INTERTANKO. Guide for a Tanker Energy Efficiency Management Plan. 1st Edition

Transcription

1 INTERTANKO Guide for a Tanker Energy Efficiency Management Plan 1st Edition December 2009

2 Compiled by INTERTANKO International Association of Independent Tanker Owners All rights reserved. No part of this publication may be reproduced in any material form (including photocopying or storing it in any medium by electronic means and whether or not transiently or incidentally to some other use of this publication) without the written permission of the copyright owner. Applications for the copyright owner's written permission to reproduce any part of this publication should be addressed to the publisher. INTERTANKO 2009 Whilst every effort has been made to ensure that the information contained in this publication is correct, neither the authors nor INTERTANKO can accept any responsibility for any errors or omissions or any consequences resulting therefrom. No reliance should be placed on the information contained in this publication without independent verification. Cover photograph courtesy of Dampskibsselskabet NORDEN A/S First edition published December 2009

3 CONTENTS page 1. Introduction INTERTANKO's Best Practice on Tanker Emissions and Energy Efficiency IMO's Ship Energy Efficiency Management Plan (SEEMP) Oil Companies 'Energy Efficiency and Fuel Management' Guidance Establishing the Company and Ship Energy Managelllent Plans Company Energy Efficiency Management Plan 2.2. Ship Energy Efficiency Management Plan (SEEMP) Energy audits and consumption surveys Emissions measuring devices Energy measuring devices Voyage Optimisation Programme 3.1. Speed selection optimisation 3.2. Optimised route planning Weather routing Optimised heading control/auto-pilot function 3.3. Trim Optimisation 3.4. Charterer involvement Propulsion Resistance Management Pl'ogranll11C 4.1. Hull Resistance Hull coatings systems Flip rudders 4.2. Propeller Management Propeller polishing Propeller coating Propeller boss fin caps and ducted propellers INTERTANKO - Guide for a

4 CONTENTS continued 5. Machinery Optimisation Programme 5.1. Main Engine monitoring and optimisation Speed and consumption monitoring devices O 2 content monitoring Emission monitoring devices Main engine cylinder oil and lubrication control Fuel quality Fuel oil additives Shaft generators 5.2. Variable control units for engine room fan/pumping systems 5.3. Incinerator usage 5.4. Optimal use of bow thrusters 5.5. Diesel engine optimisation 5.6. Waste heat recovery Exhaust gas economiser efficiency Boiler superheaters 5.7. Independent inert gas generators 5.8. Frequency controlled equipment page Cargo Handling Optimisation 6.1. Cargo vapour control procedure on all crude tankers VOCON valves 6.2. Cargo temperature control optimisation Cargo heating efficiency Cargo insulation Cargo stowage Optimised utilisation of energy associated with steam and condensate return Energy Conservation Awareness Plan 7.1. Crew familiarisation and training 7.2. Accommodation-specific energy conservation programme Air conditioning and refrigerator maintenance and use Tube fluorescent lamps (TFLs) LCD computer screens Appendix 1 MEPC.l/Circ.683 Ship Efficiency Energy Management Plan 27 Appendix 11 MEPC.1/Circ.684 Guidelines For Voluntary Use Of The Ship Energy Efficiency Operational Indicator (EEOI) 28 5

5 E, INTRODUGION 1. Introduction INTERTANKO's Guide for a Tanker Energy Efficiency Management Plan has been developed based on INTERTANKO's Best Practice on Tanker Emissions and Energy Efficiency (INTERTANKO Best Practice). The Guide is a practical tool for use by operators seeking to enhance energy efficiency and improve emissions performance within their tanker fleet and will provide a basis for tanker operators to implement a Ship Energy Efficiency Management Plan as recommended by the International Maritime Organization (IMO) in its circular - MEPC.l!Circ.683. The Guide provides a template for developing a Company Energy Efficiency Management Plan (sections 2 and 7) and goes into detail regarding the measures that may be implemented on board to improve energy efficiency within a tanker fleet (section 3 to 6) INTERTANKO's Best Practice INTERTANKO has adopted a Best Practice on Tanker Efficiency which draws together the main elements for improving tanker efficiency. As the underlying basis for developing this Guidance document lies with INTERTANKO's Best Practice, the layout has been based on the six points of the Best Practice as provided in Figure 1. The Best Practice is based on experience gained from members of the INTERTANKO Safety, Technical and Environmental Committee (ISTEC) and Environmental Committee. This experience reflects actual on board implementation of the efficiency measures on existing tankers. It should be recognised that the information is from a broad spectrum of tanker types and sizes and as such due consideration to the applicability and effectiveness of each recommended measure will have to be given dependant on a company's particular fleet characteristics. Furthermore, the variation in operational parameters and fleet characteristics will yield varying savings in energy expenditure. It is suggested that each measure can be implemented directly by the operating company. However, the importance of charterer involvement as well as other external parties cannot be underestimated when implementing, measuring and monitoring a tanker's efficiency over time. The measures introduced and explained in this Guide have been developed specifically for application on oil and chemical tankers. It is recognised that vessels other than tankers may make use of measures not included in this document owing to the operational and design differences between vessel types. It is further recognised that the following measures will have varying degrees of success once tanker type, design and method of operation are taken into account. These variables and differences have, where applicable, been noted in the Guide with specific reference provided as to the optimal vessel type and operation for each measure. 6 INTERTANKO - Guide for a T~ "... "

6 I INTRODUCTION ~ :~, INTERTANKO's Best Practice on Tanker Emissions and Energy Efficiency The following recommended Best Practice on Tanker Emissions and Energy Efficiency is based on experience gained from members of the INTERTANKO Safety, Technical and Environmental Committee (ISTEC) and Environmental Committee. This experience reflects actual on board implementation of the efficiency measures on existing tankers. It should be recognised that the information is from a broad spectrum of tanker types and sizes and as such due consideration to the applicability and effectiveness of each recommended measure will have to be given dependant on a company's particular fleet characteristics. Furthermore, the variation in operational parameters and fleet characteristics will yield varying savings in energy expenditure. It is suggested that each measure can be implemented directly by the operating company. However, the importance of charterer involvement as well as other external parties cannot be underestimated when implementing, measuring and monitoring a tanker's efficiency over time. Detailed definitions of each of the measures suggested in this Best Practice are provided in INTERTANKO's Guide for a Tanker Energy Efficiency Management Plan. The Management Plan relates directly to the six measures and provides detailed guidance to tanker operators on how the measures may be implemented based on current experience gained. 1. Programme for Measuring and Monitoring Ship Efficiency 2. Voyage Optimisation Programme 2.1. Speed selection optimisation 2.2. Optimised route planning 2.3. Trim Optimisation 3. Propulsion Resistance Management Programme 3.1. Hull Resistance 3.2. Propeller Resistance 4. Machinery Optimisation Programme 4.1. Main Engine monitoring and optimisation 4.2. Optimisation of lubrication as well as other machinery and equipment 5. Cargo Handling Optimisation 5.1. Cargo vapours control procedure on all crude tankers 5.2. Cargo temperature control optimization 6. Energy Conservation Awareness Plan 6.1. On board and on shore training and familiarisation of company's efficiency programme 6.2. Accommodation-specific energy conservation programme Figure 1 7

7 INTRODUCTION 1.2. IMO's Ship Energy Efficiency Management Plan (SEEMP) - MEPC.1/Circ.683 The International Maritime Organization (IMO) finalised and adopted Guidance on the Development of a Ship Energy Efficiency Management Plan (SEEMP) in July 2009 and released the Guide in August. This was developed to assist shipping companies in managing the environmental performance of their ships. While governments are urged to bring the guidelines to the attention of their shipping industry, observer organisations (of which INTERTANKO is one) are invited to provide information on the outcome and experiences in applying the Guidelines. The IMO SEEMP Guidelines are general in nature but provide a basic format for the management plan. This has been reproduced here in Appendix 1. Note that this is for illustrative purposes only. The following summarises the IMO's Guidance, which suggests that the SEEMP is devt':loped using the basic outline of pblllliug, implementation, monitoring, self-evaluation and review. Planning Ship-specific measures This section deals primarily with identifying which measures will be appropriate for the company's fleet. In this respect, INTERTANKO's Guide will be useful for tanker operators in reviewing what options are available and are provided in detail within sections '3' to '6'. Company-specific measures As has been noted previously in this Guide and within the Best Management Practices, an improvement in energy efficiency will not lie solely with the ship but will also require input and guidance from other parties such as the charterers, cargo owners and port authorities. In this respect the company will also play a key role in coordinating with these parties when developing the management plan. Human resource development As outlined in this Guide, the effective implementation of the management plan will depend on the awareness and training of the company and ship board personnel. The IMO guidance suggests that this is an important component of the planning and implementation phase. In this respect, INTERTANKO's Guide suggests the development of an Awareness Plan as outlined in section '7' of the Guide. 8 INTERTANKO - Guide for a Tanker Management Plan December 2009

8 INTRODUCTION.~ Goal setting While recognising that the SEEMP is voluntary and that any such goal setting established within the management plan is at the discretion of the company, the IMO's guidance recommends this practice as a means for creating an incentive within the company and to increase the commitment to improve energy efficiency by its personnel. Implementation Establishment of implementation system It is recommended that once the appropriate energy efficiency measures have been developed, an implementation system be developed that covers the procedures and tasks as well as the personnel who will be involved in implementing the plan. The IMO guidance makes particular reference to the identification of responsible personnel in this case. Implementation and record-keeping Not to be confused with record-keeping with regard to energy efficiency monitoring and measuring, this aspect of the IMO's Guidance suggests that the decision-making process in terms of the measures selected and those not selected is also recorded so that it can be used in conjunction with the self-evaluation element of the management plan. Monitoring Monitoring tools The effectiveness of the energy efficiency measures and the management plan in its entirety will depend on a quantitative assessment. In this respect it is important to employ the correct monitoring tools. In this regard the IMO's Guidance recommends the use of the Energy Efficiency Operational Indicator (EEOI). The document, MEPC.l/Circ.684, is reproduced in Appendix 11. As a useful tool for quantitative assessment of the energy efficiency management plan the guidance and details of the EEOI have been provided in the Appendix to this Guide. For tankers it is recommended that a Rolling Average Index of the EEOI values be calculated to monitor energy efficiency over time. As an important section of the management plan, specific details and examples are provided in section '2' of this Guide. Monitoring system The continuous and consistent collection of data will require the establishment of a necessary recording system which should be operated and maintained ashore so as not to place any unnecessary administrative burden on the ship's staff. 9

9 11'4 II"\VUU\", I IVI'4 Self-evaluation and improvement As covered in section '2.1' of this Guide, the IMO's Guidance recommends the establishment of a self-evaluation process to assess the effectiveness of the management plan and the measures being implemented. Voluntary reporting/review Although not strictly part of the management plan, the IMO's Guidance recommends the voluntary reporting on the actions that companies have undertaken and the results of the measures implemented. Fuel Efficient Operation of Ships The final part of the IMO's Guidance provides a list of possible fuel and energy efficiency measures that may be considered by operators looking to implement a SEEMP. This is a vital part of the Guide. INTERTANKO's document builds on this part of the SEEMP and specifically details what tanker operators may be able to implement Oil Companies 'Energy Efficiency and Fuel Management' Guidance The Oil Companies International Marine Forum (OCIMF) has also identified the benefits of implementing a company-based energy efficiency policy and management plan. In its document, 'Energy Efficiency and Fuel Management', OCIMF proposes a similar system for establishing an energy efficiency management plan, albeit with the use of different terms. OCIMF places a strong emphasis on four key elements to be included within the management plan: 1. the establishment of targets and objectives in terms of improved energy efficiency; 11. the review of the measures being implemented; 111. the establishment of partnerships with suppliers or manufacturers, and; IV. comparing performances and practices with others within the tanker industry st Edition. December 2009

10 ESTABLISHING THE COMPANY AND SHIP MANAGEMENT PLANS ~_ 2. Establishing the Company and Ship Energy Management Plans 2.1. Company Energy Efficiency Management Plan From the outset the company should seek to integrate the Company Energy Efficiency Management Plan into general ship management operations to ensure all relevant information already being gathered is used and understood by the management team as a whole. For instance, engine performance monitoring as well as fuel oil quality will already be standard practice in all tanker companies through the company's SMS. The Company Energy Efficiency Management Plan should be divided into two separate parts. Firstly the company management team ashore will be responsible for developing the plan from the outset; assessing the appropriate measures to be introduced within the fleet; collecting the information from the fleet; and monitoring and assessing the effectiveness of those measures being implementp.ci. The second aspect of the Management Plan will be ship-specific (Ship Energy Efficiency Management Plan) and involve the measuring of energy and efficiency on board. In implementing the SEEMp, crew familiarisation will be important but at the same time the administrative burden for the crew should be kept to a minimum. For illustrative purposes, a Company Energy Efficiency Management Plan will follow the basic layout provided in figure 2. Company Energy Efficiency Management Plan Evaluate measures, Implement, Monitor, Assess I! I! i Tanker ''N' Ship Energy Efficiency Management Plan Measure, Record and Report Tanker "B" Ship Energy Efficiency Management Plan Measure, Record and Report Figure 2 Tanker "C" Ship Energy Efficiency Management Plan Measure, Record and Report 11

11 : J % ESTABLISHING THE COMPANY AND SHIP MANAGEMENT PLANS 2.2. Ship Energy Efficiency Management Plan (SEEMP) The SEEMP will be specific to each ship and will effectively be the measuring, recording and reporting part of the company's Energy Efficiency Management Plan. The success of the programme will depend on the quality and relevance of the information gathered, which in turn will depend on the measuring and recording systems in place and the knowledge and proficiency of the people onboard operating them. This will relate to both specific hard ware and its use by the ship's crew as well as the shore team's ability to interpret and utilise the information recorded on board. A clear divide between the ship and shore responsibility should be established so as to ensure that the ship acts as the measuring device while the shore team undertake the necessary monitoring and evaluation. In this respect the ships administrative burden should be kept to a minimum. As indicated within the description of the IMO's Guidance, one option for a monitoring tool is the EEOI (Appendix 11). The full guidance can be obtained directly from the IMO or from INTERTANKO. For tankers the use of the EEOI on a Rolling Average basis is recommended so as to calculate the efficiency over time Energy audits and consumption surveys An independent survey and assessment of the overall energy consumption and efficiency of the company's fleet can be a useful first step in providing detailed recommendations and areas of improvement for each ship. These surveys and assessments normally involve the periodical survey of a vessel's engine room and other locations for sources of energy loss, for example, the use of infrared detectors to search for heat sinks Emission measuring devices Continuous emissions measuring devices (not to be confused with engine measuring devices) are available which measure NOx, SOx and CO 2 emissions and may allow the company to assess the efficiency measures being implemented. They may also provide the company with an understanding of the relationship between energy efficiency and air emissions. Further examples and guidance on this is provided in section '5'. However, it is advisable to seek guidance and clarification from both Class and engine manufacturers before installing this type of equipment Energy measuring devices As an extension of the energy audit, more permanent devices (detectors and sensors) as well as data trends and benchmarking may also be used to ascertain a vessel's energy consumption. The installation of hardware and software which allows both the ship staff and shore team to monitor a vessel performance will allow immediate feedback on vessel performance and facilitate the measuring and recording aspect of the SEE1VIP..--.-:_:,':;-t:""':l. :~~W~~~~""rpr7""'''''m'''''''''''' 12

12 ESTABLISHING THE COMPANY AND SHIP MANAGEMENT PLANSil 1 The following are examples of onboard equipment and information that IS essential as an extension of the energy audit: 1. Accurate fuel flow meters. The vessel must be able to accurately measure the amount of fuel consumed onboard by the main users. This includes a good understanding of the fuel system and the placement of highly accurate fuel flow meters in the system which have an accuracy of better than 0.5%. ii. The measurement of specific fuel oil consumption (SFOC) per kwh during various operating conditions. iii. Access to the calorific content of the fuel being used, as ascertained by an independent laboratory, to be able to correct for the variation in calorific content (which may be higher than 3%-4%) when calculating SFOC. 13

13 VOYAGE OPTIMISATION PROGRAMME 3. Voyage Optimisation Programme Overall voyage efficiency can be improved by the implementation of a number of contributing elements put into place using a single programme or management plan. Various software options are available which can combine the options or utilise the options individually. Up to 4% efficiency improvements may be seen from the use of a combination of the following: 3.1. Speed selection optimisation The relationship between speed and power is cube and not linear, which explains why it takes more power to increase speed when the vessel travelling faster. Increasing the speed by 1 knot from 14 knots requires more power than increasing the speed by 1 knot from 10 knots. Use of the optimum vessel/hull design speed where possible can limit an excessive amount of propulsion power. As well as vessel/hull design speeds, the extent to which speed is optimised will depend on external physical (sea state, weather etc.) and colll111erl:ial (charter party agreement) factors. Note further that to comply with the NOx Technical Code, reference to engine operation should be retained within the prescribed scope defined in the engine technical file. i I L i, 3.2. Optimised route planning Efficiency improvements can be gained from optimised route planning. This will simultaneously avoid bad weather or strong adverse currents while also maximising the use of tidal streams and ocean currents. Both aspects will, of course, have to be determined within the limitations of traffic separation systems and safe navigation. On vessels with controllable pitch propellers the slip ratio may be altered to ensure that the ratio remains low. Under the same engine load a high slip ratio means the propeller is not advancing as much as it could with a low slip ratio. This is important in the event of bad weather or strong adverse currents when the propeller slip ratio should be observed so as to avoid excessive slip Weather routing Weather routing is considered a useful tool for all vessel types and in particular during bad weather seasons such as winter in the northern hemisphere and monsoon in the Indian ocean. The option allows the operator to avoid adverse weather and obtain the best performance in speed or consumption. This is particularly effective on transoceanic crossings where greater options for alternative routings exist. However, while the potential effectiveness of this energy efficiency option is high, due to the establishment of competing services, secrecy in ship positioning for chartering negotiations and substantial expense, this option is not widely used by the industry. Furthermore, the usefulness of the 14

14 VOYAGE OPTIMISATION PROGRAMME services has often been questioned by masters based on poor routing proposals in the past and safety concerns Optimised heading control/auto-pilot function Making economic and optimal use of the ship's auto-pilot software and heading control systems can achieve an improvement in open-sea efficiency. The correct mode of operation should be selected during open sea conditions and will be dependant on the sea state. For example, the open-sea mode should be selected during calm sea conditions while the confined mode should be selected in more stormy conditions. An upgraded version of the auto pilot software may be installed which can increase the variable control elements, e.g. steady rudder and minimum rudder angle depending on draft, speed and weather conditions Trim Optimisation An optimum speed for any given draft, engine power and ballast condition will ensure optimum efficiency. Software tools which combine hull, propeller pitch and main engine power output/settings in order to advise on optimal trim settings to reduce fuel consumption are readily available on the market. However, these may also require information from ship model tests and/or full-scale measurements. A more fundamental option is to ensure that the vessel is on its most effective trim while en route with checks undertaken during the voyage to determine if adjustments in trim are necessary. Note that for ballast conditions due consideration has to be given to the limiting factors in MARPOL Annex 1 Regulation Charterer Involvement AB noted in the Best Practices (Figure 1) the importance of charterer involvement as well as other external parties cannot be overestimated when implementing, measuring and monitoring a tanker's efficiency over time. Voyage optimisation is one element in delivering improved efficiency that requires the commitment from the charterer. Liaison with the charterer and the amendment of charter parties to reflect the need for increasing efficiency should be considered. One example of where this coordination has been developed further between the owner and charterer is the Virtual Arrival concept. The objective of the "Virtual Arrival" concept is to manage the ship's speed during the voyage in order to avoid port and terminal congestion (waiting time in port). This would in general result in fuel consumption optimisation. According to the proposal, the ship owner and the charterer need to cooperate to establish for each voyage the ship's Required Time of Arrival (RTA), which is the time at which the terminal will be available for that 15

15 , I' VOYAGE OPTIMISATION PROGRAMME ship. The RTA will replace the current Estimated Time of Arrival (ETA) and, as a consequence, the ship's speed can be optimised and fuel can be saved. The amount of fuel saved will be assessed and included into the Voyage Auditing Report. The fuel saving is calculated as the difference between the estimated consumption if the ship would have proceeded at full speed (or with 'utmost despatch') as currently required by charterparties and the actual fuel consumption according to the RTA. The Audit Report will also provide the assessed decreases of CO 2, NOx and SOx emissions. It is proposed that the value of the fuel saved could be shared between the ship owner and the voyage charterer. I ',.:,:~.::;,~'.M:!~~<,,~~~"""'''''''''''''''''' '''' 16

16 PROPULSION RESISTANCE MANAGEMENT PROGRAMME_ 4. Propulsion Resistance Management Programme 4.1. Hull Management A hull management system should be developed that evaluates hull and propeller condition. The management system would ensure the regular inspection of ships' hulls and propellers allowing for in water and dry dock cleaning if and when required Hull coatings systems The implementation of a hull resistance management system should also include the company's assessments relating to the use of certain anti-fouling coating systems as an additional means of improving hull and propeller efficiency. Note, however, that hull and/or propeller coating systems will not exclude the necessity for a monitoring system to continuously evaluate hull and propeller condition. While modern biocide-free systems may offer better performance and do not release harmful toxins into the marine environment, they also require additional monitoring for the build-up of slime (a layer of microscopic organisms such as bacteria and diatoms) and the slimy substances (usually extracellular polysaccharides) that they produce. Slime build-up has been studied recently with estimates by independent researchers suggesting a range of increased resistance due to slime in the region of 8-11Ok. The importance of early slime detection can not be overstated. More frequent removal of the slime fouling will likely be a better option than less frequent hull cleaning when hard fouling has had the opportunity to establish itself. In general terms, the effectiveness of the anti-fouling system for fuel efficiency will depend largely on the level of maintenance and cleaning undertaken Flip rudders Here the main rudder is not used at sea and is locked in the midships position. The smaller (flip) rudder on the trailing edge of the main rudder is activated instead. This limits the amount of rudder drag and will save the power requirement for the hydraulics for the main steering gear Propeller Management The propeller is considered one of the most crucial elements when a vessel's performance is deteriorating. It is however considered a quick and relatively easy area for improvement if the vessel is near a service centre. Polishing and coating are considered to be the two, non-exclusive, options in terms of propeller management. "'... ~"" _~~~"7:)...;,{,;'.._:-,,~,"..- 17

17 it!!; PROPULSION RESISTANCE MANAGEMENT PROGRAMME Propeller polishing Routine in-water polishing of the propeller can lead to an improvement in efficiency. The monitoring system described in this section would ensure that this procedure is undertaken as and when necessary. Note that during routine polishing the opportunity for a diver inspection of the remainder of the hull may be useful in terms of the hull management and monitoring system Propeller coating As an alternative to propeller polishing, coating systems may be used to improve smoothness and hydrodynamic performance of the propeller(s). Observations on the performance of propeller coatings has been mixed with frequent propeller polishing yielding similar efficiency results. Note that studies conducted by Newcastle University (UK) have suggested there is little difference between regular polishing and using certain anti-fouling coatings, as the latter also require cleaning on a regular basis Propeller boss fin caps and ducted propellers The installation of a propeller boss cap may eliminate hub vortex and so remove energy loss due to hub vortex. Ducted propellers (e.g. the mewis duct) have also been shown to improve efficiency. 18.-~-,'-'ji' -..!N;s.ri.;;~L"JsWIJ..~Ii... ~""'i.s'i"''''''''..._...

18 MACHINERY OPTIMISATION PROGRAMME 5. Machinery Optimisation Programme 5.1. Main Engine monitoring and optimisation Aside from a full understanding of the engine manual and the relevant performance data being recorded by the Chief Engineer, performance monitoring programmes can be utilised to facilitate the monitoring and analysis of engine performance data. This will include measuring and subsequent optimisation of cylinder pressure, turbocharger, scavenge air cooler, fuel pumps and injectors as well as regular assessment to ensure prompt replacement of worn parts, e.g. pistons and piston rings. Engine settings must be retained within the scope allowed for in the Engine Technical file and in compliance with the NOx Technical Code and Regulation 13 of Annex VI of MARPOL. Furthermore, it should be remembered that main engine performance should already be established under the company's Safety Management System Speed and consumption monitoring devices Monitoring devices specific to the main engine alone can measure load against speed as well as wear and tear to ensure that the manufacturer's recommendations for maintenance are followed. An example is the use of pressure cylinder analysers that can assist in ensuring there is a balanced output from all cylinders by measuring the TDC of each cylinder O 2 content monitoring Monitoring and subsequent optimisation of the oxygen content of the charge air can improve cumhustion performance. This can be achieved through temperature variation of the air which in turn changes the density and subsequent oxygen contenl. Oxygen combustion efficiency may also be assessed by the measurement of oxygen in the exhaust gas. A change in oxygen content will invariably mean a change in combustion conditions Emission monitoring devices As noted in section 2.2.2, using a continuous emissions monitoring device (not to be confused with engine monitoring devices) which measures NOx, SOx, CO 2 emissions allows the operator to maximise efficiency in relation to air emissions. 19

19 I" bit I MACHINERY OPTIMISATION PROGRAMME Main engine cylinder oil and lubrication control The controlled reduction in the consumption of specific cylinder oils in line with the manufacturer's recommendations for the relevant fuel quality and sulphur content can result in cost savings, cleaner engines and a small reduction in emissions. However, this presupposes the installation of a variable cylinder oil injection system, which will require precise calibration according to the fuel quality or the maker's recommendations Fuel quality Fuels of various quality/and or grades are available on the market. Using better quality fuel and/or a higher grade of fuel can lead to an improvement in engine efficiency and/or prevent degradation. When monitoring efficiency, systematic monitoring of the calorific value (mega joules per kilogram) of fuel supplied and the quality of the fuel consumed may yield information on where improvements can be expected. Note that the optimal use of the heavy fuel oil and lubrication oil purifiers can reduce wear on the diesel engines Fuel oil additives Various fuel oil additives are available on the market. Observations show that, under limited circumstances, the addition of certain additives may lmprove combustion and overall engine performance and efficiency. Note, however, that fuel oil additives should not jeopardise the safety of the ship, be harmful to personnel or increase air emissions as per Regulation 18.1a.iii of Annex VI to MARPOL Shaft generators This relates to the installation of shaft generators which use energy from the main engine shaft rotation. The use of a compact high-speed generators run from the main shaft can allow for a reduced size, and consequent reduced level of energy consumption, of generator sets when operating at sea as the main engine is more efficient than smaller high speed diesel generator sets. It should, however, be noted that the use of shaft generators may reduce the main engine power output st Edition, December 2009

20 MACHINERY OPTIMISATION PROGRAMME.~ 5.2. Variable control units for engine room fan/pumping systems The installation of a speed/power control unit for engine room fans/pumps will conserve electrical energy demand where these units are not required to be operated at their full speed rating. A direct ducting of air to the main engine from outside will also considerably reduce the need for fans in the engine room Incinerator usage Using the incinerator for burning fuel oil sludge will increase ship air emissions. Discharging the sludge to shore reception facilities means that the sludge can be incinerated on a larger scale or reused. Both options would see a reduction in the overall air emissions from the sludge. Alternatively, sludge can be blended/homogenised and used as boiler fuel. 5.4 Optimal use of bow thru sters Using the bow thruster capacitor or hydraulic system on standby in readiness for the use of the bow thrusters will consume on-board energy. Consequently, the bow thruster capacitor should only be used when necessary and should be switched off during normal safe passage situations Diesel engine optimisation Use of a diesel analyser on smaller main engines (four stroke) and generators can assist in determining the optimum crank shaft and camshaft firing timing and therefore improve actual specific fuel oil consumption. This method can be used as an alternative to using the ISO corrected values with a standardised barometric pressure, air cooling water temperature and blower inlet air temperature Waste heat recovery Waste heat recovery systems are an effective way of capturing thermal energy created by the ship's main engine and feeding this back into the energy supply network. For example, heat from the main engine may be used to drive the steam turbine or for electricity generation...._..-""""'"~~ ~_... ~:...',."i::,,;::o,."'-,;:'.;.;- 21

21 I~ W? MACHINERY OPTIMISATION PROGRAMME Exhaust gas economiser efficiency The efficiency of an exhaust gas economiser (EGE) can be improved by increased soot blowing frequency (once or twice a day while at sea). Recording the exhaust gas temperature difference and pressure drop can provide an indication of EGE cleanliness. Water washing of the EGE should be scheduled into major repair periods. EGE maintenance will not only improve energy efficiency but also reduce maintenance overall costs and reduce safety risks associated with soot fires Boiler superheaters Specific to crude oil tankers, the installation and use of superheaters on auxiliary boilers has been shown to enhance the efficiency of cargo pump turbines during discharge operations Independent inert gas generators Installing and using smaller independent inert gas generators makes it possible to limit the use of (main) larger generatorsiboilers/pumps etcetera for smaller, top-up operations for which limited energy (inert gas) is required Frequency controlled equipment Use of frequency controlled air equipment can reduce energy consumption. For example, a frequency controlled compressor can, compared to a conventional compressor, reduce energy consumption by only producing the amount of air which is required to be consumed. Frequency converters may also be considered for heavy consumers, for example on sea water cooling pumps to adjust the flows according to the cooling demand st Edition, December 2009

22 CARGO HANDLING OPTIMISATION ~ 6. Cargo Handling Optimisation 6.1. Cargo vapour control procedures on crude tankers NMVOC is considered a precursor for ozone 03, the latter having a Global Warming Potential (GWP) of 4-10 (depending on altitude). Implementation of the Volatile Organic Compound (VOCON) operational procedure on board can substantially reduce VOC emissions from the cargo. While not improving the efficiency in terms of fuel consumed, this can, however, result in considerable air emission reductions for crude oil tankers. Reference should be made to the VOC Management Plan as required by Regulation 15 of Annex VI to MARPOL VOCON valves In relation to the use of the VOCON procedure, the installation of a VOCON Valve can automate and facilitate the VOCON procedure. As per the comments in above, this option will reduce air emissions but not impact energy efficiency Cargo temperature control optimisation Cargo heating efficiency While this will depend on the cargo type and frequency of carrying cargoes which require heating, benefits can be gained with measures aimed at minimising the loss of heat energy. Different cargoes can be transported with different heating programmes. The cargo does not need to be heated to the cargo discharge temperature throughout the voyage. On some cargoes it is therefore possible to lower the temperature, taking note of the safety precautions and avoiding any possible coagulation, raising the temperature only when required for discharge. This is best suited to longer voyages and assumes that the heating coils are in good condition to easily raise the temperature at the end of the voyage Cargo insulation Cargo heating may also benefit from the use of effective insulation. For example, using pipeline lagging on heating coil water/condensate return line as well as steam, thermal oil and hot-water lines on deck area. This could be a significant energy saving option as it has been observed that some ships lack insulation of branch lines and cargo tanks. Note that the quality of the insulation material is important as this must not be water permeable and should be of good quality. In the case of the latter, a poor quality insulating material will be prone to rotting. Impermeable insulation will 23

23 1" l, CARGO HANDLING OPTIMISATION mean water is retained against piping work with the possibility of accelerating corrosion on surfaces that are not visible Cargo stowage Further efficiencies may be gained from optimising the stowage plan for the heated cargo. For example, there is frequently less energy consumption if the heated cargo is stowed together aft Optimised utilisation of energy associated with steam and condensate return Providing the correct amount of air for the combustion demand can improve thermal efficiency of the oil fired boilers. For example, too much air may cool the boilers and in turn reduce their thermal efficiency. In addition, steam traps which are not working correctly may lead to the loss of an excessive amount of additional energy.,'f..,...,: _~~t:~~:,"t~ -;)o~""'~.ji.,.''''''...''''''

24 ENERGY CONSERVATION AWARENESS PLAN.. ~!ii 7. Energy Conservation Awareness Plan 7.1. Crew familiarisation and training Ship board personnel play a crucial role in improving ship efficiency. A full awareness of the reasons for improving efficiency on board as well as an understanding of the options to be implemented by the company will require training. Implementing an onboard awareness campaign together with training on the fundamentals of the Management Plan will ensure the efficiency measures agreed by the company are successfully implemented. Such training should go hand-in-hand with crew familiarisation of the vessel's measurement and monitoring systems to ensure there is a full understanding of the instrument dials and recorded readings. Crew must be able to determine when scenarios arise in which action is required. This will require an understanding of the engine shop and sea trial reports for comparison with readings from monitoring and measuring equipment. The Chief Engineer as well as shore support team should be consulted to determine the action to be taken in the case of v(1ri<1tj,ons or differe,nces in the readings Accommodation-specific energy conservation programme The replacement of older energy inefficient technology in the accommodation block with newer more efficient options such as fluorescent bulbs and LCD computer screens may have a cumulative effect on improved energy efficiency Air conditioning and refrigerator maintenance and use Fugitive leakage of refrigerant gases has a significant impact upon total GHG emissions due to the size of the GWP (Global Warming Potential) for these gas types (frequently not less than a GWP of 1000). Regular inspection and maintenance of the air conditioning and refrigeration systems by a subcontractor can reduce fugitive leakage and reduce the amount of air emissions released from the ship. R22 is a hydrochlorofluorocarbon, therefore in accordance with article 5 (l)(c)(v) of Regulation EC No 2037/2000 from 1 January 2010, the use of virgin hydrochlorofluorocarbons is prohibited in the maintenance and servicing of refrigeration and air-conditioning equipment existing at that date. The use of R22 shall be prohibited from 1 January Consideration should be given as to whether the environmental benefits of switching from the use of R22 as a refrigerant gas to another more environmentally friendly option prior to the enforcement dates in Europe as noted above is worthwhile in terms of net environmental benefit. The assessment should take into account the GWP of R22 and the replacement options under consideration. 1 st Edition, December

25 ,.. ' '.{~ I ' i I t I CARGO HANDLING OPTIMISATlON Tube fluorescent lamps (TFLs) Incandescent bulbs consume more energy and have a shorter lifespan than compact fluorescent bulbs. However, more recently, TFL technology has also improved. Ordering the newer (T8 or TS) TFL lamps over the standard TFL (TIO) options will reduce energy consumption levels LCD computer screens Installing Liquid Crystal Display screens on-board, in lieu of more common Cathode-Ray Tube (CRT) screens which consume more energy and produce more heat, will further reduce accommodation block energy consumption. "' ' '-!.~~:;;'~S':>'j2F":'~~"'i"_'_""" 26

26 APPENDIX I{~ Appendix I MEPC.1/Circ.683 SHIP EFFICIENCY ENERGY MANAGEMENT PLAN GRT: Vessel Type: Capacity: Date of Development: Developed by: Implementation From: Implemented by: Period: Until: Planned Date of Next Evaluation: 1. MEASURES Energy Efficiency Measures Weather Routing Speed Optimization Implementation (including the starting date) <Example> Contracted with [Service providers] to use their weather routing system and start using on trial basis as of 1 July While the design speed (85% MCR) is 19.0 kt, the maximum speed is set at 17.0 kt as of 1 July Responsible Personnel <Example> The master is responsible for selecting the optimum route based on the information provided by [Service providers]. The master is responsible for keeping the ship's speed. The log book entry should be checked every day. 2. MONITORING - Description of monitoring tools 3. GOAL - Measurable goals 4. EVALUATION - Procedures of evaluation 27

27 IIP-Ifj I I I i APPENDIX 11 Appendix 11 MEPC.1/Circ.684 GUIDELINES FOR VOLUNTARY USE OF THE SHIP ENERGY EFFICIENCY OPERATIONAL INDICATOR (EEOI) 1. The Marine Environment Protection Committee, at its fifty ninth session (13 to 17 July 2009), agreed to circulate the Guidelines for use of the Ship Energy Efficiency Operational Indicator (EEOI) as set out in the annex. 2. Member Governments are invited to bring the guidelines to the attention of all parties concerned and recommend them to use the guidelines on a voluntary basis. 3. Member Governments and observer organizations are also invited to provide the information of the outcome and experiences in applying the Guidelines to future sessions of the Committee. GUIDELINES FOR VOLUNTARY USE OF A SHIP ENERGY EFFICIENCY OPERATIONAL INDICATOR (EEOI) 1. The Conference of Parties to the Internaliunal Convention for the Prevention of Pollutiun from Ships, 1973, as modified by the Protocol of 1978 relating thereto, held from 15 to 26 September 1997 in conjunction with the Marine Environment Protection Committee's fortieth session, adopted Conference resolution 8, on CO 2 emissions from ships. 2. IMO Assembly resolution A.963(23) on IMO policies and practices related to the reduction of greenhouse gas emissions from ships urged the Marine Environment Protection Committee (MEPC) to identify and develop the mechanism or mechanisms needed to achieve the limitation or reduction of Greenhouse Gas (GHG) emissions from international shipping and, in doing so, to give priority to the establishment of a GHG baseline; and the development of a methodology to describe the GHG efficiency of a ship in terms of GHG emission indicator for that ship. 3. As urged by the Assembly, MEPC 53 approved Interim Guidelines for Voluntary Ship CO 2 Emission Index for Use in Trials. 4. These Guidelines can be used to establish a consistent approach for voluntary use of an EE01, which will assist shipowners, ship operators and parties concerned in the evaluation of the performance of their fleet with regard to CO 2 emissions. As the amount of CO 2 emitted from a ship is directly related to the consumption of bunker fuel oil, the EEOl can also provide useful information on a ship's performance with regard to fuel efficiency. 5. These Guidelines may be updated periodically, to take account of: Operational experiences from use of the indicator for different ship types, as reported to MEPC by industry organizations and Administrations; and Any other relevant developments. 28

28 APPENDIX" 6. Industry organizations and interested Administrations are invited to promote the use of the attached Guidelines or equivalent approaches and their incorporation in company and ship environmental management plans. In addition, they are invited to report their experience in applying the EEOI concept back to MEPe. 7. In addition to these Guidelines, due account should be taken of the pertinent clauses within the ISM Code in voluntary basis along with reference to relevant industry guidance on the management and reduction of CO 2 emissions. CALCULATION OF ENERGY EFFICIENCY OPERATIONAL INDICATOR (EEOI) BASED ON OPERATIONAL DATA 1. General The objective of the Appendix is to provide guidance on calculation of the Energy Efficiency Operational Indicator (EEOI) based on data from the operation of the ship. 2. Data sources Primary data sources selected could be the ship's log-book (bridge log-book, engine log-book, deck log-book and other official records). 3. Fuel mass to CO 2 mass conversion factors (CF) CF is a non-dimensional conversion factor between fuel consumption measured in g and CO 2 emission also measured in g based on carbon content. The value of CF is as follows: Type of fuel Reference Carbon content CF (t-coz/t-fuel) 1. Diesel/Gas Oil ISO 8217 Grades DMX through DMC 2. Light Fuel Oil (LFO) ISO 8217 Grades RMA through RMD 3. Heavy Fuel Oil (HFO) ISO 8217 Grades RME through RMK 4. Liquified Petroleum Gas (LPG) Propane Butane 5. Liquified Natural Gas (LNG)

29 i--, I I 1 1 J j j I. APPENDIX Calculation of EEOI The basic expression for EEOI for a voyage is defined as: EEGr = mcargox D Where average of the indicator for a period or for a number of voyages is obtained, the Indicator is calculated as: Average EEGr = ~ ~ (mcargo) x Dj) i j Where: j is the fuel type; i is the voyage number; FG j is the mass of consumed fuel j at voyage i; CFj is the fuel mass to CO 2 mass conversion factor for fuel j; mcargo is cargo carried (tonnes) or work done (number of TEU or passengers) or gross tonnes for passenger ships; and D is the distance in nautical miles corresponding to the cargo carried or work done. The unit of EEOI depends on the measurement of cargo carried or work done, e.g., tones C02l'(tonnes nautical miles), tonnes C02l'(TEU nautical miles), tonnes C02l'(person nautical miles), etc. It should be noted that Equation 2 does not give a simple average of EEOI among number of voyage i. 5. Rolling average Rolling average, when used, can be calculated in a suitable time period, for example one year closest to the end of a voyage for that period, or number of voyages, for example six or ten voyages, which are agreed as statistically relevant to the initial averaging period. The Rolling Average EEOJ is then calculated for this periud or number of voyages by Equation 2 above. 6. Data For a voyage or period, e.g., a day, data on fuel consumption/cargo carried and distance sailed in a continuous sailing pattern could be collected " "j;- ~-::.'::~~:.~"..;:~:<,:;..-t"'&<.j-h~[~~~"''''''''''..,...