ENERGY EFFICIENT OPERATION OF SHIPS
2.17 Fuel type
Use of emerging alternative fuels may be considered as a C02 reduction method but availability will often determine the applicability.
2.18 0ther measures
Development of computer software for the calculation of fuel consumption, for the establishment of an emissions 'footprint', to optimize operations, and the establishment of goals for improvement and tracking of progress may be considered.
Renewable energy sources, such as wind, solar (or photovoltaic) cell technology, have improved enormously in recent years and should be considered for on board application.
In some ports shore power may be available for some ships but this is generally aimed at improving air quality in the port area.1f the shore-based power source is carbon efficient, there may be a net efficiency benefit. Ships may consider using onshore power if available.
Even wind-assisted propulsion may be worthy of consideration.
Efforts could be made to source fuel of improved quality in order to minimize the amount of fuel required to provide a given power output.
Section V: Other issues (Lecture l hour, Practical activities l hour)
2.19 Compatibility of measures
This document indicates a wide variety of possibilities for energy efficiency improvements for the existing fleet. While there are many options available, they are not cumulative, are often area and trade dependent and likely to require the agreement and support of a number of different stakeholders if they are to be utilized most effectively.
2.20 Age and operational service life of a ship
All measures identified in this document are potentially cost-effective as a result of high oil prices. Measures previously considered unaffordable or commercially unattractive may now be feasible and worthy of fresh consideration. Clearly, this equation is heavily influenced by the remaining service life of a ship and the cost of fuel.
2.21 Trade and sailing area
The feasibility of many of the measures described in this guidance will be dependent on the trade and sailing area of the vessel. Sometimes ships will change their trade areas as a result of a change in chartering requirements but this cannot be taken as a general assumption. For example wind enhanced power sources might not be feasible for short sea shipping as these ships generally sail in areas with high traffic densities or in restricted waterways.Another aspect is that the worlds oceans and seas each have characteristic conditions and so ships designed for specific routes and trades may not obtain the same benefit by adopting the same measures or combination of measures as other ships. It is also likely that some measures will have a greater or lesser effect in different sailing areas.
PART D: INSTRUCTOR MANUAL
The trade a ship is engaged in may determine the feasibility of the efficiency measures under consideration. For example, ships that perform services at sea (pipe laying, seismic survey, OSVs, dredgers, etc.) may choose different methods of improving energy efficiency when compared to conventional cargo carriers. The length of voyage may also be an important parameter as may trade specific safety considerations. The pathway to the most efficient combination of measures will be unique to each vessel within each shipping company.
3．Framework and structure of the SEEMP (Lecture 4 hours, Practical activities 2 hours)
3.1 Planning and goal setting
Planning is the most crucial stage of the SEEMP, in that it primarily determines both the current status of ship energy usage and the expected improvement of ship energy efficiency. Therefore, it is encouraged to devote sufficient time to planning so that the most appropriate, effective and implementable plan can be developed.
The last part of planning is goal setting. It should be emphasized that goal setting is voluntary, that there is no need to announce the goal or the result to the public, and that neither a company nor a ship is subject to external inspection. The purpose of goal setting is to serve as a signal which people involved should be conscious of, to create a good incentive for proper implementation, and then to increase commitment to the improvement of energy efficiency. The goal can take any form, such as the annual fuel consumption or a specific target of Energy Efficiency Operational Indicator (EEOI). Whatever the goal is, the goal should be measurable and easy to understand.
3.2 Ship-specific measures
Recognizing that there are a variety of options to improve efficiency - speed optimization, weather routing and hull maintenance, for example - and that the best package of measures for a ship to improve efficiency differs to a great extent depending upon ship type, cargoes, routes and other factors, the specific measures for the ship to improve energy efficiency should be identified in the first place. These measures should be listed as a package of
measures to be implemented, thus providing the overview of the actions to be taken for that ship.
During this process, therefore, it is important to determine and understand the ships current status of energy usage. The SEEMP then identifies energy saving measures that have been undertaken, and determines how effective these measures are in terms of improving energy efficiency. The SEEMP also identifies what measures can be adopted to further improve the energy efficiency of the ship. It should be noted, however, that not all measures can be applied to all ships, or even to the same ship under different operating conditions and that some of them are mutually exclusive.1y, initial measures could yield energy (and cost) saving results th
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ENERGY EFFICIENT OPERATION OF SHIPS
2.17 Fuel type
Use of emerging alternative fuels may be considered as a C02 reduction method but availability will often determine the applicability.
2.18 0ther measures
Development of computer software for the calculation of fuel consumption, for the establishment of an emissions 'footprint', to optimize operations, and the establishment of goals for improvement and tracking of progress may be considered.
Renewable energy sources, such as wind, solar (or photovoltaic) cell technology, have improved enormously in recent years and should be considered for on board application.
In some ports shore power may be available for some ships but this is generally aimed at improving air quality in the port area.1f the shore-based power source is carbon efficient, there may be a net efficiency benefit. Ships may consider using onshore power if available.
Even wind-assisted propulsion may be worthy of consideration.
Efforts could be made to source fuel of improved quality in order to minimize the amount of fuel required to provide a given power output.
Section V: Other issues (Lecture l hour, Practical activities l hour)
2.19 Compatibility of measures
This document indicates a wide variety of possibilities for energy efficiency improvements for the existing fleet. While there are many options available, they are not cumulative, are often area and trade dependent and likely to require the agreement and support of a number of different stakeholders if they are to be utilized most effectively.
船舶节能操作
2.17燃料类型
新兴替代燃料可能被认为是一种二氧化碳的还原法，但可用性通常会由适用性来确定。
2.18其他措施
计算机软件的发展，对于燃料消耗的计算、建立一个碳排放的“足迹”及其优化操作，并且可能被认为是建立目标来改善和跟踪进展。
可再生能源，如风能、太阳能（光伏）细胞技术，近年来得到大的改善，应考虑将其应用在船舶上。
在某些港口，海岸能源可能用于一些船只，但这旨在于改善港口空气质量。如果岸基电源是碳高效率，将可能会有净效率效益。如果有可能，船只会考虑使用陆上力量，甚至风力协助推进也值得考虑。
可以努力改进源燃料的质量，使的在提供给定的功率输出时减少所需的燃料。
为使一个给定的输出功率最大限度地减少所需的燃料量，可以努力使源燃料的质量提高。
第五部分：其他问题（第1小时，实际活动时间）
2.19措施的兼容性
该文件指出了各种各样的能源效率改进的可能性，为现有的舰队。虽然有许多可供选择的选项，但它们不是累积性的，通常是区域和不可用的选项贸易依赖和可能需要的协议和多个不同的利益相关者的支持，如果他们能最有效地利用。
2.20 Age and operational service life of a ship
All measures identified in this document are potentially cost-effective as a result of high oil prices. Measures previously considered unaffordable or commercially unattractive may now be feasible and worthy of fresh consideration. Clearly, this equation is heavily influenced by the remaining service life of a ship and the cost of fuel.
2.21 Trade and sailing area
The feasibility of many of the measures described in this guidance will be dependent on the trade and sailing area of the vessel. Sometimes ships will change their trade areas as a result of a change in chartering requirements but this cannot be taken as a general assumption. For example wind enhanced power sources might not be feasible for short sea shipping as these ships generally sail in areas with high traffic densities or in restricted waterways.Another aspect is that the worlds oceans and seas each have characteristic conditions and so ships designed for specific routes and trades may not obtain the same benefit by adopting the same measures or combination of measures as other ships. It is also likely that some measures will have a greater or lesser effect in different sailing areas.
PART D: INSTRUCTOR MANUAL
The trade a ship is engaged in may determine the feasibility of the efficiency measures under consideration. For example, ships that perform services at sea (pipe laying, seismic survey, OSVs, dredgers, etc.) may choose different methods of improving energy efficiency when compared to conventional cargo carriers. The length of voyage may also be an important parameter as may trade specific safety considerations. The pathway to the most efficient combination of measures will be unique to each vessel within each shipping company.
2.20 运营船舶的使用寿命
这篇文档中所有确定的措施作为高油价的结果都是划算的。措施之前可能被认为是承担不起的或者没有吸引力的，现在是可行的并且值得考虑的。很明显，这个等式是很受船舶的剩余使用寿命和燃料的成本的影响的。
2.21 贸易和航行区域
这份指导中所描述的许多可行性的措施将取决于船舶的贸易和航行区域。由于租船的需求的变化，船舶有时将改变它们的贸易区域，但这不能作为一个通用的假设。例如在近海航运中风力增强的电源可能是不可行的，因为船舶普遍的航行在高流量密度区域或者限制水域。另一方面是，世界上的海洋各有特点，因此为特定航线和交易而设定的船舶在采用同样的措施或者结合其他船只的措施时不会获得同样的收益。在不同的航行区域内，一些措施也会有或多或少的影响。
贸易船正忙于考虑效率的可行性措施。例如，相比于货物运输，船舶在海上作业（管路铺设，地震勘测，支援船，挖泥船等等）时可能选择不同的方式来提高能源效率。出于特定的贸易安全考虑，航行的长度也可能是一个重要的参数。最有效的措施是每一个船舶运输公司设立单独的船舶。
3．Framework and structure of the SEEMP (Lecture 4 hours, Practical activities 2 hours)
3.1 Planning and goal setting
Planning is the most crucial stage of the SEEMP, in that it primarily determines both the current status of ship energy usage and the expected improvement of ship energy efficiency. Therefore, it is encouraged to devote sufficient time to planning so that the most appropriate, effective and implementable plan can be developed.
The last part of planning is goal setting. It should be emphasized that goal setting is voluntary, that there is no need to announce the goal or the result to the public, and that neither a company nor a ship is subject to external inspection. The purpose of goal setting is to serve as a signal which people involved should be conscious of, to create a good incentive for proper implementation, and then to increase commitment to the improvement of energy efficiency. The goal can take any form, such as the annual fuel consumption or a specific target of Energy Efficiency Operational Indicator (EEOI). Whatever the goal is, the goal should be measurable and easy to understand.
3.2 Ship-specific measures
Recognizing that there are a variety of options to improve ef
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