SHIP ENERGY EFFICIENCY MANAGEMENT PLAN SEEMP. Edilberto Peralta Lloyd s Register Operations Manager Central and South America

Transcription

1 SHIP ENERGY EFFICIENCY MANAGEMENT PLAN SEEMP Edilberto Peralta Lloyd s Register Operations Manager Central and South America

2 "If you can't measure it, you can't improve it. Peter Drucker

3 SEEMP An energy management plan that aims: - To optimise the ship operational and technical management processes for energy saving. This is applicable to all ships including existing ones.

4 Part I The Ship Energy Efficiency Management Plan (SEEMP) Part I has been mandatory for ships over 400 GT since 1 January Part II From 1 March 2018, Regulation of MARPOL Annex VI requires Administrations to ensure that the Ship Energy Efficiency Management Plan (SEEMP) of ships of 5,000 GT and above complies with Regulation 22.2 of MARPOL Annex VI.

5 SEEMP Part I: Provides a possible approach for monitoring ship and fleet efficiency performance over time and some options to be considered when seeking to optimize the performance of the ship. Part II Provides the methodologies ships of 5,000 gross tonnage and above should use to collect the data required pursuant to regulation 22A of MARPOL Annex VI and the processes that the ship should use to report the data to the ship's Administration or any organization duly authorized by it.

6 Fuel Oil Consumption Data Collection System IMO resolution MEPC.278(70) amends MARPOL Annex VI, on 1 March 2018, to introduce a new Regulation 22A which includes a requirement for ships to record and report fuel oil consumption data. Fuel oil is defined by Annex VI as any fuel delivered to and intended for combustion purposes for propulsion or operation on board a ship, including gas, distillate and residual fuels.

7 SEEMP Guidelines IMO has also published Resolution MEPC.282(70) Guidelines for the Development of a Ship Energy Efficiency Management Plan (SEEMP) which includes: the pre-existing guidance on developing a ship management plan to improve energy efficiency - now known as SEEMP Part I; guidance on developing a fuel oil consumption data collection plan, i.e. SEEMP Part II.

8 Application These new requirements only apply to ships of 5,000gt and above. As per Regulation VI/19, these new requirements do not apply to the following: domestic ships; ships not propelled by mechanical means; platforms including FPSOs and FSUs and drilling rigs, regardless of their propulsion. By 31 December 2018, at the latest, the ship s SEEMP shall be updated to include a description of the methodology that will be used to collect the data and the processes that will be used to report the data to the Flag/RO (i.e. SEEMP Part II).

9 Application From January 2019 onwards, each ship shall collect the fuel oil consumption data for that year, according to the methodology included in the SEEMP Part II In the first 5 months of 2020, the data is to be reported, for the first time, to the Flag/RO which will then verify the data and issue a Statement of Compliance Fuel Oil Consumption Reporting to the ship.

10 The SEEMP is primarily intended to be a management tool for ship-board use and aims to improve the energy efficiency of ship operations. It is an IMO requirement to have a SEEMP on-board all existing and new applicable ships from 1st January SEEMP should be customised to the characteristics and needs of individual companies and ships; therefore it is a ship-specific plan.

11 FRAMEWORK AND STRUCTURE OF PART I OF THE SEEMP Planning Implementation Monitoring Self evaluation and Improvement

12 FRAMEWORK AND STRUCTURE OF PART I OF THE SEEMP 1.Planning Most crucial stage of part I of the SEEMP, in that it primarily determines both the current status of ship energy usage and the expected improvement of ship energy efficiency.

13 FRAMEWORK AND STRUCTURE OF PART I OF THE SEEMP Planning Ship Specific Measures Speed optimization Weather routing Hull maintenance

14 FRAMEWORK AND STRUCTURE OF PART I OF THE SEEMP Planning Ship Specific Measures Speed optimization Weather routing Hull maintenance

15 FRAMEWORK AND STRUCTURE OF PART I OF THE SEEMP Planning Ship Specific Measures Speed optimization Weather routing Hull maintenance

16 FRAMEWORK AND STRUCTURE OF PART I OF THE SEEMP Planning Company-specific measures Good communication between stakeholders including: Ship repair yards Shipowners Operators Charterers, Cargo owners, Ports and traffic management services.

17 FRAMEWORK AND STRUCTURE OF PART I OF THE SEEMP Planning Human resource development Raising awareness of and providing necessary training for personnel both on shore and on board are an important element.

18 FRAMEWORK AND STRUCTURE OF PART I OF THE SEEMP Planning Goal setting Last part of planning is goal setting. Goal setting is voluntary. No need to announce the goal or the result to the public. To serve as a signal which involved people should be conscious Any form, such as the annual fuel consumption or a specific target of Energy Efficiency Operational Indicator (EEOI). Should be measurable and easy to understand.

19 FRAMEWORK AND STRUCTURE OF PART I OF THE SEEMP 2. Implementation After a ship and a company identify the measures to be implemented, it is essential to establish a system for implementation of the identified and selected measures by developing the procedures for energy management, by defining tasks and by assigning them to qualified personnel.

20 FRAMEWORK AND STRUCTURE OF PART I OF THE SEEMP Implementation The implementation period (start and end dates) of each selected measure should be indicated. The development of such a system can be considered as a part of planning, and therefore may be completed at the planning stage.

21 FRAMEWORK AND STRUCTURE OF PART I OF THE SEEMP Implementation and record-keeping Beneficial for self-evaluation at a later stage

22 FRAMEWORK AND STRUCTURE OF PART I OF THE SEEMP 3. Monitoring The energy efficiency of a ship should be monitored quantitatively. The EEOI developed by the Organization is one of the internationally established tools to obtain a quantitative indicator of energy efficiency of a ship and/or fleet in operation, and can be used for this purpose. Therefore, EEOI could be considered as the primary monitoring tool, although other quantitative measures also may be appropriate.

23 FRAMEWORK AND STRUCTURE OF PART I OF THE SEEMP Monitoring Whatever measurement tools are used, continuous and consistent data collection is the foundation of monitoring.

24 FRAMEWORK AND STRUCTURE OF PART I OF THE SEEMP Monitoring To avoid unnecessary administrative burdens on ships' staff, 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 log-books and oil record books, etc.

25 FRAMEWORK AND STRUCTURE OF PART I OF THE SEEMP 4. Self-evaluation and improvement Final phase of the management cycle. This phase should produce meaningful feedback for the coming first stage, i.e. planning stage of the next improvement cycle.

26 "If you can't measure it, you can't improve it. Peter Drucker

27 PART I OF THE SEEMP: SHIP MANAGEMENT PLAN TO IMPROVE ENERGY EFFICIENCY The purpose of part I of the SEEMP is to establish a mechanism for a company and/or a ship to improve the energy efficiency of a ship's operation. Preferably, this aspect of 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 are the same, and that ships operate under a wide range of different conditions.

28 GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF SHIPS Fuel-efficient operations Improved voyage planning

29 GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF SHIPS Fuel-efficient operations Improved voyage planning Weather routeing the effects of ocean currents and tides; the effects of weather systems; and the crew safety and comfort, based on trade and route.

30 GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF SHIPS Fuel-efficient operations Improved voyage planning Weather routeing Just in time

31 GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF SHIPS Fuel-efficient operations Improved voyage planning Weather routeing Just in time Speed optimization

32 GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF SHIPS Fuel-efficient operations Improved voyage planning Weather routeing Just in time Speed optimization Operation at constant shaft RPM

33 GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF SHIPS Optimized ship handling Optimum trim

34 GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF SHIPS Optimized ship handling Optimum trim

35 GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF SHIPS Optimized ship handling Optimum trim Optimum ballast Ballast conditions have a significant impact on steering conditions and autopilot settings

36 GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF SHIPS Optimized ship handling Optimum trim Optimum ballast Optimum propeller and propeller inflow considerations Improvements to the water inflow to the propeller using arrangements such as fins and/or nozzles could increase propulsive efficiency power and hence reduce fuel consumption.

37 GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF SHIPS Optimized ship handling Optimum trim Optimum ballast Optimum propeller and propeller inflow considerations Optimum use of rudder and heading control systems (autopilots) Reducing the distance sailed "off track".

38 GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF SHIPS Optimized ship handling Hull maintenance Hull resistance can be optimized by new technology-coating systems, possibly in combination with cleaning intervals. Regular in-water inspection of the condition of the hull is recommended.

39 GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF SHIPS Optimized ship handling Hull maintenance Propulsion system Propulsion system maintenance Improvements to the water inflow to the propeller using arrangements such as fins and/or nozzles could increase propulsive efficiency power and hence reduce fuel consumption.

40 GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF SHIPS Optimized ship handling Hull maintenance Propulsion system Propulsion system maintenance In accordance with manufacturers' instructions

41 GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF SHIPS Waste heat recovery Waste heat recovery systems use thermal heat losses from the exhaust gas for either electricity generation or additional propulsion with a shaft motor.

42 GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF SHIPS Waste heat recovery Improved fleet management Efficiency, reliability and maintenance-oriented data sharing within a company can be used to promote best practice among ships within a company.

43 GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF SHIPS Waste heat recovery Improved fleet management Improved cargo handling Under the control of the port and optimum solutions matched to ship and port requirements should be explored.

44 GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF SHIPS Waste heat recovery Improved fleet management Improved cargo handling Fuel type Emerging alternative fuels may be considered as a CO2 reduction method but availability will often determine the applicability.

45 GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF SHIPS

46 GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF SHIPS Insulation Maintenance (Steam distribution and Condensate Return System): Steam and condensate return piping insulation should be regularly inspected. External surface temperatures should generally not exceed 50 degrees C. Ensure valve blankets and piping insulation is restored to original condition after repairs.

47 GUIDANCE ON BEST PRACTICES FOR FUEL-EFFICIENT OPERATION OF SHIPS Insulation Maintenance (Steam distribution and Condensate Return System): Steam and condensate return piping insulation should be regularly inspected. External surface temperatures should generally not exceed 50 degrees C. Ensure valve blankets and piping insulation is restored to original condition after repairs.

48 Ship Energy Efficiency Management Ship Energy Efficiency Management SEEM Monitoring Tool (Vessel Energy & Environmental Performance):

49 Ship Energy Efficiency Management Ship Energy Efficiency Management SEEM Monitoring Tool (Vessel Energy & Environmental Performance):

50 Ship Energy Efficiency Management SEEMP Part A Examples: Responsible personnel ashore: Responsible personnel onboard: Records: Implementation Period: Target: Monitoring method: Speed Selection Optimization Marine Operators Master Daily Noon Reports Continuous (whenever possible and taking into account Charter Party restrictions and safe navigation). Reduce vessel s speed to be within ±0.5 knots of the vessel s Most Economical Speed unless otherwise instructed by the Charterers. Random checking of Daily Noon Reports by Marine Operators. Notes/ Follow-up: The Operator should provide the desired ETA at ports to allow the ship s crew to better manage the speed and fuel consumption of the vessel. Necessary margins, taking into account possible adverse currents, unexpected weather changes and other negative factors, to be considered. Ship to report about alterations to voyage commands. The Operator shall request permission from the Charterers to reduce vessel s speed to the calculated value, when possible. Ship Energy Efficiency Management 50

51 Ship Energy Efficiency Management SEEMP Part A Examples: Weather Routing Notes/ Follow up: Responsible personnel ashore: Marine Department Master / OOBW Responsible personnel on-board: Records: Bridge Risk Information Data Gathering Engine for Optimum Ship Routing (Weathernews) Implementation Period: During transoceanic crossings. Target: Maximize the use of Weather Routing services, when possible, to minimize fuel consumption. Monitoring method: Random checking during onboard attendances by Marine Superintendents. During the voyage, the Master should contact the Company or the Weather Routing Provider (WRP), if the experienced weather differs from the forecasted weather. Ship Energy Efficiency Management 51

52 Ship Energy Efficiency Management SEEMP Part A Examples: Hull Cleaning Responsible personnel ashore: Responsible personnel onboard: Records: Implementation Period: Target: Monitoring method: Technical Department / Superintendent Engineers Master, Chief Engineer, Chief Officer. Underwater survey report or optical inspection after discharge when possible. Dry docking report. Daily Noon Reports. Hull cleaning whenever there are clear indications of deteriorating hull performance. Periodicity to take into account the time spent at anchorage and at ports. Keep vessel s performance high. Hull cleaning to be carried out whenever required. Review of Daily Noon Reports and assessment of vessel s performance, slip, etc. in conjunction with prevailing weather conditions. Evaluation of the divers reports and last dry- docking report. Notes/ Follow-up: Close monitoring of vessel s performance, speed, slip and consumption. Ship Energy Efficiency Management 52

53 Ship Energy Efficiency Management SEEMP Part A Examples: Responsible personnel ashore: Technical Department / Superintendent Engineers. M/E Performance Monitoring System Responsible personnel onboard: Chief Engineer. Records: Main Engine Performance Reports Implementation Period: Continuous. Target: Main engine performance monitoring reports to be taken/ recorded and forwarded to Head Office for further verification. Main engine fuel oil consumption to be measured and compare to sea trials records once per month. Keep deviation from sea trials not more than 5%. Monitoring method: Main Engine performance reports should be forwarded to Head Office as per SMS. Superintendent engineer verifies the report with the aim of identifying cases where the vessel is underperforming, thus corrective action is needed. Notes / Follow-up: Early identification of any deteriorating trend in ship s performance by continuous monitoring of specific indicators of the condition of the Main Engine and the ship s overall propulsion system. In case vessel is underperforming, appropriate corrective action may be needed (i.e. M/E maintenance, excessive fuel oil consumption, hull / propeller cleaning etc.). Ship Energy Efficiency Management 53

54 Ship Energy Efficiency Management SEEMP Part A Examples: D/G Performance Monitoring Responsible personnel ashore: Technical Department / Superintendent Engineers. Responsible personnel onboard: Chief Engineer. Records: D/G Performance Reports Implementation Period: Continuous. Target: D/G performance monitoring reports to be taken/ recorded and forwarded to Head Office for further verification. Main engine fuel oil consumption to be measured and compare to sea trials records once per month. Keep deviation from sea / shop trials not more than 5%. Monitoring method: D/G performance reports should be forwarded to Head Office as per SMS. Superintendent engineer verifies the report with the aim of identifying cases where the vessel is underperforming, thus corrective action is needed. Notes/ Follow up: Ship Energy Efficiency Management 54

55 Ship Energy Efficiency Management SEEMP Part A Examples: Responsible personnel ashore: Technical Department / Superintendent Engineers. Responsible personnel onboard: Chief Engineer. Records: Cylinder performance diagrams. Engine logs. Fuel Injection Slide Valves Daily Noon Reports. Implementation Period: From construction / retro-fit onwards. Target: Maintain cleaner main engine with better combustion profile and consequently reduction of emissions. New vessels to be equipped with sliding valves. Consider retrofit on remaining vessels at a later stage. Monitoring method: Review and assessment of Engine logs and M/E Performance Reports. Review of Daily Noon Reports and assessment of vessel s performance, consumption, etc. in conjunction with prevailing weather conditions. Notes/ Follow-up: Ship Energy Efficiency Management 55

56 Ship Energy Efficiency Management SEEMP Part A Examples: Notes/ Follow-up: Lubricator System Responsible personnel ashore: Technical Department / Superintendent Engineers. Responsible personnel onboard: Chief Engineer. Records: Monitoring of LO consumption. Cylinders inspection / consumption report. M/E Performance Reports Implementation Period: Continuous. Target: Reduce LO consumption. Average LO specific consumption of the fleet to be less than 0.75 gr/bhph Monitoring method: Cylinder oil monthly consumption report. Superintendent engineers visits on board. The electronically controlled lubricator System helps reducing the cylinder oil consumption. The cylinder oil dosage is proportional to the sulphur percentage of the fuel oil. Maintain LO specific consumption according to the sulphur content of FO, as per maker s manual. Ship Energy Efficiency Management 56

57 4. Ship Energy Efficiency Management SEEMP Part A Examples: Responsible personnel ashore: Marine Operators. VOC Emission Control Responsible personnel onboard: Chief Officer. Records: Voyage VOC Emissions Calculation Spreadsheet Implementation Period: Whenever crude oil is transported. Target: Proper implementation of the VOC procedure in order to minimize VOC emissions. Monitoring method: Follow the procedures included in the vessel s approved VOC Management Plan. Notes/ Follow-up: Ship Energy Efficiency Management 57

58 4. Ship Energy Efficiency Management SEEMP Part A Examples: Fuel Oil Purchasing Responsible personnel ashore: Technical Department / Superintendent Engineers. Responsible personnel onboard: Chief Engineer. Records: Bunker Delivery Notes. Vessel Environmental Performance Report. Implementation Period: Continuous. Target: Ensure that only bunkers meeting ISO 8217:2010 are purchased Monitoring method: Superintendent Engineers to review / approve all bunker stems. Notes/ Follow-up: All fuels are purchased against the internationally recognized standard ISO 8217:2010. Before ordering bunkers, each ship should calculate the expected bunker consumption and verify the amount with the Office. As a minimum, vessels should have enough onboard to complete the current voyage maintaining also a safe margin as per bunkers procedure manual. The decision to carry excess bunkers above the above-mentioned quantity is to be justified by economic and operational considerations. Factors that can influence this decision include bunker cost, quality, the absence of firm orders, and cargo heating requirements. Ship Energy Efficiency Management 58

59 4. Ship Energy Efficiency Management SEEMP Part A Examples: Responsible personnel ashore: Technical Department / Superintendent Engineers. Responsible personnel onboard: Chief Engineer. Records: Bunker Delivery Notes. Fuel Analysis reports. M/E Performance Reports Fuel Oil Analysis Implementation Period: Continuous. Target: Only bunkers within ISO range to be used. Monitor the ISO 8217 bunkers parameters and keep statistics for the suppliers who deliver out of spec products. Monitoring method: Fuel samples are analyzed for every bunkering. Review FO analysis reports with instructions are forwarded to the vessels, as necessary. Appropriate corrective action to be taken in case out of spec bunkers are delivered onboard. Notes/ Follow-up: Fuel samples are collected from every bunkering and are retained under the ship s control for a period of not less than twelve months from the time of delivery. The quality of the bunkers lifted by the fleet vessels is closely monitored forwarding samples from each lift to LRS FOBAS. Fuel Oil analysis ensures that the certain parameters that affect the fuel oil quality are maintained within ISO 8217 requirements. Ship Energy Efficiency Management 59

60 Ship Energy Efficiency Management SEEMP Part A Examples: Lube Oil Sampling Responsible personnel ashore: Technical Department / Superintendent Engineers. Responsible personnel onboard: Chief Engineer. Records: Lube Oil Analysis report. Implementation Period: Samples to be taken and forwarded for analysis every three (3) months. Target: Ensure optimum use of lube oil - Optimum operation of the machinery. Samples to be taken and forwarded to laboratory for analysis four (4) times per year. Monitoring method: Sampling as above. Close monitoring and follow up of the lube oil sampling status. Notes/ Follow-up: It is essential that the sample drawn is representative of the oil circulating in the system and under similar operating conditions every time. The sampling points for each system should be located in accordance with the instructions provided with the LO sampling kit. Use only the bottles delivered by the lubricants supplier. The position of this sampling point must be noted on the sample bottle and the same sampling point should be used for any future sampling. Forward the samples for analysis following the instructions of the sampling kit. Sufficient draining of the line at the sampling point must be effected to ensure representative sampling. This is especially applicable in the case of stern tube oil sampling points. Cold oil samples should not be taken. Ship Energy Efficiency Management 60

61 CONCLUSIONS Proper implementation of SEEMP will make a difference Your company s environmental performance can be a differentiator and help you gain competitive advantage in challenging market conditions. New ways to operate People and ships working in harmony. However, environmental challenges mean that ships are becoming increasingly complex to operate, which means that ships will be more expensive to build as well.

62 CONCLUSIONS Significant actions Environmental challenges require significant actions, resources and investment decisions. Compliance with future and emerging environmental regulation is one of the biggest challenges the marine industry faces. Training challenges You would not put a novice driver behind the wheel of a Formula One car and nor would you put people without the right experience on board your ships.