The below is a web alert from The Standard Club recommending shipping operators to streamline their procedures, systems and responsibilities to ensure common and consistent set of procedures valid for both EU-MRV and IMO-DCS:
The Club's previous web alert on MEPC-70 outcome mentioned about IMO’s introduction of the Data Collection System (IMO-DCS), which runs in parallel to the European Union Monitoring, Reporting and Verification (EU-MRV) regulation, but on a different timeline.
IMO-DCS entered into effect on 1 March 2018, with first data 'calendar year' beginning 1 January 2019. It requires ships ≥ 5,000 GT to submit to their Administration annual reports on fuel oil consumption. This requirement was added to chapter 4 of MARPOL Annex VI under Regulation 22A.
In essence both EU-MRV and IMO-DCS are developed in the context of reduction of greenhouse gases (GHG)/carbon dioxide emissions; with a target to measure and potentially reduce the CO2 emissions in the maritime industry.
Both schemes overlap in various areas; however, two new sets of regulations, running on two different timescales, may pose some challenges for the members. The table below sets out the core components of the two systems alongside each other for ease of comparison:
| EU-MRV | IMO-DCS | |
| Applicability | Ships ≥ 5000 GT | |
| Exemptions | Warships, naval auxiliaries, fishing vessels, wooden ships of primitive build ships not propelled by mechanical means and government ships used for non-commercial purposes. | TBD |
| Monitoring voyages | Voyages to/from EU ports | Global |
| Shipboard Plan | EU Monitoring Plan | SEEMP with amendment |
| Monitoring period | Starting 1 January 2018 | Starting 1 January 2019 |
| Range for monitoring | Per-voyage | Not specified |
| Data of cargo carried | Actual amount of cargo | Design deadweight (DWT) |
| Parameters | Fuel consumption & CO2 emissions | Fuel consumption & CO2 emissions |
| Distance & Time | Distance & Time | |
| Transport work (based on actual cargo carried) | ||
| Verification | Robust verification procedures based on ISO 14064 | Practical verification procedures considering the administrative burden (under discussion) |
| Verifier | Accredited by European national accreditation bodies | Flag State or Recognised Organisation |
| Reports to | European Commission | Flag State |
| Certification | Document of Compliance (June 2019) | Statement of Compliance |
| Centralized database | 'THETIS MRV' operated by EMSA | Ship fuel oil consumption database managed by IMO |
| Publication | Annual reporting data including the individual ship information will be made available to the public | Anonymous data will be made available to IMO member states |
Based on this table, it is recommended to streamline the procedures, systems and responsibilities to ensure common and consistent set of procedures valid for both EU-MRV and IMO-DCS.
Members are encouraged to start considering the methodology for collecting the fuel oil consumption data that is most appropriate for each ship, which may be similar to the methodology selected for the EU-MRV Regulation since the acceptable methodologies are the same between the two schemes. The Ship Energy Efficiency Management Plan (SEEMP) shall be amended using the template outlined in Appendix 2 of MEPC.282 (70); and data collection plan should be submitted to the Flag State (or Class) for approval by December 2018.
Photo credit: Transport & Environment
Published: 26 March, 2018
Vessel will be supported by proposed charging infrastructure and equipped with battery packs which could be swapped for charging during ops.
Imposes new LNG volumetric fee from 23 July onwards to ensure a level playing field for the deployment of MPA-approved FSUs/FSRUs at Singapore port.
‘By setting an ambitious course, openly and transparently, (I hope) others will be encouraged to join us to create a net-zero emissions future for shipping,’ says Head of Maritime.
Projects will analyse industry’s use of each bunker fuel or power technology, including availability, life-cycle emission characteristics and economic aspects.
150,000 litre capacity bunker tanker caught fire at approximately 4pm local time on Monday while undergoing maintenance works at the Penang Harbour Trade Centre.
By flying into the ship's exhaust gas plume, the drone can use its so-called “sniffer technology” to register the sulphur content in the ship's fuel, it said.
Octamar™ Ultra HF, Octamar™ Complete, and Octamar™ F35C were found to have improved the fuel economy while reducing exhaust gas and other emissions of marine engines in a series of trials, states report.
Disposal of evidence has resulted in Singapore not being able to provide full details to the United Nationals Panel of Experts which sought information regarding the case, says Ministry of Foreign Affairs.
‘We are proud to be amongst the first to show the successful steps taken by Singapore’s bunkering ecosystem to remain forward thinking and relevant,’ Choong Sheen Mao, Director of EMF, tells Manifold Times.
‘With the launch of a common data infrastructure, Kenoil aims to continue achieving an end to end visibility and transparency on the bunker data supply chain,’ states Kenoil Managing Director.
Digitalization can help shipping achieve its decarbonization goals but only if human factors are considered enough when introducing smarter maritime operations with ‘user-friendly’ technology.
Anand S/O Omprekas, Noruliman Bin Bakti, and Muhammad Khairul Asri Bin Mohamad Hanafiah were tasked to verify the quantity of cargo supplied to vessels by Shell Eastern Petroleum Private Limited.
