By All in Maritime News| Port Louis, Mauritius
With the International Maritime Organization (IMO) officially enforcing Carbon Intensity Indicator (CII) ratings from January 1, 2024, the global shipping industry has entered a new compliance era. Vessels are now evaluated annually on their emissions efficiency and assigned ratings from A (best) to E (worst). For Africa, this regulation could redefine which ports, operators, and routes remain viable in the decarbonized economy.
All in Maritime News investigates how African ports, especially in East and Southern Africa, are responding to the IMO CII challenge—who is adapting, who is lagging, and where uncertainty still reigns. As part of our investigation, we reached out to Observater Surveys and Services Ltd, a regional leader in marine inspections and compliance verification, to offer professional commentary on this rapidly evolving issue.
1. Understanding the CII Framework
The Carbon Intensity Indicator (CII) measures how efficiently a vessel transports cargo in terms of CO2 emitted per deadweight ton-mile. Vessels that receive a D rating for three consecutive years or an E rating once are required to submit a Corrective Action Plan (CAP) or risk losing charter competitiveness and access to certain ports.
Key Parameters:
- Vessel type and size.
- Actual fuel consumption vs distance travelled.
- Annual rating published in IMO’s Data Collection System (DCS).
“The CII is less about intention and more about verifiable performance. It is already shifting chartering behavior globally,” says Maria Gomez, Lead Analyst, SeaCarbon Index.
2. East Africa: Navigating with Limited Tools
Kenya:
- Kenya Ports Authority (KPA) has begun requiring all foreign-flagged vessels to submit CII ratings and EEXI compliance statements prior to berthing at Mombasa.
- However, no enforcement mechanism exists yet for penalizing low-rated vessels.
Tanzania:
- The TPA has included environmental efficiency in its new port performance KPIs, but lacks vessel-specific CII enforcement.
- Many local operators remain unaware of the implications.
Observater Insight:
As part of our inquiry, All in Maritime News spoke to Eng. Daniel Esilaba, Managing Director of Observater Surveys and Services Ltd, for a practical view on the frontlines of compliance.
“We’re receiving a sharp rise in client requests for CII-linked bunker audits, CO2 performance benchmarking, and CAP development consulting,” said Eng. Esilaba. “Shipowners operating in African corridors need localized solutions to maintain ratings, especially with congested port calls and inconsistent voyage legs.”
3. Southern Africa: Policy Emerging, Practice Catching Up
South Africa:
- Transnet National Ports Authority (TNPA) is developing a Green Vessel Incentive Scheme (GVIS) to offer rebates for A- and B-rated ships.
- Durban and Cape Town are conducting emissions footprint studies to align berth planning with IMO goals.
Namibia:
- Walvis Bay is piloting a vessel emissions disclosure clause in port clearance forms.
“Ports are being forced to think beyond infrastructure and toward vessel behavior. Berth preference may soon be tied to CII grades,” says Dr. Kelvin Louw, Maritime Emissions Consultant, Johannesburg.
4. The Winners: Who Stands to Benefit
- Operators of newer, fuel-efficient vessels: Especially those retrofitted with energy-saving devices (ESDs), slow steaming systems, or alternative fuels.
- Ports that digitize call scheduling and reduce idle times, thereby enabling better voyage planning.
- Surveyors and inspection firms offering bunker traceability, performance analytics, and CO2 audits—such as Observater.
“Our bunker quantity surveys now include carbon intensity analysis to help shipowners avoid CII downgrades caused by fuel mismatches or poor voyage planning,” Eng. Esilaba confirmed during our interview.
5. The Losers: High-Risk Operators and Idle Ports
- Older tonnage with poor fuel profiles: Especially small regional carriers operating 1990s-era bulkers and tankers.
- Ports with long dwell times and no digital berth allocation systems, which increase idle emissions.
- Charterers unaware of CII-linked penalties: Including those moving dry bulk or project cargoes across multiple low-efficiency legs.
6. The Grey Zones: Ambiguities and Enforcement Gaps
While the IMO provides global ratings, no unified enforcement exists at African ports.
- Some African authorities are unsure whether to align with EU ETS and CII-linked port incentives.
- Discrepancies exist in how voyages are logged and verified, especially in low-traffic or non-ECDIS-compliant zones.
- Charterers and cargo owners in Africa often don’t receive CII scores, making emissions-based contracting difficult.
“The risk is that Africa becomes a dumping ground for E-rated tonnage,” warns Njuguna Wekesa, Policy Advisor, East African Shippers Council. “We need harmonized visibility, or we’ll fall into the compliance backwaters.”
Conclusion: CII Is Here to Stay, But Africa Must Decide How to Respond
With carbon ratings now a part of global chartering decisions, African ports and maritime regulators must urgently clarify how they will incorporate CII enforcement, incentives, or exemptions.
Those that move swiftly to link port dues, berth preferences, and digital clearance to vessel efficiency will likely attract cleaner, higher-paying calls. Those that do not may find themselves bypassed.
As Observater Surveys and Services Ltd continues to expand its green compliance services across Africa, it offers a unique window into how regional players are reacting:
“CII is no longer theoretical. We’re measuring, auditing, and advising in real time. The vessels that adapt will trade. The rest will drift into regulatory obscurity,” concluded Eng. Esilaba.
For continuous maritime insight and coverage of East Africa’s trade corridors, follow All in Maritime News.
Reach out to Eng. Daniel Esilaba at: daniel.n@obsevater.com or www.observater.com
Contact: news@allinmaritime.com
Tel: +27 063 069 1191
Offices: Durban | Dar es Salaam | Nairobi | Dubai
Website: www.allinmaritime.com
All in Maritime News — Your Source for Global Maritime Intelligence
