ISTANBUL

TECHNICAL
UNIVERSITY
MARITIME FACULTY
COMMERCIAL SHIP
MANAGEMENT

LECTURER: ASSOC. PROF. PELİN BOLAT

SPRING TERM OF 2022-2023

MARITIME
ENERGY
MANAGEME
NT
ECE GİZEM AYDOĞAN 130180029
EMRECAN KIVANÇ 130180097
SERRA KÖKEN 130180104
SHIP ENERGY EFFICIENCY MANAGEMENT
PLAN (SEEMP)
The Ship Energy Efficiency Management Plan (SEEMP) establishes a mechanism for the company and a ship to
improve the energy efficiency of ship operations and provides an approach for monitoring ship and fleet efficiency
performance over time.
The main objectives of the SEEMP are to:
• Improve Energy Efficiency and Fuel Management of Ship
Operations
• Reduce CO2 emissions from the Ships managed by the
Company
• Minimize energy waste
• Promote energy efficiency awareness
APPLICATION

The SEEMP is developed as a ship-specific plan through 4 steps: 

SELF-EVALUATION
PLANNING IMPLEMENTATION MONITORING AND
IMPROVEMENT

These components play a critical role in the continuous cycle to improve ship energy management.
 1.1 Ship Specific Measures
  Understanding that the energy efficiency of ship operations
does not necessarily depend on single ship management
1. PLANNING only, the company co-ordinates with many stake holders
including ship repair yards, ship owners, operators,
charterers, etc. to implement the relevant sections of the
SEEMP to the extent practically possible.
1.2 Training

For effective and steady implementation of the adopted measures,

necessary training in improving energy efficiency and environmental
performance shall be imparted to ship and shore based personnel
through shore and on-board training sessions, in house trainings,
pre-joining briefings etc.
1.3 Goal Setting

 Though goal setting is not a regulatory requirement towards improving the energy efficiency the Company may
set goals in the annual reviews, in the form of a percentage improvement over the previous year’s performance,
which may include though not limited to the following areas:
a) Specific Target of ‘Energy Efficiency Operational Indicator’ (EEOI).

b) Main Engine Fuel Oil - Specific or Average consumption

c) Aux. Engine Fuel Oil - Average consumption

d) Main Engine –Cylinder Oil consumptions – Specific or Average consumptions.

e) Auxiliary Engine system lube oil consumption

f) Benchmarking with sister ships in fleet

 The Ships Master will be responsible for implementation of
the on-board aspects of the SEEMP.

2. IMPLEMENTA The Fleet Manager and Ships Superintendents will be

TION responsible for implementation of shore based aspects of

the SEEMP in co-ordination with owners, agents, charterers,
terminals etc. for optimizing vessel speed and voyage
schedules as far as practically possible.
 Daily Noon reports and other monthly reports from vessel
like ME Performance Report, Aux. Engine Performance
3.  MONITORIN Report, voyage abstract, CMAP performance reports etc.

G shall be utilized by the Technical/Marine Superintendent to

monitor the energy efficiency of the ship in comparison with
the shop trial figures or the set goals.
Annual trend charts may be made for monitoring fuel oil/lube oil consumptions of main and auxiliary
engines. Compliance to the various energy saving procedures shall also be verified by the Internal
Auditors/Superintendents during ship visits.
 The EEDI for new ships is the most important technical
measure and aims at promoting the use of more energy
efficient equipment and engines. The EEDI requires a
minimum energy efficiency level per capacity mile for
different ship type and size segments.
-EEDI- The EEDI provides a specific figure for an individual ship
ENERGY design, expressed in grams of CO2 per ship's capacity-mile

EFFICIENCY and is calculated by a formula based on the technical design

parameters for a given ship.
DESIGN INDEX
CO2 emission
EEDI=
Transport Work
 The main tool used for monitoring energy efficiency of the s
hip will be the Energy Efficiency Operational Indicator (EEOI)
developed by IMO. EEOI is used to determine a baseline for
the vessel and thus monitor the effectiveness of

-EEOI- the various energy
onboard.
efficiency programs implemented

ENERGY The period of data collection from the Company Vessels shall

EFFICIENCY be minimum one year to establish average EEOI. The records

should include,
OPERATIONAL - Distance travelled

INDICATOR - Quantity of the Fuel used,

- Type of the Fuel used,

- Emitted Carbon dioxide,

- Cargo amount
EEOI is a measure of the energy efficiency of a vessel expressed in terms of tonnes of CO2 emitted in transporting a
tonne of cargo one nautical mile over either a given period of time and could be monitored from CMAP
Environmental Performance Reports.

The EEOI which is directly proportional to the fuel consumed is calculated based on the type and quantity of fuel
consumed, using the IMO formula given in MEPC.1/Circ. 684 as below.

The unit of EEOI value is tonnes CO2/(ton-nautical miles)

Fuel consumed (tonnes) x Fuel to CO2 conversion factor(CF)

EEOI=
Mass of cargo carried (tonnes) x distance moved (nautical miles)
  Master should review the SEEMP annually with senior
officers and record review data under PMS system yearly
basis standard job “SEEMP Annual Review”.

4. SELF- SEEMP annual review should contain:

EVALUATIO − Effectiveness and crew awereness on implementation of

planned measures

N AND − Comparing the last two years EEOI annual values of the
vessel from last two annual management review reports
IMPROVEM for controling EEOI reduction target is provided.

ENT − Comparing the EEOI results from last annual management

review report with sister vessels in the fleet.
− Excessive fuel and lub oil consumption reasons if exists.
− Analyze above measures and suggest improvement
plans for the next cycle.
BEST MANAGEMENT
PRACTICES FOR
IMPROVING ENERGY
EFFICIENCY
1. FUEL
EFFICIENT
OPERATIONS

In an attempt to minimize consumed energy on

our ships, we feel it is appropriate to address the
possibilities of real saving total fuel consumption
and reduce associated emissions. Increased
energy efficiency remains the cheapest and most
abundant form of new energy available today.
1.1 Improved Voyage Planning

 The optimum route and improved efficiency can be achieved

through the careful planning and execution of voyages as planned or
any changes made thereto and the IMO resolution A. 893(21)
on Guidelines for voyage planning particularly with regard to the
most economical routing considering size and draught without
compromising safety.
1.2 Weather Routing
Weather routing has a high potential for efficiency savings on specific
routes and is commercially available for all ship types for many
trading areas.

Weather routing services, where subscribed, is to be used to

optimize the route a ship takes, given the corresponding weather
conditions. This is particularly effective on transoceanic crossings
where greater options for alternate routings exist. The option allows
the vessel to avoid adverse weather and obtain best performance in
terms of speed or fuel consumption.
1.3 Speed Optimization & Virtual
Arrival
 It is recognized that under many charter parties the speed of the
vessel is determined by the charterer and not the operator. Efforts
shall be made when agreeing charter party terms to encourage the
ship to operate at optimum speed in order to maximize energy
efficiency.
 Speed optimization can produce significant savings. However, optimum
1.3.1 Speed speed means the speed at which the fuel used per tonne mile is at a
Optimization minimum level for that voyage. It does not mean minimum speed; in
fact sailing at less than optimum speed will consume more fuel rather
than less.
 A gradual increase in speed when leaving a
port or estuary whilst keeping the engine load
within certain limits may help reduce fuel
consumption. The relationship between speed
and power is to second power (P α V2) within
low and average speed, while at high speed it is
to the third power (P α V3), and not simply
linear. This is the reason why it takes more
power to increase speed when vessel is
traveling faster. 
 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, resulting in reduced fuel
consumption and emissions but not reduced capacity. By taking
1.3.2 Virtual Arrival advantage of known inefficiencies in the supply chain and reducing
(Just in time) speed when the terminal is not ready to discharge the cargo, fuel can
be saved and emissions reduced. In addition, there are other regional
benefits including reduced port congestion, improved safety, reduced
anchorage congestion and lower emissions in the port area through
discussing with Charterer’s operators when possible.
The importance of involving the Charterer, Agent, Port Traffic Management Services, Ship Owner as well as other
parties as applicable cannot 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 main engine in the most efficient
way. The complexity and the many variables involved will require good communication with the customer.
 Speed order (WSNP)= Weather safe navigation permitting

Full Service Speed = XX RPM's weather neutral (vessels actual speed will
fluctuate basis weather/currents etc.)

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

Proceed basis xx.xx knots = Vessel permitted to adjust RPM's basis WSNP
and min/max rpm's as needed to stay within +/- .5 knots of ordered speed
if there no different order from the Charterers and the operators.

Adjust speed for timed arrival = Adjust RPM's closest to most economical
speed in order to arrive prior to or at a specific time.
 The purpose of the performance trial is to ascertain the consumption
at a given speed so that the predicted consumption can be accurately
estimated for future voyages. The trials can also identify possible
1.3.4 Performance causes of changes in efficiency.

Trials For new builds, indicative fuel consumption is provided for wide speed
range and not just for the contractual point of power/speed. In future,
these trials may be used to schedule propeller cleanings and hull
fouling assessments.
 The daily performance of the vessel during the voyage is tracked with
regard to speed, consumptions etc. on board and in Office from noon
1.3.5 Voyage reports.

Performance Upon completion of the voyage, the technical department will review
Monitoring the voyage abstract to identify abnormal deviations in fuel
consumptions taking into account charter party requirements
and prevailing conditions during the voyage and seek clarifications
from the vessel.
2. OPTIMIZED
SHIP
HANDLING

In an attempt to minimize consumed

energy on our ships, we feel it is
appropriate to address the possibilities
of real saving total fuel consumption
and reduce associated emissions.
Increased energy efficiency remains the
cheapest and most abundant form of
new energy available today.
2.1 Optimized Trim, Draught & Ballast
•  The most optimum draft and trim is dependent on vessel shape,
operating speed, cargo weight and distribution.

• Eg. It is generally better for the Vessels to sail with minimum draft
and slightly trimmed by the bow, to the extent possible. Intact
stability, damage stability, tank arrangements, hull bending and
sheering permissible loads, minimum propeller immersion and vessels
course yawning etc. often limit the ability of the ship to sail in the
most optimum draft and trim.
2.2 Optimized Rudder And Heading Control/Auto-Pilot Function

Minimizing the distance sailed "off track" and optimizing

course control are both effective ways to reduce fuel
consumption and achieve significant fuel savings.

When a vessel sails off track, it may have to make larger

corrections to return to the intended course, which can
increase fuel consumption due to increased rudder resistance
and drag. By minimizing the distance sailed off track, the vessel
can reduce the frequency and magnitude of these corrective
maneuvers, leading to less fuel consumption.
Additionally, frequent and large rudder corrections can also
increase fuel consumption by creating more drag and resistance.
By optimizing course control and making smaller, more frequent
corrections, the vessel can reduce these losses and achieve better
fuel efficiency.

There are several ways to achieve these fuel-saving measures,

including optimizing route planning and making use of up-to-date
weather and oceanographic information to avoid adverse
conditions. Advanced navigation systems and automated controls
can also help to achieve more precise course control and reduce
the need for large rudder corrections.
 3. HULL AND PROPELLER OPTIMIZATION

Hull and propeller optimization plays an important role in enhancing

ship performance and improving fuel efficiency.

Hull optimization is designed to reduce a ship's water resistance and

increase its speed. This involves a range of variables, such as the
shape and size of the hull, surface roughness, dimensional ratios,
waterline length, and other factors related to hull form. Hull
optimization can reduce fuel consumption by increasing a ship's
speed.
Propeller optimization is designed to increase a ship's propulsive power and achieve lower fuel consumption. Factors
such as the shape, size, number, material, and pitch angle of the propeller can affect performance. Propeller
optimization can reduce fuel consumption by providing a more efficient propulsive power.

Hull and propeller optimization can be done using advanced analysis tools. Computer-aided design (CAD) software
can assist in optimizing the hull and propeller of a ship. Additionally, ship performance monitoring systems and
sensors can be used for hull and propeller optimization, allowing ship performance to be continuously monitored and
improved.
 4.1 Main and Aux. Engine Monitoring and
4. Optimization

MACHINERY • The main and auxiliary engines are to be operated and

maintained to the manufacturer’s instructions and the vessels
/EQUIPMENT planned maintenance system. This includes auxiliary
equipment for the ME and GE.
OPTIMIZATION & FUEL • Performance of main and aux. engines are to be monitored

MANAGEMENT on a monthly basis. The use of engine condition monitoring

can be a useful tool to maintain high efficiency.
• The aim is to give a detailed indication of the performance of the engine, to
assess when deterioration of engine condition is occurring. Regular cleaning of
ME-charged air cooler, main sea water cross-over (plus proper setting of MPGS)
are some of the most efficient measures to keep the ME Specific fuel
consumption low. Regular back-flushing (if possible) and cleaning in place of
Central Coolers also considerably helps keeping the vessel less energy greedy.
4.2 Main Engine Cylinder Oil and
Lubrication Control
The controlled reduction in the consumption of specified cylinder oils in
line with the manufacturer’s recommendations for the relevant fuel
quality and Sulphur content can result in cost savings, cleaner engines
and a small reduction in emissions. However, this pre-supposes the
installation of a variable cylinder oil injection system, which will require
precise calibration according to the fuel quality or the maker’s
recommendations.
4.3 Bunker Management and Fuel Quality
As a minimum, vessels should have enough onboard to complete the current voyage
maintaining the minimum safe margin stipulated in the Company ISM Manual and/or
C.P. agreements. The decision to carry excess bunkers above the inventory limit is to be
justified by economic and operational considerations.

Factors that can influence this decision include bunker cost, quality, the absence of
firm orders, and cargo heating requirements. 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. Good onboard bunker fuel management is
essential and the following best practices should be applied as far as practical.
 Treatment of fuel oil is to be carried out in accordance with maker’s
advice so as to ensure optimum performance from the combustion of
4.3.1 Fuel Oil Additives fuel. Various fuel oil additives are available in the market. Addition of
certain additives may improve combustion and overall engine
performance and efficiency.
 4.4 Boiler Performance Management

 When operating boilers, the engineering staff should survey and optimize
boilers parameters according to manufacturer sets and adjustments.

 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, the operator should ensure that they are not started too far in
advance from the time they are needed.

 Vessels should avoid dumping steam to avoid getting alarms throughout the
night.

 Pipe and valve laggings are to be maintained in good order to minimize

thermal losses.
The following points to be considered for boiler performance management;

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 management is essential and the following best practices should be applied as
far as practical.
 In order to reduce fuel consumption and reduce heating costs, the
cargo is to be heated optimally during the passage and prior arrival
taking into account the following considerations:

 Vessel tank configuration;

5. CARGO  Number of heating coils or deck heaters and surface area;

HANDLING  Auxiliary and composite boilers specifications;

 Cargo details including specific heat and pour point. Pour point is
OPTIMIZATI the lowest temperature at which it will pour or flow under

ON prescribed conditions.

 Weather en route including ambient air temperatures;

 Sea water temperatures, wind force, sea and swell;

 Estimated heat loss and drop in temperatures;

To maximize fuel efficiency and control emissions during cargo loading and
discharging, the following aspects should be considered:

1. Proper planning and coordination: Proper planning and coordination between the ship's crew, port operators,
and cargo handlers can help reduce the time spent on cargo operations, minimizing fuel consumption and
emissions.

2. Optimal loading and stowage: Ensuring that cargo is loaded and stowed in an optimal manner can help reduce
the ship's draft and improve stability, resulting in lower fuel consumption and emissions.

3. Minimizing ballast water usage: Ballast water is used to stabilize the ship during cargo operations, but
excessive use can result in higher fuel consumption and emissions. Therefore, efforts should be made to
minimize ballast water usage wherever possible.
4. Using energy-efficient equipment: The use of energy-efficient cargo handling equipment such as cranes, conveyors, and
pumps can help reduce fuel consumption and emissions during cargo operations.

5. Waste management: Proper waste management during cargo operations can help reduce the amount of waste
generated and lower emissions from waste incineration.

6. Monitoring fuel consumption and emissions: Monitoring fuel consumption and emissions during cargo operations can
help identify areas for improvement and ensure that the ship is operating in an environmentally responsible manner. By
considering these aspects, cargo loading and discharging can be carried out in a manner that maximizes fuel efficiency
and controls emissions.
 6.
Many companies in the shipping industry have implemented
APPLICATIONS ship energy management systems to improve their
environmental performance and reduce operating expenses.
THAT COMPANY
CAN MAKE IN These systems typically involve the use of advanced
technologies, such as voyage optimization software, weather
ENERGY routing systems, and onboard monitoring and control
systems.
MANAGEMENT
ON SHIPS
6.1 IMPROVEMENT IN VESSEL
DESIGN
 The hull shape plays a significant role in vessel energy efficiency. A
vessel with a streamlined hull design can reduce drag, leading to
improved fuel efficiency. Designing the hull with optimized waterline
beam, depth, and draft can help to reduce wave-making resistance and
enhance fuel economy.

 Selecting the right propulsion system is critical for energy

management. For vessels operating at lower speeds, electric propulsion
systems can be more efficient than traditional diesel engines.

 An efficient power management system can help to optimize vessel

energy consumption. A power management system can monitor and
control the use of power-consuming equipment, such as lighting, HVAC,
and pumps. It can also optimize the use of available energy sources, such
as solar panels and batteries.
 Incorporating renewable energy sources into vessel design can
also help to optimize energy management. Solar panels can be
installed on the deck to generate electricity, while wind turbines
can be installed on the mast to harness wind energy. These
renewable energy sources can supplement the vessel's primary
power source and reduce overall fuel consumption.

The use of advanced materials, such as lightweight composites,

can also help to optimize vessel energy management. Lighter
vessels require less power to propel and can achieve higher speeds
with less fuel consumption. Using advanced materials can also
reduce maintenance costs and extend the vessel's lifespan.
6.2 MONITOR AND ANALYZE ENERGY CONSUMPTION

 Companies can install monitoring systems to track fuel consumption, electricity usage, and other
energy-related data. This can help identify areas of high energy consumption and provide insights
for optimization.

6.3 IMPLEMENT ENERGY-EFFICIENT TECHNOLOGIES

 Companies can invest in energy-efficient technologies such as LED lighting, waste heat recovery
systems, and advanced power management systems. These technologies can significantly reduce
energy consumption and operating costs.
6.4 IMPROVEMENT IN VOYAGE
PLANNING

The most significant factor affecting the energy management of a

ship is fuel efficiency. The ship's speed and route planning are the
two main factors that impact fuel consumption.

 To optimize fuel efficiency, the ship's speed should be optimized

based on factors such as weather conditions, sea currents, and fuel
consumption rate. Additionally, the most fuel-efficient route should
be chosen while keeping in mind the time required to reach the
destination.

Energy consumption on board can be optimized by ensuring

efficient use of machinery and equipment.
6.5 TRAINING AND AWARENESS

 Companies can train crew members on energy-efficient

practices and promote a culture of energy conservation.
This can include simple practices such as turning off lights
and equipment when not in use, reducing unnecessary
idling, and optimizing engine load.

By implementing these strategies, companies can reduce

energy consumption and operating costs while improving
environmental performance.
7. APPLICATIO
NS THAT The first step in energy management for ships is to conduct an
CREW CAN energy audit. This involves analyzing the ship's energy usage

MAKE IN patterns and identifying areas where energy can be saved. An

energy audit can help you to identify inefficient systems and
ENERGY processes, and to prioritize energy-saving measures.

MANAGEME
NT ON SHIPS
7.1 AIR CONDITION AND REFRIGERATION

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.

Cold rooms, refrigeration plants, insulation of cold room and piping to

be maintained efficiently to avoid running of refrigeration plant for
longer periods.

 All accommodation doors to be properly shut and air tight in order

to prevent outside hot air leaking into accommodation, so that air
conditioning plant can be run at low load to maintain comfortable
cabin temperature.
 All bathrooms and void ducts doors must be closed to minimize the loss
of air conditioning effect and overloading the system. Air conditioning ducts
of common spaces (like recreation rooms) can be kept closed when not in
use.

 Painting of decks in light colors can have a beneficial effect on the AC

load and also helps in minimizing cargo evaporation on gas/tanker vessels.

 Adjustment of air conditioning fresh air intake and recirculation dampers

is to be done for the purpose. Air conditioning compressor to be shut off
when ambient temperature permits.

 Refrigerant gases can leak causing significant impact on total GHG

emissions. Regular inspections of the entire refrigerant systems onboard
can reduce leaks and improve system efficiency.
7.2 LIGHTING

Considerable saving in energy could be achieved by using the lighting on board

effectively. However, care should be taken to avoid the creation of new safety /
security hazards when turning off lighting.

 With a view to minimize power consumption for lighting, lights in all

common places such as recreation room for officers and crew, gymnasium,
cargo control room, ship’s office, pantry, galley, dining halls may be switched off
after use during night and day and specially between 2200 and 0600.

 All cabin lighting including toilet lights to be switched off when not
required.

 Bulbs are to be changed to power saving bulbs such as compact fluorescent

lamps or halogen or sodium vapour lamps to improve luminosity / watt.

 Use high power lights only when it is necessary.

7.3 WORKING IN GALLEY

 Galley hot plates use is to be monitored /

controlled so that hot plates are not kept on
unnecessarily and power is put on according to
actual use period in coordination with galley
department.

 Pressure cookers may be used in galley for

faster cooking.
7.4 SHIPS LAUNDRY EQUIPMENT

 Use of ship’s laundry equipment must be regulated so that sufficient clothes are available for using laundry machine
and it is not used for washing just one or two pieces of clothes.

 Steam to the drier room is to be opened as and when required.

  Use of shore power source for meeting ships power
8. OTHER requirements while in port, where available, which though is

MEASURES generally aimed at improving air quality in the port area, may be
more carbon efficient.
TO  Ensure that all pumps run at the discharge pressure they are
IMPROVE designated for. If the discharge pressure is too low it can be

EMERGENC adjusted by throttling the pressure side. Such adjustment will led to
lower energy consumption, less maintenance and longer pump life.
Y  An air leak often consumes double energy of compressed air tool
EFFICIENCY with the same flow rate.

ON BOARD
 • Zenith company ISM procedures and STI Le Rocher SEEMP
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