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HANSA 02-2023

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WISTA Germany · Ship Efficiency · CII · Weather Routing · Neubau »Coriolis« · Future Fuels · Klima-Risiko in Häfen · Brandschutz · Hydropen · MPP-Flotte · Deck Carrier · Shortsea-Schifffahrt

SCHIFFSTECHNIK | SHIP

SCHIFFSTECHNIK | SHIP TECHNOLOGY »Operators need to be proactive« The Carbon Intensity Indicator (CII) regulation, in force since the start of the year, could be a real catalyst for the adoption of digital solutions in shipping. Software provider Napa argues, that digitally enabled operational improvements are low hanging fruits The International Maritime Organization’s MARPOL Annex VI Carbon Intensity Indicator (CII) legislation took effect on 1 January 2023. In short, all cargo, RoPax and cruise vessels above 5,000 GT trading internationally must have their efficiency assessed, compared annually to a target value, which is reduced every three years. The vessels will then get an energy efficiency rating ranging from A to E. A level E ship must immediately initiate measures to reduce CO 2 intensity. The same applies to a ship that reaches D for three years. For ship operators this means, that operating a ship efficiently is now more or less mandatory. The most technically advanced ship will not necessarily get the best rating as the CII takes a broader perspective, calculating grams of CO 2 / (capacity x distance). The aim of the regulation is the reduction of grams of CO 2 per nautical mile. How can owners and charterers impact the rating? Ship efficiency measures can be divided in two different categories: operational measures, which can be arrival time optimization, weather routing or hull cleaning; and technical measures such as wind assisted propulsion, waste heat recovery or other propulsion optimization devices. »While with the first two categories significant CO 2 reductions could be achieved already, there is a third one that is needed, which is fuels,« says Pekka Pakkanen, Executive Vice President, Shipping Solutions, at software company Napa. »Ultimately, alternative low- and zero carbon fuels are needed to achieve long term decarbonization targets of the shipping industry.« The ROI perspective In Pakkanen’s view, the operational improvements are »low hanging fruits« that can be achieved by the help of digital tools and an improved way of operating. They can be applied to the whole fleet in one go. In contract, technical improvements require a couple of hundreds of thousands or a few million investment per vessel to improve the energy efficiency. »Both are reasonable approaches with a return of investment. We see that the operational ones typically have the highest ROI,« he says. The new fuels are eventually needed for decarbonization of shipping but they will most probably never have a payback, he thinks. »They are more expensive than current fuels, have a lower energy density and take up more storage space in a vessel,« Pakkanen continues, adding that »once the new and more expensive fuels will be implemented, the operational and technical improvements will have an even higher ROI.« To demonstrate the importance of operational measures for the rating, Napa looked into the variation of the CII score of 40 ships between 2020 and 2021 and statistically analyzed which aspects were strongly correlated and which were weakly correlated to variations in CII scores. For example, reducing CO 2 /day has only a weak correlation with the CII score. As the CII focuses on the operation, reducing CO 2 /nm while sailing showed a strong correlation with the rating at the end of the year. But the time spent at anchorage or in port or idling has to be taken into account also. »Having the best ship in the world may give you an advantage, but operated poorly, it is not Bad weather and idling are poison for a ship’s CII score © Napa 48 HANSA – International Maritime Journal 02 | 2023

SCHIFFSTECHNIK | SHIP TECHNOLOGY Weather routing can be used to extend a ships »life« at certain score before downgrading going to be successful in terms of CII,« says research and innovation manager Roberto Vettor. The sailing speed and CII are also only weakly correlated, since reduced speed means reduced power and consumption, but also reduced distance covered. A much stronger correlation can be found when looking at the sailing time. So, not an efficient hull, but an efficient voyage and not slow steaming as standalone measure but integrated in a wider plan, eliminating the wasted time, can lead to a better score, according to Vettor’s data. »A unidirectional approach may not lead to the desired result. It is a combination of factors, efficiency of hull and propulsion system, sailing speed, time spent in port or at anchorage, consumption for boilers and auxiliaries,« says Roberto Vettor, Senior R&I Manager, Napa. He also stresses that crew and operator must be proactive. »They have to plan the schedule and the route, monitor the voyage and reduce idling time.« Napa also looked at the impact of weather routing on the CII. The company analyzed over 1,400 voyages of 90 bulk carriers (30 Handysize, 30 Panamax, 30 Capesize) in 2021. The routes were analyzed and CIIs for the vessels calculated accordingly. The routes were then optimized keeping the same arrival time and using the forecast data that would have been available to the vessels at the time. The average CII improvement is 6.1 % for Handysize vessels that conduct relatively short voyages, 5.7 % for Panamax ships and 7.5 % for Capesize vessels that usually sail longer distances where the impact of weather routing is higher. »We found that by using weather routing, a ships life in one CII grade could be extended by two to three years before being downgraded. This can help to postpone more expensive interventions to improve the technical performance of the ship,« says Vettor. One could say that bad weather and idling are both poison for the CII. Predicting the CII So, is a vessel’s CII score predictable after all? »If you are aware, you are halfway to the solution,« says Vettor. »If we know what the score will be at the end of the year, we can plan the right actions or – if we are already in a good position – enjoy more flexibility in the operations.« Predicting and managing the CII is especially important in charter parties where the owner responsible for his vessels’ rating is not operating them himself. He has to rely on the charterer to operate his assets as efficient as possible to maintain a good score. Bimco, the world’s largest shipping association, has therefore adopted a standard »CII clause« for charter parties to help the industry implement the requirements set by the IMO. The key point is that the clause transfers the responsibility for compliance with the CII Regulations from the owner to the charterer. The charterer has to operate and employ the vessel in a manner consistent with the CII regulations. And he has to operate and employ the vessel in a manner which will not permit the »C/P Attained CII« – i.e. the vessel’s CII attained at the start of the year or the delivery date if this was in the middle of a year – to exceed the »Agreed CII«. (i.e. the CII value which the parties agree in the clause will be met). »The CII agreed between owner and charterer is measured in gCO 2 /dwt*nm. The projected CII is an extrapolated value until the end of the year or the charter period. This means that an accurate and easy tool for projection is needed«, says sales manager Ossi Mettälä. It is recommended that the agreed CII is less than the one required by IMO, middle level or a rating grade C, getting stricter every year. If the projected CII deviates from the agreed CII, the owner can ask the charterer to provide a plan to improve performance. Overall, cooperation between parties is encouraged to identify potential improvement areas. Bimco also mentions voyage optimization and active voyage monitoring to help the parties. »Vessels operate in a complex multidomain environment interfacing with sea and weather, business aspects and technical aspects. The common nominator for all these parameters is the vessel,« says Mettälä. »Understanding the ship helps to draw conclusions between costs and efforts. At the core of the continuous improvement cycle is reviewing the impact of decisions made. The same applies to CII.« Cooperation between the owner and the charterer requires a common and reliable platform to predict the performance until the end of the year or charter period. Napa’s CII Simulator was developed to assist the parties for keeping the vessel’s carbon intensity under the agreed level. All known future voyages can be included as well as dates for underwater hull cleaning to calculate the CII at the end of the year. »Routing should be more than just safety. Weather routing is an integral part of reducing emissions. Taking weather routing from good to great requires more than human experience. The amount of parameters is countless, most affecting the voyage KPIs differently. Optimizing for profit, CII or fuel consumption might yield very different results. Understanding the sensitivity of the outcome to the different decisions is valuable,« says Mettälä. What to do now? All vessels should be monitored for their fuel performance voyage by voyage, the experts agree. Before applying the CII clauses for charter parties, the owner needs to know the realistic CII rating for a particular vessel to be compliant. »And then you need to focus on energy efficient operations now immediately,« says Mettälä. fs HANSA – International Maritime Journal 02 | 2023 49

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