Mr Dsouza mentioned homeowners of service provider ships might want to contemplate technical and operational measures. Technical measures embrace coating hulls with low-friction paints, modifying ship hulls, putting in power saving gadgets (ESDs), redesigning propulsion or putting in sails and photo voltaic panels.
Operational measures could required much less capital expenditure, however extra co-ordination with ship crews and charterers. They embrace improved voyage planning, contemplating JIT and route optimisation and optimising ship dealing with.
“This might embrace trim and draught optimisation and altering rudder use,” mentioned Mr Dsouza.
Extra thorough ship upkeep may incorporate elevated hull and propulsion inspections and cleansing throughout drydocking, well timed upkeep of onboard equipment and gear to cut back downtime and changing lighting with low-energy light-emitting diodes.
Additionally wanted is to “make crew conscious they should preserve gasoline and power,” mentioned Mr Dsouza. “Keep away from warmth loss by way of extra insulation, enhance operations and focus on this with charterers, as they may resolve the pace of every voyage.”
Acceptable CII score measures, comparable to wise ship speeds and port arrival occasions, needs to be included in charterparties.
“Most financial savings will probably be from sluggish steaming, forcing some vessels to cut back energy and steaming capabilities to adjust to CII from 2023 onwards,” mentioned Mr Dsouza. “There isn’t a one-size-fits-all.”
For all events, you will need to intently monitor vessels’ CII scores. Ship masters, operators and homeowners can use software program dashboards to estimate and monitor CII scores throughout a voyage. “Shut monitoring is the important thing for each voyage,” mentioned Mr Dsouza. “Shipowners can enhance CII scores by optimising operations and searching into new expertise, however it is a stop-gap, a brief measure. The long run will probably be low-carbon fuels.”
Mr Connolly emphasised the significance of air lubrication on ship hulls to enhance power effectivity, scale back gasoline consumption and improve a CII score. “Frictional resistance at a design pace of 19 knots represents 65% of complete resistance,” he mentioned. “The flat-of-bottom of a ship represents usually 40-45% of the wetted floor space, representing 26-30% of complete resistance and gasoline consumed at fixed speeds.”
If round 80% of the flat-of-bottom is lubricated, gross financial savings delivered needs to be 10-12%, with web financial savings usually 6-9%, after discounting compressor energy for producing the air lubricant. That is primarily based on evaluation of air lubrication on LNG service Methane Patricia Camila working on a ballast voyage.
“This can allow a ship to go up one band, or stay within the present CII band for longer,” mentioned Mr Connolly. It will permit an LNG service to stay C-rated for practically 4 extra years.
He thinks unbiased validation is necessary for applied sciences bettering CII scores. Silverstream Applied sciences has secured third-party verification of air lubrication efficiency from class societies Lloyd’s Register, Bureau Veritas, ABS, DNV and RINA from hydrodynamic testing and pilot initiatives with homeowners and operators comparable to Shell, Grimaldi Group, Carnival Group and Norwegian Cruise Line.
It has additionally appointed third-party specialists for operational efficiency monitoring, together with BMT Sensible, Wärtsilä’s Eniram and Southampton College.
“Air lubrication will scale back friction excess of coatings and we’re providing the expertise throughout the board for tankers, gasoline carriers, bulk carriers, cruise ships, and so on,” mentioned Mr Connolly.
“We’re transferring right into a world of dearer fuels, so it makes extra sense to spend money on decreasing gasoline consumption.”
Small shipowner necessities
Mr Gil mentioned main delivery teams have the monetary backing to spend money on decreasing emissions from their fleets, however smaller shipowners would not have that capability. “Shipowners want to hunt compliance at minimal danger and investments,” he mentioned. “CII is a journey and we nonetheless have no idea how CII will unfold.”
CII is IMO’s technique from 2023 to 2040, with the worldwide maritime organisation set to contemplate modifications to CII after 2026 on the subsequent MEPC assembly this yr. Shipowners might want to preserve an in depth eye on these choices.
“Each shipowner must construct resilience and a technique for compliance, enhancements and funding.”
Mr Gil mentioned homeowners have time to contemplate their future methods as they may meet scores necessities within the brief time period by way of operational measures, comparable to voyage optimisation and sluggish steaming.
“Shipowners have three years to resolve on their monetary plans and will study from previous behaviour of their ships, then take a look at the place to speculate their cash,” he mentioned.
“Gradual steaming is efficient, however it’s not a magic wand, and it comes with its flaws.”
It reduces capability on trades, from dry bulk and containers to grease and gasoline maritime transport. “If all ships sluggish, there will probably be much less capability in market,” mentioned Mr Gill.
Extra ships will then be wanted for world transport, leading to greater emissions from the entire delivery trade.
Attendees had been requested to vote on a collection of ballot questions throughout the webinar. Here’s a abstract of the outcomes.
Which of the next affords the best potential for vessel effectivity optimisation?
Hull air lubrication: 14%
Rotor sails: 3%
Hull coatings: 10%
Gate rudders: 1%
Waste warmth restoration methods: 7%
Propeller/propulsive move enchancment gadgets: 11%
Hybrid and/or gasoline cell expertise adoption: 17%
Gradual steaming: 37%
What extra work must be the primary precedence of power saving machine (ESD) suppliers to allow homeowners to make knowledgeable expertise picks?
Out there sea trial knowledge in public area: 24%
Elevated buyer advocacy and suggestions: 6%
Industrywide commonplace for testing and verifying ESD efficiency: 40%
Extra regulatory stress: 7%
Extra monetary help for early adopters: 23%
Is your organisation actively contemplating ESDs as an answer to help CII or effectivity rules compliance?
Sure, actively contemplating it: 51%
, however no plans in the meanwhile: 37%
No, not contemplating it: 12%
Is the delivery trade at the moment fulfilling its position in mitigating the results of worldwide local weather change?
When do you foresee mid- and small-sized shipowners taking severe motion on CII?
Given the uncertainties on environmental fuels (eFuels), and the issues of CII, do you assume taking part in a wait and see technique can work for smaller shipowners?
Strongly agree: 13%
Strongly disagree: 7%
What do you assume is the answer for decarbonisation of the maritime trade?
Gradual steaming: 16%
Nuclear propulsion: 19%
Supply: Riviera Maritime Media