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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 Ships operation.
The IMO Marine Environment Protection Committee (MEPC) met for its 62 nd 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 COMPANYS
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.

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 Companys Management system any processes that facilitate the SEEMP implementation;
Setting of Goals or KPIs. 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 1 st 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; [FC m]
On DP Operations; [FC dp]
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 SuperintendentTechnical 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 ManagerTechnical
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 COMPANYs 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 COMPANYS 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
MARINEENGINEERINGs 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 COMPANYs 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
Description:
Area

Pri.

Monitoring

Goal

Scope and Measure

Fuel Flow Meters/Counters


Fuel Flow Meters should be calibrated on a
F1 periodic basis. To be managed in PMS

Calibration records
to be checked on a
sample basis by

Accurately assess
C/E; consumption

Peak Pressure Indicators


Peak Pressure Indicators should
be calibrated on a periodic basis. Peak
F2 Pressures, Cam Timing and Fuel pump rack
settings to be checked on a periodical basis
and following invasive maintenance. To be
managed in PMS
Fuel Injector Set Pressure Gauge
Fuel Injector Set Pressure Gauge should
be calibrated on a periodic basis. Injectors
F3
to be maintained in accordance with
Manufacturers recommendations using only
original OEM parts. To be managed in PMS
Voyage Planning
Voyage planning to be follow procedures
and guidelines as stated on :
Installation Operation Procedures
- Navigational Operations
(Voyage Planning)
F4 - Navigational Guidelines (Voyage
Planning)

Weather Routing
Weather routing to be follow procedure as
stated on :
Installation Operation Procedures
- Navigational Operations
F5
(Weather Routing services)
Company Bridge Watchkeeping Standing
Orders
-

Transit speed to worksite

F6

Speed when Waiting on weather


Waiting on Weather actions shall be in
accordance with:
Installation Operation Procedures
- Navigational Operations
F7
(Weather Routing services)
Company Bridge Watchkeeping Standing
Orders

Transit speed to remote Location


Transit speed should meet and not
unnecessarily exceed contractually agreed
F8 limits

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

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

T/S
Ensure Engines operating
at optimum level.
C/E;
T/S

Ensure Engines operating


C/E; at optimal .
T/S

The progress of the


Based on the procedures
vessel in accordance
and guidelines, voyage
with the voyage and
planning to be done
passage plan should
shortest and the most
be closely and
efficient way from
continuously
departure location to the
OOW final destination.
monitored. Any
changes made to
plan should be made
Voyage plan to be follow
consistent these
as best practice as
guidelines and
possible.
clearly marked and
recorded.
Weather routing
To receive safe and
service information
reliable information from
to be continuously
weather routing services.
monitor and through
review.
OIM
Weather information
should receive from
two different
weather service
distributors.
The progress of the
Based on the procedures
vessel in accordance
and guidelines, voyage
with the voyage and
planning to be done
passage plan should
shortest and the most
be closely and
efficient way from
continuously
departure location to the
OIM final destination.
monitored. Any
changes made to
Voyage plan to be follow
plan should be made
as best practice as
consistent these
possible.
guidelines and
clearly marked and
recorded.
Weather routing
Ensure safe and reliable
service information
operations whilst reducing
to be continuously
unnecessary consumption
monitor and through
due to excessive speed.
SD Vessel fitted with
review.
Weather information PO Anchor/Chain have
should receive from
considered possibility of
two different
Anchorage
weather service
distributors.
Daily reporting
Minimize excessive transit
SD speeds when appropriate
PO to do so

MMOps

Transit speed in 500m Zone


Transit speed in 500m zone is to be in
F9
accordance with requirements of Vessel
Master and Good Practice
Engines in Use on Transit
Minimum number of Engines for Safe
Operations whilst the vessel is in Transit
F10 outside of 500m zone.
To be in accordance with
Chief engineers Standing Orders, Plant
Operations and good working practices
Engines in Use, DP Operations
To be in accordance with
F11 Chief engineers Standing Orders, Plant
Operations and good working practices
Auxiliary Services in use on Transit
Where services are not required, GS Air
Compressors, Deck wash systems
F12 etc, consideration to be given to stopping .
To be in accordance with
Chief engineers Standing Orders, Plant
Operations and good working practices
Unoccupied Space Lighting
Where it is safe to do so, consideration
Ship Operations Management
should be given to instructing personnel to
switch off unnecessary light in areas which
Area are infrequentlyDescription:
attended. E.g. stores
F13
Scope and Measure
lockers.
When on transit consideration to be given to
extinguishing
unnecessary
back
deck
TrimDP operations,
Short
Voyage
lighting
O1

Bridge Log
4

Engineroom Log,
2

O3

DP Heading ManagementDP operations to


be follow procedures and guidelines as stated
on :
Installation Operation Procedures
O4
- Navigational Guidelines (DP operations)
- DP Operations - MV Marineengineering

DP Operations ThrusterDP operations to


be follow procedures and guidelines as stated
on :
OMS 5. Installation Operation Procedures
O5
- Navigational Guidelines (DP operations)
- DP Operations - MV Marineengineering

DP Operations Gain, Watch Circle


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

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

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

Through discussion
during Management
Visits

OIM Inspections

Minimize Electrical
Consumption through
unnecessary lighting
OIM
R
/TS

4
Pri.

Monitoring

Stability calculation
on Loadmate
Pitch readings from
VRS

Vessel trim to be kept


max. 0.5m with planning
C/O
the ballasting and FO
tanks in consumption.

Stability calculation
on Loadmate
Pitch readings from
VRS

Vessel trim to be kept


max. 0.5m with planning
C/O
the ballasting and FO
tanks in consumption.

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

Maintain Safe Operations


in 500m Zone

OIM Maintain Safe Operations


&
C/E

Trim Transit to remote location


O2

SD
PO

OOW to monitor
function of the
autopilot whilst
vessel in transit

Goal

Autopilot to be gain as
best as possible to keep
vessel heading and
OIM
achieve to helmsman
/
orders. Autopilot to be use
OOW
in correct setting suitable
for the prevailing
conditions.
Thruster load with
Vessel heading to be
selected heading to
optimized with
be continuously
consideration of
SD environmental condition
monitored and
PO and zero twist
adjust as required
requirements to
minimized load on the
thrusters
Based on
Sufficient amount of
operational
thrusters to be kept on and
requirement, SDPO
enabled on DP. SDPO to
can disable thrusters SD ensure that vessel position
PO keeping is not
so that vessel is
capable to maintain
compromised while DP
her position as
operations.
requested.
Based on
Sufficient gain to be used
operational
on DP. SDPO to ensure
requirement, SDPO
that vessel position

Installation Operation Procedures


O6 - Navigational Guidelines (DP operations)
- DP Operations - MV Marineengineering

DP references
DP operations to be follow procedures and
guidelines as stated on :
O7
Installation
Operation Procedures
Energy
Conservation
- Navigational Guidelines (DP operations)
- DP Operations - MV Marineengineering
Area
Description:
Scope and Measure

E1

Energy Conservation awareness Training


Where appropriate, provide guidance and
training in energy conservation awareness

Pri.

can reduce gain so


that vessel is
capable to maintain
her position as
requested.
Quality of reference
signals to be
continuously and
throughout monitor
during DP
operation.
Monitoring
As part of QHSE
quarterly reporting
review. Use of Fuel
Consumption
figures by Marine Technical

SD
PO

keeping is not
compromised while DP
operations.

Goal

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

Vessel Maintenance
Area

Description:
Scope and Measure

Hull Coating
Only coatings suitable for low speed
M1
operations are to be utilized to ensure
effective antifouling
Hull Roughness
Consideration to sweep blast hull at Average
M2 hull roughness >300 microns. Consider
Blasting to sa2.5 at AHR >600 microns

Pri.

Propeller Roughness
Consideration of Blade polishing when
M3
Surface roughness between blade tip and 0.5
radius Ra>10microns

Hull Damage- wetted area


M4 Plates inset > 100% Plate thickness to be
addressed when possible

Hull Fouling
To be addressed either at docking, or when
M5
demonstrates an increase in fuel consumption
on transit > 10%
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
M6
Unplanned work order created in NS5
To be in accordance with
Chief engineers Standing Orders, Plant
Operations and good working practices
Lube Oil Consumption
Lube Oil consumption to be at minimum
acceptable. Monthly consumption figures to
be reviewed and any increase noted and
M7 discussed at Weekly Maintenance Planning
meetings
To be in accordance with
Chief engineers Standing Orders, Plant
Operations and good working practices
Installed Plant Efficacy
Where available consideration should be

Monitoring

Docking Inspection.
Coating Supplier
Inspection reports

Negligible visible fouling


at docking on wetted
T/S
vertical sides

AHR Roughness
Gauge in accordance
to Hull Roughness
Analyzer where
available

AHR < 200 microns


T/S

Roughness Gauge

Goal

Ra < 5 microns
T/S

Docking Inspections

Minimize wetted area


T/S Hull damage

SEEMP Fuel
Consumption
Feedback

Impact of Hull fouling


not to exceed 5% of
T/S
baseline

Ships Crew
Walkround, SOR,
Weekly maintenance
Management
Meeting

Minimal Fuel leaks


evident during vessel
inspections by Marine
Superintendent-Technical
C/E
and/or External third
parties.

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

Lube Oil Consumption at


or below maximum
manufacturers figures
where available

OEM Performance
data, Industry

Equipment procured
should have had energy

given to replace inefficient plant with


M8 improved equivalent. This should be done
either at end of service life or through a
program of upgrade
Fuel Consumption data
Onshore to provide feedback to Ship on a
M9 quarterly basis pertaining to fuel consumption
goals and trends

guidelines, third
party Evaluations

Monthly
Consumption Spread
sheet

C/E efficiency as a factor in


& its selection
T/S
4 reports per annum
TS