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MARINE ENVIRONMENT PROTECTIONCOMMITTEE62nd sessionAgenda item 4

MEPC 62/INF.108 April 2011

ENGLISH ONLY

PREVENTION OF AIR POLLUTION FROM SHIPS

Example of a Ship Energy Efficiency Management Plan

Submitted by Oil Companies International Marine Forum (OCIMF)

SUMMARY

Executive summary: This submission gives an example of a Ship Energy EfficiencyManagement Plan currently in use by an oil tanker operator

Strategic direction: 7.3

High-level action: 7.3.1

Planned output: 7.3.1.1

Action to be taken: Paragraph 4

Related documents: MEPC.1/Circ.683, MEPC.1/Circ.684; and MEPC 62/INF.12

Introduction

1 The Marine Environment Protection Committee (MEPC) at its fifty-ninth sessionagreed to circulate a "Guidance for the Development of a Ship Energy EfficiencyManagement Plan" (MEPC.1/Circ.683) and "Guidelines for Voluntary Use of the Ship EnergyEfficiency Operational Indicator" (EEOI) (MEPC.1/Circ.684), which encouraged the voluntarydevelopment and use of the Ship Energy Efficiency Management Plan (SEEMP).

2 This document gives, it its annex, an example of a SEEMP currently in use by an oil

tanker operator.

3 It is the intention of the sponsor of this document to advise MEPC of real exampleswhere use of the SEEMP has resulted in fuel consumption reduction and consequently inCO2 emission reductions from tankers using it, which is provided in documentMEPC 62/INF.12.

Action requested of the Committee

4 The Committee is invited to note the information contained in this document.

***



MEPC 62/INF.10Annex, page 1


ANNEX

Ship Energy EfficiencyManagement Plan

(SEEMP)

Version 1.0

January 1, 2011





TABLE OF CONTENTS

Document Holders ..................................................................................................................... 4

Revision History ........................................................................................................................ 4

Introduction ................................................................................................................................ 4

SEEMP Documentation and Sources ............................................................................ 4

Fuel-Efficient Operations ................................................................................................ 5

Weather Routing System .......................................................................................................... 6

Description ....................................................................................................................... 6

WNI Routing Procedure .................................................................................................. 7

Best Practices .................................................................................................................. 8

Virtual Arrival, Speed Control and Voyage Planning ............................................................. 8

Speed Control Orders ..................................................................................................... 9

Performance Trials .......................................................................................................... 9

Best Practices .................................................................................................................. 9

Propeller and Hull Cleaning .................................................................................................... 10

Best Practices ................................................................................................................ 10

Engine Performance Management (Optimization) ................................................................ 10

Best Practices ................................................................................................................ 11

Boiler Performance Management (Optimization).................................................................. 11

Boiler Operations and Optimization ............................................................................ 11

Steam Control ................................................................................................................ 11

Combustion Control ...................................................................................................... 11

High Efficiency DFO Burner ......................................................................................... 12

Air Modelling .................................................................................................................. 12

Best Practices ................................................................................................................ 12

Onboard Bunker Management ............................................................................................... 12

Best Practices ................................................................................................................ 13





Power Generation .................................................................................................................... 13

Onboard Energy Audit .................................................................................................. 14

Best Practices ................................................................................................................ 14

Cargo and Bunker Heating ..................................................................................................... 15

General Principle ........................................................................................................... 15

Cargo Heating Plan ....................................................................................................... 16

Best Practices ................................................................................................................ 17

Draft and Trim Optimization ................................................................................................... 18

Process .......................................................................................................................... 19

Crew Familiarization and Training ......................................................................................... 19

Accommodation – Specific Energy Conservation Program ................................................ 19

Monitoring and Verification .................................................................................................... 19

Explanations for the Operational Index Calculator .................................................... 20

Best Practices Summary .............................................................................................. 21

Appendix 1 – ******* .................................................................................................................. 23

Appendix 2 – Sample Heating Plan and Heating Abstract ................................................... 24

Appendix 3 – Example of how to use a Sample Heating Plan and Heating Abstract ........ 27

Appendix 4 – Operational Index Calculator .......................................................................... 30

Appendix 5 – GPS Log Function ............................................................................................ 37





DOCUMENT HOLDERS

The Ship Energy Efficiency Management Plan (SEEMP) is maintained by the following vessels,departments, teams, or persons:

.1 all vessels operated by ***** Shipping;

.2 all Operation Planners;

.3 bunker Fuel and Efficiency Managers; and

.4 marine Manuals Teams

REVISION HISTORY

Version Revision Date Summary of Changes AuthorVersion 1.0 1/1/11 Original

INTRODUCTION

The purpose of the Shipboard Energy Efficiency Management Plan (SEEMP) is to establishprocedures for *** to improve the energy efficiency of a ship's operation.

*** honors its commitment to protect people and the environment by tracking and analyzing

energy consumption on vessels, using lessons learned and best practices, to improve energyefficiency while reducing emissions.

It is *** Shipping Policy that vessels are always operated and marine operations conducted asefficiently as possible, consistent with safe and reliable operations.

Increased energy efficiency remains the cheapest and most abundant form of new energyavailable today. SEEMP lays the foundation to put processes in place to optimize operationalprocesses and improve profitability through the efficient use of people and assets. It is a resourceguide for all personnel to increase energy efficiency in vessel systems and operationalprocesses.

SEEMP Documentation and Sources

The SEEMP is written using IMO circular MEPC.1/Circ.683 as guidance. Operational proceduresand recommendations are based on:

.1 IMO Guidance for the development of a SEEMP;

.2 INTERTANKO's Guide for Tanker Energy Efficiency Management Plan;

.3 OCIMF Guide for Energy Efficiency and Fuel Management;

.4 best practices from industry; and

.5 lessons learned.





Fuel-Efficient Operations

The strategy of SEEMP is to achieve maximum fuel efficiency while maintaining organizationaleffectiveness. The plan focuses on the systems and processes with the highest energyconservation potential and implements procedures without placing unnecessary burdens on

VMTs and Voyage Managers.

Weather Routing System

Vessels using Weather Routing have demonstrated potential for efficiency saving on specificroutes. This allows ***** Shipping to plan routes, when possible, to take advantage of favourableweather and avoid adverse weather to obtain the best performance in speed or consumption.

Virtual Arrival, Speed Control and Voyage Planning

Communication and team work between the Charterer, Customer, and Ship Owners can yield

significant savings in energy usage. Unexpected delays, timely arrivals, and wait time are all keyfactors that contribute to energy consumption. By using Virtual Arrival and maintainingappropriate speed control in voyage planning, all parties involved each play a key role in ensuringthat a ship arrives at its destination as efficiently as possible.

Propeller and Hull Inspection

Ship resistance is improved by keeping the propeller and hull clean. Hull and propeller cleaning(polishing) is a very effective way to reduce hull resistance and improve overall efficiency. Ingeneral, propellers are cleaned on a six month basis. Hull Cleaning is carried out based on acondition assessment.

Engine Performance Management (Optimization)

By regularly monitoring the performance of the main engine and generators and keeping theperformance of the engines optimized, *** Shipping can attain fuel savings. The energyoptimization program consists of visual inspection and performance monitoring using the ***and/or other monitoring equipment.

Boiler Performance Management (Optimization)

Improving onboard steam management and improving overall boiler efficiency can improvereliability and reduce operational costs. Managing the boilers and new techniques for air modelling, improved steam controls, oxygen trim combustion controls and burners can improve

efficiency.

Onboard Bunker Management

Managing bunkers is important in improving reliability and reducing the chances of incompatiblefuel related incidences. The crew of a ship should have well developed stowage plans and befamiliar with each parcel of fuel and the specifications of that fuel.

Power Generation

The generation and consumption of power onboard represents an opportunity to save fuel andminimize running hours on the power generators. The crew of a ship should be conscious of thehigh electrical consumers and try to reduce their use as much as possible or operate thisequipment when additional generating capacity is required for other uses.





Cargo and Bunker Heating

A comprehensive voyage-specific cargo heating plan can greatly reduce emissions and heatingcosts. Cargo and bunker should be heated in the most economical way possible and a heatingplan thereof should be implemented shortly after departure. Create and implement a heating plan

shortly after loading a cargo. Once en route, the heating plan should be reviewed and updateddaily, taking into consideration the various factors that affect the heating and customer requirements.

Draft and Trim Optimization

Operating the vessels at the optimum trim and draft can significantly improve efficiency. TheVMT should have plans to manage the trim of the vessel to compensate for fuel consumed andmaintain the vessel at the most fuel efficient draft and trim consistent with operationalrequirements.

Crew Familiarization and Training

As the operators of the vessel, each crew member plays a key role in making the vessel andeach voyage more energy efficient. As part the of initial vessel familiarization, each crew member should have a complete understanding of the specific vessel's operations and how the crew'sinteractions with that specific piece of equipment has the potential to waste or save energy. A keycomponent of the vessel familiarization process should be a discussion on energy conversationand consumption.

Other Energy Conservation Measures

Crews should be trained in best practices for managing the power onboard such as switching off

equipment which is not being used etc.

WEATHER ROUTING

Weather Routing has demonstrated efficiency savings on specific voyages. Weather Routingallows *** Shipping to plan routes, when possible, to take advantage of favourable weather andavoid adverse weather to obtain the best performance in speed or consumption.

Efficient weather routing helps the vessel Master and the crew to improve the speed,performance, scheduling, fuel consumption, and safety of a ship.

Description

Our Weather Routing Program consists of two parts:

.1 The Bridge Weather Routing System is an onboard weather information androute guidance system.

.2 The Fleet Management System (FMS) is a web-based application. It enablesshore-side managers to monitor vessel and fleet performance and then use thisdata to take more informed decisions.





All vessels are outfitted with the Bridge Weather Routing System, which enables VMTs to takestrategically and economically sound decisions at the voyage planning stage. It provides the VMTwith various route options, a weather forecast of 10 days, route optimization, post-voyageanalysis, bunker reports, and route reports.

The Weather Routing System also allows VMTs to update the forecast during the voyage, tomake adjustments if necessary and to review collected data after the voyage.

The Fleet Management System is a web-based application that enables users to track thevessel's position and see the world's weather in surrounding areas. Office staff can also setparameters which can be monitored and alarms can be set such as high fuel consumption or under speed performance.

WNI Routing Procedure

All vessels navigating in regions of storm activity and vessels on trans-ocean passages are

required to request weather routing advice from Weather News International (WNI) on eachvoyage. Vessels on coastal voyages are not required to participate in weather routing.

Vessels are required to request weather routing prior to each passage. An email is to be sent [email protected] to request weather routing advice. The email should include information on:

.1 departure port (or position);

.2 estimated Time of Departure (ETD);

.3 destination port (or position);

.4 voyage Plan (Master's voyage plan should consist of Master's planned routealready optimized by using onboard Orion system);

.5 intended speed;

.6 load condition; and

.7 any special concerns or requirements.

Once WNI receives the routing request from a vessel, it will provide the vessel with its suggestedroute (Master's route further optimized for weather) and its instructions for reporting the vessel'sposition (usually a copy on noon reports). Upon receiving the WNI routing plan, vessels are to

follow the procedure set out below:

.1 Update the Bridge system daily for the duration of the voyage to continuetracking the changing weather conditions. If the vessel decides to deviate fromthe suggested track, the vessel must then contact WNI, discuss the Master'sconcerns, and request updated routing advice. This is an excellent opportunityfor open dialogue between WNI and the vessel where a customized route canbe generated taking into account the advice of WNI and the valuableexperience of the Master.

.2 WNI generates a Voyage Comparison Report to compare WNI's recommendedroute and the vessel's actual route to track the deviation of bunker consumption,weather, and speed. The Master has the final authority on whether to follow the





WNI routing advice. If the Master decides to deviate from the advice of the WNI,he must notify the Operations Planner of the decision.

The WNI meteorologists and coordinators are always available to offer assistance and receivefeedback. Report any missed forecast or other problems with weather routing or weather forecast

to the Fuel Manager as soon as possible after the event.

WNI's Operations Centre operates 24 hours a day. To contact WNI via landline, use the Master'shotline number: 1-405-310-2919.

Through the Fleet Management System (FMS), which is the shore-based computer system, theshore-based staff is able to continuously track the performance of each vessel. Data from theFMS system will be used to review each ship's performance under given weather conditions.

At the end of the voyage, the Master should send WNI an end of sea passage notice. The Master and the Operations Planner are to discuss the voyage comparison report, and the lessons

learned. The Master has the right to tailor a custom route using the advice of the WNI for the bestoptimization.

At the end each quarter, WNI sends a return on investment (ROI) report highlighting voyageperformance including time and fuel savings. Voyage Managers and shore-based staff will reviewand analyze performance results.

Best Practices

.1 During the voyage, the Master should contact WNI if the experienced weather differs from the forecasted weather using the Master's hotline.

.2 Prior to any tank cleaning and preparing for shipyard, the Master should contactWNI to seek advice on the best time to perform the procedures to maintainoptimum sea-keeping.

VIRTUAL ARRIVAL, SPEED CONTROL AND VOYAGE PLANNING

The concept of Virtual Arrival is about identifying delays at discharge ports so as to better manage the vessel's arrival time at that port by managing/reducing the vessel's speed, resultingin reduced fuel consumption and emissions but not reduced capacity. By taking advantage of known inefficiencies in the supply chain and reducing speed when the terminal is not ready todischarge the cargo, fuel can be saved and emissions reduced. In addition, there are other

regional benefits including reduced port congestion, improved safety, reduced anchoragecongestion and lower emissions in the port area.

Taking advantage of time in the schedule and slowing down the vessel is one of the easiestand most effective ways to save fuel.

The importance of involving the Charterer, Customer and Ship Owner as well as other partiescannot be underestimated. A holistic approach can lead to significant savings.

In ideal situations, the ships should arrive in ports at the required time, by operating the mainengine in the most efficient way. The complexity and the many variables involved will requiregood communication with the customer.





Anyone involved in the decision making process should be aware of cost/benefit before defininga ship's arrival time. Small speed adjustments can save huge amounts of energy. Therelationship between speed and fuel consumption should be considered during the voyageplanning process.

Speed Control Orders

Reducing the vessel's speed offers the best possible chance for fuel savings. VMTs should workwith Operation Planners to fully understand what speed orders they are being given. Thefollowing definitions should be considered as the standard operating procedures when discussingspeed orders.

Speed order (WSNP) = Weather safe navigation permitting================================================Full Service Speed = XX RPM's weather neutral (vessels actual speed will fluctuate basisweather/currents etc.)

Most Economical Speed = This is the minimum speed that the vessel can operate at on acontinuous basis (e.g. where you have sufficient steam generation to be able to heat the fuel oiland make water, and you do not need to run the main engine auxiliary blower.)

Super Slow Steaming = A speed below the most economical speed where you need to run anadditional boiler and main engine auxiliary blowers. It is a speed considered to be between 8 and13 knots.

Proceed basis xx.xx knots = Vessel permitted to adjust RPM's basis WSNP and min/max rpm'sas needed to stay within +/- .5 knots of ordered speed.

Adjust speed for timed arrival = Adjust RPM's closest to most economical speed in order toarrive prior to or at a specific time.

Performance Trials

The purpose of the performance trial is to ascertain the consumption at a given speed so that thepredicted consumption can be accurately estimated for future voyages. The trials can alsoidentify possible causes of changes in efficiency. In the future, these trials may be used toschedule propeller cleanings and hull fouling assessments. The VMT can also look at loss of performance for hull and propeller surfaces. However, at the current writing of this manual, itshould be done on an interval of between 5 and 7 months.

Best Practices

.1 Ships are to communicate economy impacts and choices of voyage orders toVoyage Managers and commercial planners.

.2 Voyage Managers are to provide the desired ETA at ports to allow the ship'screw to better manage the speed and fuel consumption of the vessel.

.3 Operation Planners are to advise each voyage if it is possible to transfer engineslops to slop tanks to avoid diesel consumption in incinerator.

Upon completion of the voyage, Operation Planner and VMT, in conjunction with the commercialgroup, will review the voyage plan. This review will compare planned versus actual fuelconsumption.





The goal is to achieve an actual fuel consumption that deviates no more than 10% from thepredicted fuel consumption.

PROPELLER AND HULL CLEANING

Marine growth on the hull and the propeller will increase their resistance. Regular in-servicepropeller polishing is required to reduce surface roughness caused by material organic growthand fouling. This can be done relatively quickly without disrupting service operation by usingdivers. Regular scheduled cleaning of the hull can reduce drag and minimize total fuelconsumption.

At an interval of 5 to 7 months from previous propeller polish or dry-docking, the VMT is tocoordinate with the Repair Superintendant for propeller polish during the next available port visit.

The interval between polishes should not exceed 7 months unless there is compelling

documentation to support longer intervals and approved by the Hull and Coatings Engineer.

In conjunction with every propeller polish, the hull is inspected for damage and marine growth asfollows:

A. Within one year of new build: Divers assess the entire hullB. Less than 2 years after dry-docking: Divers assess stern and rudder C. More than 2 years after dry-docking: Divers assess the entire hull

If there is significant growth on the hull, an immediate decision to clean the hull can be made bythe VMT in conjunction with the Repair Superintendent or the Hull & Coatings Engineer.

The divers are to compile a detailed report containing the fouling condition details before andafter cleaning. Forward two copies to the Hull and Coatings Engineer. Records are maintainedonboard and in the office.

Best Practices

.1 Monitor the propeller ship and overall efficiency of the vessel to look for possiblehull fouling signs and schedule cleaning ahead of regularly scheduled cleaning.This performance loss can also be highlighted during the performance trials.

ENGINE PERFORMANCE MANAGEMENT (OPTIMIZATION)

The engine optimization program is made up of two parts: Visual Inspection and EnginePerformance Monitoring (***). The engine performance monitoring allows the engineers tooptimize the cylinder pressure by adjusting the Variable Injection Timing (VIT). These twoprograms ensure the engine is optimized for peak performance.

*** Shipping has an Engine Management Contract (EMC) with MAN / PrimeServ Los Angeles,which includes monitoring of the main engine and generator performance.

The vessels use the *** (or other performance monitoring equipment), which is equipment thatmeasures exhaust pressure. The ship's crew takes readings and forwards the results toMAN/PrimeServ so that they can generate monthly reports. The reports contain the followinginformation:





A. Number of engines monitored as 100% of the engines availableB. Vessels submitting reports within 48 hours after obtaining data onboardC. MAN/PrimeServ performance evaluations accomplished within 5 working days

of receipt of dataD. Fleet wide and vessel specific status of outstanding open conditions

E. Number of unplanned major engine maintenance activities per individual vesselF. Number of planned/requested maintenance where work order was generated

For more information on the *****, refer to appendix 1.

Best Practices

.1 Stop M/E LO + Camshaft LO Pump in port if M/E notice allows. Many terminalsrequire the M/E on short notice so it is not possible all the time, but whenpossible this should be done. Chief can use his discretion on this best practice.

BOILER PERFORMANCE MANAGEMENT (OPTIMIZATION)

Boiler optimization can increase the overall boiler efficiency, increase reliability, and reduceoperational cost.

When operating boilers, the engineering staff should survey and optimize original boilers installedonboard to look for inefficiencies. When working with a boiler optimization company, the followingsteps should be taken.

Boiler Operations and Optimization

Significant fuel conservation can be achieved by minimizing overall steam consumption onboard.The correct boiler should be used for the expected demand. When boilers are needed, theoperator should ensure that they are not started too far in advance from the time they areneeded. Vessels should avoid dumping steam to avoid getting alarms throughout the night. Pipeand valve laggings are to be maintained in good order to minimize thermal losses.

Boiler optimization is a new service that can take the ship's existing boiler and increase theoverall boiler efficiency using modelling to look for inefficiencies in the current system. After modelling, inefficiencies can be corrected by installing special ducting and improved boiler electronic controls.

Steam Control

Convert the existing differential atomizing steam pressure system to a constant 6 bar steampressure system. This will allow greater fuel flow turndown and reduce the operationalmaintenance cost. Please note that retuning of the combustion controls at the lower firing rateswould be required.

Combustion Control

Upgrade the existing combustion controls to fully metered, cross limited with oxygen trimcombustion controls using the modern Yokogawa YS1700 loop controllers.





High Efficiency DFO Burner

Change out the existing rotary cup burner on the Donkey Boiler with a modern high efficiencyDFO burner. This package burner comes complete with DFO pump and fully automated controls(BMS and combustion controls) with a 6:1 turndown.

Air Modelling

Air flow within the boiler combustion chamber can be modelled to look for inefficient air flow.Actual scale models of the boiler are constructed out of plastic. Air flow is simulated across thechamber. Air baffles are then added to improve the air flow achieve optimum combustion.

The goal of the model is to lower the excess air requirements; decrease fuel gas emissions,increase boiler/burner turndown which will allow the burner to light-off with the air registers fullopen; increase carbon burnout; and greatly reduce the visible opacity at the lower excess air rates on the auxiliary boiler onboard. Air modelling can yield at least 10% fuel oil savings from

present levels.

Best Practices

.1 Use composite boiler – during anchorages and other relevant opportunities;

.2 Do not start auxiliary boilers too far in advance of intended use;

.3 Minimize steam dumping when possible;

.4 Maintain pipe/vale laggings in good order to minimize heat loss;

.5 Maintain steam traps in good order;

.6 Use steam tracing judiciously;

.7 Optimize bunker tank heating;

.8 During loading operation, if no ballast pump is running, stop auxiliary boiler andoperate only on composite boiler. Also start auxiliary boiler prior to starting theballast pump. This comes down to good communications between thedepartments;

.9 Auxiliary boilers should only be shut down if they are not needed for a

reasonable amount of time; and

.10 Check the O2 analyzer and the piping system prior to every operation. Mostships do not clean the sensing/sample line and condensation/dirt in the lineprevents good flow of sample to the analyzer and hence the O2 comes downvery slowly. This causes a lot of fuel wastage as engineers increase load on theboiler to produce better O2.

ONBOARD BUNKER MANAGEMENT

Bunkers come in a wide variety of quality, levels and are blended in various ways to meet the ISOspecification 8217. We currently buy all our fuel on the ****** Shipping specification that can beviewed in MWS OBH-02-06/Attachment 1.





Various blend components can keep heavy material in suspension that could precipitate out over time or when mixed with dissimilar bunker fuels. These heavy particulates can fall out of suspension and cause heavy sludge generation in the purifier. For this reason, good onboardbunker fuel management is essential.

Before ordering bunkers, each ship should use the bunker worksheet to calculate the expectedbunker consumption and verify the amount with the appropriate Voyage Manager. A copy of thefinal agreed-upon bunker nomination should be sent to CSC Bunkers.

As a minimum, vessels should have enough onboard to complete the current voyage maintainingthe following:

.1 HFO - 3 days (maximum consumption)

.2 MGO – 10 days (minimum generator load)

The VMT should consult with the operations planner if the above cannot be met.

The decision to carry excess bunkers above the inventory limit is to be justified by economic andoperational considerations. Factors that can influence this decision include bunker cost, quality,the absence of firm orders, and cargo heating requirements.

Best Practices

.1 Vessels should carry the most economical amount of bunker in inventory.

.2 All fuels are purchased on an internationally recognized standard known as ISO8217.

.3 Every precaution should be made to try to avoid comingling of parcels of fuel.Incompatible fuel is the most common problem with the incompatible fuelleading to clogged filters and in the worst case scenario, engine shut down.

.4 Fuel should be consumed in a first in, first out fashion. Avoid carrying fuel that isover a few months old. The longer fuel is kept onboard, the longer the solids inthe fuel are likely to drop out, and the more potential for reliability problems theship is likely to face in terms of filter clogging and other problems. Fuel thatcannot be used for any reason should be de-bunkered off the ship as soon aspossible.

POWER GENERATION

Power generation comes from the running of auxiliary engines. The cost of running such enginescan be reduced by efficient use of these engines in their optimum condition.

Onboard management of the power load can result in significant fuel oil savings (i.e. only run thegenerators needed for safe operations).

The Department of Energy (DOE) of America has a standard to which household appliancesmust be constructed to have an energy star rating. This standard known as the Energy Star Standard with a prefix of 3.0 and now 4.0 (being the latest) gives the manufacturers of theseappliances clear guidance on the wattage consumption of these appliances.





For example, take a LCD television. The average ship has approximately 15 television setsonboard. With an energy star rating of 3.0, one such TV consumes 318 watts. The same sizedTV with an energy star 4.0 rating, consumes a maximum of 153 watts.

Replacing the TV's onboard from 3.0 to 4.0 energy star could lead to a reduction in kilowatts

consumed resulting in a decrease of fuel cost. If this were to be applied to all householdappliances used onboard, (e.g. refrigerators and microwaves), then the savings could besignificant over a period of time.

Where appropriate, this principle can also be applied to simple things such as incandescent lightbulbs, as CFL lamps are 75% more efficient.

The replacement of onboard computers from old cathode ray screens to more energy efficient flatscreens may also be considered. The company has demonstrated this principle ashore byreplacing all the computer screens. Other things that can easily be done are: use compactfluorescent light bulbs, turn off computers when not in use, turn off/plug out items such as

DVDs/TVs/audio systems and microwaves as these use several watts when in standby mode.Wise and not excessive use of washing machines and dryers to save water and watts.

Onboard Energy Audit

An onboard energy audit is an independent survey and assessment of the overall energyconsumption and efficiency of each electrical consumer. These surveys and assessmentsnormally involve the periodical survey of a vessel's engine room and other locations for sourcesof energy loss, for example, the use of infrared detectors to search for heat sinks, steam leaks,and inefficient electric motors.

Upon completion of the energy audit, the crew of a ship can do the following:

.1 locate and minimize heat sinks and steam leaks by use of infrared detectors;

.2 install Variable Frequency drives on high energy consuming circulating pumpsand forced draft fans. This would allow soft starting of large motors like firepumps; and/or

.3 as electric motors need to be replaced, install new electric motors with better energy efficient ratings.

In the future, one onboard vessel survey will be performed with an independent contractor inconjunction with ****** Energy Technology Company (ETC) and ****** Energy Solutions. The goal

is to develop in-house expertise for these audits.

Best Practices

.1 Minimize use of unnecessary machinery – e.g. deck hydraulic, fire pumps,engine room fan etc.;

.2 Deck department to communicate better with engine room on ballast and cargopump usage avoid rolling pumps unnecessarily for long periods;

.3 Ships to have a meeting to discuss the impacts of running various pieces of machinery and efficient use;

.4 Maximize D/G load when possible to run on one generator when safe to do so;





.5 Switch off lights in unused spaces in accommodation;

.6 Try to minimize use of washing machine and drier with only one or two items;and

.7 Ships to have discussion on judicious use of pump room fans, bosun store fansetc.

CARGO AND BUNKER HEATING

In order to reduce fuel consumption and reduce heating costs, a voyage-specific cargo heatingplan should be developed with the Voyage Managers and VMT. The following should beconsidered:

.1 Vessel tank configuration;

.2 Number of heating coils and surface area;

.3 Auxiliary and composite boilers specifications;

.4 Cargo details including specific heat and pour point;

.5 Cloud point, viscosity, and wax content;

.6 Weather en route including ambient air temperatures;

.7 Sea water temperatures, wind force, sea and swell;

.8 Estimated heat loss and drop in temperatures;

.9 Recommended return condensate temperatures; and

.10 Estimated daily heating hours and consumption.

Various parameters such as daily air/sea temperatures, weather, cargo temperatures at threelevels, steam pressures, return condensate temperature, actual against estimated consumptionsand temperatures are discussed with the Voyage Manager and the VMT and this heating plan isreviewed and revised appropriately throughout the voyage.

General Principle

The optimum temperature to which cargo should be heated for carriage and discharge largelydepends on the following factors:

.1 Pour Point : It is the lowest temperature at which it will pour or flow under prescribed conditions. It is a rough indication of the lowest temperature at whichoil is readily pumpable. General principle is to carry cargo at 10 deg C abovepour point temperature.

.2 Cloud Point : It is the temperature at which dissolved solids are no longer completely soluble, precipitating as second phase and is synonymous with waxappearance temperature (WAT) and was precipitation temperature (WPT).Once separated, it requires temperature over 80 deg C to dissolve the wax.





Cargo temperature should not be allowed to fall below the cloud point of thetemperature.

.3 Wax Content : High wax crudes tend to deposit sludge, and you need tomaintain loaded or higher recommended temperature from commencement of

loading to prevent wax fall out.

.4 Viscosity : High oils do not necessarily deposit sludge, and may be carried atlower than the discharge temperatures. Optimum viscosity for main cargopumps is about 250cst while for stripping pumps viscosity should not exceed600cst.

.5 COW Requirement : When COW is required, the slop tank should be heated upto 5 deg C above the bulk cargo temperature.

.6 Ambient Weather and Sea Conditions : This will also influence the carriage and

discharge temperatures.

Data for various cargoes for density, pour point, cloud point, wax content, viscosity,recommended temperature for discharge and carriage is available in IP publication HP 40. Thecrude oil data link below can be used as reference:

http://www.oil-transport.info/Crude_oil_data/crude_oil_data.html

Heating instructions shall be reviewed after loading cargo and permission to carry and dischargethe cargo at optimum temperatures shall be requested.

Cargo Heating Plan

It is prudent to have and follow a proper cargo heating plan to verify the effectiveness of actualheating progress. A heating plan should be made soon after loading cargo and reviewed/updatedon daily basis considering the various factors that affect the heating and customer requirements.

The sample heating plan and heating abstract template are set out as appendix 2 to thisdocument.

A review of the heating log abstract with the following will help with better future planning andidentifying the gaps:

.1 Actual vs. Planned temperature

.2 Actual vs. Planned FO consumption

.3 Actual vs. Planned Heating hours

An example of how a vessel can use this template is set up as appendix 3 to this document.

Vessels should complete the heating abstract after completion of each voyage and send it alongwith the Cargo Heating Log.

Vessels are to send the heating plan to the Voyage Manager. A discussion related to thefollowing should take place between Voyage Manager and the vessel in finalizing the plan:





.1 Heating Plan;

.2 Passage Weather;

.3 Receiver requirements;

.4 Cargo Specifications; and

.5 Heating Log (for claims).

Best Practices

.1 Vessel should have a greater understanding of the VoyageManager/Charterer's heating instructions;

.2 Seek the Receiver/Charterer's permission for allowable range of cargo

temperature;

.3 Avoid heating during adverse weather period;

.4 Closely monitor and analyze cargo heating reports;

.5 Create and follow the proper cargo heating plan to verify the effectiveness of actual heating progress;

.6 Monitor heating daily to address deviations from the heating plan;

.7 Do not heat for short frequent periods and running boiler at low loads;

.8 Follow the recommended condensate temperature and optimum boiler settingsfor efficient cargo heating. Heating instructions, accompanying the heating plan,should further highlight these points;

.9 Maintain efficient and good communication between the vessel and the VoyageManager about the plan and execution; and

.10 Develop a Heating Abstract after completion of discharge for gap identificationand continuous improvement.

Cargo should be heated as economically as possible and planned soon after departure. Heating

at the end of the cargo passage may cause off gassing which in turn could delay cargo dischargefrom high H2S usually above 10 ppm. See the Cargo Heating Patterns graph below.





VMTs should refer to OBH-02-02 Care in Transit of E-ops.

The VMT should maintain an accurate record of cargo temperatures and associated bunker consumption utilizing the Cargo Heating Log (OBH-02-02/Attachment 3) and Cargo TemperatureRecord (OBH-02-02/Attachment 4).

Note: Crude oil heating specification sall be used to determine the heating temperature.

DRAFT AND TRIM OPTIMIZATION

The resistance of the hull through the water and the overall efficiency of the ship changes withthe draft and trim of the vessel. The most optimum draft and trim is dependent on vessel shape,operating speed, and cargo weight. For VLCCs it is generally better to sail with minimum draftand slightly trimmed by the bow, to the extent possible. Tank arrangements, hull girder strength,and minimum propeller immersion often limit the ability of the ship to sail in the most optimumdraft and trim.

New technology is being developed to assist with the identification of and the operation at theoptimum draft and trim. These technologies will be evaluated, tested, and adopted as theybecome available and mature. Trim trials will be performed to test and validate the trimoptimization efforts. The next CargoMax update for ships that have performed trim optimizationtests will include a module that suggests ballast arrangements to achieve the most efficient trimand draft possible for a given condition.





Process

The VMT should be familiar with the safe and correct sailing draft and trim of their vessel. ABallast Exchange plan is to be developed in advance of each voyage and updated as needed.This plan is to show the planned ballast movements during the voyage to keep the ship at or near

the optimum trim and draft as fuel oil is consumed. When possible, gravity transfers should beused to reduce hours on the generators and ballast pumps. At no time shall the plan exceed theallowable bending moment and shear force for the hull girder, or allow the propeller immersion tobe reduced to the point that the propeller cavitates or causes significant vibrations

CREW FAMILIARIZATION AND TRAINING

As the operators of the vessel, each crew member plays a key role in being more energy efficientand saving energy. As part the of initial vessel familiarization, each person should have anunderstanding of the specific vessel operations and how the crew's interactions with that specific

piece of equipment has the potential to waste or save energy. Very simple good habits can havethe potential to save a lot of electricity. For instance, switching lights, television sets, and forceddraft fans off have a great potential for saving energy.

Each ship should have an awareness program for new and returning seafarers referring toenergy conservation. A list of energy best practices should be developed on what the major onboard consumers are and what can be done to save energy.

ACCOMMODATION - SPECIFIC ENERGY CONSERVATION PROGRAM

The accommodations can offer a number of energy saving opportunities. Air conditioning is one

of the major energy consumers. Windows account for nearly 50% of the heat or heat loss(depending on the season) this in turn places close to 50% of the workload on the air conditioningsystem or heating system. Untreated windows will allow about 20 times more heat into a spacethan an equal amount of insulated wall space. Personnel on board can limit the consumption bykeeping the blinds closed when sun light is not needed or the space is unoccupied.

Refrigerant gases can leak causing significant impact on total GHG emissions. Regular inspections of the entire refrigerant systems onboard can reduce leaks and improve systemefficiency.

New regulation against the use of R22 has started in January 1st 2010. From that time the use of virgin hydrochlorofluorocarbons is prohibited in the maintenance and servicing of refrigeration

and air-conditioning equipment existing from this date. The use of R22 shall be prohibited fromJanuary 1st 2015. New alternatives for refrigeration and air conditioning equipment will have tobe sourced after that date.

MONITORING AND VERIFICATION

The aggregated result of these efforts above is the lowering of the Operational Index (OI) which isreported in Tonnes of CO2 per nautical mile and the miles per ton of fuel consumed. For practicality, vessels should report the consumption in grams of CO2 per nautical mile. Vesselsshould use the Operational Index Calculator Worksheet for their vessel (appendix 4). For eachvoyage, vessels will include the following:





.1 Voyage Number;

.2 Cargo carried in tons;

.3 Average speed;

.4 HFO and Diesel used to propel the vessel;

.5 Miles travelled between departure and departure of the discharge port. If thereare two discharge ports, all the miles should be reported between those ports.The last discharge port is considered the end of the voyage;

.6 Fuel used for cargo heating if applicable;

.7 Fuel used for discharge;

.8 Diesel fuel used at PAL for the discharge of the cargo; and

.9 Days of weather over Force 4

Explanations for the Operational Index Calculator

.1 If the vessel is in port just "waiting" and it only used 5 tons that day, then thisfigure is the vessel consumption for the day even though it did not move;

.2 If the vessel is "Discharging" then all the fuel used on that day should becounted in the discharge column;

.3 If the vessel is "Loading" then all the fuel used in that operation is counted asthe operation of the vessel on that day; and

.4 If the vessel is going to the shipyard, the voyage is still considered to start after the departure in the last discharge port. Do not include the fuel used for the seatrials etc.

The output of the worksheet includes:

.1 Miles per ton- miles the ship travelled by using one ton;

.2 Tons to go 5,000 miles;

.3 Tons to go 10,000 miles;

.4 Grams of CO2 per nautical mile (Operational Index); and

.5 Grams of CO2 per kilometer.

****** Shipping calculates the voyage from discharge to discharge. It is very important that thevessel's distance is accurately tracked and reported. The preferred way is to use the GPS Logfunction, for instance, if the vessel has the MX420 Navigation System (appendix 5).

Each individual ship should set a goal for the miles per ton number improvement.





The Energy Efficiency Design Index (EEDI) is contained in the Operational Index Calculator Worksheet. The EEDI is currently the most likely mechanism to base line the efficiency of a givenship. Significant potential exists to improve the efficiency of existing ships through technologiessuch as waste heat recovery and propeller duct optimization, and other onboard energy efficiencyimprovements. Increased efficiency would reduce fuel consumption and GHG emissions, provide

financial rewards to efficient ship owners and operators, and illustrate the maritime sector'scommitment to tackling climate change even while carrying the majority of the world's trade.

Each Operational Index Calculator has the calculated EEDI included for each ship. It is believedthat an Efficiency Credit (EC) trading for ships will be established in the future. Under thisproposal, the fundamental requirement is that a ship's Energy Index be lowered over the courseof time. Recognizing that not all ships will be able to meet this requirement, the Efficiency Credittrading allows more efficient ships to sell their (EC) surplus to ships that are not as efficient. Theconcept of Efficiency Credit trading is distinct from other emission reductions in that it does notdirectly cap maritime activities or emissions, yet it has the potential to quickly achieve significantemission reductions from the maritime sector.

Each ship will evaluate their Operational Index on a continuous basis. The results of thesevoyages are reported to the leadership team of ****** Shipping and to the highest levels of thecorporation.

Best Practice Summary

.1 The Operational Index should be calculated for each voyage. Large variationsof planned versus actual fuel consumption will be addressed and diagnosed.

.2 Use of composite boiler during anchorages and other relevant opportunities.

.3 Do not start auxiliary boilers too far in advance of intended use.

.4 Follow reliability program to optimize performance of main engine andauxiliaries using the *** and ***.

.5 Minimize steam dumping when possible.

.6 Maintain pipe/valve laggings in good order to minimize heat loss.

.7 Maintain steam traps in good order.

.8 Use steam tracing judiciously.

.9 Carefully monitor the propeller slip and hull condition.

.10 Optimize vessel trim.

.11 Use auto pilot settings effectively.

.12 Seek advice of the WNI for weather routing.

.13 Minimize the use of unnecessary machinery – e.g., deck hydraulic, fire pumps,engine room fan etc.





.14 Deck department is to communicate better with the engine room on ballast andcargo pump usage to avoid rolling pumps unnecessarily for long periods – amore robust plan.

.15 Ship's crew should meet and discuss the impacts of running various pieces of

machinery and how to use them most efficiently.

.16 Maximize D/G load when possible to run on one generator when it is safe to doso.

.17 Ships are to communicate economical impacts and choices of voyage orders toVoyage Managers and Operations Planners.

.18 Voyage Managers are to provide desired ETA at ports to allow more judicioususe of the ship's power.

.19 Operations Planners to advise each voyage if it is possible to transfer engineslops to slop tanks to avoid diesel consumption in incinerator.

.20 Minimize water in sludge by settling not intense heating when transferring toslop tanks (when possible).

.21 Optimize bunker tank heating.

.22 Switch off lights in unused spaces in accommodation.

.23 Avoid using the washing machine and dryer with only one or two items.

.24 Ships are to discuss on the judicious use of pumproom fans, bosun store fansetc.

.25 Careful use of gravity for deballasting can save fuel.

.26 Ballast water exchange should be reviewed for energy efficiency – but not at thecost of exchange objectives

.27 Stop M/E LO + Camshaft LO Pump in port if M/E notice allows. Many terminalsrequire the M/E on short notice so it is not possible all the time, but whenpossible this should be done. The Chief can use his discretion on this practice.

.28 During loading operation, if no ballast pump is running, stop auxiliary boiler andoperate only on composite boiler. Also start auxiliary boiler prior to starting theballast pump: This comes down to good communications between departments.Auxiliary boilers should only be shut down if they are not needed for areasonable amount of time

.29 Check the O2 analyzer and the piping system prior to every operation. Mostships do not clean the sensing/sample line and condensation/dirt in the lineprevents good flow of sample to the analyzer and hence the O2 comes downvery slowly. This causes a lot of fuel waste as engineers increase load on theboiler to produce better O2.





APPENDIX 1

*******

*** - Machinery and Diesel Engine Condition Monitoring Software

Founded in 1993, *** is a specialist leader in machinery condition monitoring and diesel engineperformance monitoring. Products that are particularly applicable to the marine industry includethe *** (portable software monitoring of cylinder pressure and fuel pressure), the *** (a flexibleEthernet network system that provides information on your machinery) and the *** (a fullyfeatured monitoring software package for rotating machinery).

***: Portable, Integrated Ship Engine Monitoring System

The *** systems provide extensive information on the performance of engines quickly, simply and

accurately. Older engines can benefit just as much as new ones and the systems can provide arapid payback of the investment cost.

The portable *** series is an industry standard for cylinder pressure measurement, having built itsreputation on reliability, accuracy and ease-of-use. The ***, as it is often known, is housed in arugged plastic case and is fully sealed against moisture and dirt. A complete system, includingsensors and cables, fits into a convenient shoulder bag about the same size as a camcorder case.

Installed *** systems are available in two versions. The *** is a single channel unit for measuringcylinder pressure while the *** measures cylinder and fuel pressure simultaneously.

Advantages of Cylinder and Fuel Pressure Monitoring with the ***

The *** provides the following advantages:

.1 Reduced maintenance costs - maintenance can be targeted at the areasrequiring attention, meaning disturbance of engine components that areperforming well can be minimized.

.2 Improved performance - provides accurate pressure readings and cylinder power calculations; the performance of injectors and combustion can clearly beseen on the high resolution graphs.

.3 Reduced fuel consumption - engine balancing and tuning can be achieved andmaintained, resulting in greater efficiency engine running and consequent fuelsaving.

.4 Reduced emissions through combustion optimization.

Once the readings are sent in the *** and *** can make the necessary recommendations for adjustment of P-Max. 1 Bar in improvement in PMAX can reduce the fuel consumption of theengine by .25kg/ kw* hr. The formula of =.25 x number of days x horse power of the engine x 24/1,000,000,000 can be used to derive tons saved per year.

***





Vessel

Voyage No Grade Tolerance

Load Port Quantity Pour Point

Discharge port API Cloud Point

ETD Load Port Loaded Temp

ETA Disch Port Required Temp

Effective

Ambient Temp

Planned Cargo

Temp Heating Schedule FO Cons MT

Recom.

Condensate

Temp

Boiler

Load%

Steam

Output

kg/hr

Boiler

Effeciency

Date Total Hrs From - To

1-Aug

2-Aug

3-Aug

4-Aug

5-Aug

6-Aug

7-Aug

8-Aug

9-Aug

10-Aug11-Aug

12-Aug

13-Aug

14-Aug

15-Aug

16-Aug

17-Aug

18-Aug

19-Aug

20-Aug

0.0

Cargo

Recommended Heating Hrs and corresponding Boiler settings

Year 2010

Total FO Cons for Cargo Heating (during sailing)

0

0.2

0.4

0.6

0.8

1

1.2Year 2010 Planned Cargo Temp

Year 2010 Planned Cargo Temp

APPENDIX 2

SAMPLE HEATING PLAN AND HEATING ABSTRACT

The images below were taken from an interactive tool (Excel file) of the cargo heating plan andheating abstract. To have access to the Excel file please contact the submitter.

Cargo Heating Plan





0

0.2

0.4

0.6

0.8

1

1.2

1-Aug

2-Aug

3-Aug

4-Aug

5-Aug

6-Aug

7-Aug

8-Aug

9-Aug

10-Aug

11-Aug

12-Aug

13-Aug

14-Aug

15-Aug

16-Aug

17-Aug

18-Aug

19-Aug

20-Aug

FO Cons MT

FO Cons MT

Vessel

Voyage No

Year 2010

Planned Cargo

Temp

Minimum Cargo

Temp required

Actual Cargo

Temp

Planned FO

cons MT

Actual FO

cons MT

Planned

heating hrs

Actual

heating hrs

Date

1-Aug

2-Aug

3-Aug

4-Aug

5-Aug

6-Aug

7-Aug

8-Aug

9-Aug

10-Aug

11-Aug

12-Aug

13-Aug

14-Aug

15-Aug

16-Aug

17-Aug

18-Aug

19-Aug20-Aug

Heating Abstract





0

0.2

0.4

0.6

0.8

1

1.2

Planned Cargo Temp Minimum Cargo Temp required Actual Cargo Temp

0

0.2

0.4

0.6

0.8

1

1.2

Date

1-Aug

2-Aug

3-Aug

4-Aug

5-Aug

6-Aug

7-Aug

8-Aug

9-Aug

10-Aug

11-Aug

12-Aug

13-Aug

14-Aug

15-Aug

16-Aug

17-Aug

18-Aug

19-Aug

20-Aug

Planned FO cons MT Actual FO cons MT

0

0.2

0.4

0.6

0.8

1

1.2

Date

1-Aug

2-Aug

3-Aug

4-Aug

5-Aug

6-Aug

7-Aug

8-Aug

9-Aug

10-Aug

11-Aug

12-Aug

13-Aug

14-Aug

15-Aug

16-Aug

17-Aug

18-Aug

19-Aug

20-Aug

Planned heating hrs Actual heating hrs

***





50

52

54

56

58

60

62

64

Date 1-Aug 2-Aug 3-Aug 4-Aug 5-Aug 6-Aug 7-Aug 8-Aug 9-Aug10-Aug11-Aug12-Aug13-Aug14-Aug15-Aug16-Aug17-Aug

Year 2010 Planned Cargo TempYear 2010 Planned Cargo Temp

Vessel Castor Voyager

Voyage No 100 Grade QHD crude Tolerance

Load Port Qin Huang Dao Quantity 85000 MT Pour Point neg 12 deg C

Discharge port Barbers Pt API 16.6 Cloud Point 4 deg C

ETD Load Port 01-Aug Loaded Temp 57 deg C

ETA Disch Port 17-Aug Carriage Temp 55 deg C Discharge Temp 62 deg C

Effective

Ambient Temp

Planned Cargo

Temp FO Cons MT

Recom.

Condensate

Temp C

Boiler

Load%

Steam

Output

kg/hr

Boiler

Effeciency

%

Date Total Hrs From - To

1-Aug 32 57.02-Aug 32 56.0

3-Aug 33 56.0

4-Aug 32 55.0 12 4th/12:00 - 4th/24:00 9.5 50 45 11300 85

5-Aug 33 56.0 20 5th/00:00 - 5th/20:00 21.0 50 50 12500 85

6-Aug 32 57.0

7-Aug 33 56.0

8-Aug 32 55.0 12 8th/12:00 - 8th/24:00 10.0 50 48 12000 85

9-Aug 31 56.0 24 9th/00:00 - 9th/24:00 20.0 50 48 11800 85

10-Aug 30 57.0 12 10th/00:00 - 10th/12:00 21.0 50 50 12000 85

11-Aug 28 59.0

12-Aug 28 58.0

13-Aug 27 57.0 12 13th/12:00 - 13th/ 24:00 11.0 50 48 11800 85

14-Aug 26 58.0 24 Full day 21.0 55 48 12000 85

15-Aug 26 60.0 24 Full day 20.0 55 50 12200 85

16-Aug 25 61.0 24 Full day 21.0 60 49 12400 8517-Aug 25 62.0 24 Full day 21.0 65 50 12500 85

175.5

Cargo

Recommended Heating Hrs and corresponding Boiler settings

Year 2010

Total FO Cons for Cargo Heating (during sailing)

Heating Schedule

APPENDIX 3

EXAMPLE OF HOW TO USE A SAMPLE HEATING PLAN AND HEATING ABSTRACT

Cargo Heating Plan





0

5

10

15

20

25

FO Cons MT

FO Cons MT

Vessel Castor Voyager

Voyage No 100

Year 2010

Planned Cargo

Temp

Minimum

Cargo Temp

required

Actual Cargo

Temp

Planned FO

cons MT

Actual FO

cons MT

Planned

heating hrs

Actual

heating hrs

Date

1-Aug 57.0 55 58.0

2-Aug 56.0 55 57.0

3-Aug 56.0 55 57.0

4-Aug 55.0 55 56.0 9.5 12

5-Aug 56.0 55 55.0 21.0 20 20 24

6-Aug 57.0 55 56.0 9 12

7-Aug 56.0 55 57.0

8-Aug 55.0 55 57.0 10.0 12

9-Aug 56.0 55 56.0 20.0 24

10-Aug 57.0 55 56.0 21.0 12

11-Aug 59.0 55 55.0 9 12

12-Aug 58.0 55 56.0 20 24

13-Aug 57.0 55 57.0 11.0 20 12 24

14-Aug 58.0 57 58.0 21.0 21 24 24

15-Aug 60.0 58 59.0 20.0 21 24 24

16-Aug 61.0 60 60.0 21.0 21 24 24

17-Aug 62.0 62 62.0 21.0 21 24 24

Heating Abstract





0

5

10

15

20

25

Date

1-Aug

2-Aug

3-Aug

4-Aug

5-Aug

6-Aug

7-Aug

8-Aug

9-Aug

10-Aug

11-Aug

12-Aug

13-Aug

14-Aug

15-Aug

16-Aug

17-Aug

Planned FO cons MT Actual FO cons MT

0

5

10

15

20

25

30

Planned heating hrs Actual heating hrs

50

52

54

56

58

60

62

64

Date 1-Aug 2-Aug 3-Aug 4-Aug 5-Aug 6-Aug 7-Aug 8-Aug 9-Aug10-Aug11-Aug12-Aug13-Aug14-Aug15-Aug16-Aug17-Aug

Planned Cargo Temp Minimum Cargo Temp required Actual Cargo Temp

***





END OF VOYAGE REPORT

VOYAGE # Cargo carried in tons Ave. Speed

25 264999

Load port

discharge port HFO Diesel miles

BALLAST LEG

LOADED LEG

DISCHARGE

TOTAL 1025.6 0 2372

Miles per ton 2.312793

tons to go 5000 miles 2161.889

Tons to go 10,000 miles 4323.777

grams of CO2 per naticle mile 5.081518

grams of CO2 per kilometer 3.157509

Total Average Speed

Tons of fuel used/per tons discharged

HFO

Diesel

FUEL USED



26 263912

Load port


BALLAST LEG

LOADED LEG

DISCHARGE

TOTAL 823 0 3000






Ave. Speed


HFO

Diesel

FUEL USED

APPENDIX 4

OPERATIONAL INDEX CALCULATOR

The images below were taken from an interactive tool (Excel file). To have access to theOperational Index Calculator Worksheet please contact the submitter.







27 243959

Load port


BALLAST LEG

LOADED LEG

DISCHARGE

TOTAL 1893.3 0 4461






Total Ave. Speed


HFO

Diesel

FUEL USED



28 270000

Load port


BALLAST LEG

LOADED LEG

DISCHARGE

TOTAL 1592.45 0 5000






Ave. Speed


HFO

Diesel

FUEL USED







29 279999

Load portdischarge port HFO Diesel miles

BALLAST LEG

LOADED LEG

DISCHARGE

TOTAL 3813.35 45 11854






Ave. Speed


HFO

Diesel

FUEL USED



30 266340

Load port


BALLAST LEGLOADED LEG

DISCHARGE

TOTAL 7136.7 81.9 22932






Ave. Speed

Tons of fuel used/per tons dischargedHFO

Diesel

FUEL USED





MILES PER TON TONS TO GO 5000 MILES TONS TO GO 10000 GRAMS OF CO2 PER NAUTICAL MILE GRAMS OF CO2 PER KILOMETER

VOYAGE

25 2.312792512 2161.888702 4323.777403 5.081518173 3.157509006

26 3.645200486 1371.666667 2743.333333 3.237381147 2.011615383

27 2.356203454 2161.888702 4244.115669 5.418071824 3.366633749

28 3.139816007 1592.45 3184.9 3.67372317 2.28274574629 3.108552847 1608.465497 3216.930994 3.621625663 2.250373856

30 3.213249821 1556.057038 3112.114076 3.682086085 2.287942221

31 3.271596089 1528.306021 3056.612041 4.708024182 2.925430599

32 2.458212491 1102.18712 2204.374241 2.458212491 1.527462426

0

1

2

3

4

5

6

7

8

9

10

25 26 27 28 29 30 31 32 33

Performance Data

MILES PER TON

GRAMS OF CO2 PER NAUTICAL MILE

GRAMS OF CO2 PER KILOMETER

Emissions

(g/tkm) VLCC 11,000 TEU container ship Rail Electric Rail Diesel Heavy Truck Boeing 747-400

Carbon Dioxide (CO2) 3.1575 7.48 18 17 50 552





References: 1. IMO MEPC.1/Circ.681 Dated 17 August 2009

Vessel Data:

SHIP NAME: AQUARIUS VOYAGER

SHIP TONNAGE:

DWT DWT

SUMMER WINTER | TROPICAL 320,821.1 2428.8 | 329212.8

SHIP DIMENSIONS (METERS):

LOA | LBP BEAM | DEPTH 3,000|320,0 60.00|30.5

DRAFT DRAFT

SUMMER WINTER | TROPICAL 22.587 22.117 | 23.057

SHIP OPERATING DATA:

ENGINE TYPE MANUFACTURER DIESEL MAN B&W

MODEL NUMBER HP (NCR) | RPM 6S90MC-C 38,720 | 75.3SPEED LOADED-KTS SPEED BALLAST-KTS 16.5 17.5

PROPELLER TYPE FUEL TYPE FPP HFO

FUEL CONSUMPTION (TONS/DAY)

Simplifying Assumptions (to be confirmed)

Only one auxillary generator runs while underway i = 1

Fully DWT laden voyage at NCR = 75% of MCR in saltw Vref 16.5 knots

No icebreaking features - Fi = 1 Fi = 1

Flat water and no wind - Fw = 1 Fw = 1Capacity is summer deadweight DWT 320,821.1

Only one main engine

No load being generated or taken by shaft generator

NCR is 85% of the 90% MCR so MCR = 1/(0.85*0.90) o 1.307189542

No innovatice energy recover features Feff = 1

Use NCR as Pme

Power of Main Engine HP (NCR) 36000

Power of Main Engine in kW 1 HP = 0.746 kW Pme = 26856 kW

Both ME and AE run on Heavy Fuel Oil (see table) CFme&ae = 3.114400

Specific Fuel Consumption of thSFC of ME SFCme 167 g/kWh Assumed needs confirmat

Power of Auxillary Generator (800 to 900 kW per Cliv Pae 900 kW

Specific Fuel Consumption of thSFC of AE SFCae 167 g/kWh Assumed needs confirmat

Simplified Formula EEDI = [(Pme*Cfme*SFCme)+(PaeCfaeSFCae)]/Capacity*Vref

Results

EEDI= 2.73

Dan's Handy Dandy Spreadhseet for

Calculationing Energy Efficiency Design Index

AT SEA | IN PORT | DISCH. 125 | 8 | 60





Aquarius RPM Speed Fuel Dist miles per days wind force RPM

Ship 63-66 14.25 2106 8003 3.800095 23.4

14. 25 330 900 2. 727273

17 609 2561 4. 205255

939 3461 3. 685836 9. 7

3.466264

ROB 3045 11464 3.76486 33.1

29/11/2010 2816.10 13.62 44830/11/2010 2739.6 14.02 76.50 364 4.75817 4

01/12/2010 2667.2 14.21 72.40 341 4.709945 7

02/ 12/ 2010 2592.9 61. 4 14. 09 74. 3 339 4. 562584

03/12/2010 2518.6 60.5 14.84 74.3 371 4.993271 4

04/12/2010 2448.8 69.8 14.36 69.8 362 5.186246 3

05/ 12/ 2010 2373.7 61. 4 14. 37 75. 1 361 4. 806924

06/12/2010 2301 60.7 14.36 72.7 341 4.690509 4

07/12/2010 2227 61.5 14.44 74 361 4.878378 4

08/12/2010 2154.1 61.1 14.3 72.9 336 4.609053 3

09/12/2010 2080.2 60.6 14.7 73.9 368 4.979702 5

10/12/2010 2007.1 61.2 14.3 73.1 337 4.610123 5

11/12/2010 1930.7 61.6 14.3 76.4 366 4.790576 6

12/12/2010 1860.7 60.7 14.4 70 356 5.085714 5

13/ 12/ 2010 1790.3 61. 1 14. 88 70. 4 357 5. 071023

14/12/2010 1708.5 63 14.51 81.8 395 4.828851 3

15/12/2010 1632.1 63 14.58 76.4 377 4.934555 3

16/12/2010

17/12/2010 1487.8 62.7 14.73 72.15 388 5.377685 3

18/12/2010 1404.8 61.6 14.76 83 369 4.445783 3

19/12/2010 1319.4 63.8 14.8 85.4 375 4.391101 2

20/12/2010

21/12/2010 1258 16.65 61.4 283

Total 1558.10

7992 5.129324

22/12/2010 3700.6 Departure Singapore

23/12/2010 3644.5 60 15. 5 56.1 286 5.098039

24/ 12/ 2010 3569.4 61. 5 15. 69 75. 1 395 5. 259654

25/ 12/ 2010 3497.8 60. 3 15. 33 60. 3 352 5. 837479

26/12/2010 3438 7 hours stopped for economizer cleaning

26/12/2010 3438 62. 1 15.31 62.1 294 4.7343

27/ 12/ 2010 3367.2 60. 9 15. 66 60. 9 357 5. 862069

28/12/2010 3290 61.2 15.38 77.2 386 5.000 3

29/ 12/ 2010 3217.1 61. 4 15. 28 72. 9 352 4. 828532

30/ 12/ 2010 3144.6 60. 9 15. 21 72. 5 365 5. 034483

31/12/2010 3068.9 61 14.96 61 374 6.131148

01/ 01/ 2011 3016.9 14. 94 52 254 4. 884615 A rri val Fuj ai rah

01/01/2011 3014.4 Departure

01/01/2010 3001.4 56.3 17 13 80 6.153846

02/01/2010 2898.8 68.4 15.96 102.6 394 3.840156

02/01/2010 2870.4 16.46 28.4 107 3.767606 Arrival Mina Saud(Kuwait )

04/01/2010 in port Departure towards Jabal Dhanna(UAE

05/01/2010 2837.9

06/01/2010 2804.9 62.2 16 33 152

07/ 01/ 2010 2737.1 14. 69 100. 8 310 3. 075397 J UA YMA H

08/01/2010 2720.6 14.81 16.5 16.5 JEBEL DHANNA

09/01/2010 944.4 4474.5 4.964809

10/01/2010 4.737929

11/01/2010

12/01/2010

13/01/2010

14/01/201015/01/2010 2602.8 Depart Juaymah

15/ 01/ 2011 2577.3 64. 6 14. 44 25. 5 91 3. 568627

16/01/2011 2474.6 64.6 14.81 102.7 343 3.339825

17/01/2011 2382 2.05373636

18/01/2011 2280.4 69.3 15.05 101.6 372 3.661417

19/01/2011 2180 71 15. 1 100.4 352 3.505976

20/ 01/ 2011 1975.3 69. 3 15. 43 204. 7 355 3. 46849

21/01/2011 1864.4 71.7 15.21 110.9 364 3.282236

22/01/2011 1754.3 73.3 15.17 110.1 341 3.097184

23/ 01/ 2011 1646.1 70. 7 15. 14 108. 2 359 3. 31793

24/ 01/ 2011 1553.3 67. 4 15. 11 92. 8 341 3. 405211

25/01/2011 1543.8 12.8 9.5 32 Arrived

2855.2 11899 3.405211

4.167484

3799.6 16373.5 4.309269

***





APPENDIX 5

GPS LOG FUNCTION

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Documents

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