A method for providing the optimal operating speed to meet the CII classification of a vessel.

Abstract

The present invention provides a method and apparatus for calculating the optimal operating speed that minimizes the difference between the target CII value required to meet the CII rating requirements of a vessel and the CII value calculated from operational data. [Solution] A method for providing an optimal operating speed includes the steps of: acquiring operational data including data on the operating speed, operating distance, and draft of a vessel; calculating a carbon intensity index (CII) value from the operational data; acquiring a target CII value; calculating the difference between the CII value and the target CII value and comparing the CII value and the target CII value; calculating an alternative operating speed that minimizes the difference; and outputting the alternative operating speed as the optimal operating speed for the CII class that the vessel must meet.

Description

Technical Field

[0001] This embodiment relates to a technique for providing an optimal operating speed to meet the CII rating of a ship.

Background Art

[0002] Maritime transportation is responsible for about 90% of the world's trade and is known as a relatively efficient means of transportation. However, due to its scale, it emits a significant amount of carbon. The carbon emissions of ships are mainly determined by fuel consumption and vary depending on the type of fuel used, engine efficiency, operating speed, and route conditions. In particular, traditional marine fuels such as heavy fuel oil (HFO) have a high carbon emission factor and have a significant impact on the environment. Against this background, reducing carbon emissions has become a major issue in the shipping industry.

[0003] The International Maritime Organization (IMO) has introduced a Carbon Intensity Indicator (CII) system to support the decarbonization of the shipping industry. The CII measures the carbon intensity (carbon emissions per transport operation) of a ship and evaluates the energy efficiency of the ship. This is calculated based on the annual operating data of the ship, and the results are classified into grades from A to E. The CII rating directly affects charter contracts, the reliability of shipping companies, and compliance with environmental regulations. In particular, ships that receive a D or E rating must submit an improvement plan, and if they are not improved, they may be subject to operating restrictions or commercial disadvantages. In order to improve the carbon emissions and CII rating of ships, it is necessary to develop innovative and efficient operating technologies that deviate from existing operating methods.

[0004] Therefore, the inventor of the present invention has completed the present invention through long-term research and trial and error on a technique for providing an optimal operating speed to meet the CII rating of a ship.

Summary of the Invention

Problems to be Solved by the Invention

[0005] Against this backdrop, one objective of this embodiment is to provide a technology for calculating the optimal operating speed that minimizes the difference between the CII value calculated from operational data and the target CII value.

[0006] On the other hand, other objectives not explicitly stated in the present invention will be further considered to the extent that they can be easily inferred from the following detailed description and its effects. [Means for solving the problem]

[0007] To achieve the above objective, one embodiment provides a method for providing an optimal operating speed for a ship to meet its CII rating, comprising the steps of: acquiring ship operation data, wherein the operation data includes data relating to the ship's operating speed, operating distance, and draft; calculating a carbon intensity index (CII) value from the operation data; acquiring a target CII value; comparing the CII value and the target CII value, wherein the difference between the CII value and the target CII value is calculated; calculating another operating speed that minimizes the difference; and outputting the other operating speed as the optimal operating speed for the CII rating that the ship must meet.

[0008] The above method may include the steps of determining whether the other operating speed satisfies constraints that reflect the characteristics and operating environment of the vessel, and, if the other operating speed satisfies the constraints, determining the other operating speed as the optimal operating speed.

[0009] In the above method, the step of calculating an alternative operating speed that minimizes the difference may include the steps of updating the operating speed value and generating the updated operating speed value, calculating the CII value from the updated operating speed value, and repeating the generation of the updated operating speed value and the calculation of the CII value until the difference between the CII value calculated from the updated operating speed value and the target CII value is minimized.

[0010] In the above method, the step of calculating an other operating speed that minimizes the difference may include the steps of updating the operating speed value and generating a plurality of updated operating speed values; calculating a plurality of CII values ​​from the plurality of updated operating speed values; selecting a CII value from the plurality of CII values ​​that minimizes the difference with the target CII value; and determining the updated operating speed value for the selected CII value as the optimal operating speed.

[0011] The method includes a step of obtaining previous voyage data relating to voyages previously completed by the vessel, and the step of calculating the CII value may reflect the CII value calculated from the previous voyage data in order to calculate the CII value.

[0012] The above method includes a step of acquiring current operational data relating to the voyage currently being operated by the vessel, and the step of calculating the CII value may reflect the CII value calculated from the current operational data in order to calculate the CII value.

[0013] In the above method, the operational data includes data relating to the duration of the vessel's operation, and the step of calculating an alternative operating speed that minimizes the difference may involve calculating the number of operating days, which is the period during which the vessel should operate at the alternative operating speed to minimize the difference, together with the alternative operating speed.

[0014] Another embodiment provides a device that provides an optimal operating speed for a ship to meet its CII rating, comprising: an operating data acquisition unit that acquires ship operation data, the operating data including data relating to the ship's operating speed, operating distance, and draft; a CII calculation unit that calculates a CII (carbon intensity index) value from the operation data; a target CII acquisition unit that acquires a target CII value; an operating speed optimization unit that compares the CII value and the target CII value to calculate the difference between the CII value and the target CII value and calculates an other operating speed that minimizes the difference; and an output unit that outputs the other operating speed as the optimal operating speed for the CII rating that the ship must meet. [Effects of the Invention]

[0015] As described above, this embodiment provides optimal operating conditions (such as operating speed and / or number of operating days) that satisfy the CII class of a vessel in specific situations.

[0016] Furthermore, according to this embodiment, it is possible to reduce the carbon emissions of ships, meet the CII rating, and provide efficient operation by enabling rapid and safe operation.

[0017] On the other hand, even if an effect is not explicitly mentioned herein, any effect described below in the specification and any provisional effects that are expected by the technical features of the present invention shall be deemed to be described in the specification of the present invention. [Brief explanation of the drawing]

[0018] [Figure 1] This is a diagram illustrating the configuration of a device that provides the optimal operating speed to meet the CII class requirements for a vessel according to one embodiment. [Figure 2] This is a flowchart of a method for providing the optimal operating speed to satisfy the CII class of a vessel according to one embodiment. [Figure 3] This flowchart shows an example of calculating the optimal operating speed according to one embodiment. [Figure 4] It is a flowchart showing another example of calculating the optimal operating speed according to an embodiment. [Figure 5] It is an exemplary diagram of an interface for providing a user with an optimal operating speed to meet the CII class of a ship according to an embodiment.

[0019] The accompanying drawings are clearly shown as examples for reference in order to understand the technical idea of the present invention, and thereby the scope of rights of the present invention is not limited.

Embodiments for Carrying out the Invention

[0020] When explaining the present invention, if it is determined that the detailed description of related known functions may unnecessarily obscure the gist of the present invention as obvious matters to those skilled in the art, the detailed description thereof will be omitted.

[0021] The terms used in this application are merely used to describe specific embodiments and are not intended to limit the present invention. Singular expressions include plural expressions unless the context clearly indicates otherwise. In this application, terms such as "comprising" or "having" are intended to specify the presence of features, numbers, steps, operations, components, parts, or combinations thereof described in the specification, and it should be understood that the presence or addition of one or more other features or numbers, steps, operations, components, parts, or combinations thereof is not precluded in advance.

[0022] Hereinafter, embodiments according to the present invention will be described in detail with reference to the accompanying drawings. In describing with reference to the accompanying drawings, the same or corresponding components are given the same drawing numbers, and overlapping descriptions thereof are omitted.

[0023] FIG. 1 is a configuration diagram of an apparatus for providing an optimal operating speed to meet the CII class of a ship according to an embodiment, and FIG. 2 is a flowchart of a method for providing an optimal operating speed to meet the CII class of a ship according to an embodiment.

[0024] Referring to FIG. 1, an apparatus 100 (hereinafter referred to as the "apparatus") for providing an optimal operating speed to meet the CII rating of a ship according to an embodiment may include an input unit 110, an operating data acquisition unit 120, a CII calculation unit 130, a target CII acquisition unit 140, an operating speed optimization unit 150, and an output unit 160. Referring to FIG. 2, a method by which the apparatus 100 according to an embodiment provides an optimal operating speed is shown.

[0025] The input unit 110 may be input with data or commands from a user. The data includes data related to the operating speed (speed), operating distance (distance), and draft of the ship, and may further include the number of operating days (duration).

[0026] The operating speed represents the speed of the ship and may be in units of knots (kn). The operating speed of the ship may include the port operating speed when the ship is berthed at a port or moving within the port, and the sea operating speed when the ship leaves the port and moves to another port. Since the ship moves slowly within the port, the port operating speed is lower than the sea operating speed. Also, the operating distance represents the distance traveled by the ship and may be in units of nautical miles (nm). Similar to the operating speed, the operating distance of the ship may include the port operating distance, which is the distance traveled within the port, and the sea operating distance, which is the distance traveled at sea. The port operating distance is much less than the sea operating distance. Also, the draft represents the depth to which the lower part of the ship is immersed in water and may be in units of meters (m). The ship is immersed in water due to its weight, and when cargo is loaded, the weight increases and the lower part is immersed deeper. The draft, that is, the depth to which the lower part is immersed in water, is regarded as representing the weight of the ship. When unloading cargo at the port, the draft decreases, and when loading cargo, the draft increases. Also, the number of operating days represents the time during which the ship operates in one voyage (one-way operation from the departure port to the destination port) and may be in units of days (day).

[0027] The aforementioned operating speed, operating distance, draft, and operating days are closely related to fuel consumption and carbon emissions. Fuel consumption determines carbon emissions, and carbon emissions can determine the CII value and CII class. Therefore, ultimately, operating speed, operating distance, draft, and operating days can determine the CII value and CII class. If at least one of the operating speed, operating distance, draft, and operating days increases, fuel consumption increases accordingly. Increased fuel consumption leads to increased carbon emissions. Increased carbon emissions lead to a higher CII value and a lower CII class. With the trend toward reducing carbon emissions, ships that do not meet a certain CII class may suffer disadvantages in ship operations. Therefore, shipowners and charterers should operate efficiently to meet the required CII class. Efficient operation may mean adjusting operating speed, operating distance, draft, and operating days while considering the operating environment (e.g., voyage, weather, charter costs, etc.).

[0028] Furthermore, the input unit 110 may also receive a target CII value from the user. The target CII value can be understood as the CII value corresponding to the CII rating that the vessel must meet. The device 100 can determine the operating speed required to meet the target CII value.

[0029] Furthermore, the operational data acquisition unit 120 can acquire operational data of the vessel (step S201). The operational data includes data on the vessel's operating speed, operating distance, and draft, and may also include data on the operating duration. The operational data acquisition unit 120 may directly acquire operational data entered by the user from the input unit 110, or it may read operational data from a database or the storage medium of the device 100.

[0030] As a result, the CII calculation unit 130 receives operational data from the operational data acquisition unit 120 and can calculate the CII value from the operational data (step S203). The CII value may also be calculated as carbon emissions relative to operational performance, and the CII calculation unit 130 may use this relationship to calculate the CII value. Operational performance is proportional to cargo volume and operational distance, and carbon emissions are proportional to the fuel consumption of the fuel used by the vessel and the carbon emission coefficient of that fuel. The CII calculation unit 130 can calculate the CII value by applying the operational speed, operational distance, and draft of the operational data to the above relationship.

[0031] On the other hand, the target CII acquisition unit 140 can acquire a target CII value, which is a CII value corresponding to the CII class that the ship must meet (step S205). The target CII acquisition unit 140 may directly acquire the target CII value entered by the user from the input unit 110, or it may read the target CII value from a database or the storage medium of the device 100.

[0032] Furthermore, the flight speed optimization unit 150 can calculate a flight speed that satisfies the target CII value (step S209). Specifically, the flight speed optimization unit 150 can compare the CII value and the target CII value and calculate the difference between the CII value and the target CII value. The flight speed optimization unit 150 can calculate other flight speeds that minimize this difference. The method for calculating other flight speeds that minimize the difference will be described later.

[0033] Furthermore, the operating speed optimization unit 150 can determine whether the optimal operating speed satisfies the constraints (step S211). Here, the constraints are conditions that the operating speed must satisfy, and may include the characteristics of the vessel and the operating environment. For example, the constraints may include the minimum and maximum speeds that the operating speed can achieve. The speed that a vessel can achieve may differ depending on the type (ship class) and class of the vessel. Also, the operating environment may include areas where navigation is difficult due to bad weather or certain voyages. In such cases, the vessel may need to operate at a slightly lower speed, and the range of minimum and maximum speeds may be narrower than usual.

[0034] If the flight speed optimization unit 150 determines that the optimal flight speed satisfies the constraints, it can transmit data regarding the optimal flight speed to the output unit 160. The output unit 160 can output the optimal flight speed to the user (YES in step S211 and step S213). If the flight speed optimization unit 150 determines that the optimal flight speed does not satisfy the constraints, it can recalculate the optimal flight speed (NO in step S211 and step S213).

[0035] On the other hand, the CII calculation unit 130 may reflect the number of operating days in the calculation of the CII value. The flight data acquisition unit 120 can acquire flight data that includes the number of operating days. The flight data acquisition unit 120 can transmit the number of operating days to the CII calculation unit 130. The CII value can be expressed as the ratio of carbon emissions to the actual operating performance, and here it is necessary to reflect the number of operating days for the flight sequence corresponding to the actual operating performance. The CII calculation unit 130 can calculate the CII value for the entire number of operating days that make up the flight sequence by multiplying the CII value for one day by the number of operating days.

[0036] If the number of sailing days is included, the sailing speed optimization unit 150 can calculate the optimal sailing speed that minimizes the difference between the CII value and the target CII value, as well as the optimal number of sailing days. It can be understood that the difference between the CII value and the target CII value can only be minimized if the vessel operates at the optimal sailing speed for the optimal number of sailing days. When the vessel operates at the optimal sailing speed for the optimal number of sailing days, the vessel's CII value will be equal to or slightly less than the target CII value. Therefore, the sailing speed optimization unit 150 can derive data pairs that minimize the difference between the CII value and the target CII value by adjusting the variables of sailing speed and sailing days.

[0037] Figure 3 is a flowchart showing an example of calculating the optimal operating speed according to one embodiment.

[0038] Referring to Figure 3, an example of a device according to one embodiment that calculates the optimal operating speed is shown. When the operating speed optimization unit of the device receives the CII value from the CII calculation unit and the target CII value from the target CII acquisition unit, it can calculate the difference between the CII value and the target CII value (step S301). The operating speed optimization unit can also calculate the optimal operating speed (step S303). Here, the operating speed optimization unit can perform the following operations to calculate the optimal operating speed that minimizes the difference between the CII value and the target CII value.

[0039] The flight speed optimization unit calculates an initial CII value, calculates the difference between this value and the target CII value, updates the initial flight speed value, and generates an updated flight speed value (step S303-1). Here, the flight speed optimization unit updates the flight speed from among the flight speed, flight distance, and draft provided as flight data, and does not need to fix the flight distance and draft to given values ​​when updating. Furthermore, if the flight data includes the number of flight days, the flight speed optimization unit may also update the number of flight days.

[0040] The flight speed optimization unit may transmit the updated flight speed value to the CII calculation unit and have the CII calculation unit recalculate the CII value. The CII calculation unit can recalculate the CII value from the updated flight speed value (step S303-3). The flight speed optimization unit can calculate the difference between the recalculated CII value and the target CII value and determine whether this difference is the minimum (step S303-5). If the difference is the minimum, this updated flight speed value can be determined as the optimal flight speed and transmitted to the output unit (YES in step S303-5 and step S303-7). If the difference is not the minimum, the flight speed optimization unit can update the updated flight speed value again and generate a newly updated flight speed value (NO in step S303-5 and step S303-1). The flight speed optimization unit can determine whether the newly updated flight speed value is the optimal flight speed by finding the difference with the target CII value. The flight speed optimization unit can update the flight speed value and repeatedly determine whether to minimize the difference between the updated flight speed value and the target CII value.

[0041] Here, the flight speed optimization unit can determine the optimal flight speed by sequentially comparing the difference from the previous flight speed value with the difference from the next updated flight speed value in order to determine whether the difference is minimized. For example, if the first flight speed value is updated to generate the second flight speed value, the flight speed optimization unit can provisionally determine the second flight speed value as the optimal flight speed if the second difference from the second flight speed value is smaller than the first difference from the first flight speed value. Also, if the second flight speed value is updated to generate the third flight speed value, the flight speed optimization unit can discard the second flight speed value and provisionally determine the second flight speed value as the optimal flight speed if the third difference from the third flight speed value is smaller than the second difference from the second flight speed value. The flight speed optimization unit can repeat this process a certain number of times. The number of repetitions is set in advance in the flight speed optimization unit and can be adjusted by the administrator.

[0042] Figure 4 is a flowchart showing another example of calculating the optimal operating speed according to one embodiment.

[0043] Referring to Figure 4, another example is shown in which the device 100 according to one embodiment calculates the optimal operating speed.

[0044] When the device's operating speed optimization unit receives the CII value from the CII calculation unit and the target CII value from the target CII acquisition unit, it can calculate the difference between the CII value and the target CII value (step S401). The operating speed optimization unit can also calculate the optimal operating speed (step S403). Here, the operating speed optimization unit can perform the following operations to calculate the optimal operating speed that minimizes the difference between the CII value and the target CII value.

[0045] The flight speed optimization unit calculates an initial CII value, calculates the difference between this value and the target CII value, updates the initial flight speed value, and can generate multiple updated flight speed values ​​(step S403-1). Here, the flight speed optimization unit updates the flight speed from among the flight speed, flight distance, and draft provided as flight data, and does not need to fix the flight distance and draft to given values ​​when updating. Furthermore, if the flight data includes the number of flight days, the flight speed optimization unit can also update the number of flight days.

[0046] The flight speed optimization unit may transmit the updated flight speed values ​​to the CII calculation unit and have the CII calculation unit recalculate the CII values. The CII calculation unit can recalculate multiple CII values ​​from the updated flight speed values ​​(step S403-3).

[0047] The flight speed optimization unit calculates the difference between the recalculated CII values ​​and the target CII value, and can select one of the CII values ​​that minimizes the difference (step S403-5). The flight speed optimization unit can determine the updated flight speed value that forms the basis of the selected CII value as the optimal flight speed (step S403-7).

[0048] Here, the flight speed optimization unit can generate multiple updated flight speed values ​​when updating the initial flight speed value to determine whether the difference is minimized. Multiple CII values ​​can be calculated through these updated flight speed values, and from these, the CII value that minimizes the difference, and the updated flight speed value can be determined. For example, the flight speed optimization unit and the CII calculation unit can update the first flight speed value to generate the second to tenth flight speed values. The flight speed optimization unit can calculate the second to tenth CII values ​​for the second to tenth flight speed values ​​and calculate the difference (nine differences) from the target CII value. From these, one of the second to tenth CII values ​​with the smallest difference can be selected, and one of the second to tenth flight speed values ​​corresponding to this CII value can be determined as the optimal flight speed. The number of times the flight speed optimization unit derives the updated flight speed value is predetermined and can be adjusted by the administrator.

[0049] Figure 5 is an illustrative diagram of an interface that provides the user with the optimal operating speed to meet the CII class requirements of a vessel according to one embodiment.

[0050] Referring to Figure 5, an example of an interface that provides the user with the optimal operating speed to meet the CII rating requirements for a vessel according to one embodiment is shown.

[0051] The device can acquire operational speed, operational distance, draft, and operational days from operational data to calculate a CII value, and then update and generate the operational speed and / or operational days to reduce the difference between the calculated CII value and the target CII value. Here, the device can acquire the initial operational speed, operational distance, draft, and operational days to be updated. The initial operational speed, operational distance, draft, and operational days can be the initial operational data. Other updated operational speeds and / or operational days can be generated from the operational speed and / or operational days of the initial operational data. This initial operational data may also be operational data for the currently operating voyage.

[0052] For example, a user can input the current operational data for the current flight 2 as initial operational data. The initial operational data may include [57.74, 9, 12471, 18.2] as [operating days, operating speed, operating distance, draft]. The device's operating speed optimization unit can calculate the CII value from [57.74, 9, 12471, 18.2] and provide the user with the operating speed and operating days corresponding to [10.1, 51.45], which is close to the target CII value (where the difference between the CII value and the target CII value is smallest). The current operating speed is 9 knots and the operating days are 57.74 days, but to meet the C rating of 2.004, the system can provide the user with the option to operate at an operating speed of 10.1 knots for 51.45 days (see dotted line).

[0053] This initial operational data may include operational data from previous voyages the vessel has completed. Previous operational data may be reflected in the calculation of the CII value.

[0054] In the example above, the user may want to receive optimized operating speed and operating days for the currently operating flight 2, reflecting the previous operating data of flight 1, which has already completed its flight. The system can calculate the CII value and CII class using the previous operating data of flight 1, which has already completed its flight. Similarly, the user can input the current operating data for flight 2. The system can then reflect the CII value of flight 1 in the calculation of the CII value. With the CII value of flight 1 reflected, the system can provide the user with the optimal operating speed and operating days that minimize the difference between the CII value of flight 2 and the target CII value. Therefore, in the example above, the user was provided with an operating speed of 10.1 knots and operating days of 51.45 days as the optimized values, but in this example, since the previous operating data of flight 1 is reflected, slightly modified values ​​may be provided.

[0055] The components, "~parts," blocks, or modules used in this embodiment can be implemented as software such as tasks, classes, subroutines, processes, objects, execution threads, or programs executed in a predetermined area of ​​memory, or as hardware such as FPGAs (fieldprogrammable gate arrays) or ASICs (application-specific integrated circuits), or as a combination of the above software and hardware. The above components, "~parts," etc., may be contained in a storage medium readable by a computer, and parts thereof may be distributed across multiple computers. Furthermore, one or more components can be implemented using one or more computing devices or parts thereof. Such devices may include, for example, personal computers, server computers, handheld or laptop devices, multiprocessor systems, microcontroller-based systems, set-top boxes, programmable consumer electronics, network PCs, minicomputers, mainframe computers, mobile phones, personal digital assistants (PDAs), gaming devices, printers, equipment including set-tops, media centers, or other equipment, computing devices incorporated into or connected to automobiles, other mobile devices, and distributed computing environments including any of the aforementioned systems or devices.

[0056] On the other hand, the disclosed embodiments can be implemented in the form of a recording medium for storing computer-executable programs and / or instruction words. The instruction words may be stored in the form of program code, which, when executed by a processor, can generate a program module to perform the operations of the disclosed embodiments. The recording medium can be embodied as a computer-readable recording medium. Computer-readable recording media include all kinds of recording media that store computer-decodeable instruction words. Examples include ROM (read-only memory), RAM (random access memory), magnetic tape, magnetic disk, flash memory, optical data storage devices, and the like.

[0057] The terms "contains," "constitutes," or "possesses," as used above, mean, unless otherwise stated, that the constituent element may be inherent, and should be interpreted as potentially including other constituent elements rather than excluding them. All terms, including technical or scientific terms, have the same meaning as generally understood by a person of ordinary skill in the art to which this invention pertains, unless otherwise defined. Commonly used terms, such as those defined in dictionaries, should be interpreted as corresponding to their meaning in the context of the relevant technology, and should not be interpreted in an ideal or overly formal sense unless explicitly defined in this invention.

[0058] The scope of protection of the present invention is not limited to the descriptions and expressions of the embodiments explicitly described above. Furthermore, it should be reiterated that the scope of protection of the present invention will not be limited by obvious modifications or substitutions within the art to which the present invention pertains.

Claims

1. A step of acquiring ship operation data, wherein the operation data includes data relating to the ship's operating speed, operating distance, and draft. The steps include: calculating the CII (carbon intensity index) value from the aforementioned operational data; Steps to obtain the target CII value, A step of comparing the CII value and the target CII value, comprising: calculating the difference between the CII value and the target CII value; A step of calculating an alternative operating speed that minimizes the aforementioned difference, The steps include outputting the aforementioned other operating speeds as the optimal operating speeds for the CII class that the vessel must meet, A method for providing the optimal operating speed to meet the CII classification of a vessel including [a specific type of vessel].

2. The steps include determining whether the aforementioned other operating speeds satisfy constraints that reflect the characteristics and operating environment of the vessel, The step of determining the other operating speed as the optimal operating speed if the other operating speed satisfies the constraints, A method for providing an optimal operating speed to satisfy the CII class of the vessel described in claim 1.

3. The step of calculating an alternative operating speed that minimizes the aforementioned difference is: The steps include updating the operating speed value and generating the updated operating speed value, A step of calculating the CII value from the updated operating speed value, The process includes the step of repeating the generation of the updated operating speed value and the calculation of the CII value until the difference between the CII value calculated from the updated operating speed value and the target CII value is minimized. A method for providing an optimal operating speed to satisfy the CII class of the vessel described in claim 1.

4. The step of calculating an alternative operating speed that minimizes the aforementioned difference is: The steps include updating the operating speed value and generating multiple updated operating speed values, A step of calculating multiple CII values ​​from the updated multiple operating speed values, The steps include selecting a CII value from among the plurality of CII values ​​that minimizes the difference with the target CII value, The step of determining the updated operating speed value for the selected CII value as the optimal operating speed, A method for providing an optimal operating speed to satisfy the CII class of the vessel described in claim 1.

5. The process includes the step of obtaining previous operational data relating to voyages previously completed by the vessel, The step of calculating the CII value is: In order to calculate the aforementioned CII value, the CII value calculated from the aforementioned previous operational data is reflected. A method for providing an optimal operating speed to satisfy the CII class of the vessel described in claim 1.

6. This includes the step of obtaining current operational data relating to the voyage currently being operated by the aforementioned vessel, The step of calculating the CII value is: In order to calculate the aforementioned CII value, the CII value calculated from the current operational data is reflected. A method for providing an optimal operating speed to satisfy the CII class of the vessel described in claim 1.

7. The aforementioned operational data includes data relating to the duration of the vessel's operation. The step of calculating an alternative operating speed that minimizes the aforementioned difference is: To minimize the aforementioned difference, the number of operating days, which is the period during which the vessel should operate at the other operating speed, is calculated along with the other operating speed. A method for providing an optimal operating speed to satisfy the CII class of the vessel described in claim 1.

8. The system acquires operational data of a vessel, and the operational data includes data relating to the vessel's operating speed, operating distance, and draft. A CII calculation unit that calculates the CII (carbon intensity index) value from the aforementioned operational data, A target CII acquisition unit that acquires the target CII value, An operating speed optimization unit that compares the CII value and the target CII value, calculates the difference between the CII value and the target CII value, and calculates an other operating speed that minimizes the difference. An output unit that outputs the aforementioned other operating speeds as the optimal operating speed for the CII class that the vessel must meet, A device that provides the optimal operating speed to meet the CII classification of a vessel, including [specific vessel name].

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