Ship Energy EfficiencyManagement Plan

(SEEMP)

Name of the Ship: Meghna PrincessIMO Number: 9050292

Date of Development 25/12/2012Prepared by Mercantile Shipping Lines LtdName Capt. Mohd. Khasru UddinReviewed by Bureau VERITASDate of ReviewImplementation Period From 01/12/2012 to 31/12/2017 Next Evaluation Planned Date 31/12/2017

Company and Ship Names SEEMP Page: 1

CONTENTS :

Part A General Information 31. Introduction 32. Reference Documentation 33. Regulatory Framework 34. Definitions

4.1 SEEMP 34.2 International Energy Efficiency Certificate (IEEC) 44.3 Energy Efficiency Operational Indicator (EEOI) 44.4 Company4.5 Safety Management System4.6 Bulk Carrier4.7 Fuel Consumption4.8 Distance Sailed4.9 Cargo4.10 Cargo Mass Carried or Word Done4.11 Voyage

5. Reference and Guidelines6. Complementary Explanations on this SEEMP7. GlossaryPart B Ship Particulars1. Ship and Company Details2. Description of Ship’s Trade, Routes & Operational Profile3. List of Energy Generators and Consumers OnboardOperational ProfileA. Propulsion

1. Diesel Engine2. Propeller

B. Steam/HeatGeneration

1. Steam/Heat Balance

2. Oil-Fired Boiler3. WHR Boiler

C. ElectricityGeneration

1. Electricity Generator

D. FuelE. Fresh

Water Production

1. Evaporator

2. OtherF. Other Data 1. HVACG. Cargo 1. Hull Description

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Part C Energy Efficiency Management Plan 91. Planning

1.1 Operational Measures1.1.1 Speed Optimization1.1.2 Voyage Planning Optimization1.1.3 Weather Routing1.1.4 Cargo Deloading & Loading Operations1.1.5 Diesel Engine Load and Electric Demand Optimization1.1.6 Use of Waste Heat Recovery Boilers1.1.7 Optimization of HVAC System Delivery Power1.1.8 Heading Control/Auto Pilot Function Optimization1.1.9 Crew Training on Emergency Awareness

1.2 Maintenance Improvement Measures1.2.1 Hull Cleaning and Hull Coating System1.2.2 Propeller Cleaning and Polishing

2. Implementation2.1 Speed Optimization2.2 Voyage Planning Optimization2.3 Weather Routing2.4 Trim and Ballast Optimization2.5 Cargo Deloading and Loading Operations2.6 Diesel Engine Load and Electric Demand Optimization2.7 Use of Waste Heat Recovery Boilers2.8 Optimization of HVAC system delivery power2.9 Hull Cleaning and Hull Coating System2.10 Propeller Cleaning and Polishing2.11 Crew Training on Energy Efficiency Awareness

3 Monitoring3.1 Monitoring Tool (EEOI)3.2 Example of EEOI calculation3.3 Goals3.4 Person Responsible for the monitoring

4 Self Evaluation Procedures & Improvement4.1 Procedures4.2 Evaluation Results

4.2.1 Global Evaluation Results4.2.2 Evaluation Results per Measure

5 Additional Information5.1 Complementary Energy Audit5.2 Main Necessary Data

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Part A: GENERAL INFORMATION

1. INTRODUCTION

The SEEMP was developed through detailed discussion between the member states, and with the advice and assistance of the international shipping industry, through a specialized working group on Greenhouse gas emissions convened by the International Maritime Organization’s (IMO) Marine Environment Protection Committee (MEPC).

Shipboard Energy Efficiency Management Plan (SEEMP) sets up a procedure for Shipping Companies, Owners, Operators and Stake Holders to improve the energy efficiency to operate a vessel.

The Mercantile Shipping Lines Ltd is committing itself to develop and comply the SEEMP to protect the environment by tracking and analyzing energy consumption on operated ship under its ownership or control, using best practices, experience knowledge and technical guidelines to improve the energy efficiency while reducing GHG emissions.

The SEEMP may be included in the company's safety management system because of the systematic overlapping.

2. REFERENCE DOCUMENTATION

To add – a) IMO MEPC.1.Circular 683, b) IMO MEPC.1.Circular 684, c) IMO Resolution MEPC 203(62)

3. REGULATORY FRAMEWORK

3.1 New amendment IMO MARPOL Annex VI Regulation 22

According to the MEPC.203 (62) introducing the amended MARPOL Annex VI, new chapter 4, regulation 22, from01/01/2013 all existing 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.

4. DEFINITIONS

4.1 SEEMPThe 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, optimum trim, propeller polishing,

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.

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4.2 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.T he 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.

4.3 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 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 and the ballast leg if any

The EEOI for a given voyage is designated as:

4.4 Company means the owner of the ship or any other organization of person such as the manager, or the bareboat charterer, who has assumed the responsibility for operation of the ship from the ship owner.

4.5 Safety Management System means a structured and documented system enabling company personnel to implement effectively the company safety and environmental protection policy, as defined in paragraph 1.1 of International Safety Management Code.

4.6 Bulk Carrier means a ship which is intended primarily to carry dry cargo in bulk, including such types as ore carries as defined in SOLAS chapter XII, regulation 1, but excluding combination carries.

4.7 Fuel consumption, FC, is defined as all fuel consumed at sea and in port or for a voyage or period in question, e.g., a day, by main and auxiliary engines including boilers and incinerators.

4.8 Distance sailed means the actual distance sailed in nautical miles (deck log-book data) for the voyage or period in question.

4.9 Cargo includes but not limited to all gas, liquid and solid bulk cargo, general cargo, containerized cargo (including the return of empty units), break bulk, heavy lifts, frozen and chilled goods, timber and forest products, cargo carried on freight vehicles, cars and freight vehicles on ro-ro ferries and passengers (for passenger and ro-ro passenger ships)

4.10 Cargo Mass carried or work done for dry cargo carries, liquid tankers, gas tankers, ro-ro cargo ships and general cargo ships means cargo carried in metric tonnes(t).

4.11 Voyage generally means the period between a departure from a port to the departure from the next port. Alternative definitions of a voyage could also be acceptable.

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5. REFERENCES& GUIDELINES

The SEEMP shall be written following IMO Resolution MEPC.213 (63) as guidance. Providing framework, structure and technical insights. In general, considerations should be given to following procedures and guidances for easier understanding on how to compute a SEEMP:

IMO Guidance for the development of a SEEMP; Best practices from Shipping industry; Lessons learned from experience in operating ships; Industry Guide for Energy Efficiency Management Plan when existing.

6. COMPLEMENTARY EXPLANATIONS ON THIS SEEMP

For every measure included in this plan the following are provided: Description: General information about the nature of the measure and the benefits

that are expected from its application. Implementation: The method by which the measure is applied by the

vessel/company Recording means: Company documents used for record keeping related to the

measure application Implementation date Responsible personnel

7. GLOSSARY

Term Definition

EEDI Energy Efficiency Design Index

EEOI Energy Efficiency Operational Indicator

IEEC International Energy Efficiency Certificate

IMO International Maritime Organization

ISM International Safety Management (code)

MEPC Marine Environmental Protection Committee

SMS Safety Management System

Verifier Flag administration or recognized organization duly authorized to conduct the survey and certification of the IEEC

Part B: SHIP PARTICULARS

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1. SHIP AND COMPANY DETAILS

Ship Name Ship Type (as per IMO) IMO NumberClassification Society Port of Registry Ship ManagerDeadweight Cargo capacity (m3),capacity of Cargo HoldPropulsion installed powerMain type of fuel used for propulsionAuxiliaries installed power for cargoAuxiliaries installed power for accommodation

2. DESCRIPTION OF SHIP’STRADE, ROUTES & OPERATIONNAL PROFILE

The ship is use for (description of the trade) trading, normally from Fareast to Southeast Asia. About 1 trip is engaged per month.

3. LIST OF ENERGY GENERATORS AND CONSUMERS ON BOARD

The general information shall contain:

Ship Type Bulk carrier

Propulsion typeElectrical power generation Fuel type HFO, RMG-180, MGO/MDOPMS (power management system) -Fresh water generationSteam (or thermal oil heat) generation

Arrangements for waste heat recoveryOperating profile of the ship

More precisely, for each component of the ship, the following information is required when relevant for the SEEMP of the ship:

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Operational profileCurves of profile : ☐Average environmental conditions; air temperature and sea water temperature

Propulsion

Diesel engine

1. ☐ Manufacturer (reference, MCR power…)Heat balance of the engine including curves:

2. ☑Power calculation & including curve (M/E Perton curve)

3. ☑ Load indicator x Engine speed (rpm) vs. Engine output

Propeller

☐Propeller KT(J) & KQ(J) curve☑ Propeller diameter (6000 mm)☑ Propeller balance

Propeller curve See annex

Steam/heat generation

Steam/heat balance

☐Steam/heat balance

Oil-fired boiler☐ Manufacturer (reference)☑ Maximum steam mass flow – 2000 kg/hrs☑ Fuel consumption vs. steam output (performance curve)

WHR boiler☐ Manufacturer (reference)☐

Electricity generation

Electrical balance ☑Electrical balance Diesel generator ☐ Manufacturer (reference, rotational speed, MCR power)

Heat balance of the engine including curves:

Fuel☐ Type of fuel (MGO)☐ Density of fuel (0.87)☐ % sulphur of fuel (3.5%)

Fresh water production

Evaporator☐ Manufacturer (reference)☑ Evaporator maximum capacity (40 Tons / Day 24)☑ Other information of F.W. GEN.

Other☐ Fresh water tank maximum capacity (440 m3)☐ Management of fresh water production (low/high limits, no production at port…)

HVAC ☐ Power( cooling/electric/steam) vs temperature

Exchanger Environment☐ Water density ☐ Calm sea factor☐ Sea margin

Cargo Hull Description Single Hull

PLEASE CHECK THE MAIN ENGINE PDF FILE

MAIN ENGINE.pdf

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Part C: ENERGY EFFICIENCY MANAGEMENT PLAN

1. PLANNING

List specific measures to improve ship efficiency, depending on the ship type, cargoes, trade routes, etc. (speed optimization/ reduction), weather routing, hull maintenance, etc.)

Determine the current status of energy usage onboard the ship Identify energy-saving measures and determine their effectiveness Adopt measures to further improve the energy efficiency of the ship Provide necessary training for personnel both on shore and on board for implementation of

the adopted measures Set internal goals on a voluntary basis, to involve people, create incentive and increase commitment to the improvement of energy efficiency

This Section introduces the different practices and technologies for saving energy onboard. They are classed in two categories:

The operational measures, on a ship level, fleet level or installation level

1.1

The maintenance level improvement measures, not impacting on the design and integrity of the ship

1.2

1.1 OPERATIONAL MEASURES

1.1.1 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 port or estuary whilst keeping the engine load within certain limits may help to optimize gas 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 loading/discharge berths, etc. The number of ships engaged in a particular trade route may need to be taken into account when considering speed optimization.Possible adverse consequences of slow speed operation may include entering into barred frequencies of vibration torsion to be taken into account.

(Description of the constraints of the considered ship)

The following procedures should be considered in the application of the Speed Optimization measure:

Most Economical Speed is the minimum speed that the vessel 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 RPM's closest to most economical speed in order to arrive prior to or at a specific time.

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SPEED OPTIMIZATION TABLE

S.NOSPEED

(KNOTS)POWER

(BHP) R.P.M. FUEL

CONSUMPTION

INCREASE IN FUEL

CONSUMPTION FOR INCREASE IN EVERY 1.0 KNOTS

(TONS)

1

2

3

1.1.2 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 load cargo in due time with sufficient per warning .

However the reality of spot markets, opportunities and also terminal unwarned unavailability of cargo may impair the ideal voyage planning optimization mechanism. This should imply close connections with terminal and port authorities, local agents and buyers of the cargo, which is far from being simple to organize.

1.1.3 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. It is commercially available for all types of ship and for many trade areas. 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 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 save life vessel, its property, environment, cargo and fuel (energy).

For all those reasons, weather routing is a winning option and will be considered for adoption by the Company.

1.1.4 CARGO DELOADING AND LOADING OPERATIONS

Loading and discharging operation to a large extent depend on port facility being used by a operating vessel. However there is an important role to play from ships side as well.While preparing a loading/uploading plan all inform. Action with regards to loading and unloading equipment, their operating time to be collected. As per available information, loading/unloading plan to be prepared in order to make best we and minimize vessels power generating equipment.

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1.1.5 DIESEL ENGINE LOAD AND ELECTRIC DEMAND OPTIMIZATION

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. The operating profile and the power balance sheets prepared during vessel design should be taken in to account and consumer specific instructions issued to the crew.Correct timing for changing the number of generating sets is a critical factor in consumption in diesel electric and auxiliary power installations. An efficient power management system is the best way to improve the system performance. Running extensively at low load can easily increase the SFOC by 5-10%.Low load increases the risk of turbine fouling with a further impact on fuel consumption.

Measures can be taken to reduce the consumption of electric power, some of which are mentioned below:

Electrical/electronic equipment should be secure when not required to meet the ship operational requirements.

1.1.6 USE OF WASTE HEAT RECOVERY BOILERS

Waste heat recovery systems use thermal heat losses from the exhaust gas for steam production as widely practiced currently on board most vessels.

On existing vessels waste heat recovery is performed by use of the exhaust gas economizer. Its use should be maximized so as to reduce the need for using oil fired boilers. The EGE should be regularly maintained and kept in good operating condition.

1.1.7 OPTIMIZATION OF HVAC SYSTEM DELIVERY POWER

After propulsion, HVAC (heating, ventilation and air-conditioning) can be one of the main energy consumers onboard, accounting for roughly 30% of the energy consumed on some ships . The HVAC systems consist of the condenser, evaporator, heaters, pumps, fans, and cabin units. All these systems are interlinked in the duct or pipe system, and they affect each other.

Also a system that controls the air supply in the engine room can be used. The system should provide the most energy savings when in port and during slow steaming as the capacity of engine room ventilation and combustion air is made to match the much lower ventilation demand.

As far as operation of existing systems is concerned, maintenance of the plant 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. Finally, open or closed window blinds can have a big effect on the heat losses through the accommodation windows.

1.1.8 HEADING CONTROL / AUTO PILOT FUNCTION OPTIMIZATION

An integrated Navigation and Command System can achieve significant fuel savings by simply reducing the distance sailed “off track”. The principle is simple; better course control through less frequent and smaller corrections will minimize losses due to rudder resistance. Whilst originally developed to make the bridge team more effective, autopilots can achieve much more. 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 ports and pilot stations the autopilot cannot always be used efficiently as the rudder has to respond quickly to given commands. .

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1.1.9 CREWTRAININGONENERGYEFFICIENCYAWARENESS

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 vessel'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. The Chief Engineer as well as shore support team should be consulted to determine the action to be taken in the case of variations or differences in the readings.

1.2 MAINTENANCE IMPROVEMENT MEASURES

1.2.1 HULL CLEANING AND HULL COATING SYSTEM

All ships have some degree of bio fouling, even those which may have been recently cleaned or had a new application of an anti-fouling coating system. Studies have shown that the bio fouling process begins within the first few hours of a ship's immersion in water. The bio fouling that may be found on a ship is influenced by a range of factors, such as follows:

design and construction, particularly the number, location and design of niche areas; specific operating profile, including factors such as operating speeds, ratio of time underway

compared with time alongside, moored or at anchor, and where the ship is located when not in use (e.g., open anchorage or estuarine port);

places visited and trading routes; Maintenance history, including: the type, age and condition of any anti-fouling coating system,

installation and operation of anti-fouling systems and dry-docking/slipping and hull cleaning practices.

Ship bottoms not protected by anti-fouling systems may gather 150 kg of fouling per square meter in less than six months of being at sea. Just a small amount of fouling can lead to an increase of fuel consumption of up to 40%, and possibly as much as 50%, since the resistance to movement will be increased. A clean ship can sail faster and use less energy. An effective anti-fouling system can save a shipowner money in a number of ways:

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 vessel availability - since it does not have to spend so much time in dry dock.

The periodicity of drydockings is also very important in managing hull cleanliness. Docking intervals should be integrated with ship operator’s ongoing assessment of ship performance. Regular in-water inspection of the condition of the hull is recommended. Consideration may be given to the possibility of timely full removal and replacement of underwater paint systems to avoid the increased hull roughness caused by repeated spot blasting and repairs over multiple dockings.

Hull resistance can be optimized by new technology-coating systems. Silicon paint will improve propulsion efficiency thus reduce fuel consumption and CO2

emissions.. Fluoropolymer foul release coating, associated with a careful drydocking cycle follow up,

improve the hull efficiency by minimizing the average hull roughness growth, thus minimizing the frictional resistance evolution.

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1.2.2 PROPELLER CLEANING AND POLISHING

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, and within 12 months or so can increase an ISO class I to an ISO class II, or a class II to a III. This causes large increases in fuel consumption. Practical figures and elaborate tests indicate a 6 to 12% gain in fuel consumption in polishing a propeller from a class III condition to a class I condition. Some propellers support marine growth up to 20 mm thick, which obviously has a major effect.

Cleaning, involves the removal of this growth, leaving behind a clean surface. The manner in which this is done is important. If the growth is removed rapidly using harsh abrasives, the surface of the blades may look shiny, but they will be deeply scratched. These scratches will themselves impart a roughness that is beyond the 1.6 micron tolerance required for a class I propeller. Additionally, the scratches will provide an ideal key for further calcification, micro- and macro-fouling, speeding up the fouling process and often making things worse than they were before. The correct procedure for polishing a blade leaves a very smooth surface, which will resist future fouling. Although slightly more time consuming to achieve, this level of finish is desirable as its long-term effects on fouling and engine wear more than compensate for the initial costs.

2. IMPLEMENTATION

• Establish an implementation system for the selected measures

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• Develop procedures for energy management by defining tasks and assigning them to qualified personnel

• Carry out the planned measures in accordance with the implementation system• Keep a record of the implementation of each measure• If identified measures cannot be implemented, record the reason

No Measure 2012 2013 2014 2015 2016 2017 2018 2019

2 Speed optimization 3 Voyage planning optimization4 Weather Routing5 Trim and ballast optimization6 Cargo deloading and loading operations7 Diesel load and electric demand optimization 8 Use of waste heat recovery boilers9 Optimization of HVAC system delivery power 10 Hull cleaning and hull coating system11 Propeller cleaning and polishing12 CrewTrainingOnEnergyEfficiencyAwareness

Implementing measures periods

2.1 SPEED OPTIMIZATION

Implementation period 01/01/2013 to 01/01/201Control and measurement means Log, propulsion dedicated consumption

recordingRecording means Bride log book and reportsResponsible Personnel Master

2.2 VOYAGE PLANNING OPTIMIZATION

Voyage planning is carried out for each voyage and is the responsibility of the master only. Global ship efficiency is also part of the voyage planning; however, safety of navigation is the first priority. Records are kept on board.

M.V. Golden Tulip is normally engaged in tramp run. The following speed data is applicable:

Full Service Speed: Most Economical Speed: -

Implementation period 01/01/2013 to 01/01/2017Control and measurement means Voyage Plan RecordsRecording means ContinuousResponsible Personnel Master

2.3 WEATHER ROUTING

This installation should be supervised on the Company administration level. The weather routing system, centralized at the Company office shore based, is provides the Master with various route options, a weather forecast of 10 days including route optimization, post-voyage analysis, and route

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

All ships navigating in regions of storm activity and ships on trans-ocean passages are required to request weather routing advice from central weather routing service for each voyage. Ships on coastal voyages may not be required to participate in weather routing. Except this situation, they are all required to request weather routing prior to each passage. An email is to be sent to the Company to request weather routing advice. The email should include information on:

a. departure port (or position);b. estimated Time of Departure (ETD);c. destination port (or position);d. voyage Plan (Master's voyage plan should consist of Master's planned route

already optimized by using onboard system);e. intended speed;f. load condition; andg. Any special concerns or requirements.

Once the Weather Routing System Department (WRSD) receives the routing request from a vessel, it will provide the ship with its suggested route (Master's route further optimized for weather). In addition, following best practices shall apply:

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

b. Prior to any tank cleaning and preparing for shipyard, the Master should contact WRSD to seek advice on the best time to perform the procedures to maintain optimum sea-keeping.

Implementation period From 01/01/2013 to 31/12/2017Control and measurement means N/ARecording means Noon reports, Weather Routing System Reports,

Correspondence with charterersResponsible Personnel Master and Operationnal Department

2.4 TRIM AND BALLAST OPTIMIZATION

The effect of trim to the fuel consumption is going to be assessed by observation. The reports and voyage records for various combinations of draft and trim will be correlated to the respective consumption. New related technologies and software will be evaluated, tested, and adopted as they become available and mature.

When determining the optimum ballast conditions, the limits, conditions and ballast management arrangements set out in the ship’s Ballast Water Management Plan are to be observed.

Implementation period From 01/01/2013 to 31/12/2017Control and measurement means Trim and draft measurement and inclination

metersRecording means Bridge and E/R Reports, Sea passage reportResponsible Personnel Master and Chief Engineer

2.5 CARGO DELOADING AND LOADING OPERATIONS

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Close cooperation with loading/deloading terminal could ensure the optimization of the terminal pumps in order to target a maximum time for loading/deloading. However, incident in availability of pumps will always occur and cannot be foreseen by the board before arriving ate berth.

Implementation period ContinuousControl and measurement meansRecording meansResponsible Personnel Gas Manager (Second Captain)

2.6 DIESEL ENGINE 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.

The vessel’s D/G sets are operated as follows:Example to be modified with discussion with Chief Engineer

Operational Mode Number of D/G sets Ship speed (knots) (loaded/ballast)

Load factor

Open sea routine 1 5<V<10 0.6 Open sea delivering cargo 2 11<V<17 0.5At anchor/Berth 1 - 0.45Loading/Discharging 2 - 0.5Maneuvering 2 - 0.5

The D/G sets are almost operated at their minimum possible efficiency for the given electrical load except of the demanding propulsion at low speed is too low (10 knots) at lightship, thus D/G will run around 50-55% load.

Implementation period ContinuousControl and measurement means D/G Running hours in Pilot Fuel

D/G Running hours in Gas modeRecording means IAS reports and E/R record bookResponsible Personnel 1st Mechanical Engineer

2.7 USE OF WASTE HEAT RECOVERY BOILERS

The Exhaust Gas Boilers (EGB) arethe only waste heat recovery system installed on the vessel. When the vessel is sailing the Exhaust Gas Boilers cover all of the needs for steam consumption on board. Maintenance of the EGB is followed according to The Shipping Corporation of India’s procedures. Soot blowing is exercised on a regularly basis.

Implementation period ContinuousControl and measurement means PMS (IAS) records and logbook of the E/RRecording means Duty EngineerResponsible Personnel 3rd Mechanical Engineer

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2.8 OPTIMIZATION OF HVAC SYSTEM DELIVERY POWER

After discussion with the Master and the Chief Engineer, it is assessed that the potential power to be saved is much less than expected. Also, when the ship is operating in from Aden Gulf to Singapore, the extra demand of HVAC is delivered by the two groups of chillers, so that there is no margin for optimization.

Implementation period N/AControl and measurement means N/ARecording means N/AResponsible Personnel N/A

2.9 HULL CLEANINGAND HULLCOATINGSYSTEM

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 painting resistance and efficiency.

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

A. Within one year in 2012: Divers assess the entire hullB. Less than 2 years after dry-docking: Divers assess stern and rudderC. More than 2 years after dry-docking: Divers assess the entire hull

Based on underwater inspection results, if there is significant growth on the hull, an immediate decision to clean the hull will be made in conjunction with the Superintendent or the Duty Hull and Coatings Engineer. The divers are to compile a detailed report containing the fouling condition details before and after cleaning.

When a ship is observed to be underperforming a decision is made about employing a diver for underwater inspection. Otherwise, the inspection is done on a regular baisis at each stop at Fos.

For excessive biofouling a decision for occasional drydocking for hull cleaning and painting only can be made.

Implementation period ContinuousControl and measurement means Rugosityand thickness measurements Recording means Antifouling paint certificates and specs,

underwater inspection records, hull cleaning records, drydockingrecords.

Responsible Personnel Technical Department– Superintendent and paint supplier.

2.10 PROPELLER CLEANING AND POLISHING

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Propeller polishing is performed roughly every year, depending on availability of the ship within her cargo operations. The cost of polishing is to be considered, however it has been demonstrated that polishing propeller is considered as a very good service, as for a low investment in time and money the gain in improving the efficiency of the propeller, so the efficiency of the ship is significant.

Implementation period ContinuousControl and measurement means RugositymeasurementsRecording means Propeller cleaning and polishing recordsResponsible Personnel Technical Department – Superintendent and

paint supplier.

2.11 CREWTRAININGONENERGYEFFICIENCYAWARENESS

The crews and Company personnel normally attend an annual internal Company seminar with several topics. A specific workshop can be organized by BV on Energy Efficiency and Environment topics. The application of the SEEMP will be included in such seminar. Furthermore, each new officer goes through induction training by the ISM department. The SEEMP will be included in this induction training. When the SEEMP was first introduced on board the vessel, the attending duty shore based officer performed the first awareness training to the crew about the plan.

Onboard each ship, every Tuesday, following the 9am job meeting, a specific Energy Efficiency discussion is organized. It shall present the “Energy Efficient action of the month”, chosen in the list of on-going actions or introduced on a voluntary basis. The Chief Engineer is in charge of the management of this action and training.

Implementation period 01/01/2013 to 01/01/2017Control and measurement meansRecording means Crew training recordsResponsible Personnel Master - Chief Engineer – Head Office – QA

Officer

3. MONITORING

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• Monitor quantitatively the energy efficiency of the ship using an established method .The Energy Efficiency Operational Indicator (EEOI) may be used to obtain a quantitative indicator of a ship (or fleet) in operation.

• Develop the monitoring system, including procedures for collecting data and assignment of responsible personnel. Data obtained from existing records (such as official and engineering log-books, oil record books, etc.) may be utilized.

3.1 MONITORING TOOL (EEOI)

The EEOI may be used in the absence of any other proposal from the Company. It is reminded that the EEOI is calculated as follow:

BULK CARRIERVoyage or day (i)

Fuel Consumption (FC) at sea and in port in tonnes

Voyage or time period Data

Fuel type (HFO)

Fuel type (MDO)

Fuel type (MGO)

Cargo (m) (tonnes or units)

Distance (D) (NM)

1 20 5 25,000 3002 20 5 0 3003 50 10 25,000 750

10 3 15,000 150

100X 3.114 + 23 X 3.151 EEOI = ----------------------------------------------------------------------------

(25000X300) + (0X300) + (25000X750) + (15000X150) = 13.47X10 tons CO2 / tons. Knot

Conversion from g/tonne – mile to g/tone-km by multiplication by 0.54.

For a given voyage, the unit can be set as go and back from Marseille, with loading stop at Arzew.

The EEOI willbe calculated at each end of ballast/laden voyage. The Chief Engineer will be in charge of the calculation of the EEOI and the record for further exploitation. Each month, the CE will produce the main value of the EEOI to the shore.

Here it is necessary to use the detailed formula with the given data:

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3.2 EXAMPLE OF EEOI CALCULATION

   SEA

PASSAGECARGO

        

RFA SBE HSFO DISTTTL

CONTTTL WT

HFSO 20''+40'' CF EEOI AVG EEOI

TUT CMB 12.1 127 494 10251 12.1 599 3.114400 0.0005  

CMB MUN 132.2 1356 321 7738 132.2 352 3.114400 0.0009 .0032/6

MUN JAL 95.8 980 842 14109 95.8 1006 3.114400 0.0003  

JAL MUN 82.8 879 473 11416 82.8 574 3.114400 0.0005 0.00054162031

MUN COK 90.8 945 724 6134 90.8 790 3.114400 0.0004  

COK CMB 26.7 284.5 343 6584 26.7 418 3.114400 0.0007  

CMB TUT 12.7 137.3         12.7 0 3.114400 0.0000  TOTAL CONSP. 453.1 4709     TOTAL 0.0032  

         

3.3 GOALS

The goal fixed by The Shipping Corporation Of India, through monitoring the EEOI of the (M.V. Golden Tulilp), is to see an improvement of the main value of the EEOI by 0.5% annually..

3.4 PERSON RESPONSBLE FOR THE MONITORING

The EEOI will be calculated at each end of round trip and back. The Chief Engineer will be in charge of the calculation of the EEOI and the record for further exploitation.

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4. SELF EVALUATION PROCEDURES& IMPROVEMENT

The purpose of the fourth step, the self-evaluation, is to evaluate the effectiveness of the planned measures and their implementation; deepen the understanding of ship operational characteristics in order tounderstand the trend ofship 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.

4.1 PROCEDURES

Each year a report will be produced to highlight the EEOI trends and check if the objective set is obtained.

4.2 EVALUATION RESULTS

4.2.1 Global Evaluation Results

The EEOI monthly and annually reports will be used for the global evaluation results.

4.2.2 Evaluation Results per Measure

Each measure will be evaluated monthly on board the vessel for continual improvement and increased efficiency.

Office review will be carried out every quarter to evaluate the effectiveness of implemented measures and include further identification and implementation of appropriate improvement measures.

Top Management will review the energy efficiency program results achieved on annual basis and implement strategic action accordingly.

Example of Year20132013

No Measure

1 Speed optimization

2 Voyage planning optimization

3 Weather Routing

4 Trim and ballast optimization

5 Cargo deloading and loading operations

6 Diesel load and electric demand optimization

7 Use of waste heat recovery boilers

8 Optimization of HVAC system delivery power

9 Hull cleaningand hullcoatingsystem

10 Propeller cleaning and polishing

11 CrewTrainingOnEnergyEfficiencyAwareness

5. ADDITIONAL INFORMATION

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5.1 COMPLEMENTARY ENERGY AUDIT

An onboard energy audit is an independent survey and assessment of the overall energy consumption and efficiency of each electrical consumer onboard a vessel and proportionally of the company's fleet. It can be a useful first step in providing detailed recommendations and areas of improvement for each ship. These surveys and assessments normally involve the periodical survey of a vessel's engine room and other locations for sources of energy losses.

The main approach is to perform testing and measurement of the actual SFOC of the four D/G and compare to the delivery one. It should give a trend of energy performances of the ship. The main converters and the main propulsion engine will also to be assessed.

As it is not practically feasible to test all energy providers and consumer onboard, this SFOC measurement of M/E generators will be accompanied by an impression of the general level of maintenance and awareness of the crew.

5.2 MAIN NECESSARY DATA

Necessary data for Energy Audit Source of dataCrew From Port to PortMain speedMain delivered propulsion powerShaft line rpmShaft torqueD/G total power (x2)Cargo loaded at Skida (T)

END OF DOCUMENT