MARPOL Annex 6

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.annex 6   .a6 .ann6  .an6

Annex VI- Regulations for the Prevention of Air Pollution from Ships  

MARPOL Annex VI, is the main international treaty addressing air pollution prevention requirements from ships. first adopted in 1997, entry into force on 19 May 2005,

Contents

Chapter 1 – General

Regulation 1Application    
Regulation 2 Definitions  
Regulation 3 General exceptions
Regulation 4Equivalents

Chapter 2 – Survey, certification and means of control

Regulation 5  Surveys
Regulation 6 Issue or endorsement of Certificate
 Regulation 7 Issue or endorsement of a Certificate by another Government  
Regulation 8 Form of Certificate  
Regulation 9 Duration and validity of Certificate  
Regulation 10Port State control on operational requirements  
Regulation 11 Detection of violations and enforcement

Chapter 3 – Requirements for control of emissions from ships

Regulation 12 Ozone-depleting substances.
Regulation 13 Nitrogen oxides (NOx)  
Regulation 14 Sulphur oxides (SOx)  
Regulation 15Volatile organic compounds  
Regulation 16 Shipboard incineration  
Regulation 17  Reception facilities  
Regulation 18Fuel oil availability and quality  
Regulation 19Requirements for platforms and drilling rigs

CHAPTER 4 – REGULATIONS ON ENERGY EFFICIENCY OF SHIPS

REGULATION 20 ATTAINED EEDI
REGULATION 21REQUIRED EEDI
REGULATION 22SHIPBOARD ENERGY EFFICIENCY MANAGEMENT PLAN
REGULATION 22ADATA COLLECTION SYSTEM(DCS)

Chapter 1 – General

Regulation 1 – Application

The provisions of this Annex shall apply to all ships, except where expressly provided otherwise

Regulation 2: Definitions

Regulation 3 – General exceptions

Regulations of this Annex shall not apply to:

            (a)        any emission necessary for the purpose of securing the safety of a ship or saving life at sea; or

            (b)        any emission resulting from damage to a ship or its equipment:

                        (i)         provided that all reasonable precautions have been taken after the occurrence of the damage or discovery of the emission for the purpose of preventing or minimizing the emission; and

                        (ii)        except if the owner or the master acted either with intent to cause damage, or recklessly and with knowledge that damage would probably result.

Regulation 4 – Equivalents

(1) The Administration may allow any fitting, material, appliance, or apparatus to be fitted in a ship as an alternative to that required by this Annex if such fitting, material, appliance or apparatus is at least as effective as that required by this Annex.

Chapter 2 – Survey, certification and means of control

Regulation 5 – Surveys

(1) Every ship of 400 gross tonnage and above and every fixed and floating drilling rig and other platforms shall be subject to the surveys specified below:

            (a)        An initial survey before the ship is put into service or before the certificate required under regulation 6 of this Annex is issued for the first time. This survey shall be such as to ensure that the equipment, systems, fittings, arrangements and material fully comply with the applicable requirements of this Annex;

            (b)        A renewal survey at intervals specified by the Administration, but not exceeding five years,. The renewal survey shall be such as to ensure that the equipment, systems, fittings, arrangements and material fully comply with applicable requirements of this Annex;

            (c)        An intermediate survey within three months before or after the second anniversary date or within three months before or after the third anniversary date of the certificate which shall take the place of one of the annual surveys specified in paragraph (1)(d) of this regulation. The intermediate survey shall be such as to ensure that the equipment and arrangements fully comply with the applicable requirements of this Annex and are in good working order. Such intermediate surveys shall be endorsed on the certificate issued under regulation 6 or 7 of this Annex;

            (d)        An annual survey within three months before or after each anniversary date of the certificate, including a general inspection of the equipment, systems, fittings, arrangements and material referred to in paragraph (1)(a) of this regulation to ensure that they have been maintained in accordance with paragraph (4) of this regulation and that they remain satisfactory for the service for which the ship is intended. Such annual surveys shall be endorsed on the certificate issued under regulation 6 or 7 of this Annex; and

            (e)        An additional survey either general or partial, according to the circumstances, shall be made after a repair resulting from investigations prescribed in paragraph (4) of this regulation, or whenever any important repairs or renewals are made. The survey shall be such as to ensure that the necessary repairs or renewals have been effectively made, that the material and workmanship of such repairs or renewals are in all respects satisfactory and that the ship complies in all respects with the requirements of this Annex.

Regulation 6 – Issue or endorsement of Certificate

(1) An International Air Pollution Prevention Certificate shall be issued, after an initial or renewal survey in accordance with the provisions of regulation 5 of this Annex, to:

            (a)        any ship of 400 gross tonnage and above engaged in voyages to ports or offshore terminals under the jurisdiction of other Parties; and

            (b)        platforms and drilling rigs engaged in voyages to waters under the sovereignty or jurisdiction of other Parties to the Protocol of 1997.

An International Energy Efficiency Certificate for the ship shall be issued after a survey in accordance with the provisions of regulation to any ship of 400 gross tonnage and above before that ship may engage in voyages to ports or offshore terminals.

Statement of Compliance – Fuel Oil Consumption Reporting

Upon receipt of reported data pursuant to regulation 22A (Collection and reporting of ship fuel oil consumption data) of this Annex, the Administration or any organization duly authorized by it shall determine whether the data has been reported in accordance with regulation 22A of this Annex and, if so, issue a Statement of Compliance related to fuel oil consumption to the ship no later than five months from the beginning of the calendar year. In every case, the Administration assumes full responsibility for this Statement of Compliance.

Regulation 7 – Issue or endorsement of a Certificate by another Government

(1) The Government of a Party to the Protocol of 1997 may, at the request of the Administration, cause a ship to be surveyed and, if satisfied that the provisions of this Annex are complied with, shall issue, or authorize the issuance of an International Air Pollution Prevention Certificate to the ship, and where appropriate, endorse or authorize the endorsement of that certificate on the ship, in accordance with this Annex.

(2) A copy of the certificate and a copy of the survey report shall be transmitted as soon as possible to the requesting Administration.

(3) A certificate so issued shall contain a statement to the effect that it has been issued at the request of the Administration and it shall have the same force and receive the same recognition as a certificate issued under regulation 6 of this Annex.

(4) No International Air Pollution Prevention Certificate shall be issued to a ship which is entitled to fly the flag of a State which is not a Party to the Protocol of 1997.

Regulation 8 – Form of Certificate

The International Air Pollution Prevention Certificate shall be drawn up in a form corresponding to the model given in appendix I to this Annex and shall be at least in English, French or Spanish. If an official language of the issuing country is also used, this shall prevail in case of a dispute or discrepancy.

Regulation 9 – Duration and validity of Certificate

(1) An International Air Pollution Prevention Certificate shall be issued for a period specified by the Administration, which shall not exceed five years.

(2)        (a)        Notwithstanding the requirements of paragraph (1) of this regulation, when the renewal survey is completed within three months before the expiry date of the existing certificate, the new certificate shall be valid from the date of completion of the renewal survey to a date not exceeding five years from the date of expiry of the existing certificate.

            (b)        When the renewal survey is completed after the expiry date of the existing certificate, the new certificate shall be valid from the date of completion of the renewal survey to a date not exceeding five years from the date of expiry of the existing certificate.

            (c)        When the renewal survey is completed more than three months before the expiry date of the existing certificate, the new certificate shall be valid from the date of completion of the renewal survey to a date not exceeding five years from the date of completion of the renewal survey.

Regulation 10 – Port State control on operational requirements

(1) A ship, when in a port or an offshore terminal under the jurisdiction of another Party to the Protocol of 1997, is subject to inspection by officers duly authorized by such Party concerning operational requirements under this Annex, where there are clear grounds for believing that the master or crew are not familiar with essential shipboard procedures relating to the prevention of air pollution from ships.

(2) In the circumstances given in paragraph (1) of this regulation, the Party shall take such steps as will ensure that the ship shall not sail until the situation has been brought to order in accordance with the requirements of this Annex

Regulation 11 – Detection of violations and enforcement

(1) Parties to this Annex shall co-operate in the detection of violations and the enforcement of the provisions of this Annex, using all appropriate and practicable measures of detection and environmental monitoring, adequate procedures for reporting and accumulation of evidence.

(2) A ship to which the present Annex applies may, in any port or offshore terminal of a Party, be subject to inspection by officers appointed or authorized by that Party for the purpose of verifying whether the ship has emitted any of the substances covered by this Annex in violation of the provision of this Annex. If an inspection indicates a violation of this Annex, a report shall be forwarded to the Administration for any appropriate action

Chapter 3 – Requirements for Control of Emissions from Ships

.annex 6 chap 3     .a6c3  .an6c3

.annex 6 chapter 3 

Regulation 12 – Ozone-depleting substances

.ods

↬ This regulation does not apply to permanently sealed equipment where there is no refrigerant charging connections or no potentially removable components present containing ozone depleting substances.

↬ CFC and Halon prohibited for all ships.

↬ Installations which contain hydro-chlorofluorocarbons (HCFC) shall be prohibited on ships constructed on or after 1 January 2020.

↬ Each ship shall maintain a list of equipment containing ozone depleting substances

↬ Each ship which has rechargeable systems that contain ozone depleting substances shall maintain an Ozone Depleting Substances Record Book.

This Record Book may form part of an existing logbook or electronic recording system as approved by the Administration.

Contents of ODS Record Book:

.ods record book .ods recordbook

↬ Recharge, full or partial, of equipment containing ozone depleting substances

↬ Repair or maintenance of equipment containing ozone depleting substances

↬ Discharge of ozone depleting substances to the atmosphere– Deliberate or Non deliberate

↬ Discharge of ozone depleting substances to land-based reception facilities

↬ Supply of ozone depleting substances to the ship.

Regulation 13: Nitrogen Oxides (NOX)

.annex 6 nox

.nox    .an6r13

↬ This regulation shall apply to each marine diesel engine with a power output of more than 130 kW installed on a ship.

↬ This regulation does not apply to a marine diesel engine intended to be used solely for emergencies,

It has 3 tiers

Tier I

Applies to diesel engine that is installed on a ship constructed on or after 1 January 2000 and prior to 1 January 2011

For tier 1 maximum nox emission limit is

,

.1 17.0 g/kWh when rpm < 130

.2 45 · n(-0.2) g/kWh when  rpm 130 to 1999

.3 9.8 g/kWh when rpm≥ 2,000 rpm

Tier II

Applies to diesel engine that is installed on a ship constructed on or after 1 January 2011

For tier 2 maximum nox emission limit is

.1 14.4 g/kWh when rpm < 130 rpm;

.2 44 · n(-0.23) g/kWh when rpm from 130 to 1999

.3 7.7 g/kWh when rpm ≥ 2,000 rpm

Tier III

Applies to ship

→ Built after 1 January 2016 and is operating in the North American Emission Control Area or the United States Caribbean Sea Emission Control Area;

→ built after 1 January 2021 and is operating in the Baltic Sea Emission Control Area or the North Sea Emission Control Area;

tier 3 limits are

.1 3.4 g/kWh when rpm < 130 rpm;

.2 9 · n (–0.2) g/kWh when rpm 130to 1999;

.3 2.0 g/kWh when rpm ≥ 2,000 rpm

NOX Tier III emission control area

.a6sa .eca

.1 The North American Emission Control Area

.2 The United States Caribbean Sea Emission Control Area

.3 The Baltic Sea Emission Control Area

.4 The North Sea Emission Control Area

Helpful note to study and memorize NOx Tiers:

Scope of Regulation

  • Applies to marine diesel engines with power output > 130 kW
  • Remember: “130 kW or more, NOX is at your door”
  • Exception: Engines used solely for emergencies

Tier System

Remember the tiers using “1-2-3, NOX-free”:

Tier I (2000-2010)

  • Ships constructed from 1 January 2000 to 31 December 2010
  • Mnemonic: “Y2K, NOX came to stay”

NOX limits:

  • <130 rpm: 17.0 g/kWh
  • 130-1999 rpm: 45 · n^(-0.2) g/kWh
  • ≥2000 rpm: 9.8 g/kWh

Remember: “17-45-9.8, Tier I keeps NOX alive”

Tier II (2011 onwards)

  • Ships constructed from 1 January 2011
  • Mnemonic: “11-11, NOX heaven”

NOX limits:

  • <130 rpm: 14.4 g/kWh
  • 130-1999 rpm: 44 · n^(-0.23) g/kWh
  • ≥2000 rpm: 7.7 g/kWh

Remember: “14-44-7.7, Tier II makes NOX quiver”

Tier III (Emission Control Areas)

  • North American ECA: Ships built after 1 January 2016
  • US Caribbean Sea ECA: Ships built after 1 January 2016
  • Baltic Sea ECA: Ships built after 1 January 2021
  • North Sea ECA: Ships built after 1 January 2021

Mnemonic: “Sweet 16 for America, 21 for Europe’s NOX criteria”NOX limits:

  • <130 rpm: 3.4 g/kWh
  • 130-1999 rpm: 9 · n^(-0.2) g/kWh
  • ≥2000 rpm: 2.0 g/kWh

Remember: “3-9-2, Tier III cuts NOX for you”

Emission Control Areas

Remember “BUNN” for the four ECAs:

  • Baltic Sea
  • United States Caribbean Sea
  • North American
  • North Sea

Certification

  • NOX Technical Code 2008 is used for certification, testing, and measurement
  • Remember: “2008 Code makes NOX abode”

Certification

  The revised NOx Technical Code 2008 shall be applied in the certification, testing, and measurement procedures for the standards set in this regulation.

NOX Technical File:

.ntf   .nox technical file .nox file .noxtf  .noxtc

NOx technical file contains information about

     identification of those components, settings and operating values of the engine which influences its NOx emissions

     Allowable adjustments on the engine

     on board NOx verification procedures to verify compliance with the NOx emission limits during on board verification surveys

     Full record of the relevant engine’s performance, including engines rated speed and rated power.

     Emission test report.

     If the engine is part of a group or family, the file includes:

  • The designation of the group or family
  • Any specific restrictions applicable to that engine within the group or family

Significance of the NOx Technical File

The NOx Technical File is a critical document for:

  1. Compliance: It ensures the engine meets NOx emission regulations.
  2. Maintenance: It guides engineers and technicians on allowable adjustments and modifications.
  3. Verification: It provides procedures for ongoing emission checks.
  4. Documentation: It serves as a comprehensive record of the engine’s specifications and performance.

Regulation 14 – Sulphur Oxides (SOx) and Particulate Matter

.sox   .an6r14  .a6r14

General Requirements

  • The Sulphur content of fuel oil used or carried for use on board a ship shall not exceed 0.50% m/m.
  • While a ship is operating within an emission control area, the Sulphur content of fuel oil used on board that ship shall not exceed 0.10% m/m.
  •  The Sulphur content of fuel oil shall be documented by its supplier
  •  Those ships entering or leaving an emission control area shall carry a written procedure showing how the fuel oil change-over is to be done, allowing sufficient time for the fuel oil service system to be fully flushed of all fuel oils

The emission control areas under this regulation are:

.1 the Baltic Sea

.2 the North Sea

.3 the North American Emission Control Area

.4 the United States Caribbean Sea Emission Control Area

Regulation 15 – Volatile Organic Compounds (VOCs)

.voc     .a6r15   .an6r15

A tanker shall be provided with a vapor emission collection system approved by the Administration considering the safety standards developed by the Organization.

 A tanker carrying crude oil shall have onboard and implement a VOC Management Plan approved by the Administration.

The plan shall include

.1 Written procedures for minimizing VOC emissions during the loading, sea passage and discharge of cargo

.2 Consider the additional VOC generated by crude oil washing

.3 Identify a person responsible for implementing the plan

Regulation 16 – Shipboard Incineration

.incineration       .sbi     .an6r16   .a6r16  .ir  .incinerator .incinarator .ship incineration .shipboard incineration

1 shipboard incineration shall be allowed only in a shipboard incinerator.

2 Shipboard incineration of the following substances shall be prohibited:

.1 residues of cargoes subject to Annex I, II or III or related contaminated packing materials;

.2 polychlorinated biphenyls (PCBs);(transformer oil, paints, capacitor insulation)

.3 garbage containing more than traces of heavy metals;(heavy metals are: arsenic, copper, cadmium, chromium, led, mercury, nickel, zinc) (heavy metal atomic weight >20, density 5 gm/cm3)

.4 refined petroleum products containing halogen compounds;

.5 sewage sludge and sludge oil either of which are not incinerated in port or harbor.

sewage sludge and sludge oil either of which are not generated in ship.

.6 exhaust gas cleaning system residues.(EGC residue)

  • Polyvinyl chlorides (PVCs) can be incinerated in IMO approved Incinerator
  • Incinerator Shall be provided with a Manufacturer’s Operating Manual, which is to be retained with the unit.
  • Personnel responsible for the operation of an incinerator shall be trained to implement the guidance provided in the manufacturer’s operating manual

Regulation 17: Reception Facilities

Every port state is obliged to provide reception facilities for the ships to

→ collect ODS in a repair facility

→ collect exhaust gas cleaning residues

Regulation 18: Fuel Oil Availability and Quality

Annex 6 Chapter 3 Regulation 18

.annex 6 reg 18     .an6r18   .a6r18    .foa .foaq .annex 6 chap 18

Fuel Oil Availability:

  1 Each Party shall take all reasonable steps to promote the availability of fuel oils that comply with this Annex and inform the Organization of the availability of compliant fuel oils in its ports and terminals.

  2.1 If a Party found a ship with non-compliant fuel, then ship has to

.1 present a record of the actions it took to achieve compliance; and

.2 it needs to provide evidence

→ that it attempted to purchase compliant fuel oil in accordance with its voyage plan.

→Then also if it was not made available where planned, that it made attempts to locate alternative sources for such fuel oil but despite best efforts to obtain compliant fuel oil, no such fuel oil was made available for purchase.

2.2 The ship doesn’t need to deviate from its intended voyage or to delay in order to achieve compliance.

2.3 If a ship provides information about it was unable to purchase compliant fuel oil, a Party(flag state or port state) shall investigate all events and the evidence submitted.

2.4 A ship shall notify its Administration and the competent authority of the relevant port of destination when it cannot purchase compliant fuel oil.

2.5 A Party shall notify the Organization whenever a ship submits evidence of the non-availability of compliant fuel oil.

Fuel Oil Quality

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3 Fuel oil for combustion purposes shall meet the following requirements:

.1.1 the fuel oil shall be blends of hydrocarbons derived from petroleum refining.

.1.2 the fuel oil shall be free from inorganic acid; and

.1.3 the fuel oil shall not include any added substance or chemical waste that:

Shall not affect the safety of ships or performance of the machinery, and not harmful to personnel

Or if

.2 fuel oil for combustion purposes derived by methods other than petroleum refining then the fuel oil shall not:

.2.1 exceed the applicable Sulphur content (0.5%)

.2.2 exceed the applicable NOx emission limit

.2.3 contain inorganic acid; or

.2.3.1 jeopardize the safety of ships or adversely affect the performance of the machinery, or

.2.3.2 be harmful to personnel, or

  4. This regulation does not apply to coal in its solid form or nuclear fuels.

does not apply to gas fuels such as liquified natural gas, compressed natural gas or liquified petroleum gas. The sulphur content of gas fuels for combustion purposes on board delivered to a ship need to have a documentary evidence. The supplier need to mention it in BDN.

5 Details of fuel oil properties for combustion purposes shall be recorded in bunker delivery note.

6 The bunker delivery note shall be kept on board the ship in a place that is readily available for inspection at all reasonable times.

It shall be retained for a period of three years after the fuel oil has been delivered on board.

7.1 The competent authority of a Party may inspect the bunker delivery notes on board any ship.

Can make a copy of each delivery note, and

7.2 No delay should be made for the ship for inspecting the bunker delivery notes and the taking of certified copies.

Chapter 4: Regulations on energy efficiency of ships

.a6c4  .annex 6 chapter 4  .ann6 ch4

Regulation 19 – Application

This chapter shall apply to all ships of 400 gross tonnage and above.

Regulation 20– Goal

 The goal of this chapter is to reduce the carbon intensity of international shipping.

It is working towards the levels of ambition set out in the Initial IMO Strategy on reduction of GHG emissions from ships.

Regulation 21– Functional Requirements

Requirements to Reduce Carbon Intensity

To achieve the goal set out in Regulation 20 of this Annex, a ship to which this chapter applies must comply with the following functional requirements:

Technical Carbon Intensity Requirements

  • Comply with regulations 22, 23, 24, and 25 of this Annex.

Operational Carbon Intensity Requirements

  • Comply with regulations 26, 27, and 28 of this Annex.

Regulation 22: Attained EEDI

Meaning:

“Its is a reference value that represents the ship’s estimated performance in terms of energy efficiency.”

1 The attained EEDI shall be calculated for:

.1 each new ship;

.2 each new ship which has undergone a major conversion; and

.3 existing ship which has undergone a major conversion

The attained EEDI shall be specific to each ship and shall indicate the estimated performance of the ship in terms of energy efficiency

it is accompanied by the EEDI technical file that contains the information necessary for the calculation of the attained EEDI and that shows the process of calculation

Attained EEDI shall be verified by organization according to EEDI Technical file.

Here are few factors on which the actual EEDI value of the ship (attained EEDI) would depend upon.

Key Factors:

1. Specific fuel consumption of engines

2. Type of fuel used

3. The speed of the ship

4. Deadweight of the vessel

5. Innovative mechanical energy efficient technology used

Regulation 23– Attained EEXI (Attained Energy Efficiency Existing Ship Index)

Calculation and Verification of Attained EEXI

1. Scope of Calculation

  • The attained Energy Efficiency Existing Ship Index (EEXI) shall be calculated for:
    • Each ship.
    • Each ship that has undergone a major conversion.

2. Applicable Categories

  • The calculation applies to ships falling into one or more of the categories in regulations:
    • 2.2.5
    • 2.2.7
    • 2.2.9
    • 2.2.11
    • 2.2.14 to 2.2.16
    • 2.2.22
    • 2.2.26 to 2.2.29 of this Annex.

3. Specificity and Documentation

  • The attained EEXI shall be specific to each ship and indicate the estimated energy efficiency performance.
  • It shall be accompanied by the EEXI technical file, which contains the necessary information for the calculation and shows the calculation process.

4. Verification

  • The attained EEXI shall be verified, based on the EEXI technical file, either by the Administration or by any organization duly authorized by it.

Guidelines for Calculation

  • The attained EEXI shall be calculated considering the guidelines developed by the Organization.

Special Consideration for Certain Ships

Special Rules for Certain Ships:

  1. This applies to ships covered by regulation 22.      
  2. These ships can use their Energy Efficiency Design Index (EEDI) as their Energy Efficiency Existing Ship Index (EEXI) if:
    • The EEDI has been checked by the proper authorities
    • The EEDI value is the same as or lower than the required EEXI value
  3. If using the EEDI as the EEXI, it must be verified using the EEDI technical file.

In simpler terms, some ships can use their existing efficiency rating (EEDI) as their new efficiency rating (EEXI) if it meets or exceeds the new standards. This saves them from having to do a new calculation.

Regulation 24: Required EEDI

“The Required EEDI is a reference value that sets the minimum energy efficiency standard for new ships.”

Applies for each:

.1 new ship;

.2 new ship which has undergone a major conversion; and

.3 new or existing ship which has undergone a major conversion

Attained EEDI ≤ Required EEDI = (1-X/100) x reference line value

Reference line value is the function of Deadweight of the ship and Ship Type

X is reduction factor

Now we are in Phase 2 (1 Jan 2020 –31 Dec 2024),

Reduction factor for bulk carrier is 20.

Regulation 25: Required EEXI

Energy Efficiency Existing Ship Index (EEXI) Requirements

Applicability

This regulation applies to:

  1. Each ship
  2. Each ship that has undergone a major conversion

falling into one of the categories specified in regulations 2.2.5, 2.2.7, 2.2.9, 2.2.11, 2.2.14 to 2.2.16, 2.2.22, and 2.2.26 to 2.2.29.

EEXI Formula

The attained EEXI shall meet the following condition: Attained EEXI ≤ Required EEXI = (1 – Y) · EEDI reference line value

Where:

  • Y is the reduction factor specified in Table 3 for the required EEXI compared to the EEDI reference line.

Table 3: Reduction Factors for EEXI Relative to EEDI Reference Line

Ship TypeSize (DWT unless specified)Reduction Factor (%)
Bulk carrier≥ 200,00015
20,000 – 199,99920
10,000 – 19,9990-20*
Gas carrier≥ 15,00030
10,000 – 14,99920
2,000 – 9,9990-20*
Tanker≥ 200,00010
20,000 – 199,99915
4,000 – 19,9990-20*
Containership≥ 200,00050
120,000 – 199,99945
80,000 – 119,99935
40,000 – 79,99930
15,000 – 39,99920
10,000 – 14,9990-20*
General cargo ship≥ 15,00030
3,000 – 14,9990-30*
Refrigerated cargo carrier≥ 5,00015
3,000 – 4,9990-15*
Combination carrier≥ 20,00020
4,000 – 19,9990-20*
LNG carrier≥ 10,00030
Ro-ro cargo ship (vehicle carrier)≥ 10,00015
Ro-ro cargo ship≥ 2,0005
1,000 – 1,9990-5*
Ro-ro passenger ship≥ 1,0005
250 – 9990-5*
Cruise passenger ship (non-conventional propulsion)≥ 85,000 GT30
25,000 – 84,999 GT0-30*

*Note: Reduction factor to be linearly interpolated between the two values dependent upon ship size. The lower value of the reduction factor is to be applied to the smaller ship size.

EEDI Reference Line Calculation

  • EEDI reference line values shall be calculated according to regulations 24.3 and 24.4 of this Annex.
  • For ro-ro cargo ships and ro-ro passenger ships, the reference line value from phase 2 and thereafter under regulation 24.3 shall be used.

Review Process

  • A review of this regulation’s effectiveness will be completed by January 1, 2026.
  • The review will consider any guidelines developed by the Organization.
  • If amendments are decided upon based on the review, they will be adopted and brought into force in accordance with article 16 of the present Convention.

Regulation 26: Ship energy efficiency management plan

.seemp    .sbeemp .annex 6 reg 22

Ship energy efficiency management plan (SEEMP) is a

ship specific plan that provides a mechanism to improve the energy efficiency of a ship in a cost-effective manner.

It is mandatory for all ship over 400 GT from 1st Jan,2013

SEEMP is a special tool to measure and control GHG (greenhouse gas) emission developed by IMO.

SEEMP is divided into 3 parts:

SEEMP PART (1):

→ Ship Management Plan to Improve Energy Efficiency.
✓Applicable for ships over 400 GT since 01 January 2013.

How to implement: –

It will implement on four steps
1. Planning
2. Implementation
3. Monitoring
4. Self-evaluation and improvement

How to Achieve Energy Efficiency in Ships:

Navigation Department

  1. Improved voyage planning
  2. Weather routing
  3. Speed optimization.
  4. Optimum use of rudder and heading control systems (autopilots)

Deck Department

  1. Optimum Draft & Trim
  2. Optimum Ballast Operation
  3. Optimum Cargo Operation
  4. Hull Monitoring & Maintenance

Engine Department

  1. Operation at constant shaft RPM
  2. Optimum Propeller Maintenance
  3. Optimum Electric Power Management
  4. Optimum Engine Maintenance/Performance
  5. Optimum Running Hours Maintenance
  6. Optimum Waste Heat Recovery
  7. Boiler Use Management
  8. Propulsion system maintenance

Management and Training

  1. Energy Conservation Awareness
  2. Improved fleet management

Cargo Operations

  1. Improved cargo handling
SEEMP PART (2):

→Ship Fuel Oil Consumption Data Collection Plan.
✓Applicable for ships 5000 GT & Above from 01 March 2018

SEEMP part 2 provides uniform way of collecting data.

type of data require is:

· Type of fuel consumed (for example, Diesel oil / Heavy oil)
· Amount of each fuel consumed
· Distance travelled
· Hours underway

Method Used to collect Data is:

1. Bunker Delivery notes
2. Flow meters
3. Bunker Fuel Oil Tank Monitoring onboard.

NOTE: SEEMP may form part of the “Ship Safety Management System”.

SEEMP PART (3):

This is an extensive plan to improve carbon intensity indicator rating.

CII Rating is amount of CO2 emitted in grams per cargo carrying capacity and distance travelled.

SEEMP Part 3 in a nutshell

From 2023, ships must calculate the carbon intensity index.

→ A verified SEEMP Part III contains Ship Operational Carbon Intensity Plan.

→ It will serve as the implementation plan for achieving the required CII.

→ This is a dynamic plan. It needs to be amended and revised to achieve the CO2 reduction rating.

→ Unlike SEEMP 1, it needs to be verified by flag or RO.

→ Company needs to verify SEEMP Part 3 in its audits.

Requirement for SEEMP III

● It has to be kept on board from 1 January 2023 to document how you plan to achieve your CII targets

Connection between the SEEMP Part III, DCS and CII

● It should include the methodology used for calculating the CII and how to report it.

● The required CII for the next three years, calculated based on the individual vessel’s specifications

● A 3-year implementation plan documenting how the required CII will be achieved during the next three years, with yearly targets

● Procedures for self-evaluation and improvement.

● Corrective action plan in case of inferior rating.

● Collecting annual fuel data from 1 January to 31 December

Suppose a ship gets an E rating in any year or a D rating for three consecutive years. In that case, it is necessary to complete a corrective action plan in the SEEMP III and obtain confirmation from the Administration or an RO.

● Verification of the reporting data, including the CII rating result, and issuance of a Statement of Compliance by the Administration or an RO

● Company audits on SEEMP Part III within six months after issuing the Statement of Compliance.

It should also be noted that the new SEEMP III comes in addition to the SEEMP I and SEEMP II and will be handled as a separate document.

DCS or data collection system

It is a requirement, which is already in force, for all ships of 5,000 gross tonnages and above to collect consumption data for each type of fuel oil they use.

Ships will have a SEEMP part II which should include a description of the methodology that will be used to collect the data and the processes to report the data to the ship’s flag State.

EEOI (Energy efficiency operation Index)

.eeoi

  • EEOI is a voluntary tool for measuring the amount of CO2 emitted by the ship per ton-mile of work.
  • SEEMP encourages the ship managers to monitor the energy efficiency of their ships. There could be many ways and tools to monitor the energy efficiency.
  • EEOI is one of such monitoring tool suggested by the IMO. The use of EEOI as a monitoring tool is voluntary and ship managers can use any other monitoring tool if they wish.
  • It is the ratio of the CO2 emitted to the ton-mile (amount of cargo x distance covered). But we could only know the amount of fuel consumed by the vessel.
  • To know the amount of CO2 emitted from the fuel, we use “fuel mass to CO2 mass conversion factor”.

Each type of fuel is given a conversion factor.

  • The amount of fuel consumed when multiplied by this conversion factor would give the CO2 emitted by use of that fuel.

So the formula to calculate EEOI becomes…

The basic expression for EEOI for a voyage is defined as:

Here, FC = mass of fuel consumed, CF = fuel mass to CO2 mass conversion factor,

mcargo = mass of cargo carried, D= distance covered

Difference between EEOI and EEDI

  • Both EEOI and EEDI measure the same thing which is the energy efficiency of the ship (the amount of CO2 emitted per tonne-mile).
  • The difference between these two terms is that EEDI is the measure of energy efficiency of the ship by design and EEOI is the measure of how efficiently the ships are operated.
  • EEDI is how well (energy efficient) a ship is built.
  • EEOI is the measure of how well (energy efficient) a ship is operated.
  • Two sister ships will have the same EEDI as all the equipment’s and parameters will be same for both the ships. But each of these two sister ships may have different EEOI. The reasons for different EEOI could be any of all of the following
  • One ship’s hull may be cleaner than the other ship
  • One ship may be operating the equipment’s (such as A/Es) when required and switch off when not in use or on lesser load
  • One ship may be monitoring the weather more carefully and adjusting the speeds and load on the engine
  • One ship may be using the trim optimization for better efficiency

The concept of ship energy efficiency is related to the emission of CO2. There are four terms that define ship energy efficiency.

  • EEDI,
  • SEEMP,
  • EEOI and
  • International energy efficiency certificate.
  • Energy efficiency design index (EEDI) defines the energy efficiency of the ship by design. It is the ratio of CO2 the ship would emit per ton-mile of the work done by the ship.
  • SEEMP is a ship specific plan that provides the ship specific measures that need to be implemented for energy efficient operations.
  • Energy efficient operation index (EEOI) is the voluntary monitoring tool provided by the IMO to measure and monitor the actual CO2 emission per ton-mile of transport work done by the ship.
  • The International energy efficiency certificate endorses the fact that the vessel complies with the energy efficiency regulations applicable to the ship.

Regulation 27: Collection and Reporting of Ship Fuel Oil Consumption Data

.annex 6 reg 22a .reg 22a .reg22a

It is Applicable to ships greater than 5000 GT from 1 march 2018

The system have three main elements:
1. Data collection and reporting by ships (company)
2. Data verification by Flag State and delivery to IMO
3. Data storage in a centralised database at the IMO.

Types of data to be reported

The following data to be reported annually:
• Technical characteristics of the ship:

  • Ship IMO number
  • Ship type
  • Gross Tonnage
  • Net tonnage
  • Deadweight at summer load line
  • Main and auxiliary engine MCR (Maximum Continuous Rating)
  • EEDI, if applicable
  • Ice class, if applicable
    • Total annual fuel consumption by fuel type
    • Distance travelled
    • Hours underway

Methods of data collection

Three main methods to be used:
• Use of BDN plus additional ship-board fuel storage check at the start and end of reporting period.
• Fuel oil tank sounding and calculation of fuel consumption for the reporting period
• Use of fuel flow meters.

Verification of data – Statement of Compliance

• Verification is the responsibility of Flag Administration
data that will be verified are:
• The data collection method and process (this will be included in SEEMP)
• The actual data submitted and their compliance with the agreed process
• A Statement of Compliance (SOC) will be issued for each calendar year by Administration.
• The Statement of Compliance (SOC) and disaggregated data should be retained on-board the ship for a set period (for at least the period of its validity)

Reporting and IMO database

• It is the responsibility of the Flag Administration to transfer the relevant data to the IMO database.
• IMO will set up a “Fuel Oil Consumption Data Base”.
• IMO will store the data in the data base.
• MARPOL Annex VI Parties will be able to access the database, but ships will remain anonymous.

Regulation 28: Operational Carbon Intensity

Operational Carbon Intensity:

Attained Annual Operational CII

  1. Calculation Period: After the end of each calendar year, starting from 2023
  2. Applicable Ships: 5,000 gross tonnage and above, falling into specific categories.
  3. Calculation Method: Using data collected in accordance with regulation 27, following IMO guidelines
  4. Reporting Deadline: Within three months after the end of each calendar year
  5. Reporting Method: Electronic communication using IMO-developed standardized format

Required Annual Operational CII

  1. Formula: Required annual operational CII = (1 – Z) · CIIR
    • Z: Annual reduction factor.
    • CIIR: Reference value
  2. Determination: Values defined according to IMO guidelines

Operational Carbon Intensity Rating

  1. Rating Scale: A, B, C, D, or E
    • A: Major superior
    • B: Minor superior
    • C: Moderate
    • D: Minor inferior
    • E: Inferior
  2. Rating Determination: Comparison of attained CII against required CII
  3. Verification: By Administration or authorized organization

Corrective Actions and Incentives

  1. Trigger for Corrective Action:
    • D rating for three consecutive years, or
    • E rating in any year
  2. Action Required: Develop a plan of corrective actions
  3. SEEMP Review: Include corrective action plan in Ship Energy Efficiency Management Plan
  4. SEEMP Submission: Within 1 month of reporting attained annual operational CII
  5. Implementation: Undertake planned corrective actions
  6. Incentives: Encouraged for ships rated A or B

Review Process

  1. Review Date: By 1 January 2026
  2. Assessment Areas:
    • Effectiveness in reducing carbon intensity
    • Need for reinforced corrective actions
    • Enforcement mechanism enhancement
    • Data collection system improvement
    • Revision of Z factor and CIIR values
  3. Amendments: To be adopted and enforced as per article 16 of the Convention

Special Provisions

  1. Ship Transfers: Calculate and report CII for the full calendar year in which the transfer occurred
  2. Reporting Obligations: Transfer does not relieve ships of existing reporting obligations.

Regulation 29: Promotion of Technical Cooperation and Transfer of Technology Relating to the Improvement of Energy Efficiency of Ships

Key Points on Technical Assistance and Cooperation

1. Promotion and Support for Technical Assistance

  • Administrations must cooperate with the Organization and other international bodies.
  • They should promote and provide support to States that request technical assistance, especially developing States.
  • Support can be provided directly or through the Organization.

2. Cooperation Among Parties for Technology Development and Information Exchange

  • The Administration of a Party must cooperate actively with other Parties.
  • This cooperation is subject to the Party’s national laws, regulations, and policies.
  • The goal is to promote the development and transfer of technology and the exchange of information.
  • This cooperation is particularly aimed at States that request technical assistance, especially developing States.
  • The focus is on implementing measures to fulfil the requirements of Chapter 4 of this Annex, specifically regulations 19.4 to 19.6.

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