EEXI just ‘a ticket to the match’
These were the thoughts of a panel of experts at the Global Maritime Club Virtual Forum – Spotlight on EEXI Regulatory Compliance hosted by The Maritime Online Series on July 1.
EEXI and CII are two global regulations aimed at reducing the carbon intensity of maritime transport. EEXI is a unique look at the technical or design efficiency of a vessel, while the CII will require demonstrable reductions in operational carbon intensity for vessels over 5,000 gt from 2023 to 2030.
“I think there is a general awareness that change is coming, but there is work to be done to ensure owners and operators understand the details of what it means. I’m not sure there is a universal understanding of the challenge that CII can present, whether it is bulk carriers, tankers, container ships or other vessels, ”said Matthew Williams, Specialist Principal, Strategic Regulatory Projects, Lloyd’s Register.
Williams warned that for the foreseeable future, ambition to reduce carbon intensity is likely to continue to rise at the same rate as in recent years, if not accelerate.
“The categorizations A to E which are associated with the CII at least for the moment are little or not penalized, but it could well be that they are applied by the charterers to limit the supply of tonnage. For example, charterers might say that we only work with shipowners that operate in categories A and B, ”said Tony Foster, CEO / CIO, Marine Capital.
“I would only say that with the caveat that charterers speak a good game when it comes to the type of vessels they are willing to charter, but when the market is very tight these self-taught rules tend to be forgotten “, added Foster. .
Markus Aarnio, Chief Naval Architect, Foreship Ltd presented some of the options available to builders, owners and operators to achieve enhanced EEXI ratings. Aarnio has listed niche upgrades such as rotor sails and air lubrication systems all the way to engine upgrades, propeller and rudder upgrades, hull shape changes and switching to low carbon fuels. Permanently reducing a vessel’s speed with limiting engine power and slow sailing were the main tools available, and the panel agreed that overwhelming power limiting was probably a popular option. Changes to GT and DWT could also affect a vessel’s requirements.
The improvement in CII could be achieved by altering the operational profile of the vessel, for example by switching to lower speed routes, using cold ironing where appropriate, using battery systems charged in port and discharged in port. sea and, for cruise ships, approaching the optimum CII speed. for the hotel charge of the ship.
Elias Boletis, Director, Business Line Propulsion, Product Line Propellers and Transmission at Wärtsilä, said that although the company has had many discussions with its customers about preparing for the EEXI and CII, the industry needs to surrender trusts that decarbonisation will be a key driver across the maritime sector in the years to come.
“It will be a key problem in the maritime industry in the coming period in the same way that it has become a key problem in the automotive industry, resulting in specific solutions,” Boletis said.
Equipment and technology manufacturers have a role to play in helping achieve the zero carbon goal, Boletis said, by developing solutions using greener fuels like ammonia and hydrogen, and developing engines. flexible fuel that have a clear upgrade path to less carbon intensive fuels. Hybridization and adoption of power generation, storage and transmission is promising for some sectors, and the development of energy saving solutions would continue.
The panel said awareness of EEXI and CII was growing, but preparedness varied by industry. Container lines were generally ahead of the pack due to the better visibility they have of a ship’s future employment prospects, which made decisions to invest in energy upgrades easier to justify and to finance. Container lines also have the added benefit of being able to move ships from one route to another to handle the CII by allowing slower operating speeds. Dry bulk carriers were identified as an area where awareness of what to do to comply with new regulations appeared to be lower and where the greatest potential efficiency gains were available.
The panel agreed that it was important for owners and operators to start planning for EEXI and CII immediately when time is of the essence.
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