Page 19: of Maritime Logistics Professional Magazine (Nov/Dec 2019)

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W h i t f o r d

Setting speed limits for ships is not a sustainable emissions strategy. fle delivering the lowest fuel consumption for the vessel, whilst since we can’t scrap the world respecting the vessel’s original estimated time of arrival is then feet and start afresh tomorrow, chosen for the voyage. In this way, owners and operators of ves- we need a solution to minimize sels are truly optimizing the speed performance and achieving the the GHG emissions from the current world feet.

lowest GHG emissions for each voyage. Optimizing vessel speed, along with trim and hull cleanliness, is a very accessible way for operators to maintain supply chain

A zero-emissions shipping industry commitments whilst reducing their carbon footprint. In this way,

We can’t tackle emissions from shipping without a workable speed optimization, not speed limits, is the most practical route to solution for the 50,000 deep-sea commercial vessels already in enable the shipping industry to reduce GHG emissions ahead of service and carrying most of the world’s sea-borne trade. 2030 and 2050 targets.

Around 30% of GHG emissions from international shipping arise above and beyond the basic need to propel a perfectly op- timized vessel (trim, speed and perfectly clean hull) across the calmest of seas. This 30% is accounted for by poor weather (around half of the 30%) and sub-optimal vessel performance (trim, fouling and speed).

In time, the industry can progress towards a zero-emissions

Simon Whitford

The Authors future by replacing older tonnage with new innovative vessels is the Chief Operations Offcer at GreenSteam, a vessel performance and powered with low or zero-carbon fuels and other as-yet unknown optimization specialist, and has worked in the maritime and shipping industry for over 20 years.

technology. However, the climate emergency is upon us now and www.maritimelogisticsprofessional.com 19

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