Ship Management







SHIPS  ENERGY EFFICIENCY MANAGEMENT PLAN



For compliance with the IMO Resolution

MEPC.213(63) Annex 9


for


MV MARINEENGINEERING



IMO No. 12345678







SEEMP DOCUMENT CONTROL


Name of vessel Marineengineering Gross tonnage 9999

Vessel Type Other Capacity (DWT) 5555

 

Date of Development 14-12-2012 Developed by: Marine -Technical

Date of last review 14-01-13 Reviewed by: ship Management Team; Marine -Operations; QHSE

 

Implementation Period: From: 01/04/13

 Until: 01/01/18

 

Date of next evaluation: 01/01/14

 

Approved by



Name:    



Signature:



Role:  



Date and place:


Contents

1 Introduction 4

1.1 MISSION STATEMENT 4

1.2 SEEMP DOCUMENT DESCRIPTION 5

2 Application of the SEEMP 6

2.1 PLANNING 7

2.1.1 Fuel Efficiency 7

2.1.2 Ship Operations 8

2.1.3 Energy Conservation and Awareness 8

2.1.4 Maintenance and Plant 8

2.2 IMPLEMENTATION 10

2.3 MONITORING 10

2.4 REVIEW 11

3 Baseline calculation 12

3.1 BASELINE FUEL CONSUMPTION IN DIFFERENT OPERATIONAL MODES 12

3.2 CALCULATION OF  FUEL CONSUMPTION 13

3.2.1 Calculation of Mean Value 13

3.2.2 Evaluation of   Mean Fuel Consumption Value 14

4 Goals and ambitions 15

5 Measures 15


1 Introduction

There is an increasing focus on reducing the environmental impact of the shipping industry.


 As a response to this the International Maritime Organization (IMO) published the “Guidance for the development of a Ships Energy Efficiency Management Plan (SEEMP)”. The purpose of the SEEMP is according to IMO “to establish a mechanism for a Company  and/or a Ship to improve the energy efficiency of a Ship’s  operation”.

The IMO Marine Environment Protection Committee (MEPC) met for its 62nd session in July 2011. MEPC voted to adopt amendments to MARPOL Annex VI, making the SEEMP mandatory for all vessels over 400 GT renewing class after 1st of January 2013.


This document constitutes the SEEMP for MV Marineengineering. The SEEMP builds on the guidelines developed by the IMO Marine Environment Protection Committee (MEPC). The development of the SEEMP has been carried out through an evaluation of the current practice and equipment.


Initiatives have been developed  from this evaluation process and captured in this SEEMP. The nature of operations of a vessel of ship type such as MV Marineengineering, which see extended periods of low power requirements on DP followed by  an escalation  as  the ship moves to a new location,  make setting targets for improvement difficult. The ability to do so, and the relevance of such targets, will improve overtime as Data becomes available. It is the intent of COMPANY  for continuous improvement  through periodical review of this Plan.


The SEEMP has been prepared internally by Marine department for COMPANY.  The Marine department made up of a Technical and an Operational elements benefit from many years’ experience both from an onshore  ship management as well as serving in a senior capacity   on a variety of vessel types.



1.1 Mission Statement


COMPANY recognizes that improved energy efficiency will make a valuable contribution to reducing global carbon emissions, while at the same time reducing costs by lowering fuel consumption. COMPANY also seeks to meet its’ customers increasing demands with respect to reduced environmental impact, and will strive to comply with all relevant legislation, exceeding statutory requirements wherever possible.





1.2 SEEMP document description

The SEEMP  has the following  Sections:


1. Introduction : Describes the background for developing SEEMPs, and presents the COMPANY’S  motivation and goals.

2. Application of the SEEMP: Outlines the purpose of the document and the way it is supposed to be utilized. Describes the four stages in the development and utilization of the SEEMP.

3. Baseline calculation: Describes the purpose of establishing a baseline and the way it is conducted.

4. Goals and ambitions: Preferably, all goals should be SMART, i.e. goals that are specific, measurable, attainable, relevant and time bound.

5. Measures: Defines the scope of all the relevant measures as well as a goal for each measure. Includes information on how the implementation shall be monitored and roles and responsibilities.



2 Application of the SEEMP

The SEEMP is a ship-specific tool developed to help manage the energy usage on  MV Marineengineering.  This Plan shall be subject to an annual review to ensure that assumptions made and goals set, remain valid and realistic. Performance against these goals will drive any requirement for new or amended initiatives. Monitoring of  Ships is a fundamental part of this process and the mechanism and form  that allows for  this is described in this plan.


The development and utilization of the SEEMP consists of four phases. These are planning, implementation, monitoring and review. These phases, and how they relate to each other, are illustrated in Figure 1. This process is shown to be one of continuous improvement with the loop back  to the Planning and Implementation stages facilitated by the Monitoring and Review processes.


Figure 1: Illustration of the continuous process of SEEMP utilization.






Planning


The Planning Phase is considered to contain the following elements:

The generation of the Ships Specific SEEMP, this requires the identification of potential initiatives;

Identification for any additional Training requirements;

Assimilation into Company’s Management system any processes that facilitate the SEEMP implementation;

Setting of Goals or KPI’s. This requires  the initial review of any available Data and consideration of Ships Operations both current and planned.


The COMPANY  recognize that expertise exists in several departments and the input from each of these is required to  recognize all areas where improvement may be made. Within each area initiatives are considered which may provide for a positive improvement in ship efficiency.


These  areas are considered to be:

Fuel Efficiency;

Ships Operations;

Energy Conservation and Awareness;

Maintenance and Plant.

Fuel Efficiency


Ship Operations


Energy Conservation and Awareness


Maintenance and Plant


During the development of this SEEMP document, the COMPANY has evaluated the current status of the MV MARINEENGINEERING energy usage, and goals for improvement have been defined. the COMPANY has assessed a number of activities in order to reach these goals, and thereby reducing the environmental footprint and fuel consumption.





The initiatives have been prioritized depending on an assessment of its level of effort required and its associated potential for energy efficiency gain according to the matrix below:


Figure 2: Illustration of the matrix used to give priority to the measures in question.


The Initiatives which are considered to be 1st priority will be considered first for immediate implementation. Initiatives with lower priorities are initiated depending upon the planned ship operations, capabilities of the on and offshore teams to implement at that time, and any other factors such as new information of as the result of subsequent review process that elevate their priority.



Implementation


The Implementation Stage is considered to have the following elements


Procedures – this is the assimilation of the requirements of the SEEMP and the onshore processes that provide a management and administrative function into the Companies Management system

Plan Approval – this is the process governing the informing and  acceptance of the Plan by  onshore and offshore teams.

Data Normalization- data received from  MV MARINEENGINEERING will be reviewed and processed by Onshore administrative support. Averaged Fuel consumption figures will be fed back to the ship as part of the review process


The Marine Manager-Technical  will have the main responsibility for the COMPANY implementation of the improvement initiatives.


This is done by identifying areas for improvement and new initiatives, feeding back these to the relevant departments to allow for the creation of new procedures and processes that facilitate these.


The Marine Manager-Technical shall develop procedures for energy management, defining task and assigning them to suitably trained and competent personnel. He will also play an important role in the assessment of impact of suggested initiatives which exist in other departments and feedback findings.


Facilitation of these initiatives shall be in accordance with each departmental  development  and implementation process. The Marine Manager-Technical shall provide support as required.



Monitoring


Monitoring is considered to have the following three elements:

Audit – This involves the inspection and audit of the ship,its crew and equipment to ensure that it is optimised in accordance with the requirements of the SEEMP. This will take in both Technical and Operational aspects.

Survey – Class, flag state and Port Authority surveys are expected covering the IMO MARPOL requirements for  the SEEMP and Efficient operations

Data recovery – Data in the form of Fuel consumption, maintenance reports and feedback from ships crew



A fuel consumption baseline will be determined for each ship and for each generic operation. These operation shall be considered to be:

In Port/Repair Facility/Moored operations; [FCm]

On DP Operations; [FCdp]

On Transit. [FCt]


Data pertaining to Fuel Consumption shall be recovered from the Monthly Consumption  spreadsheet provided by each vessel which takes the form of consumption in M3 per 24 hours.


This spreadsheet shall have an initial column to demonstrate nature of current operations.


The current operation shall be considered to be that at the time of completion of the logsheet irrespective of other operations which may have occurred within the 24 hour period. It is assumed that through  


Mean Fuel consumption will be calculated for each quarter. Comparison shall be made between Q1.Q4  and Q2.Q3 to reduce impact of environmental conditions.


At the end of Each Quarter Marine-Technical administration will feed back to all interested parties the results of Mean Fuel Consumption evaluation


The planned initiatives are to be assessed on an Annual basis by the Marine Manager- Technical along with the  Ship Marine Superintendent-Technical and Marine-Operations team  in liaison with the crew on board.



Review


The review process is considered to have 4 main elements:

Comparison of Operations – The performance  when the vessel is carrying out similar operations is considered. This review process may result in lessons learnt and potential future improvements either evident or suggested.

Data Quality Assessment-The relevance of the data will be checked and where necessary, alternate requirements considered.

Data recovery Method Assessment – The method of recovering the data wil be assessed and an alternate method considered where necessary

Procedure Review – Including the SEEMP, as part of the continuous improvement process


Self-evaluation procedures must be established in order to obtain full benefit of the SEEMP and ensure continuous improvement of the Ships energy efficiency. The ship Marine Superintendent-Technical may consider feeding back to the vessel during the weekly Maintenance Planning meetings any concerns that become apparent through the process of generating the data for the quarterly Fuel Consumption review. Significant deviations from baselines should be reported to Marine Manager-Technical


By reviewing and reporting on the SEEMP in this manner, the document becomes a live document which at any time reflects the current status of the energy efficiency initiatives for the MV MARINEENGINEERING, and as such becomes an integral part of the day to day operations. This ensures motivation, drive, attention and internal anchoring for all parties to improving the energy efficiency performance.


SEEMP review will be carried out by the Marine Manager-Technical on an  Annual basis. Any changes in the implementation status of the initiatives will be evaluated and any necessary changes are to be recorded and implemented in a revision of the SEEMP. Should any initiatives prove ineffective or unfeasible, then these shall be removed from the SEEMP. Should any new initiatives be proposed and deemed appropriate to include in the SEEMP by the Marine Manager-Technical, then these are to be amended in its appropriate chapter.


 The review should taken into consideration integration with the Company  ISO 9001/14001 initiatives. Input from QA/QHSE team should be sought


The SEEMP provides a structured approach to reduced fuel consumption, and thereby one of the most important environmental impacts caused by the shipping industry is addressed. Through the SEEMP routines for continuous improvement increased awareness are created among the crew, a procedure for follow-up of continuous improvement systems by the the COMPANY’s management is also established.


An Annual full assessment of the SEEMP will be conducted and reported to  Senior Management as part of Marine departments input into the Annual Management Meeting. Included in this will be feedback of  experiences from the crew and the performance towards the baseline. The assessment will ensure alignment of the SEEMP with the COMPANY’S overall environmental strategy and goals. Based on the revision a new SEEMP shall be established to be followed in an additional 12 months.

1 Baseline calculation

The first step towards improved energy management is to establish a baseline for the current performance. The baseline should take into consideration both MV MARINEENGINEERING specific, environmental   and operational aspects. In order to establish an accurate basis of comparison the fuel consumption baseline should ideally be based on real figures collected during operation.  




Baseline fuel consumption in different operational modes

In order to create a more specific baseline, the consumption is considered for each of MV MARINEENGINEERING’s operational modes. Time spent in different operational modes combined with the consumption in the same modes allows for an estimation of total fuel consumption in each operational mode. Such a baseline also allows for a more accurate estimation of the saving potential of possible measures. A certain measure may have beneficial effect in one or some operational modes. The saving potential of a measure therefore needs to be scaled according to the amount of fuel used in the relevant operational mode, in order to calculate the effect of the measure on the overall fuel consumption.





Calculation of  Fuel Consumption


Information pertaining to the ships fuel consumption and operation mode is found in the Monthly Consumptions ships distributed from each vessel.


The Mean fuel consumption in each mode is calculated at the end of each quarter and compared against the Base fuel consumption and  KPI goal.



Calculation of Mean Value


Where:

FCm =  Mean  Fuel consumption over the period for the particular mode of operation.

n = number of Fuel Consumption readings during period for the particular mode of operation.

FCi = Individual Fuel Consumption reading for the particular mode of operation.

The Fuel Consumption Data is Normalised by checking  that there are no anomalous readings, that all consumption is quoted in M3 and  cleaned by removal of  any data that is less than 10% or greater than 90% of the calculated  Mean value.


The Quarterly Fuel Consumption figure for each of the three modes of operation is then calculated using this processed data.


Evaluation of   Mean Fuel Consumption Value

Table 1 describes the baseline consumption for the MV MARINEENGINEERING in question. In the columns furthest to the right the baseline consumption is used as a starting point for creating limits for acceptable consumption. Consumption in the blue range is considered to be satisfactory while lower consumption, in the green range, is excellent. Consumption in the red range is considered to be too high, and effort should be made to find the reason for the high consumption and reduce it if possible. Excellent consumption corresponds to XX% of the average while too high corresponds to XX%.


Table 1: Baseline fuel consumption and performance evaluation in different operation modes ( All Consumption figures in m3).



The fuel consumption profile given above, consisting of the Operation Mode, operating Period,  and fuel consumption data, has been used when evaluating the potential for increased energy efficiency. This profile will also be used as a baseline for evaluating the reduction in fuel consumption achieved by implementing the SEEMP measures.

Goals and ambitions


The COMPANY’s goal for the entire fleet the target is a reduction of fuel consumption of 5 % to the averaged  baseline over a period of 5 years.  


In addition each tonne of fuel saved in consumption reduces CO2 emissions by about 3,2 tonnes.


The COMPANY aims to allow for such reduction by a modernisation  and upgrade of their fleet, as well as a proactive approach to voyage management


These goals can be achieved by effectively implementing the energy efficiency measures stated in section 5. All reasonable actions will be taken in order to reach the defined targets, as long as it does not conflict with safety or operational constraints.


Measures

In Table 2 below the relevant measures are described, along with its priority, a description of the manner and frequency of which it will be monitored and the goal that is set for each measure.



Explanation of abbreviations describing areas of responsibilities:

R  Responsible: Indicates that the person is responsible of carrying out the measure according to the scope defined in the SEEMP. This may also include monitoring of the measure.


Priority



Fuel Efficiency





Area



Description:


Scope and Measure



Pri.



Monitoring



R



Goal



F1


Fuel Flow Meters/Counters

Fuel Flow Meters should be  calibrated on a periodic basis. To be managed in PMS


1


Calibration records to be checked on a sample basis by Technical Superintendent


C/E;


T/S


Accurately assess consumption



F2


Peak Pressure Indicators

Peak Pressure Indicators should be  calibrated on a periodic basis.  Peak Pressures, Cam Timing and Fuel pump rack settings to be checked on a periodical basis and following invasive maintenance. To be managed in PMS


1


Calibration records to be checked on a sample basis by Technical Superintendent


C/E;


T/S


Ensure Engines operating at optimum level.


F3


Fuel  Injector Set Pressure Gauge

Fuel  Injector Set Pressure Gauge should be  calibrated on a periodic basis.  Injectors to be maintained in accordance with Manufacturers recommendations using only original OEM parts. To be managed in PMS


1


Calibration records to be checked on a sample basis by Technical Superintendent


C/E;


T/S


Ensure Engines operating at optimal .


F4


Voyage Planning

Voyage planning to be follow procedures and guidelines as stated on :

Installation Operation Procedures

-          Navigational Operations

(Voyage Planning)

-          Navigational Guidelines (Voyage Planning)


2


The progress of the vessel in accordance with the voyage and passage plan should be closely and continuously monitored. Any changes made to plan should be made consistent these guidelines and clearly marked and recorded.


OOW


Based on the procedures and guidelines, voyage planning to be done shortest and the most efficient way from departure location to the final destination.


Voyage plan to be follow as best practice as possible.



F5


Weather Routing

Weather routing to be follow procedure as stated on :

Installation Operation Procedures

-          Navigational Operations

(Weather Routing services)

Company Bridge Watchkeeping Standing Orders

-    


2


Weather routing service information to be continuously monitor and through review.

Weather information should receive from two different weather service distributors.


OIM


To receive safe and reliable information from weather routing services.


F6



Transit speed to worksite


1


The progress of the vessel in accordance with the voyage and passage plan should be closely and continuously monitored. Any changes made to plan should be made consistent these guidelines and clearly marked and recorded.


OIM


Based on the procedures and guidelines, voyage planning to be done shortest and the most efficient way from departure location to the final destination.

Voyage plan to be follow as best practice as possible.


F7


Speed when Waiting on weather

Waiting on Weather actions shall be in accordance with:

Installation Operation Procedures

-          Navigational Operations

(Weather Routing services)

Company Bridge Watchkeeping Standing Orders


2


Weather routing service information to be continuously monitor and through review.

Weather information should receive from two different weather service distributors.


SD PO


Ensure safe and reliable operations whilst reducing unnecessary  consumption due to excessive speed.

Vessel fitted with Anchor/Chain  have considered possibility of Anchorage


F8


Transit speed to remote Location

Transit speed should meet and not unnecessarily exceed contractually agreed limits

1

Daily reporting



SD PO


MM-Ops


Minimize excessive transit speeds when appropriate to do so


F9


Transit speed in 500m Zone

Transit speed in 500m zone is to be in accordance with requirements of Vessel Master and Good Practice


4


Bridge Log



SD PO


Maintain Safe Operations in 500m Zone


F10


Engines in Use on Transit

Minimum number of Engines for Safe Operations whilst the vessel is in Transit outside of  500m zone.

To be in accordance with

Chief engineers Standing Orders,  Plant Operations and good working practices


2



Engineroom Log,



OIM & C/E


Where considered appropriate to do so the  number of engines should be reduced to allow optimum engine loading for most efficient operations


F11


Engines in Use, DP Operations

To be in accordance with

Chief engineers Standing Orders,  Plant Operations and good working practices








OIM & C/E



Maintain Safe Operations


F12


Auxiliary Services in use on Transit

Where services are not required, GS Air Compressors,  Deck wash systems etc,  consideration to be given to stopping .

To be in accordance with

Chief engineers Standing Orders,  Plant Operations and good working practices


4



Through discussion during Management Visits





Where considered appropriate to do so unnecessary services should be eliminated or restricted  reduce  engine loading for most efficient operations


F13


 Unoccupied Space Lighting

Where it is safe to do so, consideration should be given to instructing personnel to switch off unnecessary light in areas which are infrequently attended.  E.g. stores lockers.

When on transit consideration to be given to extinguishing unnecessary back deck lighting



4


OIM Inspections



OIM /TS


Minimize Electrical Consumption  through unnecessary lighting



Ship Operations Management


Area

Description:

Scope and Measure



Pri.


Monitoring



R


Goal



O1


Trim- DP operations, Short Voyage


2


Stability calculation on Loadmate

Pitch readings from VRS


C/O


Vessel trim to be kept max. 0.5m with planning the ballasting and FO tanks in consumption.


O2


Trim – Transit to remote location


2


Stability calculation on Loadmate

Pitch readings from VRS


C/O


Vessel trim to be kept max. 0.5m with planning the ballasting and FO tanks in consumption.


O3


Autopilot

Whilst on passage the autopilot must have its own alarm system on at a setting suitable for the prevailing conditions


1


OOW to monitor function of the autopilot whilst vessel in transit


OIM / OOW


Autopilot to be gain as best as possible to keep vessel heading and achieve to “helmsman” orders. Autopilot to be use in correct setting suitable for the prevailing conditions.


O4


DP Heading ManagementDP operations to be follow procedures and guidelines as stated on :

Installation Operation Procedures

-          Navigational Guidelines (DP operations)

-          DP Operations - MV Marineengineering


1


Thruster load with selected heading to be continuously monitored and adjust as required


SD PO


Vessel heading to be optimized with consideration of environmental condition and zero twist requirements to minimized load on the thrusters


O5


DP Operations – ThrusterDP operations to be follow procedures and guidelines as stated on :

OMS 5. Installation Operation Procedures

-          Navigational Guidelines (DP operations)

-          DP Operations - MV Marineengineering


3


Based on operational requirement, SDPO can disable thrusters so that vessel is capable to maintain her position as requested.


SD PO


Sufficient amount of thrusters to be kept on and enabled on DP. SDPO to ensure that vessel position keeping is not compromised while DP operations.



O6


DP Operations – Gain, Watch Circle

DP operations to be follow procedures and guidelines as stated on :

Installation Operation Procedures

-          Navigational Guidelines (DP operations)

-          DP Operations - MV Marineengineering


3


Based on operational requirement, SDPO can reduce gain so that vessel is capable to maintain her position as requested.


SD PO


Sufficient gain to be used on DP. SDPO to ensure that vessel position keeping is not compromised while DP operations.



O7


DP references

DP operations to be follow procedures and guidelines as stated on :

Installation Operation Procedures

-          Navigational Guidelines (DP operations)

-          DP Operations - MV Marineengineering


2


Quality of reference signals to be continuously and throughout monitor during DP operation.






Energy Conservation


Area


Description:

Scope and Measure


Pri.


Monitoring



R


Goal



E1


Energy Conservation awareness Training

Where appropriate, provide guidance and training in energy conservation awareness


4


As part of QHSE quarterly reporting review. Use of Fuel Consumption figures by Marine -Technical


QH SE


Provide harmonization of approach to energy conversation in On and Offshore facilities.


Vessel Maintenance


Area


Description:

Scope and Measure



Pri.


Monitoring



R


Goal



M1


 Hull Coating

Only coatings suitable for low speed operations are to be utilized to ensure effective antifouling


3


Docking Inspection. Coating Supplier Inspection reports


T/S


Negligible visible fouling at docking on wetted vertical sides


M2


Hull Roughness

Consideration to sweep blast hull at Average hull roughness >300 microns. Consider Blasting to sa2.5 at AHR  >600 microns


3


AHR Roughness Gauge in accordance to Hull Roughness Analyzer where available


T/S


AHR < 200 microns


M3


Propeller Roughness

Consideration of Blade polishing when Surface roughness between blade tip and 0.5 radius  Ra>10microns


2


Roughness Gauge


T/S


Ra < 5 microns


M4


Hull Damage- wetted area

Plates inset > 100% Plate thickness to be addressed when possible


4


Docking Inspections


T/S


Minimize wetted area Hull damage


M5


Hull Fouling

To be addressed either at docking, or when demonstrates an increase in fuel consumption on transit > 10%


4


SEEMP Fuel Consumption Feedback


T/S


Impact of Hull fouling not to exceed 5% of baseline


M6


Fuel/Lube Oil Leaks

Should be addressed at earliest opportunity. Leaks which cannot be addressed are to be noted in Workbook and where appropriate an Unplanned work order created in NS5

To be in accordance with

Chief engineers Standing Orders,  Plant Operations and good working practices


1


Ships Crew Walkround, SOR, Weekly maintenance Management Meeting


C/E


Minimal Fuel leaks evident during vessel inspections by Marine Superintendent-Technical and/or External third parties.


M7


Lube Oil Consumption

Lube Oil consumption to be at minimum acceptable. Monthly consumption figures to be reviewed and any increase noted and discussed at Weekly Maintenance Planning meetings

To be in accordance with

Chief engineers Standing Orders,  Plant Operations and good working practices


1


Management Visits, Third Party Audits, Class/Flag state Inspections, TS 6 month ships  Superintendent Inspection report


C/E


Lube Oil Consumption at or below maximum manufacturers figures where available


M8


Installed Plant Efficacy

Where available consideration should be given to replace inefficient plant with improved equivalent. This should be done either at  end of service life or through a program of upgrade


4


OEM Performance data, Industry guidelines, third party Evaluations


C/E & T/S


Equipment  procured should have had energy efficiency as  a factor in its selection


M9


Fuel Consumption data

Onshore to provide feedback to  Ship on a quarterly basis pertaining to fuel consumption goals and trends



1


Monthly Consumption Spread sheet



TS


4 reports per annum