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
MARINE DIVISION
GENERAL CONDITIONS
ARTICLE 1
1.1. - BUREAU VERITAS is a Society the purpose of whose Marine Division (the "Society") is the classification (" Classification ") of any ship or vessel or structure of any type or part of it or system therein collectively hereinafter referred to as a "Unit" whether linked to shore, river bed or sea bed or not, whether
operated or located at sea or in inland waters or partly on land, including submarines, hovercrafts, drilling
rigs, offshore installations of any type and of any purpose, their related and ancillary equipment, subsea
or not, such as well head and pipelines, mooring legs and mooring points or otherwise as decided by the
Society.
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 Standards, in particular by delegation from different Governments. Those activities are hereafter collectively referred to as " Certification ".
1.3. - The Society can also provide services related to Classification and Certification such as ship and
company safety management certification; ship and port security certification, training activities; all activities and duties incidental thereto such as documentation on any supporting means, software, instrumentation, 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 its
representative requesting the services is hereinafter referred to as the " Client ". The Services are prepared and carried out on the assumption that the Clients are aware of the International Maritime
and/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 chartering, Expert in Unit's valuation, Consulting Engineer, Controller, Naval Architect, Manufacturer, Shipbuilder, Repair yard, Charterer or Shipowner who are not relieved of any of their expressed or implied
obligations by the interventions of the Society.
ARTICLE 2
2.1. - Classification is the appraisement given by the Society for its Client, at a certain date, following surveys by its Surveyors along the lines specified in Articles 3 and 4 hereafter on the level of compliance of
a Unit to its Rules or part of them. This appraisement is represented by a class entered on the Certificates
and 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 hereafter
and 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 present
the Unit for surveys and to inform the Society without delay of circumstances which may affect the
given 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 efficient
performance of the requested Services. The Client is the sole responsible for the conditions of presentation of the Unit for tests, trials and surveys and the conditions under which tests and trials are carried out.
ARTICLE 3
3.1. - The Rules, procedures and instructions of the Society take into account at the date of their
preparation the state of currently available and proven technical knowledge of the Industry. They
are not a standard or a code of construction neither a guide for maintenance, a safety handbook
or a guide of professional practices, all of which are assumed to be known in detail and carefully
followed at all times by the Client.
Committees consisting of personalities from the Industry contribute to the development of those documents.
3.2. - The Society only is qualified to apply its Rules and to interpret them. Any reference to them
has 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 applicable
Rules and to the Code of Ethics of the Society. Surveyors have authority to decide locally on matters related 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 of
random inspections and do not in any circumstances involve monitoring or exhaustive verification.
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 Client;
• 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 the
extent of the surveys to be changed.
ARTICLE 5
5.1. - The Society acts as a provider of services. This cannot be construed as an obligation bearing
on 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 level
of compliance of the Unit to its Rules or to the documents of reference for the Services provided
for.
In particular, the Society does not engage in any work relating to the design, building, production
or repair checks, neither in the operation of the Units or in their trade, neither in any advisory services, and cannot be held liable on those accounts. Its certificates cannot be construed as an implied or express warranty of safety, fitness for the purpose, seaworthiness of the Unit or of its value
for sale, insurance or chartering.
5.3. - The Society does not declare the acceptance or commissioning of a Unit, nor of its construction 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 any
warranty of proper operation, beyond any representation set forth in the Rules, of any Unit, equipment or
machinery, computer software of any sort or other comparable concepts that has been subject to any survey by the Society.
ARTICLE 6
6.1. - The Society accepts no responsibility for the use of information related to its Services which was not
provided 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 direct
and reasonably foreseeable consequence of an error or omission of the Society, its liability towards the Client is limited to ten times the amount of fee paid for the Service having caused the
damage, 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 one
and a half times the above mentioned fee.
The Society bears no liability for indirect or consequential loss such as e.g. loss of revenue, loss
of profit, loss of production, loss relative to other contracts and indemnities for termination of other agreements.
6.3. - All claims are to be presented to the Society in writing within three months of the date when the Services 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 interrupted thereafter with the same periodicity.
ARTICLE 7
7.1. - 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 giving
the other party thirty days' written notice, for convenience, and without prejudice to the provisions
in Article 8 hereunder.
7.3. - The class granted to the concerned Units and the previously issued certificates remain valid until the
date of effect of the notice issued according to 7.2. here above subject to compliance with 2.3. here above
and Article 8 hereunder.
7.4. - The contract for classification and/or certification of a Unit cannot be transferred neither assigned.
ARTICLE 8
8.1. - The Services of the Society, whether completed or not, involve, for the part carried out, the payment
of 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 legislation.
8.3. - The class of a Unit may be suspended in the event of non-payment of fee after a first unfruitful
notification to pay.
ARTICLE 9
9.1. - The documents and data provided to or prepared by the Society for its Services, and the information
available 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 classification of the Unit for them, to the classification file consisting of survey reports and certificates which
have 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 reports
can be handed over to another Classification Society, where appropriate, in case of the Unit's transfer
of class;
• the data relative to the evolution of the Register, to the class suspension and to the survey status of the
Units, as well as general technical information related to hull and equipment damages, are passed on
to IACS (International Association of Classification Societies) according to the association working
rules;
• the certificates, documents and information relative to the Units classed with the Society may be
reviewed during certificating bodies audits and are disclosed upon order of the concerned governmental or inter-governmental authorities or of a Court having jurisdiction.
The documents and data are subject to a file management plan.
ARTICLE 10
10.1. - Any delay or shortcoming in the performance of its Services by the Society arising from an event
not reasonably foreseeable by or beyond the control of the Society shall be deemed not to be a breach of
contract.
ARTICLE 11
11.1. - In case of diverging opinions during surveys between the Client and the Society's surveyor, the Society 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 the
Society to the advice of its Marine Advisory Committee.
ARTICLE 12
12.1. - Disputes over the Services carried out by delegation of Governments are assessed within the
framework 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 Court
of Nanterre, France.
12.3. - Other disputes over the present General Conditions or over the Services of the Society are
exclusively submitted to arbitration, by three arbitrators, in London according to the Arbitration
Act 1996 or any statutory modification or re-enactment thereof. The contract between the Society
and the Client shall be governed by English law.
ARTICLE 13
13.1. - These General Conditions constitute the sole contractual obligations binding together the
Society and the Client, to the exclusion of all other representation, statements, terms, conditions
whether 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 validity of the remaining provisions.
13.3. - The definitions herein take precedence over any definitions serving the same purpose which may
appear in other documents issued by the Society.
BV Mod. Ad. ME 545 k - 17 December 2008
RULE NOTE NR 586
NR 586
Additional 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
1.1
1.2
1.3
1.4
2
5
6
Initial Internal Energy Audit
Periodical Society Surveys
8
Availability of the Society software tools
SEEMP Template
E2
SEECAT
Framework of the SEEMP
1
Introduction
1.1
1.2
2
3
9
SEEMP Framework
SEEMP Iteration Cycle Period
Planning
2.1
2.2
2.3
2.4
2.5
2.6
9
General
Ship specific measures for efficiency improvement
Company specific measures
Human resource development
Goal setting
Description of Tasks during the Planning Step
Implementation
3.1
3.2
2
General
Software Tools
7.1
7.2
7.3
7.4
Section 2
6
Audits and Surveys within the scope of the SEEMP additional class notation
7
6.1
6.2
7
6
List of drawings and documents
Definitions
5.1
5
List of documents
Documentation to be audited
4.1
5
Assignment
Applicable Existing Guidelines and Re-commendations
Documentation to be submitted
3.1
4
Objectives of the Rule Note
Scope of the SEEMP Additional Class Notation
Content of the Rule Note
Regulatory Framework
Requirements for the additional class notation SEEMP
2.1
2.2
3
5
10
Establishment of implementation system
Implementation and record-keeping
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July 2012
4
Monitoring
4.1
4.2
4.3
4.4
5
8
Section 3
Background
12
Management
Management Team
Guidance of Best Practices and Technologies for Ship Energy
Efficiency Improvement
1
General
1.1
2
3
14
General
Propeller maintenance
Hull maintenance
15
List of technologies improvements and ESD
Machinery systems
Waste Heat Recovery Systems (WHR)
Energy Saving Devices on Propellers
Reduction of Air Resistance
Improvements potentials ranking
5.1
13
Improved voyage planning
Weather routing
Just in time arrival
Speed Optimization
Optimized shaft power
Optimum trim
Optimum ballast condition
Optimum use of rudder and heading control systems (autopilots)
Technology measures
4.1
4.2
4.3
4.4
4.5
5
Energy Efficiency Shipboard Improvement
Maintenance
3.1
3.2
3.3
4
13
Operational measures
2.1
2.2
2.3
2.4
2.5
2.6
2.7
2.8
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12
Human Resources
8.1
8.2
12
Development of corrective actions
Control of records
7.1
11
Requirements compliance
Procedure
Description of Tasks during the Evaluation and Improvement Step
Corrective and Preventive Actions
6.1
7
General
Monitoring tools
Description of Tasks during the Implementation and Monitoring Step
Measurement and Analysis
Evaluation and Improvement
5.1
5.2
5.3
6
10
16
Summary of Energy Saving Devices and Measures
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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
3.1
3.2
3.3
4
18
Fuel consumptions
Electrical consumptions
Steam consumptions
Procedures for data measuring and recording
18
4.1
4
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SECTION 1
1
GENERAL
Application
1.1
1.4
Regulatory Framework
1.4.1
Objectives of the Rule Note
1.1.1 This Rule Note consists of a set of guidelines and
requirements to be applied for the SEEMP additional class
notation.
It provides guidance for the preparation of a structured and
useful Ship Energy Efficiency Management Plan (hereafter
referred to as the SEEMP) of a technical and organisational
level content above the required content proposed by IMO
MEPC Resolution 203(62) amending MARPOL Annex VI.
According to the MEPC.203(62) introducing the amended
MARPOL Annex VI, new chapter 4, regulation 22, from
01/01/2013 all ships of 400 gt or above are required to have
a Ship Energy Efficiency Management Plan (SEEMP)
onboard, at first survey or renewal survey, whichever is the
first, addressing ship-specific energy efficiency measures
and which meet the Guidelines developed by the IMO.
This may form part of the Ship Safety Mamagement System.
1.4.2
1.2
1.2.1
Scope of the SEEMP Additional Class
Notation
Additional class notation SEEMP
The additional class notation SEEMP covers the construction of a ship or Company specific structured Energy Management method. The Ship Energy Efficiency Management
Plan will enable the Company to save fuel consumption in
principle by indicating the potential fields where efforts
have to be implemented.
New amendment IMO MARPOL Annex VI
Regulation 22
Ship Energy Efficiency Management Plan
(SEEMP)
The Ship Energy Efficiency Management Plan (SEEMP) is a
management plan designed to improve the ship energy efficiency by implementing operational or technical measures
such as but not limited to speed optimization, optimum
trim, propeller polishing, and Energy Saving Devices.
2
Requirements for the additional
class notation SEEMP
2.1
Assignment
On that purpose, specific tools such as the Ship Energy Efficiency Calculation and Analysis Tool (SEECAT) are proposed to be used. Recording devices of energy parameters,
developed by the Society, are also available.
2.1.1 The additional class notation SEEMP is assigned to a
ship in service or a new ship upon satisfactory completion
of the two following steps:
The Society will examine the documentation, method,
organization and plan submitted as per Tab 1.
• Preparation of the SEEMP by the Owner or Ship Manager and review of the SEEMP by the Society
The Society will not approve the performances improvements levels and emissions reductions linked.
• Initial audit to be carried out in accordance with [6.1].
2.2
1.3
Content of the Rule Note
1.3.1 This document provides guidelines to be adjusted to
the characteristics and needs of individual companies and
ships.
The structure of the Rule Note consists of four different steps
for the Energy Management of a dedicated ship, a fleet or a
company. Each step is fully detailed and content is
described.
It includes also a list of measures aimed at maximizing operational efficiency and a catalogue of energy saving devices
and technologies to be implemented at the design stage for a
new ship or implemented onboard a ship in service.
The use of specific tools within the framework of the SEEMP
Notation is described.
July 2012
Applicable Existing Guidelines and Recommendations
2.2.1
IMO SEEMP Guidelines
This Rule Note incorporates parts of the text of the IMO
SEEMP Guidelines adopted at the IMO MEPC63 for the
development of a Ship Energy Efficiency Management Plan
(SEEMP) referred to in the Regulation 22 of the amended
Annex VI of the MARPOL, adopted by the IMO MEPC
through the Resolution MEPC203(62).
This IMO text is printed in italics for easier reference.
3
3.1
Documentation to be submitted
List of documents
3.1.1 Documents to be submitted are defined in Tab 1.
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NR 586, Sec 1
Table 1 : Documents to be submitted
N°
A/I (1)
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
I
Report of the evaluation of the previous cycle
7
(1)
4
Document
A = to be submitted for approval
I = to be submitted for information
Documentation to be audited
4.1
5.1.5
Energy Efficiency
This is the ratio or other quantitative relationship between a
performance output, service, goods or energy, and an
energy input.
List of drawings and documents
4.1.1 Documents mentioned in Tab 2 are to be made available for audit. They have to be recorded and saved for a
minimum period of 3 years.
Examples are conversion efficiency, energy required/energy
used, output/input, theoretical energy used to operate/energy used to operate.
Table 2 : Documents to be made available during audits
Both input and output have to be clearly specified in quantity and quality, and be measurable.
N°
Document
1
EnPI calculation records, notably EEOI
2
Bunker delivery notes
3
log-books with leg distances
4
Implementation record book
5.1.6
Company means the owner of the ship or any other organization of person such as the manager, or the bareboat charterer, who has assumed the responsibility for operation of
the ship from the shipowner.
5.1.7
5
5.1.1
General
Continuous improvement
A recurring process which results in enhancement of energy
performance and the energy management system.
5.1.2
Corrective action
An action to eliminate the cause of a detected non-conformity
5.1.3
Energy Audit
The Energy audit is defined as an overall technical audit
onboard covering the total energy consumption and efficiency of electrical and mechanical energy consumers and
producers.
6
The International Energy Efficiency Certificate is defined in
Appendix VIII of the IMO Resolution MEPC 203.(62). It
includes in particular the requirement for the SEEMP for all
existing and new ships above 400 GT.
Its presence onboard is to be verified at intermediate and
renewal surveys required under existing MARPOL Annex VI
for the International Air Pollution Prevention Certificate
(IAPP).
The certificate is to be issued or endorsed either by the
Administration or a Recognised Organization.
Energy
Energy includes Electricity, Fossils Fuels, Steam, Heat, Compressed air, Renewable Energy and Non-fossil fuels.
5.1.4
International Energy Efficiency Certificate
The SEEMP is listed in the “record of construction relating to
energy efficiency” attached to the International Energy Efficiency Certificate.
Definitions
5.1
Company
5.1.8
IMO Resolution MEPC 203.(62)
The IMO Resolution MEPC 203.(62) introduces new
amendments to MARPOL Annex VI on Regulations for the
Prevention of Air Pollution from Ships by inclusion of new
regulations on Energy Efficiency for Ships.
Mandatory measures are the introduction of the Energy Efficiency Design Index (EEDI) for new ships and SEEMP for
new and existing ships.
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NR 586, Sec 1
5.1.9
Cycle
5.1.15 International Safety Management (ISM)
The SEEMP should be developed as a ship-specific plan by
the company.
The SEEMP seeks to improve a ship's energy efficiency
through four steps: planning, implementation, monitoring,
and self-evaluation and improvement. These components
play a critical role in the continuous cycle to improve ship
energy management. With each iteration of the cycle, some
elements of the SEEMP will necessarily change while others
may remain as before.
5.1.10 Energy Efficiency Operational Indicator (EEOI)
The Energy Efficiency Operational Indicator (EEOI) is the
number of grams of CO2 emissions per tonne nautical mile
calculated using the ship's actual operational data (specific
fuel consumption, cargo mass carried, and distance sailed).
It indicates the ship's energy efficiency actually achieved
during operation.
The ISM Code provides an International standard for the
safe management and operation of ships and for pollution
prevention. 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 a
working Safety Management System (SMS) which is to
include a list of procedures on management, documentation, conduct of internal and external audits, management
reviews. A Planned Maintenance System is also to be
included. It is used as a tool maintaining the vessel according to the specified maintenance intervals.
6
The EEOI is to be calculated in accordance with the Guidelines of IMO Circular MEPC.1/Circ.684.
Audits and Surveys within the scope of
the SEEMP additional class notation
The minimum period to be taken for the calculation of the
EEOI is one trip, including the voyage leg and the ballast leg
if any.
6.1
5.1.11 IMO Guidelines for the development of a
SEEMP
An internal energy audit, also designed as Initial Audit, is to
be performed at the beginning of each cycle by the Company as follows:
The document IMO SEEMP Guidelines adopted at MEPC 63
and published by the IMO provides the basis for the implementation of a SEEMP.
It is used in this Rule Note as a framework basis.
6.1.1
Initial Internal Energy Audit
Content
• after 6 months of commercial service and before the first
periodical Society survey for a new ship
• or at the beginning of the first SEEMP cycle for a ship in
service.
5.1.12 Energy Saving Device (ESD)
Energy Saving Devices are technical means used to reduce
the 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 the
case of combined ESD, some counter effects can arise, possibly acting in depleting the overall efficiency.
5.1.13 Energy Performance Indicator (EnPI)
An Energy Performance Indicator helps to define, measure
and quantify progress toward organizational goals. It is
expressed as a quantitative value or measure of energy performance as defined by the organization.
The internal audit is to include:
• an energy audit of the ship detailing the energy usage
onboard
• an audit on board and at the Company office aiming at
verifying the effectiveness of the new listed measures
and devices, based on monitoring records and/or Energy
Efficiency assessment using a simulation tool.
The scope of the Energy Audit is given is App 1.
6.1.2
Objectives
The EEOI is an Energy Performance Indicator.
The purpose of the internal initial audit is to determine the
result of measures implemented and to compare the
expected and calculated values of the EnPIs (the EEOI averaged value over the cycle is the only mandatory EnPI, but
others are to be estimated if provided in the SEEMP as
appropriate) of each cycle.
5.1.14 Energy Management System (EnMS)
6.1.3
The Energy Management System is a set of interrelated or
interacting elements to establish an energy policy and
energy objectives, and processes and procedures to achieve
those objectives.
The Company is to submit the energy audit report to the
Society, for verification of the correct definition of the initial
energy consumption to be further exploited as the reference
value.
The Energy Performance is the measurable set of results
related to energy efficiency, use and consumption.
It can be a simple metric, ratio or a more complex model.
July 2012
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Initial Consumption Reference Value
7
NR 586, Sec 1
6.2
d) SEEMP and record books
Periodical Society Surveys
6.2.1 General
The periodical Surveys carried out by the Society are to
comply with the general principles given in NR467, Rules
for the Classification of Steel Ships, Part A, Chapter 2, Section 2.
A ship assigned with the SEEMP additional class notation is
to be surveyed, each 2,5 years by the Society to verify the
fulfilment and effective implementation of the Ship Energy
Efficiency Management Plan. Comments from the surveys
are to be incorporated and recorded into the SEEMP file or
implementation record book.
The Society will verify that the SEEMP is onboard and
that the record books are kept up to date.
6.2.4 Periodicity
The periodicity of surveys by the Society for the SEEMP
additional class notation is preferably to be aligned with
those of ISM Audit Process.
7
7.1
Software Tools
Availability of the Society software tools
6.2.2 Objectives
The Society is to conduct surveys at periodical intervals to
ensure that the SEEMP:
• remains in compliance with the requirements including
IMO guidelines and this Rules Note
• conforms with the energy objectives and targets established in the planning phase
• is effectively implemented and maintained.
7.1.1 SEEMP related software tools are available to the clients of the Society. Information regarding these tools is
available on the Marine Division website (www.veristar.com). The Head Office of the Society or a local office
should be contacted for further information on how to
obtain or use one of the tools listed in [7.2], [7.3] and [7.4].
6.2.3 Verification by the Society onboard
During the survey onboard, the Society will perform the following verifications:
7.2.1 The SEEMP reporting template enables to:
a) Implementation of energy measures
The Society will verify that the implementation of the
energy measures is properly recorded.
b) Measuring and recording of data
The Society will verify by sampling that the procedures
to measure the data are properly implemented and that
the measuring devices are properly maintained and/or
calibrated.
c) Calculation and recording of energy performance indicators
The Society will verify that EEOI and other EnPIs defined
in the planning phase, if any, are properly:
• calculated from the collected data over the last 6
months of the ship’s operations, and
• recorded.
8
7.2
SEEMP Template
• Develop a Ship Energy Efficiency Management Plan
compliant with the structure defined in the IMO Guidelines and the Rule Note
• Periodically update the Plan
• Support the self evaluation process at the end of each
cycle.
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 SEECAT enables the ship to be energy modelled. Then by simulating the different operational profiles of the concerned
ship, it is possible to identify the progress margin and where
to put the efforts for improvement of the Energy Efficiency.
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SECTION 2
1
FRAMEWORK OF THE SEEMP
Introduction
1.1
2.1.5
Objectives
The objectives in emission reduction are to be compared
with the initial results obtained at the previous cycle, mentioned in the evaluation report or observed during the first
audit.
SEEMP Framework
1.1.1 SEEMP consists of four steps:
• Planning
2.2
• Implementation
• Monitoring and measurement
Ship specific measures for efficiency
improvement
• Evaluation and Improvements.
2.2.1
1.2
The operational profiles is to be considered first as there are
usually large opportunities of improvement in optimising
the commercial and ballast leg operations.
SEEMP Iteration Cycle Period
1.2.1 The SEEMP is based on a Plan-Do-Check-Act cycle
for improvement of performances at each cycle. The minimum period of iteration cycles is to be not less than one
year and not more than 3 years.
2
Planning
2.1
General
2.1.1
Content
2.1.2
Energy Audit
An Energy Audit is to be performed by the Company as
defined in Sec 1, [6.1].
2.1.3
Energy Usage Status
The first step of the Planning is to deliver a statement on the
energy usage situation at the moment.
The second step is to set up the objectives (goals) and
expected improvements.
It is recommended that the Company use its own experience on fuel and fleet management, or use a simulation tool
to make a clear estimation of the objectives in term of fuel
consumption in percentages.
2.1.4
Preferred approach and method
The specific measures for the ship to improve energy efficiency are to be identified in the first place. The measures to
be implemented are to be listed, which will provide the
overview of the actions to be taken.
2.2.3
Determination of energy saving measures
It is important to determine and understand the ship's current status of energy usage.
The SEEMP shall identify the energy-saving measures that
have been undertaken, and determines how effective these
measures are in terms of improving energy efficiency.
The SEEMP will also identify which measures can be
adopted to further improve the energy efficiency of the ship
on a step by step approach.
It should be noted, however, that not all measures can be
applied to all ships, or even to the same ship under different
operating conditions and that some of them are mutually
exclusive. Ideally, initial measures could yield energy (and
cost) saving results that then can be reinvested into more
difficult or expensive efficiency upgrades identified by the
SEEMP.
2.3
Company specific measures
Use of Energy Simulation Tool (SEECAT)
The Society simulation tool software, SEECAT, may be used
by the Company at the Planning stage as it gives a status of
the energy usage onboard a ship, by modelling the machinery and auxiliaries systems. Then, when applying the operational profiles, the obtained results are the different fuel
consumptions, energy transfers and emissions.
July 2012
Also logistic organisation improvements and new technologies implementation are to be tested when improvement of
the energy efficiency of the ship and/or the fleet has been
highlighted.
2.2.2
Planning is the most crucial stage of the SEEMP, as it will primarily determine both the current status of the ship energy
usage and the expected improvement of the ship energy
efficiency. Therefore, it is important to spent sufficient time
to the planning so that the outcome will be the most appropriate, effective and implementable plan.
General
2.3.1
Description
The improvement of energy efficiency of ship operation
does not necessarily depend on single ship management
only. Rather, it may depend on many stake holders including ship repair yards, shipowners, operators, charterers,
cargo owners, ports and traffic management services.
Bureau Veritas
9
NR 586, Sec 2
For example, “Just in time” requires good early communication among operators, ports and traffic management service. 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 a
company rather than by a ship. In this sense, it is recommended that a company also establish an energy management plan to manage its fleet (should it not have one in
place already) and make necessary coordination among
stake holders.
2.4
2.4.1
Human resource development
Description
For effective and steady implementation of the adopted
measures, raising awareness of and providing necessary
training for personnel both on shore and on board are an
important element. Such human resource development is
encouraged and should be considered as an important
component of planning as well as a critical element of
implementation.
2.5
2.5.1
Goal setting
Description
The last part of planning is goal setting. It should be emphasized that the goal setting is voluntary, that there is no need
to announce the goal or the result to the public, and that
neither a company nor a ship are subject to external inspection. The purpose of goal setting is to serve as a signal which
involved people should be conscious of, to create a good
incentive for proper implementation, and then to increase
commitment to the improvement of energy efficiency.
The goal can take any form, such as the annual fuel consumption or a specific target of Energy Efficiency Operational Indicator (EEOI). Whatever the goal is, the goal
should be measurable and easy to understand. The planned
measures should be carried out in accordance with the predetermined implementation system. Record-keeping for the
implementation of each measure is beneficial for self-evaluation at a later stage and should be encouraged. If any identified measure cannot be implemented for any reason(s),
the reason(s) should be recorded for internal use.
2.6
2.6.1
Description of Tasks during the Planning
Step
Implementation
3.1
Establishment of implementation system
3.1.1
the Company is to evaluate the
energy saving measures. The
report is to be submitted to the
conformity to the IMO Guide-
3.2
Implementation and record-keeping
3.2.1
3.2.2
10
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 implementation record book:
a) The effective date of implementation or the reason
explaining the absence of implementation,
b) The eventual incidents with their explanations and
causes when known, also with their respective corrective actions.
4
Monitoring
4.1
General
Definition
The Energy Monitoring System is to be set in place so that
all the energy saving measures are quantified and documented. This is to be checked during periodical Society
external audit.
Verification by simulation from the Society
The Society may proceed to calculations using the simulating tool SEECAT to verify the order of magnitude of the
potential identified energy gains.
Description
The planned measures should be carried out in accordance
with the predetermined implementation system. Recordkeeping for the implementation of each measure is beneficial for self-evaluation at a later stage and should be encouraged. If any identified measure cannot be implemented for
any reason(s), the reason(s) should be recorded for internal
use.
4.1.2
2.6.2
Description
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. Thus,
the SEEMP should describe how each measure should be
implemented and who the responsible person(s) is. The
development of such a system can be considered as a part
of planning, and therefore may be completed at the planning stage.
4.1.1
Evaluation and Conformity
During the Planning step,
expected gain from its
expected gains evaluation
Society for verification of
lines.
3
Integration of the SEEMP in Company EnMS
or ISM plans
The Ship Energy Efficiency Management Plan can be treated
as an integral element of broader Company management
systems, such as Company EnMS or ISM.
Bureau Veritas
July 2012
NR 586, Sec 2
4.2
4.2.1
Monitoring tools
4.4
4.4.1
General
The energy efficiency of a ship should be monitored quantitatively. This should be done by an established method,
preferably by an international standard. 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.
4.2.2
Alternative monitoring tool and Energy
Performance Indicators
Development of the monitoring system
4.3.1
Description of Tasks during the Implementation and Monitoring Step
Reporting
c) Energy Performance Indicators such as the EEOI,
e) The evaluation of actual versus expected energy consumption.
4.4.2
Recording
The results from monitoring and measurement of the key
parameters are to be properly recorded.
Evaluation and Improvement
5.1
Requirements compliance
5.1.1 At the end of each cycle, the effectiveness of the
implemented measures are to be evaluated by the Company.
5.2.1
Procedure
Content
The self-evaluation of the Company is to be specified in a
dedicated procedure. This procedure is to contain at least
an internal audit at the end of each cycle.
5.2.2
Reporting
The audit as mentioned in [5.2.1] is to give conclusions to
be reported and analysed.
5.3.1
Description of Tasks during the Evaluation and Improvement Step
Internal Energy Audit Content
At the end of each cycle, the Company is to conduct an
energy audit.
5.3.2
Audit Report
The Company is to write an audit report. Then the Company
amends the SEEMP and starts a new cycle.
Calculation of EEOI
The calculation of the EEOI is to be done at the end of the
minimum period of calculation decided for the EEOI as
defined in Sec 1, [5.1.8].
In principle, this calculation is to be done by the Company
shore based team to avoid additional work for the crew
onboard, unless a specific recording and calculation
device, recognised by the Society, is installed onboard.
July 2012
b) The relevant variables related to significant energy uses;
5.3
The company is to implement the energy saving measures
and report this implementation in a specific record book.
Incidents of measure implementation are to be carefully
documented in the implementation record book.
4.3.2
a) Significant energy uses and other outputs of the energy
review;
5.2
It should be noted that whatever measurement tools are
used, continuous and consistent data collection is the foundation of monitoring. To allow for meaningful and consistent monitoring, the monitoring system, including the
procedures for collecting data and the assignment of
responsible personnel, should be developed. The development of such a system can be considered as a part of planning, and therefore should be completed at the planning
stage.
4.3
The Company is to confirm that the key characteristics of its
fleet or ship operations that determine energy performance
are monitored, measured and analysed at planned intervals.
Key characteristics are to include at a minimum:
5
In addition to the EEOI, if convenient and/or beneficial for a
ship or a company, other measurement tools can be utilized. In the case where other monitoring tools are used, the
concept of the tool and the method of monitoring may be
determined at the planning stage.
4.2.4
General
d) The effectiveness of the action plans in achieving objectives and targets;
Energy Efficiency Operational Indicator
If used, the EEOI should be calculated in accordance with
the Guidelines developed by the Organization
(MEPC.1/Circ.684). If deemed appropriate, a Rolling Average Index of the EEOI values may be calculated to monitor
energy efficiency of the ship over time.
4.2.3
Measurement and Analysis
5.3.3
Content of the Survey by the Society
The content of the Survey to be carried out by the Society is
given in Sec 1, [6.2.3].
5.3.4
Next SEEMP cycle
At the beginning of the next cycle, the Company is to introduce new measures or correct those already in place.
Bureau Veritas
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NR 586, Sec 2
5.3.5 Approval of the amended SEEMP
The Company is to modify the SEEMP accordingly and send
its internal energy audit report of the previous cycle and the
modified SEEMP to the Society for verification of the conformity of the SEEMP to the IMO SEEMP guidelines.
In addition, the order of magnitude of the expected gains
are 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 Company
The next step for the Company is to redo the entire cycle by
restarting the process.
6
6.1
Corrective and Preventive Actions
7
7.1
The owner is to define and implement controls for the identification, retrieval and retention of records.
Records are to be and remain legible, identifiable and traceable to the relevant activity for a minimum of 3 years.
8.1
6.1.1 The owner is to address actual and potential nonconformities by making corrections, and by taking corrective
action and preventive action, including the following:
a) Reviewing nonconformities or potential nonconformities
b) Determining the causes of nonconformities or potential
nonconformities
c) Evaluating the need for action to ensure that nonconformities do not occur or recur
d) Determining and implementing the appropriate action
needed
e) Maintaining records of corrective actions and preventive
actions
Background
7.1.1 The owner is to establish and maintain records, as
necessary, to demonstrate conformity to the requirements of
its SEEMP and of this Rules Note, and the energy performance results achieved.
8
Development of corrective actions
Control of records
Human Resources
Management
8.1.1 Objective
Company management, or its representative, when communicating, are to support the importance of energy management through employee and crew involvement activities
such as empowerment, motivation, recognition, training
and 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 are
to be determined as to a Company's size, culture and complexity, or to legal requirements or other requirements.
Reviewing the effectiveness of the corrective action or
preventive action taken.
Corrective actions and preventive actions shall be appropriate to the magnitude of the actual or potential problems and
the energy performance consequences encountered.
The energy management team is to be well aware of the
Company internal procedures. It ensures delivery of energy
performance improvements. The size of the team is determined by the complexity of the Company:
The owner is responsible that any necessary changes are
effectively made to the SEEMP.
• for larger companies a cross-functional team provides
an effective mechanism.
f)
12
• for small companies, one person
Bureau Veritas
July 2012
NR 586, Sec 3
SECTION 3
1
GUIDANCE OF BEST PRACTICES AND
TECHNOLOGIES FOR SHIP ENERGY EFFICIENCY
IMPROVEMENT
General
1.1
Energy Efficiency Shipboard Improvement
1.1.1
Types of Energy Efficiency Improvement
Measures
This Section introduces the different practices and technologies for saving energy onboard. They are classed in three
categories:
• The operational measures
• The maintenance level improvement measures, not
impacting on the design and integrity of the ship
• The technical measures, impacting on the design, by adding 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 measures among others, a ranking has been established. It gives
an order of magnitude of potential energy saving in percentage (see Tab 1).
Table 1 : Ranking of Energy Saving
Measures Potentials
Letter
2
Saving > 20%
B
10 < Saving < 20%
C
5 < Saving < 10%
D
2,5 < Saving < 5%
E
1 < Saving < 2,5%
F
Saving < 1%
With highly detailed sea routes where the ships are being
operated and with a GPS and AIS link, such a tool can continuously monitor and guide the Master or remotely from
the Company office on the optimum speed and heading.
The available tools on the market need to be validated by an
experience on sea proven use. When this condition is fulfilled, it is foreseen that the use of such a “Improved voyage
planner” gives some substantial fuel savings.
2.2
2.4
2.1.1
Improved voyage planning
IMO Guidelines for voyage planning
The optimum route and improved efficiency can be
achieved through the careful planning and execution of voyages. Thorough voyage planning needs time, but a number
of different software tools are available for planning purposes.
IMO resolution A.893(21) (25 November 1999) on Guidelines for voyage planning provides essential guidance for the
ship’s crew and voyage planners.
July 2012
Just in time arrival
2.3.1 General
Good early communication with the next port should be an
aim in order to give maximum notice of berth availability
and facilitate the use of optimum speed where port operational procedures support this approach.
Optimized port operation could involve a change in procedures involving different handling arrangements in ports.
Port authorities should be encouraged to maximize efficiency and minimize delay.
Operational measures
2.1
Weather routing
2.2.1 Weather routing potential for energy saving
Weather routeing has a high potential for efficiency savings
on specific routes. It is commercially available for all types
of ship and for many trade areas. Significant savings can be
achieved, but conversely weather routeing may also
increase fuel consumption for a given voyage.
Weather Routeing system used for Voyage Planning may
lead to the identification of the most fuel efficient routes on
a specific trade area.
2.3
Order of magnitude
A
2.1.2 Route planning optimization
An efficient route planning application enables Master to
make decision taking into account weather forecast, sea
conditions, currents and shallow waters.
Speed Optimization
2.4.1 General
Speed optimization can produce significant savings. However, optimum speed means the speed at which the fuel
used per tonne mile is at a minimum level for that voyage. It
does not mean minimum speed; in fact sailing at less than
optimum speed will consume more fuel rather than less.
Reference should be made to the engine manufacturer’s
power/consumption curve and the ship’s propeller curve.
Possible adverse consequences of slow speed operation
may include increased vibration and sooting and these
should be taken into account.
Bureau Veritas
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NR 586, Sec 3
As part of the speed optimization process, due account may
need to be taken of the need to coordinate arrival times
with the availability of loading/discharge berths, etc. The
number of ships engaged in a particular trade route may
need to be taken into account when considering speed optimization.
A gradual increase in speed when leaving a port or estuary
whilst keeping the engine load within certain limits may
help to reduce fuel consumption.
It is recognized that under many charter parties the speed of
the vessel is determined by the charterer and not the operator. Efforts should be made when agreeing charter party
terms to encourage the ship to operate at optimum speed in
order to maximize energy efficiency.
deliver significant fuel savings. For any given draft there is a
trim condition that gives minimum resistance. In some
ships, it is possible to assess optimum trim conditions for
fuel efficiency continuously throughout the voyage. Design
or safety factors may preclude full use of trim optimization.
2.4.2 Slow Steaming and Super Slow Steaming
By operating at lower speeds, ships reduce their power
requirement and hence their fuel consumption. Roughly
power requirement is related to ship speed by a third power
function at low speed. However a ship sailing slower will
use more time to cover a given distance.
2.7.1 General
Ballast should be adjusted taking into consideration the
requirements to meet optimum trim and steering conditions
and optimum ballast conditions achieved through good
cargo planning.
When determining the optimum ballast conditions, the limits, conditions and ballast management arrangements set
out in the ship’s Ballast Water Management Plan are to be
observed for that ship.
Ballast conditions have a significant impact on steering conditions and autopilot settings and it needs to be noted that less
ballast water does not necessarily mean the highest efficiency.
Even taking this into account a noticeable reduction of fuel
consumption can be expected to an order of magnitude of
more than 20% for 1,5 to 2 knots speed reduction.
However the potential to reduce speed is not limitless. It is
not recommended to operate engines at low load without
adjustments to the engine under the engine manufacturer
control. The minimum load depends on the technical specification of the manufacturer for each individual engine.
Sailing at low load without special consideration may cause
serious engine damage. Electronically controlled engines
are more flexible and can generally be operated at lower
loads than mechanically controlled engines.
Where it is intended to change the operating conditions of
the propulsion plant, it should be ascertained that the propulsion plant is free from harmful torsional vibrations
throughout the entire operating speed range of the plant.
Where a barred speed range is provided, the requirements
in NR467 Part C, Ch 1, Sec 9, [3.3.3] and [3.4.5], are to be
fulfilled.
It is highlighted that NOx emissions limits according to the
EIAPP Certification of the engine may be affected at low
load.
2.5
Optimized shaft power
2.5.1 General
Operation at constant shaft RPM can be more efficient than
continuously adjusting speed through engine power. The
use of automated engine management systems to control
speed rather than relying on human intervention may be
beneficial.
2.6
2.7
2.8
Optimum ballast condition
Optimum use of rudder and heading
control systems (autopilots)
2.8.1 General
There have been large improvements in automated heading
and steering control systems technology. Whilst originally
developed to make the bridge team more effective, modern
autopilots can achieve much more. An integrated Navigation and Command System can achieve significant fuel savings by simply reducing the distance sailed “off track”. The
principle is simple; better course control through less frequent and smaller corrections will minimize losses due to
rudder resistance. Retrofitting of a more efficient autopilot
to existing ships could be considered.
During approaches to ports and pilot stations the autopilot
cannot always be use efficiently as the rudder has to respond
quickly to given commands. Furthermore at certain stage of
the voyage it may have to be deactivated or very carefully
adjusted, i.e. heavy weather and approaches to ports.
Consideration may be given to the retrofitting of improved
rudder blade design (e.g., ‘twist-flow’ rudder).(and hence
reduce fuel consumption.
3
3.1
Optimum trim
2.6.1 IMO guidelines background
Most ships are designed to carry a designated amount of
cargo at a certain speed for a certain fuel consumption. This
implies the specification of set trim conditions. Loaded or
unloaded, trim has a significant influence on the resistance
of the ship through the water and optimizing trim can
14
2.6.2 Model test or CFD based trim optimization
Trim optimization tools are based on model test results,
large measures onboard campaign and/or CFD calculations
of large set of different combinations of draught, trim and
speed. It improves the efficiency of the operation of the
ship.
Maintenance
General
3.1.1 Maintenance measures
The maintenance oriented measures are to be implemented
during the scheduled maintenance periods. They address
the main components such as hull, machineries, heaters,
heat exchangers and propellers. There is no impact on the
global design of the ship and components.
Bureau Veritas
July 2012
NR 586, Sec 3
3.1.2
4
Principles
Regular maintenance of hull and propellers increases the
vessel performance by reducing hull fouling and propeller
friction.
3.2
Technology measures
4.1
List of technologies improvements and ESD
4.1.1 This paragraph lists certain possible measures to
improve the overall efficiency of existing ships, by:
Propeller maintenance
• modifying the design of existing installations
3.2.1
General
Selection of the propeller is normally determined at the
design and construction stage of a ship’s life but new developments in propeller design have made it possible for retrofitting of later designs to deliver greater fuel economy. Whilst
it is certainly for consideration, the propeller is but one part
of the propulsion train and a change of propeller in isolation
may have no effect on efficiency and may even increase fuel
consumption.
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.
The optimization of the propeller by retrofitting, when possible, is further developed.
3.2.2
3.3.1
Hull maintenance
Dry docking intervals optimization
Docking intervals should be integrated with ship operator’s
ongoing assessment of ship performance. 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.
3.3.2
Coating removal and replacement
Consideration may be given to the possibility of timely full
removal and replacement of underwater paint systems to
avoid the increased hull roughness caused by repeated spot
blasting and repairs over multiple dockings.
3.3.3
Silicone Painting
Painting ships with high performance silicon paint will
improve propulsion efficiency, reduce fuel consumption
and CO2 emissions.
This type of paint is very delicate and may be damaged easily, thus impairing the initial performances.
3.3.4
Fluoropolymer foul release coating
This type of coating, associated with a careful drydocking
cycle follow up, improve the hull efficiency by minimising
the average hull roughness growth, thus minimising the frictional resistance evolution.
July 2012
•
modifying the operating conditions of existing installations.
4.2
4.2.1
Machinery systems
IMO guidelines background
Marine diesel engines have a very high thermal efficiency
(~50%). This excellent performance is only exceeded by
fuel cell technology with an average thermal efficiency of
60%. This is due to the systematic minimization of heat and
mechanical loss. In particular, the new breed of electronic
controlled engines can provide efficiency gains. However,
specific training for relevant staff may need to be considered
to maximize the benefits.
4.2.2
Propeller cleaning and polishing
Propeller cleaning and polishing or even appropriate coating may significantly increase fuel efficiency. The need for
ships to maintain efficiency through in-water hull cleaning
should be recognized and facilitated by port States.
3.3
• replacing existing devices or adding new devices
Engine tuning
Optimized electronic engine control will use the potential
of common rail injection and two stage turbo charging to
improve engine efficiency in the whole range of operation.
However, the engine improvements are currently dominated by the upcoming more requirements to reduce NOx
emissions. This may act against fuel efficiency improvement, because of lower combustion temperatures and
increased back pressure from exhaust gas cleaning systems.
4.2.3
Main engine derating
The principle is to derate the installed propulsion power in
order to save fuel. If the same speed is to be maintained as
before then a more powerful engine should be chosen (performed only in the design stage) otherwise the ship speed
will decrease accordingly (performed for ships in operation). In the latter, a minimum power is to be maintained for
safety reasons to ensure manoeuvrability and course keeping 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 be
extended to a larger range of loads, specifically at part load
and low load. The variation of area extends from a minimum and progressively increases until the scavenging air
pressure reaches its normal MCR value.
4.2.5
Turbocharger Cut-Out
It is applicable mostly to larger engines with two to four turbochargers; this option is based on cutting out one of these
units in the lower load range. In contrast with exhaust gas
bypass, there is thus no fuel consumption penalty in the
high load range as all turbochargers are in operation. The
cutting-out or cutting-in of a turbocharger has to be effected
with the engine at dead slow or stopped.
Bureau Veritas
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NR 586, Sec 3
4.2.6 Exhaust Gas Bypass (EGB)
The principle is that a small turbocharger is more suitable
for the engine at low load, thus reaching normal MCR scavenging air pressure at a partial load. Above the chosen partial load, the exhaust gas is bypassed so that the scavenging
air pressure will not exceed the normal MCR value.
4.4.3
Typical ranges of expected fuel savings vary from different
sources, such as supplier data or owner estimations, model
test measurements, full-scale measurements or CFD estimations, using different codes.
4.4.4
4.2.7 Use of alternative low carbon fuels
Use of emerging alternative fuels may be considered as a
CO2 reduction method but availability will often determine
the applicability.
LNG contains more hydrogen and less carbon than fuel oils,
since the carbon factor of methane (CH4) is lower than diesel oil or heavy fuel oil, so emissions of CO2 are reduced.
However, methane slip can generate involuntary emissions
of unburnt gas which will reduce the GHG reduction due to
the Global Warming Potential of methane generally
acknowledged as much as 20 to 25 times equivalent to CO2.
4.3
4.3.1
Range of energy savings
Compatibility of ESD
Compatibility between different fuel saving measures has to
be assessed, as some devices may interact together to produce a total saving almost equal to the sum of each individual savings when other combinations may end up with an
increase of fuel consumption.
4.4.5
CLT Propeller
CLT propulsion principle is to include endplates with minimum resistance in sight of higher efficiency and lower
vibration and noise level.
4.4.6
Propeller Boss Cap Fins
The principle behind is to break up the hub vortex, thus
reducing the energy losses.
Waste Heat Recovery Systems (WHR)
IMO guidelines background
4.4.7
Mewis Duct
Waste heat recovery is now a commercially available technology for some ships. Waste heat recovery systems use
thermal heat losses
It is a combination of a pre-swirl stator and wake equalizing
duct. It has a power reducing potential up to 4%.
from the exhaust gas for either electricity generation or additional propulsion with a shaft motor.
4.4.8
It may not be possible to retrofit such systems into existing
ships. However, they may be a beneficial option for new
ships. Shipbuilders should be encouraged to incorporate
new technology into their designs.
4.3.2
Waste Heat Recovery
Waste Heat Recovery (WHR) systems are generally installed
on Main Engine. This is the most potentially efficient system
for improving the Energy Efficiency of a typical 2 strokes
engine propulsion system. It is also positively used onboard
large cruise vessels having 4 strokes engines and electric
plants for both propulsion and hotel loads.
The pre-swirl stator is composed of a fixed set of blades
positioned upstream of the propeller. The blades have different pitch angles.It affects the inflow by reducing the rotational losses, also having a positive effect on the wake.
4.4.9
4.4.1
Energy Saving Devices on Propellers
Contra-rotating propeller
It combines recuperation of rotational energy losses with
better propeller loading. However, contra-rotating propellers also have larger areas in general, and more bearings
losses. In addition the mechanical complexity makes the
decision to install contra-rotating propellers very difficult.
The potential gain is recognised to be about 4%.
4.5
4.4
Pre Swirl Stator
Reduction of Air Resistance
4.5.1
General
Reshaping superstructures for air resistance
mitigation
Most of the ESD concerning propellers are working by modifying the flow upstream or downstream the propeller. The
principle is either to improve the propeller running conditions, or to partly recover energy losses, affecting both wake
and vortex.
The air resistance of a bulk carrier can be up to approximately 5-8% of the total resistance in given conditions of
weather and wind. It can be optimized by superstructure
redesign (crane, forecastle, accommodation, rounded
shapes, elimination of recirculation zones etc.).
However, it must be kept in mind that any change or modification of propeller operation in view of improving efficiency may affect negatively the main engine efficiency by
moving the running point.
The air resistance optimization range of efficiency is ship
type dependent and will remain small compared to potential hydrodynamic efficiency.
Therefore it is recommended that an holistic approach shall
be used when tentatively improving the propulsion chain
efficiency, 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 existing
technologies.
16
5
5.1
Improvements potentials ranking
Summary of Energy Saving Devices and
Measures
5.1.1 A list of technical energy saving measures is indicated in Tab 2.
Bureau Veritas
July 2012
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
July 2012
Bureau Veritas
17
NI 586, App 1
APPENDIX 1
1
SCOPE OF AN ENERGY AUDIT
General
3.2
3.2.1 The electrical consumptions are to be measured and
recorded at least for the following equipment:
1.1
1.1.1 This Appendix provides information on the data to be
measured and recorded by the owner within the scope of
an Energy Audit.
2
Electrical consumptions
Data necessary for the calculation of
the performance indicators
• main electrical motors
• heating, ventilation, air conditioning
• galleys, laundries
• lighting.
3.3
Steam consumptions
2.1
3.3.1 The steam consumptions are to be measured and
recorded at least for the following equipment:
2.1.1 The data to be measured are to include at least the
input parameters necessary for the calculation of the performance indicators used within the scope of the SEEMP.
At least the following data are to be measured and recorded
over 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 voyages).
• heating (heavy fuel oil)
3
4.1.1 The procedures for measuring and recording the data
listed in [2] and [3] are to be established.
3.1
Energy consumptions to be
measured
• accommodation heating
• galleys, laundries.
4
Procedures for data measuring and
recording
4.1
The procedures are to contain in particular the following
information:
Fuel consumptions
3.1.1 The fuel consumptions are to be measured and
recorded at least for the following equipment:
• propulsion engines
• auxiliary engines
• oil-fired boilers.
18
• fresh water evaporators and heaters
• specification of the measuring devices and procedures
to calibrate the devices
• data measuring periodicity
• data recording method
• name of the person responsible for data measuring and
recording.
Bureau Veritas
July 2012