Seemp Part I

COMPANY MANAGEMENT
SYSTEM
SEEMP Manual
SHIP ENERGY EFFICIENCY MANAGEMENT PLAN (SEEMP) PAGE 1 OF 8
DOCUMENT CONTROL
Approved
Manual / Copy No. Holder
by
Technical
1 Master
Manager
Issue No. 1 Revision No. 0 Effective Date: 14/12/2018

RECORD OF REVISIONS
Issue Revision Effective Reference to Sections – Approved

Number Number Date Description of Revision by
Technical
1 0 01/12/2018 Issued for SEEMP Part II Approval
Manager

TABLE OF CONTENTS
PAGE
DOCUMENT CONTROL ...............................................................................................1

RECORD OF REVISIONS ............................................................................................2
TABLE OF CONTENTS ................................................................................................3
DEFINITIONS AND ABBREVIATIONS..........................................................................6
PART I
SHIP MANAGEMENT PLAN TO IMPROVE ENERGY EFFICIENCY
1. INTRODUCTION ............................................................................................ I-1

1.1. BACKGROUND .............................................................................................. I-1
1.2. SCOPE ........................................................................................................... I-2
1.3. COMPANY POLICY ON ENERGY EFFICIENCY MANAGEMENT ................. I-3
1.4. PLAN REVIEW ............................................................................................... I-3
2. METHODOLOGY ........................................................................................... I-4
2.1. PLANNING ..................................................................................................... I-4
2.1.1. Ship-specific Measures ....................................................................... I-4
2.1.2. Company-specific Measures ............................................................... I-5
2.1.3. Human Resource Development .......................................................... I-5
2.1.4. Goal Setting ........................................................................................ I-5
2.2. IMPLEMENTATION ........................................................................................ I-5
2.2.1. Establishment of Implementation System ............................................ I-5
2.2.2. Implementation and Record-keeping ................................................... I-5
2.3. MONITORING ................................................................................................ I-6
2.4. SELF-EVALUATION AND IMPROVEMENT ................................................... I-6
3. MEASURES ................................................................................................... I-7
3.1. VOYAGE OPTIMIZATION .............................................................................. I-7
3.1.1. Speed Optimization ............................................................................. I-7
3.1.2. Weather Routing ................................................................................. I-8
3.1.3. Just in Time Arrival .............................................................................. I-8
3.1.4. Optimized Heading Control / Auto-Pilot Function................................. I-8
3.1.5. Trim & Ballast Optimization ................................................................. I-8
3.1.6. Ballast Exchange Optimization ............................................................ I-8
3.2. PROPULSION RESISTANCE MANAGEMENT .............................................. I-9
3.2.1. Hull Resistance ................................................................................... I-9
3.2.2. Propeller Resistance ......................................................................... I-10
3.2.3. Hydrodynamic Improvement Devices ................................................ I-10

PAGE
3.3. MACHINERY OPTIMIZATION ...................................................................... I-12

3.3.1. Main Engine ...................................................................................... I-12
3.3.2. Auxiliary Engines............................................................................... I-12
3.3.3. Fuel Oil Quality ................................................................................. I-13
3.3.4. Waste Heat Recovery ....................................................................... I-13
3.4. PERSONNEL AWARENESS AND TRAINING .............................................. I-14
3.4.1. Shore Personnel Training.................................................................. I-14
3.4.2. Crew Familiarization .......................................................................... I-14
3.4.3. Best Practices ................................................................................... I-14
4. FLEET MONITORING / BENCHMARKING .................................................. I-15
4.1. IMPLEMENTATION AND RECORD-KEEPING ............................................ I-15
4.2. MONITORING TOOLS ................................................................................. I-16
4.3. BENCHMARKING ........................................................................................ I-16
4.4. SELF-EVALUATION AND IMPROVEMENT ................................................. I-16
ANNEX I – GUIDELINES FOR CO2 EMISSIONS CALCULATION ........................... I-17

ANNEX II – BEST PRACTICES ............................................................................... I-19
ANNEX III – ENERGY EFFICIENCY MEASURES ................................................... I-22
PART II
SHIP FUEL OIL CONSUMPTION DATA COLLECTION PLAN
1. INTRODUCTION ........................................................................................... II-1

1.1. BACKGROUND ............................................................................................. II-1
1.2. SCOPE .......................................................................................................... II-1
1.3. EMISSION FACTORS ................................................................................... II-2
1.4. COMPLETENESS OF EMISSION SOURCES ............................................... II-2
2. METHODOLOGY .......................................................................................... II-3
2.1. FUEL OIL CONSUMPTION ........................................................................... II-3
2.1.1. Methodology ...................................................................................... II-3
2.1.2. Procedure .......................................................................................... II-4
2.1.3. Regular Cross-Checks ....................................................................... II-4
2.1.4. Measurement Instruments .................................................................. II-4
2.1.5. Recording Requirements.................................................................... II-4
2.1.6. Fuel Densities .................................................................................... II-5
2.1.7. Ensuring Quality Assurance of Measuring Equipment ........................ II-5
2.2. DISTANCE TRAVELLED ............................................................................... II-5
2.3. HOURS UNDERWAY .................................................................................... II-5

PAGE
3. REPORTING DATA ...................................................................................... II-6

3.1. ANNUAL DATA REPORT .............................................................................. II-6
3.2. ADDITIONAL DOCUMENTATION ................................................................. II-6
3.3. LEAVING MANAGEMENT............................................................................. II-6
3.4. CHANGE OF FLAG ....................................................................................... II-6
4. DATA QUALITY ............................................................................................ II-7
4.1. FUEL CONSUMPTION .................................................................................. II-7
4.2. DISTANCE TRAVELLED ............................................................................... II-7
4.3. HOURS UNDERWAY .................................................................................... II-7
5. MANAGEMENT ............................................................................................ II-8
5.1. RESPONSIBILITIES ...................................................................................... II-8
5.1.1. Onboard Personnel ............................................................................ II-8
5.1.2. Shore Personnel ................................................................................ II-8
5.2. CONTROL ACTIVITIES ................................................................................. II-9
5.2.1. Internal Reviews and Data Validation ................................................. II-9
5.2.2. Corrections and Corrective Actions .................................................... II-9
APPENDIX – SHIP-SPECIFIC INFORMATION ........................................................ A-1

1. SHIP IDENTIFICATION ................................................................................. A-1
2. EMISSION SOURCES AND FUEL TYPES USED ......................................... A-1
2.1. Emission Sources .............................................................................. A-1
2.2. Fuel Types ......................................................................................... A-2
2.3. Fuel Types per Emission Source ........................................................ A-2
3. CONSUMPTION MEASUREMENT INSTRUMENTS USED .......................... A-2
4. SAMPLE FORM OF SHIP FUEL OIL CONSUMPTION DATA
COLLECTION PLAN (PART II OF THE SEEMP)........................................... A-3
5. STANDARDIZED DATA REPORTING FORMAT FOR THE DATA
COLLECTION SYSTEM ................................................................................ A-5

DEFINITIONS AND ABBREVIATIONS
.1 DEFINITIONS
Benchmarking The process of comparing the performance and practices of the

Company preferably with leaders of the maritime industry, with
the purpose of identifying, understanding and adopting
available best practices, in order to assist the Company in
improving its performance.
Calendar year The period from 1 January until 31 December inclusive.
CO2 Emissions The release of CO2 into the atmosphere by ships.
Company The owner of the ship or any other organization or person such
as the manager, or the bareboat charterer, who has assumed
the responsibility for operation of the ship from the owner of the
ship and who on assuming such responsibility has agreed to
take over all the duties and responsibilities imposed by the
International Management Code for the Safe Operation of
Ships and for Pollution Prevention, as amended.
Distance travelled The distance travelled over ground (length of the track that the
ship follows according to its course over ground).
Energy Conservation Reduction in energy consumption associated with reduction of

services and quantity of transported goods.
Energy Efficiency A ratio between an output of performance, service, goods,

energy and an input of energy. Energy efficiency is making the
best use of the energy expended to obtain the maximum work
done in order to achieve fuel savings. An increase in energy
efficiency is when either energy inputs are reduced for a given
level of service, or there are increased or enhanced services
for a given amount of energy input.
Energy Savings An amount of energy saved determined by measuring before

and after implementation of energy efficiency improvement
measures. For example, changing incandescent lamps with
compact fluorescent lamps providing the same luminosity with
lower energy consumption increases the energy efficiency of
the lighting system.
Fuel consumption All fuel oil1 consumed onboard, including but not limited to the
fuel oil consumed by the main and auxiliary engines, boilers,
gas turbines and inert gas generators (as applicable), for each
type of fuel oil consumed, regardless of whether a ship is
underway or not.
1MARPOL Annex VI Regulation 2.9 defines “fuel oil” as “fuel oil means any fuel delivered to
and intended for combustion purposes for propulsion or operation onboard a ship, including
gas, distillate and residual fuels”.

Gross tonnage (GT) The metric gross tonnage calculated in accordance with the
tonnage measurement regulations contained in Annex 1 to the
International Convention on Tonnage Measurement of Ships,
1969, or any successor convention.
Hours underway The aggregated duration while the ship is underway under its
own propulsion.
Port of call The port where a ship stops to load or unload cargo;
consequently, stops for the sole purposes of re-fueling,
obtaining supplies, relieving the crew, going into dry-dock or
making repairs, stops in port because the ship is in need of
assistance or in distress, and stops for the sole purpose of
taking shelter from adverse weather or rendered necessary by
search and rescue activities are excluded.
Reporting period Means one calendar year during which CO2 emissions have to
be monitored and reported. For voyages starting and ending in
two different calendar years, a statistical method such as a
rolling average using voyage days will be used to determine the
tank readings on 1 January / 31 December respectively (see
Part II Section 2.1).
Safety Management means a structured and documented system enabling company

System (SMS) personnel to implement effectively the company safety and
environmental protection policy, as defined in paragraph 1.1 of
International Safety Management Code.
Ship at berth A ship which is securely moored or anchored in a port while it is

loading or unloading, including the time spent when not
engaged in cargo operations.
Ship fuel oil The data required to be collected on an annual basis and
consumption data reported as specified in MARPOL Annex VI Appendix IX.
Time of arrival The moment that the ship is at berth for the first time at the port
of destination to load or unload cargo.
Time of departure The moment that the ship leaves its final berth of the port of
origin.
Tons of CO2 Metric tons of CO2.
Voyage Means any movement of a ship that originates from or

terminates in a port of call and that serves the purpose of
transporting cargo for commercial purposes.

.2 ABBREVIATIONS
A/B: Auxiliary Boiler

A/E: Auxiliary Engine
ASTM: American Society for Testing and Material
BDN: Bunker Delivery Note
BWMP: Ballast Water Management Plan
C/E: Chief Engineer
CFL: Compact Fluorescent Light
CMS: Company Management System
C/P: Charter Party
DCP: Data Collection Plan
DCS: Data Collection System
EEDI: Energy Efficiency Design Index
EEM: Energy Efficiency Measure
EEOI: Energy Efficiency Operational Indicator
FO: Fuel Oil
FW: Fresh Water
GHG: Green House Gas
GMT: Greenwich Mean Time
GPS: Global Positioning System
HFO: Heavy Fuel Oil
HID: Hydrodynamic Improvement Device
HSSE: Health, Safety, Security & Environment
IMO: International Maritime Organization
KPI: Key Performance Indicator
LFO: Light Fuel Oil
MCR: Maximum Continuous Rating
MDO: Marine Diesel Oil
M/E: Main Engine
MGO: Marine Gas Oil
MT: Metric Ton
OPL: Outside Port Limits
ORB: Oil Record Book
OWS: Oily Water Separator
PMS: Planned Maintenance System
ROB: Remaining On Board (quantity)
RPM: Revolutions Per Minute
SEEMP: Ship Energy Efficiency Management Plan
SFOC: Specific Fuel Oil Consumption (measured in gr/kWh)
SW: Sea Water
UWHR: Under Water Hull Roughness (measured in μm)
WSNP: Weather and Safe Navigation Permitting

SHIP ENERGY EFFICIENCY MANAGEMENT PLAN (SEEMP) PAGE I-1 OF 25
PART I
SHIP MANAGEMENT PLAN TO IMPROVE

ENERGY EFFICIENCY
1. INTRODUCTION
1.1. BACKGROUND
International shipping accounts for approximately 2.2% and 2.1% of global CO2 and
GHG emissions on a CO2 equivalent (CO2e) basis, respectively (source: third IMO
GHG Study, 2014). Although shipping is by far the most energy-efficient mode of
commercial transport, various studies have shown that GHG emissions from shipping
will increase over time if left unchecked (see below graph).
Exhaust gas emissions from ships include GHGs such as carbon monoxide (CO),
carbon dioxide (CO2), sulphur oxides (SOx), nitrogen oxides (NOx), unburned
hydrocarbons (HxCx) and particulate matters (PM). These emissions have an
environmental impact since they are known to contribute to global warming, acid rain,
eutrophication, rising levels of ground level ozone, affecting also ecosystems and
human health.

International regulations for the reduction of SOx and NOx emissions from shipping
are already in place including the use of low-sulphur fuel oil and the installation
onboard of engines with maximum NOx emission limits. Regulations for the reduction
of CO2 emissions are also in place since 2013 (i.e. SEEMP and EEDI) and remain high
on the IMO agenda with a view to enforcing Market Based Measures (MBMs) for the
reduction of CO2 emissions in the near future. It is further noted that almost all carbon
entering the engine combustion is oxidized to form CO2 which is emitted to the
atmosphere with the exhaust gases. Hence, CO2 emissions from the engine are
directly proportional to the carbon content of the fuel and fuel consumption.
This ship-specific Plan has been prepared in accordance with MARPOL Annex VI and
IMO DCS requirements, as well as taking into account the 2016 Guidelines for
Development of a SEEMP, adopted through Resolution MEPC.282(70).
1.2. SCOPE
The purpose of Part I of this Plan is to establish a management tool for the Company
and the vessels under its management with the aim of continually improving the
energy efficiency of the fleet’s operation.
Furthermore, this Plan provides guidance and standard practices on best energy
management under the various operational modes of the ship, as well as information
for raising awareness on energy efficiency matters, taking into account that safety
considerations should be paramount at all times and that the trade a ship is engaged
in may determine the feasibility of the efficiency measures under consideration.

Part I of this Plan, which contains:
.1 the procedures and measures designed to be implemented on a Company

level (Part I Section 3) with the aim of improving the energy efficiency of the
fleet; and
.2 the ship-specific Energy Efficiency Measures (Part I Annex III);
seeks to improve a ship’s energy efficiency through four steps: planning,

implementation, monitoring, and self-evaluation and improvement. These components,
which are further explained in Part I Section 2, play a critical role in the continuous
cycle to improve ship energy management. With each iteration of the cycle, some
elements of the Plan will necessarily change while others may remain as before.
This Plan applies to all fleet vessels; it has been developed so as to limit the onboard
administrative burden to the minimum necessary.
1.3. COMPANY POLICY ON ENERGY EFFICIENCY MANAGEMENT
The Company believes that although shipping is by far the most fuel-efficient mode of
transport, additional action has to be taken to further improve the energy efficiency of
ship-related operations. The Company also recognizes that burning fossil fuels, such
as diesel and heavy fuel oil, results in many environmental impacts. When fuel is
combusted, pollutants such as carbon, nitrogen and sulphur oxides are emitted to the
atmosphere. These can contribute to the greenhouse effect and to acid rain. The prime
way in reducing the effects of these emissions is to effectively control and conserve
energy wherever possible.
In order to enhance the energy efficiency of shipboard operations, the Company is

committed to:
.1 Establishing and maintaining a Ship Energy Efficiency Management Plan

(SEEMP) which should be regularly reviewed by the management of the
Company. This Plan, which applies to all fleet vessels, provides standard
procedures and practices on best energy management under the various
operational modes of the vessel.
.2 Promoting environmental and energy efficiency awareness through training to
shore and sea-going personnel.
.3 Monitoring and complying with all applicable legal requirements related to ship
energy efficiency management.
1.4. PLAN REVIEW
The Plan is reviewed by the Company’s management on an annual basis or whenever

necessary.
The Record of Revisions included in this Plan is used for tracking the most recent
version of the ship’s SEEMP. Each version of the Plan has a unique version number
and effective date.

2. METHODOLOGY
The Company has issued this Plan with the aim of reducing CO2 and other GHG
emissions from ship operations, and as part of a culture of fostering continual
improvement. However, for its implementation, roles and responsibilities need to be
defined and targets need to be set. The SEEMP seeks to improve a ship’s energy
efficiency through four steps:
 planning;
 implementation;
 monitoring and measuring; and
 self-evaluation and improvement.
These components play a critical role in the continuous cycle to improve ship energy
management. Furthermore, the SEEMP provides standard procedures and practices
on best energy management under the various operational modes of the ship, as well
as information regarding industry- and IMO-led initiatives aiming at reducing GHG
emissions from ships.
2.1. PLANNING
Planning is a crucial stage of the SEEMP since it primarily determines both the current
status of ship energy usage, as well as expected improvement of energy efficiency.
2.1.1. Ship-specific Measures
There is a variety of options to improve efficiency, such as speed optimization, weather

routing, hull maintenance, etc. Not all measures can be applied to all ships, or even to
the same ship under different operating conditions, and also some of them may be
mutually exclusive. Ideally, the initial measures could yield to energy and cost saving
results. These can be re-invested later on into more complex and / or expensive
efficiency upgrades identified in the SEEMP. Measures for improving the operational
efficiency of this ship are set out in Annex III; these can be used to facilitate this part
of the planning phase. Furthermore, the responsible personnel (both ashore and

onboard), the relevant monitoring methods, associated targets, etc. for each measure
are also included therein.
2.1.2. Company-specific Measures
The energy efficiency improvement of ship operation does not necessarily depend
upon the Company alone. It may also depend upon various stakeholders such as ship
repair yards, charterers, cargo owners, ports and traffic management services. For
example, “just in time” arrival requires early and efficient communication among the
Company, charterers, ports and traffic management service providers. The better
coordination among such stakeholders, the more improvement can be expected. In
this sense, the Company has established this Plan to manage its fleet and try to
achieve the best necessary coordination among relevant stakeholders. All energy
efficiency measures applicable to the Company’s fleet, either adopted by the Company
or under consideration to be adopted in the future, are included in Part I Section 3.
2.1.3. Human Resource Development
Raising personnel awareness and providing appropriate training and communication

methods to both shore and sea-going personnel are important elements to achieve
effective and continual implementation of the adopted measures. Such human
resource development is considered an important component of planning, thus playing
also a critical part to implementing the SEEMP. Relevant measures to be considered
are included in Part I Section 3.4.
2.1.4. Goal Setting
The last part of planning is goal setting. The purpose of goal setting is to serve as a
signal which the personnel involved should be conscious of, to create an incentive for
proper implementation, and to increase commitment to the improvement of energy
efficiency. The goal should be measurable and easy to understand and can take any
form, such as the annual fuel consumption or a specific target of EEOI.
2.2. IMPLEMENTATION
2.2.1. Establishment of Implementation System
After identifying the measures to be implemented, a system for their implementation

needs to be established for the Company’s fleet by developing the procedures for
energy management, defining relevant tasks and assigning them to qualified
personnel. The SEEMP will thus describe how each measure shall be implemented as
well as different personnel responsibilities.
2.2.2. Implementation and Record-keeping
Record-keeping for the implementation of each measure is beneficial for self-

evaluation at a later stage. If any identified measure cannot be implemented for any
reason(s), the reason(s) should be recorded for internal use.

2.3. MONITORING
Continuous and consistent data collection is the foundation of monitoring. The energy
efficiency of the ship shall be monitored quantitatively. A monitoring system for the
Company’s fleet, including the procedures for data collection and responsible
personnel assignments, has been developed and is described in this Plan.
2.4. SELF-EVALUATION AND IMPROVEMENT
Self-evaluation and improvement is the final phase of the management cycle. This
phase should produce meaningful feedback for the subsequent 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;
 to deepen the understanding of the overall characteristics of the ship’s
operation such as what types of measures can or cannot function effectively
and how / why;
 to comprehend the trend of the efficiency improvement of the ship; and
 to develop an improved SEEMP for the next cycle.
In this respect, self-evaluation shall be implemented by using data collected through

monitoring, and shall include the identification and implementation of appropriate
improvement measures. In addition, effort will be made to identify the cause-and-effect
of the performance during the evaluated period for improving the next stage of the
SEEMP.

3. MEASURES
As part of the planning stage of the SEEMP, a series of Energy Efficiency Measures
(EEMs) have been considered. These measures are listed below providing an
overview of the actions that may be taken for each ship. This Section of the SEEMP
identifies potential energy-saving measures that could be undertaken and explains
how these measures could improve energy efficiency. Although not all of these
measures may be implemented at this stage, their description may provide reference
and guidance for future additional actions towards improving energy efficiency of the
ship at a later stage of the SEEMP implementation.
3.1. VOYAGE OPTIMIZATION
3.1.1. Speed Optimization
The relationship between a ship’s speed and propulsion power is cubic rather than
linear, which explains why it takes more power to increase the speed when a ship is
travelling faster. As the speed increases, eventually a speed barrier is reached, often
called the “wave wall” (see figure below). This enormous increase in power for further
acceleration of the ship is caused by the equally enormous increase of the hull’s wave
resistance, i.e. the resistance caused by the waves produced when the ship is moving
through the water.
Therefore, depending on the prevailing wind and sea conditions, increasing the M/E
load when no benefit in ship’s speed is observed should be avoided. Furthermore, the
SFOC per power output increases under certain engine loads, with an optimum load
usually ranging between 70%-75% of the M/E’s Maximum Continuous Rating (MCR).
Speed optimization may produce significant savings. However, optimum speed means
the speed where the fuel used per ton-mile is at a minimum level for that voyage. It
does not mean minimum speed; in fact, sailing at less than optimum speed will
eventually burn more fuel rather than less. Reference should be made to the engine
Maker’s power / consumption curve and to the ship’s propeller curve and sea trials.
Possible adverse consequences of slow speed operation may include increased
vibration and sooting and these should be taken into account. Any charter party
requirements should also be considered.

3.1.2. Weather Routing
Weather routing has a high potential for efficiency savings on specific routes. It is
commercially available for all types of ships and for many trade areas. It is considered
a useful tool particularly 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 consumption. This is
particularly effective on transoceanic crossings where greater options for alternative
routings exist.
3.1.3. Just in Time Arrival
Just in Time Arrival involves reducing speed to reach the destination at a mutually
agreed arrival time, thus avoiding spending time at anchor awaiting berth, tank space
or cargo availability. The reduction in speed results in lower fuel consumption and
reduced GHG emissions. The potential energy savings for Just in Time Arrival is
assessed at 1-5%.
3.1.4. Optimized 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 which are dependent on the
sea state (i.e. calm sea or more stormy conditions).
3.1.5. Trim & Ballast Optimization
Whether laden or in ballast condition, trim has a significant influence on the resistance
of a ship through water and optimizing trim may deliver fuel savings. For any given
displacement, there is a certain trim with the minimum resistance. In order to ensure
that the ship is on its most effective trim while at sea, checks should be undertaken
throughout the voyage to determine if trim adjustments are necessary. Unnecessary
ballast and large trims should be avoided. Ballast should be adjusted taking into
consideration the requirements to meet optimum trim and steering conditions. This
may be achieved either through trial runs and determination of optimum trim per speed
and displacement, or through use of trim optimization software. Reference tables from
new-building stage (where available) may also be followed. When determining the
optimum ballast conditions, the limits, conditions and ballast arrangements set out in
the ship’s approved Ballast Water Management Plan should always be observed.
3.1.6. Ballast Exchange Optimization
Ballast exchange (where applicable) should be conducted taking into consideration the
provisions and requirements of the ship’s approved Ballast Water Management Plan
(BWMP). In case the ship’s BWMP allows for both sequential and flow-through
methods to be employed, preference should be given to the use of sequential method
(WSNP), as this method burns less fuel (the ballast pumps operate for smaller periods
of time).

3.2. PROPULSION RESISTANCE MANAGEMENT
3.2.1. Hull Resistance
Hull resistance tends to increase over time, leading to increased fuel consumption.
The change in hull resistance is a function of the change in under water hull roughness
(UWHR) and fouling after a dry-dock.
The Figures above show the relationship between UWHR and increase in power
needed / speed decrease respectively for a tanker / bulk carrier, by change in UWHR.
There are various methods to improve hull resistance, the most prominent of which are
presented below.
.1 Hull Coating
Anti-fouling coating systems are used to improve the speed and energy efficiency of
ships by preventing organisms such as barnacles and weed from building-up on the
underwater hull surface, thus increasing the ship’s friction resistance. They provide
ultra-smooth, slippery, low friction, hydrophobic or hydrophobic / hydrophilic
combination surfaces onto which fouling organisms have difficulty settling. The
advanced technology of these coating systems provides a high-performance solution
to fouling control which could improve fuel efficiency and speed increase up to 4%.
However, the effectiveness of these systems in terms of fuel efficiency will depend
largely on the level of maintenance and cleaning undertaken.
.2 Hull Cleaning
Hull cleaning is a very effective way to reduce hull resistance and improve overall
efficiency. As it is evident from the table below, hull fouling may significantly increase
the drag on a ship, thus reducing the speed and increasing the fuel consumption,
which is usually the case for a significant number of ships approaching their dry-
docking due time.
Fouling Degree Increase in Resistance (%) Increase in Power Required (%)

Clean 0 0
Light slime 10 10
Heavy slime 20 21
Small calcareous fouling or weed 34 35
Medium calcareous fouling 52 54
Heavy calcareous fouling 80 86
Hull cleaning should be carried out based on a condition assessment basis. Therefore,
in conjunction with every dry-docking (or even in between if necessary), the hull should

be inspected for fouling. If significant marine growth is found on the hull, an immediate
decision to clean the hull could be made by the Company.
3.2.2. Propeller Resistance
The propeller plays an important role in a ship’s propulsion overall efficiency; polishing
and / or coating the propeller are considered to be the two most prominent options in
terms of propeller efficiency improvement.
.1 Propeller Polishing
Routine in-water polishing of the propeller may lead to an improvement in efficiency.

Note that during routine propeller polishing the opportunity for a diver inspection of the
remainder of the hull is useful in terms of monitoring hull fouling.
.2 Propeller Coating
As an alternative to propeller polishing, coating systems may be used to improve

smoothness and hydrodynamic performance of the propeller. Observations on the
performance of propeller coatings have been mixed, with frequent propeller polishing
yielding similar efficiency results.
3.2.3. Hydrodynamic Improvement Devices
Several Hydrodynamic Improvement Devices (HIDs) exist that aim at reducing fuel
consumption through several different methods. Some of the most common HIDs
considered by the Company are outlined below.
.1 Ducts
Ducts are HIDs which equalize and stabilize the wake flow to the propeller and
generates a pre-swirl to reduce the rotational losses in the propeller slipstream
resulting in either a significant fuel saving at a given speed or alternatively for the
vessel to travel faster for a given power level. The most prominent types are the
Schneekluth Duct and the Mewis Duct.
The Schneekluth Duct (pictured right) consists of two nozzle-

shaped half ring ducts which are installed on both sides of the
stern ahead of the propeller. Their diameters are about the
same as the radius of the propeller and their chord is smaller
than the diameter. Savings of 1-4% have been reported.
The Mewis Duct (pictured below) consists of two strong fixed

elements mounted on the vessel: a duct positioned ahead of the propeller together
with an integrated fin system within. The duct straightens and
accelerates the hull wake to the propeller and also produces a
net ahead thrust. The fin system provides a pre-swirl to the
ship wake which reduces losses in propeller slipstream,
resulting in an increase in propeller thrust at given propulsive
power. Both effects contribute to each other. The achievable
power savings from the Mewis Duct are strongly dependent
on the propeller thrust loading, from 3% for small multi-
purpose ships up to 9% for large tankers and bulk carriers.
Other ducts include the Sumitomo Integrated Lammeren Duct (SILD), the Super
Stream Duct (Hitachi Zosen Nozzle), and others.

.2 Propeller Boss Cap Fins (PBCF)
A propeller generates vortices from its hub, which reduce its efficiency, and is prone to
cavitation. PBCFs (pictured right) are small fins attached to the propeller hub which are
designed to reduce the magnitude of the hub vortices, thereby recovering the lost
rotational energy, and reducing the cavitation. Gains in efficiency of up to 5% have
been reported, although gains of the order of 2-3% appear to be more common.
Manufacturers claim that PBCF increases thrust over by 1%, reduces shaft torque by
over 3% and lightens the propeller torque-rich
conditions. Moreover, the produced effect covers a
wide range of operating speeds. The main advantages
of the system are that PBCF is applicable to every
ship type and it is a simple structure like an ordinary
boss cap with added fins shape. This is a robust
system with low maintenance as no rotating parts are
involved. The PBCF is made of the same material as
the propeller and is installed following the same
procedure as the boss cap.
.3 Rudder Bulbs
The goal of the application of energy saving devices in rudders is to increase the
energy recovery ratio from the propeller losses since the rudder is located downstream
of the propeller. There are three main sources of propeller losses: frictional, axial and
rotational losses. Whenever the rudder is placed downstream of the propeller,
rotational losses are recovered.
There are many ways of doing this; one could be
modifying the geometry of each horizontal profile of the
rudder and adapting it to the velocity field. Other solutions
could use devices such as the Costa bulb type (pictured
left) or employ transversal fins. Towing tank facilities
correlated the model test results for transverse fins to full
scale values and state that up to 5% (HSVA) savings can
be expected. However, SSPA model basin facilities state
that the actual fuel savings vary from 0-3% only.
.4 Fins Forward of the Propeller
The purpose of these devices is generally to improve the hydrodynamic flow before the
propeller. The main application is to reduce the swirl resistance of the hull form, hence
reducing the viscous pressure resistance.

3.3. MACHINERY OPTIMIZATION
3.3.1. Main Engine
.1 Performance Monitoring
The Company’s PMS should be strictly adhered to so that energy efficiency and fuel
consumption are within Maker’s specifications. The C/E should utilize the shop trial
report of the M/E, to check for poor engine performance. Moreover, excessive soot is
an indication of poor combustion.
Torque meters may be installed to monitor propeller shaft output over periods of time
providing in this way the operational state of the propulsion plant and enabling the
ship’s crew to optimize the operational parameters of the ship, thereby reducing fuel
consumption. Furthermore, torque meters contribute to avoid over-stressing of the
engine which in turn leads to reduced maintenance and repair costs. All the above
parameters contribute also to voyage optimization by monitoring the exact fuel
required for specific distance and attaining less consumption.
A thorough monitoring of the bunker consumption may be performed periodically.
Performance reports may be generated and evaluated taking into consideration
parameters such as M/E load, RPM, speed, slip, hull and propeller condition, weather
condition, fuel and cylinder oil consumption rate. Aside from a full understanding of the
M/E manual and the relevant performance data being recorded by the C/E,
performance monitoring hardware / software may also be utilized to facilitate the
monitoring and analysis of engine performance data.
.2 Speed, Power and Consumption Monitoring Devices
M/E monitoring devices may be used to measure load against speed as well as wear
and tear to ensure that the Maker’s recommendations for maintenance are followed.
.3 Cylinder Oil Consumption 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 may
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 and Maker’s recommendations.
3.3.2. Auxiliary Engines
.1 Load Optimization
The minimum number of Auxiliary Engines should run at all times without
compromising the safety and security of the ship at any time. Auxiliary Engines
should be used at optimum load and not run idle at low loads for standby. At sea, one
generator should be sufficient for normal operation and ships should use one A/E,
unless the load or operational requirements are above the 75-80% of the one engine’s
maximum load. The consumption of electrical power during day and night should be
reduced by all appropriate means. A/Es should be maintained in accordance with
Makers’ instructions as described in the Company’s PMS, so that high efficiency and
fuel consumption reduction may be achieved. Reference is also made to Annex II,
where a set of energy efficiency best practices may be found, including guidance on
proper A/E use and load optimization.

.2 Performance Monitoring
Monitor the performance of A/Es and compare measured parameters with shop trial
reports.. When calculating the A/E’s SFOC, attention should be paid to the accurate
recording of the A/E load. Ideally, it should be as steady as possible and at about 75%
of the maximum load. In order to achieve a period of steady load it is suggested that
air compressors be isolated from the air receivers / other intermittent load consumers
during the performance measurements.
3.3.3. Fuel Oil Quality
Using better quality fuel and/or a higher grade of fuel may lead to an improvement in
engine efficiency and/or prevent degradation. When monitoring efficiency, systematic
monitoring of the calorific value (MJ/kg) of fuel supplied and the quality of the fuel
consumed may yield information on where improvements may be expected.
Consideration should be given to issues that include fuel compatibility for sludge
production minimization so that the plant may be kept in optimum operational condition.
Ships are supplied with fuels in accordance with the specifications of ISO 8217
and comply with MARPOL and local regulations regarding the sulphur content in
them. Although only reliable and recognized vendors are used to supply bunkers, the
bunker quality may also be monitored so as to ensure the quality of both residual and
distillate fuel oils.
.1 Fuel Oil Analysis
Fuel samples are collected from every bunkering and are retained onboard as per
MARPOL requirements. In addition, by carrying out independent FO analysis, the
Company is closely monitoring the quality of the bunkers. FO analysis ensures that
certain parameters that affect the FO calorific value (e.g. density, water content,
calorific value, ash) are closely monitored.
.2 Fuel Oil Additives
Experience has shown that, under certain circumstances, the addition of certain FO
additives may improve combustion and overall engine performance and efficiency.
Note, however, that fuel oil additives should not jeopardize the safety of the ship, be
harmful to personnel or increase air emissions as per MARPOL Annex VI requirements.
3.3.4. Waste Heat Recovery
Waste heat recovery systems are used as an effective way of capturing thermal
energy created by the ship’s M/E and feeding this back into the energy supply network
for either electricity generation or additional propulsion with a shaft motor.

3.4. PERSONNEL AWARENESS AND TRAINING
It has been reported in the industry that even the same ship could differ as much as
12% in energy efficiency from one crew to another. This means that without a diligent
involvement of each crew member, energy is lost. Company’s personnel (ashore and
onboard) should be aware of the measures and initiatives in place aiming at
continually improving energy efficiency. The following actions may be considered:
3.4.1. Shore Personnel Training
An in-house training course on “Ship Energy Efficiency Management” may be carried

out with the view to improving shore personnel’s awareness of onboard energy
efficiency and areas in which energy can be conserved. The aim would be to integrate
energy efficiency management into general ship management operations and to
ensure that all relevant information is being used and understood by the Company’s
personnel.
3.4.2. Crew Familiarization
Officers onboard should be familiarized on the procedures and practices contained in

this Plan as part of their initial onboard familiarization. Records are to be kept using
Form F.SEEMP.2.
3.4.3. Best Practices
A set of energy efficiency best practices has been developed and is included in Annex
II. Implementation of this set of energy efficiency best practices will be checked using
Form F.SEEMP.2.

4. FLEET MONITORING / BENCHMARKING
4.1. IMPLEMENTATION AND RECORD-KEEPING
The Company has decided to adopt voluntary indexing of its ships’ environmental
performance by using as a basic Energy Performance Indicator (EnPI) the EEOI as
defined by IMO. An EEOI Rolling Average is calculated to monitor the energy
efficiency of a ship over a certain period of time. Guidelines for the calculation of the
EEOI are provided in Annex I.
In order to improve the Company’s ships’ energy performance, a set of Energy

Efficiency Measures (EEMs) has been adopted for this specific ship, following
review of the guidance provided in Part I Section 3 of this Plan, as well as after
reviewing and assessing available bibliography on which energy consumers onboard
play the most significant role.
Sankey diagram: A generic energy flow within a ship
These EEMs are included in Annex III. More specifically, Annex III includes:
 the energy efficiency measures adopted by the Company;
 the relevant reference to the section of this Plan where each specific measure and
its contribution to energy efficiency is detailed;
 the implementation period for each specific measure;
 the associated target set and the assessment date for each measure;
 the applicable monitoring method for each measure; and
 the responsible person(s) / Department(s) (both onboard and ashore) for each
specific measure’s monitoring / implementation.

4.2. MONITORING TOOLS
The implementation of benchmarking relies on accurate and verifiable data. Since

collection of quality data is normally a practical issue, it is important that the available
data sources are identified and used. For ship performance benchmarking / rating
purposes, the following data sources shall be used:
 Ship’s technical specification and certificates.
 Sea / shop trial reports.
 Ship reports (e.g. Daily Noon Reports, etc.).
 BDN data.
 Ship’s logbooks and other official documentation.
To ensure consistency, benchmarking should be carried out using either

commissioning trial data (design rating) or data from dedicated in-service trials
(operation rating). For engines, shop test data and data from dedicated in-service trials
may be used. It is noted that when a ship diverts from its scheduled passage to
engage in search and rescue operations, data obtained during such operations need
not be used in ship energy efficiency monitoring.
4.3. BENCHMARKING
The Company is carrying out internal and external benchmarking for all fleet vessels
with regard to energy efficiency. All KPIs mentioned in Section 4.1 above for each
vessel are benchmarked against other fleet vessels of the same type with the aim of
identifying energy improvement opportunities.
4.4. SELF-EVALUATION AND IMPROVEMENT
At the end of each implementation period and during the Company’s self-evaluation
process, the selected measures will be evaluated for their effectiveness and suitability.
During this process, new measures’ implementation can be established and existing
measures’ implementation can persist in the future or cease depending on their
evaluation outcome.

ANNEX I – GUIDELINES FOR CO2 EMISSIONS CALCULATION
.1 BACKGROUND
Guidelines for the calculation of a ship’s Energy Efficiency Operational Indicator

(EEOI) have been adopted by IMO through MEPC.1 /Circ.684. The methodology and
the use of EEOI, as described below, provide a transparent and recognized approach
for assessment of the energy efficiency of a ship with respect to CO2 emissions.
.2 DATA SOURCES
Primary data sources used for EEOI calculation should be the ship’s logbooks (bridge
logbook, engine logbook, deck logbook and other official records). The collection of
ship data includes the quantity and type of fuel used, the cargo carried and the
distance sailed, corresponding to the transported cargo.
.3 EEOI CALCULATION
In its most simple form the EEOI is defined as the ratio of mass of CO2 (M) emitted per
unit of transport work:
Indicator = MCO2 / (transport work)
The basic expression for EEOI for a voyage is defined as follows:
 FC j  CFj
EEOI 
j
(1)
mc arg o  D
Where the average of the indicator for a period or for a number of voyages is obtained,
the EEOI is calculated as:
  (FC ij  CFj )
Average EEOI 
i j
(2)
 i
(mc arg o,i  Di )
Where:
j= Fuel type
i= Voyage number
FCij = Mass of consumed fuel j at voyage i (metric tons)
CFj = Non-dimensional conversion factor between fuel j consumption measured in
grams and CO2 emission also measured in grams based on carbon content.
The value of CF is given in the table below.
mcargo,i = Cargo mass carried during voyage i (metric tons)
Di = Distance in nautical miles corresponding to the cargo carried during voyage i.
The unit of EEOI depends on the measurement of cargo carried, e.g. tons CO2 / (tons x
nautical miles).
It must be noted that equation (2) does not give a simple average of EEOI among
number of voyages i, rather a Rolling Average.
Type of fuel Reference Carbon CF

Content (t-CO2/t-Fuel)
Diesel / Gas Oil ISO 8217 Grades DMX to DMC 0.875 3.206000
Light Fuel Oil (LFO) ISO 8217 Grades RMA to RMD 0.86 3.151040
Heavy Fuel Oil (HFO) ISO 8217 Grades RME to RMK 0.85 3.114400
Liquefied Petroleum Propane 0.819 3.000000
Gas (LPG) Butane 0.827 3.030000
Liquefied Natural Gas (LNG) 0.75 2.750000
Data on fuel consumption / cargo carried and distance sailed will be collected using
Form F.SEEMP.1.
NOTES:
 Ballast voyages, as well as voyages which are not used for transport of cargo,
such as voyage for docking service (mcargo = 0), should also be included.
Voyages for the purpose of securing the safety of a ship or saving life at sea
should be excluded.
 The CO2 indicator may be converted from gr/ton-mile to gr/ton-km by multiplication
by 0.54.

ANNEX II – BEST PRACTICES
.1 PROPULSION SYSTEM
.1.1 Depending on the prevailing wind and sea conditions, avoid increasing the M/E
load without corresponding benefit in ship speed. An indication of this is the
slip. Generally, avoid increasing the speed above the minimum required for
safety and possibly commercial reasons during adverse weather conditions.
.1.2 Maintain M/E components directly affecting M/E performance like the T/C, air
cooler, fuel injection system, liner and piston, piston rings, etc. to a good
condition to ensure maximum possible M/E total efficiency (i.e. the ratio of the
shaft power to the power of the fuel burnt in the engine). Ensure that engine
components are maintained as per Makers’ instructions and PMS.
.1.3 Eliminate fuel oil leakages from fuel pumps and lube oil leakages from
crankcase doors and stuffing boxes.
.1.4 Cylinder oil consumption should be minimized by checking piston rings and
reducing the feed rate.
.1.5 Maintain adequate spare parts as per minimum safety stock list.
.2 AUXILIARY ENGINES
.2.1 Operate electric loads having also energy efficiency in mind.

.2.2 Exercise load management whenever possible with the aim to minimize the
number of running generators and maximizing the load factor.
.2.3 Carry out good maintenance of A/Es so that 1 unit may carry the electric load at
sea.
.2.4 Check performance periodically to ensure good operation.
.2.5 Carry out engine's overhaul as per Maker’s instructions and Company’s PMS.
.3 AUXILIARY BOILERS
.3.1 Avoid operating boilers at low load as much as possible, since efficiency i.e. kg
of produced steam divided by kg of burnt FO is deteriorating.
.3.2 Frequently check the color, size and shape of the burner flame and the color of
the exhaust gas. Generally, flames must be of a yellow to white color. A white
flame may be an indication of extra excess air. Although this results in invisible
exhaust gas extra excess air is heated up and thrown through, the exhaust duct
reduces the efficiency. Colorless exhaust gas does not automatically mean
efficient combustion (excess air may be much more than the recommended
15%). On the other hand, more orange color flames may be an indication of
poor combustion, which show also as heavy brown or black smoke. Flame
shape and size must fit to the combustion chamber. Generally, flames should
not contact the tubes and brickwork, as these can cause mechanical damage.
To monitor combustion efficiency more accurately the periodical use of a
combustion analyzer is suggested.
.3.3 Frequently monitor and control boiler water quality, which affect water tube
deposits, which in turn cause decreased heat transfer efficiency to boiler water.
.3.4 Adjust frequency and quantity of boiler water blow-down to minimize dissolved
solids on the one hand but also minimize clean hot water loss on the other.
.3.5 Carry out boiler water side chemical cleaning and furnace side cleaning at
when there is indication of reduced efficiency that cannot be attributed to
burner problems.

.3.6 Minimize steam and condensate piping drainage as far as possible. Bear in
mind that the drained water and especially the steam that follows is never
returned into the system and represents some energy loss.
.3.7 Establish a regular inspection program for steam traps installed at the outlet of
the various steam consumers in the E/R. Steam traps proper operation can be
easily checked by installing cocks and brass drain pipes to the trap lower part
(at the bottom of the filter housing). By opening the cock, it can be verified if
condensate or live steam is extracted. In the latter case, the trap is not fulfilling
its purpose of stopping steam to enter the condensate return system. Escaping
steam represents energy loss. Inspection frequency depends on the age and
size of the installation and must be decided on a case by case basis. It is
suggested to start with quarterly intervals.
.3.8 Increase boiler steam production efficiency by frequently washing the tubes at
FO burning side and exhaust gas side.
.3.9 The temperature of oiler feed water in the cascade tank to be kept 85 deg C.
When in cool areas, the cooling sea water to the atmospheric condenser must
be closed.
.3.10 Steam pipes and heaters should be properly insulated.
.3.11 Boiler pressure and dump valve pressure should be correctly tuned to prevent
unnecessary opening of dump valve or trip of boiler.
.3.12 Establish a regular inspection program for steam and condensate return piping
insulation. External surface temperatures shall generally not exceed 50 deg C.
Ensure that valve blankets and piping insulation are restored to original
condition after repairs.
.3.13 Heating coils in Engine Room tanks and bunker tanks should be tight.
.3.14 Maximize heat capacity extracted from the Exhaust Gas Boiler to use it for
heating the cargo (as applicable).
.4 AUXILIARY PUMPS, MOTORS, ETC.
.4.1 Manage efficiently the pumping system by operating the minimum number of
pumps for the minimum loads required. Reduce the number of running pumps
(i.e. by using the port cooling SW pumps and port jacket FW pumps) when at
port or anchorage.
.4.2 Maintain pumps to best possible condition. Avoid excessive wear ring
clearances which reduce the hydraulic efficiency of the pump.
.4.3 Electrical equipment / motors, generators, switchboards, panels, breakers
should be inspected and cleaned as per PMS.
.4.4 Coolers should be cleaned regularly for improved performance and to maintain
pressures & temperatures within Makers’ values.
.5 HVAC SYSTEM
.5.1 Set thermostat to 27 deg C in the summer and 21 deg C in the winter.
.5.2 Maintain adequate quantity of refrigerant in the system for proper operation. An
amount of liquid refrigerant must be present in the condenser.
.5.3 Minimize use of the cooling system during satisfactory ambient conditions (say
between 20-25 deg C, less than 70% RH and stay at port or anchorage), since
efficiency of cooling at such conditions is generally low.
.5.4 Ensure the compressor load / unload control is always in good operating
condition.
.5.5 Ensure the AHU filter and cooling and heating elements are regularly cleaned.

.5.6 Maximize air recirculation as far as possible, to increase energy efficiency. Of

course, there is an upper limit to recirculation to maintain healthy conditions in
the accommodation.
.5.7 Regularly check and adjust/ replace AHU fan drive belts and bearings for
optimum operation.
.5.8 Ensure supply duct insulation is kept in good condition.
.6 LIGHTING
.6.1 Turn off the lights in your cabin when you go for work.
.6.2 Turn off the lights in usually unoccupied spaces. Keep only safety lights on, if
required.
.6.3 Switch off accommodation external lights during daylight
.6.4 Avoid ordering or procuring old T12 type tube fluorescent lamps (TFLs). Order
T8 which are more energy efficient instead.
.6.5 Order lamps and TFLs in particular taking into account not only the electrical
power but also the luminous efficiency, i.e. the ratio of luminous flux (lumens) to
electrical power consumed (watt).
.7 ACCOMMODATION AREA
.7.1 Save water by proper use of washing machines.

.7.2 External accommodation doors / windows to be kept closed while air-condition /
heating is working.
.7.3 Switch off unnecessary accommodation fans.
.7.4 Make proper use of galley equipment (switch off hot plates when not in use).
.7.5 Eliminate frequent opening of reefer rooms’ doors.
.7.6 Unnecessary operation of galley exhaust fan to be avoided. It should be used
when cooking foods produce smoke (i.e., when frying or grilling).
.7.7 All computers should be turned-off when they are not in use.
.8 COMPRESSED AIR SYSTEM
.8.1 Use minimum air pressure for each required use. Operate service and control
air compressors for E/R control pneumatic loads. Operate main air
compressors only for keeping the main air receivers pressurized for engine
starting. Install pressure regulators before each control and service consumer
(e.g. diaphragm pump), and ensure it is adjusted to the pressure required for
the particular consumer.
.8.2 Minimize air leakages as far as possible by frequent inspection of piping, valves
and equipment.
.8.3 Avoid the use of pneumatic equipment and tools, if there is no safety restriction
indicating their use. Remember that the compressed air system efficiency if
only about 10%. Use electric or manually operated tools, if possible.
.8.4 Avoid unregulated uses of compressed air like unregulated hoses, used for
cleaning and personnel ventilation. This practice is both unsafe and highly
inefficient. Install pressure regulators and blow guns instead.
.8.5 Minimize system pressure drop by maintaining filters and air dryers
downstream of the compressors in a clean condition.
.8.6 Keep M/E Air Compressors on manual mode at ports.
.8.7 Air compressors operation should be compared with sea trials results.

ANNEX III – ENERGY EFFICIENCY MEASURES
This Annex contains all procedures and measures related to improving energy
efficiency onboard already adopted by the Company, and defines responsible
personnel (both ashore and onboard), relevant monitoring methods, associated
targets, etc. for each measure.
Energy Efficiency Measure: Speed Optimization

Code / Reference: Part I - 3.1.1
Responsible personnel Fleet Operator.
ashore:
Responsible personnel Master / Chief Engineer.
onboard:
Records: Form F.SEEMP.1.
Implementation Period: Continuous (whenever possible and considering
Charter Party restrictions and WSNP).
Target: Reduce annual fleet EEOI average as per target set
in Company’s Circular related to KPIs.
Target Assessment Date: January each year.
Monitoring Method: Review of above records to establish the annual fleet
EEOI average.
Energy Efficiency Measure: Weather Routing

ashore:
Responsible personnel Master / Officer on Bridge Watch (OOBW).
onboard:
Records: Optimized Route records.
Implementation Period: Only during transoceanic crossings (WSNP) and
considering Charterer’s instructions.
Target: Compliance with Company’s policy to maximize the
use of Weather Routing services, whenever
possible.
Monitoring Method: Checking Optimized Route records across the fleet.
Energy Efficiency Measure: Ballast Exchange Optimization

ashore:
Responsible personnel Master.
onboard:
Records: Company’s Form F.OPS.34.
Implementation Period: Whenever ballast exchange is conducted (WSNP).
Target: Use of sequential exchange method whenever
possible (where applicable, WSNP, and always in
line with BWMP requirements).
Monitoring Method: Random review of Company forms to ensure that
111
sequential method is followed whenever possible.

Energy Efficiency Measure: Hull Cleaning

Code / Reference: Part I - 3.2.1.2
Responsible personnel Fleet Engineer.
ashore:
onboard:
Records: Dry-docking Reports / Underwater Inspection
Reports.
Implementation Period: Hull cleaning whenever there are clear indications of
deteriorating hull performance. Periodicity to
consider the time spent at anchorage and at ports.
Target: Keep vessel’s performance high. Hull cleaning to be
carried out whenever required, but at least during
every dry-docking.
Monitoring Method: 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.
Energy Efficiency Measure: Propeller Polishing

ashore:
onboard:
Records: Dry-docking Reports / Underwater Inspection
Reports / Propeller Slip.
Implementation Period: Propeller cleaning whenever there are clear
indications of deteriorating propeller performance.
Periodicity to consider the time spent at anchorage
and at ports.
Target: Keep propeller efficiency high. Propeller polishing to
be carried out whenever required, but at least during
every dry-docking.
Monitoring Method: Review of Daily Noon Reports and assessment of
reported propeller slip in conjunction with prevailing
weather conditions. Evaluation of the divers’ reports
and last dry-docking survey assessment.

Energy Efficiency Measure: M/E Performance Monitoring System

ashore:
Responsible personnel Chief Engineer.
onboard:
Records: PMS Records / M/E Performance Report.
Implementation Period: Continuous (frequency as per PMS).
Target: M/E performance monitoring reports to be taken /
recorded and forwarded to the Fleet Engineer for
further assessment. M/E SFOC to be measured and
compared to sea trials / shop test. M/E’s SFOC
should not deviate more than 12% from sea trials.
Monitoring Method: M/E operating parameters to be measured and
compared to sea / shop trials records. The Fleet
Engineer is responsible to assess the report with the
aim of identifying cases where an engine might be
underperforming, thus corrective action is needed.
SFOC trends to be calculated and assessed.
Energy Efficiency Measure: Auxiliary Engine Performance Monitoring System

ashore:
onboard:
Records: PMS Records / A/E Performance Reports
Implementation Period: Continuous (frequency as per PMS).
Target: A/E performance monitoring reports to be taken /
recorded and forwarded to the Technical Department
for further analysis.
Monitoring Method: A/E performance reports should be assessed with
the aim of identifying any adverse trend and taking
appropriate corrective action when needed.

Energy Efficiency Measure: Fuel Oil Analysis

ashore:
onboard:
Records: Fuel Oil Analysis Reports (by shore laboratories).
Implementation Period: Continuous (for all bunker stems received onboard).
Target: Monitor catalytic fines, sulphur content and water
content of the purchased fuel and keep statistics for
each supplier. Identify if the fuel is within the ISO
range.
Monitoring Method: Review FO analysis reports and forward same to the
vessel with instructions, as necessary. Take
appropriate corrective action in case a substandard
fuel is delivered onboard.
Energy Efficiency Measure: Personnel Awareness and Training

Code / Reference: Part I - 3.4
Responsible personnel HSSE Department.
ashore:
Responsible personnel Master / Chief Engineer.
onboard:
Records: Crew Training Records (see CMS)
Implementation Period: Continuous.
Target: All Officers onboard should be familiarized on the
procedures and practices contained in the SEEMP
as part of their in-house training.
Monitoring Method: Review of familiarization records by the HSSE
Department.

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COMPANY MANAGEMENT

Issue No. 1 Revision No. 0 Effective Date: 14/12/2018

Issue Revision Effective Reference to Sections – Approved

Issue No. 1 Revision No. 0 Effective Date: 14/12/2018

DOCUMENT CONTROL ...............................................................................................1

1. INTRODUCTION ............................................................................................ I-1

Issue No. 1 Revision No. 0 Effective Date: 14/12/2018

3.3. MACHINERY OPTIMIZATION ...................................................................... I-12

ANNEX I – GUIDELINES FOR CO2 EMISSIONS CALCULATION ........................... I-17

1. INTRODUCTION ........................................................................................... II-1

Issue No. 1 Revision No. 0 Effective Date: 14/12/2018

3. REPORTING DATA ...................................................................................... II-6

APPENDIX – SHIP-SPECIFIC INFORMATION ........................................................ A-1

Issue No. 1 Revision No. 0 Effective Date: 14/12/2018

DEFINITIONS AND ABBREVIATIONS

Benchmarking The process of comparing the performance and practices of the

Calendar year The period from 1 January until 31 December inclusive.

CO2 Emissions The release of CO2 into the atmosphere by ships.

Energy Conservation Reduction in energy consumption associated with reduction of

Energy Efficiency A ratio between an output of performance, service, goods,

Energy Savings An amount of energy saved determined by measuring before

Issue No. 1 Revision No. 0 Effective Date: 14/12/2018

Safety Management means a structured and documented system enabling company

Ship at berth A ship which is securely moored or anchored in a port while it is

Tons of CO2 Metric tons of CO2.

Voyage Means any movement of a ship that originates from or

Issue No. 1 Revision No. 0 Effective Date: 14/12/2018

A/B: Auxiliary Boiler

Issue No. 1 Revision No. 0 Effective Date: 14/12/2018

SHIP MANAGEMENT PLAN TO IMPROVE

Issue No. 1 Revision No. 0 Effective Date: 14/12/2018

Issue No. 1 Revision No. 0 Effective Date: 14/12/2018

Part I of this Plan, which contains:

.1 the procedures and measures designed to be implemented on a Company

seeks to improve a ship’s energy efficiency through four steps: planning,

1.3. COMPANY POLICY ON ENERGY EFFICIENCY MANAGEMENT

In order to enhance the energy efficiency of shipboard operations, the Company is

.1 Establishing and maintaining a Ship Energy Efficiency Management Plan

1.4. PLAN REVIEW

The Plan is reviewed by the Company’s management on an annual basis or whenever

Issue No. 1 Revision No. 0 Effective Date: 14/12/2018

2.1.1. Ship-specific Measures

There is a variety of options to improve efficiency, such as speed optimization, weather

Issue No. 1 Revision No. 0 Effective Date: 14/12/2018

2.1.2. Company-specific Measures

2.1.3. Human Resource Development

Raising personnel awareness and providing appropriate training and communication

2.1.4. Goal Setting

2.2.1. Establishment of Implementation System

After identifying the measures to be implemented, a system for their implementation

2.2.2. Implementation and Record-keeping

Record-keeping for the implementation of each measure is beneficial for self-

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2.4. SELF-EVALUATION AND IMPROVEMENT

 to evaluate the effectiveness of the planned measures and of their

In this respect, self-evaluation shall be implemented by using data collected through

Issue No. 1 Revision No. 0 Effective Date: 14/12/2018

3.1. VOYAGE OPTIMIZATION

3.1.1. Speed Optimization

Issue No. 1 Revision No. 0 Effective Date: 14/12/2018

3.1.2. Weather Routing

3.1.3. Just in Time Arrival

3.1.4. Optimized Heading Control / Auto-Pilot Function