Additional Class Notation SEEMP

(Ship Energy Efficiency Management Plan)

July 2012

Rule Note
NR 586 DT R00 E

Marine Division
92571 Neuilly sur Seine Cedex France
Tel: + 33 (0)1 55 24 70 00 Fax: + 33 (0)1 55 24 70 25
Marine website: http://www.veristar.com
Email: veristarinfo@bureauveritas.com
2012 Bureau Veritas - All rights reserved

ARTICLE 1
1.1. - BUREAU VERITAS is a Society the purpose of whose Marine Division (the "Society") is the classi-
fication (" Classification ") of any ship or vessel or structure of any type or part of it or system therein col-
lectively hereinafter referred to as a "Unit" whether linked to shore, river bed or sea bed or not, whether
operated or located at sea or in inland waters or partly on land, including submarines, hovercrafts, drilling
rigs, offshore installations of any type and of any purpose, their related and ancillary equipment, subsea
or not, such as well head and pipelines, mooring legs and mooring points or otherwise as decided by the
Society.
The Society:
prepares and publishes Rules for classification, Guidance Notes and other documents (Rules);
issues Certificates, Attestations and Reports following its interventions (Certificates);
publishes Registers.
1.2. - The Society also participates in the application of National and International Regulations or Stand-
ards, in particular by delegation from different Governments. Those activities are hereafter collectively re-
ferred to as " Certification ".
1.3. - The Society can also provide services related to Classification and Certification such as ship and
company safety management certification; ship and port security certification, training activities; all activi-
ties and duties incidental thereto such as documentation on any supporting means, software, instrumen-
tation, measurements, tests and trials on board.
1.4. - The interventions mentioned in 1.1., 1.2. and 1.3. are referred to as " Services ". The party and/or its
representative requesting the services is hereinafter referred to as the " Client ". The Services are pre-
pared and carried out on the assumption that the Clients are aware of the International Maritime
and/or Offshore Industry (the "Industry") practices.
1.5. - The Society is neither and may not be considered as an Underwriter, Broker in ship's sale or char-
tering, Expert in Unit's valuation, Consulting Engineer, Controller, Naval Architect, Manufacturer, Ship-
builder, Repair yard, Charterer or Shipowner who are not relieved of any of their expressed or implied
obligations by the interventions of the Society.
ARTICLE 2
2.1. - Classification is the appraisement given by the Society for its Client, at a certain date, following sur-
veys by its Surveyors along the lines specified in Articles 3 and 4 hereafter on the level of compliance of
a Unit to its Rules or part of them. This appraisement is represented by a class entered on the Certificates
and periodically transcribed in the Society's Register.
2.2. - Certification is carried out by the Society along the same lines as set out in Articles 3 and 4 hereafter
and with reference to the applicable National and International Regulations or Standards.
2.3. - It is incumbent upon the Client to maintain the condition of the Unit after surveys, to present
the Unit for surveys and to inform the Society without delay of circumstances which may affect the
given appraisement or cause to modify its scope.
2.4. - The Client is to give to the Society all access and information necessary for the safe and efficient
performance of the requested Services. The Client is the sole responsible for the conditions of presenta-
tion of the Unit for tests, trials and surveys and the conditions under which tests and trials are carried out.
ARTICLE 3
3.1. - The Rules, procedures and instructions of the Society take into account at the date of their
preparation the state of currently available and proven technical knowledge of the Industry. They
are not a standard or a code of construction neither a guide for maintenance, a safety handbook
or a guide of professional practices, all of which are assumed to be known in detail and carefully
followed at all times by the Client.
Committees consisting of personalities from the Industry contribute to the development of those docu-
ments.
3.2. - The Society only is qualified to apply its Rules and to interpret them. Any reference to them
has no effect unless it involves the Society's intervention.
3.3. - The Services of the Society are carried out by professional Surveyors according to the applicable
Rules and to the Code of Ethics of the Society. Surveyors have authority to decide locally on matters re-
lated to classification and certification of the Units, unless the Rules provide otherwise.
3.4. - The operations of the Society in providing its Services are exclusively conducted by way of
random inspections and do not in any circumstances involve monitoring or exhaustive verifica-
tion.
ARTICLE 4
4.1. - The Society, acting by reference to its Rules:
reviews the construction arrangements of the Units as shown on the documents presented by the Cli-
ent;
conducts surveys at the place of their construction;
classes Units and enters their class in its Register;
surveys periodically the Units in service to note that the requirements for the maintenance of class are
met.
The Client is to inform the Society without delay of circumstances which may cause the date or the
extent of the surveys to be changed.
ARTICLE 5
5.1. - The Society acts as a provider of services. This cannot be construed as an obligation bearing
on the Society to obtain a result or as a warranty.
5.2. - The certificates issued by the Society pursuant to 5.1. here above are a statement on the level
of compliance of the Unit to its Rules or to the documents of reference for the Services provided
for.
In particular, the Society does not engage in any work relating to the design, building, production
or repair checks, neither in the operation of the Units or in their trade, neither in any advisory serv-
ices, and cannot be held liable on those accounts. Its certificates cannot be construed as an im-
plied or express warranty of safety, fitness for the purpose, seaworthiness of the Unit or of its value
for sale, insurance or chartering.
5.3. - The Society does not declare the acceptance or commissioning of a Unit, nor of its construc-
tion in conformity with its design, that being the exclusive responsibility of its owner or builder,
respectively.
MARINE DIVISION
GENERAL CONDITIONS
5.4. - The Services of the Society cannot create any obligation bearing on the Society or constitute any
warranty of proper operation, beyond any representation set forth in the Rules, of any Unit, equipment or
machinery, computer software of any sort or other comparable concepts that has been subject to any sur-
vey by the Society.
ARTICLE 6
6.1. - The Society accepts no responsibility for the use of information related to its Services which was not
provided for the purpose by the Society or with its assistance.
6.2. - If the Services of the Society cause to the Client a damage which is proved to be the direct
and reasonably foreseeable consequence of an error or omission of the Society, its liability to-
wards the Client is limited to ten times the amount of fee paid for the Service having caused the
damage, provided however that this limit shall be subject to a minimum of eight thousand (8,000)
Euro, and to a maximum which is the greater of eight hundred thousand (800,000) Euro and one
and a half times the above mentioned fee.
The Society bears no liability for indirect or consequential loss such as e.g. loss of revenue, loss
of profit, loss of production, loss relative to other contracts and indemnities for termination of oth-
er agreements.
6.3. - All claims are to be presented to the Society in writing within three months of the date when the Serv-
ices were supplied or (if later) the date when the events which are relied on of were first known to the Client,
and any claim which is not so presented shall be deemed waived and absolutely barred. Time is to be in-
terrupted thereafter with the same periodicity.
ARTICLE 7
7.1. - Requests for Services are to be in writing.
7.2. - Either the Client or the Society can terminate as of right the requested Services after giving
the other party thirty days' written notice, for convenience, and without prejudice to the provisions
in Article 8 hereunder.
7.3. - The class granted to the concerned Units and the previously issued certificates remain valid until the
date of effect of the notice issued according to 7.2. here above subject to compliance with 2.3. here above
and Article 8 hereunder.
7.4. - The contract for classification and/or certification of a Unit cannot be transferred neither assigned.
ARTICLE 8
8.1. - The Services of the Society, whether completed or not, involve, for the part carried out, the payment
of fee upon receipt of the invoice and the reimbursement of the expenses incurred.
8.2. Overdue amounts are increased as of right by interest in accordance with the applicable leg-
islation.
8.3. - The class of a Unit may be suspended in the event of non-payment of fee after a first unfruitful
notification to pay.
ARTICLE 9
9.1. - The documents and data provided to or prepared by the Society for its Services, and the information
available to the Society, are treated as confidential. However:
clients have access to the data they have provided to the Society and, during the period of classifica-
tion of the Unit for them, to the classification file consisting of survey reports and certificates which
have been prepared at any time by the Society for the classification of the Unit;
copy of the documents made available for the classification of the Unit and of available survey reports
can be handed over to another Classification Society, where appropriate, in case of the Unit's transfer
of class;
the data relative to the evolution of the Register, to the class suspension and to the survey status of the
Units, as well as general technical information related to hull and equipment damages, are passed on
to IACS (International Association of Classification Societies) according to the association working
rules;
the certificates, documents and information relative to the Units classed with the Society may be
reviewed during certificating bodies audits and are disclosed upon order of the concerned governmen-
tal or inter-governmental authorities or of a Court having jurisdiction.
The documents and data are subject to a file management plan.
ARTICLE 10
10.1. - Any delay or shortcoming in the performance of its Services by the Society arising from an event
not reasonably foreseeable by or beyond the control of the Society shall be deemed not to be a breach of
contract.
ARTICLE 11
11.1. - In case of diverging opinions during surveys between the Client and the Society's surveyor, the So-
ciety may designate another of its surveyors at the request of the Client.
11.2. - Disagreements of a technical nature between the Client and the Society can be submitted by the
Society to the advice of its Marine Advisory Committee.
ARTICLE 12
12.1. - Disputes over the Services carried out by delegation of Governments are assessed within the
framework of the applicable agreements with the States, international Conventions and national rules.
12.2. - Disputes arising out of the payment of the Society's invoices by the Client are submitted to the Court
of Nanterre, France.
12.3. - Other disputes over the present General Conditions or over the Services of the Society are
exclusively submitted to arbitration, by three arbitrators, in London according to the Arbitration
Act 1996 or any statutory modification or re-enactment thereof. The contract between the Society
and the Client shall be governed by English law.
ARTICLE 13
13.1. - These General Conditions constitute the sole contractual obligations binding together the
Society and the Client, to the exclusion of all other representation, statements, terms, conditions
whether express or implied. They may be varied in writing by mutual agreement.
13.2. - The invalidity of one or more stipulations of the present General Conditions does not affect the va-
lidity of the remaining provisions.
13.3. - The definitions herein take precedence over any definitions serving the same purpose which may
appear in other documents issued by the Society.
BV Mod. Ad. ME 545 k - 17 December 2008
 RULE NOTE NR 586

NR 586
Additional Class Notation SEEMP
(Ship Energy Efficiency Management Plan)

SECTION 1 GENERAL

SECTION 2 FRAMEWORK OF THE SEEMP

SECTION 3 GUIDANCE OF BEST PRACTICES AND TECHNOLOGIES FOR SHIP
ENERGY EFFICIENCY IMPROVEMENT
APPENDIX 1 SCOPE OF AN ENERGY AUDIT

July 2012
 Section 1 General
1 Application 5
1.1 Objectives of the Rule Note
1.2 Scope of the SEEMP Additional Class Notation
1.3 Content of the Rule Note
1.4 Regulatory Framework
2 Requirements for the additional class notation SEEMP 5
2.1 Assignment
2.2 Applicable Existing Guidelines and Re-commendations
3 Documentation to be submitted 5
3.1 List of documents
4 Documentation to be audited 6
4.1 List of drawings and documents
5 Definitions 6
5.1 General
6 Audits and Surveys within the scope of the SEEMP additional class notation
7
6.1 Initial Internal Energy Audit
6.2 Periodical Society Surveys
7 Software Tools 8
7.1 Availability of the Society software tools
7.2 SEEMP Template
7.3 E2
7.4 SEECAT

Section 2 Framework of the SEEMP

1 Introduction 9
1.1 SEEMP Framework
1.2 SEEMP Iteration Cycle Period
2 Planning 9
2.1 General
2.2 Ship specific measures for efficiency improvement
2.3 Company specific measures
2.4 Human resource development
2.5 Goal setting
2.6 Description of Tasks during the Planning Step
3 Implementation 10
3.1 Establishment of implementation system
3.2 Implementation and record-keeping

2 Bureau Veritas July 2012

 4 Monitoring 10
4.1 General
4.2 Monitoring tools
4.3 Description of Tasks during the Implementation and Monitoring Step
4.4 Measurement and Analysis
5 Evaluation and Improvement 11
5.1 Requirements compliance
5.2 Procedure
5.3 Description of Tasks during the Evaluation and Improvement Step
6 Corrective and Preventive Actions 12
6.1 Development of corrective actions
7 Control of records 12
7.1 Background
8 Human Resources 12
8.1 Management
8.2 Management Team

Section 3 Guidance of Best Practices and Technologies for Ship Energy

Efficiency Improvement
1 General 13
1.1 Energy Efficiency Shipboard Improvement
2 Operational measures 13
2.1 Improved voyage planning
2.2 Weather routing
2.3 Just in time arrival
2.4 Speed Optimization
2.5 Optimized shaft power
2.6 Optimum trim
2.7 Optimum ballast condition
2.8 Optimum use of rudder and heading control systems (autopilots)
3 Maintenance 14
3.1 General
3.2 Propeller maintenance
3.3 Hull maintenance
4 Technology measures 15
4.1 List of technologies improvements and ESD
4.2 Machinery systems
4.3 Waste Heat Recovery Systems (WHR)
4.4 Energy Saving Devices on Propellers
4.5 Reduction of Air Resistance
5 Improvements potentials ranking 16
5.1 Summary of Energy Saving Devices and Measures

July 2012 Bureau Veritas 3

Appendix 1 Scope of an Energy Audit
1 General 18
1.1
2 Data necessary for the calculation of the performance indicators 18
2.1
3 Energy consumptions to be measured 18
3.1 Fuel consumptions
3.2 Electrical consumptions
3.3 Steam consumptions
4 Procedures for data measuring and recording 18
4.1

4 Bureau Veritas July 2012


SECTION 1 GENERAL
1 Application
1.1 Objectives of the Rule Note
1.1.1 This Rule Note consists of a set of guidelines and
requirements to be applied for the SEEMP additional class
notation.
It provides guidance for the preparation of a structured and
useful Ship Energy Efficiency Management Plan (hereafter
referred to as the SEEMP) of a technical and organisational
level content above the required content proposed by IMO
MEPC Resolution 203(62) amending MARPOL Annex VI.
1.2 Scope of the SEEMP Additional Class
Notation
1.2.1 Additional class notation SEEMP
The additional class notation SEEMP covers the construc-
tion of a ship or Company specific structured Energy Man-
agement method. The Ship Energy Efficiency Management
Plan will enable the Company to save fuel consumption in
principle by indicating the potential fields where efforts
have to be implemented.
On that purpose, specific tools such as the Ship Energy Effi-
ciency Calculation and Analysis Tool (SEECAT) are pro-
posed to be used. Recording devices of energy parameters,
developed by the Society, are also available.
The Society will examine the documentation, method,
organization and plan submitted as per Tab 1.
The Society will not approve the performances improve-
ments levels and emissions reductions linked.
1.3 Content of the Rule Note
1.3.1 This document provides guidelines to be adjusted to
the characteristics and needs of individual companies and
ships.
The structure of the Rule Note consists of four different steps
for the Energy Management of a dedicated ship, a fleet or a
company. Each step is fully detailed and content is
described.
It includes also a list of measures aimed at maximizing oper-
ational efficiency and a catalogue of energy saving devices
and technologies to be implemented at the design stage for a
new ship or implemented onboard a ship in service.
The use of specific tools within the framework of the SEEMP
Notation is described.
July 2012
NR 586, Sec 1
1.4 Regulatory Framework
1.4.1 New amendment IMO MARPOL Annex VI
Regulation 22
According to the MEPC.203(62) introducing the amended
MARPOL Annex VI, new chapter 4, regulation 22, from
01/01/2013 all ships of 400 gt or above are required to have
a Ship Energy Efficiency Management Plan (SEEMP)
onboard, at first survey or renewal survey, whichever is the
first, addressing ship-specific energy efficiency measures
and which meet the Guidelines developed by the IMO.
This may form part of the Ship Safety Mamagement System.
1.4.2 Ship Energy Efficiency Management Plan
(SEEMP)
The Ship Energy Efficiency Management Plan (SEEMP) is a
management plan designed to improve the ship energy effi-
ciency by implementing operational or technical measures
such as but not limited to speed optimization, optimum
trim, propeller polishing, and Energy Saving Devices.
2 Requirements for the additional
class notation SEEMP
2.1 Assignment
2.1.1 The additional class notation SEEMP is assigned to a
ship in service or a new ship upon satisfactory completion
of the two following steps:
Preparation of the SEEMP by the Owner or Ship Man-
ager and review of the SEEMP by the Society
Initial audit to be carried out in accordance with [6.1].
2.2 Applicable Existing Guidelines and Re-
commendations
2.2.1 IMO SEEMP Guidelines
This Rule Note incorporates parts of the text of the IMO
SEEMP Guidelines adopted at the IMO MEPC63 for the
development of a Ship Energy Efficiency Management Plan
(SEEMP) referred to in the Regulation 22 of the amended
Annex VI of the MARPOL, adopted by the IMO MEPC
through the Resolution MEPC203(62).
This IMO text is printed in italics for easier reference.
3 Documentation to be submitted
3.1 List of documents
3.1.1 Documents to be submitted are defined in Tab 1.
Bureau Veritas 5
NR 586, Sec 1

Table 1 : Documents to be submitted

N A/I (1) Document

1 A Ship Energy Efficiency Management Plan and periodical amendments including measurable goals
2 I Particulars of the ships
3 I Speed Power rpm curves at different drafts
4 I Monitoring methods and instrumentations for measurement of energy efficiency improvement analysis
5 I Report of the initial Energy Audit
6 I Procedure of evaluation
7 I Report of the evaluation of the previous cycle
(1) A = to be submitted for approval
I = to be submitted for information

4 Documentation to be audited 5.1.5 Energy Efficiency

This is the ratio or other quantitative relationship between a
performance output, service, goods or energy, and an
4.1 List of drawings and documents
energy input.

4.1.1 Documents mentioned in Tab 2 are to be made avail- Examples are conversion efficiency, energy required/energy
able for audit. They have to be recorded and saved for a used, output/input, theoretical energy used to oper-
minimum period of 3 years. ate/energy used to operate.

Both input and output have to be clearly specified in quan-

Table 2 : Documents to be made available during audits
tity and quality, and be measurable.

N Document 5.1.6 Company

1 EnPI calculation records, notably EEOI
2 Bunker delivery notes
3 log-books with leg distances
4 Implementation record book
Company means the owner of the ship or any other organi-
zation of person such as the manager, or the bareboat char-
terer, who has assumed the responsibility for operation of
the ship from the shipowner.
5.1.7 International Energy Efficiency Certificate

5 Definitions The SEEMP is listed in the record of construction relating to

energy efficiency attached to the International Energy Effi-
ciency Certificate.
5.1 General
The International Energy Efficiency Certificate is defined in
Appendix VIII of the IMO Resolution MEPC 203.(62). It
5.1.1 Continuous improvement includes in particular the requirement for the SEEMP for all
A recurring process which results in enhancement of energy existing and new ships above 400 GT.
performance and the energy management system. Its presence onboard is to be verified at intermediate and
renewal surveys required under existing MARPOL Annex VI
5.1.2 Corrective action for the International Air Pollution Prevention Certificate
An action to eliminate the cause of a detected non-con- (IAPP).
formity The certificate is to be issued or endorsed either by the
Administration or a Recognised Organization.
5.1.3 Energy
Energy includes Electricity, Fossils Fuels, Steam, Heat, Com- 5.1.8 IMO Resolution MEPC 203.(62)
pressed air, Renewable Energy and Non-fossil fuels. The IMO Resolution MEPC 203.(62) introduces new
amendments to MARPOL Annex VI on Regulations for the
5.1.4 Energy Audit Prevention of Air Pollution from Ships by inclusion of new
regulations on Energy Efficiency for Ships.
The Energy audit is defined as an overall technical audit
onboard covering the total energy consumption and effi- Mandatory measures are the introduction of the Energy Effi-
ciency of electrical and mechanical energy consumers and ciency Design Index (EEDI) for new ships and SEEMP for
producers. new and existing ships.

6 Bureau Veritas July 2012


5.1.9 Cycle
The SEEMP should be developed as a ship-specific plan by
the company.
The SEEMP seeks to improve a ship's energy efficiency
through four steps: planning, implementation, monitoring,
and self-evaluation and improvement. These components
play a critical role in the continuous cycle to improve ship
energy management. With each iteration of the cycle, some
elements of the SEEMP will necessarily change while others
may remain as before.
5.1.10 Energy Efficiency Operational Indicator (EEOI)
The Energy Efficiency Operational Indicator (EEOI) is the
number of grams of CO2 emissions per tonne nautical mile
calculated using the ship's actual operational data (specific
fuel consumption, cargo mass carried, and distance sailed).
It indicates the ship's energy efficiency actually achieved
during operation.
The EEOI is to be calculated in accordance with the Guide-
lines of IMO Circular MEPC.1/Circ.684.
The minimum period to be taken for the calculation of the
EEOI is one trip, including the voyage leg and the ballast leg
if any.
5.1.11 IMO Guidelines for the development of a
SEEMP
The document IMO SEEMP Guidelines adopted at MEPC 63
and published by the IMO provides the basis for the imple-
mentation of a SEEMP.
It is used in this Rule Note as a framework basis.
5.1.12 Energy Saving Device (ESD)
Energy Saving Devices are technical means used to reduce
the energy losses and/or to recover energy losses.
They can be combined in some specific configuration.
Attention is to be played on the overall efficiency as in the
case of combined ESD, some counter effects can arise, pos-
sibly acting in depleting the overall efficiency.
5.1.13 Energy Performance Indicator (EnPI)
An Energy Performance Indicator helps to define, measure
and quantify progress toward organizational goals. It is
expressed as a quantitative value or measure of energy per-
formance as defined by the organization.
The Energy Performance is the measurable set of results
related to energy efficiency, use and consumption.
It can be a simple metric, ratio or a more complex model.
The EEOI is an Energy Performance Indicator.
5.1.14 Energy Management System (EnMS)
The Energy Management System is a set of interrelated or
interacting elements to establish an energy policy and
energy objectives, and processes and procedures to achieve
those objectives.
July 2012 Bureau Veritas
NR 586, Sec 1
5.1.15 International Safety Management (ISM)
The ISM Code provides an International standard for the
safe management and operation of ships and for pollution
prevention. The purpose of ISM Code is:
To ensure Safety at Sea
To prevent human injury or loss of life
To avoid damage to the environment and to the ship.
In order to comply with the ISM Code, a ship must have a
working Safety Management System (SMS) which is to
include a list of procedures on management, documenta-
tion, conduct of internal and external audits, management
reviews. A Planned Maintenance System is also to be
included. It is used as a tool maintaining the vessel accord-
ing to the specified maintenance intervals.
6 Audits and Surveys within the scope of
the SEEMP additional class notation
6.1 Initial Internal Energy Audit
6.1.1 Content
An internal energy audit, also designed as Initial Audit, is to
be performed at the beginning of each cycle by the Com-
pany as follows:
after 6 months of commercial service and before the first
periodical Society survey for a new ship
or at the beginning of the first SEEMP cycle for a ship in
service.
The internal audit is to include:
an energy audit of the ship detailing the energy usage
onboard
an audit on board and at the Company office aiming at
verifying the effectiveness of the new listed measures
and devices, based on monitoring records and/or Energy
Efficiency assessment using a simulation tool.
The scope of the Energy Audit is given is App 1.
6.1.2 Objectives
The purpose of the internal initial audit is to determine the
result of measures implemented and to compare the
expected and calculated values of the EnPIs (the EEOI aver-
aged value over the cycle is the only mandatory EnPI, but
others are to be estimated if provided in the SEEMP as
appropriate) of each cycle.
6.1.3 Initial Consumption Reference Value
The Company is to submit the energy audit report to the
Society, for verification of the correct definition of the initial
energy consumption to be further exploited as the reference
value.
7
NR 586, Sec 1
6.2 Periodical Society Surveys
6.2.1 General
The periodical Surveys carried out by the Society are to
comply with the general principles given in NR467, Rules
for the Classification of Steel Ships, Part A, Chapter 2, Sec-
tion 2.
A ship assigned with the SEEMP additional class notation is
to be surveyed, each 2,5 years by the Society to verify the
fulfilment and effective implementation of the Ship Energy
Efficiency Management Plan. Comments from the surveys
are to be incorporated and recorded into the SEEMP file or
implementation record book.
6.2.2 Objectives
The Society is to conduct surveys at periodical intervals to
ensure that the SEEMP:
remains in compliance with the requirements including
IMO guidelines and this Rules Note
conforms with the energy objectives and targets estab-
lished in the planning phase
is effectively implemented and maintained.
6.2.3 Verification by the Society onboard
During the survey onboard, the Society will perform the fol-
lowing verifications:
a) Implementation of energy measures
The Society will verify that the implementation of the
energy measures is properly recorded.
b) Measuring and recording of data
The Society will verify by sampling that the procedures
to measure the data are properly implemented and that
the measuring devices are properly maintained and/or
calibrated.
c) Calculation and recording of energy performance indi-
cators
The Society will verify that EEOI and other EnPIs defined
in the planning phase, if any, are properly:
calculated from the collected data over the last 6
months of the ships operations, and
recorded.
8 Bureau Veritas
d) SEEMP and record books
The Society will verify that the SEEMP is onboard and
that the record books are kept up to date.
6.2.4 Periodicity
The periodicity of surveys by the Society for the SEEMP
additional class notation is preferably to be aligned with
those of ISM Audit Process.
7 Software Tools
7.1 Availability of the Society software tools
7.1.1 SEEMP related software tools are available to the cli-
ents of the Society. Information regarding these tools is
available on the Marine Division website (www.veris-
tar.com). The Head Office of the Society or a local office
should be contacted for further information on how to
obtain or use one of the tools listed in [7.2], [7.3] and [7.4].
7.2 SEEMP Template
7.2.1 The SEEMP reporting template enables to:
Develop a Ship Energy Efficiency Management Plan
compliant with the structure defined in the IMO Guide-
lines and the Rule Note
Periodically update the Plan
Support the self evaluation process at the end of each
cycle.
7.3 E2
7.3.1 The software E2 can compute and store the EEOI.
7.4 SEECAT
7.4.1 The use of the dedicated Energy Simulation tool SEE-
CAT enables the ship to be energy modelled. Then by simu-
lating the different operational profiles of the concerned
ship, it is possible to identify the progress margin and where
to put the efforts for improvement of the Energy Efficiency.
July 2012
 NR 586, Sec 2

SECTION 2 FRAMEWORK OF THE SEEMP

1 Introduction 2.1.5 Objectives

1.1 SEEMP Framework
1.1.1 SEEMP consists of four steps:
Planning
Implementation
Monitoring and measurement
Evaluation and Improvements.
1.2 SEEMP Iteration Cycle Period
1.2.1 The SEEMP is based on a Plan-Do-Check-Act cycle
for improvement of performances at each cycle. The mini-
mum period of iteration cycles is to be not less than one
year and not more than 3 years.
2 Planning
2.1 General
2.1.1 Content
Planning is the most crucial stage of the SEEMP, as it will pri-
marily determine both the current status of the ship energy
usage and the expected improvement of the ship energy
efficiency. Therefore, it is important to spent sufficient time
to the planning so that the outcome will be the most appro-
priate, effective and implementable plan.
2.1.2 Energy Audit
An Energy Audit is to be performed by the Company as
defined in Sec 1, [6.1].
2.1.3 Energy Usage Status
The first step of the Planning is to deliver a statement on the
energy usage situation at the moment.
The second step is to set up the objectives (goals) and
expected improvements.
It is recommended that the Company use its own experi-
ence on fuel and fleet management, or use a simulation tool
to make a clear estimation of the objectives in term of fuel
consumption in percentages.
2.1.4 Use of Energy Simulation Tool (SEECAT)
The Society simulation tool software, SEECAT, may be used
by the Company at the Planning stage as it gives a status of
the energy usage onboard a ship, by modelling the machin-
ery and auxiliaries systems. Then, when applying the opera-
tional profiles, the obtained results are the different fuel
consumptions, energy transfers and emissions.
The objectives in emission reduction are to be compared
with the initial results obtained at the previous cycle, men-
tioned in the evaluation report or observed during the first
audit.
2.2 Ship specific measures for efficiency
improvement
2.2.1 General
The operational profiles is to be considered first as there are
usually large opportunities of improvement in optimising
the commercial and ballast leg operations.
Also logistic organisation improvements and new technolo-
gies implementation are to be tested when improvement of
the energy efficiency of the ship and/or the fleet has been
highlighted.
2.2.2 Preferred approach and method
The specific measures for the ship to improve energy effi-
ciency are to be identified in the first place. The measures to
be implemented are to be listed, which will provide the
overview of the actions to be taken.
2.2.3 Determination of energy saving measures
It is important to determine and understand the ship's cur-
rent status of energy usage.
The SEEMP shall identify the energy-saving measures that
have been undertaken, and determines how effective these
measures are in terms of improving energy efficiency.
The SEEMP will also identify which measures can be
adopted to further improve the energy efficiency of the ship
on a step by step approach.
It should be noted, however, that not all measures can be
applied to all ships, or even to the same ship under different
operating conditions and that some of them are mutually
exclusive. Ideally, initial measures could yield energy (and
cost) saving results that then can be reinvested into more
difficult or expensive efficiency upgrades identified by the
SEEMP.
2.3 Company specific measures
2.3.1 Description
The improvement of energy efficiency of ship operation
does not necessarily depend on single ship management
only. Rather, it may depend on many stake holders includ-
ing ship repair yards, shipowners, operators, charterers,
cargo owners, ports and traffic management services.

July 2012 Bureau Veritas 9

NR 586, Sec 2
For example, Just in time requires good early communica-
tion among operators, ports and traffic management serv-
ice. The better coordination among such stake holders is,
the more improvement can be expected. In most cases,
such coordination or total management is better made by a
company rather than by a ship. In this sense, it is recom-
mended that a company also establish an energy manage-
ment plan to manage its fleet (should it not have one in
place already) and make necessary coordination among
stake holders.
2.4 Human resource development
2.4.1 Description
For effective and steady implementation of the adopted
measures, raising awareness of and providing necessary
training for personnel both on shore and on board are an
important element. Such human resource development is
encouraged and should be considered as an important
component of planning as well as a critical element of
implementation.
2.5 Goal setting
2.5.1 Description
The last part of planning is goal setting. It should be empha-
sized that the goal setting is voluntary, that there is no need
to announce the goal or the result to the public, and that
neither a company nor a ship are subject to external inspec-
tion. The purpose of goal setting is to serve as a signal which
involved people should be conscious of, to create a good
incentive for proper implementation, and then to increase
commitment to the improvement of energy efficiency.
The goal can take any form, such as the annual fuel con-
sumption or a specific target of Energy Efficiency Opera-
tional Indicator (EEOI). Whatever the goal is, the goal
should be measurable and easy to understand. The planned
measures should be carried out in accordance with the pre-
determined implementation system. Record-keeping for the
implementation of each measure is beneficial for self-evalu-
ation at a later stage and should be encouraged. If any iden-
tified measure cannot be implemented for any reason(s),
the reason(s) should be recorded for internal use.
2.6 Description of Tasks during the Planning
Step
2.6.1 Evaluation and Conformity
During the Planning step, the Company is to evaluate the
expected gain from its energy saving measures. The
expected gains evaluation report is to be submitted to the
Society for verification of conformity to the IMO Guide-
lines.
2.6.2 Verification by simulation from the Society
The Society may proceed to calculations using the simulat-
ing tool SEECAT to verify the order of magnitude of the
potential identified energy gains.
10 Bureau Veritas
3 Implementation
3.1 Establishment of implementation system
3.1.1 Description
After a ship and a company identify the measures to be
implemented, it is essential to establish a system for imple-
mentation of the identified and selected measures by devel-
oping the procedures for energy management, by defining
tasks and by assigning them to qualified personnel. Thus,
the SEEMP should describe how each measure should be
implemented and who the responsible person(s) is. The
development of such a system can be considered as a part
of planning, and therefore may be completed at the plan-
ning stage.
3.2 Implementation and record-keeping
3.2.1 Description
The planned measures should be carried out in accordance
with the predetermined implementation system. Record-
keeping for the implementation of each measure is benefi-
cial for self-evaluation at a later stage and should be encour-
aged. If any identified measure cannot be implemented for
any reason(s), the reason(s) should be recorded for internal
use.
3.2.2 Use of the EEOI
The EEOI is to be used in conformity with MEPC.1/Circ.684.
3.2.3 Date of first implementation
To following data are to carefully recorded in the imple-
mentation record book:
a) The effective date of implementation or the reason
explaining the absence of implementation,
b) The eventual incidents with their explanations and
causes when known, also with their respective correc-
tive actions.
4 Monitoring
4.1 General
4.1.1 Definition
The Energy Monitoring System is to be set in place so that
all the energy saving measures are quantified and docu-
mented. This is to be checked during periodical Society
external audit.
4.1.2 Integration of the SEEMP in Company EnMS
or ISM plans
The Ship Energy Efficiency Management Plan can be treated
as an integral element of broader Company management
systems, such as Company EnMS or ISM.
July 2012
 NR 586, Sec 2

4.2 Monitoring tools 4.4 Measurement and Analysis

4.2.1 General 4.4.1 General

The Company is to confirm that the key characteristics of its
The energy efficiency of a ship should be monitored quanti-
fleet or ship operations that determine energy performance
tatively. This should be done by an established method,
are monitored, measured and analysed at planned intervals.
preferably by an international standard. The EEOI devel-
Key characteristics are to include at a minimum:
oped by the Organization is one of the internationally estab-
lished tools to obtain a quantitative indicator of energy a) Significant energy uses and other outputs of the energy
efficiency of a ship and/or fleet in operation, and can be review;
used for this purpose. Therefore, EEOI could be considered b) The relevant variables related to significant energy uses;
as the primary monitoring tool, although other quantitative
measures also may be appropriate. c) Energy Performance Indicators such as the EEOI,
d) The effectiveness of the action plans in achieving objec-
4.2.2 Energy Efficiency Operational Indicator tives and targets;
If used, the EEOI should be calculated in accordance with e) The evaluation of actual versus expected energy con-
the Guidelines developed by the Organization sumption.
(MEPC.1/Circ.684). If deemed appropriate, a Rolling Aver-
age Index of the EEOI values may be calculated to monitor 4.4.2 Recording
energy efficiency of the ship over time. The results from monitoring and measurement of the key
parameters are to be properly recorded.
4.2.3 Alternative monitoring tool and Energy
Performance Indicators
5 Evaluation and Improvement
In addition to the EEOI, if convenient and/or beneficial for a
ship or a company, other measurement tools can be uti-
lized. In the case where other monitoring tools are used, the
5.1 Requirements compliance
concept of the tool and the method of monitoring may be
5.1.1 At the end of each cycle, the effectiveness of the
determined at the planning stage.
implemented measures are to be evaluated by the Company.

4.2.4 Development of the monitoring system

5.2 Procedure
It should be noted that whatever measurement tools are
used, continuous and consistent data collection is the foun- 5.2.1 Content
dation of monitoring. To allow for meaningful and consist-
The self-evaluation of the Company is to be specified in a
ent monitoring, the monitoring system, including the
dedicated procedure. This procedure is to contain at least
procedures for collecting data and the assignment of
an internal audit at the end of each cycle.
responsible personnel, should be developed. The develop-
ment of such a system can be considered as a part of plan- 5.2.2 Reporting
ning, and therefore should be completed at the planning
stage. The audit as mentioned in [5.2.1] is to give conclusions to
be reported and analysed.

4.3 Description of Tasks during the Imple- 5.3 Description of Tasks during the Evalua-
mentation and Monitoring Step tion and Improvement Step
4.3.1 Reporting 5.3.1 Internal Energy Audit Content
The company is to implement the energy saving measures At the end of each cycle, the Company is to conduct an
and report this implementation in a specific record book. energy audit.
Incidents of measure implementation are to be carefully
documented in the implementation record book. 5.3.2 Audit Report
The Company is to write an audit report. Then the Company
4.3.2 Calculation of EEOI amends the SEEMP and starts a new cycle.

The calculation of the EEOI is to be done at the end of the 5.3.3 Content of the Survey by the Society
minimum period of calculation decided for the EEOI as
The content of the Survey to be carried out by the Society is
defined in Sec 1, [5.1.8].
given in Sec 1, [6.2.3].
In principle, this calculation is to be done by the Company
shore based team to avoid additional work for the crew 5.3.4 Next SEEMP cycle
onboard, unless a specific recording and calculation At the beginning of the next cycle, the Company is to intro-
device, recognised by the Society, is installed onboard. duce new measures or correct those already in place.

July 2012 Bureau Veritas 11

NR 586, Sec 2
5.3.5 Approval of the amended SEEMP
The Company is to modify the SEEMP accordingly and send
its internal energy audit report of the previous cycle and the
modified SEEMP to the Society for verification of the con-
formity of the SEEMP to the IMO SEEMP guidelines.
In addition, the order of magnitude of the expected gains
are to be verified by the Society by simulation with SEECAT.
The Society is to approve the amended SEEMP.
5.3.6 Consecutive action by the Company
The next step for the Company is to redo the entire cycle by
restarting the process.
6 Corrective and Preventive Actions
6.1 Development of corrective actions
6.1.1 The owner is to address actual and potential noncon-
formities by making corrections, and by taking corrective
action and preventive action, including the following:
a) Reviewing nonconformities or potential nonconformi-
ties
b) Determining the causes of nonconformities or potential
nonconformities
c) Evaluating the need for action to ensure that noncon-
formities do not occur or recur
d) Determining and implementing the appropriate action
needed
e) Maintaining records of corrective actions and preventive
actions
f) Reviewing the effectiveness of the corrective action or
preventive action taken.
Corrective actions and preventive actions shall be appropri-
ate to the magnitude of the actual or potential problems and
the energy performance consequences encountered.
The owner is responsible that any necessary changes are
effectively made to the SEEMP.
12 Bureau Veritas
7 Control of records
7.1 Background
7.1.1 The owner is to establish and maintain records, as
necessary, to demonstrate conformity to the requirements of
its SEEMP and of this Rules Note, and the energy perform-
ance results achieved.
The owner is to define and implement controls for the iden-
tification, retrieval and retention of records.
Records are to be and remain legible, identifiable and trace-
able to the relevant activity for a minimum of 3 years.
8 Human Resources
8.1 Management
8.1.1 Objective
Company management, or its representative, when commu-
nicating, are to support the importance of energy manage-
ment through employee and crew involvement activities
such as empowerment, motivation, recognition, training
and rewards and participation.
8.2 Management Team
8.2.1 The management representative is to be a current,
new or contracted employee. Skills and competencies are
to be determined as to a Company's size, culture and com-
plexity, or to legal requirements or other requirements.
The energy management team is to be well aware of the
Company internal procedures. It ensures delivery of energy
performance improvements. The size of the team is deter-
mined by the complexity of the Company:
for small companies, one person
for larger companies a cross-functional team provides
an effective mechanism.
July 2012
 NR 586, Sec 3

SECTION 3 GUIDANCE OF BEST PRACTICES AND

TECHNOLOGIES FOR SHIP ENERGY EFFICIENCY
IMPROVEMENT

1 General 2.1.2 Route planning optimization

An efficient route planning application enables Master to
make decision taking into account weather forecast, sea
1.1 Energy Efficiency Shipboard Improvement conditions, currents and shallow waters.

1.1.1 Types of Energy Efficiency Improvement With highly detailed sea routes where the ships are being
Measures operated and with a GPS and AIS link, such a tool can con-
tinuously monitor and guide the Master or remotely from
This Section introduces the different practices and technolo- the Company office on the optimum speed and heading.
gies for saving energy onboard. They are classed in three
categories: The available tools on the market need to be validated by an
experience on sea proven use. When this condition is ful-
The operational measures filled, it is foreseen that the use of such a Improved voyage
The maintenance level improvement measures, not planner gives some substantial fuel savings.
impacting on the design and integrity of the ship
The technical measures, impacting on the design, by add-
2.2 Weather routing
ing Energy Saving Devices to the existing installations. 2.2.1 Weather routing potential for energy saving
Weather routeing has a high potential for efficiency savings
1.1.2 Potential Energy Saving Measures Ranking
on specific routes. It is commercially available for all types
In order to rank the different kinds of energy saving meas- of ship and for many trade areas. Significant savings can be
ures among others, a ranking has been established. It gives achieved, but conversely weather routeing may also
an order of magnitude of potential energy saving in percent- increase fuel consumption for a given voyage.
age (see Tab 1). Weather Routeing system used for Voyage Planning may
lead to the identification of the most fuel efficient routes on
Table 1 : Ranking of Energy Saving a specific trade area.
Measures Potentials
2.3 Just in time arrival
Letter Order of magnitude
A Saving > 20% 2.3.1 General
B 10 < Saving < 20% Good early communication with the next port should be an
aim in order to give maximum notice of berth availability
C 5 < Saving < 10% and facilitate the use of optimum speed where port opera-
D 2,5 < Saving < 5% tional procedures support this approach.
E 1 < Saving < 2,5% Optimized port operation could involve a change in proce-
F Saving < 1% dures involving different handling arrangements in ports.
Port authorities should be encouraged to maximize effi-
ciency and minimize delay.
2 Operational measures
2.4 Speed Optimization
2.1 Improved voyage planning
2.4.1 General
2.1.1 IMO Guidelines for voyage planning Speed optimization can produce significant savings. How-
ever, optimum speed means the speed at which the fuel
The optimum route and improved efficiency can be
used per tonne mile is at a minimum level for that voyage. It
achieved through the careful planning and execution of voy-
does not mean minimum speed; in fact sailing at less than
ages. Thorough voyage planning needs time, but a number
optimum speed will consume more fuel rather than less.
of different software tools are available for planning pur-
Reference should be made to the engine manufacturers
poses.
power/consumption curve and the ships propeller curve.
IMO resolution A.893(21) (25 November 1999) on Guide- Possible adverse consequences of slow speed operation
lines for voyage planning provides essential guidance for the may include increased vibration and sooting and these
ships crew and voyage planners. should be taken into account.

July 2012 Bureau Veritas 13

NR 586, Sec 3
As part of the speed optimization process, due account may
need to be taken of the need to coordinate arrival times
with the availability of loading/discharge berths, etc. The
number of ships engaged in a particular trade route may
need to be taken into account when considering speed opti-
mization.
A gradual increase in speed when leaving a port or estuary
whilst keeping the engine load within certain limits may
help to reduce fuel consumption.
It is recognized that under many charter parties the speed of
the vessel is determined by the charterer and not the opera-
tor. Efforts should be made when agreeing charter party
terms to encourage the ship to operate at optimum speed in
order to maximize energy efficiency.
2.4.2 Slow Steaming and Super Slow Steaming
By operating at lower speeds, ships reduce their power
requirement and hence their fuel consumption. Roughly
power requirement is related to ship speed by a third power
function at low speed. However a ship sailing slower will
use more time to cover a given distance.
Even taking this into account a noticeable reduction of fuel
consumption can be expected to an order of magnitude of
more than 20% for 1,5 to 2 knots speed reduction.
However the potential to reduce speed is not limitless. It is
not recommended to operate engines at low load without
adjustments to the engine under the engine manufacturer
control. The minimum load depends on the technical speci-
fication of the manufacturer for each individual engine.
Sailing at low load without special consideration may cause
serious engine damage. Electronically controlled engines
are more flexible and can generally be operated at lower
loads than mechanically controlled engines.
Where it is intended to change the operating conditions of
the propulsion plant, it should be ascertained that the pro-
pulsion plant is free from harmful torsional vibrations
throughout the entire operating speed range of the plant.
Where a barred speed range is provided, the requirements
in NR467 Part C, Ch 1, Sec 9, [3.3.3] and [3.4.5], are to be
fulfilled.
It is highlighted that NOx emissions limits according to the
EIAPP Certification of the engine may be affected at low
load.
2.5 Optimized shaft power
2.5.1 General
Operation at constant shaft RPM can be more efficient than
continuously adjusting speed through engine power. The
use of automated engine management systems to control
speed rather than relying on human intervention may be
beneficial.
2.6 Optimum trim
2.6.1 IMO guidelines background
Most ships are designed to carry a designated amount of
cargo at a certain speed for a certain fuel consumption. This
implies the specification of set trim conditions. Loaded or
unloaded, trim has a significant influence on the resistance
of the ship through the water and optimizing trim can
14 Bureau Veritas
deliver significant fuel savings. For any given draft there is a
trim condition that gives minimum resistance. In some
ships, it is possible to assess optimum trim conditions for
fuel efficiency continuously throughout the voyage. Design
or safety factors may preclude full use of trim optimization.
2.6.2 Model test or CFD based trim optimization
Trim optimization tools are based on model test results,
large measures onboard campaign and/or CFD calculations
of large set of different combinations of draught, trim and
speed. It improves the efficiency of the operation of the
ship.
2.7 Optimum ballast condition
2.7.1 General
Ballast should be adjusted taking into consideration the
requirements to meet optimum trim and steering conditions
and optimum ballast conditions achieved through good
cargo planning.
When determining the optimum ballast conditions, the lim-
its, conditions and ballast management arrangements set
out in the ships Ballast Water Management Plan are to be
observed for that ship.
Ballast conditions have a significant impact on steering condi-
tions and autopilot settings and it needs to be noted that less
ballast water does not necessarily mean the highest efficiency.
2.8 Optimum use of rudder and heading
control systems (autopilots)
2.8.1 General
There have been large improvements in automated heading
and steering control systems technology. Whilst originally
developed to make the bridge team more effective, modern
autopilots can achieve much more. An integrated Naviga-
tion and Command System can achieve significant fuel sav-
ings by simply reducing the distance sailed off track. The
principle is simple; better course control through less fre-
quent and smaller corrections will minimize losses due to
rudder resistance. Retrofitting of a more efficient autopilot
to existing ships could be considered.
During approaches to ports and pilot stations the autopilot
cannot always be use efficiently as the rudder has to respond
quickly to given commands. Furthermore at certain stage of
the voyage it may have to be deactivated or very carefully
adjusted, i.e. heavy weather and approaches to ports.
Consideration may be given to the retrofitting of improved
rudder blade design (e.g., twist-flow rudder).(and hence
reduce fuel consumption.
3 Maintenance
3.1 General
3.1.1 Maintenance measures
The maintenance oriented measures are to be implemented
during the scheduled maintenance periods. They address
the main components such as hull, machineries, heaters,
heat exchangers and propellers. There is no impact on the
global design of the ship and components.
July 2012

3.1.2 Principles
Regular maintenance of hull and propellers increases the
vessel performance by reducing hull fouling and propeller
friction.
3.2 Propeller maintenance
3.2.1 General
Selection of the propeller is normally determined at the
design and construction stage of a ships life but new devel-
opments in propeller design have made it possible for retro-
fitting of later designs to deliver greater fuel economy. Whilst
it is certainly for consideration, the propeller is but one part
of the propulsion train and a change of propeller in isolation
may have no effect on efficiency and may even increase fuel
consumption.
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 con-
sumption.
The optimization of the propeller by retrofitting, when pos-
sible, is further developed.
3.2.2 Propeller cleaning and polishing
Propeller cleaning and polishing or even appropriate coat-
ing may significantly increase fuel efficiency. The need for
ships to maintain efficiency through in-water hull cleaning
should be recognized and facilitated by port States.
3.3 Hull maintenance
3.3.1 Dry docking intervals optimization
Docking intervals should be integrated with ship operators
ongoing assessment of ship performance. Hull resistance
can be optimized by new technology-coating systems, possi-
bly in combination with cleaning intervals. Regular in-water
inspection of the condition of the hull is recommended.
3.3.2 Coating removal and replacement
Consideration may be given to the possibility of timely full
removal and replacement of underwater paint systems to
avoid the increased hull roughness caused by repeated spot
blasting and repairs over multiple dockings.
3.3.3 Silicone Painting
Painting ships with high performance silicon paint will
improve propulsion efficiency, reduce fuel consumption
and CO2 emissions.
This type of paint is very delicate and may be damaged eas-
ily, thus impairing the initial performances.
3.3.4 Fluoropolymer foul release coating
This type of coating, associated with a careful drydocking
cycle follow up, improve the hull efficiency by minimising
the average hull roughness growth, thus minimising the fric-
tional resistance evolution.
July 2012 Bureau Veritas
NR 586, Sec 3
4 Technology measures
4.1 List of technologies improvements and ESD
4.1.1 This paragraph lists certain possible measures to
improve the overall efficiency of existing ships, by:
modifying the design of existing installations
replacing existing devices or adding new devices
modifying the operating conditions of existing installations.
4.2 Machinery systems
4.2.1 IMO guidelines background
Marine diesel engines have a very high thermal efficiency
(~50%). This excellent performance is only exceeded by
fuel cell technology with an average thermal efficiency of
60%. This is due to the systematic minimization of heat and
mechanical loss. In particular, the new breed of electronic
controlled engines can provide efficiency gains. However,
specific training for relevant staff may need to be considered
to maximize the benefits.
4.2.2 Engine tuning
Optimized electronic engine control will use the potential
of common rail injection and two stage turbo charging to
improve engine efficiency in the whole range of operation.
However, the engine improvements are currently domi-
nated by the upcoming more requirements to reduce NOx
emissions. This may act against fuel efficiency improve-
ment, because of lower combustion temperatures and
increased back pressure from exhaust gas cleaning systems.
4.2.3 Main engine derating
The principle is to derate the installed propulsion power in
order to save fuel. If the same speed is to be maintained as
before then a more powerful engine should be chosen (per-
formed only in the design stage) otherwise the ship speed
will decrease accordingly (performed for ships in opera-
tion). In the latter, a minimum power is to be maintained for
safety reasons to ensure manoeuvrability and course keep-
ing capability in adverse conditions.
4.2.4 Variable turbine area low load optimized
engine (VTA)
The principle is to use a variable turbine area that will be
extended to a larger range of loads, specifically at part load
and low load. The variation of area extends from a mini-
mum and progressively increases until the scavenging air
pressure reaches its normal MCR value.
4.2.5 Turbocharger Cut-Out
It is applicable mostly to larger engines with two to four tur-
bochargers; this option is based on cutting out one of these
units in the lower load range. In contrast with exhaust gas
bypass, there is thus no fuel consumption penalty in the
high load range as all turbochargers are in operation. The
cutting-out or cutting-in of a turbocharger has to be effected
with the engine at dead slow or stopped.
15
NR 586, Sec 3
4.2.6 Exhaust Gas Bypass (EGB)
The principle is that a small turbocharger is more suitable
for the engine at low load, thus reaching normal MCR scav-
enging air pressure at a partial load. Above the chosen par-
tial load, the exhaust gas is bypassed so that the scavenging
air pressure will not exceed the normal MCR value.
4.2.7 Use of alternative low carbon fuels
Use of emerging alternative fuels may be considered as a
CO2 reduction method but availability will often determine
the applicability.
LNG contains more hydrogen and less carbon than fuel oils,
since the carbon factor of methane (CH4) is lower than die-
sel oil or heavy fuel oil, so emissions of CO2 are reduced.
However, methane slip can generate involuntary emissions
of unburnt gas which will reduce the GHG reduction due to
the Global Warming Potential of methane generally
acknowledged as much as 20 to 25 times equivalent to CO2.
4.3 Waste Heat Recovery Systems (WHR)
4.3.1 IMO guidelines background
Waste heat recovery is now a commercially available tech-
nology for some ships. Waste heat recovery systems use
thermal heat losses
from the exhaust gas for either electricity generation or addi-
tional propulsion with a shaft motor.
It may not be possible to retrofit such systems into existing
ships. However, they may be a beneficial option for new
ships. Shipbuilders should be encouraged to incorporate
new technology into their designs.
4.3.2 Waste Heat Recovery
Waste Heat Recovery (WHR) systems are generally installed
on Main Engine. This is the most potentially efficient system
for improving the Energy Efficiency of a typical 2 strokes
engine propulsion system. It is also positively used onboard
large cruise vessels having 4 strokes engines and electric
plants for both propulsion and hotel loads.
4.4 Energy Saving Devices on Propellers
4.4.1 General
Most of the ESD concerning propellers are working by mod-
ifying the flow upstream or downstream the propeller. The
principle is either to improve the propeller running condi-
tions, or to partly recover energy losses, affecting both wake
and vortex.
However, it must be kept in mind that any change or modi-
fication of propeller operation in view of improving effi-
ciency may affect negatively the main engine efficiency by
moving the running point.
Therefore it is recommended that an holistic approach shall
be used when tentatively improving the propulsion chain
efficiency, backed up by an analysis of the whole ship.
4.4.2 Retrofitting of ESD on existing ships
Requirements [4.4.3] to [4.4.9] present some of existing
technologies.
16 Bureau Veritas
4.4.3 Range of energy savings
Typical ranges of expected fuel savings vary from different
sources, such as supplier data or owner estimations, model
test measurements, full-scale measurements or CFD estima-
tions, using different codes.
4.4.4 Compatibility of ESD
Compatibility between different fuel saving measures has to
be assessed, as some devices may interact together to pro-
duce a total saving almost equal to the sum of each individ-
ual savings when other combinations may end up with an
increase of fuel consumption.
4.4.5 CLT Propeller
CLT propulsion principle is to include endplates with mini-
mum resistance in sight of higher efficiency and lower
vibration and noise level.
4.4.6 Propeller Boss Cap Fins
The principle behind is to break up the hub vortex, thus
reducing the energy losses.
4.4.7 Mewis Duct
It is a combination of a pre-swirl stator and wake equalizing
duct. It has a power reducing potential up to 4%.
4.4.8 Pre Swirl Stator
The pre-swirl stator is composed of a fixed set of blades
positioned upstream of the propeller. The blades have dif-
ferent pitch angles.It affects the inflow by reducing the rota-
tional losses, also having a positive effect on the wake.
4.4.9 Contra-rotating propeller
It combines recuperation of rotational energy losses with
better propeller loading. However, contra-rotating propel-
lers also have larger areas in general, and more bearings
losses. In addition the mechanical complexity makes the
decision to install contra-rotating propellers very difficult.
The potential gain is recognised to be about 4%.
4.5 Reduction of Air Resistance
4.5.1 Reshaping superstructures for air resistance
mitigation
The air resistance of a bulk carrier can be up to approxi-
mately 5-8% of the total resistance in given conditions of
weather and wind. It can be optimized by superstructure
redesign (crane, forecastle, accommodation, rounded
shapes, elimination of recirculation zones etc.).
The air resistance optimization range of efficiency is ship
type dependent and will remain small compared to poten-
tial hydrodynamic efficiency.
5 Improvements potentials ranking
5.1 Summary of Energy Saving Devices and
Measures
5.1.1 A list of technical energy saving measures is indi-
cated in Tab 2.
July 2012
 NR 586, Sec 3

Table 2 : List of Energy Saving Measures

Energy Saving Measure Description Indication of potential energy saving

Weather routing D
Just in time arrival D
Speed optimization D
Super Slow Steaming A
Optimum trim D
Optimum ballast condition D
Hull coating cleaning and improvement associated with drydocking period C
Propeller cleaning and polishing C
Silicone painting associated with hull cleaning D
Fluoropolymer coating D
Engine auto-tuning D
Main engine derating E
Main engine variable turbo area E
Cooling and ventilation system optimization F
Use of alternative fuels C
Waste Heat Recovery System B
Flip rudder E
Optimized rudder blade profile E
CLT Propeller D
Boss Cap Fins Propeller D
Mewis duct D
Pre integrated Duct and Wake equalizing Duct D
Pre Swirl Stator D
Contra Rotating Propeller D
Propeller rudder transition bulb D
Hull stern shape optimization D
Thruster and sea chest openings optimization F
Efficiency of scale using larger ships C
Design speed reduction smaller engine B
Air lubrification F

July 2012 Bureau Veritas 17

NI 586, App 1

APPENDIX 1 SCOPE OF AN ENERGY AUDIT

1 General 3.2 Electrical consumptions

3.2.1 The electrical consumptions are to be measured and
1.1 recorded at least for the following equipment:
1.1.1 This Appendix provides information on the data to be main electrical motors
measured and recorded by the owner within the scope of heating, ventilation, air conditioning
an Energy Audit. galleys, laundries
lighting.
2 Data necessary for the calculation of
the performance indicators 3.3 Steam consumptions

2.1 3.3.1 The steam consumptions are to be measured and

recorded at least for the following equipment:
2.1.1 The data to be measured are to include at least the heating (heavy fuel oil)
input parameters necessary for the calculation of the per-
fresh water evaporators and heaters
formance indicators used within the scope of the SEEMP.
accommodation heating
At least the following data are to be measured and recorded
over a 6-month period: galleys, laundries.
overall fuel consumptions per fuel type (HFO, MDO)
fuel quality (lower heating value, density) for each type 4 Procedures for data measuring and
of fuel recording
cargo transported and distance (including ballast voy-
ages). 4.1

3 Energy consumptions to be 4.1.1 The procedures for measuring and recording the data
listed in [2] and [3] are to be established.
measured
The procedures are to contain in particular the following
information:
3.1 Fuel consumptions
specification of the measuring devices and procedures
3.1.1 The fuel consumptions are to be measured and to calibrate the devices
recorded at least for the following equipment: data measuring periodicity
propulsion engines data recording method
auxiliary engines name of the person responsible for data measuring and
oil-fired boilers. recording.

18 Bureau Veritas July 2012