For the start in 2023, the reference line will be set at 5% emission reduction concerning the 2019 level and then gradually move up to 11% reduction by 2027.
Achieving the CII rating equivalent to the reference line will land a ship squarely in the middle of the C rating, with better and poorer performances progressively leading to higher or lower ranks. Based upon this comparison, the performance of every ship will be rated on a scale of A to E, with A being the best. The emission data of 2019 sets the reference line. The CII value of a vessel will be evaluated annually and compared to the reference CII values determined by IMO. It was one of the regulations adopted by IMO in June 2021 and will come into force from 1st January 2023, covering all cargo, RO Pax, and cruise ships above 5000 GT. More precisely the CII is the grams of CO2 emitted per ton of cargo transported across every nautical mile. In essence, CII measures how efficiently a ship transports its goods or passengers in terms of CO2 emitted. Pursuing its goal, IMO introduced mechanisms such as EEDI (Energy Efficiency Design Index ), EEXI ( Efficiency Existing Ship Index) and now the latest is the Carbon Intensity Indicator (CII). IMO has come up with its ambitious goal of achieving a 40% reduction in CO2 emission from the 2008 level by 2030 and a massive 70% reduction by 2050. The IMO has been pulling its weight to put a damper on this unchecked emission growth and limit the damage. The 4th IMO GHG study states that ships worldwide emitted 1076 million tons of greenhouse gases in 2018, which accounts for nearly 3% of the global greenhouse emissions. In this environmental disaster, the maritime industry happens to be a significant contributor. IPCC forecasts read that the global temperature could rise as much as 10F over the next decade.
The latest report of the IPCC (Intergovernmental Panel on Climate Change) woke the world from blindly following the economic frenzy at the expense of the environment. Consequently, the improved FOPSO algorithm is quite suitable to solve the ship weather routing optimization problem with constraints.Carbon Intensity Indicator (CII) and Its Impact on the Global Shipping Industry March 1st, 2022 in Trends by Raghib Raza
#Ship weather indicator weight update
Meanwhile, when the weather forecast data is updated or the ship deviates from the voyage, the improved FOPSO algorithm will update the optimized route according to the current ship's position and sea conditions. Then, taking a VLCC oil tanker as a research example, it is analyzed that under the objective function of minimum fuel oil consumption (FOC) and Estimated time of arrival (ETA), the maximum profit calculated by the proposed improved algorithm is 9.83 $/nm and 4.17 $/nm higher than that of the actual navigation, respectively. In addition, by comparing with other PSO (particle swarm optimization) algorithms for solving typical benchmark functions, the superiority of the improved FOPSO algorithm in solving multi-dimensional nonlinear problems is confirmed. The coefficients change adaptively with the swarm evolution state to make the fractional order velocity occur some disturbances to jump out of the local optimal solution and the search space more comprehensively. Based on the original FOPSO (fractional order particle swarm optimization) algorithm, this paper improves new coefficients of the fractional order velocity update formula to avoid falling into local optimization and premature problem.