Ship Energy Efficiency Management Plan Research Articles

Sailing Towards Sustainability: How Seafarers Embrace New Work Cultures for Energy Efficient Ship Operations in Maritime Industry

It is imperative to take proactive measures in light of the escalating concerns about greenhouse gas (GHG) emissions of international shipping. The GHG study conducted by the International Maritime Organization (IMO) indicates that the sector accounted for 2.2% and 2.89 % of emissions in 2012 and 2018, respectively. As a result, IMO has endorsed strategies to reduce ship-induced emissions to 50% by 2050 and net zero emissions by 2100. For reducing carbon emissions, regulations such as the Energy Efficiency Design Index (EEDI) and Ship Energy Efficiency Management Plan (SEEMP) were implemented a decade ago. We collected data from 104 seafarers in 24 countries using purposive sampling, exploring how the energy-efficient operation of ships transforms their work cultures onboard ships. The majority of seafarers in our study agreed that energy-efficient ship operation has changed seafarers' working cultures over the last decade. Seafarers have adopted a variety of energy efficiency (EE) practices, including meticulous record-keeping of fuel consumption and adherence to Planned Maintenance Systems. As well as preparing for Port State Control (PSC) inspections, they follow energy-saving measures prescribed by the SEEMP. In addition to engine maintenance, energy-saving practices, accurate reporting and recording of EE-related data, and efficient power usage, they provide just-in-time arrival, crew training, energy-efficient lighting, environmental awareness, and slow steaming to minimize fuel consumption. The majority of seafarers implemented SEEMP successfully and met the company's objectives, but they did not receive any form of recognition or financial incentives. Although SEEMP can help shipping companies gain financial benefits and preserve the environment, seafarers do not receive tangible rewards or appreciation for implementing it. Only one-fourth of seafarers were rewarded with incentives, bonuses, formal recognition, or trophies. This study holds significant implications for policymakers, offering insight into seafarers' adaptation to energy-efficient ship operations and advocating for integrating Industry 4.0 technologies for EE regulations compliance by reducing seafarers' workloads and improving data accuracy.

Roles and challenges of seafarers for implementation of energy efficiency operational measures onboard ships

As international shipping contributes to 2.89% of global carbon dioxide (CO2) emissions, the International Maritime Organization (IMO) has set a target of reducing the carbon intensity by at least 40% by 2030 and 70% by 2050 compared to 2008. To achieve these goals, the IMO has developed guidelines and regulations for enhancing energy efficiency in ship design and operation, such as adopting various operational measures, low-carbon fuels, innovative technologies, and retrofits. A purposive sampling strategy was employed in this study to ensure a representative sample, engaging seafarers, ship managers, and technical and operations managers from 46 shipping companies worldwide. The study demonstrates that seafarers actively engage in various energy efficiency practices, with navigation, cargo works, deck operations, and port-related measures divided between the master and deck crews. Chief engineers and engine crews are involved in power generation, propulsion engines, and engine load management. Onshore technical managers oversee both groups to ensure the successful implementation of the Ship Energy Efficiency Management Plan (SEEMP). However, seafarers encounter challenges such as increased workload, additional paperwork, heightened inspections by regulatory bodies, enhanced planned maintenance, and increased technical difficulties in executing SEEMP onboard ships. Furthermore, the implementation of SEEMP has also affected the traditional work culture of crewmembers, who rarely receive recognition or incentives for their efforts. As part of its recommendations, the study emphasizes the need for improved working conditions, training, and incentives, as well as introducing new technologies to reduce workloads and ensure compliance with SEEMP.

Seafarers Involvement in Implementing Energy Efficiency Operational Measures in Maritime Industry

The Fourth GHG Study 2020 of the International Maritime Organization (IMO) reported that 2.89% of total global anthropogenic CO2 emissions had been emitted by international shipping. IMO's initial strategy is to set carbon intensity goals of at least a 40% reduction in CO2 emissions per transport work by 2030, and a 70% reduction by 2050 must be met. This has led IMO to introduce guidelines for calculating energy efficiency in both the design and operation phases using the Energy Efficiency Design Index (EEDI), the Ship Energy Efficiency Management Plan (SEEMP), the Energy Efficiency Existing Ship Index (EEXI), and the Carbon Intensity Indicator (CII). In the decade between 2008 and 2018, the energy efficiency of international shipping operations advanced by one-third. By adopting energy efficiency design and operational measures and introducing innovative technologies, many shipping companies worldwide reported remarkable financial and environmental benefits by saving fuel on every voyage. Ships are operated by ashore technical managers and aboard crewmembers; thus, they are directly involved in implementing energy efficiency operational measures. Therefore, the scope of this study is only limited to ashore technical managers and aboard ship crews only. This study has found that Master and Deck Crews are directly involved in implementing the ship's navigation and port operation-related EE measures. In contrast, the Chief Engineer and Engine Crews are directly involved in all ships’ propulsion, power generation, and management-related operational EE measures to implement onboard ships. Since the ashore managers supervise the ship's Master and Chief Engineer, they have reasonable control in every aspect of the fleet's energy efficiency operations, from navigation to port operations and ship's propulsion to power generation and management.

Data-Driven Approach for Estimating Power and Fuel Consumption of Ship: A Case of Container Vessel

In recent years, shipborne emissions have become a growing environmental threat. The International Maritime Organization has implemented various rules and regulations to resolve this concern. The Ship Energy Efficiency Management Plan, Energy Efficiency Design Index, and Energy Efficiency Operational Indicator are examples of guidelines that increase energy efficiency and reduce shipborne emissions. The main engine shaft power (MESP) and fuel consumption (FC) are the critical components used in ship energy efficiency calculations. Errors in ship energy efficiency calculation methodologies are also caused by misinterpretation of these values. This study aims to predict the MESP and FC of a container ship with the help of data-driven methodologies utilizing actual voyage data to assist in the calculation process of the ship’s energy efficiency indexes appropriately. The algorithms’ prediction success was measured using the RMSE, MAE, and R2 error metrics. When the simulation results were analyzed, the Deep Neural Network and Bayes algorithms predicted MESP best with 0.000001 and 0.000002 RMSE, 0.000987 and 0.000991 MAE, and 0.999999 R2, respectively, while the Multiple-Linear Regression and Kernel Ridge algorithms estimated FC best with 0.000208 and 0.000216 RMSE, 0.001375 and 0.001471 MAE, and 0.999999 R2, respectively.

Future Sustainable Maritime Sector: Fishing Carriers and their Adoption to the Environmental Regulations. Part I

Abstract The study explored the legislative database for the maritime sector to be sustainable and have an intact blue economy. The problem for organizations with shipowners that have fishing boats older than 20 years is stated. Decision-making authorities face challenges nowadays. To be in the fleet for the next decade, shipowners for their ships should deploy energy efficiency projects for marine system retrofitting to improve energy efficiency and meet environmental regulations. The Ship Energy Efficiency Management Plan’s development principles are discussed due to the current need for its deployment from 2021, so shipowners can contribute to the fast adoption of new regulations by the International Maritime Organization. In this work it is being offered to incorporate energy management issues with guidelines for upcoming regulations as well as those that are currently enforced. To improve energy efficiency, reduce environmental impact and cut fuel consumption costs, marine system retrofitting has been proposed. In this paper the focus is being put on studying energy management strengths and weaknesses which can lead to a qualitative understanding of the performance of the organizational structure, this work also focuses on the management settings concerning energy efficiency. If the organization wants to win by integrating energy policy, high-quality communication or promotion of energy efficiency issues should be employed. Marine plastic debris challenges fishing carriers on the African Union route. A possible beneficial solution for shipowners is discussed in this study.

Implementation of the Energy Efficiency Existing Ship Index: An important but costly step towards ocean protection

For decades, the shipping sector has been incorporated into the global decarbonization process. At present, global shipping – as a whole – aims to reduce its emission levels by 40 % by 2030 in relation to the 2008 level. In reducing greenhouse gas emissions, regulations such as the MARPOL 73/78 Convention and Energy Efficiency Design Index as well as other monitoring and managing schemes already in operation (e.g., Ship Energy Efficiency Management Plan and Energy Efficiency Operational Indicator) play a crucial role in measuring fuel consumption and ship engine emission output. Energy Efficiency Existing Ship Index (EEXI) is another measure, projected to be ratified in 2023, in-line with decarbonization targets in which the International Maritime Organization has planned a 70 % reduction in emissions level by 2050 using the same 2008 baseline. For this to happen, ship speed may need to be reduced, a decrease of fleet capacity may also need to be considered, and new ships may need to replace older ones already in service. The costs of implementing these types of reforms are obviously significant to the sector. Such change will augment the overall shipping overhead, effecting subsequent transportation and consumer costs. This paper aims to specify the scale of the expected costs of implementing EEXI globally. The current maritime fleet has been analyzed in terms of energy demand, deadweight tonnage, and expected CO2 emission reduction marginal abatement costs (MAC). Two pathways to achieve the desired EEXI values are presented, including the most common and available technologies to reduce demand. These technologies are subjected to MAC valuation and presented quantitatively for the world fleet. The research also investigates alternative fuel options in regard to lessening the CO2 impact, developing wind support systems, and avoiding conventional advancements to ships (e.g., upgrading the propeller or the propulsion system). At length, the target of the work is to elucidate a realistic CO2 reduction potential in 2030 with the long view of 2050.

International Maritime Organization and Decarbonization of Maritime Industry: Mandate and Instruments

The International Maritime Organization (IMO) makes a crucial contribution to the decarbonization of the maritime industry within the United National Framework Convention on Climate Change (UNFCCC) objectives. The IMO’s mandate provides for many activities to reduce CO2 emissions from international shipping, including imposing binding and non-binding instruments. The regulations on energy efficiency for ships play a critical role in implementing this IMO strategy. The article examines the conditions of Chapter 4 of the International Convention for the Prevention of Pollution from Ships (MARPOL) Annex VI. It focuses on the Energy Efficiency Design Index (EEDI) as a non-administrative mechanism and the Ship Energy Efficiency Management Plan (SEEMP) as the operational activity. This article also covers the legal aspects of international cooperation, the dissemination of energy-efficient technologies in the maritime sector, and the IMO’s contribution to the Norway GreenVoyage2050 project to promote MARPOL rules in national legislation.

Monitoring Energy Efficiency and Environmental Ship Index by Cruise Seaports in Northern Europe

Environmental organizations have alerted that rapid weather phenomena have intensified in recent years, such as floods, hurricanes, whirlwinds, droughts, fires and storms, caused by the deteriorating condition of the natural environment. Carbon emissions, which are the main cause of the deteriorating environment condition and dramatic climate change, are largely caused by the use of heavy fuel by shipping companies and generate large quantities of sulfur oxides, nitrogen oxides and particulate matter. These compounds exert a strong negative impact on the environment and human health. Care for improving the marine environment and coastal areas has become the subject of interest of many international institutions, such as the International Maritime Organization, Organization of United Nations, European Sea Port Organization, European Commission and others, which introduce restrictive regulations and guidelines on the level of permissible harmful emissions into the environment as a result of ship operations in ports and at sea. In addition, they propose to monitor the level of pollution through the use of indicators, such as the Energy Efficient Design Index (EEDI), Ship Energy Efficiency Management Plan (SEEMP) and Environmental Ship Index (ESI), among others. The aim of this paper is to assess the Northern Europe seaports’ commitment to monitor the level of pollutants emitted by cruise ships in their ports. This article may constitute a subject of interest for seaport authorities and cruise ship operators.

Ship Operational Efficiency from AIS Data Using Big Data Technology

Abstract: The Energy Efficiency Design Index (EEDI) is a necessary benchmark for all new ships to prevent pollution from ships. MARPOL has also applied the Ship Energy Efficiency Management Plan (SEEMP) to all existing ships. The Energy Efficiency Operational Indicator (EEOI) provided by SEEMP is used to measure a ship's operational efficiency. The shipowner or operator can make strategic plans, such as routing, hull cleaning, decommissioning, new construction, and so on, by monitoring the EEOI. Fuel Oil Consumption is the most important factor in calculating EEOI (FOC). It is possible to measure it when a ship is in operation. This means that the EEOI of a ship can only be calculated by the shipowner or operator. Other stakeholders, such as the shipbuilding firm and Class, or those who do not have the measured FOC, can assess how efficiently their ships are working relative to other ships if the EEOI can be determined without the real FOC. We present a method to estimate the EEOI without requiring the actual FOC in this paper. The EEOI is calculated using data from the Automatic Identification System (AIS), ship static data, and publicly available environmental data. Big data technologies, notably Hadoop and Spark, are used because the public data is huge. We test the suggested method with real data, and the results show that it can predict EEOI from public data without having to use actual FOC Keywords: Ship operational efficiency, Energy Efficiency Operational Indicator (EEOI), Fuel Oil Consumption (FOC), Automatic Identification System (AIS), Big data

Ship Energy Efficiency Management Plan Development Using Machine Learning: Case Study of CO2 Emissions of Ship Activities at Container Port

Ship energy management has an effect both on cost efficiency and the environment due to the huge amount of CO2 emission caused by ship activities. Meanwhile, research regarding efforts to save energy consumption in the container terminal area is

The development of a transdisciplinary policy framework for shipping companies to mitigate underwater noise pollution from commercial vessels

One of the newly emerging environmental issues is underwater noise pollution. It has both negative environmental and socio-economic impacts and threatens sustainable shipping. While other types of shipping pollutants have been regulated and societal awareness has been raised, due to the intangible characteristics of underwater noise pollution, there is neither societal awareness nor an international legally binding instrument to mitigate underwater noise pollution. This paper aims to raise awareness of ship owners regarding UWN pollution by introducing the sources of UWN pollution, as well as proposing a transdisciplinary policy for shipping companies to mitigate UWN pollution from their ships. The proposed policy is aligned with IMO's initial GHG strategy, especially the Energy Efficiency Design Index, Energy Efficiency Existing Ship Index, and Enhanced Ship Energy Efficiency Management Plan. This multi-dimensional approach will make stakeholders more enthusiastic to tackle underwater noise pollution while enhancing the efficient use of capacities and resources.

Ship Energy Efficiency Measures and Climate Protection

Abstract This paper addresses the importance of the implementation and enforcement of the energy efficiency measures for ships. These measures are frequently referred to and used as a tool for carbon mitigation by reducing greenhouse gas emissions from ships in order to protect the Earth’s climate. Moreover, these measures can also play an important role in climate adaptation. The purpose of this paper is to look briefly at the current and expected impact of the ships’ energy efficiency measures developed under auspices of the International Maritime Organization, i.e.: the Energy Efficiency Design Index (EEDI) and the Ship Energy Efficiency Management Plan (SEEMP) on climate change mitigation. Both of them, EEDI and SEEMP became mandatory measures after the adoption of amendments to the Annex VI of the International Convention for the Prevention of Pollution from Ships (MARPOL), and their entry into force in 2013. Furthermore, those measures were also the first legally binding tools relating to climate change, adopted since the Kyoto Protocol.

An Energy Consumption Approach to Estimate Air Emission Reductions in Container Shipping

Container shipping is the largest producer of emissions within the maritime shipping industry. Hence, measures have been designed and implemented to reduce ship emission levels. IMO’s MARPOL Annex VI, with its future plan of applying Tier III requirements, the Energy Efficiency Design Index for new ships, and the Ship Energy Efficiency Management Plan for all ships. To assist policy formulation and follow-up, this study applies an energy consumption approach to estimate container ship emissions. The volumes of sulphur oxide (SOx), nitrous oxide (NOx), particulate matter (PM), and carbon dioxide (CO2) emitted from container ships are estimated using 2018 datasets on container shipping and average vessel speed records generated via AIS. Furthermore, the estimated reductions in SOx, NOx, PM, and CO2 are mapped for 2020. The empirical analysis demonstrates that the energy consumption approach is a valuable method to estimate ongoing emission reductions on a continuous basis and to fill data gaps where needed, as the latest worldwide container shipping emissions records date back to 2015. The presented analysis supports early-stage detection of environmental impacts in container shipping and helps to determine in which areas the greatest potential for emission reductions can be found.

Assessment of CO2 emissions for a bulk carrier fleet

Recently, international regulations have started to come into force due to increasing of carbon dioxide (CO2) emissions as a greenhouse gas emission from ships. There are two important emission regulations which are European Union Monitoring, Reporting and Verification (EU-MRV) and International Maritime Organization Data Collection System (IMO DCS) as a Ship Energy Efficiency Management Plan (SEEMP) Part 2, became valid from 2018 to 2019, respectively. Both EU MRV and IMO DCS regulations are mandatory for the ships above 5000 GRT and examine CO2 emissions related to international shipping. Within this framework, the aim of this article involves to guide the shipping companies about energy efficiency and environmental management with comparing energy efficiency measures as novel Fleet Energy Efficiency Management Index (FEEMI), CO2 emissions, CO2 index and Energy Efficiency Operational Indicator (EEOI) values.In this study, firstly, operational energy efficiency values have been analyzed with a voyage details of five bulk carrier ships to assess the possible reasons of the changings by the years of 2017 and 2018. Furthermore, FEEMI have been defined as a novel energy efficiency indicator to evaluate the performance of the shipping companies. Lastly, different scenarios have been carried out to observe the effects of cargo carried capacity and fuel consumption amount on EEOI. As numerical results, the highest CO2 emissions and index values are found for ship C1 as 29,676 tonnes and 54,592 tonnes with 433 × 10−3 tonnesCO2/nmile and 449 × 10−3 tonnesCO2/nmile for the years of 2017 and 2018, respectively. Besides, the lowest energy efficiency operational indicator (EEOI) are calculated for ship C1 as 4.43 × 10−6 tonnesCO2/MT.nmile and 5.06 × 10−6 tonnesCO2/MT.nmile for the years of 2017 and 2018, respectively.

МЕТОД АНАЛИТИЧЕСКОЙ СИНХРОНИЗАЦИИ ДАННЫХ МОНИТОРИНГА РАБОЧЕГО ПРОЦЕССА ТРАНСПОРТНЫХ ДИЗЕЛЕЙ В ЭКСПЛУАТАЦИИ

An analytical synchronization for data of the transport diesel engines working process is a key issue of this publication. Of particular importance is that workflow data refers to engines in use. The lack of accuracy in determining the current characteristics of the working process is the cause of a significant error in determining power, fuel consumption, errors in monitoring the operation of engine systems, and its diagnosis. Calculation of the effective power of marine diesel engines is necessary not only to control the workflow and diagnose problems. It is also important for energy efficiency management as part of the Ship Energy Efficiency Management Plan (SEEMP). The task of analytical synchronization is formulated as the transfer of data of a function by time to a function by the angle of rotation of the crankshaft. In this case, it becomes possible to determine the top dead center (TDC) most correctly. As the basis of the method of analytical data synchronization for determining TDC coordinates, it is proposed to use the sequential execution of three stages: linear, sinusoidal, and differential (compression pressure’s first derivative is equal to zero). In addition, refinements have been made to linear and sinusoidal synchronization algorithms. They differ from their existing counterparts in using detailed restrictions. This allows one to have a further reduction of the error in TDC determining to a range of 0.1 ... 0.3 degrees of the crankshaft rotation. Also, this ensures the accuracy of the indicated power calculation and other basic workflow parameters with a maximum relative error of up to 2.5%. Obviously, such high accuracy allows avoiding diagnostic errors as much as possible, predicting the engine load, performing more exact calculations of parameters and characteristics, and taking measures to achieve higher energy efficiency and economy. Undoubtedly, this helps to increase the efficiency of both transport engines in general and marine engines in particular.

Making shipping more carbon-friendly? Exploring ship energy efficiency management plans in legislation and practice

In recent years, there has been an increasing focus on energy-efficient operation of vessels. The International Maritime Organization has launched several initiatives for reducing emissions from ships. One of these is the ‘Ship Energy Efficiency Management Plan’, SEEMP. This paper focuses on the operational level of the SEEMP and how the SEEMP can efficiently support the crew in performing energy efficient operations. The study is based on analyses of two vessels employed in the oil & gas and wind industry and uses qualitative methods based on 30 semi-structured interviews with seafarers and office employees, combined with document analysis of IMO's guidelines for development of the SEEMP along with the vessels’ SEEMPs. The study shows that operation of these vessels is very irregular and is influenced by many actors. The officers on board find that many goals or demands conflict with energy-efficient operation. To make the SEEMP useful as a dynamic tool, it is therefore of great importance to involve stakeholders and crew in defining unambiguous goals and making the entire system around the ship cooperate in meeting these goals.

Estimation of ship operational efficiency from AIS data using big data technology

To prevent pollution from ships, the Energy Efficiency Design Index (EEDI) is a mandatory guideline for all new ships. The Ship Energy Efficiency Management Plan (SEEMP) has also been applied by MARPOL to all existing ships. SEEMP provides the Energy Efficiency Operational Indicator (EEOI) for monitoring the operational efficiency of a ship. By monitoring the EEOI, the shipowner or operator can establish strategic plans, such as routing, hull cleaning, decommissioning, new building, etc. The key parameter in calculating EEOI is Fuel Oil Consumption (FOC). It can be measured on board while a ship is operating. This means that only the shipowner or operator can calculate the EEOI of their own ships. If the EEOI can be calculated without the actual FOC, however, then the other stakeholders, such as the shipbuilding company and Class, or others who don't have the measured FOC, can check how efficiently their ships are operating compared to other ships. In this study, we propose a method to estimate the EEOI without requiring the actual FOC. The Automatic Identification System (AIS) data, ship static data, and environment data that can be publicly obtained are used to calculate the EEOI. Since the public data are of large capacity, big data technologies, specifically Hadoop and Spark, are used. We verify the proposed method using actual data, and the result shows that the proposed method can estimate EEOI from public data without actual FOC.

SOLUTIONS FOR THE UNSTABLE WORKING OF A TURBOCHARGER IN MARINE DIESEL ENGINES

We know the development trend of industries in general and the shipbuilding industry, in particular, is the increase in energy efficiency to contribute to global emissions reduction, especially CO2 emissions. It is not difficult to realize that gas turbines utilize exhaust gas energy to increase the intake air pressure. Exhaust gas turbines are convenient enough to complete the shipbuilding industry in line with the norms of the world maritime organization, including EEDI (energy efficiency design index) and SEEMP (ship energy efficiency management plan). Thus, satisfying IMO's EEDI and SEEMP criteria under MARPOL Annex VI, the completion of the design and exploitation of turbocharged exhaust turbines should be a top priority. Exhaust gas turbines increase the intake air pressure to improve the performance of diesel engines, so it is almost present on most diesel engines. Mastering the structure and working principles to improve the efficiency of turbines continuously is an urgent requirement. Besides, it is necessary to follow the manufacturer's instructions and research to effectively exploit turbines that will contribute to increasing economic efficiency and contributing to reducing environmental pollution emissions. The article focuses on analyzing measures to overcome the causes of working instability of the main diesel engine's exhaust gas turbine, which will contribute a small part in completing exhaust gas turbines. Based on mastering the knowledge of exhaust gas turbine, we can choose the turbine layout to utilize exhaust gas heat suitable for diesel engines. Moreover, mastering the factors that affect the working of turbines and compressors, thereby improving the quality of turbine extraction and maintenance to ensure they always work in the best conditions.

Developing and Applying a Ship Operation Energy Efficiency Evaluation Index Using SEEMP: a Case Study of South Korea

The CO2 emission reduction policy of the International Maritime Organization (IMO) recommends that the operation of ships, managed by maritime transport companies, should be energy-efficient. An evaluation method that can determine how successfully a ship implements the energy efficiency plan is proposed in this study. To develop this method, the measures required for energy-efficient ship operations according to the Ship Energy Efficiency Management Plan (SEEMP) operational guidelines were selected. The weights of the selected measures, which indicate how they contribute to the energy-efficient operation of a ship, were derived using a survey based on the analytic hierarchy process (AHP) method. Consequently, using these measures and their weights, a new evaluation method was proposed. This evaluation method was applied to shipping companies in South Korea, and their ship operation energy efficiency indices were derived and compared. This evaluation method will be useful to the government and shipping companies in assessing the energy efficiency of ship operations.

Economic and operational impact of the MRV implementation on maritime transport processes

Abstract The European Union (EU) and International Maritime Organisation (IMO) strongly feel the need for initiating measures to reduce greenhouse gas (GHG) emissions from international shipping lines regionally and globally using a package of tools called Green Shipping Practices (GSP). The GSP includes the use of global market-based mechanisms (MBMs), adoption of the energy efficiency design index (EEDI), establishing compulsory energy efficiency standards for all new ships, and the ship energy efficiency management plan (SEEMP) recommended as a new management tool for ship owners. Furthermore, the European Commission (EC) has proposed that owners of large ships using EU ports should report their verified emissions (Monitoring, Reporting and Verification of Carbon dioxide (CO2) emissions (MRV)) from 2018. In addition, IMO has introduced collection and reporting of ship fuel consumption data (SFCD) under the IMO SFCD scheme based on similar conditions, but related to global shipping. By providing a holistic analysis of the above-mentioned tools with a special focus on MRV and SFCD, this paper presents their economical and operational implications on the maritime transport processes. The working hypothesis that there is a correlation between the introduction of MRV and SFCD tools and reduction of maritime transport anthropopresure has been proved.