M/Y E&E SUPERYACHT MANAGEMENT LTD Guidance for the development of a SEEMP; MEPC.1/Circ.683 MEPC...

M/Y E&E SUPERYACHT MANAGEMENT LTD

Ship Energy Efficiency Management Plan (Revision No: 00/2013)

Prepared by: GES Marine Engineering & Consultancy - www.gesmarine.com

INDEX

1 GENERAL ....................................................................................................................... 5

1.1 PURPOSE .......................................................................................................... 6

1.2 REFERENCE DOCUMENTS ............................................................................. 6

1.3 DEFINITIONS .................................................................................................... 6

1.3.1 SEEMP ................................................................................................... 6

1.3.2 International Energy Efficiency Certificate (IEEC) .................................. 6

1.3.3 Energy Efficiency Operational Indicator (EEOI) ..................................... 6

1.4 HUMAN RESOURCES AND RESPONSIBILITIES ........................................... 7

1.5 PLANNING ......................................................................................................... 7

1.5.1 Yacht’s Specific Measures .................................................................... 8

1.5.2 Company Specific Measures ................................................................. 8

1.5.3 Training and Familirization .................................................................... 9

1.5.4 Goal Setting ......................................................................................... 10

1.6 IMPLEMENTATION ......................................................................................... 10

1.7 MONITORING / EEOI ...................................................................................... 11

1.7.1 Monitoring ............................................................................................ 11

1.8 SELF EVALUATION AND IMPROVEMENT ................................................... 11

2 PLANNING .................................................................................................................. 14

2.1 YACHT’S SPECIFIC MEASURES .................................................................. 14

2.1.1 Fuel-Efficient Operations ..................................................................... 14

2.1.2 Weather Routing .................................................................................. 14

2.1.3 Speed Optimization ............................................................................. 14

2.1.4 Voyage Planning Optimization ............................................................ 15

2.1.5 Heading Control, Auto Pilot System And Stabilizer Optimization ....... 15

2.1.6 Onboard Bunker Management ............................................................ 16




2.1.7 Power Generation ................................................................................ 17

2.1.8 Optimization of HVAC System Usage ................................................. 18

2.1.9 Optimization of Fresh Water Consumption ......................................... 19

2.1.10 Marina and Anchorage Situations ....................................................... 19

2.1.11 Crew Familiarization On Energy Efficiency Awareness ...................... 20

2.1 COMPANY SPECIFIC MEASURES ............................................................... 21

2.2.1 Cooperation Between Charterer (Guests) And Owner ....................... 21

2.2.2 Owners And Charterers Agree a Speed Adjustment .......................... 21

2.2.3 Technical and Maintenance Improvement Measures ......................... 21

3 IMPLEMENTATION ..................................................................................................... 24

3.1 SPEED OPTIMIZATION .................................................................................. 24

3.2 VOYAGE PLANNING OPTIMIZATION ........................................................... 24

3.3 MAIN ENGINE AND GENERATOR LOAD AND

ELECTRIC DEMAND OPTIMIZATION ........................................................... 25

3.4 OPTIMIZATION OF HVAC SYSTEM DELIVERY POWER ............................ 26

3.5 HULL CLEANING AND HULL COATING SYSTEM ....................................... 26

3.6 CREW TRAINING ON ENERGY EFFICIENCY AWARENESS ..................... 27

4 MONITORING ............................................................................................................. 29

4.1 GENERAL ........................................................................................................ 29

4.2 DEFINITIONS .................................................................................................. 29

4.3 FORMULA ....................................................................................................... 29

4.4 SAMPLE CALCULATIONS ............................................................................. 31

4.4.1 Basic data for model calculation .......................................................... 31

4.4.2 Sample calculations ............................................................................. 31

4.5 GOALS ............................................................................................................. 32

4.6 PERSON RESPONSIBLE FOR THE MONITORING ..................................... 32




5 SELF EVALUATION AND IMPROVEMENT ............................................................... 34

5.1 PURPOSE ....................................................................................................... 34

5.2 PROCEDURES ............................................................................................... 34

5.3 SAMPLE EVALUATION FOR 2013 ................................................................ 34

NOTES




- GENERAL -




1. GENERAL

1.1 PURPOSE

The purpose of the Ship Energy Efficiency Management Plan (SEEMP) is to

establish a mechanism for SUPERYACHT MANAGEMENT LTD. to improve the

energy efficiency of a yacht's operation.

Superyacht Management Ltd.’s commitment to protect people and the environment

by tracking and analyzing energy consumption on yachts, using lessons learned and

best practices, to improve energy efficiency while reducing emissions.

As our Company Policy that our yacht(s) are always operated and marine operations

conducted as efficiently as possible, consistent with safe and reliable operations.

Increased energy efficiency remains the cheapest and most abundant form of new

energy available today. SEEMP lays the foundation to put processes in place to

optimize operational processes and improve profitability through the efficient use of

people and assets. It is a resource guide for all personnel to increase energy

efficiency in yacht’s systems and operational processes.

1.2 REFERENCE DOCUMENTS

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

intermediate 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 Management System.

The reference documentation for this SEEMP is “The Report of International Maritime

Organization (IMO) Marine Environment Protection Committee (MEPC) Session

63/Agenda 23 ANNEX-9 Resolution MEPC.213(63)”.

Operational procedures and recommendations are based on:

IMO Guidance for the development of a SEEMP; MEPC.1/Circ.683

MEPC Guidelines for voluntary use of the EEOI

Maritime Industry (Air Pollution from Ships, MARPOL Annex VI and other issues)

Shipping, World Trade and Reduction of CO2 Emissions, United Nations Framework

Convention on Climate Change (COP16) – IMO/ MEPC




1.3 DEFINITIONS

1.3.1 SEEMP

The Ship Energy Efficiency Management Plan (SEEMP) is a management plan

designed to improve the ship energy efficiency by implementing operational or

technical measures such as but not limited to speed optimization, weather routing,

propeller polishing, and other Energy Saving Devices.

The SEEMP should be developed as a ship-specific plan by the company. It seeks to

improve a ship's energy efficiency through four steps:

• planning

• implementation

• monitoring

• self-evaluation and improvement

These components play a critical role in the continuous cycle to improve ship energy

management. At each iteration of the cycle, some elements of the SEEMP will

necessarily change while others may remain as before.

1.3.2 International Energy Efficiency Certificate (IEEC)

The International Energy Efficiency Certificate is defined in Appendix VIII of the IMO

Resolution MEPC 203.(62). It includes in particular the requirement for the SEEMP

for all existing and new ships above 400 GT. The SEEMP is listed in the “record of

construction relating to energy efficiency” attached to the International Energy

Efficiency Certificate.

Its presence onboard is to be verified at intermediate and renewal surveys required

under existing MARPOL Annex VI for the International Air Pollution Prevention

Certificate (IAPP).

The certificate is to be issued or endorsed either by the Administration or a

Recognised Organization.

1.3.3 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/passenger 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 Guidelines 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.

The EEOI for a given voyage is designated as:

1.4 HUMAN RESOURCES AND RESPONSIBILITIES

Captain has the overriding authority and ultimate responsibility to decide about

procedures and equipment to be used on board and suitable for energy efficient

operation.

He may delegate the organization and documentation of SEEMP to one of his

Officers (i.e. First Officer/Engineer) who acts as the Energy Efficiency Manager on

board.

The Operation Manager of Company has the final authority to formulate goals and

measures for improvement of energy efficiency on board the ship.

The company provides all resources to implement and maintain the SEEMP:

Operation Manager is responsible to plan on board energy audits.

The technical superintendent (or Independent Technical Consultant) is carrying out the energy audit on board

Operation Manager, superintendent and master/chief formulate ship specific measures, control their implementation and documentation

The company is setting yacht’s specific measures in force

Captain is responsible for energy efficiency familiarization on board

Engineer is responsible for monitoring of yacht’s energy efficiency and documentation

1.5 PLANNING

According MEPC.1 Circ 683, the planning primarily determines both the current

status of ship energy usage and the expected improvement of ship energy efficiency.




1.5.1 Y h ’ specific measures

The planning has to identify specific measures for the yacht to improve energy

efficiency.

These options to improve energy are speed optimization, weather routing, hull

maintenance, etc. of the actions to be taken onboard.

Identified energy-saving measures which have been undertaken and their

effectiveness depend on what measures can be useful adopted to further improve

the energy efficiency of the yacht. Not all measures can be applied every time and to

be approved regularly at least annually or in case of change of charterer.

The company has formulated in Chapter ‘Yacht’s energy efficiency measures’ all

measures are in force with:

Planning

Implementation

Monitoring

Self-Evaluation & Improvement

1.5.2 Company specific measures

The yacht’s operation as result of cooperation of many parties like yacht repair yards,

yacht-owner, operator, charterers, marinas and traffic management services etc. is

mainly planned in the office with high influence of energy efficiency and liability. In

such cases such coordination or total management is better made by a company

rather than a yacht.

Following aspects to be considered for h ’ operation:

Voyage Performance / Offshore Operations

Voyage planning & execution

Weather routing & sea current

Speed Management

Chartering/contracts

Marina operations

Yacht’s Performance

Hull condition

Propeller condition

Trim & draft

Autopilot & rudder

Appendages & Technical modifications




Fuel Management

Pre-bunkering

During bunkering

Post-bunkering

Main Engines and Generators

Main Engines’ efficiency

Generators’ efficiency & utilization

Consumers

Thruster operations

Ventilation, HVAC, lights

Insulation & energy losses

Water production/consumption

Passenger/guests activities

Crew activities

Management and organization

Strategy & tactical plans

Roles & responsibilities

Culture & awareness

Competence & training

Cooperation & communication

Performance Management

1.5.3 Training and familiarization

Each new crew member and office employee has to be familiarized with the energy

efficiency system of our company. Depending of rank, responsibility and authority the

familiarization is particularly different and included in the familiarization form

accordingly.

On board training concerning energy efficiency should comprise at least an annual

meeting of entire crew with aim to keep sensibility for this topic on highest level as

possible.

Each crew member gets information to be able to understand specific yacht's

operations and interactions with equipment of high potential to waste or save energy.

A key component of yacht familiarization process is a regularly (i.e. annual)

discussion on energy conversation and consumption.




As part the of initial yacht familiarization, each person should have an understanding

of the specific yacht 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 have the potential to save a lot of electricity. For

instance, switching lights, television sets, hot water boilers and forced draft fans off

have a great potential for saving energy.

A list of energy best practices is developed and handed over during familiarization on

what the major onboard consumers are and what can be done to save energy.

1.5.4 Goal setting

The purpose of goal setting according MEPC.1 Circ 683 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. Whatever the goal is, the goal should be measurable and easy to

understand.

The company will precise goals for the yacht in intervals not exceeding 12 months as

reasonable. Our company energy efficiency policy and goals can only be published

by the management by means of formless statement.

Besides natural efforts during daily operation of yacht the goal setting will only be

used in case of separate, specified third party request concerning energy efficiency

improvement (national or charter requirements, etc.)

The goal setting of the yacht and evaluation is part of the Management Review.

1.6 IMPLEMENTATION

The SEEMP describes how existing or new measures should be implemented and

who the responsible person(s) is.

Record-keeping for measurements and the control for self-evaluation has to be done

with the form system of SEEMP. If any identified measure cannot be implemented for

any reason(s), the reason(s) should be recorded, too.

The controlling of measures on board is recorded by Form EEM (Energy Efficiency

Management) Measures Voyage The controlling of long term measures planned by

company is recorded by EEM Self-Evaluation Form.




1.7 MONITORING / EEOI

1.7.1 Monitoring:

Should be binding and applicable to the yacht

Should be practical, transparent, fraud-free and easy to administer by authority

Should enable compliance to be demonstrated through proper monitoring

Should ensure certainty and predictability

The monitoring of energy efficiency standard in our company is made by EEOI. Consensus is that the EEOI is not mandatory, but recommendatory in nature, and this does not mean that it will not be made mandatory in future.

In order to establish the EEOI, the following procedure to be in force:

1. Define the period for which the EEOI is calculated;

2. Define data sources for data collection;

3. Collect data;

4. Convert data to appropriate format; and

5. Calculate EEOI.

Ferry voyages, as well as voyages which are not used for carrying

passengers/guests, such as voyage for docking service, to be also included.

Voyages for the purpose of securing the safety of a ship or saving life at sea to be

excluded.

1.8 SELF-EVALUATION AND IMPROVEMENT

The evaluation is based on SEEMP form system to be filled during yacht’s operation

and reviewed from yacht’s staff and technical/operation department in the office. At

least once a year the management has to decide what types of measures can/cannot

function effectively and how and/or what are the reason(s).

An onboard energy audit is an independent survey and assessment of the overall

energy consumption and efficiency of each main electrical consumer.

These surveys and assessments are part of periodical survey by superintendent (or

independent technical consultants) with focus of energy loss, energy optimizing,

energy measures and goal setting and control. The documentation is part of

superintendent’s report.




The internal verification on board will have at least following items:

The Energy Management Policy is well implemented

The crew demonstrates effective onboard implementation of SEEMP

Voyage management including appropriate measurement and reporting requirements.

Efficient use of energy and yacht’s optimizations including appropriate measurement and reporting requirements.

Procedures are in place for measurement and monitoring of overall fuel consumption.

All fuel is purchased against a defined specification.




- PLANNING -




2. PLANNING

2.1 YA H ’S SP M AS R S

2.1.1 FUEL-EFFICIENT OPERATIONS

Strategy of SEEMP is to achieve maximum fuel efficiency while maintaining

organizational effectiveness. The plan focuses on systems and processes with

highest energy conservation potential and implements procedures without placing

unnecessary burdens on ship management.

2.1.2 WEATHER ROUTING

Weather Routing allows the Master to plan routes, when possible, to take advantage

of favorable weather and avoid adverse weather to obtain the best performance in

speed or consumption. Weather routing has a high potential for efficiency savings on

specific routes.

Significant savings can be achieved, but conversely weather routing may also

increase fuel consumption for a given voyage. Efficient weather routing helps the

Master to improve the performance, scheduling, fuel consumption, and to some

extent safety of a ship.

The company is today using weather forecast systems/charts and leave to the Master

to decide the most appropriate route for avoiding bad weather. The main reason to

avoid bad condition is to reduce the full consumption.




For all those reasons, weather routing is a winning option and will be considered for

adoption by the Company.

2.1.3 SPEED OPTIMIZATION

Generally, even a small decrease of speed will have a significant effect in the

decrease of emissions. Also, a gradual increase in speed when leaving a marina or

estuary whilst keeping the engine load within certain limits may help to optimize fuel

consumption.

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 charterer/passengers.

The following procedures should be considered in the application of the Speed

Optimization measure:

• Most Economical Speed is the minimum speed that the yacht can operate at on a

continuous basis, where there are sufficient engines loads for continuous economic

mode running.

• Adjust speed for timed arrival is adjusting the engine load closest to most

economical speed in order to arrive marina/anchorage area to or at a specific time.

By maintaining appropriate speed control in voyage planning, all parties (yacht’s

operator and charterer) involved ensuring that yacht arrives at its destination as

efficiently as possible.

2.1.4 VOYAGE PLANNING OPTIMIZATION

An efficient voyage planning application enables Master to make decision taking into

account weather forecast, sea conditions, currents and most appropriate proprieties

from the Company to make passengers get pleasure in due time with sufficient per

warning.

2.1.5 HEADING CONTROL, AUTO PILOT SYSTEM AND STABILIZER

OPTIMIZATION

Better course control through less frequent and smaller corrections will minimize

losses due to rudder resistance.

The yacht has an Auto-Pilot system. At certain stages of the voyage the system may

have to be deactivated or very carefully adjusted, i.e. heavy weather and approaches




to ports. During approaches to marinas and anchorage areas the autopilot cannot

always be used efficiently as the rudder has to respond quickly to given commands.

Consideration may be given to the retrofitting of improved rudder blade design (e.g.,

‘twist-flow’ rudder), and hence reduce fuel consumption.

The yacht has an electro-hydraulic controlled stabilizer system. During sailing,

stabilizer wings are automatically controlled by its own command unit. Stabilizer

function should periodically be checked whether if its operating range is normal or

not. Because, if wings open too much, it will create an excessive resistance against

sea water. Therefore, it will be conclused with excessive fuel consumption. Captain

and Engineer must be aware of this case and must periodically check the unit’s

parameters and its functionality.

2.1.6 ONBOARD BUNKER MANAGEMENT

Managing bunkers is important in improving reliability and reducing the chances of

incompatible fuel related incidences. Our crew is familiar with specification of fuel and

bunker routines to prevent such incidents.

Before ordering bunkers, Captain/Engineer should calculate the expected bunker

consumption and verify the amount with the operation department.

As a minimum, the yacht should have enough fuel onboard to complete the current

voyage.

Incompatible fuel is the most common problem with the incompatible fuel leading to

clogged filters and in the worst case scenario, engine shut down.




2.1.7 POWER GENERATION

The generation and consumption of power onboard represents an opportunity to

save fuel and minimize running hours on the power generators. Our yacht’s crew

conscious the high electrical consumers and try to reduce their use as much as

possible or operate this equipment when additional generating capacity is required

for other uses.

Diesel Generator sets are much more efficient when working at high load factors than

when at part loads. For the best consumption results the minimum number of sets

should be operated at the highest load factor possible from the safety aspect.

Low load increases the risk of turbine fouling with a further impact on fuel

consumption.

Correct timing for changing the number of generating sets is a critical factor in

consumption in diesel electric and auxiliary power installations.

Best Practices

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

Yacht to have a meeting to discuss the impacts of running various pieces of machinery and efficient use

Maximize Generator load when possible to run on one generator when safe to do so

Switch off lights in unused spaces in accommodation

Try to minimize use of washing machines and driers with only one or two items




2.1.8 OPTIMIZATION OF HVAC SYSTEM USAGE

HVAC (heating, ventilation and air-conditioning) is the one of the main energy

consumers onboard. The HVAC systems consist of the chillers, heaters, pumps,

fans, fan coils and cabin units. All these systems are interlinked in the duct or pipe

system, and they affect each other.

Frequency controlled fans allows considerable energy savings. AC drives provide

variable frequency power supply to the motors allowing the speed of the motors to be

controlled in direct relation to the frequency. The ability to control the speed of the

motors gives several benefits and saving electrical energy compared to conventional

methods of process control is typically 20-50 %.

The Engine Room Fan Controller System provides the most energy savings for the

engine room ventilation.

Besides, the accommodation area 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 conditioning system or heating system. Untreated

windows will allow about 20 times more heat into a space than an equal amount of

insulated wall space.

Open or closed window blinds can have a big effect on the heat losses through the

accommodation windows. Personnel on board can limit the consumption by keeping

the blinds closed when sun light is not needed or the space is unoccupied.

Regular inspections of the entire refrigerant systems onboard shall reduce leaks and

improve system efficiency.

As far as operation of existing systems is concerned, maintenance of the HVAC

(chiller) system is of utmost importance for its efficient operation. Furthermore,

specific adjustments can be made to the thermostats for temperatures that are both

comfortable for the crew but also energy conserving. Crew and guests should

periodically be informed that all air conditioner/fan unit thermostats in cabins/areas to

be kept at their original/most efficient position.




2.1.9 OPTIMIZATION OF FRESH WATER CONSUMPTION

The generation and consumption of fresh water onboard has also major importance

to save fuel and minimize running hours on the diesel generators.

Fresh water is consumed not only for passengers/crewmembers usage but also for

cleaning of yacht. Daily or periodical washing process by crew to clean up salts on

yacht’s freebord and superstructure is resulted with significant fresh water

consumption.

In order to keep the water amount in fresh water tanks at certain and safe level, fresh

water generators to be started and therefore this will create an additional electricity

load on power generators which, in conclusion, creates more CO2 emmisions.

Our yacht’s crew are always aware of how efficiently consuming of fresh water and

each new crewmember to be familiarized to not use excessive water during their

routine works.

2.1.10 MARINA AND ANCHORAGE SITUATIONS

Stand-by (in marina or at anchorage) congestion has two impacts on CO2 emissions

and fuel use.

First, while waiting to enter a congested marina or at an anchorage area, yacht must

keep auxiliary engines running to provide power for hostelling and heating or cooling

of accommodaiton.

Second, yacht waiting to enter a marina could have sailed slower if been informed

about marina congestion in advance.

The use of shore side electricity has to be preferred. Our yacht has its own shore

converter and is always available for shore power.

MINIMIZE THE WATER

CONSUMPTION

ONBOARD!




2.1.11 CREW FAMILIARIZATION ON ENERGY EFFICIENCY AWARENESS

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.

A full awareness of the reasons for improving efficiency on board as well as an

understanding of the options to be implemented by the company will require training.

Implementing an onboard awareness campaign together with training on the

fundamentals of the Management Plan will ensure the efficiency measures agreed by

the company are successfully implemented. Such training should go hand-in-hand

with crew familiarization of the yacht's measurement and monitoring systems to

ensure there is a full understanding of the instrument dials and recorded readings.

Crew must be able to determine when scenarios arise in which action is required.

This will require an understanding of the engine shop and sea trial reports for

comparison with readings from monitoring and measuring equipment.

Captain and Engineer as well as operational/technical department of Company

should be consulted to determine the action to be taken in the case of variations or

differences in the readings.




2.2 COMPANY SPECIFIC MEASURES

2.2.1 COOPERATION BETWEEN CHARTERER (GUESTS) AND OWNER

There is a good cooperation between the charterers and the owner. Our operation

department always in touch with the charterers in order to prevent time loss, extra

delays, insufficient fuel oil, reducing the fuel oil consumption etc.

2.2.10 OWNERS AND CHARTERERS AGREE A SPEED ADJUSTMENT

Safe/Efficient speed adjustment agreed between the owner and charterers.

2.2.11 TECHNICAL AND MAINTENANCE IMPROVEMENT MEASURES

Propeller/propulsion system upgrades

Our technical department always searching for the new engine modes and propeller

systems in order to reduce fuel-oil consumption resulting with the less CO2

emissions.

Propeller And Hull Inspection

Yacht bottoms not protected by anti-fouling systems may gather 100-200 kg of

fouling per square meter in less than a year of being at sea. Just a small amount of

fouling can lead to an increase of fuel consumption of up to 30-40%, and possibly as

much as 50%, since the resistance to movement will be increased. A clean yacht can

sail faster and use less energy.




Yacht resistance is improved by keeping propeller and hull clean. In general, hull and

propeller are cleaned based on condition assessment according class requirements.

Our yacht has an effective Cathelco ICCP and Anti-fouling Systems which provide:

• Direct fuel savings by keeping the hull free of fouling organisms,

• Extended dry-docking interval, when the anti-fouling system provides several years

of use,

• Increased yacht availability - since it does not have to spend so much time in dry

dock.

Monitor the propeller slip and overall efficiency of the yacht to look for possible hull

fouling signs and schedule cleaning ahead of regularly scheduled cleaning. This

performance loss can also be highlighted during the performance trials.

Propeller cleaning may significantly increase fuel efficiency. The simplest form of

maintenance on a propeller is to clean it. Even a 1mm layer of accumulated fouling or

calcium deposits on a propeller will significantly increase its roughness.

The periodicity of drydockings is also very important in managing hull and propeller

cleanliness. Besides, regular in-water inspection of the condition of the hull and

propeller is considered by our operation/technical department.




- IMPLEMENTATION -




3. IMPLEMENTATION

3.1 SPEED OPTIMIZATION

Speed, pitch and fuel consumption will be monitored, optimum speed will be

maintained with communication charterer and the Owner.

When there is no any device installed to measure more effectively the power,

consumed fuel and speed , Captain and Engineer will be in contact continuously to

set the engine load to reach the Owner and charterer requirements.

The following speed data is applicable:

- Maximum Speed: 13,8 knots @ %100 MCR - fully loaded

- Most Economical / Cruising Speed: 11,0 knots @ 75 % MCR – fully loaded

Implementation period 01.01.2013 to 01.01.2015

Control and measurement means Log, propulsion, dedicated consumption recording

Recording means Deck and Engine Log Books and reports

Responsible Personnel Captain, Engineer

3.2 VOYAGE PLANNING OPTIMIZATION

Voyage planning is carried out for each voyage and is the responsibility of the

Captain only. Global ship efficiency is also part of the voyage planning, however,

safety of navigation is the first priority. Records are kept on board.

Our yacht normally is not engaged in regular voyages.

Captain should review the voyage plan continuously according to restrictions of the

straits, marina/anchorage area availability, charter party agreements. When neded,

operation department will instruct and support Captain.


Control and measurement means Voyage Plan Records

Recording means Continuous

Responsible Personnel Captain




3.3 MAIN ENGINE AND GENERATOR LOAD AND ELECTRIC DEMAND OPTIMIZATION

Describe the table of generator usage for different operating profile. Also any applied

measures for optimized operation of specific consumers.

Total Power Management

OPERATIONAL MODE Navigation Power

Consumption Marina/Anchor Power

Consumption

SUMMER (full passenger&crew)

70 kW 55 kW

SUMMER (full crew)

60 kW 50 kW

WINTER (full passenger&crew)

55 kW 45 kW

WINTER (full crew)

45 kW 25 kW

WINTER (minimum crew)

25 kW 10 kW

The yacht’s Generators are operated as follows:

OPERATIONAL MODE At Voyage Marina or

Anchorage Manoeuvring

SUMMER (full passenger&crew)

1 Main Generator 1 Main Generator

or Shore Converter 2 Main

Generators

SUMMER (only crew)

1 Main Generator 1 Main Generator

or Shore Converter 2 Main

Generators

WINTER (full passenger&crew)

1 Main Generator 1 Harbour

Generator or Shore Converter

2 Main Generators

WINTER (only crew)



1 Main Generator

WINTER (minimum crew)



1 Main Generator




The Generator sets are almost operated at their minimum possible efficiency for the

given electrical load. Captain/Engineer will try to use the minimum number of the

diesel engines.

Implementation period Continuous

Control and measurement means Instructions to the all crew

Recording means PMS, E/R record book, Generator Running hours

Responsible Personnel Captain/Engineer

3.4 OPTIMIZATION OF HVAC SYSTEM DELIVERY POWER After discussion with the Captain and the Engineer, it is assessed that the potential power to be saved is much less than expected.


Control and measurement means Keeping all necessary doors closed, running the system most effective internal temperatures.

Recording means Daily check and recording of the return air temperature on Chiller Unit’s panel

Responsible Personnel Captain/Engineer

3.5 HULL CLEANING AND HULL COATING SYSTEM This measure is present here for further consideration by the Company, after a need has been identified. However, consideration shall be put on specificity of some necessary periods of anchoring, which influent the fouling dramatic growing. Thus, by improving the voyage planning, also some positive consequence will impact on hull resistance and efficiency. In conjunction with every propeller polish, the hull is inspected for damage and marine growth. Based on underwater inspection results, if there is significant growth on the hull, an immediate decision to clean the hull will be made. The divers are to compile a detailed report containing the fouling condition details before and after cleaning.

Implementation period Continuous

Control and measurement means Visual inspections and thickness measurements

Recording means Underwater inspection records, hull cleaning records, drydocking records.

Responsible Personnel Captain, Engineer, Technical Department




3.6 CREW TRAINING ON ENERGY EFFICIENCY AWARENESS The crew and Company personnel normally attend an annual internal Company meeting with several topics on Energy Efficiency case. The application of the SEEMP will be included in such meeting. Furthermore, each new crewmember goes through induction training by the Captain. The SEEMP will be included in this induction training. Onboard yacht, every safety meeting, Energy Efficiency discussion is also included.


Control and measurement means SEEMP trainings before joining to all crew and monthly discussion.

Recording means Crew training / meeting records

Responsible Personnel Captain, Engineer, Company Office




- MONITORING -




4. MONITORING (EEOI)

4.1 GENERAL

The EEOI may be used in the absence of any other proposal from the Company.

In order to establish the EEOI, the following main steps will generally be needed:

i. Define the period for which the EEOI is calculated,

ii. Define data sources for data collection,

iii. Collect data,

iv. Convert data to appropriate format,

v. Calculate EEOI,

Ballast voyages (meaning a voyage with fuel and water), as well as voyages which

are not used for voyages with guests, such as voyage for docking service, should

also be included.

Voyages for the purpose of securing the safety of a ship or saving life at sea to be

excluded.

4.2 DEFINITIONS

Fuel consumption: FC, is defined as all fuel consumed at sea and in marina or for a

voyage or other period in question, by main and auxiliary engines.

Distance sailed: The actual distance sailed in nautical miles (deck log-book data) for

the voyage or period in question.

Work done / Mass of Passengers: Metric tonnes (t) of the mass of passengers

carried should be used.

Voyage generally means the period between departures from a marina to departure

from next marina. Alternative definitions of a voyage could also be acceptable.

4.3 FORMULA

According to IMO MEPC.1/Circ.684 (GUIDELINES FOR VOLUNTARY USE OF THE

SHIP ENERGY EFFICIENCY OPERATIONAL INDICATOR (EEOI))

Calculation of EEOI:

EE I FCj CFj j

mcargo D




For our Yacht, the formula can be adapted as:

EE I Fuel consumed during voyage x Fuel to C conversion factor

Gross Tonnage Distance

Calculation of average EEOI:

Average EE I (FCij CFj)ji

(mcargo, i Di)i

f is the fuel type,

i is the voyage number,

FCij is the mass of consumed fuel j at voyage i,

CFj is the fuel mass to CO2 mass conversion factor for fuel j,

mcargo is cargo carried (tonnes) or work done (number of TEU or passengers)

or gross tonnes for passenger ships and

D is the distance in nautical miles corresponding to the cargo/passengers

carried or work done.

The unit of EEOI depends on the measurement of cargo carried or work done, e.g.,

tonnes CO2 / (tonnes x nautical miles), tonnes CO2 / (TEU x nautical miles), tonnes

CO2 / (person x nautical miles) etc.

It should be noted that Average EE I Formula does’nt give a simple average of EE I

among number of voyage i.

Rolling average, when used, can be calculated in a suitable time period, for example

one year closest to the end of a voyage for that period, or number of voyages, for

example six or ten voyages, which are agreed as statistically relevant to the initial

averaging period. The Rolling Average EEOI is then calculated for this period or

number of voyages by Average EEOI Formula above.




4.4 SAMPLE CALCULATIONS

4.4.1 Basic data for model calculation

Fuel mass to CO2 mass conversion factors (CF) is a non-dimensional conversion

factor between fuel consumption and CO2 emission based on carbon content.

Type of fuel Reference Carbon content

CF

(t-CO2/t-Fuel)

1. Diesel/Gas Oil*** ISO 8217 Grades DMX through DMC 0.875 3.206000

2. Light Fuel Oil (LFO)

ISO 8217 Grades RMA through RMD 0.86 3.151040

3. Heavy Fuel Oil (HFO)

ISO 8217 Grades RME through RMK 0.85 3.114400

***Our Yacht uses Diesel Oil (acc. to ISO 8217-2010 and EN 590: 2009 standarts). 4.4.2 Sample Calculations

Voyage-1 Calculations: 1) ISTANBUL-DIDIM, 2) DIDIM-MYKONOS,

3) MYKONOS-PIREAUS, 4) PIREAUS-HYDRA

NAME AND TYPE OF SHIP: M/Y E&E, PASSENGER MOTOR YACHT

Voyage or day (i)

Fuel consumption (FC)

at sea and in port in tonnes

Voyage or time period data

FUEL TYPE

(DIESEL OIL)

Cargo (m) (tonnes or

units):

GROSS TONNAGE

Distance (D)

(nm )

1) İSTANBUL-DİDİM 4,15 487 354,0

2) DİDİM-MYKONOS 1,0 487 93,0

3) MYKONOS-PIREAUS 1,0 487 93,0

4) PIREAUS-HYDRA 0,4 487 37,0

EE I (4, ,0 ,0 0,4) , 0

4 4 4 4 (4 )

EEOIVoyage-1 = 7,47.10-5

tonnes- ( • )




Voyage-2 Calculations: 1) HYDRA-ITEA, 2) ITEA-KEFALLINIA,

3) KEFALLINIA-PIREAUS, 4) PIREAUS-DIDIM

NAME AND TYPE OF SHIP: M/Y E&E, MOTOR YACHT

Voyage or day (i)

Fuel consumption (FC)

at sea and in port in tonnes

Voyage or time period data

FUEL TYPE

(DIESEL OIL)

Cargo (m) (tonnes or

units):

GROSS TONNAGE

Distance (D)

(nm )

1) HYDRA-ITEA 1,0 487 93,0

2) ITEA-KEFALLINIA 1,15 487 100,0

3) KEFALLINIA-PIREAUS 1,65 487 148,0

4) PIREAUS-DIDIM 2,0 487 184,0

EE I ( ,0 , , ,0) , 0

4 4 00 4 4 (4 4)

EEOIVoyage-2 = 7,27.10-5

tonnes- ( • ) 4.5 GOALS EEOI the goal fixed by Superyacht Management Ltd., through monitoring the EEOI of the yacht, is to see an improvement of the main value of the EEOI by 1 % annually, on a regular voyage route basis. Implementation will be reviewed quarterly during management review. Next 6 monthly measurements will be reviewed and updated EEOI will be calculated until 1st January 2014. Once per year, persons in charge of SEEMP will collect and evaluate the results of Energy Efficiency Management on board. Every year new goals will be established according to previous year result and followed with Company objectives and targets. 4.6 PERSON RESPONSIBLE FOR THE MONITORING The EEOI will be calculated at each end of round trip and back. Captain or Engineer will be in charge of the calculation of the EEOI and other records.




- SELF EVALUATION AND

IMPROVEMENT -




5. SELF EVALUATION AND IMPROVEMENT

5.1 PURPOSE The purpose of the Self Evaluation is to evaluate the effectiveness of the planned measures and their implementation; deepen the understanding of yacht’s operational characteristics in order to understand the trend of ship energy efficiency improvement and to develop an improved SEEMP for the next cycle. This is achieved by develop a procedure for self-evaluation of the SEEMP. The self-evaluation is to be assessed periodically. 5.2 PROCEDURES Each year a report will be produced to highlight the EEOI trends and check if the objective set is obtained. 5.3 SAMPLE EVALUATION FOR 2013

No Measure Objective obtained

How Not reached/Why

1 Use of low carbon fuel YES Continuous N/A

2 Speed optimization YES Improving coordination with Operation Dept.

N/A

3 Voyage planning optimization NO

Improving coordination with Operation Dept. And Charterer

Will be implemented after the voyage season beginning

4 Weather Routing NO No weather routing implemented

Will be implemented after the voyage season beginning

5 Heading Control and Stabilizer Optimization

NO In progress Will be in use at the beginning of voyage season

6 Generatorl load and electric demand optimization

YES

Providing by keeping unnecessary electrical equipments switched-off

N/A

7 Optimization of HVAC system delivery power

YES

Keeping doors and openings closed and switching-off non-use cabin fan coils

N/A

8 Hull, propeller cleaning and hull coating system

NO Will be implemented on next dry-dock

2-years of dry-dock period has not been reached yet

9 Propeller/propulsion system upgrades YES Searching for more efficient propeller type

In progress. After collecting of propeller load datas at sea-trials, new propellers will be mounted.

10 Crew Training On Energy Efficiency Awareness

YES

Special meeting isorganised onboard every month. Captain is in charge of the management training.

N/A




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NOTES

M/Y E&E SUPERYACHT MANAGEMENT LTD Guidance for the development of a SEEMP; MEPC.1/Circ.683 MEPC...

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