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Infineum: Significant proportion of tanker fleet to be below minimum ‘C’ CII rating by 2030, without corrective action

03 Oct 2022

In June 2021, the IMO’s Marine Environment Protection Committee (MEPC) held its 76th session (MEPC 76) and adopted measures including amendments to MARPOL Annex VI which requires ships 5,000 gross tonnage and above to establish an annual operational carbon intensity indicator (CII) and rating which scheme will be implemented on 1 November 2022 (with effect from 1 January 2023).

Ships will get a rating of their energy efficiency (A, B, C, D, E – where A is the best). The CII certification requirements are coming into effect from 1 January 2023; this means that the first annual reporting on carbon intensity will be completed in 2023, with the first rating given in 2024.

In an exclusive interview with Singapore bunkering publication Manifold Times, Rob Ashton, Market Manager of international fuel additives company Infineum, shares more details on CII – a measurement of how efficiently a ship transports goods or passengers and is given in grams of CO2 emitted per cargo-carrying capacity and nautical mile – and provides tips on how shipowners can easily meet targets.


MT: How is the CII rating of A, B, C, D, E calculated? 

The CII rating is calculated using a combination of actual vessel data (vessel type, DWT or GT, distance sailed, fuel consumption) coupled with several calculated variables and correction factors which yields a numerical value for a vessel’s attained CII vs a calculated Required CII (factoring in a 2% incremental CII reduction factor over the next four years).

The four rating boundaries for a ship can be determined numerically by multiplying the required CII with the dd vectors listed in the table below.

A theoretical worked example below assuming a constant attained CII vessel rating over a four-year period. Also shown is the same case, demonstrating additive benefit assuming a conservative 1% fuel consumption saving.

The Required CII values from the worked example above, when multiplied by the dd vectors yield the following boundary ratings. The A to E rating for a ship in a given year is then dependent on where the calculated attained CII for that ship falls within the numerical boundaries.


MT: Is it increasingly difficult for a shipowner to upgrade a vessel’s rating from ‘E’ to ‘A’? More importantly, meeting the minimum ‘C’ grade?

The fact that the CII contains a reduction factor year on year (currently set at 2% increments now through to 2026) means that maintaining current CII rating alone is challenging (let alone improvement) and consequently vessel operators will need to incorporate a continuous improvement plan to maintain/improve their CII through various means to improve vessel performance e.g. reducing drag, be that with hull coatings and design supported with a regular cleaning regime, propellor polishing, optimising power generation with supplementary battery hybridisation and waste heat recovery, operational factor improvement such as slow steaming and route selection. If no corrective action is taken a large proportion (70%) of tankers are anticipated to be below the minimum C rating by 2030! A relatively easy way for a ship operator to positively influence their CII rating is to incorporate Infineum’s combustion improver additive which will not only improve a vessels fuel consumption, but will also lower the CO2 output per nautical mile travelled.


MT: Based on cost effectiveness, what ‘simple steps’ can a shipowner introduce to a vessel’s SEEMP in order to improve its CII rating? 

A relatively easy way for a ship operator to positively influence their SEEMP part III & CII rating is to incorporate Infineum’s combustion improver additive which will not only improve a vessels fuel consumption, but will also lower the CO2 output per nautical mile travelled as well as other key emissions (NOx, carbon monoxide, total hydrocarbons and smoke). Another benefit will be demonstrable through lower fuel consumption per nautical mile year by year and to that effect can become an integral part of how the annual energy efficiency/operational CII can be achieved in the SEEMP. A side benefit of additive use is that it contains a powerful fuel stabiliser chemistry which will minimise fuel lost as sludge thus further enhancing the overall fuel consumption of the vessel (as well as minimising potential sludge disposal costs).


MT: In terms of weightage, with such positive ABA trial test results, how much can Infineum’s upcoming combustion improver influence a vessel’s CII grade when having the combustion improver product combined with ‘simple steps’ in SEEMP?

Assessment of the vessels current energy usage should be documented as a first phase. Using the Infineum combustion improver should feature as part of the energy saving development plan. Implementation of the plan is the next phase, where the additive can be incorporated into the vessels regular bunkering activity and performance assessment can be verified through reduced fuel consumption. Of course, sailing conditions and route selection can influence fuel consumption heavily, however over an extended period of operation the benefits conferred by the additive will be apparent. This forms the final stage of the process, which is monitoring energy consumption which in turn links back to CII benefit.


MT: When will the combustion improver product be launched into the market? 

The product is already commercially available globally under the brand name of Infineum B402 and Infineum is excited to offer a new solution to present and future customers. We welcome questions and enquiries at [email protected] 


Photo credit: Infineum

Published: 3 October, 2022

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