company.

The SEEMP seeks to improve a ship's energy efficiencythrough four steps: planning, implementation, monitoring,and self-evaluation and improvement. These componentsplay a critical role in the continuous cycle to improve shipenergy management. With each iteration of the cycle, someelements of the SEEMP will necessarily change while othersmay remain as before.

5.1.10 Energy Efficiency Operational Indicator (EEOI)

The Energy Efficiency Operational Indicator (EEOI) is thenumber of grams of CO2 emissions per tonne nautical milecalculated using the ship's actual operational data (specificfuel consumption, cargo mass carried, and distance sailed).It indicates the ship's energy efficiency actually achievedduring operation.

The EEOI is to be calculated in accordance with the Guide-lines of IMO Circular MEPC.1/Circ.684.

The minimum period to be taken for the calculation of theEEOI is one trip, including the voyage leg and the ballast legif any.

5.1.11 IMO Guidelines for the development of a SEEMP

The document IMO SEEMP Guidelines adopted at MEPC 63and published by the IMO provides the basis for the imple-mentation of a SEEMP.

It is used in this Rule Note as a framework basis.

5.1.12 Energy Saving Device (ESD)

Energy Saving Devices are technical means used to reducethe energy losses and/or to recover energy losses.

They can be combined in some specific configuration.Attention is to be played on the overall efficiency as in thecase of combined ESD, some counter effects can arise, pos-sibly acting in depleting the overall efficiency.

5.1.13 Energy Performance Indicator (EnPI)

An Energy Performance Indicator helps to define, measureand quantify progress toward organizational goals. It isexpressed as a quantitative value or measure of energy per-formance as defined by the organization.

The Energy Performance is the measurable set of resultsrelated to energy efficiency, use and consumption.

It can be a simple metric, ratio or a more complex model.

The EEOI is an Energy Performance Indicator.

5.1.14 Energy Management System (EnMS)

The Energy Management System is a set of interrelated orinteracting elements to establish an energy policy andenergy objectives, and processes and procedures to achievethose objectives.

5.1.15 International Safety Management (ISM)

The ISM Code provides an International standard for thesafe management and operation of ships and for pollutionprevention. The purpose of ISM Code is:

• To ensure Safety at Sea

• To prevent human injury or loss of life

• To avoid damage to the environment and to the ship.

In order to comply with the ISM Code, a ship must have aworking Safety Management System (SMS) which is toinclude a list of procedures on management, documenta-tion, conduct of internal and external audits, managementreviews. A Planned Maintenance System is also to beincluded. It is used as a tool maintaining the vessel accord-ing to the specified maintenance intervals.

6 Audits and Surveys within the scope of the SEEMP additional class notation

6.1 Initial Internal Energy Audit

6.1.1 Content

An internal energy audit, also designed as Initial Audit, is tobe performed at the beginning of each cycle by the Com-pany as follows:

• after 6 months of commercial service and before the firstperiodical Society survey for a new ship

• or at the beginning of the first SEEMP cycle for a ship inservice.

The internal audit is to include:

• an energy audit of the ship detailing the energy usageonboard

• an audit on board and at the Company office aiming atverifying the effectiveness of the new listed measuresand devices, based on monitoring records and/or EnergyEfficiency assessment using a simulation tool.

The scope of the Energy Audit is given is App 1.

6.1.2 Objectives

The purpose of the internal initial audit is to determine theresult of measures implemented and to compare theexpected and calculated values of the EnPIs (the EEOI aver-aged value over the cycle is the only mandatory EnPI, butothers are to be estimated if provided in the SEEMP asappropriate) of each cycle.

6.1.3 Initial Consumption Reference Value

The Company is to submit the energy audit report to theSociety, for verification of the correct definition of the initialenergy consumption to be further exploited as the referencevalue.


NR 586, Sec 1

6.2 Periodical Society Surveys

6.2.1 GeneralThe periodical Surveys carried out by the Society are tocomply with the general principles given in NR467, Rulesfor the Classification of Steel Ships, Part A, Chapter 2, Sec-tion 2.

A ship assigned with the SEEMP additional class notation isto be surveyed, each 2,5 years by the Society to verify thefulfilment and effective implementation of the Ship EnergyEfficiency Management Plan. Comments from the surveysare to be incorporated and recorded into the SEEMP file orimplementation record book.

6.2.2 ObjectivesThe Society is to conduct surveys at periodical intervals toensure that the SEEMP:• remains in compliance with the requirements including

IMO guidelines and this Rules Note• conforms with the energy objectives and targets estab-

lished in the planning phase• is effectively implemented and maintained.

6.2.3 Verification by the Society onboardDuring the survey onboard, the Society will perform the fol-lowing verifications:

a) Implementation of energy measuresThe Society will verify that the implementation of theenergy measures is properly recorded.

b) Measuring and recording of dataThe Society will verify by sampling that the proceduresto measure the data are properly implemented and thatthe measuring devices are properly maintained and/orcalibrated.

c) Calculation and recording of energy performance indi-catorsThe Society will verify that EEOI and other EnPIs definedin the planning phase, if any, are properly:• calculated from the collected data over the last 6

months of the ship’s operations, and• recorded.

d) SEEMP and record books

The Society will verify that the SEEMP is onboard andthat the record books are kept up to date.

6.2.4 PeriodicityThe periodicity of surveys by the Society for the SEEMPadditional class notation is preferably to be aligned withthose of ISM Audit Process.

7 Software Tools

7.1 Availability of the Society software tools

7.1.1 SEEMP related software tools are available to the cli-ents of the Society. Information regarding these tools isavailable on the Marine Division website (www.veris-tar.com). The Head Office of the Society or a local officeshould be contacted for further information on how toobtain or use one of the tools listed in [7.2], [7.3] and [7.4].

7.2 SEEMP Template

7.2.1 The SEEMP reporting template enables to:

• Develop a Ship Energy Efficiency Management Plancompliant with the structure defined in the IMO Guide-lines and the Rule Note

• Periodically update the Plan

• Support the self evaluation process at the end of eachcycle.

7.3 E2

7.3.1 The software E2 can compute and store the EEOI.

7.4 SEECAT

7.4.1 The use of the dedicated Energy Simulation tool SEE-CAT enables the ship to be energy modelled. Then by simu-lating the different operational profiles of the concernedship, it is possible to identify the progress margin and whereto put the efforts for improvement of the Energy Efficiency.


NR 586, Sec 2

SECTION 2 FRAMEWORK OF THE SEEMP

1 Introduction

1.1 SEEMP Framework

1.1.1 SEEMP consists of four steps:

• Planning

• Implementation

• Monitoring and measurement

• Evaluation and Improvements.

1.2 SEEMP Iteration Cycle Period

1.2.1 The SEEMP is based on a Plan-Do-Check-Act cyclefor improvement of performances at each cycle. The mini-mum period of iteration cycles is to be not less than oneyear and not more than 3 years.

2 Planning

2.1 General

2.1.1 Content

Planning is the most crucial stage of the SEEMP, as it will pri-marily determine both the current status of the ship energyusage and the expected improvement of the ship energyefficiency. Therefore, it is important to spent sufficient timeto the planning so that the outcome will be the most appro-priate, effective and implementable plan.

2.1.2 Energy Audit

An Energy Audit is to be performed by the Company asdefined in Sec 1, [6.1].

2.1.3 Energy Usage Status

The first step of the Planning is to deliver a statement on theenergy usage situation at the moment.

The second step is to set up the objectives (goals) andexpected improvements.

It is recommended that the Company use its own experi-ence on fuel and fleet management, or use a simulation toolto make a clear estimation of the objectives in term of fuelconsumption in percentages.

2.1.4 Use of Energy Simulation Tool (SEECAT)

The Society simulation tool software, SEECAT, may be usedby the Company at the Planning stage as it gives a status ofthe energy usage onboard a ship, by modelling the machin-ery and auxiliaries systems. Then, when applying the opera-tional profiles, the obtained results are the different fuelconsumptions, energy transfers and emissions.

2.1.5 Objectives

The objectives in emission reduction are to be comparedwith the initial results obtained at the previous cycle, men-tioned in the evaluation report or observed during the firstaudit.

2.2 Ship specific measures for efficiency improvement

2.2.1 General

The operational profiles is to be considered first as there areusually large opportunities of improvement in optimisingthe commercial and ballast leg operations.

Also logistic organisation improvements and new technolo-gies implementation are to be tested when improvement ofthe energy efficiency of the ship and/or the fleet has beenhighlighted.

2.2.2 Preferred approach and method

The specific measures for the ship to improve energy effi-ciency are to be identified in the first place. The measures tobe implemented are to be listed, which will provide theoverview of the actions to be taken.

2.2.3 Determination of energy saving measures

It is important to determine and understand the ship's cur-rent status of energy usage.

The SEEMP shall identify the energy-saving measures thathave been undertaken, and determines how effective thesemeasures are in terms of improving energy efficiency.

The SEEMP will also identify which measures can beadopted to further improve the energy efficiency of the shipon a step by step approach.

It should be noted, however, that not all measures can beapplied to all ships, or even to the same ship under differentoperating conditions and that some of them are mutuallyexclusive. Ideally, initial measures could yield energy (andcost) saving results that then can be reinvested into moredifficult or expensive efficiency upgrades identified by theSEEMP.

2.3 Company specific measures

2.3.1 Description

The improvement of energy efficiency of ship operationdoes not necessarily depend on single ship managementonly. Rather, it may depend on many stake holders includ-ing ship repair yards, shipowners, operators, charterers,cargo owners, ports and traffic management services.


NR 586, Sec 2

For example, “Just in time” requires good early communica-tion among operators, ports and traffic management serv-ice. The better coordination among such stake holders is,the more improvement can be expected. In most cases,such coordination or total management is better made by acompany rather than by a ship. In this sense, it is recom-mended that a company also establish an energy manage-ment plan to manage its fleet (should it not have one inplace already) and make necessary coordination amongstake holders.

2.4 Human resource development

2.4.1 Description

For effective and steady implementation of the adoptedmeasures, raising awareness of and providing necessarytraining for personnel both on shore and on board are animportant element. Such human resource development isencouraged and should be considered as an importantcomponent of planning as well as a critical element ofimplementation.

2.5 Goal setting

2.5.1 Description

The last part of planning is goal setting. It should be empha-sized that the goal setting is voluntary, that there is no needto announce the goal or the result to the public, and thatneither a company nor a ship are subject to external inspec-tion. The purpose of goal setting is to serve as a signal whichinvolved people should be conscious of, to create a goodincentive for proper implementation, and then to increasecommitment to the improvement of energy efficiency.

The goal can take any form, such as the annual fuel con-sumption or a specific target of Energy Efficiency Opera-tional Indicator (EEOI). Whatever the goal is, the goalshould be measurable and easy to understand. The plannedmeasures should be carried out in accordance with the pre-determined implementation system. Record-keeping for theimplementation of each measure is beneficial for self-evalu-ation at a later stage and should be encouraged. If any iden-tified measure cannot be implemented for any reason(s),the reason(s) should be recorded for internal use.

2.6 Description of Tasks during the Planning Step

2.6.1 Evaluation and Conformity

During the Planning step, the Company is to evaluate theexpected gain from its energy saving measures. Theexpected gains evaluation report is to be submitted to theSociety for verification of conformity to the IMO Guide-lines.

2.6.2 Verification by simulation from the Society

The Society may proceed to calculations using the simulat-ing tool SEECAT to verify the order of magnitude of thepotential identified energy gains.

3 Implementation

3.1 Establishment of implementation system

3.1.1 Description

After a ship and a company identify the measures to beimplemented, it is essential to establish a system for imple-mentation of the identified and selected measures by devel-oping the procedures for energy management, by definingtasks and by assigning them to qualified personnel. Thus,the SEEMP should describe how each measure should beimplemented and who the responsible person(s) is. Thedevelopment of such a system can be considered as a partof planning, and therefore may be completed at the plan-ning stage.

3.2 Implementation and record-keeping

3.2.1 Description

The planned measures should be carried out in accordancewith the predetermined implementation system. Record-keeping for the implementation of each measure is benefi-cial for self-evaluation at a later stage and should be encour-aged. If any identified measure cannot be implemented forany reason(s), the reason(s) should be recorded for internaluse.

3.2.2 Use of the EEOI

The EEOI is to be used in conformity with MEPC.1/Circ.684.

3.2.3 Date of first implementation

To following data are to carefully recorded in the imple-mentation record book:

a) The effective date of implementation or the reasonexplaining the absence of implementation,

b) The eventual incidents with their explanations andcauses when known, also with their respective correc-tive actions.

4 Monitoring

4.1 General

4.1.1 Definition

The Energy Monitoring System is to be set in place so thatall the energy saving measures are quantified and docu-mented. This is to be checked during periodical Societyexternal audit.

4.1.2 Integration of the SEEMP in Company EnMS or ISM plans

The Ship Energy Efficiency Management Plan can be treatedas an integral element of broader Company managementsystems, such as Company EnMS or ISM.


NR 586, Sec 2

4.2 Monitoring tools

4.2.1 General

The energy efficiency of a ship should be monitored quanti-tatively. This should be done by an established method,preferably by an international standard. The EEOI devel-oped by the Organization is one of the internationally estab-lished tools to obtain a quantitative indicator of energyefficiency of a ship and/or fleet in operation, and can beused for this purpose. Therefore, EEOI could be consideredas the primary monitoring tool, although other quantitativemeasures also may be appropriate.

4.2.2 Energy Efficiency Operational Indicator

If used, the EEOI should be calculated in accordance withthe Guidelines developed by the Organization(MEPC.1/Circ.684). If deemed appropriate, a Rolling Aver-age Index of the EEOI values may be calculated to monitorenergy efficiency of the ship over time.

4.2.3 Alternative monitoring tool and Energy Performance Indicators

In addition to the EEOI, if convenient and/or beneficial for aship or a company, other measurement tools can be uti-lized. In the case where other monitoring tools are used, theconcept of the tool and the method of monitoring may bedetermined at the planning stage.

4.2.4 Development of the monitoring system

It should be noted that whatever measurement tools areused, continuous and consistent data collection is the foun-dation of monitoring. To allow for meaningful and consist-ent monitoring, the monitoring system, including theprocedures for collecting data and the assignment ofresponsible personnel, should be developed. The develop-ment of such a system can be considered as a part of plan-ning, and therefore should be completed at the planningstage.

4.3 Description of Tasks during the Imple-mentation and Monitoring Step

4.3.1 Reporting

The company is to implement the energy saving measuresand report this implementation in a specific record book.Incidents of measure implementation are to be carefullydocumented in the implementation record book.

4.3.2 Calculation of EEOI

The calculation of the EEOI is to be done at the end of theminimum period of calculation decided for the EEOI asdefined in Sec 1, [5.1.8].

In principle, this calculation is to be done by the Companyshore based team to avoid additional work for the crewonboard, unless a specific recording and calculationdevice, recognised by the Society, is installed onboard.

4.4 Measurement and Analysis

4.4.1 General

The Company is to confirm that the key characteristics of itsfleet or ship operations that determine energy performanceare monitored, measured and analysed at planned intervals.Key characteristics are to include at a minimum:

a) Significant energy uses and other outputs of the energyreview;

b) The relevant variables related to significant energy uses;

c) Energy Performance Indicators such as the EEOI,

d) The effectiveness of the action plans in achieving objec-tives and targets;

e) The evaluation of actual versus expected energy con-sumption.

4.4.2 Recording

The results from monitoring and measurement of the keyparameters are to be properly recorded.

5 Evaluation and Improvement

5.1 Requirements compliance

5.1.1 At the end of each cycle, the effectiveness of theimplemented measures are to be evaluated by the Company.

5.2 Procedure

5.2.1 Content

The self-evaluation of the Company is to be specified in adedicated procedure. This procedure is to contain at leastan internal audit at the end of each cycle.

5.2.2 Reporting

The audit as mentioned in [5.2.1] is to give conclusions tobe reported and analysed.

5.3 Description of Tasks during the Evalua-tion and Improvement Step

5.3.1 Internal Energy Audit Content

At the end of each cycle, the Company is to conduct anenergy audit.

5.3.2 Audit Report

The Company is to write an audit report. Then the Companyamends the SEEMP and starts a new cycle.

5.3.3 Content of the Survey by the Society

The content of the Survey to be carried out by the Society isgiven in Sec 1, [6.2.3].

5.3.4 Next SEEMP cycle

At the beginning of the next cycle, the Company is to intro-duce new measures or correct those already in place.


NR 586, Sec 2

5.3.5 Approval of the amended SEEMPThe Company is to modify the SEEMP accordingly and sendits internal energy audit report of the previous cycle and themodified SEEMP to the Society for verification of the con-formity of the SEEMP to the IMO SEEMP guidelines.

In addition, the order of magnitude of the expected gainsare to be verified by the Society by simulation with SEECAT.

The Society is to approve the amended SEEMP.

5.3.6 Consecutive action by the CompanyThe next step for the Company is to redo the entire cycle byrestarting the process.

6 Corrective and Preventive Actions

6.1 Development of corrective actions

6.1.1 The owner is to address actual and potential noncon-formities by making corrections, and by taking correctiveaction and preventive action, including the following:

a) Reviewing nonconformities or potential nonconformi-ties

b) Determining the causes of nonconformities or potentialnonconformities

c) Evaluating the need for action to ensure that noncon-formities do not occur or recur

d) Determining and implementing the appropriate actionneeded

e) Maintaining records of corrective actions and preventiveactions

f) Reviewing the effectiveness of the corrective action orpreventive action taken.

Corrective actions and preventive actions shall be appropri-ate to the magnitude of the actual or potential problems andthe energy performance consequences encountered.

The owner is responsible that any necessary changes areeffectively made to the SEEMP.

7 Control of records

7.1 Background

7.1.1 The owner is to establish and maintain records, asnecessary, to demonstrate conformity to the requirements ofits SEEMP and of this Rules Note, and the energy perform-ance results achieved.

The owner is to define and implement controls for the iden-tification, retrieval and retention of records.

Records are to be and remain legible, identifiable and trace-able to the relevant activity for a minimum of 3 years.

8 Human Resources

8.1 Management

8.1.1 ObjectiveCompany management, or its representative, when commu-nicating, are to support the importance of energy manage-ment through employee and crew involvement activitiessuch as empowerment, motivation, recognition, trainingand rewards and participation.

8.2 Management Team

8.2.1 The management representative is to be a current,new or contracted employee. Skills and competencies areto be determined as to a Company's size, culture and com-plexity, or to legal requirements or other requirements.

The energy management team is to be well aware of theCompany internal procedures. It ensures delivery of energyperformance improvements. The size of the team is deter-mined by the complexity of the Company:

• for small companies, one person

• for larger companies a cross-functional team providesan effective mechanism.


NR 586, Sec 3

SECTION 3 GUIDANCE OF BEST PRACTICES AND TECHNOLOGIES FOR SHIP ENERGY EFFICIENCY IMPROVEMENT

1 General

1.1 Energy Efficiency Shipboard Improvement

1.1.1 Types of Energy Efficiency Improvement Measures

This Section introduces the different practices and technolo-gies for saving energy onboard. They are classed in threecategories:

• The operational measures

• The maintenance level improvement measures, notimpacting on the design and integrity of the ship

• The technical measures, impacting on the design, by add-ing Energy Saving Devices to the existing installations.

1.1.2 Potential Energy Saving Measures Ranking

In order to rank the different kinds of energy saving meas-ures among others, a ranking has been established. It givesan order of magnitude of potential energy saving in percent-age (see Tab 1).

Table 1 : Ranking of Energy Saving Measures Potentials

2 Operational measures

2.1 Improved voyage planning

2.1.1 IMO Guidelines for voyage planning

The optimum route and improved efficiency can beachieved through the careful planning and execution of voy-ages. Thorough voyage planning needs time, but a numberof different software tools are available for planning pur-poses.

IMO resolution A.893(21) (25 November 1999) on Guide-lines for voyage planning provides essential guidance for theship’s crew and voyage planners.

2.1.2 Route planning optimizationAn efficient route planning application enables Master tomake decision taking into account weather forecast, seaconditions, currents and shallow waters.

With highly detailed sea routes where the ships are beingoperated and with a GPS and AIS link, such a tool can con-tinuously monitor and guide the Master or remotely fromthe Company office on the optimum speed and heading.

The available tools on the market need to be validated by anexperience on sea proven use. When this condition is ful-filled, it is foreseen that the use of such a “Improved voyageplanner” gives some substantial fuel savings.

2.2 Weather routing

2.2.1 Weather routing potential for energy savingWeather routeing has a high potential for efficiency savingson specific routes. It is commercially available for all typesof ship and for many trade areas. Significant savings can beachieved, but conversely weather routeing may alsoincrease fuel consumption for a given voyage.Weather Routeing system used for Voyage Planning maylead to the identification of the most fuel efficient routes ona specific trade area.

2.3 Just in time arrival

2.3.1 GeneralGood early communication with the next port should be anaim in order to give maximum notice of berth availabilityand facilitate the use of optimum speed where port opera-tional procedures support this approach.Optimized port operation could involve a change in proce-dures involving different handling arrangements in ports.Port authorities should be encouraged to maximize effi-ciency and minimize delay.

2.4 Speed Optimization

2.4.1 GeneralSpeed optimization can produce significant savings. How-ever, optimum speed means the speed at which the fuelused per tonne mile is at a minimum level for that voyage. Itdoes not mean minimum speed; in fact sailing at less thanoptimum speed will consume more fuel rather than less.Reference should be made to the engine manufacturer’spower/consumption curve and the ship’s propeller curve.Possible adverse consequences of slow speed operationmay include increased vibration and sooting and theseshould be taken into account.

Letter Order of magnitude

A Saving > 20%

B 10 < Saving < 20%

C 5 < Saving < 10%

D 2,5 < Saving < 5%

E 1 < Saving < 2,5%

F Saving < 1%


NR 586, Sec 3

As part of the speed optimization process, due account mayneed to be taken of the need to coordinate arrival timeswith the availability of loading/discharge berths, etc. Thenumber of ships engaged in a particular trade route mayneed to be taken into account when considering speed opti-mization.A gradual increase in speed when leaving a port or estuarywhilst keeping the engine load within certain limits mayhelp to reduce fuel consumption.It is recognized that under many charter parties the speed ofthe vessel is determined by the charterer and not the opera-tor. Efforts should be made when agreeing charter partyterms to encourage the ship to operate at optimum speed inorder to maximize energy efficiency.

2.4.2 Slow Steaming and Super Slow SteamingBy operating at lower speeds, ships reduce their powerrequirement and hence their fuel consumption. Roughlypower requirement is related to ship speed by a third powerfunction at low speed. However a ship sailing slower willuse more time to cover a given distance.

Even taking this into account a noticeable reduction of fuelconsumption can be expected to an order of magnitude ofmore than 20% for 1,5 to 2 knots speed reduction.

However the potential to reduce speed is not limitless. It isnot recommended to operate engines at low load withoutadjustments to the engine under the engine manufacturercontrol. The minimum load depends on the technical speci-fication of the manufacturer for each individual engine.Sailing at low load without special consideration may causeserious engine damage. Electronically controlled enginesare more flexible and can generally be operated at lowerloads than mechanically controlled engines.

Where it is intended to change the operating conditions ofthe propulsion plant, it should be ascertained that the pro-pulsion plant is free from harmful torsional vibrationsthroughout the entire operating speed range of the plant.Where a barred speed range is provided, the requirementsin NR467 Part C, Ch 1, Sec 9, [3.3.3] and [3.4.5], are to befulfilled.

It is highlighted that NOx emissions limits according to theEIAPP Certification of the engine may be affected at lowload.

2.5 Optimized shaft power

2.5.1 GeneralOperation at constant shaft RPM can be more efficient thancontinuously adjusting speed through engine power. Theuse of automated engine management systems to controlspeed rather than relying on human intervention may bebeneficial.

2.6 Optimum trim

2.6.1 IMO guidelines backgroundMost ships are designed to carry a designated amount ofcargo at a certain speed for a certain fuel consumption. Thisimplies the specification of set trim conditions. Loaded orunloaded, trim has a significant influence on the resistanceof the ship through the water and optimizing trim can

deliver significant fuel savings. For any given draft there is atrim condition that gives minimum resistance. In someships, it is possible to assess optimum trim conditions forfuel efficiency continuously throughout the voyage. Designor safety factors may preclude full use of trim optimization.

2.6.2 Model test or CFD based trim optimizationTrim optimization tools are based on model test results,large measures onboard campaign and/or CFD calculationsof large set of different combinations of draught, trim andspeed. It improves the efficiency of the operation of theship.

2.7 Optimum ballast condition

2.7.1 GeneralBallast should be adjusted taking into consideration therequirements to meet optimum trim and steering conditionsand optimum ballast conditions achieved through goodcargo planning.When determining the optimum ballast conditions, the lim-its, conditions and ballast management arrangements setout in the ship’s Ballast Water Management Plan are to beobserved for that ship.Ballast conditions have a significant impact on steering condi-tions and autopilot settings and it needs to be noted that lessballast water does not necessarily mean the highest efficiency.

2.8 Optimum use of rudder and heading control systems (autopilots)

2.8.1 GeneralThere have been large improvements in automated headingand steering control systems technology. Whilst originallydeveloped to make the bridge team more effective, modernautopilots can achieve much more. An integrated Naviga-tion and Command System can achieve significant fuel sav-ings by simply reducing the distance sailed “off track”. Theprinciple is simple; better course control through less fre-quent and smaller corrections will minimize losses due torudder resistance. Retrofitting of a more efficient autopilotto existing ships could be considered.During approaches to ports and pilot stations the autopilotcannot always be use efficiently as the rudder has to respondquickly to given commands. Furthermore at certain stage ofthe voyage it may have to be deactivated or very carefullyadjusted, i.e. heavy weather and approaches to ports.Consideration may be given to the retrofitting of improvedrudder blade design (e.g., ‘twist-flow’ rudder).(and hencereduce fuel consumption.

3 Maintenance

3.1 General

3.1.1 Maintenance measuresThe maintenance oriented measures are to be implementedduring the scheduled maintenance periods. They addressthe main components such as hull, machineries, heaters,heat exchangers and propellers. There is no impact on theglobal design of the ship and components.


NR 586, Sec 3

3.1.2 Principles

Regular maintenance of hull and propellers increases thevessel performance by reducing hull fouling and propellerfriction.

3.2 Propeller maintenance

3.2.1 General

Selection of the propeller is normally determined at thedesign and construction stage of a ship’s life but new devel-opments in propeller design have made it possible for retro-fitting of later designs to deliver greater fuel economy. Whilstit is certainly for consideration, the propeller is but one partof the propulsion train and a change of propeller in isolationmay have no effect on efficiency and may even increase fuelconsumption.

Improvements to the water inflow to the propeller usingarrangements such as fins and/or nozzles could increasepropulsive efficiency power and hence reduce fuel con-sumption.

The optimization of the propeller by retrofitting, when pos-sible, is further developed.

3.2.2 Propeller cleaning and polishing

Propeller cleaning and polishing or even appropriate coat-ing may significantly increase fuel efficiency. The need forships to maintain efficiency through in-water hull cleaningshould be recognized and facilitated by port States.

3.3 Hull maintenance

3.3.1 Dry docking intervals optimization

Docking intervals should be integrated with ship operator’songoing assessment of ship performance. Hull resistancecan be optimized by new technology-coating systems, possi-bly in combination with cleaning intervals. Regular in-waterinspection of the condition of the hull is recommended.

3.3.2 Coating removal and replacement

Consideration may be given to the possibility of timely fullremoval and replacement of underwater paint systems toavoid the increased hull roughness caused by repeated spotblasting and repairs over multiple dockings.

3.3.3 Silicone Painting

Painting ships with high performance silicon paint willimprove propulsion efficiency, reduce fuel consumptionand CO2 emissions.

This type of paint is very delicate and may be damaged eas-ily, thus impairing the initial performances.

3.3.4 Fluoropolymer foul release coating

This type of coating, associated with a careful drydockingcycle follow up, improve the hull efficiency by minimisingthe average hull roughness growth, thus minimising the fric-tional resistance evolution.

4 Technology measures

4.1 List of technologies improvements and ESD

4.1.1 This paragraph lists certain possible measures toimprove the overall efficiency of existing ships, by:

• modifying the design of existing installations

• replacing existing devices or adding new devices

• modifying the operating conditions of existing installations.

4.2 Machinery systems

4.2.1 IMO guidelines background

Marine diesel engines have a very high thermal efficiency(~50%). This excellent performance is only exceeded byfuel cell technology with an average thermal efficiency of60%. This is due to the systematic minimization of heat andmechanical loss. In particular, the new breed of electroniccontrolled engines can provide efficiency gains. However,specific training for relevant staff may need to be consideredto maximize the benefits.

4.2.2 Engine tuning

Optimized electronic engine control will use the potentialof common rail injection and two stage turbo charging toimprove engine efficiency in the whole range of operation.However, the engine improvements are currently domi-nated by the upcoming more requirements to reduce NOxemissions. This may act against fuel efficiency improve-ment, because of lower combustion temperatures andincreased back pressure from exhaust gas cleaning systems.

4.2.3 Main engine derating

The principle is to derate the installed propulsion power inorder to save fuel. If the same speed is to be maintained asbefore then a more powerful engine should be chosen (per-formed only in the design stage) otherwise the ship speedwill decrease accordingly (performed for ships in opera-tion). In the latter, a minimum power is to be maintained forsafety reasons to ensure manoeuvrability and course keep-ing capability in adverse conditions.

4.2.4 Variable turbine area low load optimized engine (VTA)

The principle is to use a variable turbine area that will beextended to a larger range of loads, specifically at part loadand low load. The variation of area extends from a mini-mum and progressively increases until the scavenging airpressure reaches its normal MCR value.

4.2.5 Turbocharger Cut-Out

It is applicable mostly to larger engines with two to four tur-bochargers; this option is based on cutting out one of theseunits in the lower load range. In contrast with exhaust gasbypass, there is thus no fuel consumption penalty in thehigh load range as all turbochargers are in operation. Thecutting-out or cutting-in of a turbocharger has to be effectedwith the engine at dead slow or stopped.


NR 586, Sec 3

4.2.6 Exhaust Gas Bypass (EGB)

The principle is that a small turbocharger is more suitablefor the engine at low load, thus reaching normal MCR scav-enging air pressure at a partial load. Above the chosen par-tial load, the exhaust gas is bypassed so that the scavengingair pressure will not exceed the normal MCR value.

4.2.7 Use of alternative low carbon fuels

Use of emerging alternative fuels may be considered as aCO2 reduction method but availability will often determinethe applicability.

LNG contains more hydrogen and less carbon than fuel oils,since the carbon factor of methane (CH4) is lower than die-sel oil or heavy fuel oil, so emissions of CO2 are reduced.However, methane slip can generate involuntary emissionsof unburnt gas which will reduce the GHG reduction due tothe Global Warming Potential of methane generallyacknowledged as much as 20 to 25 times equivalent to CO2.

4.3 Waste Heat Recovery Systems (WHR)

4.3.1 IMO guidelines background

Waste heat recovery is now a commercially available tech-nology for some ships. Waste heat recovery systems usethermal heat losses

from the exhaust gas for either electricity generation or addi-tional propulsion with a shaft motor.

It may not be possible to retrofit such systems into existingships. However, they may be a beneficial option for newships. Shipbuilders should be encouraged to incorporatenew technology into their designs.

4.3.2 Waste Heat Recovery

Waste Heat Recovery (WHR) systems are generally installedon Main Engine. This is the most potentially efficient systemfor improving the Energy Efficiency of a typical 2 strokesengine propulsion system. It is also positively used onboardlarge cruise vessels having 4 strokes engines and electricplants for both propulsion and hotel loads.

4.4 Energy Saving Devices on Propellers

4.4.1 General

Most of the ESD concerning propellers are working by mod-ifying the flow upstream or downstream the propeller. Theprinciple is either to improve the propeller running condi-tions, or to partly recover energy losses, affecting both wakeand vortex.

However, it must be kept in mind that any change or modi-fication of propeller operation in view of improving effi-ciency may affect negatively the main engine efficiency bymoving the running point.

Therefore it is recommended that an holistic approach shallbe used when tentatively improving the propulsion chainefficiency, backed up by an analysis of the whole ship.

4.4.2 Retrofitting of ESD on existing ships

Requirements [4.4.3] to [4.4.9] present some of existingtechnologies.

4.4.3 Range of energy savings

Typical ranges of expected fuel savings vary from differentsources, such as supplier data or owner estimations, modeltest measurements, full-scale measurements or CFD estima-tions, using different codes.

4.4.4 Compatibility of ESD

Compatibility between different fuel saving measures has tobe assessed, as some devices may interact together to pro-duce a total saving almost equal to the sum of each individ-ual savings when other combinations may end up with anincrease of fuel consumption.

4.4.5 CLT Propeller

CLT propulsion principle is to include endplates with mini-mum resistance in sight of higher efficiency and lowervibration and noise level.

4.4.6 Propeller Boss Cap Fins

The principle behind is to break up the hub vortex, thusreducing the energy losses.

4.4.7 Mewis Duct

It is a combination of a pre-swirl stator and wake equalizingduct. It has a power reducing potential up to 4%.

4.4.8 Pre Swirl Stator

The pre-swirl stator is composed of a fixed set of bladespositioned upstream of the propeller. The blades have dif-ferent pitch angles.It affects the inflow by reducing the rota-tional losses, also having a positive effect on the wake.

4.4.9 Contra-rotating propeller

It combines recuperation of rotational energy losses withbetter propeller loading. However, contra-rotating propel-lers also have larger areas in general, and more bearingslosses. In addition the mechanical complexity makes thedecision to install contra-rotating propellers very difficult.The potential gain is recognised to be about 4%.

4.5 Reduction of Air Resistance

4.5.1 Reshaping superstructures for air resistance mitigation

The air resistance of a bulk carrier can be up to approxi-mately 5-8% of the total resistance in given conditions ofweather and wind. It can be optimized by superstructureredesign (crane, forecastle, accommodation, roundedshapes, elimination of recirculation zones etc.).

The air resistance optimization range of efficiency is shiptype dependent and will remain small compared to poten-tial hydrodynamic efficiency.

5 Improvements potentials ranking

5.1 Summary of Energy Saving Devices and Measures

5.1.1 A list of technical energy saving measures is indi-cated in Tab 2.


NR 586, Sec 3

Table 2 : List of Energy Saving Measures

Energy Saving Measure Description Indication of potential energy saving

Weather routing D

Just in time arrival D

Speed optimization D

Super Slow Steaming A

Optimum trim D

Optimum ballast condition D

Hull coating cleaning and improvement associated with drydocking period C

Propeller cleaning and polishing C

Silicone painting associated with hull cleaning D

Fluoropolymer coating D

Engine auto-tuning D

Main engine derating E

Main engine variable turbo area E

Cooling and ventilation system optimization F

Use of alternative fuels C

Waste Heat Recovery System B

Flip rudder E

Optimized rudder blade profile E

CLT Propeller D

Boss Cap Fins Propeller D

Mewis duct D

Pre integrated Duct and Wake equalizing Duct D

Pre Swirl Stator D

Contra Rotating Propeller D

Propeller rudder transition bulb D

Hull stern shape optimization D

Thruster and sea chest openings optimization F

Efficiency of scale using larger ships C

Design speed reduction smaller engine B

Air lubrification F


NI 586, App 1


APPENDIX 1 SCOPE OF AN ENERGY AUDIT

1 General

1.1

1.1.1 This Appendix provides information on the data to bemeasured and recorded by the owner within the scope ofan Energy Audit.

2 Data necessary for the calculation of the performance indicators

2.1

2.1.1 The data to be measured are to include at least theinput parameters necessary for the calculation of the per-formance indicators used within the scope of the SEEMP.At least the following data are to be measured and recordedover a 6-month period:• overall fuel consumptions per fuel type (HFO, MDO…)• fuel quality (lower heating value, density) for each type

of fuel• cargo transported and distance (including ballast voy-

ages).

3 Energy consumptions to be measured

3.1 Fuel consumptions

3.1.1 The fuel consumptions are to be measured andrecorded at least for the following equipment:• propulsion engines• auxiliary engines• oil-fired boilers.

3.2 Electrical consumptions

3.2.1 The electrical consumptions are to be measured andrecorded at least for the following equipment:

• main electrical motors

• heating, ventilation, air conditioning

• galleys, laundries

• lighting.

3.3 Steam consumptions

3.3.1 The steam consumptions are to be measured andrecorded at least for the following equipment:

• heating (heavy fuel oil)

• fresh water evaporators and heaters

• accommodation heating

• galleys, laundries.

4 Procedures for data measuring and recording

4.1

4.1.1 The procedures for measuring and recording the datalisted in [2] and [3] are to be established.

The procedures are to contain in particular the followinginformation:

• specification of the measuring devices and proceduresto calibrate the devices

• data measuring periodicity

• data recording method

• name of the person responsible for data measuring andrecording.