All vessels calling at EU ports must report their CO2 emissions on a per-voyage basis (see fact sheet). “We have been informed about this for quite a while. However, the extent of the reporting has only recently become clear and the guidelines from the EU are still being debated, even as the deadline for submitting plans approaches,” Henning Rebnord continues.
“We have chosen to cooperate with DNVGL both as a verifier and software provider. They have good knowledge of the latest developments from the EU, and we can be sure that we are in compliance with all requirements. In addition, IMO will probably come up with their own CO2 reporting scheme in 2019. By cooperating with DNVGL, we are confident that we will be on top of that as well in due time.”
As for the software, it was decided a year ago to choose the DNVGL Navigator Insight as a replacement for the old VIP software for chemical tankers. No software is perfect, but it gives us a good balance when it comes to requirements for operations, performance and MRV. The tanker vessels have used it for some time, and some dry-cargo vessels have tried it as well. During the autumn, the software will officially be launched for the dry-cargo fleet as soon as the requirements for reporting have been worked out.
In order to get the information required, a lot of data has to be reported on every arrival and departure, as well as the noon reports.
“We are fully aware that this does increase the reporting workload onboard. We are looking at ways to automate the reporting somewhere down the line, but for now it is a manual job,” says Henning Rebnord.
“One positive outcome is that we are able to take all the data from the Navigator Insight into the company data warehouse. This means that we will have this data available across departments, so at least vessels do not have to report the same data in multiple ways. Increased reporting also generates more data for performance analysis and optimisation.”
The early days will be a learning process for all parties involved. The reporting may seem “overwhelming” at first, but it seems to work out well once the vessels get going. Henning Rebnord notes: “What’s more, I really appreciate the constructive feedback I have got from the users onboard. It helps us make the small tweaks which improve the process.”