In today’s time, it would be hard to believe that there

was a time when sailors could legally throw oil in water.

That stopped with the adoption of annex 1 of the

MARPOL.

Other wastes like chemicals, domestic garbage and

sewage stopped soon after.

But in recent times, the emphasis has been on two

sources of pollution

 Air pollution and

 Pollution from the ballast water

Annex VI of the MARPOL aimed to control NOx and SOx

component from burning of fuel.

Then where does this new EU regulation fit?

EU MRV is aiming to control the emission of CO2 from

the ships. In this post, I will discuss how EU MRV aims

 to do that and what is required out of this new

regulation called EU MRV.

What is EU MRV?

Right now this regulation does not define the maximum

level of co2 emission that is allowed for the ships.

Instead, it just focuses on three aspects of co2 emission

 Monitoring

 Reporting

 Verification

That is exactly what MRV stands for.

 The questions that would come to our mind are,

 Specifically, what needs to be monitored

 how exactly this need to be monitored

 To whom this data needs to be reported

 Who needs to verify this data

The EU Regulation (EU 2015/757) lays down all the

rules that answer these questions.

 I will answer these question right here but first, we

must know to which ships this EU MRV regulation is

applicable for?

EU MRV regulation is applicable for

 All commercial ships of more than 5000 GRT,

irrespective of flag, and

 operating into, out of or between a port of call in EU (EU

member nations, Norway and Republic of Iceland)

 [Source]

What to Monitor?

The aim of the EU MRV is to measure CO2 emission

from a ship. But it has to be a value that can be

compared with the other ships. And based on that data

a conclusion of which ship (or the company) is greener

than the other.

Now take these two examples of annual CO2 emissions

from two ships

 6000 T of CO2 emission from Ship A

 3000 T of CO2 emission from Ship B

Which ship is greener with respect to CO2 emission?

You may be tempted to say that Ship B is greener and

more environment-friendly than the ship A but that may

not be true.

Here is why!!!
 The ship B though have produced lesser CO2 but what if

ship B has been at anchor most of the time? If so, she

ought to have a lesser CO2 emission.

Similarly, if ship B was always half loaded, she ought to

consume lesser fuel and thus emit lesser CO2 compared

to ship A which is always operated at the fully loaded

condition.

So with EU MRV what we are looking at is not the

measuring of CO2 but measuring the “average energy

efficiency” with respect to CO2 emission.

To calculate the “Average energy efficiency”, apart from

CO2 emission we need data like

 Distance traveled

 Time at sea and in port

 Cargo Carried
 As per EU MRV, for each ship following data need to be

measured

 Port of Departure/Arrival including date/time of

departure/Arrival

 Amount of each type of fuel consumed

 Distance Travelled

 Time at Sea

 Cargo Carried

With respect to ship’s staff, there is nothing new in this

data. Most of the ships have this data in the voyage

reports.

How to Monitor?

We can calculate the each type of fuel consumed by the

ship during a particular period. But how do we calculate

the CO2 emission?

Annex I of the EU MRV regulation has the answer. As

per Annex I of the EU MRV regulation

Annex I of the EU MRV also provides the default values

of the emission factor of the different type of fuels.

But the ship owner needs to know the emission factor of

fuel being used on board their ships.

 When to Monitor?

Ship needs to monitor and report the data on two

occasions

 At the end of each voyage, and

 At the end of each year

Voyage reporting need to have at least the following

data

At the end of the year, data for the entire year need to

be compiled.
From the seafarer’s point of view, they just need to

report the voyage data and annual report will be

compiled by the company.

Some companies have integrated the required data with

the noon-reporting software that the company is already

using.

For example, Wilhelmsen ship management has

integrated the required data in the noon report tool.

So the seafarers just need to enter the noon report data

in this tool. Compilation of data and generating voyage

report and annual report is done on shore.

Here is how the generated annual report and voyage

report looks like.

 [Source] [Click for enlarge view]

Instatech marine has developed a way for automation of

this whole process, that requires no or minimal manual

entries.

Monitoring plan

Another important aspect of EU MRV is the development

of monitoring plan for each ship.

The company is responsible for the development of the

monitoring plan for each of their ships for which EU MRV

regulation applies.
 The monitoring plans deal with the specific information

on “what and how” of compliance with EU MRV for that

ship.

Briefly, the monitoring plan will highlight

 All the possible sources of CO2 emission from the ship

(main engine, Aux engines,

 The procedure of monitoring fuel consumption. For

example, if the fuel consumption will be calculated by

manual soundings or by flow-meter? Which Fuel density

to use, that mentioned in BDN or in the fuel analysis

report?

 What emission factor to use?

 Procedure to calculate the distance covered by the ship

(Will the source be from GPS, AIS

 Procedure to calculate the quantity of cargo carried. For

example what cargo quantity to use (B/L, ship figure,

Vessel experience factor to be applied or not etc)?

This monitoring plan needs to be developed by the

company and then submitted to an independent verifier

for assessment and approval.

Few Verifiers have created tools for generating the

monitoring plan the shipping companies.

In reality, most of the companies appoint the verifier

itself to develop the monitoring plan on their behalf.

EU MRV has set 31st Aug 2017 as the deadline for

submitting the monitoring plan to the independent

verifier.

But what about the ships that do not trade in EU ports

and later at some point of time need to call one of the

EU ports?

EU MRV regulation, article 6 has the answer for this

for ships falling under the scope of this Regulation for

the first time after 31 August 2017, the company shall

submit a monitoring plan to the verifier without undue

delay and no later than two months after each ship’s

first call in a port under the jurisdiction of a Member

State

Emission Report

As we discussed, the ships need to monitor and report

the data as per the monitoring plan of the ship every

voyage and then annually.

 The data of the annual report need to be sent to the

European Commission through a report called “emission

report”.

The emission report needs to be assessed by the verifier

before it is sent to the European Commission.

Apart from the data in the annual report, the emission

report would contain

 The detail of the ship and the company

 Detail of the Verifier who assessed the emission report

This emission report needs to be transmitted

electronically to the European commission.

The first emission report must be transmitted by 30th

April 2019 and subsequent reports on the same date

each year.

Document of Compliance
 Another element of the EU MRV regulation is the

“Document of Compliance”.

The essence of the EU MRV regulation is the emission

report sent to the European commission.

The whole purpose of EU MRV regulation would be lost if

 the emission report does not contain the data as

required by EU MRV regulation, or

 the data in the emission report is not in the format that

is required by EU MRV regulation

To ensure that the data and format of the emission

report are as per the EU MRV regulation, the emission

report is required to be assessed by an independent

verifier.

If the emission report is as per the EU MRV regulation,

the verifier would issue “Document of Compliance” to

the ship.
 The first document of compliance would be issued on or

before 30 June 2019.

Document of compliance is valid for a period of 18

months after the end of reporting period.

So for the first reporting period (01st Jan 2018 to 31st

Dec 2018)

 The document of compliance will be issued on or before

30 June 2019,

 The document of compliance will be valid until 30th June

2020

Role of the Verifier

Apart from monitoring and reporting parts, EU MRV has

this third important part. That is of verification.

Under EU MRV regulation, the verifier has an important

role. EU MRV Regulation defines the Verifier as

 a legal entity carrying out verification activities which is

accredited by a national accreditation body pursuant to

Regulation (EC) No 765/2008 and this Regulation;

So the verifier needs to be

 independent entity and not in any way related to the

ship owner and the company

 accredited by a national accreditation body. This

ensures that verifier has the know how of monitoring

and reporting of environmental data.

Who is the Verifier?

There are many companies acting as Verifier for EU MRV

and a shipping company has to make a choice to choose

a verifier.

Most of the classification societies have acquired the

required accreditation and can be used as a verifier for

EU MRV.
 But there are other companies that only specialize in EU

MRV regulation. Verifavia shipping is one of the

examples.

There are two major tasks of the verifier

 Assessment and verification of Monitoring plan, and

 Assessment and Verification of emission report

Assessment and verification of Monitoring plan

Verifier needs to assess that the monitoring plan of the

ship is as per the EU MRV regulations.

Any non-conformities identified during the assessment

of monitoring plan are communicated by the verifier to

the company.

The company then needs to amend the monitoring plan

and submit the revised plan to the verifier for the

verification.
Assessment and Verification of emission report

We have already discussed this. The verifier needs to

assess the emission report of the ship before it is

submitted to the European Commission.

Verifier needs to assess the emission report for any

misstatements, non-conformities and/or any errors. If

any found, same are reported to the company for

corrections.

Verifier would issue a verification statement when the

emission report is in line with the EU MRV regulations.

Based upon this verification report, verifier issues the

document of compliance as required by EU MRV.

Publication of data by European

Commission

What would European Commission do with all the ship

data that they will collect?

Well, they will publish the data publically on a website.

That means anyone can have the access to this data of

any ship of any shipping company.

This aspect of the EU MRV regulation has been

controversial.

Ship owners are worried that shippers would use this

data for further negotiating the freight rates based upon

the level of CO2 emission by that ship or the ships of

that company.

So the ship and the company that produces less CO2

may comparatively get higher freight rates compared to

other ships/companies.

And I think that is the whole purpose of European

commission to publish the data publically. To put

pressure on the shipping companies to reduce their CO2

foot print.

IMO fuel consumption data collection

system
Following the European Commission, on 28th October

2016 MEPC of IMO adopted an amendment to the Annex

VI of the MARPOL.

This new amendment requires ships of more than 5000

GRT to report fuel consumption data to the ship’s flag.

Well, I will not discuss here this new IMO requirement

but what I want to emphasize here is that there are

many overlapping areas between EU MRV and IMO fuel

consumption data collection system.

In fact barring few exemptions, both the regulations

have same requirements.

There is one main difference between EU MRV and IMO

regulation on data collection system.

The data published by the EU MRV will be distinct,

meaning people can get the data for the each ship and

company.

The data published by the IMO will be anonymous,

meaning the people can see the data as per type of the

ships etc but not for each ship or for a particular

company.

Conclusion

EU MRV regulation is about measuring CO2 emission

from the ships of more than 5000 GRT operating in EU

ports.

Monitoring plan provides the information on how ships

need to monitor the co2 levels.

This data once verified needs to be submitted to

European Commission.
This regulation might turn out to be a game changer in

reducing the CO2 emission from the ships even before it

specifies the max CO2 emission level.

This is because of the every ship’s CO2 emission data

that European Commission would publically upload.

The first step for the compliance with the EU MRV

regulation is submitting the monitoring plan to the

verifier. The last date for submission is 31st Aug 2017.

Here is the brief timeline for EU MRV regulation.

So if your ship is trading in European ports, is your ship

ready with the EU MRV regulation?