Vessel Particulars
The following section captures the vessel identifying data and the operating envelope referenced throughout the analysis.
Data sources reviewed: 92 noon reports (Jan–Mar 2026), 38 bunker delivery notes, 24 voyage records, complete CMMS export covering planned maintenance and condition data over the period, and shore-based sea trial baseline from 2014.
Executive Summary
Key observations
- Hull and propeller condition is deteriorating. Speed–power deviation has increased from +2.1% in October 2025 to +4.6% in March 2026, consistent with progressive hull fouling on the lower hull and propeller leading edge.
- CII trajectory is at risk. At current operating pattern, projected year-end attained CII places the vessel on the C/D rating boundary. A mid-year corrective action is required to avoid a D rating.
- EU ETS exposure is material and rising. With 60% EU-waters trading and 100% surrender obligation from January 2026, annual EUA cost on current operating pattern is approximately €1.24M if the operational pattern is unchanged.
- Auxiliary boiler showing efficiency degradation. Steam consumption per cargo operation has increased 8% over the period. Recommend boiler economiser inspection at next port call.
Performance Analysis
3.1 Speed–power deviation trend
The chart below shows the rolling 30-day mean speed–power deviation against the baseline curve established from 2014 sea trials. Weather correction has been applied per ISO 19030 methodology.
Interpretation: Deviation has increased steadily over six months. The current level (+4.6%) is past the action threshold and consistent with progressive hull and propeller fouling. The acceleration in January–March suggests fouling has entered the rapid-growth phase rather than the slow accumulation phase.
3.2 Fuel consumption per nautical mile
3.3 CII trajectory projection
Based on the operating pattern observed and projecting forward at current speed and trade mix, the vessel's year-end attained CII is projected to fall in the upper range of the C rating boundary, with non-trivial risk of crossing into D. Corrective action initiated by July 2026 (mid-year) would likely keep the vessel comfortably in C. Inaction would risk a D rating by year-end.
| Scenario | Action | Projected attained CII | Rating |
|---|---|---|---|
| Status quo | No action | 5.42 | C / D boundary |
| Mid-year hull cleaning | In-water cleaning + prop polish by July 2026 | 5.18 | C (safe) |
| Hull cleaning + 0.5 kn reduction | Above + reduce speed on selected ballast legs | 4.96 | C / B boundary |
Findings & Prioritised Actions
The findings below are ranked by combined financial impact and operational urgency. Each carries a quantified annual cost of inaction and a recommended timeline.
Speed–power deviation has increased from +2.1% to +4.6% over six months, consistent with progressive fouling on the lower hull and propeller leading edge. Specific fuel consumption per nm has correspondingly risen 9.8% above baseline. The deviation has now crossed the +4% action threshold.
Recommendation: Schedule in-water hull cleaning and propeller polishing within the next 60–90 days. Next planned dry dock is in Q2 2027, which is too late to recover the lost performance economically.
Projected year-end attained CII places the vessel on the C/D boundary. Without corrective action, there is a meaningful probability of receiving a D rating for 2026, which would trigger SEEMP Part III corrective action requirements and may affect commercial deployment under newer charter party terms.
Recommendation: Combine the hull cleaning action above with a selective speed reduction strategy on ballast legs where commercial schedules permit. Scenario modelling shows this combination reliably keeps the vessel inside C rating with margin for unforeseen events.
Steam consumption per cargo operation has trended upward 8% over the audit period. This is consistent with economiser tube fouling or burner combustion efficiency loss. Auxiliary fuel consumption during cargo operations directly affects both EU ETS exposure and CII attained.
Recommendation: Conduct boiler tube inspection and combustion analysis at next convenient port call. Carry out tube cleaning if visible fouling is observed.
Twelve noon reports over the audit period contained either missing or implausible sea state and wind speed entries. While the impact on operational decisions is limited, the data quality affects the precision of weather-corrected analysis and may affect verification under EU MRV reporting.
Recommendation: Refresher briefing for deck officers on noon report data entry. A standardised template would help.
Consolidated Action Plan
The recommendations below consolidate the prioritised actions from Section 04 into a sequenced 12-month operational plan.
In-water hull cleaning and propeller polishing (by August 2026)
Schedule within next 60–90 days. Recovers approximately 3–4% of the lost speed–power performance and removes the immediate CII risk. Indicative cost $35–45K depending on port and weather window.
Selective ballast-leg speed reduction strategy (from July 2026)
Identify ballast legs where commercial schedules tolerate 0.3–0.5 knot reduction. Combined with #1, this reliably places year-end CII inside C rating. No capital cost.
Boiler economiser inspection and cleaning (September 2026)
Inspect at next convenient port; clean if fouling found. Approximately $4K and one day; recovers approximately $28K annually.
Monthly performance tracking continued through Q2–Q4 2026
Continue rolling 30-day speed–power and fuel-per-nm tracking. Updated CII projection delivered monthly. Re-audit at end of Q4 2026 to confirm recovery and inform 2027 planning.
Deck officer briefing on noon report standards (December 2026)
30-minute briefing during the next crew handover, with a standardised noon report data quality checklist. Improves data precision and MRV verification confidence.
This is what a Navallogic audit looks like.
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