OIL & CHEMICAL TANKER

“TULIP”

SHIP ENERGY EFFICIENCY MANAGEMENT

PLAN
JULY 2014
Resolution MEPC 203.(62)
Revised: NOVEMBER 2018
RESOLUTION MEPC 282.(70) 2016 GUIDELINES FOR THE DEVELOPMENT OF
A SHIP ENERGY EFFICIENCY MANAGEMENT PLAN (SEEMP)
REGULATION 22 y 22A, MARPOL ANNEX VI
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APPENDIX 1 – SEEMP PART I

Ship’s Name: TULIP Gross Tonnage: 10910 Ton

Ship’s Type: Oil and Chemical Tanker Capacity: 18366,04 Ton

Date of Plan’s 01/01/2019 Developed by: Technical

Execution: Management
Date of Plan’s revision November 2018 Revised and Technical
and update: updated by: Management
Implementation Period: From: 01/01/19 Implemented by: Technical
Until: 31/12/19 Management
Date of Next Plan December 2019
Evaluation:
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REVISION SHEET

1. Set the reviews by placing the month and year of the review and the pages that affect it
by hand.

2. The revised pages will carry a new month and a new revision year number that must be
inserted in this revision sheet and will be initialized by the Captain, Chief Engineer or
the responsible Manager as appropriate after being replaced in the manual.

Signature of Captain,
Revision Month/Year Replaced pages Chief Engineer or Name
Manager S/C
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INDEX

TITLE Page
APPENDIX 1 – SEEMP PART I 1
Revision Sheet 2
Index 3
Introduction 4
Goals 4
References 4
Definitions and Abbreviations 5
General 5
Development of the Plan 5
Planning 7
Implementation 8
Verification 8
Self-evaluation and Improvement 8
Operational Measures 10
Technical and Maintance Measures 13
General Guidelines on the Implementation of Energy Saving Measures 15

APPENDIX 2 – SEEMP PART II 16

Ship Particulars 16
Record of revision of Fuel Oil Consumption Data Collection Plan 16
Ship engines and other fuel oil consumers and fuel oil types used 16
Emission Factor 17
Method to measure fuel oil consumption 17
Method to measure distance travelled 18
Method to measure hours underway 18
Processes that will be used to report the data to the Administration (Convenience 18
Flag or PNA)
Data Quality 18
Standardized data reporting format for the data collection system 19

INTRODUCTION

GOALS

The purpose of this plan (SEEMP) is to facilitate the Company's vessels to

establish a plan and measures to save energy in the operations and in
navigation of the ship. It is intended to reduce GHG (Greenhouse Effect
Gases) emissions and reduce energy costs, by reducing fuel consumption,
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through systematic management of it, and thereby increase the profits of the
Company through a greater commitment with the environment. Its successful
implementation depends on the commitment of all levels and functions within
the organization, but especially of the top management and the ship's
command.

This document specifies the key points of an energy saving plan from which
the Company and its vessels can develop an energy policy and establish
objectives, goals and action plans that take into account legal requirements
and information related to the significant use of energy.

The direction of the company, managers, supervisors, employees, command

of the ships and crews should be aware that the maritime activities, in
addition to being carried out in a context where excellence in safety and
environmental protection prevails, must also have take into account the care
of the environment and the non-renewable resources of the planet as well as
the reduction of the greenhouse effect that such consumption brings.

The reasonable and efficient use of natural resources for the activity and
livelihood of people will bring about an improvement in the current quality of
life and a world with a purer and less polluted environment for future
generations.

The foregoing is not only a declaration of good intentions since the practical
application of the SEEMP demonstrates the effective implementation of
these concepts and in turn measures them through simple and measurable
indicators.

REFERENCES

RESOLUCION MEPC 282.(70) 2016 GUIDELINES FOR THE

DEVELOPMENT OF A SHIP ENERGY EFFICIENCY MANAGEMENT PLAN
(SEEMP)
REGULACION 22 y 22A, MARPOL ANEXO VI
MEPC 1/CIRC 684 EEOI

OMI Resolution, MEPC 63/23.

MARPOL 73/78, Anex VI.
Rule ISO 50001- 2011 Management Systems for Energy
Rule ISO 14004 -2005 Environmental management systems.

DEFINITION AND ABBREVIATIONS

Definitions and abbreviations used in this plan are according to the defined in
the Management Manual of our SGS, in the MARPOL Annex VI and in the
International Standards ISO 50001 and ISO 14004.

GENERAL

This document contains the general guidelines to which the SEEMP of each
vessel should be adjusted. The Ship Efficiency Management Plan is a tool that
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helps to systematically manage the environmental behavior of each ship, the

way to implement this plan should limit to the minimum necessary any
administrative charge on board.

The SEEMP has to increase the energy efficiency of a ship in four phases:
planning, implementation, monitoring and self-evaluation and improvement.
These components play a decisive role in the continuous cycle to improve the
energy management of the ship. With each iteration of the cycle, some
elements of the SEEMP will vary, while others will not.

DEVELOPMENT OF THE PLAN

The SEEMP is based on the continuous improvement cycle specified in ISO

50001 (PHVA), incorporating into the management of energy the usual
practices of the organization as illustrated in Figure 1.
NOTE: In the context of energy management, the PHVA approach can be
summarized as follows:

- Planning: carry out the energy review and establish the baseline, energy
performance indicators, objectives, goals and action plans necessary to
achieve the results that improve energy performance.

- Implementation: implement action plans for energy management.

- Verify: track and measure the processes and key characteristics of the
operations that determine energy performance in relation to energy
policies and objectives and report on results.

- Act: Take actions to the continuously improve of the energy performance

and the energy efficiency management system.

These stages of the continuous improvement cycle of energy efficiency

management are in accordance with the stages established in the SEEMP of

- Planning
- Implementation
- Verification
- Self-evaluation and improvement
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PLANNING

SELF-EVALUATION AND
IMPROVEMENT IMPLEMENTATION

VERIFICATION

Non-conformities, correction,
corrective and preventive
Internal Audits SEEMP
actions.
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PLANNING

Planning is the most important stage of the SEEMP, since it establishes both the
current status of a vessel's energy consumption and the expected improvement of its
energy efficiency.

Energetic baseline

Depending on the characteristics of each vessel and the navigation to which it is

dedicated, a study should be carried out to measure and determine the average
consumption in a past period to be determined in order to be able to use this baseline
for the definition of objectives of energy efficiency and energy saving.

The measurements to be made will depend on the type of operations of the Ship but
can include the following stages:

- Free navigation with loaded vessel.

- Free navigation with ballast ship.
- Navigation in restricted waters with loaded ship.
- Navigation in restricted waters with ballast ship.
- Operating in discharge.
- Operating in charge.
- Anchored Ship.
- Moored Ship.

This value will be measured in m3/ day or Tons/day and will determine the current fuel
consumption situation.

Specific measures and Best practices.

The following describes a series of measures and best practices to be applied on the
ship and in the company for the efficient use of fuel and the reduction of consumption.

These and other measures must be reviewed in terms of their effectiveness and real
implementation based on the established annual objectives.

The improvement of the energy efficiency of the operation of the ship does not depend
only on the management of the ship. It also depends on numerous interested parties
such as repair yards, the Board of Managers, the company's staff, charterers, cargo
owners, ports, and traffic management services. For example, the concept "just in time"
requires good communications at an early stage between shipowners, ports and traffic
management services. The closer the coordination between the stakeholders, the
greater the improvement can be. In most cases, the company can achieve that
coordination or total management better than the ship. For this reason, the measures
to establish and coordinate in the company with those responsible for the sectors
involved are specified below.
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IMPLEMENTATION

Through the operative and technical measures developed on page ...

Records

In Annex I, the necessary records are established to demonstrate an effective

implementation and as a basis for carrying out the self-evaluation at a later stage.
Likewise, if any measure cannot be implemented for any reason, the reasons for
internal use are recorded.

In addition, monthly the ship must be report the consumption in the different
circumstances listed in 4.1.1. A model form is included in Annex II.

VERIFICATION

Verification methods

According with management system of National Shipping S.A, the setting of objectives
for the energy efficiency will be established and monitored according to it, on an annual
basis, with a semi-annual monitoring.
The procedures for measuring the established indicators are developed in the annex.
It’s worth mention, that the data processing will be done in the Technical Management
in order not to overload the crews administratively.

Internal Audits of Energy Management System

The company must carry out internal audits at planned intervals to ensure that the
SEEMP in both the company and the vessels:

- Comply with the planning dispositions.

- Comply with the established energy objectives.
- They are implemented and have been effective and improve the energy
performance.

SELF-EVALUATION AND IMPROVEMENT

Self-evaluation and improvement is the final phase of the management cycle. In this
phase the useful information will be obtained that allows to plan the stage of the next
improvement cycle. For a better organization, the improvement cycles will coincide with
the security management system review cycles.

The objective of the self-evaluation is to evaluate the effectiveness of the planned

measures and their implementation, to deepen the understanding of the general
characteristics of the operation of the ship, such as what kind of measures may or may
not work effectively and how and / or why , know the trend of improving the efficiency of
the ship and elaborate an improved SEEMP for the next cycle.

The self-assessment will be carried out by the Technical Manager with the energy
management team. The Captain and the Chief Engineer shall review the application of
the SEEMP on board and report deficiencies and proposals to improve energy
efficiency on his vessel through the Superintendent.
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The self-evaluation will analyze the indicators reported by the ship, will determine the
effectiveness of the corrective measures, will propose corrective actions and
improvements, and will established the objectives of the next cycle, which in general
must be superior to the present cycle unless various duly justified circumstances
prevent it. It will also carry out a gross assessment of the fuel savings achieved, in such
a way that this value serves as a reference to the Management to decide investments.

The analysis and conclusions of the self-evaluation and proposed improvements will be
transcribed in a record or note where the corrective actions, improvement actions and
the need to introduce changes in the SEEMP will be recorded. Copy of the same will
be sent to the Captain of the Ship for their application.

OPERATIONAL MEASURMENTS
Best Practices
Optimize fleet and cargo
management
Optimize navigation speed through
effective and fluid communications
and coordination.
“Just in Time”
Optimize navigation route
Foresee adverse weather
conditions
Optimize the use of steam and
thermic fluid heater
Optimal trim
Optimal ballast
Page 10
Action Plans Monitoring and Records Responsible
(…November 2018 to December (… November 2018 to
31, 2019) December 31, 2019)
- Optimize the positioning and use of - Evaluation of fleet and loading
Fleet in the way possible. optimization with the charterer
- Reduce as much as possible or Operations
avoid trips in ballast (without load) or Manager
no full load.
- Optimize cargo on board to transport Charterer
as much cargo as possible per trip.
- Evaluate with the Charterer load
optimization possibilities
- Fluid communication between - Mails and coordination notes
Captain and Bridge Officers with Port and interface with the loader.
or Terminal Operators for a constant - Commercial meetings with
verification of availability of pier or customer representative.
buoy and consequent adjustment of - ETA Messages
ETA. - Review the effectiveness of
- Timely coordination of loading and communications during Captain
unloading dates and windows. meetings on board and on land
- Navigation at optimum speed
according to consumption curves.
- Avoid abrupt speed corrections,
plan corrections ahead of time.
- Optimize communications to be fluid
and efficient between Ship and Port
or Terminal, Pilots, Tugboats,
Maritime Agents, suppliers and
ground services, etc.
-Optimize communications to be fluid
and efficient between Deck and
Engineers Officers in navigation,
moored or anchored.
- Properly plan the rout - Daily control of the rout.
- Use IMO A.893 (21) Guidelines for - Navigation plan.
Voyage planning 1999. - Point at noon. Captain
- Avoid sensitive course corrections. - Navigation book.
- Proper functioning of positioning
equipment GPS ,AIS, ECDIS
- Have constant weather information - Weather forecast control
and be aware of changes. - Navigation plan. Captain
- Schedule or re-program the rout - Point at noon.
based on that information.
- Optimize the use of boilers - Product’s Data sheet
according to the real need, avoiding - Temperature control of
having them in operation when it is cargo tanks. Loading book.
not necessary. - IFO temperature control.
- Heating the cargo at the lowest Engine Book Captain
temperature allowed and optimizing - Periodic inspection of the
the use of steam depending on the steam pipe, orders for Chief Engineer
loading and/or unloading operations. repairs as needed, dry dock
- Heat the IFO for fuel at the lowest programming.
possible temperature.
- Verify for leaks and proper
insulation of the steam pipe.
- Calculate the best trim, in terms of - Loading plan
lowest water resistance, for the ship - Loading computer.
navigation. - Empirical measurements of
- Determine the best condition for consumption in different Captain
each given draft. trims if the information is not
available. Record these
measurements
- Calculate the optimal ballast - Ballast management plan.
compatible with safety and weather - Loading computer.
conditions. - Empirical measurements. Captain
Registration.

Optimal use of autopilot and wheel
Optimize use of electric plant
Optimize the use of inert gas and
incinerator equipment
Measurement of Onboard Energy
Optimization
Raise awareness in the crew
Annual self-assessment of Energy
Efficiency
- Use of autopilot in free navigation.
- Training of helmsmen
- Load generators to be in
accordance with lowest specific
consumption.
- Avoid operation of navigation
equipment (radars, etc.) when is not
necessary.
- Avoid the use of 2/3 generators
when the load is 70% lower except in
maneuvers or restricted waters.
- Reduction of electrical load: avoid
unnecessary energy consumption by
deactivating equipment (pumps,
compressors, fans, winches, bow
thrusters, etc.) that are not used.
Optimize the use of air conditioning
equipment (ventilation, heating and
cooling) as needed.
- Optimize the use of the Inert Gas
equipment according to the loading
and unloading operations, avoiding
having it in operation when it is not
necessary.
- Optimize the use of the incinerator
according to garbage incineration
operations, avoiding having it in
operation when it is not necessary
- Collect the necessary data for the
calculation of fuel consumption
(SFOC) and/or the Operational Index
of Energy Efficiency (EEOI) MEPC 1
/Circ 684. Additional: Power/speed
curve and Pmax curve (Main Engine
and generators)
- Ship’s officers sends the data to the
technical department and ground
staff performs calculations and
maintains the records.
Period of data collection and
calculations, monthly and annual.
- Organize lectures and/or courses
on board and on land oriented to
raise awareness and training of the
crew.
- Carry out a meeting at the end of
the annual period with the Technical,
Operational and Commercial
Departments to make a self-
assessment of the improvements in
energy efficiency based on the
technical and operational measures
developed in this Plan.
- Determine the effectiveness of each
measure implemented and if there
are difficulties in its application.
- Investigate if new operational and/or
technical measures can be
implemented that have not been
implemented in this Plan.
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- Measure the variation of the
rout using automatic pilot. Captain
- Request, if possible, technical
service to reduce this variation.
- In manual wheel navigation,
limit the degrees of “fall”
without affecting safety.
- Course record.
- Controls during the watch.
- Fluid communication with
bridge officers to avoid Captain
unnecessary use of
generators, for example when Chief Engineer
finishing maneuvers, in
anchoring or restricted
navigation.
- In the same manner with the
officer in charge of the
discharge operation when
there are interruptions in it.
- Engine watch book, loading
and navigation.
- Monitor operation hours of
generators to verify if
redundant systems are used
more than normal.
- Keep record of the operations
of such equipment where it Captain
includes time of use.
Chief Engineer
- Compare the current values
with previous values and
evaluate the difference in the
optimization of energy and the
decrease in fuel consumption. Superintendent
- Keep a record of talks and
courses given on board and on
land Captain
- Keep a record of the topics
developed in the meeting.
- Make the necessary
modifications or additions to
the Energy Efficiency Plan Fleet Director
according to the need.

TECHNICAL AND MAINTENANCE MEASURES
Best Practices
Decrease of hull resistance drag
and performance of the propeller
Maintain the performance of the
main engine
Maintain the performance of the
auxiliary machinery according to the
specifications provided by the
manufacturer
Improve the performance of boiler
and thermal fluid heating
Use of good quality fuel
Action Plans
- Hull, propeller and rudder blade
inspection in operation (underwater) or
in dry dock
- Cleaning, sandblasting and hull
painting in dry docks.
- Reduce hull roughness as much as
possible.
- Use of suitable paint scheme
- Strict compliance with the
maintenance period of the submerged
hull.
- Proper polishing of the propeller or
change of it according to deterioration
and measurements.
- Proper polishing of the rudder blade.
- Use of original spare parts for
scheduled maintenance and repairs.
- Comply with the PMP without
delaying it without justification.
- Operate main engine within
manufacturer parameters of
temperatures, injection, power curve,
maximum pressure curve, etc.
- Adjustment of lube oil consumption
in sleeve.
- Speed regulator in conditions with
the smallest oscillations.
- Use of original spare parts for
scheduled maintenance and repairs.
- Comply with the PMP without
delaying it without justification.
Consider fuel savings vs
maintenance savings.
- Operate main engine within
manufacturer parameters of
temperatures, injection, power curve,
maximum pressure curve, etc.
- Speed regulator in conditions with
the smallest oscillations and allowing
an adequate load distribution.
- Cleaning, according to the PMP,
water and steam collectors.
- External and internal cleaning of
tubes.
- Furnace cleaning.
- Cleaning of economizers
- Burner regulation.
- Avoid losses and contamination
heating circuits.
- Set a fuel quality according to the
manufacturer's specifications, and
current regulations.
- Verify the quality of the fuel and
establish corrective actions against
problems detected in fuels
- Check and regulate properly the
injection of oil in the sleeve
- Carry out a proper purification to
avoid sediment and water.
Page 12
Monitoring and Records Responsible
- Determine in dry dock
effectiveness of the painting and
cleaning of the previous hull.
- With the supplier choose a
paint scheme accordingly. Superintendent
- Monitoring preventive
maintenance plan and
registration according to SGS.
- Control of motor operating
parameters in the watch, Chief Engineer
according to manufacturer.
Exhaust temperatures never
below the minimum.
- Regulation of injectors and
periodic measurement of
combustion pressures to
maintain load distributed
(maximum pressure curve)
- Monitoring preventive
maintenance plan and
registration according to SGS.
- Control of motor operating Chief Engineer
parameters in the watch,
according to manufacturer.
Exhaust temperatures never
below the minimum.
- Regulation of injectors and
periodic measurement of
combustion pressures
(maximum pressure curve)
- Monitoring of the PMP and
registration according to SGS.
- Control operation during
watch. Chief Engineer
- Detection of losses and leaks
of steam or air.
- Report of the authorized
laboratory when taking
samples Technical
- Report company exhaust gas Manager
emission meters
- Record lubricant oil of sleeve. Chief Engineer
- Proper register of purification
maintenance.
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GENERAL GUIDELINES ON THE IMPLEMENTATION OF ENERGY SAVING MEASURES

All the previously defined measures must be adopted in the context of a systematic program
of energy saving.

This means that a program must be defined in time since the energy saving must be
sustainable over time and in accordance with the objectives and goals determined by
management.

In this program, should work first be done on the measures in point 2 concern to the
operational aspects since they are the ones that can most influence fuel consumption. In
second place, in the technical measures that contribute to consumption and are necessary to
apply according to the defined energy saving objectives.

It is important that the application program be agreed between the energy efficiency team
and the Captain given that, as previously stated, the energy efficiency system will not be
effective in achieving the objectives set with isolated and unrelated measures.

In the program, it is very important to seek gradualness in the application in order to be able
to measure the degree of savings that each measure implies or generates, in such a way as
to realize an adequate choice of them.

Many responsibilities fall on the Captain as the ship's manager, but he must internally assign
them according to the charges on board and it is also recommended to designate an energy
efficiency team on the ship to collaborate in the implementation of actions and monitoring
that the plan demands. The Captain must review the energy efficiency system and make the
proposals that, according to the experience in the implementation of the plan, have been
included as positive to improve energy efficiency. This feedback is important and will
contribute to the successive revisions of the SEEMP.
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APPENDIX 2 – SEEMP PART II

The measurement of fuel consumption should be applied to all machinery and equipment
that has consumption including the main machinery and equipment such as Main Machine,
Electric Power Generators, Boilers, Inert Gas Equipment and Incinerators.

1 Ship particulars

Ship’s Name TULIPP

IMO Number 9330434
Company NATIONAL SHIPPING S.A.
Flag MARSHALL ISLANDS
Ship’s Type CHEMICAL
Gross tonnage 10910 T
Net tonnage 5233 T
Deadweight 15856,80
EEDI (if applicable) N/A
Ship’s Type “Ice Class” N/A

2 Record of revision of Fuel Oil Consumption Data Collection Plan

Date of revision Modification

November 2018

3 Ship engines and other fuel oil consumers and fuel oil types used

Engines or other fuel oil Power Fuel oil types

consumers
1 MAIN ENGINE Rolls 2 x 3600 (kW) IFO / MGO
Royce Marine, Engines
Bergen B32:40L8P
2 GENERATORS Scania 470 (kW) MGO
DI16 44M
3 BOILER 2 x 2500 (Kg/h) MGO

4 INERT GAS SYSTEM 2500 (m3/h) MGO

ENRAF SMIT FGIn 2500
5 INCINERATOR TEAMTEC 406 (kW) MGO
OG 200 C
 Page 15

4 Emission Factor

Fuel oil Type CF (t-CO2 / t-

Fuel)
Diesel/Gas oil (e.g. ISO 8217 grades DMX through DMB) 3.206
Light fuel oil (LFO) (e.g. ISO 8217 grades RMA through RMD) 3.151
Heavy fuel oil (HFO) (e.g. ISO 8217 grades RME through RMK) 3.114
Liquefied petroleum gas (LPG) (Propane) 3.000
Liquefied petroleum gas (LPG) (Butane) 3.030
Liquefied natural gas (LNG) 2.750

5 Method to measure fuel oil consumption

Method Description
Method using Flow meter for the main engine is of the type / brand and is located in
flow meters the fuel inlet pipe of the Main engine (exact position, for example, inlet
pipe of injectors) and with reading also in the machine console.

Flow meter for the generators is of the type / brand and is located in
the fuel inlet pipe of the same (exact position) and with reading also in
machine console.

Flow meter for the boiler is of the type / brand and is located in the
boiler fuel inlet pipe (exact position, for example before the boiler
burner) and also read in the machine console.

Flow meter of Inert Gas Generator, Incinerator, etc.

Consumption flows are taken per day in m3 /hour and daily recorded in
the book of…

Flow meters are calibrated every six months and a certificate issued
by…

Method using A daily tank sounding is conducted and also when fuel is shipped.
bunker fuel oil Detail the FO and GO tanks and specify if the sounding is through an
tank monitoring automatic equipment (type/model) or manual. A record of daily
on board. sounding is carried out in the consumption table where the sounding
Sounding differences are calculated to establish FO and GO consumption.

Total consumptions of the BDN are established considering initial and

Method using final sounding and data collection period, which are carried out by
bunker delivery automatic equipment (type / model) or manual sounding.
notes (BDNs):
 Page 16

6 Method to measure distance travelled

Description
Trip distance is measured using ECDIS and GPS equipment and is registered every 24
hours in the Bridge Watch Book. The total distance of navigation is registered monthly in
the consumption table.

7 Method to measure hours underway

Description
The number of navigation hours is calculated daily, based on the ECDIS and GPS
equipment data, and it’s registered in the Bridge Watch Book. Total navigation hours are
registered monthly in the consumption table.

8 Processes that will be used to report the data to the Administration (Convenience
Flag or PNA)

Description
Using IMO format, electronically (email), sending to the Flag the information within a
period no longer than 3 months from the end of the year of data collection.

9 Data quality

Description
In case of flow meter failure, automatic (type of equipment/brand) or manual sounding of
the tanks will make measurement of fuel consumption, and differences will be established
to ensure accurate total fuel consumption.
 NATIONAL SHIPPING S.A. DOCUMENT:
SEEMP
EFFICIENCY ENERGY PLAN
OIL & CHEMICAL TANKER AYANE Page N°: 17 de 18

Standardized data reporting format for the data collection system:

November 2018