SHIP ENERGY EFFICIENCY MANAGEMENT PLAN SEEMPCuarto Seminario Nacional “Eficiencia Energética y Reducción de Emisiones” 13 al 15 de marzo de 2019 Ciudad de México, México. SEEMP

SHIP ENERGY EFFICIENCY

MANAGEMENT PLAN

SEEMPEdilberto Peralta

Lloyd’s Register

Operations Manager

Central and SouthAmerica

Cuarto Seminario Nacional “Eficiencia Energética y Reducción de Emisiones” 13 al 15 de marzo de 2019Ciudad de México, México

"If you can't measure it, you can't improve it.“

Peter Drucker


SEEMPAn energy management plan that aims:

- To optimise the ship operational andtechnical

management processes for energy saving.

This is applicable to all ships includingexisting

ones.


Part I

• The Ship Energy Efficiency Management Plan (SEEMP) Part I has been mandatory for ships over 400 GT since 1 January2013.

Part II• From 1 March 2018, Regulation 5.4.5 of MARPOL Annex VI requires Administrations

to ensure that the Ship Energy Efficiency Management Plan (SEEMP) of ships of 5,000 GT and above complies with Regulation 22.2 of MARPOL AnnexVI.


SEEMP

Part I:Provides a possible approach for monitoring ship and fleet

efficiency performance over time and some options to be

considered when seeking tooptimize the performance of the

ship.

Part IIProvides the methodologies ships of 5,000 gross tonnage and

above should use to collect the data required pursuant to

regulation 22A of MARPOL Annex VI and the processes that the

ship should use to report the data to the ship's Administration

or any organization duly authorized byit.


Fuel Oil Consumption Data CollectionSystem

IMO resolution MEPC.278(70) amends MARPOL

Annex VI, on 1 March 2018, to introduce a new

Regulation 22A which includes a requirement for

ships to record and report fuel oil consumption

data.

Fuel oil is defined by Annex VI as any fuel delivered

to and intended for combustion purposes for

propulsion or operation on board a ship, including

gas, distillate and residual fuels.


SEEMP Guidelines

IMO has also published Resolution MEPC.282(70) ‘Guidelines for the Development ofa

Ship Energy Efficiency Management Plan (SEEMP)’ which includes:

• the pre-existing guidance on developing a ship management plan to improve energy

efficiency - now known as SEEMP PartI;

• guidance on developing a fuel oil consumption data collection plan, i.e. SEEMP Part II.


Application

These new requirements only apply to ships of 5,000gt and above.

Asper Regulation VI/19, these new requirements do not apply to the following:

• domestic ships;

• ships not propelled by mechanicalmeans;

• platforms including FPSOs and FSUs and drilling rigs, regardless of theirpropulsion.

By 31 December 2018, at the latest, the ship’s SEEMP shall be updated to include a

description of the methodology that will be used to collect the data and the processes that

will be used to report the data to the Flag/RO (i.e. SEEMP PartII).


Application

From January 2019 onwards, each ship shall collect the fuel oil consumption data for that

year, according to the methodology included in theSEEMP Part II

In the first 5 months of 2020, the data is to be reported, for the first time, to the Flag/RO

which will then verify the data and issuea

‘Statementof Compliance – Fuel Oil Consumption Reporting’ to the ship.


The SEEMP is primarily intended to be a management tool for ship-board use and aimsto

improve the energy efficiency of shipoperations.

It is an IMO requirement to have a SEEMP on-board all existing and new applicable shipsfrom

1st January 2013.

SEEMP should be customised to the characteristics and needs of individual companiesand

ships; therefore it is a ship-specificplan.


FRAMEWORK AND STRUCTUREOF PART I OF THESEEMP

• Planning

• Implementation

• Monitoring

• Self evaluation and Improvement



1.Planning

Most crucial stage of part I of the SEEMP, in that it primarily determines both the current status of ship energy usage and the expected improvement of ship energyefficiency.



Planning – Ship Specific Measures

Speed optimization

Weather routing

Hull maintenance




Speed optimization

Weather routing

Hull maintenance




Speed optimization

Weather routing

Hull maintenance



Planning – Company-specific measures

Good communication between stakeholders including:

• Ship repair yards

• Shipowners

• Operators

• Charterers,

• Cargo owners,

• Ports and traffic managementservices.



Planning – Human resource development

Raising awareness of and providing necessary training for personnel both on shore and on board are an important element.



Planning – Goal settingLast part of planning isgoal setting. Goal setting is voluntary.No need to announce the goal or the result to the public. To serve as a signal which involved people should be conscious

Any form, such as the annual fuel consumption or aspecific target of Energy Efficiency Operational Indicator(EEOI).

Should be measurable and easy to understand.



2. Implementation

After a ship and a company identify the measures to be implemented, it is essential to establish a system for implementation of the identified and selected measures by developing the procedures for energy management, by defining tasks and by assigning them to qualified personnel.



Implementation

The implementation period (start and end dates) ofeach selected measure should be indicated.

The development of such a system can be considered as a part of planning, and therefore may be completed at the planningstage.



Implementation and record-keeping

Beneficial for self-evaluation at a laterstage



3.MonitoringThe energy efficiency of a ship should be monitoredquantitatively.

The EEOI developed by the Organization is one of the internationally established tools to obtain a quantitative indicator of energy efficiency of a ship and/or fleet in operation, and can be used for this purpose.

Therefore, EEOI could be considered as the primary monitoring tool,

although other quantitative measures also may beappropriate.



Monitoring

Whatever measurement tools are used, continuous and consistentdata collection is the foundation ofmonitoring.



Monitoring

To avoid unnecessary administrative burdens on ships' staff, monitoring should be carried out as far as possible by shore staff, utilizing data obtained from existing required records such as the official and engineering log-books and oil record books,etc.



4. Self-evaluation and improvement

Final phase of the managementcycle.

This phase should produce meaningful feedback for the comingfirst stage, i.e. planning stage of thenext improvement cycle.


"If you can't measure it, you can't improve it.“

Peter Drucker


PART I OF THE SEEMP:SHIP MANAGEMENT PLAN TO IMPROVE ENERGY EFFICIENCY

• The purpose of part I of the SEEMP is to establish a mechanism fora company and/or a ship toimprove the energy efficiency of a ship's operation.

• Preferably, this aspect of the ship-specific SEEMP is linked to a broadercorporate energy management policy for the company that owns, operates or controls the ship, recognizing that no two shipping companies are the same, and that ships operate under a wide range of differentconditions.


GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OFSHIPS

Fuel-efficient operations

• Improved voyage planning





• Weather routeing

• the effects of ocean currents andtides;

• the effects of weathersystems; and• the crew safety and comfort, based on tradeand

route.






• Just intime






• Just intime

• Speedoptimization






• Just intime

• Speedoptimization

• Operation at constant shaft RPM



Optimized ship handling

• Optimum trim




• Optimum trim




• Optimum trim

• Optimum ballast

Ballast conditions have a significant impact on steering

conditions and autopilot settings




• Optimum trim

• Optimum ballast

• Optimum propeller and propeller inflow considerations

Improvements to the water inflow to the propeller using arrangements such as

fins and/or nozzles could increase propulsive efficiency power andhence reduce

fuel consumption.




• Optimum trim

• Optimum ballast

• Optimum propeller and propeller inflow considerations

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

Reducing the distance sailed "off track".




• Hull maintenance

Hull resistance can be optimized by new technology-coating

systems, possibly in combination with cleaning intervals.Regular

in-water inspection of the condition of the hull is recommended.





• Propulsion system

• Propulsion system maintenanceImprovements to the water inflow to the propeller using

arrangements such as fins and/or nozzles could increase

propulsive efficiency power and hence reduce fuel

consumption.”





• Propulsion system

• Propulsion system maintenance

“In accordance with manufacturers'instructions”



• Waste heatrecovery

“Waste heat recovery systems use thermal heat losses from

the exhaust gas for either electricity generation or additional

propulsion with a shaftmotor.”



• Waste heat recovery

• Improved fleetmanagement

Efficiency, reliability and maintenance-oriented datasharing

within a company can be used to promote best practice

among ships within acompany.”




• Improved fleet management

• Improved cargohandling

“Under the control of the port and optimum solutions

matched to ship and port requirements should be explored.”




• Improved fleet management

• Improved cargo handling

• Fuel type

Emerging alternative fuels may be considered as a CO2

reduction method but availability will often determine the

applicability.




GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OFSHIPSInsulation Maintenance(Steam distribution and Condensate Return System):

• Steam and condensate return pipinginsulation should be regularlyinspected. External surfacetemperatures should generally notexceed 50 degreesC.

• Ensure valve blanketsinsulation is restored

andpiping

to originalcondition after repairs.



Insulation Maintenance(Steam distribution and Condensate Return System):• Steam and condensate return piping

insulation should be regularly inspected.External surface temperatures shouldgenerally not exceed 50 degreesC.

• Ensure valve blanketsinsulation is restored

andpiping

to originalcondition after repairs.


Ship Energy EfficiencyManagement

Ship Energy Efficiency ManagementSEEM Monitoring Tool (Vessel Energy & EnvironmentalPerformance):


Ship Energy Efficiency ManagementSEEM Monitoring Tool (Vessel Energy & EnvironmentalPerformance):


Ship Energy EfficiencyManagementSEEMP Part A –Examples:

50

Speed Selection Optimization

Responsible personnel ashore: Marine Operators

Responsible personnel onboard: Master

Records: Daily Noon Reports

Implementation Period: Continuous (whenever possible and taking into account Charter Party

restrictions and safe navigation).

Target: Reduce vessel’s speed to be within ±0.5 knots of the vessel’s Most

Economical Speed unless otherwise instructed by the Charterers.

Monitoring method: Random checking of Daily Noon Reports by Marine Operators.

Notes/ Follow-up:

The Operator should provide the desired ETA at ports to allow the ship’s crew to better manage the speed and fuel

consumption of the vessel.

Necessary margins, taking into account possible adverse currents, unexpected weather changes and other negative

factors, to be considered.

Ship to report about alterations to voyage commands.

The Operator shall request permission from the Charterers to reduce vessel’s speed to the calculated value, when

possible.



51

Weather Routing

Responsible personnel ashore: Marine Department

Responsible personnel on-board:Master / OOBW

Records: Bridge Risk Information Data Gathering Engine for Optimum Ship Routing

(Weathernews)

Implementation Period: During transoceanic crossings.

Target: Maximize the use of Weather Routing services, when possible, to minimize fuel

consumption.

Monitoring method:Random checking during onboard attendances by Marine Superintendents.

Notes/ Follow up:

During the voyage, the Master should contact the Company or the Weather Routing Provider (WRP), if the experienced weather

differs from the forecasted weather.



52

Hull Cleaning

Responsible personnel ashore: Technical Department / Superintendent Engineers

Responsible personnel onboard: Master, Chief Engineer, Chief Officer.

Records: Underwater survey report or optical inspection after discharge when

possible. Dry docking report. Daily Noon Reports.

Implementation Period: Hull cleaning whenever there are clear indications of deteriorating hull

performance. Periodicity to take into account the time spent at anchorage

and at ports.

Target: Keep vessel’s performance high. Hull cleaning to be carried out whenever

required.

Monitoring method: 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.

Notes/ Follow-up:

Close monitoring of vessel’s performance, speed, slip and consumption.



53

M/E Performance Monitoring System

Responsible personnel ashore: Technical Department / Superintendent Engineers.

Responsible personnel onboard: Chief Engineer.

Records: Main Engine Performance Reports

Implementation Period: Continuous.

Target: Main engine performance monitoring reports to be taken/ recorded and forwarded to Head

Office for further verification. Main engine fuel oil consumption to be measured and compare to

sea trials records once per month. Keep deviation from sea trials not more than 5%.

Monitoring method: Main Engine performance reports should be forwarded to Head Office as per SMS.

Superintendent engineer verifies the report with the aim of identifying cases where the vessel is

underperforming, thus corrective action is needed.

Notes / Follow-up: Early identification of any deteriorating trend in ship’s performance by continuous monitoring of specific indicators

of the condition of the Main Engine and the ship’s overall propulsion system. In case vessel is underperforming, appropriate

corrective action may be needed (i.e. M/E maintenance, excessive fuel oil consumption, hull / propeller cleaning etc.).



54

D/G Performance Monitoring



Records: D/G Performance Reports


Target: D/G performance monitoring reports to be taken/ recorded and forwarded to

Head Office for further verification. Main engine fuel oil consumption to be

measured and compare to sea trials records once per month.

Keep deviation from sea / shop trials not more than 5%.

Monitoring method: D/G performance reports should be forwarded to Head Office as per SMS.

Superintendent engineer verifies the report with the aim of identifying cases

where the vessel is underperforming, thus corrective action is needed.

Notes/ Follow up:



55

Fuel Injection Slide Valves



Records: Cylinder performance diagrams.

Engine logs.

Daily Noon Reports.

Implementation Period: From construction / retro-fit onwards.

Target: Maintain cleaner main engine with better combustion profile and

consequently reduction of emissions.

New vessels to be equipped with sliding valves. Consider retrofit on

remaining vessels at a later stage.

Monitoring method: Review and assessment of Engine logs and M/E Performance Reports.

Review of Daily Noon Reports and assessment of vessel’s performance,

consumption, etc. in conjunction with prevailing weather conditions.

Notes/ Follow-up:



56

Lubricator System



Records: Monitoring of LO consumption.

Cylinders inspection / consumption report.

M/E Performance Reports


Target: Reduce LO consumption. Average LO specific consumption of the fleet to

be less than 0.75 gr/BHPh

Monitoring method: Cylinder oil monthly consumption report. Superintendent engineers visits on

board.

Notes/ Follow-up:

The electronically controlled lubricator System helps reducing the cylinder oil consumption. The cylinder oil dosage is

proportional to the sulphur percentage of the fuel oil. Maintain LO specific consumption according to the sulphur content of FO,

as per maker’s manual.



4.

57

VOC Emission Control

Responsible personnel ashore: Marine Operators.

Responsible personnel onboard: Chief Officer.

Records: Voyage VOC Emissions Calculation Spreadsheet

Implementation Period: Whenever crude oil is transported.

Target: Proper implementation of the VOC procedure in order to minimize

VOC emissions.

Monitoring method: Follow the procedures included in the vessel’s approved VOC

Management Plan.

Notes/ Follow-up:



4.

58

Fuel Oil Purchasing



Records: Bunker Delivery Notes.

Vessel Environmental Performance Report.


Target: Ensure that only bunkers meeting ISO 8217:2010 are purchased

Monitoring method: Superintendent Engineers to review / approve all bunker stems.

Notes/ Follow-up:

All fuels are purchased against the internationally recognized standard ISO 8217:2010. Before ordering bunkers, each ship

should calculate the expected bunker consumption and verify the amount with the Office. As a minimum, vessels should have

enough onboard to complete the current voyage maintaining also a safe margin as per bunkers procedure manual. The

decision to carry excess bunkers above the above-mentioned quantity is to be justified by economic and operational

considerations. Factors that can influence this decision include bunker cost, quality, the absence of firm orders, and cargo

heating requirements.



4.

59

Fuel Oil Analysis



Records: Bunker Delivery Notes. Fuel Analysis reports.

M/E Performance Reports


Target: Only bunkers within ISO range to be used. Monitor the ISO 8217 bunkers

parameters and keep statistics for the suppliers who deliver out of spec

products.

Monitoring method: Fuel samples are analyzed for every bunkering. Review FO analysis reports

with instructions are forwarded to the vessels, as necessary. Appropriate

corrective action to be taken in case out of spec bunkers are delivered

onboard.

Notes/ Follow-up: Fuel samples are collected from every bunkering and are retained under the ship’s control for a period of not

less than twelve months from the time of delivery. The quality of the bunkers lifted by the fleet vessels is closely monitored

forwarding samples from each lift to LRS FOBAS. Fuel Oil analysis ensures that the certain parameters that affect the fuel oil

quality are maintained within ISO 8217 requirements.



60

Lube Oil Sampling



Records: Lube Oil Analysis report.

Implementation Period: Samples to be taken and forwarded for analysis every three (3) months.

Target: Ensure optimum use of lube oil - Optimum operation of the machinery.

Samples to be taken and forwarded to laboratory for analysis four (4) times

per year.

Monitoring method: Sampling as above. Close monitoring and follow up of the lube oil sampling

status.

Notes/ Follow-up: It is essential that the sample drawn is representative of the oil circulating in the system and under similar operating conditions every

time. The sampling points for each system should be located in accordance with the instructions provided with the LO sampling kit. Use only the bottles

delivered by the lubricants supplier. The position of this sampling point must be noted on the sample bottle and the same sampling point should be used

for any future sampling. Forward the samples for analysis following the instructions of the sampling kit. Sufficient draining of the line at the sampling

point must be effected to ensure representative sampling. This is especially applicable in the case of stern tube oil sampling points. Cold oil samples

should not be taken.

Proper implementation of SEEMPwill make a difference

Your company’s environmental performance can be a differentiator and help

you gain competitive advantage in challenging marketconditions.

New ways tooperate

People and ships working in harmony. However, environmental challenges

mean that ships are becoming increasingly complex to operate, which means

that ships will be more expensive tobuild aswell.

CONCLUSIONS


CONCLUSIONS

Significant actions

Environmental challenges require significant actions, resources and

investment decisions. Compliance with future and emerging environmental

regulation is one of the biggest challenges the marine industry faces.

Training challenges

You would not put a novice driver behind the wheel of a Formula One car and

nor would you put people without the right experience on board your ships.


Documents

SHIP ENERGY EFFICIENCY MANAGEMENT PLAN SEEMPCuarto Seminario Nacional “Eficiencia Energética y Reducción de Emisiones” 13 al 15 de marzo de 2019 Ciudad de México, México. SEEMP