Latest developments on SEEMP Part III & CII
During MEPC 76, IMO adopted the CII regulation and revised Marpol Annex VI but till MEPC 77, there were no clear guidelines ON how to monitor, calculate or prepare to comply with this regulation. Much awaited MEPC 78 gave a definitive approach to ship owners on the upcoming regulation of CII.
From 2023, there will be three parts of SEEMP that a company has to maintain:
- SEEMP Part I: SHIP MANAGEMENT PLAN TO IMPROVE ENERGY EFFICIENCY (to be maintained by ships more than 400 GT; related to EEOI and other voluntary measures the company is taking to improve its operational efficiency)
- SEEMP Part II: SHIP FUEL OIL CONSUMPTION DATA COLLECTION PLAN (to be maintained by ships more than 5000 GT; related to IMO DCS data monitoring and reporting to the administration)
- SEEMP Part III: SHIP OPERATIONAL CARBON INTENSITY PLAN (to be maintained by ships more than 5000 GT; related to calculation of CII and implementing measures to reduce it)
As per regulation 26.3.1 of MARPOL Annex VI, a ship operator has to prepare SEEMP part III which should describe the following:
- A methodology that will be used to calculate the ship's attained annual operational CII.
- The required annual operational CII
- An implementation plan documenting how to achieve the required annual operational CIIs during the next three years.
- A procedure for self-evaluation and improvement
The timeline to prepare the SEEMP Part III and subsequent approval by Flag Administration is December 31st, 2022.
From January 01, 2023, the IMO DCS data monitoring should start. From 2024, the IMO DCS data along with the attained and required CII will be verified. From 2024, the IMO DCS SoC will have the annual operating CII rating mentioned on it.
MEPC 78 did not bring anticipated good news, especially for the cruise lines, as most of the correction factors proposed, such as voyage adjustment due to bad weather, waiting time, and voyage adjustment for short voyages (less than 72 hours), etc, got rejected.
On the other hand, tankers stood out as the most beneficial category after the correction factors, such as voyage adjustments for shuttle tankers, for STS voyages, boiler fuel consumption for cargo heating, etc. got approved.
The update in the methodology to calculate the attained CII is the inclusion of correction factors and voyage adjustment factors which are as follows:
- 𝑓𝑖 is the capacity correction factor for ice-classed ships
- 𝑓𝑚 is the factor for ice-classed ships having IA Super and IA
- 𝑓𝑐 represents the cubic capacity correction factors for chemical tankers
- 𝑓𝑖,𝑉𝑆𝐸 represents the correction factor for ship specific voluntary structural enhancement
- Fuel Adjustment for distance traveled through the ice, endanger the safe navigation of the ships (𝑭𝑪𝒗𝒐𝒚𝒂𝒈𝒆,𝒋)
- Fuel Corrections for Shuttle Tankers or STS voyages on tankers (TFj )
- Fuel Corrections relating to electrical power used for reefer containers, cargo cooling for Gas, LNG Carriers, discharge pumps (𝑭𝑪𝒆𝒍𝒆𝒄𝒕𝒓𝒊𝒄𝒂𝒍,𝒋 )
- Fuel Corrections relating to Boiler Fuel Consumption for cargo heating, cargo discharge (𝑭𝑪𝑩𝒐𝒊𝒍𝒆𝒓,𝒋)
- Fuel Corrections relating to other related fuel consumption devices such as standalone engine-driven cargo pumps during discharge operation of tankers (𝑭𝑪𝒐𝒕𝒉𝒆𝒓𝒔,𝒋 )
- Shubham Jain, EU MRV / IMO DCS Manager Back to all Verifavia Shipping News