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PowerPoint PresentationSEEMP Edilberto Peralta
Central and South America
Peter Drucker
SEEMP An energy management plan that aims:
- To optimise the ship operational and technical management
processes for energy saving.
This is applicable to all ships including existing ones.
Part I
• The Ship Energy Efficiency Management Plan (SEEMP) Part I has
been mandatory for ships over 400 GT since 1 January 2013.
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 Annex VI.
SEEMP Part I: Provides a possible approach for monitoring ship and
fleet efficiency performance over time and some options to be
considered when seeking to optimize the performance of the
ship.
Part II Provides 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 by it.
Fuel Oil Consumption Data Collection System
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 of a 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 Part I;
• 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.
As per Regulation VI/19, these new requirements do not apply to the
following: • domestic ships; • ships not propelled by mechanical
means; • platforms including FPSOs and FSUs and drilling rigs,
regardless of their propulsion.
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 Part II).
Application
From January 2019 onwards, each ship shall collect the fuel oil
consumption data for that year, according to the methodology
included in the SEEMP 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
issue a ‘Statement of Compliance – Fuel Oil Consumption Reporting’
to the ship.
The SEEMP is primarily intended to be a management tool for
ship-board use and aims to improve the energy efficiency of ship
operations.
It is an IMO requirement to have a SEEMP on-board all existing and
new applicable ships from 1st January 2013.
SEEMP should be customised to the characteristics and needs of
individual companies and ships; therefore it is a ship-specific
plan.
FRAMEWORK AND STRUCTURE OF PART I OF THE SEEMP
• Planning
• Implementation
• Monitoring
FRAMEWORK AND STRUCTURE OF PART I OF THE SEEMP
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 energy efficiency.
FRAMEWORK AND STRUCTURE OF PART I OF THE SEEMP
Planning – Ship Specific Measures Speed optimization
Weather routing
Hull maintenance
Planning – Ship Specific Measures Speed optimization
Weather routing
Hull maintenance
Planning – Ship Specific Measures 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
management services.
FRAMEWORK AND STRUCTURE OF PART I OF THE SEEMP
Planning – Human resource development
Raising awareness of and providing necessary training for personnel
both on shore and on board are an important element.
FRAMEWORK AND STRUCTURE OF PART I OF THE SEEMP Planning – Goal
setting Last part of planning is goal 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 a specific target
of Energy Efficiency Operational Indicator (EEOI).
Should be measurable and easy to understand.
FRAMEWORK AND STRUCTURE OF PART I OF THE SEEMP
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.
FRAMEWORK AND STRUCTURE OF PART I OF THE SEEMP
Implementation The implementation period (start and end dates) of
each 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 planning
stage.
FRAMEWORK AND STRUCTURE OF PART I OF THE SEEMP
Implementation and record-keeping
FRAMEWORK AND STRUCTURE OF PART I OF THE SEEMP
3. Monitoring The energy efficiency of a ship should be monitored
quantitatively.
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 be appropriate.
FRAMEWORK AND STRUCTURE OF PART I OF THE SEEMP
Monitoring
Whatever measurement tools are used, continuous and consistent data
collection is the foundation of monitoring.
FRAMEWORK AND STRUCTURE OF PART I OF THE SEEMP
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.
FRAMEWORK AND STRUCTURE OF PART I OF THE SEEMP
4. Self-evaluation and improvement
Final phase of the management cycle.
This phase should produce meaningful feedback for the coming first
stage, i.e. planning stage of the next 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
for a company and/or a ship to improve the energy efficiency of a
ship's operation.
• Preferably, this aspect of the ship-specific SEEMP is linked to a
broader corporate 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 different conditions.
GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF
SHIPS
Fuel-efficient operations • Improved voyage planning
GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF
SHIPS
Fuel-efficient operations • Improved voyage planning • Weather
routeing
• the effects of ocean currents and tides; • the effects of weather
systems; and • the crew safety and comfort, based on trade
and
route.
Fuel-efficient operations • Improved voyage planning • Weather
routeing • Just in time
GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF
SHIPS
Fuel-efficient operations • Improved voyage planning • Weather
routeing • Just in time • Speed optimization
GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF
SHIPS
Fuel-efficient operations • Improved voyage planning • Weather
routeing • Just in time • Speed optimization • Operation at
constant shaft RPM
GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF
SHIPS
Optimized ship handling • Optimum trim
GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF
SHIPS
Optimized ship handling • Optimum trim
GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF
SHIPS
Optimized ship handling • Optimum trim • Optimum ballast
Ballast conditions have a significant impact on steering conditions
and autopilot settings
GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF
SHIPS
Optimized ship handling • 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 and hence reduce
fuel consumption.
Optimized ship handling • 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".
GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF
SHIPS
Optimized ship handling • 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.
GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF
SHIPS
Optimized ship handling • Hull maintenance • Propulsion system •
Propulsion system maintenance
Improvements 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.”
GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF
SHIPS
Optimized ship handling • Hull maintenance • Propulsion system •
Propulsion system maintenance
“In accordance with manufacturers' instructions”
GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF
SHIPS
• Waste heat recovery
“Waste heat recovery systems use thermal heat losses from the
exhaust gas for either electricity generation or additional
propulsion with a shaft motor.”
GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF
SHIPS
• Waste heat recovery • Improved fleet management
Efficiency, reliability and maintenance-oriented data sharing
within a company can be used to promote best practice
among ships within a company.”
GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF
SHIPS
• Waste heat recovery • Improved fleet management • Improved cargo
handling
“Under the control of the port and optimum solutions matched to
ship and port requirements should be explored.”
GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF
SHIPS
• Waste heat recovery • 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 OF SHIPS
Insulation Maintenance (Steam distribution and Condensate Return
System):
• Steam and condensate return piping insulation should be regularly
inspected. External surface temperatures should generally not
exceed 50 degrees C.
• Ensure valve blankets and piping insulation is restored to
original condition after repairs.
GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF SHIPS
Insulation Maintenance (Steam distribution and Condensate Return
System):
• Steam and condensate return piping insulation should be regularly
inspected. External surface temperatures should generally not
exceed 50 degrees C.
• Ensure valve blankets and piping insulation is restored to
original condition after repairs.
Ship Energy Efficiency Management
Ship Energy Efficiency Management
Ship Energy Efficiency Management
50
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
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.
Ship Energy Efficiency Management
52
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.
Ship Energy Efficiency Management
53
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.).
Ship Energy Efficiency Management
54
Responsible personnel onboard: Chief Engineer. Records: D/G
Performance Reports
Implementation Period: Continuous. 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
Records: Cylinder performance diagrams.
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
Records: Monitoring of LO consumption.
Cylinders inspection / consumption report.
Implementation Period: Continuous. 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.
Ship Energy Efficiency Management
4.
57
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:
Ship Energy Efficiency Management
4.
58
Records: Bunker Delivery Notes.
Vessel Environmental Performance Report.
Implementation Period: Continuous. 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
Responsible personnel onboard: Chief Engineer. Records: Bunker
Delivery Notes. Fuel Analysis reports.
M/E Performance Reports
Implementation Period: Continuous. 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.
Ship Energy Efficiency Management
60
Responsible personnel onboard: Chief Engineer. 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 SEEMP will make a difference Your
company’s environmental performance can be a differentiator and
help you gain competitive advantage in challenging market
conditions.
New ways to operate 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
to build as well.
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.
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PART I OF THE SEEMP:SHIP MANAGEMENT PLAN TO IMPROVE ENERGY
EFFICIENCY
GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF
SHIPS
GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF
SHIPS
GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF
SHIPS
GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF
SHIPS
GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF
SHIPS
GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF
SHIPS
GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF
SHIPS
GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF
SHIPS
GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF
SHIPS
GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF
SHIPS
GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF
SHIPS
GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF
SHIPS
GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF
SHIPS
GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF
SHIPS
GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF
SHIPS
GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF
SHIPS
GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF
SHIPS
GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF
SHIPS
GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF
SHIPS
GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF
SHIPS
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