Shipowners can reduce fuel costs and emissions with a suite of digitalisation applications, energy-saving technologies and by retrofitting vessels, according to experts at Riviera Maritime Media’s Fuel monitoring to achieve vessel optimisation webinar
Svitzer Australia head of innovation David Bartnik said the Maersk subsidiary is achieving optimisation and reducing fuel consumption from its tug fleet by monitoring and moderating vessel speeds, using automatic identification system (AIS) data to track the tugs and adjust to make fuel savings.
Svitzer is using Port Tracker online to analyse data form AIS and other sources to monitor and manage fuel use during tugboat transits to and from towage jobs. The system was initially developed by Svitzer in the UK and is now installed on tugs operating elsewhere in Europe, Australia, Africa and South America.
“AIS data is provided by a dedicated network of receivers,” said Mr Bartnik. “Ports are then mapped to identify berths and other key locations.”
Port Tracker is a cloud application that identifies parameters for tug mobilisation, including berth, job start, job end and demobilisation events. It “estimates emissions and fuel used for mobilisation and demobilisation and operations not under pilot’s orders,” said Mr Bartnik.
In addition to providing detailed emissions reports by port, region and fleet to Svitzer management, Port Tracker also has uses beyond emissions reduction. Svitzer uses it for incident investigation and training, checking timestamps for operations and invoicing, and the software can provide overviews of daily operations and transit times between critical areas in ports and can also be used for monitoring, reporting and verification of emissions.
Mr Bartnik was joined on the webinar panel by Steel Ships chief executive Ranjan Varghese. Mr Varghese said sustainability and emissions reduction should be a top priority as shipowers will need to comply with IMO’s carbon intensity index (CII) requirements.
“Regulators are trying to trigger requirements from 2023 to reduce net carbon emissions,” he said. “But, there is no proper clarity among shipowners and managers on how to achieve zero carbon.”
One of the key issues is whatever owners select as their sustainability options it will be costly, so Mr Varghese thinks it should also achieve higher profitability for shipping companies.
“A vessel can reduce its carbon intensity by a combination of measures,” he said. These can include reducing speed, optimis[ation] of operations and logistics, implementation of energy efficiency technologies and use of alternative fuels.
Slow steaming and using digitalisation to optimise operations, and therefore lower emissions, involves the fewest capital costs.
Operational measures can include speed optimisation, weather routeing and just-in-time arrivals.
Owners and operators can work together to pool resources and implement digitalisation solutions.
They can work with shipyards in the retrofit of existing tonnage with technology for reducing fuel consumption during voyages and to design more energy-efficient ships.
“We can be ready for major retrofits for adding LNG or LPG fuel systems and engines,” said Mr Varghese. Shipyards can add energy saving devices on hulls, such as fins and Mewis ducts, or shaft generators, motors and battery systems, and solar panels on decks.
“Decarbonisation is possible,” said Mr Varghese. “Key to this is cross-industry discussions. Shipowners need to step in when solution are available for their fleets – to improve vessel efficiency and profitability.”
Webinar attendees, in a poll, agreed with Mr Varghese’s conclusions as 87% said yes, decarbonising in shipping is possible.
In another question, were virtually evenly split on the statement that IMO’s decarbonisation goals are within easy reach. Some 38% agreed and 6% strongly agreed, while 36% disagreed and 7% strongly disagreed; 13% remained undecided.
Alternatives to heavy fuel oil and marine gas oil will be important for decarbonising the shipping industry. Options being considered and tested include use of hydrogen, ammonia, methanol, renewable natural gas, bioethanol, biodiesel and bio-dimethyl ether. Webinar delegates were asked if alternative fuels were the only viable means of achieving decarbonisation goals. 31% strongly agreed, 33% agreed, while 15% disagreed, 4% strongly disagreed and 17% were neutral on the subject.
Another poll asked attendees: how challenging does your organisation find it to comply with existing emissions monitoring, reporting and verification requirements? Overall, 13% of respondents said it was extremely challenging, 46% said it was challenging, 34% said it has its challenges but nothing that marks it out and just 7% said it was not a challenge.
Asked how they would rank the priority of sustainability monitoring and emissions reporting, 23% of attendees said it was the highest priority of their organisation, 61% thought it was a priority, but that it ranks equally with two or three other priorities. Another 13% said the issue was on their radar, but that the organisation prioritises other aspects of operations. And just 4% said the issue was not a priority.
Riviera’s Fuel monitoring to achieve vessel optimisation webinar panel included (left to right) Svitzer Australia head of innovation David Bartnik and Steel Ships chief executive Ranjan Varghese
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