Abstract
Carbon intensity of ship emissions is a cornerstone of contemporary regulatory actions, with measurable targets of reduction being enforced in the coming decade. Short term measures to achieve them include voyage optimization. Therefore, the VISIR ship routing model was upgraded for computing least-CO2 routes depending on ocean analysis products related to waves and sea currents. The speed loss in waves and the CO2 emission rate of a medium size Ro-Pax ship were obtained from a coupled command-bridge engine-room simulator. The geographical and topological features of least-CO2 routes resulting from VISIR were characterised by means of various types of isolines. A case study in the Adriatic Sea leads to bundles of optimal routes with significant spatial diversions even on short-sea routes. The carbon intensity savings were compared to the CO2 savings, highlighting also their dependence on both route lengthening and fractional engine load. For a case study in winter, carbon intensity reductions up to 11% were computed with respect to least-distance routes between the same couple of ports of call. This is promising, as a reduction of this magnitude represents a significant amount of the carbon intensity curbing target required at International level.
Highlights
Regulatory action on maritime emissions has gained momentum during the last couple of years.In April 2018, the International Maritime Organization (IMO) adopted an “Initial Strategy” to halve global shipping emissions by mid-century, and reduce carbon intensity by 40% by 2030, taking 2008 as a baseline year [1]
IMO has approved new mandatory measures for reduction of Greenhouse Gases (GHGs) in the short term, including a rating scheme based on carbon intensity indicators (CII) and a Ship Energy Efficiency Management Plan (SEEMP) enhancement for making a CII reduction plan mandatory [3]
The ferry speed loss as a function of significant wave height can be well fitted by a logistic function, with a decay length which turns to be adequately captured by the chosen sampling of the simulator response, Figure 1a
Summary
Regulatory action on maritime emissions has gained momentum during the last couple of years.In April 2018, the International Maritime Organization (IMO) adopted an “Initial Strategy” to halve global shipping emissions by mid-century, and reduce carbon intensity by 40% by 2030, taking 2008 as a baseline year [1]. IMO proposed both design and operational measures. The latter includes energy efficiency gains via a Ship Energy Efficiency Management Plan (SEEMP). It considers costefficient measures such as speed optimization and speed reduction, and the quantification of savings via the Energy Efficiency Operational Indicator (EEOI) [2]. IMO has approved new mandatory measures for reduction of Greenhouse Gases (GHGs) in the short term, including a rating scheme based on carbon intensity indicators (CII) and a SEEMP enhancement for making a CII reduction plan mandatory [3]
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