Risto-Juhani Kariranta, shipping performance manager for Finnish charterer Neste, argued in a recent LinkedIn post that providers of weather-based voyage optimisation tools could be one of the big winners from the regulation’s introduction as they reduce total fuel consumption – and by extension CO2 emissions – for a voyage, but also add miles. The merits and pitfalls of the CII have been discussed in great depth in recent months. “Overall, the net effect in these circumstances could be higher total CO2 emissions for the tanker sector and exactly the opposite of what the IMO is trying to achieve, at least in the short term,” Gibson suggested. Likewise, eco ships with much better CO2 emissions could be deployed on shorter voyages where, despite smaller distances, could still attain an acceptable CII rating due to their fuel efficiency. “CII will distort trading patterns and could lead some vessels to emit more CO2 than they would have prior to the regulations in order to chase a rating,” Gibson warned in its latest weekly report looking at the potential unintended consequences of this incoming green legislation.Ī non eco ship, which would typically trade shorter voyages, will now be more likely to engage in longer haul voyages to attain the required CII, which is largely a function of CO2 emitted, cargo capacity and importantly, distance sailed, Gibson pointed out. The biggest issue with CII, however, according to a new report from tanker brokers Gibson, is that vessels will have to adjust their trading patterns to attain the required rating. If any of these factors is not as described in the charter party, then a dispute is likely to arise.īIMCO is expected to publish a CII time charter clause wording in the next couple of months. From a charterer’s perspective, whilst CII is an operational measure and can be managed through trading patterns, the CII performance of a ship is linked to other factors, such as design, maintenance and warranted fuel consumption. Given that CII ratings are retrospective, a vessel on time charter could be traded inefficiently and returned to the owner with an inferior rating, putting the owner at a commercial disadvantage following the charter. However, under a time charter, the situation could be much more complex, as a new report from tanker brokers Gibson. Under a spot voyage, it is the owner’s obligation to manage the vessel’s performance to attain the CII rating the owner desires. However, since I live in Canada it really doesn't make a lot of difference to me who I buy from.CII could lead some vessels to emit more CO2ĬII is commercially complex as it concerns how the vessel is traded. Remember you get what you pay for.įYI, I buy a huge amount of American Made goods, as well as Asian and European goods. I would go with the most reasonably priced loft with good references every time. Even with full 3D drawings it took 8-10 tries before they got it right. I was working with a watchmaker getting some castings made in china, it was a nightmare to get them correct. You may get garbage or something great, its a crapshoot. I would be leery of ordering directly from asia. I honestly can't tell the difference in quality or materials. My fat top main was made by him personally and my jib was sourced from asia. He still makes his own when he has time but there is only so many hours in the day. However, he is very very specific about the technique and quality. Chip has sourced some of his sails from his Hyde suppliers in asia.
0 Comments
Leave a Reply. |
Details
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |