What is Green Shipping/Green Marine?
The environment must be considered in all the details of shipping, from a
build of a new vessel through its decommissioning. The International
Maritime Organization (IMO) is helping to reduce the impact on the marine
industry by regulating exhaust emissions, anti-fouling, ballast water, and
more.
The industry will become more environmentally friendly by regulation. The
International Maritime Organization proposed a 2020 Sulfur limit on the
exhaust from the stacks of ocean-going ships. The IMO has called for ships
to halve their total greenhouse-gas emissions by 2050.
Carbon emissions and other gases are caused by the burning of fuels in
the environment. A green ship would leave the least amount of carbon
emissions. "Green ship" is a name given to any seagoing vessel that
contributes towards improving the present environmental condition in some
way. Green ship technology adopts procedures to decrease emissions,
consume less energy, and be more efficient.
Cutting Sulfur Oxide Emissions to Improve Air Quality
The International Maritime Organization is taking action to clean up
shipping emissions by reducing the sulfur content in ships' fuel oil. In
response, the shipping industry started considering several solutions,
including low Sulfur fuel oil (LSFO), marine gas oil (MGO), liquid natural
gas (LNG) and even burning the current fuel and having scrubbers on the
exhaust stacks.
The IMO required that all fuels used in ships contain no more than 0.50
percent sulfur.
Public health experts estimate that once the 2020 sulfur cap takes
effect, cleaner marine fuels will reduce ship-related premature
mortality and morbidity by 34 and 54%, respectively, representing a
~ 2.6% global reduction in particulate matter 2.5
/PM cardiovascular and lung cancer deaths and a ~3.6% global
reduction in childhood asthma."
2.5
source: IMO International Maritime Organization, 5 Beneficial Changes Sulfur 2020 - Infographic
Ballast Water Needed to Reduce Hazards Associated With It
Ocean-going ships take on ballast water to maintain stability when traveling
through water. Ballast tanks provide adequate stability to vessels at sea. It
allows vessels to carry a light or heavy load while maintaining ideal
buoyancy.
However,
Organisms and pathogens found in ballast water and sediments in ballast
tanks have had an economic and ecological impact on marine biodiversity
in many regions. The IMO is introducing regulations on several topics to
reduce the impact of the marine industry on both the sea and atmosphere,
ballast water being one.
What is a Ballast Water Management Plan?
According to Marine Insight . . .
The global community, under the administration of IMO has
adopted the “International Convention for the Control and
Management of Ship’s Ballast Water and Sediments, 2004”. The
convention is intended at stopping the introduction of superfluous
aquatic organisms and pathogens through the discharge of ballast
water and sediments.
The requirements of IMO Resolution A.868 (20) are:




All officers and crew involved in ballast water management to receive
proper training
All ships to minimize the transfer of harmful aquatic organisms and
pathogens
All ships to develop and follow a ballast water management plan
All ships to record all ballast operations
Green Shipping Solutions to be Compliant
The shipping industry is responding with strategies to go "green." As IMO
2020 is in effect, shippers have some strategies prepared in order to
become compliant.
Some are ready to implement immediately. Other strategies as presented
by various industry sources are in the infancy phase.
Green Shipping Solutions to be Compliant . . .
1. Switching to Low-Sulfur Fuel
The move to lower sulfur content allows for applying advanced emissions
control technologies that substantially lower the harmful emissions from
diesel combustion. [source: Ultra-low-sulfur diesel: ULSD]
Marinelog reported that the recent transition to low-sulfur fuels is going
"extremely smooth".
2. Slow Your Ship's Travel Time
Large ships might burn 280-300 metric tons of high-sulfur fuel oil (HSFO) a
day at high speeds, but only 80-90 metric tons a day at slower speeds.
Slower travel may cut costs and help reduce emissions. [source: IMO 2020:
The Big Shipping Shake-Up]
3. Incorporate a Ballast-Free System
Move towards a ballast-free system. Ballast water brings unwanted
species. A ballast-free ship would reduce the potential hauling of
contaminated water.
Limiting the amount of ballast taken is the first step in an effective ballast
management plan.
4. Use LNG as Marine Fuel
LNG fuel helps in the reduction of air pollution. A small percentage of cargo
ships are expected to run on liquefied natural gas (LNG), a fuel that has
only recently advanced in the marine market.
LNG is now considered a mature alternative fuel option. However,
there are many technology choices that need to be made
depending on specific vessel design and operational requirements.
[source: DNV, LNG as marine fuel)
5. Implement an Exhaust Scrubber System/Sulfur Scrubber System
Some ships limit their air pollutants by installing exhaust gas cleaning
systems, also known as "scrubbers". This is accepted under the MARPOL
Convention as an alternative means to meet the sulfur limit requirement.
The system is geared towards reducing sulfur or capturing sulfur before it
escapes through the exhaust funnels. Bloomberg NEF estimates some
4,800 vessels will be scrubber-equipped by 2025. [source: How the Cargo
Industry Is Cleaning Up Its Act]
We compared differences in a wet scrubber versus a dry scrubber. The
choice of scrubber system to be installed on a ship can depend on the
space available, area of operation, power of the engine, availability of
freshwater, and more.
All types of scrubbers are allowed under IMO rules as long as they achieve
the proper level of emissions.
6. Use Speed Nozzles to Save Fuel
Speed nozzles improve the propulsion efficiency of the ship by saving
power. By using speed nozzles, as opposed to traditional methods such as
Kort nozzles to power your ship, you are saving fuel by approximately 5%.
7. Apply the Best Anti-Fouling Hull Paint
Anti-fouling paint (bottom paints) helps slow the growth of organisms that
attach to the hull.
The condition of the hull (smooth hull) is essential in fuel efficiency. The
speed of a ship decreases as its hull becomes infringed with marine
growth. Applying correct paint at the right hull area can reduce the frictional
resistance of the ship resulting in 3-8% of fuel savings.
8. Have a Proper Waste Heat Recovery System
Waste heat recovery systems are becoming more eco-friendly.
They will help reduce fuel consumption by converting the waste heat from
the exhaust gases into steam. The steam can be used in other capacities,
such as heating cargo area.
9. Use Wind Energy with the Sail and Kite Propulsion System
The sail and kite system will use wind energy to move a ship through the
water.
According to Marine Insight,
"The specific towing kite is made in such a way that it can be raised
to its proper elevation and then brought back with the help of a
‘telescopic mast’ that enables the towing kite to be raised properly
and effectively."
This will help reduce fuel consumption and decrease NOx, SOx, and CO2
emissions.
10. Exhaust Gas Re-circulation System
In internal combustion engines, Exhaust Gas Recirculation (EGR) is a
nitrogen oxide (NOx) emissions reduction technique used in gasoline and
diesel engines. EGR works by recirculating a portion of an
engine's exhaust gas back to the engine cylinders.
According to EGCSA,
"A proportion of the exhaust gas from the main engine exhaust
receiver is recirculated to the scavenge air via a dedicated closed
loop scrubber which removes damaging contaminants (PM, sulfur
oxides, etc.)." [source]
11. Streaming Underbelly Bubbles
Streaming bubbles out of tiny holes in a ship’s underbelly can help to slice
more cleanly through the water. According to Samsung, the technology
can cut fuel consumption by 4 or 5 percent.
12. Submarine Robot Cleaners to Improve Fuel Efficiency
Grasses and other organisms grow on the hull of ships. Robot cleaners can
strip away debris and improve fuel efficiency. Removing barnacles that
attach themselves to the ships' hull can decrease a vessel's fuel
consumption by as much as 20 to 40 percent.
13. Battery Boats
"In Norway, where the government wants two-thirds of all ferries carrying
passengers and cars along its Atlantic coast to be electrified by
2030, Kongsberg Gruppen ASA is offering battery-powered ship engines
and developing a short-haul electric container vessel." [source]
14. Rotor Sails to Harness the Wind
A.P. Moller-Maersk A/S is considering using a modern version of the oldfashioned sail to help power its ships.
The sails could potentially replace 20% of the ship’s fossil fuels, according
to Norsepower Oy Ltd., which makes them. The spinning cylinders harness
wind power to propel a ship
15. Reduce Fuel With More Efficient Steering Gears
According to Biofriendly Planet, there are two types of steering gears that
are both eco-friendly and cost-effective: hydraulic and electro-hydraulic
gears.
The steering gears work by developing hydraulic pressure through
the use of hydraulic pumps which are mainly driven by electric
motors or sometimes through purely mechanical means. This
pressure then triggers the necessary rotary movements in the
rudder system allowing for a ship to turn safely.
By using one of these two efficient steering gears, you can help
reduce your ship’s overall fuel consumption by approximately 4%
on any given voyage.
16. Use of Green Hydrogen
Green hydrogen, an alternative fuel generated with clean energy, has been
identified as the clean energy source that could help bring the world to netzero emissions
Green hydrogen is a fuel that is created using renewable energy. The
resulting hydrogen is called green if the electricity is produced by
renewable power, such as solar or wind. Because of this, it has the
potential to provide the shipping industry power without emissions.
17. Reduce empty containers
The reduction of empty container movements will reduce fuel consumption,
reduce congestion and emissions.
Empty container repositioning (ECR) is one of the most important
issues in the liner shipping industry. Not only does it have an
economic effect on the stakeholders in the container transport
chain, but it also has an environmental and sustainability impact on
society since the reduction of empty container movements will
reduce fuel consumption, and reduce congestion and emissions.
[source: Song, Dong-Ping & Dong, Jing-Xin. (2015). Empty
Container Repositioning. 10.1007/978-3-319-11891-8_6.]
18. Sandwich plate system (SPS)
Structural maintenance programs are increasing and require an innovative
approach. SPS is a process of composting two metals plates by bonding
them with polyurethane elastomer core. The elastomer provides continuous
support to the plates. This stops plate buckling and eliminates the need for
stiffeners.
SPS Overlay is the "marine repair application of SPS technology that
delivers a fast, non-disruptive and economical steel reinstatement and
strengthening solution."
This process is beneficial to vessel crack repair to help save on cost, time,
environment, and safety. SPS has a low carbon footprint
19. Use Cargo Tank Coating with Improved Cleaning Capability
Using the right cargo tank coating in a chemical tanker can positively
impact a green ship from APC's perspective. APC's MarineLINE® cargo
coating produces an ultra-smooth surface so tanks can be cleaned faster
and use less fuel for heating, reducing fuel consumption and emissions.
Closing Thoughts
The IMO 2020 emissions standards are here. They are designed to protect
the environment and curb pollution produced by the shipping industry. The
demand for IMO-compliant products will continue to rise. Ships owners can
reduce their sulfur emissions by implementing "green" strategies today and
moving forward.
The ability to move swiftly between various cargoes is also important.
Selecting the right coating extends the range of cargoes, reduces the time
needed to switch them, and delivers the highest return on investment
(ROI). As a quality, premier coatings solutions provider, we provide
innovative, value-added coatings for the protection of your assets.
Green-tech in Shipping Industry
Cleaner trends in maritime and Green Ships. Shipowners around the world face the choice
of how to adapt to the requirements of IMO and are looking for Innovative and Green
Technologies for Shipping: Green-tech in the maritime industry and shipping.
What are the latest green technologies that can best contribute to IMO
compliance? What fuel to use and how to achieve the most efficient
economic and environmental results?
Freight traffic volume in global logistics increased by 101% in the past
20 years, with emissions rising only 40% in the same time period. Due
to the huge size of the ships and the ever-increasing efficiency,
shipping is by far the least emitting mode of transport in the supply
chain. Compared to other modes of transport: A large vessel emits just
over 1% CO2 per tonne-km ejected by the aircraft, rail trains emit 7
times more CO2/ ton-km and road trucks 16 times more CO2 / ton-km
than ships.
Recently, shipping accounts for about 3% of total carbon dioxide
emissions. This is not as large a figure as, for example, sulfur
emissions (15% of the total) and particulate matter (11% of the total),
which are considered to be more serious problems. These emissions
are due to the use of fuel, which accounts for more than 50% of the
operating costs in shipping. Therefore, the type of fuel used for sea
freight forwarding is of paramount importance to the environment.
Regulatory for Green Technologies in the Marine Industry
For over 50 years HFO (heavy fuel oil) has dominated the maritime
industry. This type of fuel is much more available and cheap, but very
dirty — it contains sulfur and environmentally harmful impurities
because HFO is a residue from the oil refining.
n 2005, IMO — International Marine Organization began to monitor
emissions and especially the sulfur content of marine fuels, mainly in
the United States and the European Union. Now, companies need to
use better (and therefore expensive) fuel with diesel-like components
on vessels. For comparison: if the Euro5 environmental diesel, which
is currently used on the roads of most developed and developing
countries in the world, has a sulfur content of 0.001% or 10 ppm
(parts per million — particles per million), in fuel oil, which is
predominantly used on large bulk vessels, the sulfur content is 3.5%
or 35,000 ppm, which is 3 500 is higher than in diesel fuel of the
highest environmental standards available. Therefore, IMO in autumn
2016 initiated the transition of the entire world civil fleet from
January 2020 to the use of marine fuel with a sulfur content of 0.5%
instead of the previous 3.5%.
Shipowners around the world face the choice of how to adapt to the
requirements of IMO:

One part of the representatives of the shipping industry will
train their vessels with special Exhaust gas purifiers —
scrubbers with which the former high-sulfur fuel can be used
but comply with the standards for the content of harmful
substances in the exhaust gases. It is predicted that by the end of
2020 about 3.000 vessels around the world will be equipped
with scrubbers and about 1.000 more scrubbers will appear by
the beginning of 2021. In total, the world commercial fleet
consists of more than 94.000 vessels, including 51.000 units —
displacement over 1 thousand tons.

The second part and this is the majority of shipowners, goes to
the application of new special fuel, very low sulfur fuel oil, or
VLSFO (very low sulfur fuel oil). Sulfur content is 0.5% or 7
times lower than in sulfur fuel oil (high sulfur fuel oil, HSFO),
which is more IMO compliant.
The industry is not only shifting to cleaner fuels based on oil but also
some companies are considering alternative sources of energy: solar
and wind. This undoubtedly leads the industry to greener solutions
and in particular makes ships more "green".
In addition, one of the most discussed environmental trends in
shipping is the ballast-free system, which aims to minimize the
negative impact of ship ballast on water organisms.
Read more: Why huge companies need greener ships
As you may note, among the innovative developments are more
efficient systems, such as higher engine efficiency and better water
cooling, which dramatically reduce environmental impact, Kite-Sail,
and Rig-Sail systems.
An optimized cooling system can save up to 25% of electricity and
1.5% of fuel. Greener engines can minimize NOx output by up to 35%
and up to zero SOx emission (as is the use of an exhaust scrubber).
Shipbuilders focusing on integrating solar panels on ships can save up
to 20% in fuel and, accordingly, harmful emissions.
Newly developed propellers save up to 4% fuel. The Speed injector,
which improves efficiency at high speeds, can save up to 5% fuel. And
new body paint technologies have been improved to reduce friction,
which has a positive effect on consumption by up to 8%.
As you may note, among the innovative developments are more
efficient systems, such as higher engine efficiency and better water
cooling, which dramatically reduce environmental impact, Kite-Sail,
and Rig-Sail systems.
An optimized cooling system can save up to 25% of electricity and
1.5% of fuel. Greener engines can minimize NOx output by up to 35%
and up to zero SOx emission (as is the use of an exhaust scrubber).
Shipbuilders focusing on integrating solar panels on ships can save up
to 20% in fuel and, accordingly, harmful emissions.
Newly developed propellers save up to 4% fuel. The Speed injector,
which improves efficiency at high speeds, can save up to 5% fuel. And
new body paint technologies have been improved to reduce friction,
which has a positive effect on consumption by up to 8%.
Unlike technologies that require costly replacement of equipment or
integration of new units, which is not always possible on ships older
than 10-15 years, the IT is clearly distinguished, or more precisely IoT
solutions to optimize navigation.
Fuel Optimization System collects data from sensors on the ship,
satellites, and embedded trackers, processes information using
machine learning algorithms, and presents recommendations on the
optimal route in terms of economy. For example, Marine Digital FOS to
reduce fuel consumption collects data on 5 main categories out of 40
parameters, each factor category affects fuel consumption from 3 to
7%, and the combined effect reaches up to 12% saving fuel and the
reduction of emissions.
The shipping industry is the backbone of World Trade. It contributes
around more than 80% of the World Trade. Most of the flow of the
commodity is mainly done by the shipping industry only but
everything has its disadvantages too today shipping industry has
become one of the most anthropogenic emission sectors. There are
various emissions from the ship which are responsible for ozone
depletion greenhouse effect as well as human health due to this
pollutant as well as particulate matter emitted by the seat meaning
premature death respiratory and cardiovascular disease were
reported.
Carbon dioxide, nitrogen oxides, oil, sludge, ballast water, and bilge
water, among other pollutants, are an extensive array of ship
emissions that warrant further investigation. Sulfur oxide is one of the
most dangerous and, as a result, is highly regulated (SOx). Port State
Control authorities, who are in charge of keeping an eye on ships
docked in their country, concentrate the majority of their efforts here.
A few of the methods in which data could be recorded and reported to
curb emissions are as follows:
Technical approach

EEXI (Energy Efficiency Existing Ship Index)
Operational approach

SEEMP (Ship Energy Efficiency Management Plan)

CII Rating (Carbon Intensity Indicator)
Implementation of IMO Instruments: Curbing ship emission
What is EEXI?
The EEXI is part of the IMO's methodological approach to enhancing
the operational efficiency of current ships. With the goal of meeting
GHG reduction objectives and eventually making shipping carbonneutral, the International Maritime Organization (IMO) established
this new addendum of EEDI for ships constructed before 2013, which
only evaluates design specifications and not operating aspects.
The 76th session of the Marine Environment Protection Committee
(MEPC 76) convened in June 2021 approved revisions to Annex VI of
the MARPOL agreement.
Now, what does this mean for shipowners? EEXI standards must be
met before the maritime sector may transition to other low-carbon
fuels. Ships should not dip below their optimal speed to avoid
increasing fuel consumption and carbon emissions, but restricting the
power of engines is the most efficient approach to achieve compliance.
A combination of Engine Power Limiter and cost-intensive Energy
saving devices may be necessary to enhance ship EEXI, which needs
early effort to determine the most cost-effective choices.
A Ship Energy Efficiency Management Plan (referred to as the
"SEEMP") outlines a feasible method for tracking ship and fleet
efficiency performance on an ongoing basis, as well as presents
strategies to explore when attempting to improve the ship's
performance.
What makes up a SEEMP?
SEEMP is divided into two parts. A strategy to track and optimize the
ship's and fleet's efficiency over time is included in Part I, which is
applicable to ships of 400 gross tonnages or more. SEEMP Part I
mostly remains unmodified. As a ship-specific strategy, the
corporation would create Part I of the SEEMP, which outlines its goals
for increasing a ship's overall energy efficiency.
In Part II, methodologies and methods for reporting fuel oil
consumption data to the ship's Administration or any entity officially
authorized by the ship's Administration (i.e. RO) are included, which is
suitable to ships of 5000 gross tonnages and above.
2. SEEMP
The CII rating system must be followed by all cargo and cruise ships
having a gross tonnage of more than or equal to 5000. As part of its
goal to "lower CO2 emissions per transport work ", the IMO has
brought the CII into action.
How does the Carbon Intensity Indicator work?
Ships are assigned an efficiency grade from A to E based on the
difference between their achieved and necessary CII. A is the highest
possible rating and E is the poorest.

Rating each vessel according to its CII based on 2023 usage
statistics (CII Guideline, G1)

CII and "A" – "E" ratings will be added to the SOC of the IMO DCS
in accordance with the Reference Line (G2), the Reduction
Factor (G3), and the Rating Guideline (G4)

Vessels with a low rating ("E" or "D" for three consecutive years)
should establish a remedial action plan and have it authorized
by the Administration or RO.
Ship operators will be required to compute and report the attained CII
and CII rating of their ships, as well as their IMO DCS fuel oil data,
starting in 2023.
3. Carbon Intensity Indicator (CII)
Ships' emissions data must be collected through the MRV, DCS, and
Digital Noon Reports standards, however, this is just one phase of a
much bigger process.
What makes up a SEEMP?
SEEMP is divided into two parts. A strategy to track and optimize the
ship's and fleet's efficiency over time is included in Part I, which is
applicable to ships of 400 gross tonnages or more. SEEMP Part I
mostly remains unmodified. As a ship-specific strategy, the
corporation would create Part I of the SEEMP, which outlines its goals
for increasing a ship's overall energy efficiency.
In Part II, methodologies and methods for reporting fuel oil
consumption data to the ship's Administration or any entity officially
authorized by the ship's Administration (i.e. RO) are included, which is
suitable to ships of 5000 gross tonnages and above.
2. SEEMP
The CII rating system must be followed by all cargo and cruise ships
having a gross tonnage of more than or equal to 5000. As part of its
goal to "lower CO2 emissions per transport work ", the IMO has
brought the CII into action.
How does the Carbon Intensity Indicator work?
Ships are assigned an efficiency grade from A to E based on the
difference between their achieved and necessary CII. A is the highest
possible rating and E is the poorest.

Rating each vessel according to its CII based on 2023 usage
statistics (CII Guideline, G1)

CII and "A" – "E" ratings will be added to the SOC of the IMO DCS
in accordance with the Reference Line (G2), the Reduction
Factor (G3), and the Rating Guideline (G4)

Vessels with a low rating ("E" or "D" for three consecutive years)
should establish a remedial action plan and have it authorized
by the Administration or RO.
Ship operators will be required to compute and report the attained CII
and CII rating of their ships, as well as their IMO DCS fuel oil data,
starting in 2023.
3. Carbon Intensity Indicator (CII)
Ships' emissions data must be collected through the MRV, DCS, and
Digital Noon Reports standards, however, this is just one phase of a
much bigger process.
Digitalization is believed to have a two-fold effect on the maritime
industry. To begin, digital data enables ships' operational and energy
efficiency to be optimized, while also greatly improving information
transmission between various stakeholders. Collecting and
exchanging digital data enables supply chain optimization. Second,
digitization may alter maritime business models and the overall
concept of how ships are run. Ships will have lower waiting times and
terminals will handle cargo more quickly as a result of digital
technologies. Additionally, optimized voyages based on real-time
weather, wind, and ocean current data will result in energy savings. As
a result, the advancement of digitalization will lead to the lowering of
carbon emissions.
As the globe moves toward greater autonomy, the shipping sector is
reacting with smart ship technologies such as the Internet of Things
(IoT) and data analytics, as well as modernized conceptions based on
these technologies.

Vessel Fuel Optimization System - A cutting-edge digital
technology that collects real-time data on a variety of external
parameters affecting a vessel's fuel consumption, such as engine
condition, hull condition, vessel speed, trim, and draught, and
then processes and interprets the data using a machine learning
module. The evaluation of data indicates alterations to the route,
vessel speed, or other indicators in order to limit fuel use.

Route Optimization System - In general, ships follow predefined routes that have been developed using a variety of input
data, but because these routes are often for months-long
voyages, forecasting optimal circumstances in advance is
impossible. Real-time route management can make a significant
difference in terms of journey duration and efficiency. Given the
extended amounts of time that ships spend at sea and the chance
that ocean conditions can change dramatically within a few
hours, it is critical that ship operators have access to real-time
data. The software continuously monitors vessels and data in
real-time to discover ideal routes and inform operators when
action is required based on weather patterns, piracy alerts, port
traffic, and other variable parameters. Route optimization is
certain to have a beneficial effect on the environment and
economics, without jeopardising safety.

Vessel Performance Monitoring - At its foundation, data
analytics is about monitoring vessel performance. By collecting
and analyzing data on engine conditions and exhaust gas
properties, we can determine the performance of abatement
technologies such as DWI, IAH, SCR, and EGR, as well as the
efficacy of water injecting devices and scrubbers.

Predictive Maintenance System - Onboard machinery and
equipment are subjected to significant wear and tear as a result
of exceptionally prolonged running hours, demanding a higher
frequency of maintenance cycles. There cannot be any downtime
or inefficiency in the equipment and systems used to treat
exhaust gas emissions, since this would jeopardize ships'
compliance with IMO MARPOL standards and would also cause
serious environmental harm.
As the number of ships sailing throughout the world has increased,
the International Maritime Organization (IMO) has tightened its
environmental targets and requirements. Using EEOI – Energy
Efficiency Operational Indicator – as a practical assessment method
for evaluating ship energy efficiency and CO2 emissions to the
environment, the IMO is making a lot of effort to meet its 2050
emission goals.
Bridging islands to the shore is a long-standing maritime practice, as is
the expansion of maritime connectivity through the introduction of
new technology and ship designs. While the shipping industry keeps
the world economy running, at the same time it is also a major source
of greenhouse gas and other pollutants in the world.
Global warming is a direct result of greenhouse gas (GHG) emissions.
Carbon dioxide is the primary GHG emitted by ships (CO2).
The IMO had set a goal of halving shipping emissions by 2050
compared to 2008 levels, but at MEPC 76, it failed to identify an
interim objective.
While a timeframe for long-term policies addressing fossil fuel
consumption was agreed upon at MEPC 76, the general conclusion is
that the short-term actions do not advance the industry towards netzero substantially. Governments, led by the EU, are expected to
implement laws requiring the shipping industry to reduce emissions,
either through mandates or carbon taxes, as a result of this
perception.
An international treaty (MARPOL Annex VI) has been revised by the
International Maritime Organization (IMO) to mandate more data
reporting and minor emission reductions through two separate
procedures.
They apply to all international cargo and cruise ships over a certain
gross tonnage that are registered in a treaty-signatory country and
that trade internationally. To begin on November 1, 2022, and to be
reviewed in 2026, they will be in effect.
Reduced carbon intensity (CI) is the first step in the implementation of
this plan. As a result, each ship's carbon intensity (CII) must be
calculated annually and a plan devised to reduce CI in order to meet
annual ship-specific targets must be devised by shipowners.
From 2019 to 2026, this CI measure is estimated to result in a fleetwide reduction of around 11% in compliant ships. The International
Maritime Organization (IMO) claims this aligns with its 2018 first GHG
strategy, which aims for a 40 percent decrease in carbon intensity
between 2008 and 2030 and a 50 percent reduction in GHG emissions
by 2040.
A second new metric, Energy Efficiency Operational
Indicators (EEOI), presents a paradigm for determining a ship's
energy efficiency while in operation. The scope of EEOI is broader
than that of the current guideline on new ship energy efficiency
because it also focuses on technology improvements for existing ships.
Reducing emissions from the shipping sector
Marine pollution includes both water and air pollutants. Despite the
late recognition of the latter sort of pollution , it quickly received
support from a wide range of organisations. The first step was to
incorporate a designated appendix into the International Convention
for the Prevention of Pollution from Ships, which aims to reduce shipgenerated airborne pollutants. The International Maritime
Organization has continued its efforts and created a range of emission
monitoring measures. One such measure is the Energy Efficiency
Operational Indicator, which was established to aid shipowners and
operators in building a framework for limiting or reducing emissions
from ships in operation.
Implementation of EEOI: A way to stop global warming
The EEOI is a monitoring tool that is supplied to shipping businesses
through the SEEMP (Ship Energy Efficiency Management Plan) in
order to oversee the efficiency performance of their ships and fleets
over a period of time. A very simple way to think about the Energy
Efficiency Operational Indicator (EEOI) is to relate to the amount of
CO2 that is emitted for each unit of work done by a vehicle. At the
moment, a lot of big ships are getting more energy-efficient per tonne
of goods. In particular, 400,000 DWT bulk carriers are around 50%
more energy efficient per tonne of freight transported compared to
180,000 DWT Capesizes.
We need to know what SEEMP is in order to properly comprehend
how EEOI works. Implementing the Ship Energy Efficiency
Management Program is an operational technique that establishes
cost-effective ways of enhancing ship efficiency. Ship and fleet
efficiency performance can be monitored using the EEOI (Energy
Efficiency Operation Index) under SEEMP's long-term management
methodology. EEOI is a tool that enables ship managers to assess the
impact of operational modifications on the fuel economy of their
boats. Based on the analysis, it suggests a more frequent cleaning of
the propellers or the introduction of new propellers and waste heat
recovery systems. The ratio of CO2 mass emitted per unit of
transportation work is used as an operational indication of energy
efficiency.
For the shipping sector, the EEOI standards have been a blessing. It
aids ship owners in the evaluation of their fleet's CO2 emissions
performance. Ship GHG efficiency can be assessed using EEOI, an open
and acknowledged method for determining the ship's CO2 emissions
efficiency.
CO2 emissions from ships were the subject of an IMO resolution in
1997. The Marine Environment Protection Committee (MEPC), in
accordance with the resolution A.963(23) on the reduction of
greenhouse gas emissions from ships, urged the committee to identify
and develop the necessary measures for limiting and reducing GHG
emissions from international shipping, and to give priority to the
establishment of a GHG reference point; and thus the development of a
methodology to describe the GHG efficiency of a ship in terms of GHG
emission indicator for that ship took birth as the Energy Efficiency
Operational Indicator (EEOI).
Using CO2 emissions as a measure of efficiency, EEOI proposes a
model for measuring a ship's energy efficiency while in operation. It
consists of guidelines that are meant to serve as an example of a
computation method that may be used to monitor the efficiency of a
ship's operation in an objective and performance-based manner.
The following are the primary stages required to establish the EEOI:

specify the time period for which the EEOI is to be determined

set up a plan to collect the data

aim to gather information

transform data into a format that can be used

determine the EEOI
It is preferable that the manner of recording data is standardized. This
simplifies the process of gathering and analyzing data in order to
obtain the specific pieces of information we require. This data should
include information about the type of fuel used, the amount of
distance traveled, and how much carbon dioxide was released. The
ship's logbook should be used to calculate the actual distance traveled.
Fuel type and amount, distance traveled, and type of cargo should all
be recorded onboard for a realistic assessment.
Impact Of EEOI In The Shipping Industry
Climate change is having a significant impact on the environment and
human life. Clearly, the goal of these improved guidelines is to
minimize GHG emissions and improve ship efficiency.
However effective EEOI is in curbing ship emissions, supporting this
computation tool for utilizing existing ship energy efficiency is also
crucial for international shipping's continued growth. Whenever
economic growth occurs, it is followed closely by concerns about the
energy issue and greenhouse gas emissions.
Green shipping is when people or goods are transported through
ships using minimum resources and energy as possible, to protect the
environment from the pollutants generated by the ships. Green
shipping promotes cleaner practices to enforce emission control,
efficient port management, and equipment management. It requires a
huge effort from every element of the industry such as the regulators,
port authorities and communities to carry this forward. For instance,
the H&M Group wants to become climate positive by 2040 and has
partnered with Maersk to use biofuel to reduce the emission in their
shipments.
Shipping has become an essential part of the world supply chain and
with the effects of climate change becoming more visible, the
contribution of CO2 and GHG from the transportation industry is going
up. According to the European Commission, the shipping
industry releases 940 million tonnes of CO2 and makes 2.5% of the
GHG emissions. Ships currently use heavy fuel oil which is a filtrate
from crude oil distillation. Crude oil has sulphur and is emitted by the
ships during transportation. Not only is this harmful to human health
and contributes to respiratory and human diseases, but SOx also
causes acid raid, which is extremely harmful to crops, ocean species
and acidifies the oceans.
Hence, the International Maritime Organisation (IMO) has taken a
strong stance against these sulphur emissions and has introduced the
mandate IMO Sulphur 2020. Under this mandate, all ships must
switch to an alternative fuel oil that emits less than 0.50% sulphur into
the environment from the 1st of January 2020. This can lead to a 77%
drop in the emission of SOx from the ships and thereby reducing air
pollution. It is a notable fact that if the sulphur emissions are not
reduced, it can cause more than a million premature deaths between
2020-2025.
Green shipping is a challenging task for the shipping industry, even
when it is the cleanest and safest mode of cargo transport.
An average cargo ship with 8000 deadweight tonnage emits 15g of
CO2 which is much more efficient than Truck (50g) and air (540g), but
this can increase by 50% to 250% with the increasing trade volume. In
the last decade, efforts have been taken to enforce sustainable
practices and green shipping initiatives. Just recently, the United
Kingdom has committed to 1 million pounds for R&D to reduce
emission in the maritime industry and has become the first country to
pledge zero emissions by 2050.
With IMO 2020 close at hand, some active green shipping initiatives
are listed in this article:
Table of Contents
LNG as an alternative fuel
A popular green shipping strategy is using LNG. Liquified Natural Gas
is an alternative fuel option for ships. But this alternative raises many
safety issues. It is essential to ensure safety, as low emission
shouldn’t mean less safety. Great care needs to be taken as using
gas as a fuel is not suitable for all ships and this requires a change in
the structure and outfit of the vessel. But these structural issues are
solvable by redesigning. Using LNG as a fuel will reduce CO2 by
20%, along with considerably reducing SOx and NOx.
This year, Hapag-Lloyd has announced that 16 of their ships are
ready to operate on LNG. These are ships they acquired from the
Arab shipping company UASC that merged with Hapag-Lloyd in 2017.
“Sajir”, one of their giant container ships has been running on LNG
since 2015. With this new mission, they expect to save 15% to 30%
on CO2 emission and reduce 90% of SOx and fine dust. They also
plan to convert their engines to “dual fuel” technology to
accommodate low sulphur fuel oil which will take place in Shanghai.
Apart from Hapag-Lloyd, French shipping giant CMA CGM is also
building LNG fuelled TEUs with a capacity of 22,000.
Slow Steaming
Slow steaming which is nothing but slowing down the speed of the
ship is not a new concept for the shipping industry. It is one of the
efficient green shipping methods to reduce emission. Seas At Risk, an
environmental organisation which has been requesting the curb of the
ship speed limit, has conducted a study that revealed, by reducing the
speed by 10% it can reduce emissions by 19%. Slow steaming is an
under-the-budget practice that has both economic and environmental
benefits. It reduces the waiting time of the ship for port call and leans
on Just-in-time arrival. Many shipping companies are already reaping
the economic benefits of this method. Maersk has been slow
steaming since 2007, which has helped decrease the engine load by
35% without any technical problems. Maersk also plans to work on
super-slow steaming which would decrease the engine power by
90%.
But slow steaming is not officially regulated. In October 2019, BIMCO,
a shipping body from Copenhagen has proposed the IMO to bring
regulation to speed limit as it believes reducing speed limit is an
important variable to influence the CO2 emissions. This proposal will
be introduced at the IMO in London later in the month. Slow steaming
also helps reduce the time waiting for a port call where a considerable
amount of energy is emitted.
Carbon dioxide emissions from shipping towards 2050
Shipping emitted an estimated 921 megatons of carbon dioxide (MtCO2) in 2008, and
870 MtCO2 in 2018. If carbon intensity remains static, emissions in 2050 would be
1,210 MtCO2 based on the 39 per cent growth in demand for seaborne trade
projected by DNV GL’s Energy Transition Outlook.
In all pathways, we see a big impact of energy-efficiency measures and vessel speed
reduction which can be achieved early in the period up to 2035,” Longva explains.
“This is because these measures do not require renewing the fleet. We see emissions
peaking in mid-to-late 2020.”
Without further regulation, a sufficient uptake of alternative fuels to meet IMO GHG
targets is not expected unless prices for alternative fuels move to the same level as
those for fossil fuels. For the “current policies” pathway, the Forecast projects 670
MtCO2 of emissions in 2050, little more than a quarter (27%) below 2008 levels. In
this case, carbon intensity ends at 8.2 gCO2/tonne-mile, 62 per cent less than in 2008.
In the two pathways where IMO GHG targets are achieved, a carbon intensity of 5.6
grams (g) of CO2/tonne-mile in 2050 is projected, three quarters (74%) less than in
2008. The results indicate that even with low to moderate seaborne trade growth, the
IMO’s ambition for a 50 per cent absolute reduction in CO2 emissions by 2050 is
stricter than its 70 per cent carbon-intensity reduction ambition.
Implementation of the CII
On or before 1 January 2023, all ships above 5,000 GT need to have an
approved enhanced Ship Energy Efficiency Management Plan (SEEMP),
including an implementation plan on how to achieve the CII targets. The
yearly CII is calculated based on reported IMO DCS data, and the ship is
given a rating from A to E. For ships that achieve a D rating for three
consecutive years or an E rating in a single year, a corrective action plan
needs to be developed as part of the SEEMP and approved.
The intention of the enhanced SEEMP is to ensure continuous improvement,
and its implementation will be subject to company audits.
A vessel can reduce its carbon intensity by a combination of measures:

Speed reduction

Optimization of operations and logistics

Implementation of energy efficiency technologies

Use of alternative fuels
Reducing Empty Containers
It is a known fact that every third container is being shipped empty.
This means about 1/3rd of the 150 million containers
were moved empty in the year 2018, and this gives a lot of room for
improvement. This cost about $20 billion to the shipping industry each
year in terms of storage fees, handling fees and low utilisation
charges.
With at least 6.4 million TEUs repositioned every year, this adds up to
12,243,200 kg of CO2 just on empty containers. While trade
imbalances contribute to 2/3rd of the problem, the inefficiencies within
the company contribute to 1/3rd of the problem. Container
xChange connects 300+ container owners and users such as
Kuehne+Nagel, Seaco or CMA CGM use its neutral online platform to
avoid empty container moves. It is like Airbnb for shipping containers.
Carriers collaborate with other companies and share their containers
with them and move it from surplus to deficit locations. On average,
each container saves $200-$400 just in handling charges.
Ballast Water Management
Big container ships use water as a ballast to maintain
its stability when it is not carrying any cargo. It reduces stress on the
hull, makes the ship stable, helps to manoeuvre the ship and
improves propulsion. While this helps the ship in many ways, the
water pumped into the ballast becomes a host environment for
organisms like bacteria, microbes, larvae, cysts and so on. The water
is then pumped out at the port when cargo is loaded on to the ship
and these newly bred organisms enter the water ecosystem where
they are aliens, thereby infecting the ecosystem and posing threats. In
the 1980s, this was brought to the attention of IMO’s Marine
Environment Protection Committee (MEPC).
After years of request, the International Ballast Water Convention has
persuaded IMO to regulate Ballast Water Management. As of
September 2017, all ships worldwide are bound under this. To comply
with this green shipping strategy of IMO, Maersk chose Wärtsilä’s
Ballast Water Management System (BWMS) for three new 50,000
DWT tankers that were built in China. Using BWMS, the water in the
ballast goes through filtration and electro-chlorination (EC). The water
is first filtered to remove sediments and microorganisms and then
disinfected using medium pressure UV lamps or hypochlorite from the
EC process. According to IMO, there are 60 ballast water
management to choose from, that has been previously tested and
tried.
Renewable Energy
The unending energy of the wind and sun can be harnessed to power
all kinds of ships which helps to reduce fuel consumption, emissions
and greenhouse gases. Eco Marine Power (EMP) is a company in
Fukuoka, Japan that focuses on developing renewable energy for
ships. They are passionate about designing, developing, zero or lowemission environment-friendly, sail-assisted propulsion solution for
ships using wind and solar energy. The technologies developed at
EMP will help shipyard and shipowners meet the requirements of the
Energy Efficiency Design Index (EEDI).
A project that is closer to hitting the market is Neoline, whose ship
design uses giant sails and claims this will reduce CO2 emission by
90%. The ship uses sail-assisted technology along with slow steaming
and with a reduced speed of 11 knots, it only needs half the energy. It
is expected to start operating in 2020 between the coastlines of
France and the USA. By 2030, Neoline wants to develop a wider
range of solutions for the maritime transport industry.

About The Author: Shaini
Shaini works in Marketing & Communications at Container xChange – the world’s first
marketplace that connects users and suppliers in container logistics. Shaini is an advocate of
pushing forward tech and data standards in container logistics. Did you know that every third
container is being moved empty? That’s a $20 billion problem not only for the shipping industry
but also for the environment.
More posts by Shaini
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When Mitsubishi came out with their Air Lubrication System, it was just one of
the several energy-saving techniques for ships. The Mitsubishi Air Lubrication
System (MALS) was the first system of its kind which promised energy saving
and emission reduction from ships using the innovative technology of Air
Lubrication.
According to DNV, one of the world’s leading classification societies, Air
Bubble Lubrication System is one of the promising technologies which will
help ships to improve their efficiency and reduce energy losses.
Conventional Very large crude carrier (VLCC)’s utilize ballast tanks to obtain a
fully submerged propeller and enough forward draft in unloaded transit
condition to avoid bottom slamming while reducing bending moments and
compensating for trim and heel are also its utilities during cargo operations.
But the dire consequences include the coastal organisms that can cause
damage when released to foreign ecosystems; and additional fuel for
transportation.
Why ballast free ships?
This is one promising design to block hitchhiking organisms and terminate the
entire requirements for expensive sterilization equipment like costly filters,
ultraviolet irradiation, chemical biocides and other technologies. It creates a
constant flow of local seawater through a network of trunks, running from the
bow to the stern, below the waterline, thus reducing the potential hauling of
contaminated water across the ocean. Plus it could be one giant economic
winner by affirming a saving of net capital-cost of about $540,000 per ship.

Ballast trunks: Ship ballast tanks are replaced with longitudinal
structural ballast trunks consisting of one centre tank, two intermediate
tanks and two side tanks which surround the cargo hold below the
ballast draft and are connected to an intake plenum and a discharge
plenum near the bow and the stern respectively. These ballast trunks are
swamped in the ballast circumstance to diminish the ship’s buoyancy.

Hull Shape: V-shaped hull minimises the resistance and optimises the
propeller conditions in fully loaded and unloaded conditions by
reducing the weighted sum of the wetted surface. In lightship condition
it increases the draft from the normal 3-4 metres (with the bow and
propeller almost out of the water) of a conventional 300k DWT VLCC.
1. No Ballast System: Ballast water convention by IMO focuses on reducing
the transit of sediments and micro organisms of one territory to another
through the ballast of ships. In order to prevent this condition, plans of
making a “No Ballast Ships” is under progress. A no ballast ship or similar
system can drastically reduce this problem. Read more about-“No Ballast ship”
here.
2. LNG Fuel for Propulsion: It is said that LNG fuel is the future of the
Shipping industry. LNG fuel helps in reduction of air pollution from ships, and
a combination of LNG fuel with diesel oil will lead to efficient engine
performance, resulting in fuel saving. Read more about LNG propulsion here.
3. LNG Fuel for Auxiliary engine: Auxiliary engines on ships are main
sources of power. Moreover they are one of those machines that are
continuous running onboard vessels. LNG fuel for such engines can drastically
reduce air pollution from ships. Read more about LNG for Auxiliary engine.
4. Sulphur Scrubber System: It’s not practically possible to phase-out usage
of conventional fuels in ships and hence reducing sulphur or SOx
emission from the exhaust is a solution that would be used extensively in the
future. This can be achieved by installing an exhaust gas scrubber system
wherein the sulphur is washed out from the exhaust gas of the engine
resulting in reduction of SOx up to 98 % along with other harmful particles.
5. Advanced Rudder and Propeller System: A well designed Propeller and
streamlined rudder system can reduce the fuel consumption up to 4 %
resulting in less emission. Advanced designs of propeller and rudder systems
have been developed to not only reduce the fuel consumption but also
improve the speed of the vessel.
6. Speed Nozzle: Speed Nozzles are generally used in small supply vessels
and tugs to provide power to the ships. Along with new design features of
merchant vessels, they can improve the propulsion efficiency of the ship by
saving power up to approx 5 %.
7. Hull Paint: Another important factor that can increase the fuel
consumption of a ship and hence emissions is improving hull properties.
Applying correct paint at correct hull area can reduce the frictional resistance
of the ship resulting in 3-8% of fuel savings.
8. Waste Heat Recovery System: This system is already in use for quite
some time now, but making it more efficient can reduce the fuel consumption
of the ship drastically up to 14% of the total consumption. The waste heat
from the exhaust gases can be utilised to heat and generate steam which in
turn can be used for heating cargo area, accommodation, fuel oil etc.
9. Exhaust Gas Recirculation: In this system, NOx emissions from the engine
is reduced by recirculation of exhaust gas from engine cylinder with scavenge
air which lowers the temperature of the combustion chamber. Some part of
the exhaust air is re-circulated and added to scavenge air of the engine which
reduces the oxygen content of the scavenge air along with temperature of
combustion cylinder. With this method NOx reduction of up to 80% can be
achieved.
10. Water in Fuel: The addition of water in fuel just before its injection into
the combustion chamber can reduce the temperature inside the cylinder liner.
An efficient system for this can result in NOx reduction of up to 30-35%.
11. Improved Pump and Cooling Water System: An optimized cooling
water system of pipes, coolers and pumps can result in decreased resistance to
the flow. This will lead to savings of up to 20% of electric power of the ship
and fuel consumption up to 1.5 %.
12. Sail and Kite Propulsion System: Sail and Kite propulsion system when
used along with the conventional propulsion system can reduce the fuel as
well as NOx, SOx and CO2 emissions by 35%.
13. Fuel and Solar Cell Propulsion: The fuel cell propulsion utilizes power
from a combination of fuel cells, solar cells and battery systems. This helps in
reduction of GHG emission to a great extent.
14. Sandwich Plate System (SPS): It is a process of composting two metals
plates by bonding it with polyurethane elastomer core. This avoids usage of
steel which requires additional stiffening hence makes the structure light
weight and less prone to corrosion. This technology can definitely play a good
role in green ship recycling process as SPS feature includes superior in service
performance and reduced through life maintenance.
The garment and textile sector of Bangladesh has
reached a unique height by setting up eco-friendly green garment factories.
New features are being added to that success. The latest addition to that, 14 of
the 27 industrial establishments in the world that are ranked in the top ecofriendly factories are from Bangladesh. Several organizations around the
world certify environment friendly establishment. One of them is the US
Green Building Council (USGBC). The company grants a certificate of ecofriendly establishment called ‘LEED”. Bangladesh Garment Manufacturers
and Exporters Association (BGMEA) in association with USGBC and GBCI
launched “LEED Green Factory Award” in recognition and celebration of
Bangladesh’s RMG sector’s strides in green industrialization. A total of 13 best
green building factories of Bangladesh were honored with “LEED Green
Factory Award” to recognize their efforts in sustainability by achieving LEED
Platinum certification.
LEED certification is a rating system that reviews a factory’s green initiatives
such as sustainable site development, water efficiency, energy and atmosphere
conservation, materials selection and resources, indoor environmental quality,
innovation, regional priority and integrative process credits. To get the
certificate, a project has to maintain the highest standards in everything from
construction to production under the supervision of USGBC.
WHAT FACTORS CONTRIB UTED TO THE GROWTH O F
GREEN MANUFACTURING IN BANGLADESH?
As of 2021, the number of green buildings in the country was 144. Among them, 44
have a platinum rating, and 93 have gold standards. Up to 500 garment factories are
also in line, waiting for LEED certification by the United States Green Building Council
(USGBC).
But what really prompted the green manufacturing revolution in Bangladesh?
Buyers' Demands
In the modern age, social responsibility has become an essential part of running any
business, especially in the garment industry. Customers want assurance that the
clothes they buy are created and produced with care, using sustainable resources
and safe working conditions.
Government Policies and Regulations
After the collapse of the Savar Rana Plaza in 2013, the Government of Bangladesh
had the responsibility of coming up with acts, regulations, and policies for green
development. Some notable initiatives include green credit, environmental
compensation mechanism, green banking, green trade, environmental tax, green
insurance, urban green space, and green innovation.
World-Renowned Organizations
Calls from global environmental organizations for eco-friendly production were
received well by the owners of the garment factories in Bangladesh. As a result, many
investors are building companies that meet the goals of sustainable development,
including affordable and clean energy, responsible consumption and production, life
below water, life on land, climate action, as well as affordable and clean energy.
BENEFITS OF WORKING WITH A GREEN GARMENT
FACTORY
While “going green” may seem like a superficial move to some companies, this
strategy can actually have a direct and significant impact on bottom line profitability.
Here are some of the benefits of working with a green garment factory:
Workplace Safety
One of the garment factory's most important responsibilities is keeping its workers
safe and comfortable. Green garment factories offer employees a chance to work in a
clean and non-toxic environment, free from harmful chemicals and poor ventilation.
Environmentally friendly factories are also safer for surrounding communities.
Fewer to no Accidents
Working in an environment where safety precautions are taken seriously means
fewer injuries on-the-job. Green garment factories rarely experience accidents like
fire outbreaks.
Role in Reducing Pollution
Many garment factories are notorious for throwing their production waste into
nearby waterways or landfills, causing severe damage to local ecosystems. By
partnering with a green garment factory, you'll help ensure that no polluting
materials, such as plastics, chemicals, or dyes, end up in those rivers and seas.
Reach New Demographics
Recent studies show that approximately 67% of consumers consider the use of
sustainable materials to be an important purchasing factor. Sustainability is growing
in importance across all generations, but most significantly among Millennials and
Gen Z. In fact, one third of millennials are more likely to choose sustainable products
over an alternative. Companies that do not value sustainability as part of their brand
identity are likely to lose part of that market share in the near future.
According to the entrepreneurs, the eco-friendly facilities
generally, cost 5 to 20 per cent more than the conventional ones,
but the benefits are long term. Overall, the green factories can
reduce electricity consumption by 24 to 50 per, water
consumption by 40 per cent and carbon emissions by 33 to 39
per cent.
There are 110 points to fulfill nine conditions of the LEED certificate. There are four levels
of qualification—Certified (40-49 points), Silver (50-59 points), Gold (60-79 points),
Platinum (above 80 points).
"All buyers in Europe and the United States have now become complianceoriented. So, reputed companies are now moving toward setting up green
factories," said Mamun.
Bangladesh is on the mission to achieve Sustainable Development Goals 2030, after achieving
the millennium development goals successfully. Green industrialization is a positive indicator of
sustainable development. The readymade garments (RMG) sector of Bangladesh has brought a
breakthrough renovation in sustainable industry environment management. This paper presents
an impressive illustration on the expanded success of three LEED-certified factories; one is the
world's first Platinum-certified Denim factory and the others are Gold certified factories. The
discussion has revealed the intention of the RMG investors behind the green transformation of the
conventional industries is not only for making profit, rather it's the commitment of ethical business
practice to the environment and people. This paper also recommends the mitigation scope of the
challenges of green industrialization.
Bangladesh is one of the fastest growing economies in Asia with a surprising growth over the last 10
years. On this journey, the readymade garmants (RMG) sector has a remarkable contribution. In the
last fiscal year, 2018-19, this sector earned almost $34.133 billion (Woven wear; $17.24, Knitwear;
$16.89). This earning contributes 84.21percentage on overall export earnings and11.2% on GDP.
Bangladesh has become the second largest RMG exporter just after China. In addition, this sector has
significant contribution to improve socioeconomic development including female empowerment,
poverty alleviation, employment generation, improvement of social livelihood pattern, per-capita
income, and economic up gradation.
e realizing the adverse impacts of industrialization on the environment. They are now more concerned
about the environmental effect, pollution, climate and social consideration. They are doing many
things, such as running effluent treatment plants (ETPs), using energy efficient technologies and
installing renewable energy technology for make the business sustainable on eco-friendly way. In this
regard, going green is one of the most effective process to the entrepreneurs. Green production
process is now most popular to RMG entrepreneurs where the production is eco-friendly and cost
efficient. Reducing, recycling and, reusing (3R) techniques can save energy, and thereby directly
reduce the environmental pollution, wastes and hazardous by-products
According to SDG 12, positive environmental initiatives are incorporating initiatives for ensuring
sustainable eco-friendly industrial production to save surrounding environment as well as to enhance
the business competitiveness. It is highly expected that there are multiple benefits from green industry
activities, both from environmental and business competitiveness. Green initiative approaches focus
on upgrading industry and increasing productivity capacity without corresponding increases in
resource use and pollution burdens.
Rain water harvesting Rain water harvesting is an alternative way of using ground water for the
industrial process to keep the environment safe and maintain sustainable industrial production.
Textile and apparel industrial process requires a huge amount of ground water supply. Fortunately,
Bangladesh is blessed with a long period of rainy season. Green factories are storing the rain water
and by processing, using it in their production process.
Challenges of green industry development Most of the
Bangladeshi entrepreneurs are facing the challenges to
establish green industries as follows:
1. Green factory installation cost is 20 to 30 percent more than the traditionally designed
factory because environment friendly production process, energy saving technology,
water saving technology, solar panels, inverter technology, rain water harvesting
requires more investment (Mirdha, 2019).
2. Industries mostly depend on foreign consultancy firms due to the lack of local
technology experts, which raise the construction cost. So, it becomes very challenging
to go green within an estimated cost.
3. Lack of price negotiation skill is another challenging issue for entrepreneurs. Buyers
do not want to pay higher price from green factory compared to nongreen factory.
4. There is no specific declaration of green industrial policy in Bangladesh. The high rate
of corporate tax and Value Added Tax are also creating an obstacle to green
industrialization as well as no fiscal incentive to import technical equipment from
abroad (Roy, 2018).
5. Consumer behavior is also a challenging factor in green industry development. The
local consumers are poorly aware of green clothing.
6. High interest rate of loan facilities, land scarcity, inadequate transportation facilities,
utilities supports are also some challenging issues to set up green industries.
India, China and Turkey have already turned their ship recycling facilities green
as prescribed by the Hong Kong International Convention adopted back in
2009.
Bangladesh had set a target to turn all ship-breaking yards into green facilities
by February 2023, but the current situation poses uncertainties that this target
is achievable within the deadline.
The government had also set the same deadline for modernising this industry.
Only PHP Family's ship-breaking yard is currently certified as a green facility
under the Hong Kong International Convention. They spent around Tk55 crore
to achieve this feat.
A yard owner has to comply with a number of international standards to build
a green yard, such as paving the whole yard floor with concrete and installing
tower cranes or floating cranes for handling ship blocks to avoid manual
handling.
Ensuring security, safety, health care and training for workers and making
personal protective equipment mandatory for them are also necessary steps
towards achieving a green certification.
Other necessary compliances are building a blast water treatment facility,
separate storage facility for hazardous waste, storage of oxygen, installing an
effective fire fighting system with sufficient water storage facility, and having a
water treatment plant for ensuring availability of pure and clean water.
All the activities of recycling a scrap ship take place in a ship-breaking yard.
When the yard follows the regulations of the International Maritime
Organisation, complies with certain standards and ensures that no pollution
occurs in the surrounding land and sea, it is called a green yard.
The yard also has to follow the Hong Kong Convention.
The shipyard of PHP Family was certified as green under the Hong Kong
International Convention in 2017. The company bought the first green vessel –
certified to contain no material hazardous to health – after getting the status of
green yard.
INDIA

Alang in Gujarat is at the heart of the ship recycling industry in the Asian subcontinent.

There are about 120 yards out of which 90 are green ship recycling yards
certified under HKC
(Hong Kong Convention) compliance by different classification bodies such as: :o Class NK
o Rina Class
o IR Class – Indian Register of Shipping

Yards at Alang are consistently improving to meet higher standards of green ship
recycling.

Chattogram has about 120 yards. Out of the 50 operational yards, only 1 yard is
certified by Rina Class of HKC compliance.

The market is dominated by non – green yards but are hopeful to be HKC
compliant yards
within the next 4 to 5 years.
The Hong Kong Convention aims at ensuring that ships, when being
recycled, do not pose any health and environmental risk. It also provides
ship recycling plans, which ship breakers should follow to avoid such
risks.
PHP's yard is the first in Bangladesh to achieve a green certificate,
which is given when a yard complies with certain standards set with
inputs from International Maritime Organisation's member states and
non-governmental organisations.
PHP got the vessel at a discounted rate, which helped the company
save around Tk 15 crore thanks to the yard's green certificate, Islam
said.