Energy efficient ship_operation

Yasser B. A. Farag
MSc. in Maritime Energy Management -
Marine Chief Engineer
Lecturer at MUSI - AASTMT

19/10/2020 Energy Efficient Ship Operation 2
Sum up
IMO GHG New Strategy Future trends
Energy Efficiency Measures
Technical Measures Operational Measures
IMO Regulatory Framework
Design requirements (EEDI) Operational requirements (SEEMP-EEOI-DCS)
International Shipping Overview
Shipping Capacity Shipping GHG Share
Preface
GHG natural role Global Warming The need to Control

19/10/2020 Energy Efficient Ship Operation 4
Background
www.AMNH.org

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Background
American Museum of Natural History
It took 200,000 years for our human
population to reach 1 billion—and
only 200 years to reach 7 billion. But
growth has begun slowing, as women
have fewer babies on average. When
will our global population peak? And
how can we minimize our impact on
Earth’s resources, even as we
approach 11 billion?
Energy Efficient Ship Operation

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Background
https://nems.nih.gov

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Background
“ Greenhouse Gas Emissions ”
The Coming Challenges
• GHG is a gas in an atmosphere that absorbs and
emits radiation within the thermal infrared
range. This process is the fundamental cause of
the greenhouse effect. The primary greenhouse
gases in Earth's atmosphere are water vapor,
carbon dioxide, methane, nitrous oxide, and
ozone.
• Without greenhouse gases, the average
temperature of Earth's surface would be about
−18 °C rather than present average of 15 °C.

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Background
(NASA simulation; 9 November 2015)
Human activities since the
beginning of the Industrial
Revolution (around 1750)
have produced a 40%
increase in the
atmospheric concentration
of carbon dioxide (CO2),
from 280 ppm in 1750 to
406 ppm in early 2017

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The UN Framework Convention on Climate Change UNFCCC
• On 12 June 1992, 154 nations signed the UNFCCC
• 196 Parties (195 countries + EU)
• The ultimate objective of the Convention: “… stabilization of greenhouse
gas concentrations in the atmosphere at a level that would prevent
dangerous anthropogenic interference with the climate system.” (Art. 2)
• There is considerable uncertainty over future changes in anthropogenic
GHG emissions, atmospheric GHG concentrations, and associated climate
change.
• Without mitigation policies, increased energy demand and extensive use
of fossil fuels could lead to global warming (in 2100) of 3.7 to 4.8 °C relative
to pre-industrial levels http://www.ipcc.ch/

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• In 2011, parties adopted the "Durban Platform for Enhanced Action". As part of the Durban Platform,
parties have agreed to "develop a protocol, another legal instrument or an agreed outcome with
legal force under the Convention applicable to all Parties".
• In 2015, all (then) 196 then parties to the convention came together for the UN Climate Change
Conference in Paris 30 November - 12 December and adopted by consensus the Paris Agreement, aimed
at limiting global warming to less than two degrees Celsius, and pursue efforts to limit the rise to
1.5 degrees Celsius. The Paris Agreement entered into force on November 4, 2016.
• To have a likely chance of limiting global warming (in 2100) to below 2 °C, GHG concentrations would need to
be limited to around 450 ppm CO2-eq. The current trajectory of global emissions does not appear to be consistent
with limiting global warming to below 1.5 or 2 °C.
http://www.ipcc.ch/
Background

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• In 2018 ships carried more than 11 billion
tons of cargo by volume and more than 2.5
billion passengers.
• Based on the data collected between 1980 to
2014, a growth of international seaborne
trade by 265% had been observed during
that period (UNCTAD-2019)
• Shipping’s share of global GHG emissions
represents 2.5% of global GHG emissions with
around 1000 million tonnes annually
according to the (Third IMO GHG study
2014).
Background

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• Based on the data collected between 1980 to
2014, a growth of international seaborne
trade by 265% had been observed during
that period (UNCTAD-2019)
• Shipping’s share of global GHG emissions
represents 2.5% of global GHG emissions with
around 1000 million tonnes annually
according to the (Third IMO GHG study
2014).
Work done

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International shipping capacity (GT) (Source: IMO data)
0
200
400
600
800
1,000
1,200
1,400
1995 1996 1997 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017
Millions(GT)

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Comparison of CO2 emissions for different transportation means
Source: IMO GHG Study, 2009

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Comparison of CO2 emissions of countries VS Int. Shipping
China, 7031
USA, 5461
India, 1742
Russia, 1708
Japan, 1208
Int. Shipping, 870
Germany, 786
Canda, 544
Iran, 538
UK, 522 South Korea, 509
CO2 (mil.tonnes)
China USA India Russia Japan Int. Shipping Germany Canda Iran UK South Korea
Source: IMO
FC x 3.1144

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Background
World merchant fleet composition. UNCTAD, 2013
Estimated world seaborne trade by 2050 in ton-miles. Ančić, A. Šestan / Energy Policy 84
Meeting global GHG reduction
target
Source: (MEPC 60/4/9) (IMO Website)

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• The shipping share in global carbon dioxide
emissions is projected to increase from 50% to
250% as a result of:
1. The seaborne trade expected expansion and;
2. Other industries expected emission
reductions. (Third IMO GHG study 2014).
• By the entry into force of MARPOL Annex VI, Chapter
IV, on the 1st of January 2013, the IMO established
the first mandatory global regime controlling the GHG
emissions among the entire transport sector.
Background

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Firstly, How Thrust is Created ?!?

19/10/2020 20Energy Efficient Ship Operation
Firstly, How Thrust is Created ?!?

Input = ṁ x CV
B.P 49.3%
Jacket water cooling
5.2 %
Exhaust losses
22.3%
Mechanical Energy
Waste Heat
Waste Heat
Thrust
28%
Radiation 0.6%
Waste Heat
Lubrication 2.9%
Chemical
Energy
100% Fuel
171 g/kw.hr
Thrust
T/C
Air Cooler 14.2%
Propeller Losses
10%
Hull
Friction
10%
29%

Engine’s Emissions
ENGINE
PROCESS
8.5 kg/kWh
168 g/kWh
1 g/kWh
HEAT
WORK
EXHAUST
GAS
AIR
FUEL
L.O
21% 𝑶 𝟐
79% 𝑵
97% 𝑯𝑪
3% 𝑺
97% 𝑯𝑪
2.5% 𝑪𝒂
0.5% 𝑺
13% 𝑶 𝟐
75.8% 𝑵
5.6% 𝑪𝑶 𝟐
5.35% 𝑯 𝟐 𝑶
1500 ppm 𝑵𝑶 𝑥
600 ppm 𝑺𝑶 𝑥
60 ppm 𝑪𝑶
180 ppm 𝑯𝑪
120 mg/N𝒎 𝟑
𝑷𝑴
??

CO2 Emissions
• ODS
• Sox
• NOx
• CO2
• PM
• Incinerator
• + VOCs from tankers

Institute of Maritime Upgrading Studies
The MARPOL Regime
Flag State
Implement MARPOL regulations on ships
raising the flag
Coastal State
Implement MARPOL regulations in Coastal
waters
Port State
Implement MARPOL regulations on foreign
ships at ports
Shipowner
Ensure implemented standards being
maintained

International Maritime Policy
 IMO - Member States: agree to adopt and enforce IMO rules/policies as
regulations/ laws
 Flag States – Registered vessels must comply with IMO/Flag State
requirements (49% of international vessels are flagged under Panama,
Liberia, or Marshall Islands)
 Port States – May board ships to verify IMO compliance documents issued by
the Flag State and to enforce port/ national requirements (which may be
subject to other international agreements, i.e. World Customs Organization )

International Maritime Policy

Flag State
Implement MARPOL regulations on ships
raising the flag
• The flag state of a merchant vessel is the jurisdiction under whose laws the vessel is registered or licensed,
and is deemed the nationality of the vessel.
• A merchant vessel must be registered and can only be registered in one jurisdiction, but may change the
register in which it is registered.
• The flag state has the authority and responsibility to enforce regulations over vessels registered under its
flag, including those relating to inspection, certification, and issuance of safety and pollution prevention
documents.
• As a ship operates under the laws of its flag state, these laws are applicable if the ship is involved in an
admiralty case.

Port State
Implement MARPOL regulations on foreign
ships at ports
• Port State Control (PSC) is the inspection of foreign ships in national ports to verify that the condition of the ship and its
equipment comply with the requirements of international regulations and that the ship is manned and operated in
compliance with these rules.
• Many of IMO's most important technical conventions contain provisions for ships to be inspected when they visit
foreign ports to ensure that they meet IMO requirements.
• These inspections were originally intended to be a back up to flag State implementation, but experience has shown that
they can be extremely effective. The Organization adopted resolution A.682(17) on Regional co-operation in the control
of ships and discharges promoting the conclusion of regional agreements. A ship going to a port in one country will
normally visit other countries in the region and it can, therefore, be more efficient if inspections can be closely
coordinated in order to focus on substandard ships and to avoid multiple inspections.

PSC MoU

MARPOL 73/78
Annex I Annex IVAnnex VAnnex IVAnnex IIIAnnex II
Oil
Oct 2, 1983
155 Countries
99.14% world
tonnage
Noxious
Liquid
Substances
carried in
Bulk
April 6, 1987
155 Countries
99.14% world
tonnage
Harmful
Substances
carried in
Packaged
Form
July 1, 1992
147 Countries
98.54% world
tonnage
Garbage
Dec 31, 1988
New rules from
Jan 01, 2013
152 Countries
98.72% world
tonnage
Sewage
Sep 27, 2003
141 Countries
96.28% world
tonnage
Air
Pollution
May 19, 2005
89 Countries
96.18% world
tonnage
Updated from IMO website19 JAN 2018

MARPOL 73/78 Annex VI
Entered into force on 19 May 2005.
The adoption of MARPOL Annex VI has followed some years of debate within
organizations.
 At the same time the Technical code on the Control of Emissions of Nitrogen
Oxides from Marine Diesel Engines was adopted.

Application
MARPOL Annex VI and the Technical Code have retroactive requirements for the
following:
Applies to all ships, fixed and floating drilling rigs and other platforms.
The certification requirements are depending on size of the vessel and when it is
constructed. International Air Pollution Prevention Certificate (IAPP Certificate).

MARPOL 73/78 Annex VI
 Regulation 12 - Emissions from Ozone depleting substances from refrigerating plants
and fire fighting equipment
 Regulation 13 - Nitrogen Oxide (NOx) emissions from diesel engines
 Regulation 14 - Sulphur Oxide (SOx) emissions from ships
 Regulation 15 - Volatile Organic compounds
 Regulation 16 - Emissions from shipboard incinerators
 Regulation 18 - Fuel Oil quality.
 Regulations 19 – Energy Efficiency on ships

Energy Efficiency Regulations

Energy Efficiency Regulations
• New regulations aimed at improving the energy efficiency of international shipping entered into force on 1
January 2013.
• The amendments to the International Convention for the Prevention of Pollution from Ships (MARPOL) were
adopted in July 2011.They add a new chapter 4 Regulations on energy efficiency for ships to MARPOL Annex VI,
to make mandatory the Energy Efficiency Design Index (EEDI), for new ships, and the Ship Energy
Efficiency Management Plan (SEEMP) for all ships. Other amendments to Annex VI add new definitions and
the requirements for survey and certification, including the format for the International Energy Efficiency
Certificate.
• The regulations apply to all ships of 400 gross tonnage and above. However, under regulation 19.
• The EEDI is a non-prescriptive, performance-based mechanism that leaves the choice of technologies to use
in a specific ship design to the industry. As long as the required energy-efficiency level is attained, ship designers
and builders would be free to use the most cost-efficient solutions for the ship to comply with the regulations.
• The SEEMP establishes a mechanism for operators to improve the energy efficiency of ships. Ships are
required to keep on board a ship specific Ship Energy Efficiency Management Plan (SEEMP).

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To summarize
IMO’s GHG control measures
Regulatory measures
MARPOL Annex VI, CH4
Technical
Operational
Market-Based- Measures
Economical / Market approach
 EEDI
 EEOI
 SEEMP
! DCS
• A market-based measure (MBM)
is a policy tool that is designed to
achieve environmental goals at a
lower cost and in a more flexible
manner than traditional
regulatory measures.
Are they
ENOUGH !?

Abbreviations
• EEDI Energy Efficiency Design Index
• EEOI Energy Efficiency Operational Indicator
• SEEMP Ship Energy Efficiency Management Plan
• DCS Data Collection System
EEDI
IMO Energy
Efficiency
Regulatory
Framework
DCS
EEOI
SEEMP
Ship owner
/ operator
Owners /
charterers
Shipyard

All shipsNew ships
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EEDI, EEOI and SEEMP processes
Design Construction Sea Trail Operation
Calculate
EEDI
Verified
EEDI Verified
EEDI
Planning Implementation
MonitoringEvaluation
• Speed optimization
• New Technologies
• Engine enhancement
• Design improvement
• Renewable energy
• Slow steaming
• Weather routing
• Maintenance
• Crew awareness
• Trim optimization
• Just in Time
• Retrofits
• Paints
𝑬𝑬𝑫𝑰 =
𝑭𝑶𝑪 × 𝑪
𝑪𝒂𝒑𝒂𝒄𝒊𝒕𝒚 × 𝑽𝒔
EEDI

All shipsNew ships
19/10/2020 40
EEDI, EEOI and SEEMP processes
Design Construction Sea Trail Operation
Calculate
EEDI
Verified
EEDI Verified
EEDI
Planning Implementation
MonitoringEvaluation
• Speed optimization
• New Technologies
• Engine enhancement
• Design improvement
• Renewable energy
• Slow steaming
• Weather routing
• Maintenance
• Crew awareness
• Trim optimization
• Just in Time
• Retrofits
• Paints
𝑬𝑬𝑫𝑰 =
𝑭𝑶𝑪 × 𝑪
𝑪𝒂𝒑𝒂𝒄𝒊𝒕𝒚 × 𝑽𝒔
EEDI

 IMO has established a series of
baselines for the amount of fuel
each type of ship burns for a
certain cargo capacity. Ships built
in the future will have to beat that
baseline by a set amount, which
will get progressively tougher
over time. By 2025, all new ships
will be a massive 30% more
energy efficient than those built
in 2014.
Energy Efficiency Index

Energy Efficiency Design Index Equation for ships EEDI

Ship Energy Efficiency
Management Plan
(SEEMP)

Ship Energy Efficiency Management Plan (SEEMP)
• The purpose of the Shipboard Energy Efficiency Management Plan (SEEMP) is to
establish procedures for operators to improve the energy efficiency of a ship's
operation.
• The SEEMP should be developed as a ship-specific plan by the company.
• … SEEMP should be adjusted to the characteristics and needs of individual companies
and ships.
• … it is recommended that a company also establishing an “energy management plan” to
improve fleet energy performance and stakeholders’ coordination.
Resolution MEPC.213(63): 2012 Guidelines for the Development of a SEEMP, Adopted on 2 March 2012

SEEMP framework
• The SEEMP works through four steps:
• Planning,
• Implementation
• Monitoring, and
• Self-evaluation
• These components play a critical role in the
continuous cycle to improve ship energy
management.

07
Training of crew
and staff
Measures for Energy Efficient
Ship Operation

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Other measures

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Other measures

Conclusion

SEEMPExamples

• unit: tonnes CO2/(tons x nautical miles)
Example

EEOI Calculator
Voyage
Fuel
Cf (HFO) Cf (LFO) Cargo Distance Work EEOI(CO2/te.nm)
HFO LFO
1 67 12 3.1144 3.15 23500 770 18095000 1.36206E-05
2 26 6 3.1144 3.15 25000 300 7500000 1.33166E-05
3 52 9 3.1144 3.15 25000 600 15000000 1.26866E-05
4 16 4 3.1144 3.15 24000 200 4800000 1.30063E-05
5 30 7 3.1144 3.15 25000 350 8750000 1.31979E-05
6 17 5 3.1144 3.15 25000 230 5750000 1.19469E-05
7 23 6 3.1144 3.15 22000 340 7480000 1.21031E-05
8 21 6 3.1144 3.15 22000 320 7040000 1.19748E-05
Total 252 55 3.1144 3.15 191500 3110 59895000
Average EEOI 1.5996E-05

0.00E+00
5.00E-06
1.00E-05
1.50E-05
2.00E-05
2.50E-05
0 1 2 3 4 5 6 7 8 9
EEOI(CO2/TE.NM)
VOYAGE
EEOI by voyage

Technical and Operational Measures

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Ship design/retrofit

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Propulsion Improvement devices
Propeller in Duct

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Ducted Propeller

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Azimuthing Thrusters

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Podded Propellers

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Vertical Propellers

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Air Lubrication
The air is blown at a constant rate to
form a layer of bubbles, which
reduces the drag and resistance
between the ship and the seawater.
The Air Lubrication System to
continuously replenish the lost air
bubbles ensures that a uniform layer
of air bubbles is maintained beneath
the ship and the desired effect is
produced.

19/10/2020 78
Air Lubrication Concerns
• Can only be used for certain types of ships having flat bottoms.
• To trap the layer of bubbles beneath the ship’s hull is a
challenging task. The sucking effect of propeller on the bubbles is
difficult to defy.
• It is also feared that the air cavities made for trapping the air
bubbles would affect the handling and stability of the ship at the
sea.
• In order to obtain the desired effect, it is important that air
bubbles are of uniform size and are evenly distributed beneath
the hull surface. Moreover, a change in air bubble diameter would
drastically affect the air bubble distribution beneath the hull.
• The air bubbles leaving the hull surface flow into the ship’s
propeller. This can influence the efficiency, noise, and vibration of
the propeller.
• Uncertainty!

Operational Measures

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Sea-state influence on the ship performance in seaways
Weather routing
The use of weather information
• Water depth and weather conditions
• Within specified weather limits and sea conditions, the term
means minimum fuel consumption while maximising safety and
crew comfort and minimising time underway.

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Weather routing

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Trim Optimization
 Optimum trim is the function of draft (T) and speed (V) and refers to
minimum required propulsive power.
 %2 to %4 fuel consumption reduction is talked about

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Trim Optimization

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Trim Optimization Example
Annual estimated fuel
and emissions savings
In use of trim optimization, the
following ship types would be given
higher considerations:
• Container ships
• RoRo cargo and passenger ships
• RoRo car carriers

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Load Optimization

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2.1.2 Voyages overview
Voy.
No
Departure Port Arrival Port
No. of data
samples
V. time
(dd:hh:mm)
Route length
(nm)
Total Fuel Cons.
(mt)
F.Cons (mt/nm)
(1)
Sultan Qaboos
(Oman)
Ain Sukhnah
(EGY)
1142 09:03:34 2801 367.9 0.131
(2) Sidi Kerir (EGY)
Rotterdam
(NTH)
2562 12:14:21 3215 437.7 0.136**
** Drifting period excluded from the calculations

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The developed PPM was used to assess the Just In Time (JIT) potential energy savings for the second voyage
The model has predicted that with a speed reduction of 11.16%, the fuel consumption dropped by 28.1% and 380 ton
of CO2 emissions is eliminated. However, the improvement of ship’s operation energy efficiency requires the
cooperation and involvement of the various key players, ship’s operator (or the charter), ship’s master, port authorities
and the promotion of energy awareness amongst all parties.
JIT Case study

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Criteria Base Case JIT scenario unit
Total route distance 3215.50 nm
Sailing time 11:13:00 12:14:20 dd:hh:mm
Driftting time 01:01:20 0.0 dd:hh:mm
Total voyage time 12:14:20 12:14:20 dd:hh:mm
Average ship speed 11.9 ** 10.57 knots
Average propulsion power 7928.9 ** 5720.9 kw.hr
Average B.S.F.C 186.04 ** 187.43 g/kw.hr
Average RPM 51.99 ** 47.04 revs
Daily fuel consumption 34.51 ** 24.38 Mt/day
Fuel consumption per nm 0.135 0.097 mt/nm
Total energy consumed 2,355.8 1,669,57 Mw
Total voyage fuel consumed 434.8 312.8 mt
Speed reduction percentage 11.16% %
Total 𝐶𝑂2 emissons savings 380.16, (28.1%) Ton, %
Total voyage fuel cost savings (349.99$/mt) 42,686.6, (28.1%) $, %
** Values calculated with a drifting period exclusion for realistic evaluation.
JIT Case study

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Operational measures

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Operational measures

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Other measures

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Available techniques & measures for Energy savings
Nikolaos Tsakalakis et.al.,Guidelines for energy efficient ships, TARGET 2014, P 20
A full analysis of energy saving levels and cost of implementation for each EEM is required (L.C.A – MACC …).
The International Council of Clean Transportation – July 2013

Ship-Board Energy Management
• Ship-board organisation, roles and
responsibilities.
• Trim optimisation, its impact and best
practice.
• Ballast water management.
• Hull and propeller roughness and fouling.
• Engines and machinery utilization
management.
• Fuel management: storage, treatment and
purification.
• Technology upgrade.

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Major decision criteria for energy efficiency measures selection Top 3 contributors to energy saving to your fleet
in 2014
(3 answers possible)
Available techniques & measures for Energy savings

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• Few weeks ago, MEPC 72 have finally
adopted a GHG Initial Strategy.
• The initial strategy envisages for the first
time a reduction in total GHG emissions
from international shipping which, it says,
should peak as soon as possible and to
reduce the total annual GHG emissions
by at least 50% by 2050 compared to
2008, while, at the same time, pursuing
efforts towards phasing them out
entirely.
Latest

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Shipping future …!

19/10/2020
?Regulations

Questions?
Email: y.baiomy@gmail.com
Tel: 00201003950501

Energy efficient ship_operation

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