Andy Jefferson PhD, BSc (Hons)’s Post

Last month, a joint policy statement from BIMCO, CLIA | Cruise Lines International Association, INTERCARGO, InterManager, International Chamber of Shipping, and INTERTANKO highlighted the necessity for a customized approach to #CII application for tankers in advance of International Maritime Organization's upcoming MEPC meeting. Read more here: https://lnkd.in/eZZTfe7g #lng #decarbonization #sustainability #MEPC

Globally announced sustainable aviation fuel production capacity significantly increased last year, driven by regulatory developments such as #ReFuelEU, the new UK SAF mandate and incentives to support SAF uptake in the US. Additionally, other countries, particularly in Asia, are looking to introduce mandates and targets for production, leading SAF to increasingly be seen as a global tradeable commodity with emerging trade corridors involving the US, SE Asia, Europe and South America, says SkyNRG’s latest annual SAF Market Outlook. Voluntary demand signals have also continued to strengthen, with multiple airlines, cargo companies and corporates setting ambitious SAF targets. However, says the report, most announced facilities still face the challenges of raising capital, construction and commissioning, and this year will be critical for projects targeting operations before 2030, reports Christopher Surgenor for GreenAir News. #sustainableaviation #sustainableaviationfuel Tony Harrington Mark Pilling Tom Berg Philippe Lacamp Sara Pilastro Mansur Philipp Gharabaghi Amy Malaki Airlines for Europe (A4E) Laurent Donceel Ourania Georgoutsakou Kevin Hiney Meruyert Kenesbayeva ICF Yasar M. Yetiskin Jane Thompson Africa Abajas Bermejillo Alastair Blanshard Hemant Mistry Hazel Schofield Matt Finch Jo Dardenne Jonathon Counsell Sébastien Justum Sarah Wilkin Patrick Edmond 🇺🇦 https://lnkd.in/gp_8QaeT

Sustainable aviation fuels (“SAF”) will be the most effective measure to achieve climate-neutrality in aviation but the ramp-up of production facilities is processing incredibly slow. How does the EU-wide legal framework look like? And which regulations do apply for air transportation? At our recent BARIG Full Board, Christine Kranich of ARNECKE SIBETH DABELSTEIN considered this subject from a legal point of view. #BARIG #sustainableaviation #SAF #arneckesibethdabelstein #asdlaw

Join us next week on 1st October at 10am London UK time for our next VesselPerformanceInfo webinar 'Fuel EU: Managing your emissions and compliance strategies'. Our sponsors are BetterSea and OceanOpt and guests speakers are Anil Jacob, Managing Director of OceanOpt and Maximilian Schroer, Maritime Decarbonisation Expert | Founder of Bettersea. REGISTER : https://lnkd.in/eN8w9sU2 FuelEU Maritime, poses an even bigger challenge than CII and EU ETS. The costs of both compliance (purchasing low-carbon fuels and perhaps pooling with other companies) and non-compliance (steadily increasing penalties) can be extensive. Making decisions about how to comply is much more dynamic. Navigating different compliance options, regulatory interdependencies, and an ever-increasing stakeholder landscape, makes decision-making difficult. This webinar will reflect on the importance of managing your emissions data for informed and cost-effective decision-making and discusses strategies for ensuring compliance at minimised costs. Our speakers are from two companies developing solutions to help, BetterSea and OceanOpt. There will be a 15-minute talk from Anil Jacob of OceanOpt, and a 15-minute talk from Maximilian Schroer of BetterSea, followed by 20 minutes of Q+A from the audience and discussion. We will look at the various approaches you can adopt to achieve FuelEU Maritime compliance, or more specifically achieving a positive "compliance balance" and avoiding penalties, including different options for fuel purchases and pooling strategies. We will look at digital tools which can help you understand and manage your emissions, including emissions from a pool of vessels. Digital tools can also help understand the costs of different options such as alternative fuels and find the best way forward. REGISTER : https://lnkd.in/eN8w9sU2 #FuelEU #Decarbonisation #Decorbonization #maritime #shipping #maritimecompliance #vesselperformance #shipping #fuelefficiency

#CII as a metric is severely undergoing challenges as too often it provides preferential grades to poor environmental ships and punitive grades to vessels whose capabilities include excellent efficiency technologies. Why? Because engineered technology efficiency features, such as energy saving devices #ESD or energy saving technologies #EST are a secondary influence on the vessel carbon emissions, whereas operational frames dominate the outcome. Ships are duty bound to follow the Charterer's orders which are the result of complex logistics interactions. The operatives: vessel speed, voyage distance, delays of any factor, and port cargo operations all cause substantial impacts to the CII rating. The unfortunate mixing of technical features for CII with the reality of shipping operations establishes perverse outcomes. The shipping organization Sea Cargo Charter members are working to align charter orders with environmental outcomes for shipping, but the work is far from done as many logistics' contracts may not illuminate emissions sufficiently. Read the white paper "A Perspective on IMO Efficiency Measures: Opportunities for Improvement" details in hot link: https://lnkd.in/gBhhaDN5 The first IMO petition to MEPC by leading flag states #Bahamas, #Liberia and several major owner associations, BIMCO, INTERTANKO, Interferry, International Chamber of Shipping, World Shipping Council; "Reduction of GHG Emissions from Ships- The Impact of Short Voyages and Waiting Time on CII Rating," hot link https://lnkd.in/gjKr_i_H The second IMO petition to MEPC filed by INTERCARGO, "Reduction of GHG Emissions from Ships- Information on The Effects of Charterer's Orders, Distance Traveled, and Waiting Time on Carbon Intensity Indicators," hot link https://lnkd.in/gryMEHzQ Stay tuned for more.

Industry stakeholders have welcomed the UK government's proposal for a Revenue Support Mechanism Bill. This bill aims to enhance #SAF production by providing revenue certainty to encourage investment in SAF plants nationwide. SAF is expected to achieve around 65% of the carbon emissions reductions needed for the aviation industry to reach #NetZero CO2 emissions by 2050. Such policy support is essential for establishing SAF production, expanding the market, and meeting the UK's ambitious SAF targets. It is important for the government to work with airlines and other industry stakeholders to make this goal a reality.

This is a good summary of the current state of the SAF market. Summary: It’s going in a good direction but there is a *long* way to go. And my own personal caveat: neither SAF, nor any other technological measures, are going to allow for “business as usual” air traffic growth to continue.

Timely report on US SAF policy from RMI - download the full report by clicking the link below. #sustainableaviation #sustainableaviationfuels

Looking for a partner to help you navigate the complexities of carbon neutrality and sustainability in the maritime industry? Look no further than Broadside Marine. Our expertise in IMO DCS, EU/UK MRV compliance, CII compliance, and EU-ETS requirements will help you achieve your goals and create a sustainable future. #BroadsideMarine #CarbonNeutrality #Sustainability

#IMOCIIArticle02-Introduction of EQ-CII concept- Holistic and Sustainable Solution based on Equivalent or virtual Distance to Problems with CII metric . As we are approaching towards MEPC 82, lot of thought processes are gathering around CII and I felt this is right time to release this second article which I promised in first article #IMOCIIArticle01-Why does CII Carbon Intensity Indicator ? Required in first place. The attached MEPC 82/6/8 is culmination of our 4 years data based research and dialogue with international community for improvement in CII metric. Basically EQ-CII concept doesn't differentiate fuels based on Ship type activities but based on fundamental nature of activities i.e. Propulsive and Non propulsive fuel due to use of distance in the denominator of formula and its easiest way to track. EQ-CII concept proposes to allot virtual or equivalent distance in terms of Laden Sea mileage ( NM/ton fuel) of ship multiplied with Non propulsive fuel. Laden mileage also helps to to keep cargo carried private as always advocated by Global South, and compensate ballast fuel with virtual or equivalent distance in terms of laden mileage. In addition to this distance used for mileage is not GPS but Engine Distance which clearly shows the weather effect. All the required data is available on Noon Chits and maximum KWhr meter is required for ships with electric propulsion. I am grateful of those who supported in this long journey - Sanjay Relan of Pacific Basin Shipping company Ed Wroe of INTERCARGO, Edwin Pang,Daniel Barcarolo of Mærsk Mc-Kinney Møller Center for Zero Carbon Shipping, finally Informal Exchange Group (17 member states, 24 Ship Associations and NGOs Ref. MEPC 82/6/6) on CII formed with guidance of Chris Waddington of International Chamber of Shipping where I could present and most important Mohamed Alkaabi of UAE Maritime Administration, Mike Beviss of INTERNATIONAL PARCEL TANKERS ASSOCIATION INC (IPTA) who took this concept to IMO MEPC 82 #imo #MEPC via submission MEPC 82/6/8. Kindly go through the attached paper and feel free to have comments and queries and does it really deserve to be a promising solution compared to EEPI, AER, EEOI or any other metrics ? In third article I will detail about how EQ-CII concept can led to Fair Market based Measures i.e. levy and emission reduction trajectory along with financial impacts, loss to ship owners and ports, criticism, misunderstandings around CII system being curse or blessing? #IMO #EUETS #MEPC Regards