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DNV: How does EU ETS impact EU MRV reporting?

DNV expert Sven Dudszus shared insights on how the implementation of EU ETS will impact MRV reporting going forward, which will be revised to cover GHG emissions, ship types and sizes.

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Emissions for the EU Emission Trading System (EU ETS) will be reported and verified through the EU MRV system, which will be revised to cover GHG emissions, ship types and sizes. DNV expert Sven Dudszus shared insights on what these changes mean for the reporting process and compliance:

Can you give a brief overview of the current MRV (Monitoring, Reporting and Verification) reporting process and the challenges that still need to be addressed?

Currently, the EU MRV regulation applies to cargo and passenger ships above 5,000 GT operating in European Economic Area (EEA) waters. Since 2017, these vessels have been required to monitor and collect CO2 emissions data for EU-related voyages. The collected data is submitted as an Emission Report for verification to the European Commission by 30 April of the following year. One of the challenges faced by customers is ensuring the accuracy and quality of the data. At DNV, we have established digital reporting forms and automated data checks to address this challenge. This enables our customers to monitor their vessels’ data quality throughout the year and easily submit the Emission Report for verification. Our close collaboration with customers has made this process seamless for them.

How does the implementation of the EU Emission Trading System (ETS) impact MRV reporting going forward?

The implementation of EU ETS complements the existing EU MRV and UK MRV initiatives, forming a comprehensive decarbonization framework. Under the EU ETS, companies will be required to submit not only their vessels’ Emission Reports for verification but also a Company Emission Report summarizing their entire fleet’s performance. Additionally, managers will need to surrender greenhouse gas emission allowances to the administering authority. At DNV, we utilize the operational data received from our customers to create customized GHG reports to facilitate compliance with these new requirements.

Are there any key dates or numbers that are crucial in this change?

The deadline for the first Company EU MRV Emission Report submission to the Administering Authority is 31 March 2025. The deadline for surrendering allowances to the Administering Authority is 30 September 2025. 100% of GHG emissions will be considered for voyages or port stays within the EU. 50% of GHG emissions will be considered for voyages into or out of the EU. EU Allowances (EUAs) will be corresponding to 40% of the company emissions in 2024 and this percentage will gradually increase in subsequent years.

How can additional emissions impact compliance matters?

Including additional emissions would require companies to surrender more allowances to the Administering Authority. Failure to fulfil these requirements could result in liability for excess emissions with a penalty of 100 euros applicable per ton of CO2. Companies would still be obligated to surrender the required allowances. Non-compliance with the regulation for two or more consecutive periods may lead to denial of entry to the EU for all ships under the company’s responsibility.

What challenges do shipowners face and how can DNV support them in navigating these challenges?

Shipowners will face an expansion of the EU MRV scope which will include new greenhouse gases (N2O, CH4) starting in 2024. As of 2025, General Cargo and Offshore vessels above 400 GT will also be subject to the EU MRV Regulation. DNV’s digital solutions such as a plan generator, data quality checks, or system-to-system connection (API) have been developed to address these new regulatory requirements. Furthermore, we will continuously develop our digital GHG-related services and applications to assist our customers in initiating their decarbonization journey.

As the EU ETS changes approach, how important is preparation?

Preparation is crucial for companies to be ready to comply with the new regulations when they take effect. The first step is to register with an administering authority in the EU, as provided by the European Committee’s list. The second step is to submit an updated EU MRV Monitoring Plan to DNV once the revised regulations come into force. All applicable vessels must have a verified plan on board before the 2024 reporting period. To support our customers in meeting this deadline, we will release an update to our MRV Monitoring Plan Generator on our Fleet Portal. From 2024 onwards, we will develop various digital systems to aggregate fleet emissions and issue Company CO2 Emission Statements, which need to be submitted to administering authorities by 31 March.

About Sven Dudszus, Head of Environmental Technologies (GHG)

Sven Dudszus currently holds the position of Head of Environmental Technologies GHG at DNV in Hamburg, Germany. He manages an international team across different locations responsible for greenhouse gas-related services for the shipping industry such as EU MRV, UK MRV, IMO DCS, EU ETS, FuelEU, SEEMP III, CII and Fit for55.

 

Photo credit: Venti Views on Unsplash
Published: 16 June, 2023

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Biofuel

GCMD concludes its final biofuel blend supply chain trial with Hapag-Lloyd

bp provided the B30 biofuel blend to the “TIHAMA”, a 19,870 TEU container vessel operated by Hapag-Lloyd in final trial; marks the end of a series of trials initiated in July 2022.

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GCMD concludes its final biofuel blend supply chain trial with Hapag-Lloyd

The Global Centre for Maritime Decarbonisation (GCMD) on Thursday (18 July) said it has successfully completed its final supply chain trial for biofuel blended with very low sulphur fuel oil (VLSFO). 

This marks the end of a series of trials initiated in July 2022 as part of a larger pilot to develop a framework to provide quality, quantity and GHG abatement assurances for drop-in fuels.

In this final trial, bp provided the B30 biofuel blend to the TIHAMA, a 19,870 twenty-foot equivalent unit (TEU) container vessel operated by Hapag-Lloyd.

The biofuel component used is certified to the International Sustainability & Carbon Certification (ISCC) standard – a multistakeholder certification scheme for biobased materials. The biofuel component comprised neat Fatty Acid Methyl Ester (FAME) produced from food waste.

Authentix, a tracer solutions provider, supplied and dosed the FAME with an organic-based tracer at the storage terminal outside the Netherlands. The dosed FAME was then transported to the Port of Rotterdam for blending with VLSFO to achieve a B30 blend, before the blend was bunkered onboard the TIHAMA.

Similar to previous trials, GCMD engaged fuel testing company Veritas Petroleum Services (VPS) to witness the operations at all stages – from biofuel cargo transfer to bunkering. VPS also collected and conducted extensive laboratory tests on samples of the biofuel and biofuel blend collected at pre-determined points along the supply chain to assess quality per Standards EN 14214 and ISO 8217.

With well-to-wake emissions of 13.74 gCO2e/MJ, the neat FAME presented a 85.4% emissions reduction compared to the emissions of the fossil marine fuel. The reduced emissions complies with the MEPC 80, which requires a minimum emissions reduction of 65% in order for biofuels to be classified as sustainable.

GCMD and Hapag-Lloyd determined that consumption of the 4,500 MT B30 blend of FAME and VLSFO resulted in 27.9% emissions reduction compared to sailing on VLSFO.

A newly developed tracer deployed with this supply chain

GCMD collaborated with Authentix to develop and deploy a new organic-based tracer to authenticate the origin and verify the amount of FAME present in the blend. The proprietary tracer blended homogeneously with FAME and was detected at expected concentrations at all sampling points along the supply chain.

This trial marks the first deployment of this tracer in a marine fuel supply chain. Previously, similar tracers were used to authenticate and quantify biofuels in road transport and LPG supply chains.

Development of a comprehensive biofuels assurance framework underway

With the completion of this trial, GCMD has deployed a diverse range of tracer technologies, including synthetic DNA and element-based tracers, in addition to the organic-based tracer used in this trial. The trials have also included the development of a chemical fingerprinting methodology and the evaluation of lock-and-seal and automatic identification systems (AIS) as additional solutions to ensure the integrity of the biofuels supply chain.

Learnings on tracer limitations and benefits will be incorporated into a framework that recommends appropriate use to ensure consistent and robust performance. This effort will complement existing ISCC by providing additional supply chain assurance through physical traceability.

The insights from these trials will be shared in a series of reports covering issues, such as traceability, biofuel degradation, supply chain optimisation and abatement costs. These findings will culminate in a comprehensive assurance framework to provide guidance on biofuels use, slated for release in the fourth quarter of 2024.

 

Photo credit: Global Centre for Maritime Decarbonisation
Published: 19 July 2024

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Ammonia

MPA, ITOCHU and partners sign MoU on ammonia-fuelled bulk carriers study

As a government agency, MPA,will review and provide their views to the designs of the ammonia-fuelled ships to ensure their safe operations, says ClassNK.

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Classification society ClassNK on Thursday (18 July) said it signed a Memorandum of Understanding (MoU) with ITOCHU Corporation, Nihon Shipyard Co., Ltd., and Maritime and Port Authority of Singapore (MPA) regarding a joint study for the design and safety specifications of ammonia-fuelled ships which are under development by ITOCHU and partners.

“The discussion for a specification of ammonia-fuelled ships with a governmental body related to their operation is essential for a social implementation of ammonia-fuelled ships,” ClassNK said. 

“As one of parties of the MoU, MPA, a government agency overseeing the world’s busiest bunkering hub, will review and provide their views to the designs of the ammonia-fuelled ships to ensure their safe operations.”

The MoU is based on the premise that 200,000 deadweight ton class bulk carriers will be built by Nihon Shipyard with an ammonia dual-fuelled engine.

“The necessary clarifications of the specification for the ammonia-fueled ship to carry out ammonia bunkering in Singapore will be conducted among parties of this MoU, for the commercialisation of ammonia-fuelled ships,” ClassNK added.

 

Photo credit: Venti Views on Unsplash
Published: 19 July 2024

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Biofuel

“K” Line to use biofuel on three Gram Car Carriers-chartered vessels in Singapore

Biofuel will be supplied to the sister vessels “Viking Ocean”, “Viking Diamond” and “Viking Coral” while bunkering in Singapore, says Gram Car Carriers.

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“K” Line to use biofuel on three Gram Car Carriers-chartered vessels in Singapore

Norwegian transportation firm Gram Car Carriers (GCC) on Thursday (18 July) said Kawasaki Kisen Kaisha (“K” LINE) will use biofuel on three vessels chartered from GCC from July onwards. 

“The biofuel will be supplied to the sister vessels Viking Ocean, Viking Diamond and Viking Coral while bunkering in Singapore, an Asian hub for marine biofuels,” GCC said on its social media. 

“The use of biofuel is a key environmental initiative to reduce emissions across the entire value chain (well-to-exhaust) and an effective way of transitioning to low-carbon marine fuels amid globally tightening environmental regulations.”

“We support the green mobility shift. This means that GCC commit to supporting the transition of both vehicles and their logistic chain towards a zero-emission future in close cooperation with leading customers such as K-Line,” said Georg A. Whist, CEO of GCC.

 

Photo credit: Gram Car Carriers
Published: 19 July 2024

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