The pressure, however, lies within the IMO’s encouragement for all shipping stakeholders, such as charterers, ports, insurance companies, financial institutions and pilotage, to provide incentives for ships rated A or B. The only direct impact is that those shipowners will need to update their Ship Energy Efficiency Management Plan (SEEMP) with how to improve their rating. Example values from bulk carriers.įrom 2023 onwards, if a ship is rated D or E, the owner of that ship will be seen as not doing enough to comply, and therefore not doing enough to fight climate change. Thresholds for the different CII rating levels are getting stricter over time. With the increasingly tight criteria, this might mean, in practice, for example, that if your ship receives a rating of B and no actions are taken for two years, then your ship could receive a rating of C the following year. By 2023, the reduction factor will be set at 5%. The initial rating thresholds are set using 2019 as a base and will become stricter over time. The most environmentally friendly will receive an A rating, while the highest polluters will be rated E. ![]() And now that the IMO has that data, it has a good current picture of the industry.īased on these AER results, ships will be grouped into different CII ratings, ranging from A to E. Since 2019, it has been mandatory for ships to fulfill the IMO’s data gathering requirements (IMO Data Collection System, IMO DCS) by recording their fuel consumption, the distance they have traveled, and hours underway – all of which is needed to calculate the AER. The CII rating is derived from the Annual Efficiency Ratio, which measures the carbon emissions of a ship’s operations over the course of a year. That same “energy-efficient” car would end up with a poor CII rating because of how you used it.ĬII is an operational index based on another measure, the Annual Efficiency Ratio (AER), which measures all the carbon emissions from all ballast and laden voyages, anchorage, port stays, all divided by the deadweight and distance sailed in a year (grams of CO2 per DWT mile). But suppose you drive that car extremely inefficiently, braking and accelerating a lot, leaving gear shifts until the last minute, speeding, the engine idling when parked and letting the tires deflate. Sure, you would be ticking the EEXI compliance box. Imagine buying the most energy-efficient gasoline car in the world. Where EEXI is concerned with how ships are equipped or designed, CII is an indicator of how the ships operate. This is such an ambitious target that it puts the situation into stark terms: if we want to achieve these goals and build a sustainable future, everyone must work together to innovate new solutions that conform to an increasingly tight set of criteria.Īt the IMO’s 76th Marine Environment Protection Committee (MEP76) in July 2021, members agreed to put two new measures into effect at the start of 2023 – the energy efficiency index for existing ships (EEXI) and the carbon intensity indicator (CII). The second level of ambition is for the carbon intensity for international shipping to decline through a 40% reduction by 2030, and a 70% reduction by 2050 compared to the baseline value from 2008. This reduction will be made possible through various energy efficiency and emissions reduction requirements that become stricter over time. ![]() In the IMO’s initial strategy, the most crucial level of ambition is related to the carbon intensity of ships, which must decline. In 2018, the International Maritime Organization (IMO) established its greenhouse gas (GHG) strategy in response to mounting pressure for climate action following the Paris Agreement. CII Emissions Regulations Sustainable shippingīy Ossi Mettälä, Customer Success Manager, NAPA Shipping Solutions
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