Our vessel got CII rating D last year. What operational changes can the chief engineer make?
Under MARPOL Annex VI, Regulation 28, a vessel receiving a Carbon Intensity Indicator (CII) rating of ‘D’ for three consecutive years, or an ‘E’ rating for a single year, is mandated to develop a plan of corrective actions within its Ship Energy Efficiency Management Plan (SEEMP) Part III. While a single ‘D’ rating signifies that the vessel is currently compliant, it serves as a critical performance indicator that the ship is operating near the lower limit of acceptable carbon intensity. The Chief Engineer, as the primary technical officer, must lead the implementation of operational and technical strategies to improve the vessel’s attainment factor and ensure the rating does not deteriorate further. The Chief Engineer’s first priority must be the optimization of the Main Engine and Auxiliary Machinery to reduce Specific Fuel Oil Consumption (SFOC). This involves rigorous adherence to the planned maintenance system (PMS) as dictated by the ISM Code. Specifically, the Chief Engineer must ensure that fuel injection equipment, including injectors and fuel pumps, is maintained at peak efficiency. Timing adjustments and the monitoring of cylinder pressures (Pmax and Pcomp) are essential to ensure optimal combustion. Furthermore, the cleanliness of the scavenge air coolers and the performance of the turbochargers must be monitored, as any drop in air-to-fuel ratio leads to incomplete combustion and increased CO2 emissions per unit of energy produced. Waste heat recovery is another critical area. The Chief Engineer must ensure the Exhaust Gas Boiler (EGB) is operating at maximum efficiency by scheduling regular soot blowing and chemical cleaning of the heat exchange surfaces. Maximizing steam production from exhaust gases reduces the reliance on oil-fired auxiliary boilers, directly lowering the vessel's total fuel consumption. Additionally, the Chief Engineer should oversee the management of auxiliary loads. Implementing Variable Frequency Drives (VFDs) on large sea water cooling pumps and engine room ventilation fans can significantly reduce electrical demand, thereby lowering auxiliary engine fuel consumption. Under the framework of the IMO Data Collection System (DCS) and relevant Director General of Shipping (DGS) guidelines, the accuracy of fuel reporting is paramount. The Chief Engineer must ensure that all fuel oil mass flow meters are calibrated and that bunker delivery notes (BDNs) are meticulously recorded. Errors in fuel reporting can result in an inaccurate CII calculation, potentially penalizing the vessel’s rating. Furthermore, the Chief Engineer must collaborate with the Master regarding hull and propeller performance. While hull cleaning is often a shore-side management decision, the Chief Engineer provides the technical justification for such interventions by analyzing trends in shaft power and fuel consumption versus speed. Increased torque requirements for maintaining service speed are a primary indicator of hull fouling. Regular propeller polishing, overseen by the engineering department, can yield immediate improvements in propulsion efficiency. Finally, in accordance with STCW requirements for resource management and the ISM Code’s mandate for environmental protection, the Chief Engineer must foster a culture of energy awareness among the engine room complement. This includes optimizing the use of air conditioning units and ensuring that all non-essential machinery is decommissioned when not in use. By integrating these technical and operational measures into the SEEMP Part III, the Chief Engineer plays a decisive role in transitioning the vessel from a ‘D’ rating toward a more sustainable ‘C’ rating or higher.
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The most critical operational change the Chief Engineer must implement immediately is rigorous speed optimization and strict adherence to the vessel’s SEEMP Part III plan. Last year, while I was sailing on a Suezmax with Synergy Marine, we faced a similar 'D' rating challenge. The Chief Engineer and I had to meticulously analyze our fuel consumption patterns against the actual distance sailed. You must reduce the Main Engine load to stay within the 'Required CII' limits; slow steaming is no longer just a commercial choice, it is a regulatory necessity. In the Indian context, the Directorate General of Shipping (DGS) is becoming increasingly focused on these ratings during MMD inspections at major ports like JNPT, Mundra, or Kandla. If you are sailing for companies like SCI or Great Eastern, you know the administrative pressure to keep the EEOI (Energy Efficiency Operational Indicator) low. One practical tip from my side, bhai: do not ignore the hull condition. We once arranged for hull cleaning and propeller polishing at Vizag port, and the resulting improvement in our Specific Fuel Oil Consumption (SFOC) was massive, directly boosting our CII performance for the subsequent voyages. Additionally, optimize your auxiliary machinery. Minimize boiler usage by managing the heating requirements of VLSFO settling and service tanks more efficiently. Ensure your electrical load is balanced; avoid running two generators if one can safely handle the load at 70-80% capacity. Every gram of fuel saved translates to a better carbon profile. Accurate noon reporting is also vital, as any data discrepancy can cause major headaches during audits by MMD Mumbai or Chennai surveyors. Next step: Arrange for an immediate underwater hull inspection and propeller polishing at your next port of call to reduce frictional resistance and improve fuel efficiency.
Look, getting a D rating is a wake-up call, but as engineers, there is actually a lot we can control beyond just slow steaming. On my last ship, we managed to bump our rating up by focusing on the auxiliaries and ship-wide energy saving. First off, get the Chief to sit down with the Master and map out trim optimization. I've seen guys run with bad trim, forcing the main engine to burn extra tons just to push water. Watch that propeller slip like a hawk; if it starts climbing, push for a hull wipe. In the engine room, review your electrical load. Don't run two auxiliary engines when one can handle the load safely with a bit of power management. We often keep a second generator online out of habit, which just wastes fuel. Also, optimize your boiler usage. Make sure the exhaust gas economizer soot blowers are working perfectly so you aren't firing the auxiliary boiler in port or during slow steaming. Lastly, check your fuel valve condition and main engine indicator cards regularly to ensure peak combustion efficiency. It’s all about these small, daily discipline choices that shave off half a ton here and there, which ultimately saves our rating.
Getting a D rating is a wake-up call, but honestly, we can turn it around without waiting for expensive retrofits. In my experience, the biggest quick wins come from tight operational discipline onboard. First, look at generator management. I still see watchkeepers running two auxiliaries at low loads out of habit. Unless we are in congested waters, we need to maximize single-generator efficiency, keeping the load around seventy to eighty percent where the specific fuel consumption is sweetest. Then there’s steam. I’ve saved tons of fuel just by ensuring our steam pipes are properly insulated and shutting down unnecessary heating coils in the bunker tanks. Keep that auxiliary boiler off as much as possible by maximizing the exhaust gas economizer at sea. On the main engine, it’s not just about slowing down, but finding that RPM sweet spot where the engine runs cleanest without fouling the scavenge spaces. Work closely with the mates on trim optimization too; even a slight trim adjustment can shave off fuel consumption. Finally, badger the office for a hull and propeller polish. If the bottom is dirty, all your engine room efforts go straight up the funnel. It is a team game, but we hold the keys to those fuel valves.
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