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Classification Society

DNV rules create new in-operation class framework, enable hydrogen vessels and OCCS

New in-operation class notations seek to bring clarity to the responsibilities of class customers for notations that have a mix of design and operational requirements.

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DNV rules create new in-operation class framework, enable hydrogen vessels and OCCS

Classification society DNV on Tuesday (9 July) published updates to its rules for classification of ships and offshore structures.

In addition to rules supporting the development and deployment of decarbonization technologies, the new in-operation class notations seek to bring clarity to the responsibilities of class customers for notations that have a mix of design and operational requirements.

“One of the most striking aspects of the maritime industry today, is the huge diversity of challenges and opportunities where our customers are looking for classification support,” said Geir Dugstad, DNV Maritime’s Global Technical Director. 

“It’s not just new fuels, but ways for owners and managers to demonstrate their own efficiencies, new vessel types to unlock new markets, through to advanced technologies like on-board carbon capture.”

With the in-operation notations, DNV has developed the first classification framework with dedicated Fleet in service notations that enables owners and operators to showcase how they are differentiating themselves in the market by deploying advanced procedures and reporting processes for greater safety and efficiency. 

The new notation clearly shows the split of responsibilities between the yards for the new building phase and the owners and operators in the operational phase of the vessel.

Designed to unlock innovation in the shipping industry while enhancing safety, the new rules also build on DNV’s leading expertise in maritime decarbonization with the introduction of two new class notations, Gas fuelled hydrogen and OCCS (for carbon capture and storage on board vessels).

While hydrogen is a potential zero-carbon fuel for shipping it is presently not covered by international regulations. The Gas fuelled Hydrogen notation, sets out the requirements for the ship's fuel system, fuel bunkering connection, and consumers, providing owners a practical path to develop hydrogen fuelled newbuildings.

Onboard carbon capture and storage (OCCS) systems are currently being trialled and offer a way for vessels to reduce emissions and contribute to greater sustainability and regulatory compliance. The OCCS notation offers a framework and requirements for these new systems, including exhaust pre-treatment, absorption, after-treatment systems, liquefaction, CO2 storage, and transfer ashore.

Some of the additional highlights of the rules include:

  • The new BOG (boil-off gas) notation provides requirements for the design and installation of pressure and temperature control systems for liquefied gas tanks,
  • New notation for the transport of live fish creates a new vessel type for this growing industry,
  • New class notation for stability pontoons provides guidance and requirements for pontoons used in heavy lift operations to increase stability,
  • Introduction of a new qualifier “NC” for the notation Hatchcoverless, enables vessels not intending to transport combustible materials to reduce investments in fire detection and fire-fighting equipment,
  • New service notation for Floating spaceports sets requirements for units and installations intended for launch and/or recovery of spacecraft,
  • New qualifier “EV” for the class notation Additional fire safety, specifically developed to target vessels transporting electrical vehicles,
  • Revised rules and standards for diving systems aligned with IMO 2023 diving code.

The publication of the new rules took place on 1 July and the new rules will enter into force on 1 January, 2025. 

Note: To find out more head to https://standards.dnv.com/.

Related: Decarbonizing Asian shipping: The potential of Onboard Carbon Capture

 

Photo credit: DNV
Published: 10 July, 2024

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Port & Regulatory

DNV: GHG regulatory outlook for 2025 – Major actions and deadlines

DNV shares key deadlines and activities in 2025 related to key regulations for greenhouse gas emissions such as EU MRV, IMO DCS, EU ETS and FuelEU Maritime.

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Classification society DNV recently shared a summary of key deadlines and activities in 2025 related to key regulations for greenhouse gas (GHG) emissions.

The following is an excerpt from the news update:

Decarbonization is a top priority for ship owners. While the EU MRV and IMO DCS have become routine, new regulations such as the EU ETS and FuelEU Maritime present uncharted territory for many. Below is a summary of the key regulations and required actions for 2025:

EU MRV

To comply with EU MRV requirements, ship managers must ensure accurate emissions data and promptly submit their reports for verification by an accredited verifier. Once verified, managers are required to submit the reports to the THETIS-MRV system.

Deadlines in 2025:

  • Submission (to verifier, DNV): 21 February (in which case DNV guarantees verification before the deadline)
  • Verification: 31 March

EU ETS Company Emissions Report

The EU Emissions Trading System (EU ETS) Company Emissions Report is a crucial part of the compliance process for companies regulated under the EU ETS. This data is based on EU MRV emissions data for 2024. Some key points:

To create the EU ETS Company Emissions Report, all vessel emissions reports need to be verified and submitted to THETIS (this must be done prior to the submission of the EU ETS Company Emissions Report). Companies are also required to submit a report of their company emissions for the previous calendar year.

Companies are also required to surrender their EU ETS Allowances equivalent to their verified emissions.

The verification process shall ensure the accuracy and reliability of the reported data. Accredited verifiers, such as DNV, will check the emissions reports to confirm their correctness.

Deadlines in 2025:

  • Submission of the verified Company Emissions Report: 31 March 2025. This deadline is for both ship and company emissions. Early submission is recommended.
  • Surrender of the due EU ETS Allowances (from the Maritime Operator Holding Account (MOHA) holder in the EU ETS Union Registry): 30 September 2025.

Important note: DNV will provide EU ETS Company Emissions Report verification, and we will shortly follow up with more information in the My Services portal on Veracity on how to order the verification and how to upload the documents to THETIS-MRV.

FuelEU Maritime

Vessels trading in the EU/EEA* already have an approved FuelEU Maritime Monitoring Plan on board (deadline: 1 January 2025). There are no further deadlines for 2025, but DNV strongly encourages every affected company to take immediate action:

  • Establish a strategy to minimize the cost of compliance.
  • Review and update the commercial contracts between the technical manager/ISM company and ship owner – trusted data are crucial to manage financials and commercial management.
  • Ensure the implementation of clear terms in commercial charter contracts that define the specific roles and responsibilities of all parties in compliance with the FuelEU Maritime regulations.
  • For vessel pooling, it is important to note that if the legal declaration of pooling is made the year following the reporting period, most commercial decisions will need to be finalized during the 2025 charter negotiations.

Deadline in 2025:

  • Continuous reporting and data verification for the EU MRV throughout 2025

*Note: The EEA EFTA countries Iceland, Norway and Lichtenstein are not yet part of the FuelEU Maritime due to delays in the process; implementation is expected shortly.

Partial FuelEU Emissions Report

The partial FuelEU Emissions Report is required when there is a change of company managing a ship (see Appendix in the pdf for more information). It should be noted that both the EU MRV and IMO DCS have specific requirements regarding changes of company. These requirements are detailed in the FAQ sections of the references listed below. DNV will offer partial FuelEU Emissions Reports from the end of Q1 2025 (THETIS functionalities are still under development).

IMO DCS Fuel Oil Consumption Report (FOCR)

The aggregated DCS data form the basis for the Carbon Intensity Indicator (CII) rating and the SEEMP Part III. Data quality and an efficient, digital system are key.

Deadline in 2025:

  • Verified FOCR reporting: 31 May 2025

Note: DNV’s full summary of key deadlines and activities in 2025 related to key regulations can be found here

 

Photo credit: william william on Unsplash
Published: 12 February, 2025

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Wind-assisted

DNV: Stricter emission regulations and industry innovation drive rapid WAPS uptake

DNV has published a new whitepaper on WAPS technologies, their onboard implementation, and potential bunker fuel savings to help shipowners determine whether they are a viable business option.

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DNV: Stricter emission regulations and industry innovation drive rapid WAPS uptake

Classification society DNV on Tuesday (4 February) said a surge in industry interest combined with systems builders and yards scaling up production and installation capacity, is set to accelerate growth in orders for wind-assisted propulsion systems (WAPS) in the coming years. 

In response to this trend, DNV's new whitepaper provides a detailed look at WAPS technologies, their onboard implementation, and potential fuel savings to help shipowners determine whether they are a viable business option for their vessels and operations.

DNV’s whitepaper explores the design and operational factors influencing WAPS fuel savings and provides steps for evaluating the technical feasibility of new systems, from concept to implementation. The paper includes two case studies in EU waters modeling how different WAPS installations can effectively reduce fuel costs and emissions in compliance with EU ETS and FuelEU Maritime.

Knut Ørbeck-Nilssen, CEO Maritime at DNV, said: “As we navigate the maritime energy transition, it's crucial to consider all options for decarbonization. And as more verified data comes in, the business case for WAPS technologies is building.”

“They are already delivering significant fuel savings when matched to the right vessel type and operational profile.”

“And as part of the suite of new energy efficiency technologies, WAPS are stepping up to deliver immediate emissions reductions and play a growing role in the maritime decarbonization journey.” 

Retrofitting WAPS is possible for almost any ship with sufficient deck space and unobstructed airflow, even if not originally designed for sails. However, vessels with WAPS integrated into the design offer even greater opportunities for optimization. 

Currently, 75% of the WAPS fleet are retrofits, primarily tankers and general cargo vessels. Rotor sails have been the preferred technology for the bulk and tanker sectors (54% share of systems installed), while suction sails are the main choice for general cargo ships (67%).

Hasso Hoffmeister, Senior Principal Engineer at DNV, said: “Current WAPS technologies use advanced control and automation systems, combining aerodynamics, automation, computer modelling, and modern materials.”

“Today, these technologies are not widely adopted but show significant promise as a component in hybrid propulsion systems. Looking ahead, we might see the first pure wind powered modern large cargo vessel, Orcelle, contracted in the next few years.”

Drivers behind the rapid WAPS uptake are also tied to economic benefits of complying with current and future regulations like the Energy Efficiency Design Index (EEDI), Efficiency Existing Ship Index (EEXI) and upcoming IMO regulations that set CO2 emission requirements for new and existing ships. 

WAPS can help meet these requirements through a correction factor as well as improve Carbon Intensity Indicator (CII) ratings by reducing fuel consumption. 

DNV has been at the forefront of developing rules and standards for verifying and certifying WAPS and their integration onboard, publishing the first class notation for ships using WAPS in 2019. This notation is supported by the ST-0511 “Wind Assisted Propulsion Systems” certification standard. DNV’s “WAPS Ready” notation, which uses a modular approach to verify compliance for future WAPS installations and DNV’s new recommended practice (RP), which proposes an on/off methodology to measure performance, will be updated in 2025.

Note: A free copy of DNV’s WAPS whitepaper can be downloaded here.

 

Photo credit: DNV
Published: 5 February, 2025

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Alternative Fuels

DNV: Alternative-fueled vessel orderbook continues to be dominated by LNG

While LNG and methanol markets are maturing, DNV sees that shipowners are diversifying their fuel options and exploring other bunker fuels such as ammonia, says Jason Stefanatos, Global Decarbonization Director.

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DNV: Alternative-fueled vessel orderbook continues to be dominated by LNG

Latest figures from classification society DNV’s Alternative Fuels Insight (AFI) platform saw a total of 12 new orders for alternative-fueled vessels were placed in January 2025, marking a continuation of the trend towards the fuel in the second half of 2024. 

DNV said all new orders placed came from the container segment. 

Jason Stefanatos, Global Decarbonization Director at DNV Maritime, said: “Although we have seen fewer orders for alternative-fueled vessels in January compared to other months, it follows a record-breaking year in 2024, and  the overall outlook continues to be encouraging.  

“The orderbook continues to be dominated by LNG, indicating a continuation of trends from the second half of last year.

“In addition, the dominance of container vessels in the orderbook indicates that demands from cargo owners and consumers for more sustainable practices remain heavily influential in driving the uptake of alternative-fueled vessels.

“While LNG and methanol markets are maturing, with increasing numbers of vessels being ordered and delivered, we also see that shipowners are diversifying their fuel options and exploring other fuels, such as ammonia.”

DNV: Alternative-fueled vessel orderbook continues to be dominated by LNG

DNV: Alternative-fueled vessel orderbook continues to be dominated by LNG

DNV: Alternative-fueled vessel orderbook continues to be dominated by LNG

DNV: Alternative-fueled vessel orderbook continues to be dominated by LNG

Photo credit: DNV
Published: 4 February, 2025

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