The main purpose of a Ship Energy Efficiency Management Plan (SEEMP) is to establish a ship-specific process in terms of Planning, Implementation, Monitoring / Record Keeping and Evaluation to improve the energy efficiency of “Ship-in-Operation (SiO)”. The SEEMP, which is adaptable over time is linked to company’s broader corporate environment management policy.

1.1 Environment Management Policy

The Company shall strive to implement processes and measures that continuously will reduce our environmental footprint.

In order to achieve this we shall:

Certify the management system under ISO-14001, ashore and on board all managed vessels;
Ensure compliance with present and future national and international environmental requirements;
Continuously improve the energy awareness of our employees;
Interact with our transport and supply partners to seek energy friendly solutions;
Implement energy efficient designs, equipment and operational practices;
Monitor performance against predetermined goals and objectives
The Company shall strive to implement processes and measures that continuously will reduce our environmental footprint.

1.2 Objectives

Profitability

Documented reduction in fuel consumption

Corporate Social Responsibility

Documented reduction in CO2 emissions

People

Inspiration through seeing direct results from own actions

1.3 Implementation of the SEEMP

The SEEMP shall be compiled by the Ship Management Team (SMT) in consultation with the shore based Fleet team based on the ship specific SEEMP.

Planning - Responsibility: SMT
Implementation - Responsibility: SMT
Monitoring - Responsibility: SMT / Company
Self Evaluation and Improvement - Responsibility: SMT / Company

2. Monitoring

The Company is dedicated to improve energy efficiency on every managed vessel to facilitate a cleaner environment and improve cost effectiveness. The typical power consumption diagram in Figure 1 shows areas where the Company can focus on in order to conserve fuel. Monitoring and recording of data is essential to track progress.

Figure 1 shows the typical power diagram

The accuracy of the parameters reported in the software are crucial. These data are used to monitor progress and identify any deviation from the norm.

This vessel monitors the following systems relevant for Energy Management:

System

Weather Monitoring

Weather Routing

Shaft power meter

Thrust Monitoring

Trim & Draft

Vessel Information System

3.1 Measures for Fuel Efficient Operations

No.	Objectives	Targets	Best Practices	Responsible Persons	Reference
1.	Optimum Main Engine SFOC	Targets set as per Environmental Plan	Monthly performance • monitoring engine load and air intake temperature • fuel treatment • monitoring bunker fuel specs • monitoring fuel quality before engine • engine inspections • onboard test and sample analysis	Chief Engineer	Environment Management Plan • Sea Trial Reports • Performance data • Analysis Report
1.1	Optimum Main Engine SCLOC	Targets set as per Environmental Plan	Performance monitoring • setting correct feed rate • engine inspection and feed adjustment • onboard tests and sample analysis •	Chief Engineer	Environmental Management Plan • Analysis Report • Maker Manual
1.2	Minimise fuel consumption	Accurate Flowmeter measurements • Reliable consumption calculations	Flow Meter Calibration • Flow Meter figures comparison with tank measurements during monthly performance test • Maintain correct viscosity • timely overhaul of fuel delivery system components • monitor engine parameters • weather routing	Chief Engineer	Planned Maintenance Schedule • Performance data • Software provided
1.3	Improve accuracy of measured speed	To ensure speed measurements figures are reliable	Speed trials (block method) and speed log calibration to be done on a quarterly basis	Master	Planned Maintenance Schedule
1.4
1.5
1.6

3.2 Measures for Ship Handling

No.	Objectives	Targets	Best Practices	Responsible Persons	Reference
2.	Speed Optimization	CP Speed • Operational requirements	Trim and draft optimisation • Auto pilot setting and optimisation • minimise hand steering • Active use of weather routing	Master / Ship Operator	Trim Tables • Super Slow Steaming (SMS) • Auto Pilot Manual • Software
2.1
2.2

3.3 Measures for Training and Awareness

No.	Objectives	Targets	Best Practices	Responsible Persons	Reference
3.	Increase SMT’s awareness around Energy Management	To educate Ships Master and C/E in energy management best practices	Standard briefings of Master and Chief Engineer in office before joining a vessel. Briefing slides to be shared with new SMT members	HSEQ Department	Office Briefing Form
3.1	Implementation of Energy Management Guidelines	All vessels equipped with a SEEMP	Available on board. SMT brief officers and crew so that they are familiar with SEEMP	Master	Familiarization Form
3.3	Keep on board staff up to date on energy management measures and increase awareness	Include SEEMP on the agenda in monthly meetings	Discuss in Safety and Safety Committee meetings how vessel can improve in energy management initiatives.	Safety Officer and environmental committee Representatives	Safety Meetings and Safety Committee meetings
3.4

3.4 Measures for Hull and Propeller maintenance

No.	Objectives	Targets	Best Practice	Responsible Persons	Reference
4.	Speed and Fuel Consumption optimization	Maximise propeller efficiency and improve hull condition for achieving optimum speed	Propeller polish and hull inspection and cleaning at regular intervals • Use of suitable paint • Disciplined monitoring of shaft torque readings	Master / Chief Engineer	PMS • Maker Manual • Use of Torque Meter
4.1
4.2

3.5 Measures for energy consumers

No.	Objectives	Targets	Best Practice	Responsible Persons	Reference
5.	Efficient Aux Engines utilization	To run optimum number of A/E’s at any given load.	Onboard work planning, resource management and execution • Implementation of the A/E utilization program • Automatic Power Management Systems • Minimise no-load running.	SMT	Guidelines for Operating Auxiliary Engines (QMS) • PMS
5.1	Reduce electric power consumption	Optimize power consumption on board	Timely maintenance of energy consumers •. Use of energy saving lighting • optimum use of HVAC • good accommodation doors sealing • Daily monitoring of kWh consumption	Chief Engineer	PMS • QMS • ER Log Book entries
5.2	Efficient Cargo, Tank Cleaning and ballast operations	Minimise steam consumption during cargo and tank cleaning operation	Minimise steam dumping during low Boiler load operation • Implementation of cargo discharge plan and tank cleaning plan • timely overhaul of cargo pumps and auxiliary machinery • Optimum turbine warming-up time • Minimise water and steam losses	SMT	PMS • QMS • ER Log Book entries
5.3

3.6 Ship specific projects (below are examples)

No.	Objectives	Targets	Best Practice	Responsible Persons	Reference
6.1	Efficient Boiler operation	Minimise fuel consumption	Regular soot blowing / water washing • adjustment of burner damper controls •.fuel management setting adjustment • timely cleaning of EGB	Chief Engineer	ER Logbook parameters, engine performance
6.2	Efficient gas freeing / re-inerting	Minimise Fuel Consumption	Efficient planning and continuous monitoring of cargo tanks and IG systems	SMT	Cargo records
6.3

4. Self evaluation and improvement

With each review, new targets may be set if appropriate to achieve the overall goal.

If an objective has been deemed as completed, it will be marked as completed on the SEEMP lists in chapter 3.

The SEEMP is a continuous improvement process, and the vessel’s SMT shall in cooperation with the Superintendent review and assess each objective after receipt of the quarterly energy management performance report, and the monthly SFOC /SCLOC report.

Figure 2 shows a continuous improvement process.

The vessel SEEMP will be noted by class yearly as per requirement.

If new requirements are introduced by IMO, class or flag state, this document will be edited accordingly and will be given a new “version” in the cover page.

If clarification is required, a reference can be found on the table linking each objective to the energy management binder.

APPENDICES

SEEMP
	MONTHLY SEEMP LOG
Created by:	Approved by:	Head of Technical Management	Issued by: HSEQ
Page 1 of 1	Revision No.:	1	Issued Date: 05/04/2019

Ref.	KPI	Unit	Result
1.0	SFOC	g/kWh
1.1	SCLOC	g/kWh
1.2	Flow Meter calibration date	Date
1.3	Speed trial date	Date
2.0	Average ship speed	Knots
4.0	Propeller polish date	Date
5.0	Total Aux Engine Run hours	Hours
5.1	Total energy consumed	kWh
5.2	Ballast pump run hours	Hours
6.1	EGB cleaning date	Date
6.2	IGS/IGG plant run hours	Hours

This Log is to be maintained on board in the SEEMP File. The result or concerns are to be discussed during Safety meeting.

Q1. What are the outcomes of MEPC'62 regarding MARPOL Annex-VI?
Ans: Annex-Vi was amended by adding chapter-4. Which is Regulation on the energy efficiency on ships.

Adopted, Technical measure EEDI was made mandatory for new ships and Operational Measures SEEMP, mandatory for all ships.

EEDI is in control of Ship builder while SEEMP managed by Operators.

Q2. What are the regulations in Annex-VI Chapter-4?

Ans: The regulations apply only to ships of 400GT and higher.

Regulation 20: Attained Energy efficiency design index (Attained EEDI).

Applies to New ship before delivery, New ship in service which as undergone a major conversion. New or existing ship which has under gone major conversion that is so extensive that the ship is regarded as new constructed ship.

The basic principle of EEDI formula is:

$\small EEDI=\frac{Carbon\: dioxide\: Emission}{Transport\: work} = gCO_{2}/Tonne.Knots\: Unit$

Regulation 21: Required EEDI. $\small Attained EEDI\leq Required\: EEDI =[1-\frac{x}{100}].Reference\: Line\: Value$

X= Reduction Factor in Table 1

Reference line value = $\small a.b^{-c}$

a, b, c values are given in Table 2 for ship types and DWT.

Regulation 22: Ship Energy Efficiency Management Plan (SEEMP) Each ship will carry a ship specific SEEMP. SEEMP will be developed based on guidelines by the Organization (MEPC).

Regulation 23: Promotion of technical cooperation and transfer of technology relating to improvement of energy efficiency of ships.

Administration shall promote and Provide, together with IMO and other International Bodies, Technical assistance to developing states. Administration together with other member partied shall promote development and transfer of technology especially to developing nations, within the parameters of their national laws/regulations, the implementation of measures to full fill the requirements of chapter 4 of this Annex, for energy efficiency.

Q3. What is EEDI? How to calculate?

Ans: The basic concept of EEDI is to assign for each new ship a calculable figure that will denote its total emissions of CO2 from combustion of fuel, including propulsion and auxiliary engine sea load, taking into account the carbon-content of the fuels in use. If modern-day energy-efficient technologies are used on a ship, their effects are deducted from the total CO2 emissions. The energy saved by the use of renewable sources of energy, e.g wind or solar, is also deducted from the total co2 emissions as based on the actual efficiency of the systems. The transport-work is calculated by multiplying the ship's deadweight, by the ship's designed-speed, measured at maximum designed-deadweight condition, and at 75% of the rated installed main propulsion engines. It is depicted in grams of CO2 as emitted per tonne-nautical mile (i.e. the emissions from the ship, which takes a tonne of cargo for a distance of one nautical mile.). The value as computed, should be below a relevant "benchmark" for the specific ship size and type. The "bench mark" is established from the corresponding average figures of existing ships of specific type and size. vessels which exceed this "benchmark" figure and are therefore worse polluters, will not be certified to operate.

$\small EEDI=\frac{CO_{2}\:Emission}{Transport\: work}$ .

or, $\small EEDI=\frac{CO_{2}\:from\ propulsion\ +\ CO_{2}\: from\:auxiliaries\ - \ Energy\ efficiency\ technologies }{Transport\ work}$ $\small Transport work = Capacity\ \times \ V_{ref}$

Capacity: (a) For bulk carriers, tankers, gas carriers, ro-ro cargo ships, general cargo ships, refrigerated cargo carriers and combination carriers, the deadweight should be used as "Capacity";

(b) For passenger ships and ro-ro passenger ships, gross tonnage (measured as per the Tonnage Convention, 1969), need be used as "Capacity".

(c)For container ships: 70% of the deadweight should be used as "Capacity". Analysis of container ship operations show that, contemporary container ships only sail in the maximum operation (i.e. full-load) for about 10% of the time. Besides, when a ship is loaded to a lesser draft (which is true 90% of the time of container ship operations), part of the bulbous bow will be nearer to the surface or even waterline. This state of sailing will cause decreasing energy efficiency and increasing CO2 emissions vis-a-vis the emissions of a vessel optimized to more realistic load levels.

$\small V_{ref}$ : the ship's speed measured in nautical miles per hour(knots), on deep water in the condition corresponding to the "Capacity" as explained above. This figure can be provided by the shipbuilder, early in the design stage, based either on model testing or calculations. The figure is included in the new building contract between the ship owner and the shipyard and ought to be provided by the shipbuilder / designer at the design stage.

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MEO Class-2 MMD Exams

Energy Efficiency On Ships

1. Purpose of the SEEMP