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DNV: Monitoring of CII Rating and how to stay compliant

DNV elaborates on CII, importance of reliable emission monitoring, and gives recommendations to ship owners and managers on how to stay compliant.




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Classification society DNV on Tuesday (27 June) released a statutory news for ship owners and managers on Carbon Intensity Indicator (CII) and carbon intensity rating with its recommendations for compliance:

From 1 January 2023, it is mandatory for all ships to collect emissions data for reporting their annual operational CII and CII rating. This statutory news aims to raise awareness of CII, the importance of reliable emission monitoring, and give recommendations on how to stay compliant.

Carbon Intensity Indicator (CII) and carbon intensity rating

The attained CII is a value reflecting the energy efficiency of a ship for a given calendar year based on the verified DCS data. For certain ship types and operations, the attained CII may be further adjusted by applying correction factors as agreed by the IMO, as illustrated below:

Monitoring of CII Rating and how to stay compliant Body image I tcm8 244871

Taking into consideration the type and the size of the ship and the relevant year the required CII is determined, the required CII gradually becomes stricter over time. The requirement is that the attained CII should not exceed the required CII.

CII graphic 358 tcm8 244872

Based on the attained and the required CII, a ship is awarded its annual carbon intensity rating. The rating spans from A to E, where A is the best and the required CII is the middle point of the C rating. The rating is noted on the Statement of Compliance (SoC) issued each year by the DCS verifier.

The SEEMP Part III (the 3-year plan)

Every ship required to comply with the CII requirement shall have a plan on how to achieve the required CII for the next three years. This plan, known as the SEEMP Part III, includes measures to be implemented together with a timeline and responsibilities for the implementation.

Another important aspect of the plan is that it is subject to self-evaluation, by evaluating the effectiveness of the planned measures over time and continuously improving the plan as needed. To achieve this, knowing the current CII status of the ship is key, and, hence, having a proper monitoring tool is essential.

Monitoring of CII ratings

DNV provides the monitoring tool Emissions Insights, which provides an overview of your fleet and confirms where you are with respect to your CII, showing the preliminary year-to-date ratings based on your DCS data uploads so far. The tool is available through My Services on Veracity for our existing DCS customers. The accuracy will, of course, depend on the frequency of your DCS data uploads. Emission Insights also shows the corrected CII in case correction factors have been applied and reported. Emissions Insights is illustrated below:

Monitoring of CII Rating and how to stay compliant Body image II tcm8 244873

If you require a more comprehensive solution including, for instance, emission performance simulation and verified voyage statements, we recommend you to look into DNV’s Emissions Connect, which is a separate subscription service (Emissions Connect is also available for companies not using DNV as a DCS verifier).

Continued CII compliance

The implementation of the SEEMP Part III will be followed up through periodical company audits. Failing to achieve the objectives of the SEEMP and receiving an inferior rating, in other words an E rating or three consecutive D ratings, will trigger actions by the ship manager in the form of a corrective action plan (CAP). This includes planned actions to increase the energy efficiency sufficiently to achieve the required CII (C rating). To remain compliant and receive the SoC, the CAP needs to be reviewed and verified.


For your SEEMP Part III plan to work and to ensure that you are on the right track, it is important to evaluate and monitor your vessels’ CII rating. Here are some steps you can follow to stay compliant:

  • Review performance data by collecting data on key performance indicators, such as maintenance records, fuel consumption, voyage reports, and inspection reports. Use this information to identify trends and areas for improvement.
  • Conduct regular assessments of your vessels’ operations and performance, including safety inspections, risk assessments, and operational audits. These assessments can help identify potential problems and provide an opportunity to address them before they escalate.
  • Engage stakeholders including crew, management and customers in the evaluation process. Encourage them to share their perspectives and experiences and use this feedback to identify areas for improvement.
  • Use benchmarking tools such as Emissions Insights to compare your vessel’s performance against industry standards and best practices. This can help you identify areas for improvement.
  • Monitor progress regularly and track the results of your efforts to improve your vessel’s CII rating. This will help you determine the effect of selected actions and identify areas where additional efforts are needed.
  • Continuously improve and assess your vessel’s operations, processes and procedures. Regularly review and update your safety procedures and incorporate new technology and best practices as they become available.

Photo credit: Venti Views on Unsplash / DNV
Published: 30 June, 2023

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LNG Bunkering

UECC “Auto Achieve” receives first LNG bunker fuel delivery by barge in home country

Firm said it received the first ever supply of LNG by barge to their multi-fuel LNG battery hybrid car carrier in the Port of Drammen, Norway.





UECC “Auto Achieve” receives first LNG bunker fuel delivery by barge in home country

Norwegian roll-on/roll-off shipping line United European Car Carriers (UECC) on Wednesday (10 July) said it received the first ever supply of LNG by barge to their multi-fuel LNG battery hybrid car carrier Auto Achieve in the Port of Drammen on 4 July.

The firm said this was the first time UECC received LNG by barge to any of their vessels in their home country Norway. 

“We also believe that it was the first time LNG was delivered by barge to any vessel in Drammen, and most likely the entire Oslofjord,” UECC said in a social media post.

The LNG was supplied by the Molgas Energy Holding vessel Pioneer Knutsen, owned by Knutsen Group OAS.

“UECC is very pleased to see the expansion of the LNG barge network in Norway,” it said. 


Photo credit: UECC
Published: 12 July, 2024

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Infineum: Using liquid methanol fuels in heavy-duty and marine engines

Paul Cooper and Joanna Hughes from Gane Energy talk about advantages of using liquid methanol fuels in internal combustion engines and how fuel additives can help to overcome challenges of using methanol as a fuel.





Infineum marine fuels additives receive performance recognition from Lloyd’s Register

International fuel additives company Infineum on Tuesday (9 July) published an article on its Insight website of Paul Cooper and Joanna Hughes from Gane Energy, sharing about the advantages of using liquid methanol fuels in internal combustion engines and how fuel additives can help to overcome some of the challenges of using methanol:

End users and OEMs in both the maritime and heavy-duty vehicle/engine industries are exploring the ways alternative fuels, such as methanol, ammonia and hydrogen, can help them to meet tightening emissions regulations and decarbonisation targets. 

Gane Energy, a fuel development and licensing company based in Melbourne, Australia, has a vision to provide a clear pathway to carbon neutrality through a cost-effective, readily available, low-risk alternative to diesel which can leverage existing infrastructure. To that end it has developed a liquid methanol fuel, for use in heavy-duty and marine engines, that it is now working to commercialise. Gane Energy's fuel is made from methanol (CH3OH), water,  a small amount of di-methyl ether (CH3OCH3) along with performance fuel additives. So, given Gane Energy's work in this area, we asked them what they consider to be the environmental benefits of using liquid methanol fuel instead of diesel fuel or marine fuel oils?

Joanna said: “Now methanol is the simplest alcohol. It does not have any carbon-carbon bonds and fundamentally does not produce any soot when it combusts. Furthermore, the temperature of combustion of methanol in an engine is lower than with the classic long chain hydrocarbon fuels. And that lower temperature of combustion means that you produce dramatically lower NOx.”

“And that has a natural advantage of course in terms of emissions to air, but what it also means is that for end users or customers, the exhaust aftertreatment that you have to carry on your ship or implement with your engine are significantly reduced. Or in some cases, for example using Gane Fuel, they can be avoided altogether and still meet regulated emissions levels.”

“If methanol is made from renewable sources, then effectively the CO2 that is captured in the fuel is then released when it's burned in the ship. And so from a net basis, the methanol as a fuel is carbon neutral, so not adding any net CO2 to the atmosphere.”

One of the challenges associated with methanol use, particularly in marine applications, has been the need to use a pilot fuel to ignite it in the engine. While the majority of the energy to power the vessel is supplied by methanol this approach still uses a significant quantity of conventional fuel, which means it is not ideal in a world looking to decarbonise. But, as Paul explains, progress has been made on this front and, by using a different approach, they have been able to remove the need for a pilot fuel.

Paul, said: “So the approach we've taken is that we take a small quantity of the methanol in Gane Fuel and we pass it over a catalyst and we convert it through that process to dimethyl ether.”

“What we do with that is we put that in the inlet air as a fumigant, and that comes in with the air and creates the conditions that when the piston rises and that creates the heat, the DME ignites, and then the methanol, which is in our fuel, is supplied under high pressure into the cylinder, and that creates the event to enable the methanol to combust. So we achieve through the use of Gane Fuel, a combustion of methanol without requiring a diesel pilot fuel.”

Methanol vs hydrogen and ammonia

Methanol is not the only alternative fuel option available to the maritime and commercial vehicle industries. Ammonia and hydrogen are also being explored by many OEMs as potential options to cut greenhouse gas emissions, and it looks likely that we can expect a multi-fuel, multi technology future. Currently, Joanna estimates that some one billion tonnes a year of diesel-like products are used, that could potentially be substituted with such alternatives. To achieve the progress that is needed in terms of decarbonisation, she believes it's important that there are multiple solutions available. With this in mind we asked her to share some of the benefits methanol has vs hydrogen and ammonia.

“I think one of the most important points is the technology readiness level. Methanol is in use today as a marine fuel, and so our speed at which we can transition to net carbon neutrality is greatly enhanced through adopting and continuing to accelerate the adoption of methanol in these industries,” said Joanna. 

“I think the other point in terms of methanol versus ammonia and hydrogen that's important to bring out is the supply chain. Methanol is a liquid at ambient conditions. So in terms of the fuel suppliers, but also very importantly in terms of the end users, the ability to transport and store methanol is significantly easier and lower cost than the same task as required for ammonia or hydrogen.”

Future directions

There has been a good uptake of methanol in the marine industry and the order book for new methanol capable vessels is growing. Data published by DNV shows that almost 16% of the ships on order are alternatively fuelled vessels with methanol out in front in new contracts in the last 12 months. However, cutting the data by how much the ship can carry (DWT), excluding LNG carriers, then almost 32% on order are alternatively fuelled vessels.

Infineum: Using liquid methanol fuels in heavy-duty and marine engines

But, it’s not only these new vessels that can benefit from the emissions reduction benefits that running on methanol brings. Joanna says that the fact ships can be retrofitted to run on methanol is important for two reasons.

“One is in terms of the potential to accelerate our transition to carbon neutrality, and the second is the efficiency or the economic efficiency, but also in terms of materials of being able to leverage existing infrastructure. And by that I mean existing infrastructure in terms of a liquid fuel to transport and store. And also in terms of the existing infrastructure in terms of the engines,” said Joanna. 

Additives support alternative fuels

As the use of methanol grows in various transportation applications, the use of high quality fuel additives will be vital to ensure hardware protection.

“Methanol as a fuel offers many advantages in terms of the combustion properties, the emissions. It does give rise to certain issues that need to be addressed, specifically lubricity and potentially corrosivity as well. And I think these are the two key areas where additives can be helpful,” said Paul.

Lubricity improver additives create a protective film on the metal surfaces, which reduces friction and wear. This not only ensures smoother engine operation but also prolongs the lifespan of engine components. Corrosion inhibitor additives form a barrier between the methanol fuel and the surface of the metal to prevent corrosion-related damage.

Alternative fuels, such as methanol, ammonia and hydrogen will have a key role to play in the drive to decarbonise the internal combustion engine. Infineum is fully committed to ensuring that suitable fuel and lubricant additives are ready to support the introduction of these alternative fuels to the global market.

Note: Watch the videos featuring Paul Cooper and Joanna Hughes from Gane Energy and read full article here


Photo credit: Infineum
Published: 11 July 2024

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Interview: Auramarine eyes significant market share of methanol fuel supply systems

Tuomas Häkkinen, Director Business Line Projects, discusses methanol marine fuel engines, decarbonisation-related market opportunities and how Auramarine’s solutions stand out from the competition.





Tuomas Häkkinen, Director Business Line Projects, Auramarine

Tuomas Häkkinen, who was recently appointed as Director Business Line Projects of Finland-based fuel supply systems provider Auramarine Ltd, discussed with bunkering publication Manifold Times methanol marine fuel engines, decarbonisation-related market opportunities for the firm and how Auramarine solutions stand out from the competition:

MT: What is the forecasted uptake potential for methanol marine fuel engines by the global merchant fleet in light of IMO 2030/2050? 

This is difficult to estimate as the marine industry is changing rapidly. While there are a number of new low and zero-carbon fuels in the mix, the future and main make-up of the bunkering supply chain within shipping will likely comprise of a combination of ammonia, biofuels and methanol.

It is difficult to forecast the precise number but leading classification society Lloyd’s Register, in its recent paper ‘The future of maritime fuels’ (September 2023), predicted bio and e-methanol would have a combined market share of total shipping fuel by 2050 of 13.4%.  However, the most optimistic scenario projects a market share for bio-methanol of 43% by 2050.

There is, therefore, a lot of potential for the uptake of methanol, both in newbuilds and retrofits. It’s currently one of the more mature and advanced alternative fuels and is easy to adopt. With this foundation, we aim to reach significant market share of methanol fuel supply systems both in newbuilds and retrofits.

MT: What is the number one misunderstanding about methanol marine fuel engines that you would like to debunk?  

Based on our experience, very often the integration of ship and engine systems can cause challenges and uncertainty where the responsibility of specific system parts is unclear or where there are many different players involved in the system integration. However, with proper planning and expert design, solutions can be deployed to overcome these challenges.

It’s also important to note that you get different challenges depending on whether it’s a system for a retrofit or newbuild vessel. For example, a retrofit carried out for an existing vessel always requires more attention than a newbuild, as there are more preconditions to consider. The key points a shipowner should consider when planning for a retrofit range from engine modification availability, space constraints such as tank availability, health and safety guidelines and fuel availability through to specific sustainability goals and compliance considerations.

From Auramarine’s perspective, safety is one of the most important issues due to methanol toxicity and high flammability where, for crew, inhaling, touching, or breathing in methanol is very dangerous. We, therefore, provide onboard and in-house training for crew, officers, and onshore staff, where all aspects are considered to ensure trouble-free operations as well as compliance with all environmental, health and safety regulations.  Ultimately, a well-trained crew ensures a safe voyage and efficient operations, and we always ensure that we provide project-specific training plans, as well as operation and maintenance manuals for each project.

We also firmly believe that when one experienced supplier is responsible for the design of the entire system, it is easier to control the many subsystems to ensure optimum results. Specific responsibilities and requirements are always clearer and better for efficiency. Doing this reduces project-related risks because an understanding of the interface and relationships among different components and stakeholders helps avoid misunderstandings and prevents any oversight.

MT: In terms of technology, how have maritime fuel supply systems evolved over the years and how will this sector grow in the future to accommodate shipping's green trend? 

To meet the requirements of retrofits, and the planning and production cycles of new builds, maritime fuel supply systems are becoming more modular and flexible to install in different spaces and setups. This ensures a clear line of responsibility, allowing an experienced provider to take accountability for the safety and performance of the fuel supply system to minimise risks.

MT: Other than methanol/ammonia fuel supply systems, what other decarbonisation-related market opportunities do you see for Auramarine? 

There are a lot of opportunities for more efficient use of fuels.  For example, we recently launched our AFE (Auramarine Fuel Economiser) solution, a real-time data monitoring and reporting tool, which enables shipowners and operators to proactively analyse and identify where fuel consumption and emissions can be reduced, delivering savings of between 5% and 20%.

The AFE monitors and measures the entire fuel consumption of vessels across a whole fleet, collecting data from all fuel and power-related systems on board, whether a vessel is in operation or not. This makes data collection easy for accurate reporting purposes in line with regulations such as the IMO’s Carbon Intensity Indicator, and, critically, it also highlights opportunities to reduce fuel consumption such as optimising operations by analysing fuel profiles.

MT: How are Auramarine's solutions different and why should shipowners choose the firm's fuel supply systems over the competition? 

We believe in close collaboration with shipowners to ensure their systems are tailormade to their needs no matter what fuel they use, including methanol, biofuels and soon ammonia, and we always provide fast, flexible and accurate project execution leveraging more than 50 years of experience in fuel supply system deliveries.

We also provide customers with global lifecycle support and a ‘one-stop-shop’- an end-to-end solution for our methanol fuel supply system. When the methanol system’s lifecycle support comes from a single, experienced supplier, the customer can be assured that all interfaces within the system are considered, and all needs are covered. Any interface issues can be avoided, there are clear lines of responsibility and there are no gaps in the management and upkeep of the system throughout its lifetime.

With the current and future reporting and regulatory requirements, it is important that the fuel system is kept up-to-date and compliant with the changing requirements.  This is where preventative maintenance and the role of data comes in. By using remote conditioning and operational monitoring, operational issues and downtime can be avoided, ensuring safety, efficiency and unnecessary costs.

Related: Auramarine appoints Tuomas Häkkinen as Director Business Line Projects


Photo credit: Auramarine
Published: 11 July, 2024

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