ACS Guidelines No.8 Guidance on Ship Energy Efficiency Management Plan (SEEMP) 2018 Association of Asian Classification Societies www.asiancs.org
Guidance on Ship Energy Efficiency Management Plan (SEEMP) FOREWORD Association of Asian Classification Societies (ACS) is pleased to offer Guidance on Ship Energy Efficiency Management Plan (SEEMP) in order to help the Asian Ship Owners achieve operational Energy Efficiency in their vessels with regard to current MARPOL Annex VI requirements. This guidance on SEEMP provides a possible approach for monitoring ship and fleet energy efficiency performance overtime, and for establishment of data collection systems on each ships. The contents of this guidance are offered as a helpful resource for the Asian shipowners and companies, and are designed to help in obtaining information and guidance. ACS hopes that this guidance would provide effective assistance in the improvement of energy efficiency of ships and the realization of greener sea in the future. 1 of 28
Feedback from the industry on the contents of ACS guidelines is welcomed anytime. pso@asiancs.org; technical.office@asiancs.org DISCLAIMER The ACS, its members, and their respective officers, employees or agents, individually and collectively, assume no responsibility and shall not be liable to any person for any loss, damage or expense caused by reliance on the information, advice and documents included in these Guidelines. ACS is an association of seven Classification Societies headquartered in Asia: BKI, CCS, IRS, KR, NK, VR and SCM. 2 of 28
CONTENTS Section I General Information...5 1. Scope and Application...5 2. List of Abbreviation...6 Section II Development of Part I of SEEMP Ship Management Plan to Improvement Energy Efficiency...7 1. General...7 2. Structure of Part I of SEEMP...8 2.1 Planning...8 2.2. Implementation...10 2.3. Monitoring...10 2.4. Self-evaluation and improvement...11 3. Methods for energy improvement / fuel-efficient operation of ships...11 Section III Development of Part II of SEEMP Ship Fuel Oil Consumption Data Collection Plan...14 1. General...14 2. Structure of Part II of SEEMP...15 2.1 Fuel oil consumption...15 2.2 Distance travelled...17 2.3 Hours underway...17 2.4 Conversion factor C F...17 2.5 Data quality...18 2.6 Standardized data reporting format...19 Section IV List of Reference Document...20 3 of 28
Annex I Form of Ship Energy Efficiency Management Plan...21 Annex II Form of Ship Fuel Oil Consumption Data Collection Plan...24 Annex III Data Reporting Format for the Data Collection System...27 4 of 28
Section I General Information 1. Scope and Application 1.1 The SEEMP is one of the IMO s new mandatory instruments in line with the efforts to reduce greenhouse gases emitted by shipping activities. 1.2 This Guidance provides the advice in developing SEEMP as stated in resolution MEPC.282 (70) 2016 Guidelines for the development of A Ship Energy Efficiency Management Plan (SEEMP). 1.3 The SEEMP consists of two parts. Part I is to establish a mechanism for a company and/or a ship to improve the energy efficiency of a ship s operation. Part II is to establish a ship specific method to collect, aggregate, and report ship data with regard to annual fuel consumption, distance travelled, hours underway and other data required by the data collection systems. 1.4 Part I is to be applied for ships of 400 GT and above. Part II is to be applied for ships of 5,000GT and above. Both parts are to be applied for new and existing ships. 1.5 Regulation 22A of MARPOL Annex VI requires that, from 1 January 2019, ships of 5,000GT and above shall collect and report the fuel consumption data, and the methods to collect such data should be included in the SEEMP. 1.6 Preferably, the ship-specific SEEMP is linked to a broader corporate energy management policy for the company that owns, operates or controls the ship, recognizing that no two shipping companies or shipowners are the same, and that ships operate under a wide range of different conditions. 5 of 28
2. List of Abbreviation EEOI : Energy Efficiency Operational Indicator GHG : Green House Gas IEEC : International Energy Efficiency Certificate IMO : International Maritime Organization MARPOL: International Convention for the Prevention of Pollution from Ships MEPC : Marine Environment Protection Committee SEEMP : Ship Energy Efficiency Management Plan DCS : Data Collection Systems BDN : Bunker Delivery Notes 6 of 28
Section II Development of Part I of SEEMP Ship Management Plan to Improvement Energy Efficiency 1. General Part I of SEEMP presents a key tool of Continous Improvement Process (CIP), which allows a systematic, structured and cost effective optimization of the ship s operation, and ensures improvement of effectiveness. A SEEMP is recommended to be developed by a company to manage the on-going environmental performance of its vessels. Its successful implementation would include four main key areas for development of SEEMP : Planning Implementation Monitoring Self Evaluation and Improvement Those components play a critical role in the continuous cycle to improve ship energy efficiency management, as shown in fig.1. With each iteration of the cycle, some elements of the SEEMP will necessarily change while others may remain as before. 7 of 28
Figure.1 2. Structure of Part I of SEEMP 2.1 Planning Planning is the most crucial first step of the SEEMP, in that it primarily determines both the current status of ship energy usage and the expected improvement of ship energy efficiency. The ship owner is required to review current practices and energy usage onboard each ship with a view to determining any shortfalls or areas for improvement of energy efficiency. This stage should be identified as various aspects relating to: 2.1.1. Ship-specific measures: It is important to determine and understand the ship s current status of energy usage. Special consideration should be given to the ship specific measures as the measures differ to a great extent depending upon ship type, cargoes, routes and other factors. The SEEMP identifies energy-saving measures that have been undertaken and determines effectiveness of these measures. There are various options to improve ship efficiency, as for example speed optimization, weather routing, hull maintenance, machinery operation etc. 8 of 28
2.1.2. Company-specific measures: The improvement of energy efficiency of ship operation does not necessarily depend on the single ship management only. Rather improvement of better coordination and communication among stakeholders, like operators, ports and traffic management service to achieve just in time operation, is better made by company rather than by a ship. As for example, early communication among operators, ports and traffic management service would help in optimizing ship speed and in 'just in time' arrival. 2.1.3. Human resource development: By raising awareness and providing training for personnel both onshore and onboard, the effective and steady implementation of the adopted measures may be achieved. 2.1.4. Goal setting: The goal setting is voluntary. The goal can take any form, such as the annual fuel consumption or a specific target of Energy Efficiency Operational Indicator (EEOI). The goal should be measurable and easy to understand. Neither a company nor a ship is subject to external inspection. The purpose of goal setting is to serve as a signal which involved people should be conscious of, to create a good incentive for proper implementation, and then to increase commitment to the improvement of energy efficiency. 9 of 28
2.2. Implementation 2.2.1. Establishment of implementation system A ship and a company have to identify the measures to be implemented and establish a system for implementation of the identified and selected measures by developing the procedures for energy management, by defining tasks and by assigning them to qualified personnel. The development of such a system can be considered as a part of planning, and therefore may be completed at the planning stage. 2.2.2. Implementation and record-keeping Predetermined implementation system is to be developed to ensure that the planned measures are carried out satisfactorily. Record-keeping for the implementation of each measure is beneficial for self-evaluation at a later stage. Reasons of failure to implement the indentified measures to be recorded for internal use. 2.3. Monitoring 2.3.1. Monitoring tools The EEOI could be considered as the primary monitoring tool and should be calculated in accordance with the Guidelines developed by the Organization (MEPC.1/Circ.684). In addition to the EEOI, if convenient and/or beneficial for a ship or a company, other measurement tools can be utilized. 2.3.2. Establishment of monitoring system To allow for meaningful and consistent monitoring, the monitoring system, including the procedures for collecting data and the assignment of responsible personnel, should be developed. The 10 of 28
monitoring should be carried out as far as possible by shore staff, utilizing data obtained from existing required records such as the official and engineering logbooks and oil record books, etc. 2.4. Self-evaluation and improvement This phase should produce meaningful feedback for the coming first stage, i.e. planning stage of the next improvement cycle. The purpose of self-evaluation is to evaluate the effectiveness of the planned measures and of their implementation. It would help in ascertaining which measure functions effectively and the reason thereof to develop improved SEEMP cycle. 3. Methods for energy improvement / fuel-efficient operation of ships Item Measure Details 3.1 Fuel efficient a. Improved Careful planning and Operation voyage planning execution of voyages. b. Weather routing c. Just in time d. Speed optimization e. Optimized shaft power Weather routing has a potential for efficiency savings on specific routes Good early communication with the next port to get maximum notice of berth availability and facilitate the use of optimum speed. Optimizing the speed at which fuel use per tonne mile is at a minimum level for that voyage Improve efficiency by operating at a constant shaft RPM. The use of automated engine may be beneficial. 11 of 28
3.2 Optimized a. Optimum trim Improve fuel saving by ship handling operating at optimum trim and steering condition b. Optimum Ballasting with ballast consideration of the requirements to meet optimum trim and steering condition, and also with good cargo planning c.optimum New developments in propeller and propeller design for propeller inflow retrofitting of later designs considerations and improvement to the water inflow to the propeller in order to increase propulsive efficiency power. d. Optimum use Reducing the distance of rudder and sailed off track and heading control minimize losses due to systems rudder resistance, (autopilots) alternative method through retrofitting of improved rudder blade design. 3.3. Hull Optimize the smoother hull maintenance shape by new technology coating system, management of cleaning intervals, regular in-water inspection 3.4 Propulsion Propulsion Systematic minimization of system system heat and mechanical loss. maintenance 12 of 28
3.5 Waste heat Waste heat recovery recovery systems use thermal heat losses from the exhaust gas for either electricity generation or additional propulsion with a shaft motor 3.6 Improved Better utilization of fleet fleet capacity can often be management achieved by improvements in fleet planning. 3.7 Improved cargo handling Cargo handling matched to ship and port requirements 3.8 Energy Review energy and management managing the electrical services on board to remove potential unexpected loss energy. 3.9 Fuel Type Potential use of emerging alternative fuels 3.10 Other measures Computer software to calculate fuel consumption, development of renewable energy technology, use of shore power. 13 of 28
Section III Development of Part II of SEEMP Ship Fuel Oil Consumption Data Collection Plan 1. General Part II of SEEMP should contain a description of the methodology that will be used on board ships to collect ship fuel oil consumption data. Part II of SEEMP is also called as Ship Fuel Oil Consumption Data Collection Plan. The Data Collection Plan describes the design of the ship s management system to monitor and report the parameters of DCS as described in regulation 22A of MARPOL Annex VI. The Plan shall contain a clear definition as well as complete and comprehensive documentation of the monitoring method used in the DCS report. The plan shall be submitted and verified prior to the beginning of the ship s first reporting period in order to ensure the process is in place. Data to be collected on board would be composed of three key elements, which form the basis of the Data Collection Plan. Fuel oil consumption Distance travelled Hours underway Sample form of Ship Fuel Oil Consumption Data Collection Plan is shown in annex II. 14 of 28
2. Structure of Part II of SEEMP 2.1 Fuel oil consumption All the fuel oil consumed on board ships should be recorded and reported to ship s Administration on an annual basis. All the fuel oil means all types of fuel oil, such as HFO, LFO, Diesel/Gas oil, LPG, LNG and so on. All the fuel oil consumed on board ships means fuel oil consumed by the main engines, auxiliary engines, gas turbines, boilers, inert gas generators and other equipment, regardless of whether a ship is underway or not. Fuel oil consumption data can be collected by three possible methods, and it should be specified in the Data Collection Plan on which method is adopted. 2.1.1 Method using bunker delivery notes (BDNs) This method is based on the quantity and type of fuel as reflected in the BDNs combined with differences between amount of fuel oil left over the last calendar year period and the amount of fuel oil carried over the next calendar year period. The tank reading should be carried out by appropriate methods such as automated systems, soundings and dip tapes to determine the difference between the amount of the remaining tank oil before and after the period. In the case of a voyage that extends across the data reporting period, the tank reading should occur by tank monitoring at the ports of departure and arrival of the voyage and by statistical methods such as rolling average using voyage days. Where the amount of fuel uplift or the amount of fuel remaining in the tanks is determined in units of volume, expressed in litres, it shall be converted that amount from volume to mass by using actual density values. The actual density shall be determined by using one of the following; (1) on-board measurement systems; (2) the density measured by the fuel supplier at fuel uplift and recorded on the fuel invoice or BDN; (3) the density measured in a test analysis conducted in an accredited fuel test laboratory, where available. 15 of 28
The actual density shall be expressed in kg/l and determined for the applicable temperature for a specific measurement. In cases for which actual density values are not available, a verified standard density factor for the relevant fuel type shall be applied. 2.1.2 Method using flow meters This method determines the annual total amount of fuel oil consumption by measuring fuel oil flows on board by using flow meters. Annual fuel oil consumption may be the sum of daily fuel oil consumption data of all relevant fuel oil consuming processes on board measured by flow meters. The flow meters applied to monitoring should be located so as to measure all fuel oil consumption on board and should be identified in this plan. In case of the breakdown of flow meters, manual tank readings or other alternative methods will be conducted instead. It should not be necessary to correct this fuel oil measurement method for sludge if the flow meter is installed after the daily tank as sludge will be removed from the fuel oil prior to the daily tank. 2.1.3 Method using bunker fuel oil tank monitoring on board (1) Indirect measurement This method determines the annual total consumption of fuel oil by measuring the remaining amount of the fuel oil tank through indirect reading using an automation system (Remote Reading). The total annual consumption is calculated by summing up the measured daily fuel consumption. The measurement of the remaining amount of the tank is normally carried out daily and every time the ship is to receive or discharge fuel oil. A summary of the measurement data, including a record of the measured fuel consumption, shall be provided on board. When a fuel oil purifier is installed, the amount of sludge generated can be reduced from fuel oil consumption. (2) Direct measurement This method determines the residual amount of the fuel oil tank and the total annual consumption of the fuel oil by directly measuring the tank using sounding or dip tapes. The total annual consumption is calculated by summing up the measured daily fuel consumption. The measurement of the remaining amount of 16 of 28
the tank is normally carried out daily and every time the ship is to receive or discharge fuel oil. A summary of the measurement data, including a record of the measured fuel consumption, shall be provided on board. When a fuel oil purifier is installed, the amount of sludge generated can be reduced from fuel oil consumption. 2.2 Distance travelled The distance travelled while the ship is underway under its own propulsion should be included into the aggregated data of distance travelled for the calendar year. Distance travelled over ground in nautical miles should be recorded in the logbook in accordance with SOLAS regulation V/28.13. It should be noted that distance travelled measured using satellite data is distance travelled over the ground. Other methods to measure distance travelled accepted by the Administration may be applied. In any case, the method applied should be described in the Data Collection Plan. 2.3 Hours underway Hours underway should be an aggregated duration while the ship is underway under its own propulsion, and be recorded in the log-book. The period during anchorage should be excluded from the hours underway. The period when the ship is underway under its own propulsion during and anchorage or a berth should be included. 2.4 Conversion factor C F C F is a non-dimensional conversion factor between fuel oil consumption and CO 2 emission in the 2014 Guidelines on the method of calculation of the attained Energy Efficiency Design Index (EEDI) for new ships (resolution MEPC.245(66)), as amended. The annual total amount of CO 2 is calculated by multiplying annual fuel oil consumption and C F for the type of fuel. 17 of 28
Fuel oil Type C F (t-co2 / t-fuel) Diesel/Gas oil (e.g. ISO 8217 grades DMX through DMB) 3.206 Light fuel oil (LFO) (e.g. ISO 8217 grades RMA through RMD) 3.151 Heavy fuel oil (HFO) (e.g. ISO 8217 grades RME through RMK) 3.114 Liquefied petroleum gas (LPG) (Propane) 3.000 Liquefied petroleum gas (LPG) (Butane) 3.030 Liquefied natural gas (LNG) 2.750 Methanol 1.375 Ethanol 1.913 Other ( ) If fuels are used that do not fall into one of the above categories, fuel supplier should provide a C F -factor for the respective product supported by documentary evidence. (e.g. some "hybrid fuels", non-fossil fuels ) 2.5 Data quality For method using bunker delivery notes: (1) The tank reading should be carried out at the beginning and the end of the bunkering. (2) During fuel oil supply, even keel should be kept as possible. (3) If fuel oil supplied and actual supplied differs by more than a certain percent(%) in the internal procedure, process according to the procedure and maintain related records. (4) BDNs are required to be retained on board for three years after the fuel oil has been delivered. 18 of 28
For method using flow meters: (1) Flow meters shall be periodically calibrated by a specialist at intervals not exceeding a period of the manufacturer s instruction. (2) Calibration and maintenance records of the flow meters shall be available on board and shall be kept for a certain period of time. (3) The standard error range of the flow meters shall be within a certain percent(%) of the manufacturer s instruction. (4) In case of failure of the flowmeter, it is possible to replace it by using historical log records in the log-book. For method using fuel oil tank monitoring: (1) The remote reading device shall be periodically calibrated by a specialist at intervals not exceeding a period of the manufacturer s instruction. (2) The standard error range of the remote reading device shall be within a certain percent(%) of the manufacturer s instruction. (3) Calibration and maintenance records of the remote reading device shall be available on board and shall be kept for a certain period of time. (4) Fuel oil tanks shall be measured directly on a regular basis to verify the validity of the remote reading device. (5) Measures shall be taken to ensure the validity of the measurements in the case of heavy weather. 2.6 Standardized data reporting format Standardized data reporting format should be used when submitting the data to the Administration. The format is shown in annex III. 19 of 28
Section IV List of Reference Document 1. Res.MEPC.213(63)-2012 Guidelines for the development of a Ship Energy Efficiency Management Plan (SEEMP). 2. MEPC.1/Circ.684 Guidelines for voluntary use of the Ship Energy Efficiency Operational Indicator (EEOI). 3. Res.MEPC.282(70)-2016 Guidelines for the development of a Ship Energy Efficiwncy Management Plan (SEEMP). COPYRIGHT ASSOCIATION OF ASIAN CLASSIFICATION SOCIETIES ALL RIGHTS RESERVED. *. Contact : ACS SO (pso@asiancs.org; technical.office@asiancs.org ) 20 of 28
Annex I Form of Ship Energy Efficiency Management Plan (Part I of SEEMP) 1. General information IMO No. Ship Name Ship Type Ship Builder Year of Delivery GT Existing IEEC (if any) No. 2. SEEMP Development Information Date of development Developed by : Implementation period Start : Expiry: Planned date of next evaluation Implemented by : 3. Planning 3.1 Initial Condition (if any) Aspects Implementation period Detail Implementation Current status energy usage Company specific measue 21 of 28
Human Resources 3.2 Goal Setting Measurable Goal Achievement Additional Information 4. Implementation Energy Efficiency Implementation Detail Personel in Measures period Implementation charge 5. Monitoring Monitoring Tool Description Time Frame Detail Implementation 22 of 28
6. Evaluation Expected Achievement Remarks Evaluation (if any) Unexpected Achievement Reason Evaluation 23 of 28
Annex II Form of Ship Fuel Oil Consumption Data Collection Plan (Part II of SEEMP) 1. General Information IMO No. Ship Name Company Flag Ship Type GT NT DWT EEDI (if applicable) Existing IEEC (if any) No. Ice class 2. Record of Revision of Fuel Consumption Data Collection Plan Date of revision Revised provision 3. Ship engines, other equipment which are included as fuel consumers and fuel types used No. Power Output of Ships Engine and other fuel consumer Type/model Rated power Unit Fuel type 1 (Main Engine) kw 2 (Auxiliary Engine) kw 3 (Boiler) 4 (Inert gas generator) 24 of 28
4. Emission Factor C F is a non-dimensional conversion factor between fuel oil consumption and CO 2 emission in the 2014 Guidelines on the method of calculation of the attained Energy Efficiency Design Index (EEDI) for new ships (resolution MEPC.245(66)), as amended. The annual total amount of CO 2 is calculated by multiplying annual fuel oil consumption and C F for the type of fuel. Check if applicable. Check Fuel oil Type C F (t-co2 / t-fuel) Diesel/Gas oil (e.g. ISO 8217 grades DMX through DMB) 3.206 Light fuel oil (LFO) (e.g. ISO 8217 grades RMA through RMD) 3.151 Heavy fuel oil (HFO) (e.g. ISO 8217 grades RME through RMK) 3.114 Liquefied petroleum gas (LPG) (Propane) 3.000 Liquefied petroleum gas (LPG) (Butane) 3.030 Liquefied natural gas (LNG) 2.750 Methanol 1.375 Ethanol 1.913 Other ( ) *) *) If fuel oils are used that do not fall into one of the categories as described above Guidelines, therefore the fuel oil supplier should provide a C F -factor for the respective product supported by documentary evidence. 5. Method to measure fuel oil consumption The applied method for measurement for this ship shall be listed on this table and shall describe the procedure for measuring data and calculating annual values, measurement equipment involved, etc. Method Description 25 of 28
6. Method to measure distance travelled Description 7. Method to measure hours underway Description 8. Processes that will be used to report the data to the Administration Description 9. Data quality Description 26 of 28
Annex III Data Reporting Format for the Data Collection System (Part II of SEEMP) Method used to measure fuel oil consumption 9 Method used to measure fuel oil consumption 9 Other (.) Ethanol (Cf: 1.913) Fuel oil consumption (t) Methanol (Cf: 1.375) LNG (Cf: 2.750) LPG (Butane) (Cf: 3.030) LPG (Propane) HFO (Cf: 3.114) LFO (Cf: 3.151) Diesel/Gas Oil (Cf: 3.206) Hours underway (h) Distance Travelled (nm) Power output (rated power) (kw) 8 Auxiliary Engine(s) Main Propulsion Power Ice class 7 (if applicable) EEDI (if applicable)6 (gco2/t.nm) DWT 5 NT 4 Gross tonnage 3 Ship type 2 IMO number 1 End date (dd/mm/yyyy) Start date (dd/mm/yyyy) 1. In accordance with the IMO Ship Identification Number Scheme, adopted by the Organization by resolution A.1078(28). 2. As defined in regulation 2 of MARPOL Annex VI or other (to be stated). 3. Gross tonnage should be calculated in accordance with the International Convention on Tonnage Measurement of Ships, 1969. 27 of 28
4. NT should be calculated in accordance with the International Convention on Tonnage Measurement of Ships, 1969. If not applicable, note "N/A". 5. DWT means the difference in tonnes between the displacement of a ship in water of relative density of 1025 kg/m3 at the summer load draught and the lightweight of the ship. The summer load draught should be taken as the maximum summer draught as certified in the stability booklet approved by the Administration or an organization recognized by it. 6. EEDI should be calculated in accordance with the 2014 Guidelines on the method of calculation of the attained Energy Efficiency Design Index (EEDI) for new ships, as amended, adopted by resolution MEPC 245(66). If not applicable, note "N/A". 7. Ice class should be consistent with the definition set out in the International Code for ships operating in polar waters (Polar Code), adopted by resolutions MEPC.264(68) and MSC.385(94)). If not applicable, note "N/A". 8. Power output (rated power) of main and auxiliary reciprocating internal combustion engines over 130 kw (to be stated in kw). Rated power means the maximum continuous rated power as specified on the nameplate of the engine. 9. Method used to measure fuel oil consumption: 1: method using BDNs, 2: method using flow meters, 3: method using bunker fuel oil tank monitoring 28 of 28