Gemilerde enerji verimliliğinin izlenmesi ve raporlanması
Monitoring and reporting of energy efficiency in ships
Yazar: EMRE HÜSMEN
Danışman: PROF. DR. OĞUZ SALİM SÖĞÜT
İstanbul Teknik Üniversitesi / Fen Bilimleri Enstitüsü / Gemi İnşaatı ve Gemi Makineleri Mühendisliği Ana Bilim Dalı
Derece: Yüksek Lisans, 2017
Konu: Enerji = Energy ; Gemi Mühendisliği = Marine Engineering

Özet:
Denizcilik sektörü, her geçen yıl içerisinde, dünyadaki ticaret hacminin genişlemesi ve teknolojinin ilerlemesiyle birlikte, önemli bir rol kazanmıştır. Bu durum da, dünya gemi filosunun artmasına yol açmaktadır. Artan gemi sayısıyla birlikte, gemilerin toplam yakıt tüketim miktarları artmakta ve buna bağlı olarak doğaya salınan zehirli gazların miktarı da artmaktadır. Bu durum, denizcilik şirketlerini, gemilerindeki yakıt tüketim miktarını azaltmaya ve enerji verimliliğini arttırmaya iten bir sebeptir. Ayrıca geçen yıllarda yakıt fiyatlarında görülen artış da denizcilik şirketlerinin bir dizi önlem almasına yol açmıştır. Bu önlemlerin alınmasında en başta gelen kurum Uluslararası Denizcilik Örgütü (IMO)'dür. IMO, gemilerin dizayn aşamasından başlayarak tüm operasyonel ve bakım tutum verilerini de kapsayacak şekilde mevzuatlar hazırlayarak enerji verimliliği çalışmalarında etkili olmaktadır. Enerji Verimliliği Dizayn İndeksi (EEDI) ve Gemi Enerji Verimliliği Yönetim Planlaması (SEEMP) bu mevzuatlara örnek olarak gösterilebilir. Mevzuatların dâhilinde geliştirilen enerji verimlilik çalışmaları yakıt tüketim miktarlarını azaltmaya fayda sağlamaktadır.
Enerji verimlilik çalışmaları incelendiğinde; enerji verimliliğini arttırmak ve yakıt tüketim miktarlarını azaltmak için gemilerden veri toplanması ve analizinin büyük önemi bulunmaktadır. Veri toplanması gemilerdeki günlük raporlar veya sürekli izleme yöntemleri ile yapılabilmektedir. Veri analizi ise, bu toplanan verilerin, bir takım anahtar performans göstergeleri kullanılarak anlamlı hale getirilmesi ve sonuçlarının yorumlanması anlamına gelmektedir. Bu çalışma kapsamında; enerji verimliliği adına doğru anahtar performans göstergelerini seçerek gemiden alınan verilerin analizini yapmak, analizler sonucunda elde edilen yakıt tüketim ve CO2 salınım değerlerinin karşılaştırmalarına göre sefer verimliliklerini incelemek ve sefer verimlilikleri arasındaki farkların nedenlerini inceleyerek gemi personeline ve armatöre sefer verimlilikleri hakkında bilgilendirme yapmak amaçlanmıştır. Ayrıca veri toplama yöntemleri hakkında bilgiler verilerek karşılaştırmalar yapılmış, yöntemlerin avantajları ve dezavantajları incelenmiştir. Çalışma dâhilinde örnek bir geminin günlük raporları veri toplama yöntemi olarak kullanılmıştır. Alınan veriler seçilen anahtar performans göstergeleri ile analiz edilmiş, analiz performans göstergelerinin dizayn şartlarındaki değerleri gemi dizayn özelliklerine göre hesaplanmış ve ortaya çıkan sonuçlar yorumlanmıştır.
Yapılan tüm bu çalışmalar sonucunda ortaya çıkan sonuçlar ve yorumlar, örnek geminin sahibi olan denizcilik şirketine ve benzer özelliklerde gemiye sahip olan başka şirketlere, geminin seferlerindeki enerji verimlilik durumu hakkında fikir oluşturmaktadır. Denizcilik şirketlerinin değerlendirmeleri ve geliştirmeleri ile gemilerin enerji verimlilik performansının arttırılabileceği düşünülmektedir.

Abstract:
Shipping has become important in every year with the expansion of trade volume in the world and the advancement of technology. This leads to an increase in world ship fleet. According to United Nations Conference on Trade and Development (UNCTAD) the increase in the number of all ships in the world trade fleet appears to be around 5,5% between 2000 and 2015. Because of this increase, the amount of total ship fuel consumption is also increasing. It directly effects emission amounts of toxic gases as CO2, NOX, SOX and become an environmental threat. This is why shipping companies try to reduce fuel consumption and increase energy efficiency on their ships. Additionally, high fuel prices is also an economical factor to reduce fuel consumption for shipping companies. On this way, Internation Maritime Organization (IMO) is the most important advisor to shipping companies. In years, IMO prepared different legislations for ship design, operation and management to increase energy efficiency in ships.
International Maritime Organization (IMO) published MARPOL declaration in 1973 in order to be able to produce solutions to toxic gas emission problems. This decleration has six additions and the last one, MARPOL ANNEX VI, has been included in the literature as Prevention of Air Pollution from Ships in 2005. During the following years new additions have been made to Annex VI. In 2009, Energy Efficiency Operational Index (EEOI) was added to MARPOL ANNEX VI to monitor CO2 emissions from ships. In 2011, Energy Efficiency Design Index (EEDI) and Energy Efficiency Management Plan (SEEMP) were added to MARPOL Annex VI.  Also, The European Union issued a regulation under the name Monitoring, Reporting and Verification (MRV) on July 1, 2015 to monitor CO2 emissions. This regulation, will be effective from 1 January 2018, is based on the fact that ships larger than 5000 GT will send their reports to the EU data center stations at least once a year, if they visit an European Port in that year.
As a result of all these environmental and economic problems observed, it seems that it is necessary to reduce CO2 emissions and fuel consumption. For this reason, a lot of methods have been developed and studies have been done in order to use energy more efficiently in ships. After checking these energy efficiency studies, it is discovered that all effective studies has been made with real ship data. The collection of data has a great importance for the main idea of energy efficiency studies. Data collection at the ships is an helpfull way to increase hull and propeller coordination, to improve main and auxiliary machine performances, to create ideas for innovations in ship design, to ensure long-term operational optimization and to improve environmental impacts.
There are two basic methods for data collection. First method is known as noon reports. Ship crew prepares noon reports day by day and these reports include data as date, location, avarage speed, cargo mass, etc. These reports are mostly prepared at noon time, so they have named as noon report. Second method for data collection is continious monitoring method. With this method, data is collected with electronical devices such as; dgps, echo sounder, speed log etc. It is possible to collect data in a second with these devices. The main objective in data collection is, learning fuel consumption of vessel in her voyages. Than try to understand effects of other data on fuel consumption. To understand these effects next part of energy efficiency studies will be data analysis.
It can be said that during the ship's voyages, whether from noon reports or continious monitoring from the devices, collected data are raw data and are only numbers. For this reason, raw data is need to be analyzed with some key performance indicators. It is possible to define key performance indicators basically as mathematical expressions, numbers. Bazari has defined some indicators as Fuel Consumption Index (FCI), Ship Energy Intensity (SEI), CO2 Production Intensity (CO2I), Propeller Energy Intensity (PEI). Also, after IMO prepared EEOI, it is used as an key performance indicator too. These indicators are firstly calculated according to the design values of the ship, and they become a comparison criterion. Afterwards, after the ship has started its voyage, it can be compared with the originally determined design values by making calculations for voyages. 
In the light of all these information, the aim of this thesis is determined as; to analyze ship data by choosing the right key performance indicators for energy efficiency, to examine the efficiency of the voyage according to the comparison of fuel consumption and CO2 emission values obtained as a result of the analyzes and to inform the ship crew and shipowner voyage efficiency by examining the reasons for of voyage energy efficiency.
According to this aim, firstly, a real ship has been choosen for data collection. Noon report data collection method is used for data collection. One year noon report data is gathered from ship and 50 voyages are available in one year. 28 of these 50 voyages are loaded and 22 of these voyages are ballast. After that, key performance indicators for this energy efficiency study is determined as Fuel Consumption Index (FCI), CO2 Production Intensity (CO2I) and Energy Efficiency Operational Index (EEOI). To calculate design value of indicators, ship design values are used such as; deadweight, design speed, specific fuel oil consumption and power of main engine. Then, data collected from noon reports, is analyzed for all these key performance indicators. For FCI and CO2I, data are only analyzed for loaded voyages and compared with design indicator values. It is shown that 18 of loaded voyages indicator value were below design value and these voyages were energy efficient. For EEOI, data are analyezd for both loaded and ballast voyages. In EEOI calculations, effecfts of ballast voyages are also analyzed. Seperately all loaded voyages indicator values are compared with design value. It is, again, shown that 18 of loaded voyages indicator value were below design value. This situation shows that all these indicators results are same and consistent.
After comparing the voyage indicator values with each other and design value, it can be said that, some voayages are energy efficient, however some voyages are not. The reasons for this situation is amount of fuel consumption, amount of cargo loaded,  distance travelled in voyage, average ship speed and weather. To understand the main reason for energy efficiency, voyages are compared with each other using these different data and results.

Finally, after all these works, some final reasons has discovered for energy efficiency. For example, in same voyage route and cargo, there are two different indicator values available. In one voyage, indicator value of voyage is better than design value, however other voyage is not. After checking these two voyages, it is shown that, fuel consumption amount of efficient voyage is less than other one. In these two voyages avarage ship speed, amount of carried cargo and travelled distance is nearly same. However, weather effects are different. In energy efficient voyage, effect of weather is less than other voyage so, needed power to reach same ship speed is also less. With these information, it can be prooved that weather has a direct effect on fuel consumption and energy efficiency.
In another example, transport work is compared in different voyages. Ship has travelled close distance in seperate voyages. Fuel consumption per mile is also close in these two different voyages. However, carried cargo amount of first voyage is nearly twice of other one. After calculations, it is shown that, indicator value of less cargo voyage is twice of other voyage. With these information, it can be prooved that transport work has a direct effect on fuel consumption and energy efficiency.
As a final stand, these result and comments will be an opinion for shipping companies about energy efficiency. Different solution will be disscussed to increase energy efficiency on voyages. With continious monitoring devices it is possible to increase the amount of data and detailize this thesis in future.