CARBON INTENSITY INDICATOR (CII)

-

WHAT IS CARBON INTENSITY?

In the shipping industry, carbon intensity is the measure of a ship’s GHG emissions relative to the amount of cargo carried over a certain distance. This metric is preferable to total carbon emissions as a measure of a vessel’s environmental impact because it controls for periods of inactivity. During the COVID-19 pandemic, for example, total vessel GHG emissions briefly declined as more ships remained docked; this, of course, was due to a dip in supply chain productivity, not because of more efficient shipping. Carbon intensity, on the other hand, takes economic activity into account, providing a more realistic measure of the shipping industry’s progress toward a more sustainable future.

OVERVIEW OF THE CARBON INTENSITY INDICATOR (CII):

Regulators and other stakeholders in the maritime industry are intensifying their efforts to cut greenhouse gas (GHG) emissions from shipping. The IMO, as the international regulatory body, set a Greenhouse Gas Reduction Strategy in 2018. One of the goals is to achieve a reduction in carbon intensity of 40% by 2030 compared to the 2008 level. The target is to reduce GHG emissions by improving vessels' energy efficiency as well as introducing new technologies and low or zero-carbon fuels.

In June 2021, the IMO adopted extensive new CO2 regulations applicable to existing ships. The Energy Efficiency Existing Ship Index (EEXI) addressing the technical efficiency of ships, the Carbon Intensity Indicator (CII) rating scheme addressing the operational efficiency, and the enhanced Ship Energy Efficiency Management Plan (SEEMP) addressing the management system.

From 2023, the CII requirements will take effect for all cargo, RoPax and cruise vessels above 5,000 GT and trading internationally.

The CII measures how efficiently a ship transports goods or passengers and is given in grams of CO2 emitted per cargo-carrying capacity and nautical mile. The ship is then given an annual rating ranging from A to E, whereby the rating thresholds will become increasingly stringent towards 2030.

While the EEXI is a one-time certification targeting design parameters, the CII addresses the actual emissions in operation.

A ship that is rated D for three consecutive years, or E in one year (e.g. those with the highest carbon intensity) will be required to submit a “corrective action plan” that outlines how the vessel will be brought to a minimum C rating.

By Er.Shanmugham Magesh

Pondicherry Maritime Academy

Comments

Post a Comment

Popular posts from this blog

#18 10 Main Personal Protective Equipment (PPE) Used Onboard Ship

-
Image
  Safety of self and co-workers is the prime priority kept in mind by a professional seafarer while working onboard ship. All shipping companies ensure that their crew follow personal safety procedures and rules for all the operation carried onboard ships. To achieve utmost safety on board ship, the basic step is to make sure that everybody wears their personal protective equipments made for different types of jobs carried out on ship. Following are the basic personal protective equipments (ppe) that are always present onboard a ship to ensure safety of the working crew: Protective Clothing : Protective clothing is a coverall which protects the body of the crew member from hazardous substance like hot oil, water, welding spark etc. It is popularly known as “dangri “or “boiler suit”. Helmet : The most important part of the human body is the head. It needs utmost protection which is provided by a hard plastic helmet on the ship. A chin strap is also provided with the helmet which k...
Read more

#68 MANNED SHIPS ERA TO ARTIFICIAL INTELLIGENCE CONTROLLED SHIPS ERA (iota-4)

-
Image
 Differences between IT and OT systems Whereas IT systems manage data and support business functions, OT is the hardware and software that directly monitors/controls physical devices and processes and as such are an integral part of the ship and must function independently of the IT systems onboard. The systems can, however, be connected to the IT network for performance monitoring, remote support etc. Such systems are sometimes referred to as belonging to the Industrial Internet of Things (IIOT). There may be important differences between who handles the purchase and management of the OT systems versus IT systems on a ship. IT managers are not usually involved in the purchase of OT systems and may or may not have a thorough understanding of cyber security. The purchase of such systems should involve someone, who knows about the impact on the onboard systems but will most probably only have limited knowledge of software and cyber risk management. IT covers the...
Read more

#41 Maritime Cybersecurity

-
Image
Maritime is one of the oldest industries and lifeblood of the global economy, accounting for the carriage of 90% of world trade. Ships and other vessels may seem like unusual targets for cyberattacks. But with their growing use of industrial control systems (ICS) and satellite communications, hackers have a new playground that’s ripe for attack. In a 2020 Safety at Sea and BIMCO Maritime Cyber Security survey, despite the majority of respondents (77%) viewing cyber-attacks as a high or medium risk to their organizations, few appear to be prepared for the aftermath of such an attack, 64% of respondents said their organization has a business continuity plan in place to follow in the event of a cyber incident, but only 24% claimed it was tested every three months, and only 15% said that it was tested every six to 12 months. Only 42% of respondents said that their organization protects vessels from operational technology (OT) cyber threats, and some respondents went so far as to describe...
Read more